Vehicle thermal management method and related device

Abstract

The present application provides a vehicle thermal management method and related devices, the method comprising: in response to the vehicle startup operation in the first driving process, identifying the target driving scene to which the first driving process belongs in multiple preset driving scenes; the first driving process includes the process from vehicle startup to driving completion; obtaining target driving situation information; the target driving situation information includes driving situation information of m historical driving processes belonging to the target driving scene; m is an integer greater than 1; controlling the target thermal management operation based on the target driving situation information and the battery status information after the vehicle is started; the target thermal management operation includes the battery heating operation and / or the vehicle cabin temperature adjustment operation in the first driving process. The embodiment of the present application can realize vehicle thermal management in a low temperature environment to meet the driving mileage and user heating requirements.

Description

Technical Field

[0001] This application relates to the technical field of vehicles, and particularly to a vehicle thermal management method and related devices. Background Art

[0002] The thermal management of vehicles in low-temperature environments is a key technical problem. Low temperatures reduce the capacity and power performance of batteries, resulting in shorter driving ranges and lower power outputs. Moreover, low-temperature environments increase the demand of users in the vehicle cabin for heating inside the vehicle, further increasing the energy consumption of the vehicle and the output load of the power battery. Therefore, how to achieve vehicle thermal management in low-temperature environments to meet the requirements of driving range and user heating is a technical problem that those skilled in the art urgently need to solve. Summary of the Invention

[0003] This application provides a vehicle thermal management method and related devices, which can achieve vehicle thermal management in low-temperature environments to meet the requirements of driving range and user heating.

[0004] In a first aspect, this application provides a vehicle thermal management method, which includes:

[0005] In response to a vehicle start operation during a first driving process, identify a target driving scenario to which the first driving process belongs among a plurality of preset driving scenarios; the first driving process includes the process from the start of the vehicle to the completion of driving;

[0006] Obtain target driving situation information; the target driving situation information includes the driving situation information of m historical driving processes belonging to the target driving scenario; m is an integer greater than 1;

[0007] Control a target thermal management operation based on the target driving situation information and the battery state information after the vehicle starts; the target thermal management operation includes a battery heating operation during the first driving process and / or a cabin temperature adjustment operation of the vehicle.

[0008] In the above solution, after the vehicle starts, the battery heating and / or the cabin temperature adjustment are controlled based on the driving situation information of multiple historical driving processes in the same type of driving scenario and the current state of the vehicle battery. That is, on the basis of referring to the driving situation of historical driving processes, the current state of the battery is comprehensively considered, so as to ensure the energy consumption requirements generated during the driving process of the vehicle due to driving and user heating, etc. In addition, compared with uniformly adopting a set of thermal management solutions, this solution can provide the required thermal management for different driving scenarios, adaptively meet the thermal management requirements of different driving scenarios, and at the same time improve the operation efficiency of the vehicle in low-temperature environments and reduce unnecessary energy consumption waste.

[0009] In a possible implementation, the foregoing target driving situation information includes m energy consumption information, where the i-th energy consumption information belongs to the energy consumption information of the i-th historical driving process, and the value of i is an integer from 1 to m; the foregoing control of the target thermal management operation based on the foregoing target driving situation information and the battery state information after the vehicle starts includes:

[0010] Predict the target total energy consumption required in the foregoing first driving process based on the foregoing m energy consumption information;

[0011] Control the target thermal management operation based on the foregoing target total energy consumption and the battery state information.

[0012] This solution predicts the energy consumption required for the current driving process through the energy consumption information of multiple historical driving processes, and comprehensively considers the state of the battery to control the thermal management operation, so as to reasonably utilize the energy of the battery and reduce energy consumption waste while ensuring the energy consumption requirements of the journey.

[0013] In a possible implementation, the foregoing target thermal management operation includes the foregoing battery heating operation; the foregoing target driving situation information further includes m battery output powers, where the i-th battery output power belongs to the battery output power of the i-th historical driving process;

[0014] The foregoing control of the target thermal management operation based on the foregoing target total energy consumption and the battery state information includes:

[0015] Control the foregoing battery heating operation based on the foregoing target total energy consumption, the target battery output power and the battery state information; the foregoing target battery output power is the battery output power predicted based on the foregoing m battery output powers and required in the foregoing first driving process.

[0016] In this solution, the battery heating is controlled by comprehensively considering the energy consumption required for this driving process, the battery output power and the state of the battery, so as to improve the performance of the battery and further improve the power performance of the vehicle.

[0017] In a possible implementation, the foregoing battery state information includes the remaining power of the foregoing battery and the allowed output power;

[0018] The foregoing control of the foregoing battery heating operation based on the foregoing target total energy consumption, the target battery output power and the battery state information includes:

[0019] Start the foregoing battery heating operation when the foregoing allowed output power meets the demand of the foregoing target battery output power, and the foregoing remaining power meets the demand of the foregoing target total energy consumption and the energy consumption demand of the foregoing battery heating operation.

[0020] This solution is a lower-level implementation solution for controlling battery heating. The battery heating operation is only started when the battery can afford the energy consumption requirements of the current trip and the energy consumption requirements of battery heating, so as to avoid occupying the energy consumption requirements of the trip and causing the inability to complete the current driving process.

[0021] In a possible implementation, the foregoing battery heating operation instruction heats the foregoing battery to a target temperature, and the foregoing target temperature is determined based on the foregoing target battery output power.

[0022] In this solution, the temperature of battery heating can also be set based on the battery output capacity required for the current trip, so as to better meet the power performance requirements of the current driving process.

[0023] In a possible implementation, the foregoing remaining power includes the increased power after performing the foregoing battery heating operation.

[0024] The battery heating benefit is also considered in this solution to improve the utilization rate of battery energy.

[0025] In a possible implementation, the foregoing target thermal management operation includes the foregoing cockpit temperature adjustment operation; the foregoing target driving situation information further includes m thermal comfort preference information, where the i-th thermal comfort preference information is determined based on the cockpit environment in the i-th historical driving process;

[0026] The foregoing control of the target thermal management operation based on the foregoing target total energy consumption and the foregoing battery state information includes:

[0027] Controlling the foregoing cockpit temperature adjustment operation based on the foregoing target total energy consumption, target thermal comfort preference information, and the foregoing battery state information; the foregoing target thermal comfort preference information is the thermal comfort preference information predicted based on the foregoing m thermal comfort preference information in the foregoing first driving process.

[0028] In this solution, the energy consumption required for the current driving process, the thermal comfort of the user, and the state of the battery are comprehensively considered to control the cockpit temperature adjustment operation, so as to better meet the heating requirements of the user.

[0029] In a possible implementation, the foregoing battery state information includes the foregoing remaining power of the battery; the foregoing control of the foregoing cockpit temperature adjustment operation based on the foregoing target total energy consumption, target thermal comfort preference information, and the foregoing battery state information includes:

[0030] When the foregoing remaining power meets the requirements of the foregoing target total energy consumption and the energy consumption required for the foregoing cockpit temperature adjustment operation, the foregoing cockpit temperature adjustment operation is controlled based on the foregoing target thermal comfort preference information.

[0031] In this solution, only when the remaining battery power meets the energy consumption requirements of this trip, the cabin temperature is further adjusted based on the user's thermal comfort preference, giving priority to ensuring the power performance energy consumption requirements of the trip and avoiding occupying the power performance energy consumption requirements of the trip, resulting in the inability to complete this driving process.

[0032] In one possible implementation, the aforementioned cabin temperature adjustment operation includes an air-conditioning heating operation; the aforementioned control of the aforementioned cabin temperature adjustment operation based on the aforementioned target thermal comfort preference information includes:

[0033] Based on the aforementioned target thermal comfort preference information and the temperature of the aforementioned cabin, look up the target air outlet temperature and / or target air speed of the aforementioned air conditioner in the first preset relationship table; the first preset relationship table records the air outlet temperature and / or air speed of the aforementioned air conditioner corresponding to various thermal comfort preference information and various cabin temperatures;

[0034] Start the aforementioned air-conditioning heating operation based on the aforementioned target air outlet temperature and / or target air speed.

[0035] In this solution, the temperature and / or air speed of the air-conditioning heating can also be set based on the thermal comfort preference of the user during the current trip to better meet the user's heating needs.

[0036] In one possible implementation, the aforementioned starting of the aforementioned air-conditioning heating operation based on the aforementioned target air outlet temperature and / or target air speed includes:

[0037] Recommend the aforementioned target air outlet temperature and / or target air speed to the user through the human-machine interaction interface;

[0038] Start the aforementioned air-conditioning heating operation based on the aforementioned target air outlet temperature and / or target air speed in response to the user's confirmation operation.

[0039] In this solution, it is also possible to interact with the user, recommend relevant adjustment parameters to the user, and start the corresponding heating operation based on the user's confirmation operation, increasing the user's perception and enhancing the user experience.

[0040] In one possible implementation, the aforementioned cabin temperature adjustment operation includes the heating operation of the target device, and the aforementioned target device includes at least one of the steering wheel, seat, and front windshield;

[0041] The aforementioned control of the aforementioned cabin temperature adjustment operation based on the aforementioned target thermal comfort preference information includes:

[0042] Look up the target heating level of the target device in the second preset relationship table based on the deviation between the aforementioned target thermal comfort preference information and the current thermal comfort preference information; various ranges of deviations of thermal comfort preference information corresponding to the target device heating levels are recorded in the second preset relationship table; the aforementioned current thermal comfort preference information is determined based on the cockpit environment after the vehicle is started during the first driving process;

[0043] Start the heating operation of the target device based on the aforementioned target heating level.

[0044] In this solution, the heating levels of devices such as the steering wheel and seat can also be set based on the predicted thermal comfort preference and the current thermal comfort in the cockpit to better meet the heating needs of users.

[0045] In a possible implementation, the aforementioned starting the heating operation of the target device based on the aforementioned target heating level includes:

[0046] Recommend the aforementioned target heating level to the user through the human-machine interaction interface;

[0047] Start the heating operation of the target device based on the aforementioned target heating level in response to the user's confirmation operation.

[0048] In this solution, it is also possible to interact with the user, recommend relevant adjustment parameters to the user, and start the corresponding heating operation based on the user's confirmation operation, increasing the user's perception and enhancing the user experience.

[0049] In a possible implementation, the aforementioned identifying the target driving scenario to which the first driving process belongs among multiple preset driving scenarios in response to the start operation of the vehicle during the first driving process includes:

[0050] Obtain the start information of the vehicle during the first driving process; the start information includes the start time and / or the location information of the vehicle at the start;

[0051] Identify the aforementioned target driving scenario to which the first driving process belongs among the multiple preset driving scenarios based on the aforementioned start information.

[0052] In this solution, identifying the driving process of the same type of driving scenario based on the start information of the vehicle is simple and easy to implement, and can accurately and effectively identify the driving scenario to which the driving process belongs.

[0053] In a possible implementation, the aforementioned start information includes the aforementioned start time; the aforementioned identifying the target driving scenario to which the first driving process belongs among multiple preset driving scenarios based on the aforementioned start information includes:

[0054] Match the foregoing start time with multiple time periods; the multiple time periods correspond one-to-one to the multiple preset driving scenarios, and the multiple time periods are different time periods in a day;

[0055] When the foregoing start time belongs to the time of the time period corresponding to the foregoing target driving scenario, identify that the driving scenario to which the foregoing first driving process belongs is the foregoing target driving scenario.

[0056] In this solution, the target driving scenario is identified by matching the time period in which the start time is located.

[0057] In a possible implementation, the foregoing start information includes the position information of the vehicle at the time of start; the identifying the target driving scenario to which the foregoing first driving process belongs from multiple preset driving scenarios based on the foregoing start information includes:

[0058] Match the position information of the vehicle at the time of start with the position information corresponding to the multiple preset driving scenarios;

[0059] When the position information of the vehicle at the time of start belongs to the position information corresponding to the foregoing target driving scenario, identify that the driving scenario to which the foregoing first driving process belongs is the foregoing target driving scenario.

[0060] In this solution, the target driving scenario can also be identified by matching the position information of the vehicle at the time of start.

[0061] In a second aspect, the present application provides a vehicle thermal management device, and the device includes:

[0062] An identification unit, configured to, in response to a start operation of the vehicle during a first driving process, identify a target driving scenario to which the first driving process belongs from multiple preset driving scenarios; the first driving process includes a process from starting the vehicle to completing driving;

[0063] An acquisition unit, configured to acquire target driving situation information; the target driving situation information includes driving situation information of m historical driving processes belonging to the target driving scenario; m is an integer greater than 1;

[0064] A control unit, configured to control a target thermal management operation based on the target driving situation information and the battery state information after the vehicle starts; the target thermal management operation includes a battery heating operation during the first driving process and / or a cabin temperature adjustment operation of the vehicle.

[0065] In a possible implementation, the target driving situation information includes m energy consumption information, where the i-th energy consumption information belongs to the energy consumption information of the i-th historical driving process, and the value of i is an integer from 1 to m; specifically, the control unit is configured to:

[0066] Predict the target total energy consumption required during the first driving process based on the foregoing m energy consumption information;

[0067] Control the target thermal management operation based on the foregoing target total energy consumption and the foregoing battery state information.

[0068] In a possible implementation, the foregoing target thermal management operation includes the foregoing battery heating operation; the foregoing target driving situation information further includes m battery output powers, where the i-th battery output power belongs to the battery output power of the i-th historical driving process;

[0069] The foregoing control unit is specifically configured to:

[0070] Control the foregoing battery heating operation based on the foregoing target total energy consumption, target battery output power, and the foregoing battery state information; the foregoing target battery output power is the battery output power predicted based on the foregoing m battery output powers and required during the first driving process.

[0071] In a possible implementation, the foregoing battery state information includes the remaining power of the foregoing battery and the allowed output power;

[0072] The foregoing control unit is specifically configured to:

[0073] Start the foregoing battery heating operation when the foregoing allowed output power meets the demand of the foregoing target battery output power, and the foregoing remaining power meets the demand of the foregoing target total energy consumption and the energy consumption demand of the foregoing battery heating operation.

[0074] In a possible implementation, the foregoing battery heating operation instructs to heat the foregoing battery to a target temperature, and the foregoing target temperature is determined based on the foregoing target battery output power.

[0075] In a possible implementation, the foregoing remaining power includes the increased power after performing the foregoing battery heating operation.

[0076] In a possible implementation, the foregoing target thermal management operation includes the foregoing cockpit temperature adjustment operation; the foregoing target driving situation information further includes m thermal comfort preference information, where the i-th thermal comfort preference information is determined based on the cockpit environment during the i-th historical driving process;

[0077] The foregoing control unit is specifically configured to:

[0078] Control the foregoing cockpit temperature adjustment operation based on the foregoing target total energy consumption, target thermal comfort preference information, and the foregoing battery state information; the foregoing target thermal comfort preference information is the thermal comfort preference information predicted based on the foregoing m thermal comfort preference information and during the first driving process.

[0079] In one possible implementation, the battery state information includes the remaining power of the battery; specifically, the control unit is configured to:

[0080] When the remaining power meets the requirements of the target total energy consumption and the energy consumption required for the cabin temperature adjustment operation, control the cabin temperature adjustment operation based on the target thermal comfort preference information.

[0081] In one possible implementation, the cabin temperature adjustment operation includes an air conditioner heating operation; specifically, the control unit is configured to:

[0082] Based on the target thermal comfort preference information and the temperature of the cabin, look up the target air outlet temperature and / or target air speed of the air conditioner in a first preset relationship table; the first preset relationship table records the air outlet temperature and / or air speed of the air conditioner corresponding to various thermal comfort preference information and various cabin temperatures;

[0083] Start the air conditioner heating operation based on the target air outlet temperature and / or target air speed.

[0084] In one possible implementation, the control unit is specifically configured to:

[0085] Recommend the target air outlet temperature and / or target air speed to the user through a human-machine interaction interface;

[0086] Start the air conditioner heating operation based on the target air outlet temperature and / or target air speed in response to the user's confirmation operation.

[0087] In one possible implementation, the cabin temperature adjustment operation includes a heating operation of a target device, and the target device includes at least one of a steering wheel, a seat, and a front windshield;

[0088] Specifically, the control unit is configured to:

[0089] Based on the deviation between the target thermal comfort preference information and the current thermal comfort preference information, look up the target heating level of the target device in a second preset relationship table; the second preset relationship table records the target device heating levels corresponding to various ranges of deviations of thermal comfort preference information; the current thermal comfort preference information is determined based on the cabin environment after the vehicle is started during the first driving process;

[0090] Start the heating operation of the target device based on the target heating level.

[0091] In one possible implementation, the step of identifying the target driving scenario to which the first driving process belongs from multiple preset driving scenarios in response to the start operation of the vehicle during the first driving process includes:

[0092] Obtain the startup information of the vehicle during the foregoing first driving process; the foregoing startup information includes the startup time and / or the position information of the vehicle at startup;

[0093] Based on the foregoing startup information, identify the foregoing target driving scenario to which the foregoing first driving process belongs among the foregoing multiple preset driving scenarios.

[0094] In a third aspect, the present application provides a vehicle thermal management device, which includes a processor, a communication interface, and a memory. Among them, the foregoing communication interface is used to implement data reception and transmission, the foregoing memory is used to store computer programs or computer instructions, and the foregoing processor is used to execute the computer programs or computer instructions stored in the foregoing memory, so that the foregoing vehicle thermal management device executes the method described in any one of the foregoing first aspect and its possible implementation manners.

[0095] In a fourth aspect, the present application provides a vehicle, which includes the vehicle thermal management device described in any one of the foregoing second aspect or third aspect.

[0096] In a fifth aspect, the present application provides a chip, which includes a processor, a communication interface, and a memory. Among them, the foregoing communication interface is used to implement data reception and transmission, the foregoing memory is used to store computer programs or computer instructions, and the foregoing processor is used to execute the computer programs or computer instructions stored in the foregoing memory, so that the foregoing chip executes the method described in any one of the foregoing first aspect and its possible implementation manners.

[0097] In a sixth aspect, the present application provides a computer-readable storage medium, which stores computer programs or computer instructions, and the foregoing computer programs or computer instructions are executed by a processor to implement the method described in any one of the foregoing first aspect and its possible implementation manners.

[0098] In a seventh aspect, the present application provides a computer program product, and when the computer program product is executed by a processor, the method described in any one of the foregoing first aspect and its possible implementation manners will be implemented.

[0099] The solutions provided in the foregoing second aspect to seventh aspect are used to implement or cooperate with the method provided correspondingly in the foregoing first aspect, so they can achieve the same or corresponding beneficial effects as the corresponding method in the first aspect, and will not be elaborated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0100] Figure 1 The figure shows a schematic structural diagram of a thermal management system provided by an embodiment of the present application;

[0101] Figure 2 and Figure 3The following shows a schematic flowchart of the method provided by an embodiment of the present application;

[0102] Figure 4 and Figure 5 The following shows a schematic structural diagram of the device provided by an embodiment of the present application. Detailed implementation manners

[0103] In the embodiments of the present application, "a plurality of" means two or more. In the embodiments of the present application, "and / or" is used to describe the association relationship of associated objects, indicating three relationships that can exist independently. For example, A and / or B can mean: A exists alone, B exists alone, or both A and B exist simultaneously. In the embodiments of the present application, descriptions such as "at least one (or at least one) of a1, a2,..., and an" include the case where any one of a1, a2,..., and an exists alone, and also include any combination of any plurality of a1, a2,..., and an, and each case can exist alone; for example, the description of "at least one of a, b, and c" includes the cases of a alone, b alone, c alone, the combination of a and b, the combination of a and c, the combination of b and c, or the combination of a, b, and c.

[0104] In each embodiment of the present application, if there is no special description and logical conflict, the terms and / or descriptions among the various embodiments are consistent and can be referenced to each other, and the technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0105] In order to achieve vehicle thermal management in a low-temperature environment to meet the requirements of driving range and user heating, the embodiments of the present application provide a vehicle thermal management method and related devices. First, the architecture of the thermal management system in the vehicle related to the embodiments of the present application will be introduced by way of example in combination with Figure 1 introduce the architecture of the thermal management system in the vehicle related to the embodiments of the present application.

[0106] Figure 1 The following shows a schematic structural diagram of the thermal management system 100. It can be seen that the thermal management system 100 includes a control device 110, a battery thermal management execution module 120, a cockpit thermal management execution module 130, and a human-machine interaction unit 140.

[0107] Exemplarily, the above control device 110 can be, for example, a domain controller in the vehicle, a vehicle central computer (VCC), or other control modules, etc. For example, the domain controller can be, for example, a power domain controller, a chassis domain controller, a vehicle domain controller, a cockpit domain controller, or an autonomous driving domain controller in the vehicle. It can be understood that the introduction of the control device 110 here is only an example and does not constitute a limitation to the embodiments of the present application.

[0108] Exemplarily, the above-mentioned battery thermal management execution module 120 may include heating components such as a positive temperature coefficient (PTC) heater. Alternatively, the battery thermal management execution module 120 may include, for example, an electrothermal film preheating system. The electrothermal film preheating system uses an electrothermal film as a heating element and adjusts the heating power by adjusting the applied voltage, having the advantages of uniform heating and a wide power adjustment range. Alternatively, the battery thermal management execution module 120 may include, for example, a liquid cooling preheating system. The liquid cooling preheating system uses a liquid cooling system composed of a liquid cooling radiator, a coolant circulation pipeline, a heat exchange system, and a liquid circulation power source to achieve cooling and heating of the power battery, having the advantages of high heating efficiency, good heat preservation effect, and strong adaptability. Alternatively, the battery thermal management execution module 120 may include, for example, a heat pipe preheating system. The heat pipe preheating system uses a heat pipe as a high-efficiency heat transfer device to transfer the heat of an external heater to the inside of the battery pack. Exemplarily, the battery may be, for example, a power battery in a vehicle.

[0109] Exemplarily, the above-mentioned control device 110 may send a control instruction to the battery thermal management execution module 120 to control the module to perform a battery heating operation.

[0110] Exemplarily, the above-mentioned cockpit thermal management execution module 130 may include, for example, one or more of the following: an air-conditioning adjustment module, a steering wheel heating module, a seat heating module, and a front windshield heating module. Exemplarily, the air-conditioning adjustment module includes devices such as an air-conditioning heat pump. The steering wheel heating module, the seat heating module, or the front windshield heating module may include components such as heating resistance wires.

[0111] Exemplarily, the above-mentioned control device 110 may send a control instruction to the air-conditioning adjustment module to control the module to perform an air-conditioning heating operation. The air-conditioning heating operation may include outputting hot air into the cockpit based on a set temperature and / or wind speed. Exemplarily, the above-mentioned control device 110 may send a control instruction to the steering wheel heating module to control the module to perform an operation of heating the steering wheel. Exemplarily, the above-mentioned control device 110 may send a control instruction to the seat heating module to control the module to perform an operation of heating the seat. Exemplarily, the above-mentioned control device 110 may send a control instruction to the front windshield heating module to control the module to perform an operation of heating the front windshield.

[0112] Exemplarily, the above-mentioned human-machine interaction unit 140 may include, for example, a human machine interface (HMI) module and / or an in-vehicle voice prompt module, etc. Exemplarily, the above-mentioned control device 110 may recommend information to the user through the human-machine interaction unit 140. For example, the recommended information may be displayed to the user through the HMI module. Or, for example, the recommended information may be announced to the user through the in-vehicle voice prompt module, etc.

[0113] It can be understood that the above-mentioned Figure 1 shown thermal management system 100 is only an example and does not constitute a limitation to the embodiments of the present application.

[0114] Exemplarily, each of the above-mentioned control instructions may be, for example, a control instruction generated by the control device 110 based on the vehicle thermal management method provided in the embodiments of the present application. The implementation of the vehicle thermal management method will be introduced below by way of example.

[0115] Exemplarily refer to Figure 2 , which is a schematic flowchart of the vehicle thermal management method provided in the embodiments of the present application. The method may include but is not limited to the following operations.

[0116] S201. In response to the start operation of the vehicle during the first driving process, the control device identifies the target driving scenario to which the first driving process belongs among a plurality of preset driving scenarios; the first driving process includes the process from the start of the vehicle to the completion of driving.

[0117] Exemplarily, the above-mentioned control device may be, for example, the above-mentioned Figure 1 shown control device 110. The above-mentioned first driving process may be any driving process belonging to the above-mentioned target driving scenario. A driving process refers to the process from the start of the vehicle to the completion of driving.

[0118] Exemplarily, the situations belonging to the start of the vehicle may include but are not limited to the following: the driver turns the key to start the vehicle, presses the start button to start the vehicle, unlocks the door, opens the door, or the control device is powered on, etc., and the embodiments of the present application do not limit this. Exemplarily, the situations belonging to the completion of driving may include but are not limited to the following: the driver turns the key or presses the button to cut off the power of the vehicle, the door is locked after getting off the vehicle, or the control device is powered off, etc., and the embodiments of the present application do not limit this. Exemplarily, the above-mentioned one driving process may be a driving cycle from the power-on to the power-off of the vehicle.

[0119] The above target driving scenario belongs to one of multiple preset driving scenarios. The multiple preset driving scenarios are driving scenarios obtained by analyzing the historical operation data of the vehicle. Exemplarily, the multiple preset driving scenarios can be distinguished at least by time period and / or preset positions of the vehicle. Specifically, each preset driving scenario can correspond to a time period and / or a preset position. If the start time of the driving process falls within the time period corresponding to a certain preset driving scenario and / or the position of the vehicle at startup belongs to the preset position, then the driving process belongs to the driving process of that certain preset driving scenario. For specific details, please refer to the following exemplary introduction. The following exemplary introduction analyzes the process of obtaining multiple preset driving scenarios.

[0120] In one possible implementation, the control device can obtain information on the driving process over a past period of time, and then analyze the above multiple preset driving scenarios based on the obtained information on the driving process and the preset driving scenario determination conditions.

[0121] Exemplarily, the above past period of time can be, for example, one or more weeks before the control device obtains the information. Or, the above past period of time can be, for example, one or more months before the control device obtains the information, etc. The embodiments of the present application do not limit the above past period of time.

[0122] Exemplarily, the obtained information on the driving process can include, for example, some or all of the following information in each driving process: vehicle start time, vehicle position information, driving duration, driving energy consumption, driving mileage, speed, battery output power, battery temperature, ambient temperature (such as the temperature in the cockpit, the temperature outside the cockpit, or the temperature at the location of the battery, etc.), remaining battery power, air-conditioning set temperature, seat heating level, steering wheel heating level, and front windshield heating level, etc. Exemplarily, this information can be information collected through one or more of a controller area network (CAN) bus, an input / output (I / O) bus, a local interconnect network (LIN) bus, and an Ethernet bus. Exemplarily, this information can be information stored in a preset storage space after preprocessing. The preprocessing can include, for example, removing outliers, missing values, and duplicate values, as well as performing format conversion, unit unification, and time alignment, etc.

[0123] In one possible implementation, after obtaining the information on the driving process over a past period of time, the obtained information can be filtered first to discard the information with little reference value. For example, the information on the driving process with a driving duration greater than a preset duration, a driving mileage greater than a preset mileage, and being on a weekday can be retained, and the rest of the information can be discarded. Or, it is not limited to the driving mileage on a weekday, as long as the information on the driving process with a driving duration greater than the preset duration and a driving mileage greater than the preset mileage can be retained, and so on. The embodiments of the present application do not limit the filtering conditions. Exemplarily, the preset duration can be, for example, 10 minutes, 15 minutes, 20 minutes, etc., and the embodiments of the present application do not limit this. The preset mileage can be, for example, 1 kilometer, 3 kilometers, 5 kilometers, etc., and the embodiments of the present application do not limit this either. Optionally, in another possible implementation, filtering may not be performed, and the following description will be given by taking the information on the driving process after filtering as an example.

[0124] After obtaining the information on the driving process after the above filtering, the above-mentioned multiple preset driving scenarios can be analyzed in combination with the above-mentioned preset driving scenario determination conditions.

[0125] Exemplarily, the above-mentioned preset driving scenario determination conditions are related to multiple time periods. The multiple time periods refer to different time periods divided from 24 hours of a day. For example, the 24 hours can be divided into 12 time periods. The 12 time periods can include, for example, the following time periods: 0:00 - 1:59:59, 2:00 - 3:59:59, 4:00 - 5:59:59,..., 20:00 - 21:59:59, 22:00 - 23:59:59. Or, for example, only the time between 6:00 and 22:00 of a day can be divided into 8 time periods. The 8 time periods can include, for example, the following time periods: 6:00 - 7:59:59, 8:00 - 9:59:59, 10:00 - 11:59:59,..., 18:00 - 19:59:59, 20:00 - 21:59:59. It can be understood that the division of time periods here is only an example and does not constitute a limitation to the embodiments of the present application. In specific implementation, other methods can also be used to divide time periods, and the embodiments of the present application do not limit this.

[0126] Calculate the vehicle usage frequency for each time period based on the multiple time periods obtained from the above division and the filtered driving processes. The vehicle usage frequency for a time period can be represented by the proportion of the number of start times of the filtered driving processes that fall within that time period. For example, assume that the filtered driving processes include 100 driving processes, and the multiple time periods are the above 12 time periods. Among them, the start times of 40 driving processes fall within the time period from 6:00 to 7:59:59 (referred to as time period 1), the start times of 40 driving processes fall within the time period from 18:00 to 19:59:59 (referred to as time period 2), the start times of 20 driving processes fall within the time period from 10:00 to 11:59:59 (referred to as time period 3), and no driving processes fall within other time periods. Then, the vehicle usage frequency in time period 1 and time period 2 is both 40 / 100 = 0.4. The vehicle usage frequency in time period 3 is 20 / 100 = 0.2. The vehicle usage frequency in other time periods is 0.

[0127] Alternatively, in another possible implementation, the vehicle usage frequency for a time period can be represented by the weighted proportion of the number of start times of the filtered driving processes that fall within that time period. Based on the previous description, the above past period of time can be, for example, one or more weeks or one or more months before the control device obtains information. For the sake of understanding, take the past period of time as 4 weeks as an example. Then, the vehicle usage frequency for a time period can be calculated by the following formula:

[0128]

[0129] where w i is the weight of the i-th week. The denominator of 5 represents 5 working days in a week, which is used to adjust the previous weight coefficient w i . N ki is the number of times the start time of the vehicle in the i-th week falls within the k-th time period. The value range of k is determined according to the number of time periods obtained from the above division. For example, if 12 time periods are obtained from the above division, then the value of k is an integer between 1 and 12. If 8 time periods are obtained from the above division, then the value of k is an integer between 1 and 8. It can be understood that the introduction here is only an example and does not constitute a limitation on the embodiments of the present application.

[0130] Exemplarily, the vehicle usage frequency for each time period can be uniformly represented by the following formula:

[0131] P = {(p 1 , r 1 ),…, (p k , r k ),…, (p n , r n )}.

[0132] Among them, P represents the set of vehicle usage frequencies, where p k represents the k-th time period, and r k represents the vehicle usage frequency in the k-th time period.

[0133] After obtaining the vehicle usage frequencies of the above respective time periods, the preset driving scenarios can be further determined based on the above preset driving scenario determination conditions. Exemplarily, the preset driving scenario determination conditions include the following two conditions:

[0134] 1) The vehicle usage frequency in the time period is greater than the preset vehicle usage frequency; 2) During the driving process after the above screening, the dispersion degree of the driving mileage of multiple driving processes whose start times fall in this time period is less than the preset dispersion degree. This dispersion degree can be represented by, for example, variance, standard deviation, or average difference, etc.

[0135] In another possible implementation, the above preset driving scenario determination conditions may further include the following condition: 3) The position information when the vehicle starts belongs to the preset position information.

[0136] Alternatively, in another possible implementation, the above preset driving scenario determination conditions only include the above condition 1) and condition 3).

[0137] The above preset vehicle usage frequency, preset dispersion degree, and preset position information can be set according to actual applications, and the embodiments of the present application do not limit this. It can be understood that the above preset driving scenario determination conditions are only examples and do not constitute a limitation to the embodiments of the present application.

[0138] Only the driving scenarios corresponding to the time periods that meet the above preset driving scenario determination conditions (i.e., the driving scenarios whose start times fall in this time period) are determined as the above preset driving scenarios. Based on this preset driving scenario determination condition, the above multiple preset driving scenarios can be determined.

[0139] In one possible implementation, after the above multiple preset driving scenarios are determined, these determined multiple preset driving scenarios can be always used. In another possible implementation, considering that as time goes by, the user's vehicle usage habits may change. So that originally a certain time period corresponded to a preset driving scenario, and after the user's vehicle usage habits change, this time period no longer corresponds to a preset driving scenario. Based on this, the above method can be referred to to regularly re-determine multiple preset driving scenarios, so that the determined preset driving scenarios better meet the user's needs and improve the user experience.

[0140] In a specific implementation, the above-mentioned multiple preset driving scenarios are pre-determined and the corresponding time periods and / or corresponding preset position information are stored. Based on this, after the vehicle starts in the above-mentioned first driving process, the control device can obtain the start information of the vehicle. The start information may include the start time of the vehicle and / or the position information of the vehicle at the start. Then, based on the start information, the target driving scenario to which the first driving process belongs is identified from the above-mentioned multiple preset driving scenarios.

[0141] In a possible implementation, the target driving scenario to which the first driving process belongs can be identified based on the start time included in the above-mentioned start information. Exemplarily, the start time can be matched with the multiple time periods corresponding to the above-mentioned multiple preset driving scenarios one by one. If the start time belongs to the time period corresponding to the target driving scenario, it can be identified that the driving scenario to which the first driving process belongs is the target driving scenario.

[0142] In a possible implementation, the target driving scenario to which the first driving process belongs can be identified based on the position information of the vehicle included in the above-mentioned start information. Exemplarily, the position information of the vehicle can be matched with the position information corresponding to the multiple preset driving scenarios. If the position information of the vehicle belongs to the position information corresponding to the target driving scenario, it can be identified that the driving scenario to which the first driving process belongs is the target driving scenario.

[0143] In a possible implementation, the target driving scenario to which the first driving process belongs can be identified based on the start time and the position information of the vehicle included in the above-mentioned start information. Exemplarily, the start time can be matched with the multiple time periods corresponding to the above-mentioned multiple preset driving scenarios one by one. And the position information of the vehicle can be matched with the position information corresponding to the multiple preset driving scenarios. If the start time belongs to the time period corresponding to the target driving scenario and the position information of the vehicle belongs to the position information corresponding to the target driving scenario, it can be identified that the driving scenario to which the first driving process belongs is the target driving scenario.

[0144] In a possible implementation, if the start time included in the above-mentioned start information does not belong to the time period corresponding to any of the above-mentioned multiple preset driving scenarios, and / or the position information of the vehicle included in the above-mentioned start information does not belong to the position information corresponding to any of the above-mentioned multiple preset driving scenarios, then the operations of the subsequent step S202 and step S203 can be stopped from being continued. Wait for the start of the next driving process.

[0145] It can be understood that the above introduction of identifying the target driving scenario is only an example and does not constitute a limitation to the embodiments of the present application.

[0146] S202. The control device obtains target driving situation information, where the target driving situation information includes driving situation information of m historical driving processes belonging to the target driving scenario, and m is an integer greater than 1.

[0147] In a specific implementation, after identifying the target driving scenario to which the first driving process belongs, the driving situation information of m historical driving processes in the target driving scenario can be obtained, that is, the above target driving situation information can be obtained. The target driving situation information can be used to predict the driving situation of the first driving process as reference information for thermal management in the first driving process.

[0148] Exemplarily, the above m historical driving processes are multiple driving processes belonging to the target driving scenario before the first driving process. For example, in the above m historical driving processes, the vehicle start time falls within the time period corresponding to the target driving scenario, and / or the location information at the time of vehicle start belongs to the location information corresponding to the target driving scenario. Exemplarily, the above m historical driving processes are multiple driving processes in one or more weeks or one or more months before the first driving process. Exemplarily, the above m historical driving processes can also be screened historical driving processes, and the implementation process of analyzing multiple preset driving scenarios can be referred to, which will not be elaborated here.

[0149] The driving situation information of each of the above historical driving processes can include, but is not limited to, one or more of the following information: energy consumption information, battery output power, thermal comfort preference information, driving mileage, and driving duration, etc. Among them, the energy consumption information of a historical driving process can be, for example, the magnitude of the total energy consumption of the historical driving process. The total energy consumption of a driving process can include, for example, but is not limited to, one or more of the following: energy consumption generated for realizing vehicle driving, lighting, ventilation, and thermal management, etc. It can be understood that this is only an example here, and the total energy consumption of the driving process can also include energy consumption generated for realizing other functions, and the embodiments of the present application do not limit this.

[0150] Exemplarily, the battery output power of a historical driving process may include, for example, one or more of the following: the maximum output power value of the battery during the historical driving process, the first battery output power, and the second battery output power. The first battery output power is the battery output power for the driving duration covering the proportion of the first driving duration in the historical driving process. The second battery output power is the battery output power for the driving duration covering the proportion of the second driving duration in the historical driving process. Exemplarily, the values of the proportion of the first driving duration and the proportion of the second driving duration may be, for example, the proportion of the driving duration in the historical driving process from 99% to 99.9%. For ease of understanding, an example is given. Suppose the driving duration of the historical driving process is 10 minutes, and taking the proportion of the first driving duration as 99.9% as an example. Then, the first battery output power is the battery output power for covering 9.99 minutes in the historical driving process. That is, in the 10-minute historical driving process, the battery output power for 9.99 minutes is the first battery output power. The same applies to the proportion of the second driving duration and will not be elaborated here. The proportion of the second driving duration is less than the proportion of the first driving duration.

[0151] Exemplarily, the thermal comfort preference information is used to indicate the user's preference for the level of cold and heat sensations inside the cockpit. In one possible implementation, the predicted mean vote (PMV) index (which can also be referred to as the predicted mean thermal sensation index, etc.) can be used as a measure of the user's preference for cold and heat sensations. The thermal comfort preference information in a historical driving process can be determined based on the cockpit environment of the historical driving process. For example, the PMV value in the historical driving process can be calculated by using the environmental information such as the temperature and humidity of the local cockpit saved during the historical driving process. The calculation formula can be exemplarily referred to in the following introduction and will not be elaborated here for the time being. The PMV value can be used as the thermal comfort preference information in the historical driving process.

[0152] Alternatively, in another possible implementation, the thermal comfort preference information in a historical driving process may directly include one or more of the following information: the cockpit temperature, humidity, air-conditioning temperature adjustment record, air volume adjustment record, air direction adjustment record, steering wheel heating level adjustment record, seat heating level adjustment record, front windshield heating level adjustment record, etc. in the historical driving process. The one or more pieces of information can be referred to as the operation record of the cockpit heating equipment.

[0153] Based on the above description, the above target driving situation information may include one or more of the following: m energy consumption information, m battery output powers, and m thermal comfort preference information. Among them, the i-th energy consumption information belongs to the energy consumption information of the i-th historical driving process. The i-th battery output power belongs to the battery output power of the i-th historical driving process. The i-th thermal comfort preference information is the thermal comfort preference information in the i-th historical driving process. The value of i is an integer from 1 to m.

[0154] Exemplarily, based on the foregoing introduction, a historical driving process may include one or more of the maximum output power of the battery, the first battery output power, and the second battery output power in the historical driving process. If the maximum output power value of the battery is included, the above m battery output powers include m battery maximum output powers. If the first battery output power is included, the m battery output powers include m first battery output powers. If the second battery output power is included, the m battery output powers include m second battery output powers. That is, the m battery output powers may include one or more of the following: m battery maximum output powers, m first battery output powers, and m second battery output powers. The i-th battery output power may include one or more of the following: the maximum output power of the battery, the first battery output power, and the second battery output power in the i-th historical driving process.

[0155] S203. The control device controls the target thermal management operation based on the target driving situation information and the battery state information after the vehicle is started; the target thermal management operation includes the battery heating operation of the vehicle and / or the cockpit temperature adjustment operation of the vehicle during the first driving process.

[0156] In a specific implementation, the control device may predict the driving situation of the first driving process based on the above target driving situation information, and the obtained driving situation prediction information may be used as the reference information for thermal management during the first driving process.

[0157] In a possible implementation, the control device may predict the target total energy consumption required during the first driving process based on the above m energy consumption information. Exemplarily, the target total energy consumption may be, for example, the median (also known as the median) of the m energy consumption information. Or, the target total energy consumption may be, for example, the average value of the m energy consumption information. Or, the target total energy consumption may be, for example, the weighted average value of the m energy consumption information. It can be understood that the description here is only an example and does not constitute a limitation on the embodiments of the present application.

[0158] In one possible implementation, the control device may predict the battery output power required during the first driving process based on the above-mentioned m battery output powers (simply referred to as the target battery output power). Exemplarily, if the m battery output powers include the above-mentioned m maximum battery output powers, then the target battery output power includes the median, average, or weighted average of the m maximum battery output powers (simply referred to as the target maximum battery output power). If the m battery output powers include the above-mentioned m first battery output powers, then the target battery output power includes the median, average, or weighted average of the m first battery output powers (simply referred to as the target first battery output power). If the m battery output powers include the above-mentioned m second battery output powers, then the target battery output power includes the median, average, or weighted average of the m second battery output powers (simply referred to as the target second battery output power). That is, the target battery output power may include one or more of the target maximum battery output power, the target first battery output power, and the target second battery output power.

[0159] In one possible implementation, the control device may predict the thermal comfort preference information during the first driving process based on the above-mentioned m thermal comfort preference information (simply referred to as the target thermal comfort preference information). Exemplarily, if the m thermal comfort preference information is the m PMV values in m historical driving processes, then the target thermal comfort preference information may be, for example, the median, average, or weighted average of the m PMV values (simply referred to as the target PMV value). If the m thermal comfort preference information is the temperature, humidity of the cockpit, and the adjustment records of various heating devices in m historical driving processes, etc., then the median, average, or weighted average of each item can be calculated respectively, and the multiple calculation results obtained are the target thermal comfort preference information, which will not be elaborated here.

[0160] Exemplarily, the above-mentioned driving situation prediction information may include one or more of the above-mentioned target total energy consumption, target battery output power, and target thermal comfort preference information. After obtaining the driving situation prediction information, the thermal management operation of the vehicle can be controlled based on the driving situation prediction information and the battery state information of the vehicle after startup.

[0161] The battery status information may include one or more of the following: battery temperature, remaining battery power, allowable output power, etc. Exemplarily, the remaining battery power may be represented by, for example, the state of charge (SoC). The allowable output power may be represented by, for example, the state of power (SoP), which represents the discharge capacity of the battery. Exemplarily, an SoP table may be pre-stored in the vehicle. The SoP table stores the correspondence between the battery temperature and the allowable output power of the battery. Therefore, the control device may query the SoP table based on the acquired battery temperature to obtain the allowable output power of the battery.

[0162] Exemplarily, the above-mentioned target thermal management operations include the battery heating operation of the vehicle and / or the cabin temperature adjustment operation of the vehicle during the first driving process. The cabin temperature adjustment operation includes the adjustment operation of the heating equipment in the cabin. For example, it may include one or more of the following: air-conditioning heating operation, steering wheel heating operation, seat heating operation, front windshield heating operation, etc. It can be understood that this is only an example here and does not constitute a limitation to the embodiments of the present application.

[0163] In a possible implementation, if the above-mentioned driving situation prediction information includes the above-mentioned target total energy consumption, then, based on the above-mentioned battery status information and the target total energy consumption, it can be determined whether the battery can meet the energy consumption requirements of the first driving process. Then, corresponding thermal management operations are controlled based on the judgment result. Exemplarily, the energy that the battery can provide may be determined based on the remaining battery power. For example, the energy that the remaining battery power can provide may be queried from the correspondence table between the battery power and energy. Or, the energy that can be provided may be directly calculated based on the remaining battery power. The embodiments of the present application do not limit this. For the convenience of the following introduction, the energy that the remaining battery power can provide is simply referred to as the remaining energy.

[0164] In a possible implementation, if the energy consumption generated by the thermal management operation is considered during the prediction of the above-mentioned target total energy consumption. Then, after determining the above-mentioned remaining energy, the remaining energy may be compared with the target total energy consumption. If the remaining energy is less than the target total energy consumption, it indicates that the remaining battery power cannot meet the requirements of the target total energy consumption. Then the control device will not start the above-mentioned target thermal management operation. Thus, the energy consumption generated by the thermal management operation is saved, the energy consumption required for driving operations is preferentially guaranteed, and the driving range is extended as much as possible.

[0165] If the remaining energy is greater than the target total energy consumption, it indicates that the remaining battery power can meet the requirements of the target total energy consumption. In this case, the control device may start the above-mentioned target thermal management operation. Exemplarily, Figure 1Taking the thermal management system 100 shown as an example. The control device can generate control instructions and send the control instructions to the battery thermal management execution module 120 and / or the cockpit thermal management execution module 130 to instruct the battery thermal management execution module 120 and / or the cockpit thermal management execution module 130 to perform corresponding thermal management operations. The specific thermal management operations performed by these two modules can refer to the foregoing Figure 1 description and will not be elaborated here.

[0166] In another possible implementation, if the energy consumption generated by the thermal management operation is not considered during the process of predicting the above-mentioned target total energy consumption. Then, during the process of determining whether the battery can meet the energy consumption requirements of the first driving process, in addition to the target total energy consumption, the energy consumption generated by the above-mentioned target thermal management operation can also be considered. That is, the sum of the target total energy consumption and the energy consumption generated by the target thermal management operation is the expected energy consumption demand during the above-mentioned first driving process. For the convenience of subsequent description, this sum of energy consumption is simply referred to as the comprehensive energy consumption. Based on this, after determining the above-mentioned remaining energy, the remaining energy can be compared with the comprehensive energy consumption. If the remaining energy is less than the comprehensive energy consumption, it indicates that the remaining battery power cannot meet the demand of the comprehensive energy consumption. Then the control device will not start the above-mentioned target thermal management operation. Thus, the energy consumption generated by the thermal management operation is saved, the energy consumption required for driving operations is preferentially guaranteed, and the driving range is extended as much as possible. If the remaining energy is greater than the comprehensive energy consumption, it indicates that the remaining battery power can meet the demand of the comprehensive energy consumption. In this case, the control device can start the above-mentioned target thermal management operation. For the convenience of understanding, an exemplary introduction is given below.

[0167] In one possible implementation, the above-mentioned target thermal management operation includes a battery heating operation. Then, the energy consumption generated by the above-mentioned target thermal management operation includes the energy consumption required for the battery heating operation (simply referred to as battery heating energy consumption). Then the above-mentioned comprehensive energy consumption can be the sum of the above-mentioned target total energy consumption and the battery heating energy consumption. Based on this, after determining the above-mentioned remaining energy, the remaining energy can be compared with the comprehensive energy consumption. If the remaining energy is less than the comprehensive energy consumption, it indicates that the remaining battery power cannot meet the demand of the comprehensive energy consumption. Then the control device will not start the aforementioned battery heating operation. Thus, the energy consumption required for heating the battery is saved, the energy consumption required for driving operations is preferentially guaranteed, and the driving range is extended as much as possible.

[0168] If the remaining energy is greater than the comprehensive energy consumption, it indicates that the remaining battery power can meet the demand of the comprehensive energy consumption. In this case, the control device can start the above-mentioned battery heating operation. Exemplarily, Figure 1Taking the thermal management system 100 shown as an example. The control device can generate a control instruction and send the control instruction to the battery thermal management execution module 120 to instruct the battery thermal management execution module 120 to perform the battery heating operation. In one possible implementation, the battery heating operation can heat the battery to a specified temperature. The temperature can be pre-set. The aforementioned battery heating energy consumption can be determined, for example, based on the difference between the specified temperature and the temperature of the battery before heating. For example, a corresponding relationship table between the temperature difference and the energy consumption required for heating can be pre-set, and the battery heating energy consumption can be obtained by looking up the table through the temperature difference. It can be understood that this is only an example here and does not constitute a limitation on the embodiments of the present application.

[0169] In one possible implementation, during the judgment process of whether to start the battery heating operation as described above, in addition to considering the above-mentioned demand for comprehensive energy consumption, the allowable output power of the battery can also be considered. That is, the above-mentioned driving situation prediction information further includes the above-mentioned target battery output power. In addition, the above-mentioned battery state information further includes the allowable output power of the battery. Based on this, the allowable output power can be compared with the target battery output power to determine whether the allowable output power meets the demand of the target battery output power.

[0170] Exemplarily, based on the previous introduction, the target battery output power can include one or more of the above-mentioned target battery maximum output power, target first battery output power, and target second battery output power. In one possible implementation manner, the target battery output power only includes one of these three items. Taking the target battery output power including the target battery maximum output power as an example, the same applies to the other two items and will not be elaborated further. Then, the above-mentioned allowable output power can be compared with the target battery maximum output power. If the allowable output power is greater than the target battery maximum output power. It indicates that the output power of the battery can meet the battery output power required for the above-mentioned first driving process. Regardless of whether the above-mentioned remaining energy can meet the demand for the above-mentioned comprehensive energy consumption. The control device will not start the aforementioned battery heating operation. Specifically, if both the output power and the remaining energy of the battery can meet the requirements of the first driving process, there is no need to additionally heat the battery. If the output power of the battery meets the requirements of the first driving process, but the remaining energy does not, then the battery is still not heated. To save the energy consumption required for heating the battery, prioritize the energy consumption required for driving operations, and try to extend the driving range.

[0171] If the above - permitted output power is less than the above - target maximum battery output power, it indicates that the output power of the battery cannot meet the battery output power required for the above - mentioned first driving process. In this case, if the above - remaining energy can meet the demand of the above - comprehensive energy consumption, then the above - battery heating operation can be started to optimize the discharge performance of the battery. If the above - remaining energy cannot meet the demand of the above - comprehensive energy consumption, the battery is not heated to save the energy consumption required for heating the battery, give priority to ensuring the energy consumption required for driving operations, and extend the driving range as much as possible.

[0172] For ease of understanding, several implementation methods for comprehensively considering the remaining energy of the battery and the permitted output power to determine whether to heat the battery can be exemplarily referred to as shown in Table 1 below.

[0173] Table 1

[0174] Battery allowable output power Remaining energy of the battery Whether to start the battery heating operation < Target battery maximum output power > Comprehensive energy consumption Start heating < Target battery maximum output power < Comprehensive energy consumption Do not start heating > Target battery maximum output power < Comprehensive energy consumption Do not start heating > Target battery maximum output power > Comprehensive energy consumption Do not start heating

[0175] As can be seen in Table 1, the battery heating operation is only started when the permitted output power of the battery < the target maximum battery output power and the remaining energy of the battery > the comprehensive energy consumption. In other cases, it is not started. The beneficial effects in each case can be referred to the previous description and will not be elaborated here.

[0176] In a possible implementation, the above - target battery output power may include any two of the above - target maximum battery output power, target first battery output power, and target second battery output power. Taking the target battery output power including the target maximum battery output power and the target first battery output power as an example, the same applies to the rest and will not be elaborated. Exemplarily, reference can be made to Table 2.

[0177] Table 2

[0178]

[0179]

[0180] As can be seen in Table 2, the battery heating operation is only started when the permitted output power of the battery < the target maximum battery output power, the permitted output power of the battery < the target first battery output power, and at the same time the remaining energy of the battery > the comprehensive energy consumption. In other cases, it is not started.

[0181] In a possible implementation manner, the output power of the target battery may include three powers, namely, the maximum output power of the target battery, the output power of the target first battery, and the output power of the target second battery. Exemplarily, if all of these three powers are greater than the allowable output power of the battery, that is, the allowable output power of the battery is smaller than all of these three powers, the control device starts the battery heating operation. In other cases, it does not start. Or, exemplarily, as long as the allowable output power of the battery is smaller than any two of these three powers, the control device starts the battery heating operation. In other cases, it does not start.

[0182] In a possible implementation, the control device may further determine the target temperature for battery heating based on the output power of the target battery. Based on the foregoing description, the corresponding relationship between the battery temperature and the allowable output power of the battery is stored in the SoP table. Therefore, given the output power of the target battery, the target temperature can be obtained by querying the SoP table based on the output power of the target battery. Exemplarily, since the output power of the target battery may include one or more of the maximum output power of the target battery, the output power of the target first battery, and the output power of the target second battery. Then, any one of these three output powers can be used to query the SoP table. Or, at least two of these three can be used to query the SoP table. If multiple different temperatures are obtained, then the median, average value, weighted average value, etc. of these multiple temperatures can be taken as the target temperature. The embodiments of the present application do not limit this. After obtaining the target temperature, when the control device sends the control instruction to the battery thermal management execution module 120, the control instruction may carry the indication information of the target temperature. To instruct the battery thermal management execution module 120 to heat the battery to the target temperature.

[0183] In a possible implementation, since the performance of the battery increases after heating, the energy that the battery can provide can be increased. This increased energy can be simply referred to as the heating gain energy. Exemplarily, this heating gain energy can be obtained, for example, by conducting experiments on the battery pack in a calibrated manner in advance. Therefore, in the implementation process of determining whether the battery can meet the energy consumption requirements of the first driving process based on the battery state information and the target total energy consumption, the heating gain energy can also be considered. For example, it can be first assumed that the control device will start the above-mentioned battery heating operation. Based on this, the heating gain energy after heating the battery can be estimated first. In this case, the remaining energy of the battery can be the sum of the remaining energy of the battery before heating and the heating gain energy. Then, based on the remaining energy of the battery, it is determined whether the energy consumption requirements of the first driving process can be met, and further whether to start the operation of heating the battery is controlled. The specific implementation can refer to the foregoing description and will not be elaborated here.

[0184] In one possible implementation, the control device needs to meet a preset ambient temperature condition to start the battery heating operation. Exemplarily, after the vehicle is started in the first driving process, the control device can obtain the temperature of the environment in which the vehicle is located (the introduction to the ambient temperature can refer to the above introduction, which will not be repeated here). If the acquired ambient temperature is less than the preset temperature threshold and meets the above conditions for starting the battery heating operation, the control device will start the battery heating operation. Conversely, if the acquired ambient temperature is greater than the preset temperature threshold, the control device will not start the battery heating operation. The preset temperature threshold can be set according to the actual application, and the embodiment of the present application does not limit this. This implementation method can ensure that the battery is heated only in a low temperature environment, and only by heating the battery in a low temperature environment can the performance of the battery be effectively improved and the impact of the low temperature environment on the battery performance be reduced. In order to understand this implementation method more intuitively, you can refer to for example. Figure 3 . Figure 3 The specific implementation of each step in can refer to the above introduction, which will not be repeated here.

[0185] In one possible implementation, the target thermal management operation includes a cabin temperature adjustment operation. Then, the energy consumption generated by the target thermal management operation includes the energy consumption required for the cabin temperature adjustment operation (referred to as cabin temperature adjustment energy consumption). Then the comprehensive energy consumption may be the sum of the target total energy consumption and the cabin temperature adjustment energy consumption. Based on this, after determining the remaining energy of the battery, the remaining energy may be compared with the comprehensive energy consumption. If the remaining energy is less than the comprehensive energy consumption, it indicates that the remaining power of the battery cannot meet the requirement of the comprehensive energy consumption. Then the control device will not start the aforementioned cabin temperature adjustment operation. Alternatively, based on the previous introduction, the cabin temperature adjustment operation may include one or more of the following: air conditioning heating operation, steering wheel heating operation, seat heating operation, and front windshield heating operation. If the remaining energy is less than the comprehensive energy consumption, the control device may select to perform some of these operations according to a preset strategy. For example, the steering wheel heating operation and the seat heating operation may be started first, the air conditioning heating operation may not be started, or the air conditioning heating temperature may be lowered. This saves energy required for cabin temperature adjustment, prioritizes energy required for driving, and maximizes driving mileage.

[0186] If the remaining energy is greater than the comprehensive energy consumption, it indicates that the remaining power of the battery can meet the comprehensive energy consumption requirement. In this case, the control device can start the above-mentioned cabin temperature adjustment operation. For example, Figure 1 ​Taking the shown thermal management system 100 as an example. The control device can generate a control instruction and send the control instruction to the cockpit thermal management execution module 130 to instruct the cockpit thermal management execution module 130 to perform the cockpit temperature adjustment operation. In a possible implementation, when the remaining energy is greater than the comprehensive energy consumption, the control device can also select to perform some of these operations according to a preset policy. The preset policy can be set according to actual application requirements, and the embodiments of the present application do not limit this.

[0187] In a possible implementation, if the cockpit temperature adjustment operation includes an air conditioner heating operation, heating can be performed according to a pre-specified temperature and / or wind speed. The aforementioned cockpit temperature adjustment energy consumption includes the energy consumption required for the air conditioner heating operation. The energy consumption required for the air conditioner heating operation can be determined based on the temperature and / or wind speed, for example. For example, a relationship table of the heating energy consumption corresponding to an air conditioner temperature and / or wind speed can be preset, and the required energy consumption can be obtained by looking up the table. It can be understood that this is only an example here and does not constitute a limitation to the embodiments of the present application.

[0188] In a possible implementation, if the cockpit temperature adjustment operation includes a steering wheel heating operation, the steering wheel can be heated according to a pre-specified heating level. The aforementioned cockpit temperature adjustment energy consumption includes the energy consumption required for the steering wheel heating. The energy consumption required for the steering wheel heating can be determined based on the level, for example. For example, a relationship table of the heating energy consumption corresponding to a heating level can be preset, and the required energy consumption can be obtained by looking up the table. The same applies to the seat heating operation and the front windshield heating operation, and details are not repeated here. It can be understood that this is only an example here and does not constitute a limitation to the embodiments of the present application.

[0189] In a possible implementation, during the judgment process of whether to start the cockpit temperature adjustment operation, in addition to considering the demand of the above-mentioned comprehensive energy consumption, the user's thermal comfort preference can also be considered. That is, the above-mentioned driving situation prediction information also includes the above-mentioned target thermal comfort preference information. The target thermal comfort preference information reflects the user's thermal comfort preference during driving, so relevant parameters for cockpit temperature adjustment can be determined based on this information. For example, the temperature and / or wind speed in the air conditioner heating operation can be determined, or the heating level in the steering wheel heating operation, the heating level in the seat heating operation, or the heating level in the front windshield heating operation, etc. can be determined.

[0190] Taking the target thermal comfort preference information as the above-mentioned target PMV value as an example below, the implementation process of controlling the cockpit temperature adjustment operation by comprehensively considering the demand of the above-mentioned comprehensive energy consumption and the user's thermal comfort preference is introduced exemplarily.

[0191] Exemplarily, assume that the above cockpit temperature adjustment operation includes the air-conditioning heating operation. Then, after the control device obtains the above target PMV value, it can determine the target air outlet temperature and / or target air speed of the air-conditioning heating based on the target PMV value and the current temperature in the cockpit. For example, the target air outlet temperature and / or target air speed can be obtained by querying a first preset relationship table based on the target PMV value and the current temperature in the cockpit. This first preset relationship table can also be referred to as a mapping (map) table. The first preset relationship table records the air outlet temperature and / or air speed of the air-conditioning corresponding to various PMV values and various cockpit temperatures. For ease of understanding, refer to Table 3.

[0192] Table 3

[0193] PMV value Cabin temperature Air conditioner outlet temperature Air conditioner wind speed PMV1 Cabin temperature 1 Outlet temperature 1 Wind speed 1 PMV2 Cabin temperature 2 Outlet temperature 2 Wind speed 2 … … … …

[0194] As can be seen in Table 3, given a certain PMV value and cockpit temperature, the corresponding air outlet temperature and air speed of the air-conditioning can be found. The above Table 3 is only an example and does not constitute a limitation on the embodiments of the present application.

[0195] Exemplarily, the above first preset relationship table can be set when the vehicle leaves the factory, or can be set in the vehicle by means of parameter setting or over-the-air (OTA) upgrade. The embodiments of the present application do not limit the setting method of this first preset relationship table. The same applies to the setting methods of other relationship tables described in the present application and will not be elaborated further.

[0196] In one possible implementation, the above first preset relationship table can also be updated as the user data in the vehicle increases. For example, it can be updated in real time or periodically by combining the adjustment records of the air-conditioning by the user during each driving process, etc. The embodiments of the present application do not limit this.

[0197] After the control device obtains the above target air outlet temperature and / or target air speed, it can determine the energy consumption required for the air-conditioning heating operation based on the target air outlet temperature and / or target air speed. For example, a relationship table corresponding to the heating energy consumption required for an air-conditioning temperature and / or air speed can be preset in advance, and the required energy consumption can be obtained by looking up the table.

[0198] Exemplarily, assume that the above cockpit temperature adjustment operation further includes the heating operation of a target device. The target device includes at least one of a steering wheel, a seat, and a front windshield. Then, after the control device obtains the above target PMV value, it can determine the target heating level of the target device based on the target PMV value and the current PMV value.

[0199] Exemplarily, the current PMV value is determined based on the cockpit environment and human factors after the vehicle starts during the first driving process described above. For example, the PMV value is calculated based on the human thermal balance equation and experimental data of human thermal sensation, comprehensively considering six factors: air temperature, mean radiant temperature, air velocity, air humidity, human metabolic rate, and clothing thermal resistance. Therefore, after the vehicle starts as described above, according to the detection values of in-vehicle sensors, by estimating the values of the six factors of in-vehicle air temperature, mean radiant temperature, air velocity, air humidity, human metabolic rate, and clothing thermal resistance, and then substituting them into the following formula, the current PMV value can be calculated:

[0200] PMV = [0.303×e -0.036M +0.0275]×[(M - W) - C - R - E sk - E res .

[0201] Wherein, M is the human metabolic rate, W is the external work done by the human body, C and R are the convective and radiative heat dissipation amounts on the human body surface, E sk and E res are the evaporative heat dissipation amounts through the skin and respiration. These heat dissipation amounts can all be calculated by existing theoretical formulas. It can be understood that the PMV calculation method introduced here is only an example and does not constitute a limitation to the embodiments of the present application. The embodiments of the present application can also apply other methods for calculating the PMV value, and the embodiments of the present application do not limit this.

[0202] Exemplarily, after the control device obtains the current PMV value, it can calculate the deviation between the current PMV value and the above-mentioned target PMV value. This deviation can be, for example, the difference between the current PMV value minus the target PMV value, or the difference between the target PMV value minus the current PMV value, or the absolute value of the difference between the two PMV values, etc., and the embodiments of the present application do not limit this.

[0203] Since the above-mentioned target PMV value is the predicted user's thermal comfort preference, and the above-mentioned current PMV value reflects the current thermal comfort situation in the cabin. Therefore, the above-mentioned deviation reflects the deviation between the current thermal comfort situation in the cabin and the user's desired thermal comfort situation. It can be seen that the larger this deviation is, the farther it is from the user's desired thermal comfort situation, that is, the worse the thermal comfort experience. In a low-temperature environment, the larger this deviation is, the lower the temperature in the cabin is, and a higher heating level is required to heat the above-mentioned target device to provide more heat for the user. Based on this, the second preset relationship table can be queried through this deviation to determine the specific heating level. The second preset relationship table records the target device heating levels corresponding to various thermal comfort deviation ranges. For ease of understanding, Table 4 can be referred to.

[0204] Table 4

[0205] Thermal comfort deviation range Steering wheel heating level Seat heating level Front windshield heating level Deviation range 1 Level 1 Level 3 Level 5 Deviation range 2 Level 2 Level 4 Level 6 … … … …

[0206] As can be seen in Table 4, after obtaining a certain thermal comfort deviation and determining the deviation range to which the thermal comfort deviation belongs, the heating level corresponding to the steering wheel, seat, or front windshield can be found. The heating levels of the steering wheel, seat, and front windshield corresponding to the same deviation can be the same or different, and can be set according to actual applications. The embodiments of the present application do not limit this. The above Table 4 is only an example and does not constitute a limitation to the embodiments of the present application.

[0207] Exemplarily, the higher the heating level of the above target device, the more heat can be provided to the user, and the more energy consumption is required. Exemplarily, the heating level of the target device can be divided into three levels, such as high level, medium level, and low level. Or it can be divided into multiple levels such as the first level, the second level, or the third level, etc. The embodiments of the present application do not limit the number and division of the heating levels. It can be understood that the heating level can also be replaced with the heating temperature or the magnitude of the heat that can be provided, etc. The embodiments of the present application do not limit this. The embodiments of the present application mainly introduce by taking the heating level as an example.

[0208] After the control device obtains the target heating level of the above target device, it can determine the energy consumption required for the heating operation of the target device based on the target heating level. For example, a relationship table of the energy consumption required for heating corresponding to a target device heating level can be preset in advance, and the required energy consumption can be obtained by looking up the table. In another possible implementation, in order to save computing resources, the control device can directly determine the energy consumption required for the heating operation of the above target device according to the highest level of the target device. It can be understood that the method of determining the energy consumption here is only an example and does not constitute a limitation to the embodiments of the present application.

[0209] In a possible implementation, after obtaining the energy consumption required for the air-conditioning heating operation and the energy consumption required for the target device heating operation, adding the two energy consumptions to the above target total energy consumption can obtain the above comprehensive energy consumption. Then, comparing the comprehensive energy consumption with the remaining energy of the above battery. If the remaining energy is less than the comprehensive energy consumption, it indicates that the remaining power of the battery cannot meet the demand of the comprehensive energy consumption. Then the control device will not start the air-conditioning heating operation and the target device heating operation. Or, the control device can select to execute some of these operations according to a preset strategy. For example, it can preferentially start the target device heating operation, not start the air-conditioning heating operation or reduce the temperature of the air-conditioning heating, etc. Thus, the energy consumption required for the cabin temperature adjustment operation can be saved, the energy consumption required for the driving operation can be preferentially guaranteed, and the driving mileage can be extended as much as possible.

[0210] If the remaining energy is greater than the comprehensive energy consumption, it indicates that the remaining power of the battery can meet the demand of the comprehensive energy consumption. In this case, the control device can start the above-mentioned air-conditioning heating operation and the target device heating operation. In another possible implementation, when the remaining energy is greater than the comprehensive energy consumption, the control device can also select to execute some of these operations according to a preset strategy. The preset strategy can be set according to actual application requirements, and the embodiments of the present application do not limit this.

[0211] To more intuitively understand the implementation process of controlling the cockpit temperature adjustment operation by comprehensively considering the demand of the above-mentioned comprehensive energy consumption and the user's thermal comfort preference, the following will be illustrated with reference to Table 5.

[0212] Table 5

[0213]

[0214]

[0215] In the above Table 5, three ranges are exemplarily given for the thermal comfort deviation range: the absolute value of the deviation > the first threshold, the second threshold ≤ the absolute value of the deviation ≤ the first threshold, and 0 < the absolute value of the deviation ≤ the second threshold. The first threshold and the second threshold can be set according to actual applications, and the embodiments of the present application do not limit this. The absolute value of the deviation can be, for example, the absolute value of the difference between the above-mentioned current PMV value and the target PMV value.

[0216] In addition, in the above Table 5, the end-point power is used to represent the remaining power of the battery after the vehicle reaches the end point during the above-mentioned first driving process. The end-point power can be calculated based on the difference between the above-mentioned remaining energy of the battery and the comprehensive energy consumption. The larger the difference, the larger the calculated end-point power; conversely, the smaller the difference, the smaller the calculated end-point power. The embodiments of the present application do not elaborate on this calculation process. In another possible implementation, the difference between the remaining energy of the battery and the comprehensive energy consumption can be used to replace the end-point power in the above Table 5. The specific implementation logic is the same and will not be elaborated here. Three ranges are also exemplarily given for the end-point power: the power < 0, 0 ≤ the power ≤ Q1, and the power > Q1. The value of Q1 can be set according to actual applications, and the embodiments of the present application do not limit this.

[0217] In the above Table 5, descriptions of the corresponding air-conditioning heating operation and target device heating operation are also exemplarily given based on different thermal comfort deviation ranges and end-point power. The following will introduce them separately.

[0218] Exemplarily, if the absolute value of the deviation > the first threshold and the end - point power < 0, it indicates that the thermal comfort in the cockpit is poor, and the remaining power of the battery is not sufficient to meet the energy consumption requirements during the above - mentioned first driving process. In this case, the air - conditioner heating operation is not started. However, for the heating needs of the user, the above - mentioned target device can be heated at a high - grade level.

[0219] Exemplarily, if the absolute value of the deviation > the first threshold and 0 ≤ the end - point power ≤ Q1, it indicates that the thermal comfort in the cockpit is poor, and the remaining power of the battery can meet the energy consumption requirements during the above - mentioned first driving process. However, the remaining power is relatively small. To cope with unexpected energy consumption requirements, the air - conditioner heating operation can be started by reducing the temperature and / or wind speed. Here, it means reducing a certain temperature and / or wind speed based on the above - determined target air - outlet temperature and / or wind speed. The specific reduction amount can be set according to the actual situation or can be determined based on the magnitude of the end - point power. The embodiments of the present application do not limit this. In addition, the above - mentioned target device can be heated at a medium - grade level. Since the air - conditioner heating operation is started, the heating level of the target device can be reduced to the medium - grade level.

[0220] Exemplarily, if the absolute value of the deviation > the first threshold and the end - point power > Q1, it indicates that the thermal comfort in the cockpit is poor, and the remaining power of the battery is completely sufficient to meet the energy consumption requirements during the above - mentioned first driving process. In this case, the heating operation can be started according to the above - mentioned target air - outlet temperature and / or target wind speed. In addition, the above - mentioned target device can be heated at a low - grade level. Since the air - conditioner heating operation is started and the temperature and wind speed are not low, the heating level of the target device can be reduced to the low - grade level.

[0221] Exemplarily, if the second threshold ≤ the absolute value of the deviation ≤ the first threshold and the end - point power < 0, it indicates that the thermal comfort in the cockpit is better than the case where the absolute value of the deviation > the first threshold, but still does not meet the user's comfort preference. And the remaining power of the battery is not sufficient to meet the energy consumption requirements during the above - mentioned first driving process. In this case, the air - conditioner heating operation is still not started. However, for the heating needs of the user, the above - mentioned target device can be heated at a medium - grade level.

[0222] Exemplarily, if the second threshold ≤ absolute value of deviation ≤ the first threshold, and 0 ≤ remaining battery power ≤ Q1. It indicates that the thermal comfort in the cockpit is better than the case where the absolute value of the above deviation > the first threshold, but still does not meet the comfort preference of the user. And the remaining battery power can meet the energy consumption requirements during the above first driving process. However, the remaining battery power is less. To cope with unexpected energy consumption requirements, the air conditioner heating operation can be started by reducing the temperature and / or wind speed. Here, it means reducing a certain temperature and / or wind speed based on the above determined target air outlet temperature and / or wind speed. The specific reduction amount can be set according to the actual situation, or the reduction amount can be determined based on the size of the remaining battery power. The embodiments of the present application do not limit this. In addition, the above target device can also be heated at a low gear level. Since the air conditioner heating operation is started, the heating level of the target device can be reduced to the low gear level.

[0223] Exemplarily, if the second threshold ≤ absolute value of deviation ≤ the first threshold, and the remaining battery power > Q1. It indicates that the thermal comfort in the cockpit is better than the case where the absolute value of the above deviation > the first threshold, but still does not meet the comfort preference of the user. And the remaining battery power is completely sufficient to meet the energy consumption requirements during the above first driving process. In this case, the heating operation can be started according to the above target air outlet temperature and / or target wind speed to heat. Since the air conditioner heating operation is started, and the temperature and wind speed are not low, the heating operation of the target device can be not started.

[0224] Exemplarily, if 0 < absolute value of deviation ≤ the second threshold, and the remaining battery power < 0. It indicates that the thermal comfort in the cockpit is close to the user's thermal comfort preference. In addition, the remaining battery power is not sufficient to meet the energy consumption requirements during the above first driving process. In this case, the air conditioner heating operation is still not started. However, for the heating requirement of the user, the above target device can be heated at a low gear level.

[0225] Exemplarily, if 0 < absolute value of deviation ≤ the second threshold, and 0 ≤ remaining battery power ≤ Q1. It indicates that the thermal comfort in the cockpit is close to the user's thermal comfort preference. In addition, the remaining battery power can meet the energy consumption requirements during the above first driving process. However, the remaining battery power is less. To cope with unexpected energy consumption requirements, the air conditioner heating operation can be started by reducing the temperature and / or wind speed. Here, it means reducing a certain temperature and / or wind speed based on the above determined target air outlet temperature and / or wind speed. The specific reduction amount can be set according to the actual situation, or the reduction amount can be determined based on the size of the remaining battery power. The embodiments of the present application do not limit this. In addition, the above target device can also be heated at a low gear level. Since the air conditioner heating operation is started, the heating operation of the target device can be not started.

[0226] For example, if 0 < absolute value of deviation ≤ second threshold value, and the end power > Q1. It indicates that the thermal comfort in the cabin is close to the user's thermal comfort preference. In addition, the remaining power of the battery is fully sufficient to meet the energy consumption requirements in the first driving process. In this case, the heating operation can be started and controlled according to the target air outlet temperature and / or target wind speed to heat. Since the air conditioning heating operation is started, the heating operation of the target device can be disabled.

[0227] In another possible implementation, in order to better meet the user's thermal comfort preference, the specific temperature and / or wind speed of the air conditioning heating operation in Table 5 or the target device heating level in Table 5 can also be adaptively adjusted based on the user's setting habits (for example, based on the user's operation record of the cabin heating device and other information). Exemplarily, the adjustment can be made according to the preset corresponding relationship, and the specific adjustment amount is not limited in the embodiment of the present application.

[0228] It can be understood that the thermal management operation control strategy shown in Table 5 above is only an example and does not constitute a limitation on the embodiments of the present application. In specific implementations, corresponding thermal management operation control strategies can also be set according to actual application requirements, and the embodiments of the present application do not limit this.

[0229] In a possible implementation, the target thermal management operation may include the battery heating operation and the cabin temperature adjustment operation. Then, the energy consumption generated by the target thermal management operation includes the energy consumption required for the battery heating operation and the cabin temperature adjustment operation (referred to as thermal management energy consumption). Then the comprehensive energy consumption may be the sum of the target total energy consumption and the thermal management energy consumption. Then, only when the remaining energy of the battery can meet the demand for the comprehensive energy consumption, the control device starts the battery heating operation and the cabin temperature adjustment operation in accordance with the above description. Conversely, when the remaining energy of the battery cannot meet the demand for the comprehensive energy consumption, the control device may start the battery heating operation and the cabin temperature adjustment operation. Alternatively, the preset thermal management operation control strategy may be used to control whether the battery heating operation and the cabin temperature adjustment operation are started, or whether they are started in a downgraded manner. For example, reference may be made to the relevant introduction of Table 5 above, which will not be repeated here.

[0230] In one possible implementation, after determining to start the battery heating operation, the air-conditioning heating operation, or the target device heating operation, the above control device may recommend these heating operations to the user through the human-machine interaction interface, and may also recommend the corresponding heating parameters to the user. For example, if the battery heating operation is recommended to the user, then the target temperature for the battery heating may also be recommended to the user. For example, if the air-conditioning heating operation is recommended to the user, then the target air outlet temperature and / or the target air volume corresponding to the air-conditioning heating operation may also be recommended to the user. For example, if the target device heating operation is recommended to the user, then the corresponding target heating level may also be recommended to the user. Exemplarily, the human-machine interaction interface may be, for example, the above Figure 1 human-machine interaction unit 140 shown.

[0231] Exemplarily, after the user learns the above recommended information through the human-machine interaction unit 140, the user may feedback a confirmation instruction to the control device through the human-machine interaction unit 140. After receiving the confirmation instruction, the control device sends a control instruction to the corresponding execution module (such as the Figure 1 battery thermal management execution module 120 and / or the cabin thermal management execution module 130 shown) to control the corresponding execution module to start the corresponding thermal management operation. For details, reference may be made to the foregoing introduction, which will not be elaborated herein.

[0232] In one possible implementation, the above-described embodiments are mainly introduced by taking heating in a low-temperature environment as an example. However, the implementation scheme of the present application is not limited to being used in a low-temperature environment, and can also be applied to the application scenario of refrigeration in a high-temperature environment. The specific implementation can be adaptively referred to the implementation manner of heating control in the foregoing low-temperature environment, which will not be elaborated herein.

[0233] In summary, in the embodiments of the present application, after the vehicle is started, the battery heating and / or the adjustment of the cabin temperature are controlled based on the driving situation information of multiple historical driving processes of the same type of driving scenarios and the current state of the vehicle battery. Thus, the energy consumption requirements generated during the driving process of the vehicle due to driving and user heating are ensured. In addition, compared with uniformly adopting a set of thermal management solutions, this solution can provide the required thermal management for different driving scenarios, adaptively meet the thermal management requirements of different driving scenarios, and at the same time improve the operation efficiency of the vehicle in a low-temperature environment and reduce unnecessary energy consumption waste.

[0234] In addition, the embodiments of the present application comprehensively consider the coupling relationship among the vehicle performance, the user's thermal comfort requirements, and the thermal management function, optimize the overall vehicle performance while improving the user experience. And it can automatically identify the vehicle usage scenario, actively recommend the optimal function enabling combination and the function gear setting value to the user. At the same time, enhance the user perception of the vehicle thermal management function and improve the power usage frequency.

[0235] The above mainly introduces the vehicle thermal management method provided by the embodiments of the present application. It can be understood that, in order to implement the corresponding functions, the above control device includes the corresponding hardware structures and / or software modules for executing each function. Combining the units and steps of each example described in the embodiments disclosed in this article, the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a certain function is executed in the way of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the present application.

[0236] The embodiments of the present application can divide the function modules of the above control device according to the above method examples. For example, each function module can be divided corresponding to each function, or two or more functions can be integrated into one module. The above integrated module can be implemented in the form of hardware or in the form of a software function module. It should be noted that the division of modules in the embodiments of the present application is illustrative, only a logical function division, and there may be other division methods in actual implementation.

[0237] In the case of dividing each function module corresponding to each function, the embodiments of the present application also provide a vehicle thermal management device for implementing any of the above methods. For example, a vehicle thermal management device is provided, which includes units (or means) for implementing each step in any of the above methods.

[0238] For example, please refer to Figure 4 , which is a schematic structural diagram of a vehicle thermal management device 400 provided by the embodiments of the present application. The vehicle thermal management device 400 can be a control device for implementing any of the above vehicle thermal management methods. The vehicle thermal management device 400 can include an identification unit 401, an acquisition unit 402, and a control unit 403. Among them:

[0239] The identification unit 401 is configured to, in response to a vehicle start operation during a first driving process, identify a target driving scenario to which the first driving process belongs among a plurality of preset driving scenarios; the first driving process includes the process from the start of the vehicle to the completion of driving;

[0240] The acquisition unit 402 is configured to acquire target driving situation information; the target driving situation information includes driving situation information of m historical driving processes belonging to the target driving scenario; m is an integer greater than 1;

[0241] The control unit 403 is configured to control a target thermal management operation based on the target driving condition information and the battery state information after the vehicle is started; the target thermal management operation includes a battery heating operation during the first driving process and / or a cabin temperature adjustment operation of the vehicle.

[0242] In a possible implementation, the target driving condition information includes m energy consumption information, where the i-th energy consumption information belongs to the energy consumption information of the i-th historical driving process, and the value of i is an integer from 1 to m; the control unit 403 is specifically configured to:

[0243] Predict the target total energy consumption required during the first driving process based on the m energy consumption information;

[0244] Control the target thermal management operation based on the target total energy consumption and the battery state information.

[0245] In a possible implementation, the target thermal management operation includes the battery heating operation; the target driving condition information further includes m battery output powers, where the i-th battery output power belongs to the battery output power of the i-th historical driving process;

[0246] The control unit 403 is specifically configured to:

[0247] Control the battery heating operation based on the target total energy consumption, the target battery output power, and the battery state information; the target battery output power is the battery output power predicted based on the m battery output powers required during the first driving process.

[0248] In a possible implementation, the battery state information includes the remaining power of the battery and the allowed output power;

[0249] The control unit 403 is specifically configured to:

[0250] Start the battery heating operation when the allowed output power meets the demand of the target battery output power, and the remaining power meets the demand of the target total energy consumption and the energy consumption demand of the battery heating operation.

[0251] In a possible implementation, the battery heating operation instructs to heat the battery to a target temperature, and the target temperature is determined based on the target battery output power.

[0252] In a possible implementation, the remaining power includes the increased power after performing the battery heating operation.

[0253] In a possible implementation, the target thermal management operation includes the cabin temperature adjustment operation; the target driving condition information further includes m thermal comfort preference information, where the i-th thermal comfort preference information is determined based on the cabin environment during the i-th historical driving process;

[0254] The control unit 403 is specifically configured to:

[0255] Control the cabin temperature adjustment operation based on the target total energy consumption, the target thermal comfort preference information, and the battery state information; the target thermal comfort preference information is the thermal comfort preference information predicted based on the m thermal comfort preference information during the first driving process.

[0256] In a possible implementation, the battery state information includes the remaining power of the battery; the control unit 403 is specifically configured to:

[0257] When the remaining power meets the requirements of the target total energy consumption and the energy consumption required for the cabin temperature adjustment operation, control the cabin temperature adjustment operation based on the target thermal comfort preference information.

[0258] In a possible implementation, the cabin temperature adjustment operation includes an air conditioner heating operation; the control unit 403 is specifically configured to:

[0259] Search for the target air outlet temperature and / or target air speed of the air conditioner in the first preset relationship table based on the target thermal comfort preference information and the temperature of the cabin; the first preset relationship table records the air outlet temperature and / or air speed of the air conditioner corresponding to various thermal comfort preference information and various cabin temperatures;

[0260] Start the air conditioner heating operation based on the target air outlet temperature and / or target air speed.

[0261] In a possible implementation, the control unit 403 is specifically configured to:

[0262] Recommend the target air outlet temperature and / or target air speed to the user through the human-machine interaction interface;

[0263] Start the air conditioner heating operation based on the target air outlet temperature and / or target air speed in response to the user's confirmation operation.

[0264] In a possible implementation, the cabin temperature adjustment operation includes the heating operation of the target device, and the target device includes at least one of a steering wheel, a seat, and a front windshield;

[0265] The control unit 403 is specifically configured to:

[0266] Search for the target heating level of the target device in the second preset relationship table based on the deviation between the target thermal comfort preference information and the current thermal comfort preference information; the second preset relationship table records the target device heating levels corresponding to various deviation ranges of thermal comfort preference information; the current thermal comfort preference information is determined based on the cabin environment after the vehicle is started during the first driving process;

[0267] Start the heating operation of the target device based on the target heating level.

[0268] In a possible implementation, in response to a vehicle start operation during a first driving process, identifying a target driving scenario to which the first driving process belongs among a plurality of preset driving scenarios includes:

[0269] Obtaining start information of the vehicle during the first driving process; the start information includes start time and / or position information of the vehicle at start;

[0270] Based on the start information, identifying the target driving scenario to which the first driving process belongs among the plurality of preset driving scenarios.

[0271] Figure 4 For the specific operations and beneficial effects of each unit in the vehicle thermal management device 400 shown, reference can be made to the corresponding descriptions in the above Figure 2 and its possible embodiments, which will not be elaborated here.

[0272] Exemplarily, refer to Figure 5 , which is a schematic structural diagram of a possible physical entity of the vehicle thermal management device provided in this application. Figure 5 The vehicle thermal management device 500 shown may be a control device for implementing any of the embodiments of the above vehicle thermal management method. The vehicle thermal management device 500 includes: a processor 501, a memory 502, and a communication interface 503. The processor 501, the communication interface 503, and the memory 502 may be connected to each other or connected to each other through a bus 504.

[0273] Exemplarily, the memory 502 is used to store computer programs and data of the vehicle thermal management device 500. The memory 502 may include, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), or compact disc read-only memory (CD-ROM), etc.

[0274] The software or program code required for all or part of the functions of the vehicle thermal management device in the above method embodiments may be stored in the memory 502.

[0275] In a possible implementation manner, if the software or program code required for part of the functions is stored in the memory 502, then in addition to calling the program code in the memory 502 to implement part of the functions, the processor 501 may also cooperate with other components (such as the communication interface 503) to jointly complete other functions described in the method embodiments (such as the function of receiving or sending data).

[0276] The number of communication interfaces 503 can be multiple, which is used to support the vehicle thermal management device 500 to communicate, such as receiving or sending data, messages, etc.

[0277] Exemplarily, the processor 501 can be a circuit with the ability to process data. In one implementation, the processor can be a circuit with the ability to read and execute instructions, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which can be understood as a kind of microprocessor), or a digital signal processor (DSP), etc. In another implementation, the processor can implement certain functions through the logical relationship of hardware circuits, and the logical relationship of the hardware circuits is fixed or can be reconfigured. For example, the processor is a hardware circuit implemented by an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field programmable gate array (FPGA). In a reconfigurable hardware circuit, the process of the processor loading a configuration document to implement the configuration of the hardware circuit can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, it can also be a hardware circuit designed for artificial intelligence, which can be understood as a kind of ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc. Or, the processor 501 can be a combination of at least two of these processor forms, etc.

[0278] The processor 501 can be used to read the program stored in the above-mentioned memory 502 and execute the operations performed by the control device in the above-mentioned Figure 2 and its possible embodiments.

[0279] Figure 5 For the specific operations and beneficial effects of each unit in the vehicle thermal management device 500 shown, reference can be made to the corresponding descriptions in the above-mentioned Figure 2 and its possible embodiments, which will not be elaborated here.

[0280] This application also provides a vehicle, which includes the above-mentionedFigure 4 or Figure 5 the vehicle thermal management device described above.

[0281] This application also provides a chip, which includes a processor, a communication interface, and a memory. Among them, the communication interface is used to receive and send data, the memory is used to store computer programs or computer instructions, and the processor is used to execute the computer programs or computer instructions stored in the memory, so that the chip executes the above Figure 2 and the method implemented by the control device in any one of its possible embodiments.

[0282] This application embodiment also provides a computer-readable storage medium, which stores computer programs or computer instructions, and the computer programs or computer instructions are executed by a processor to implement the above Figure 2 and the method implemented by the control device in any one of its possible embodiments.

[0283] This application embodiment also provides a computer program product. When the computer program product is read and executed by a computer, the above Figure 2 and the method implemented by the control device in any one of its possible embodiments will be executed.

[0284] In this application, terms such as "first" and "second" are used to distinguish identical or similar items with basically the same functions. It should be understood that there is no logical or chronological dependency between "first", "second", and "nth", nor are the quantity and execution order limited. It should also be understood that although the following description uses terms such as first and second to describe various elements, these elements should not be limited by the terms. These terms are only used to distinguish one element from another.

[0285] It should also be understood that in various embodiments of this application, the magnitude of the serial number of each process does not mean the sequence of execution. The execution sequence of each process should be determined by its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of this application.

[0286] It should also be understood that the term "including" (also known as "includes", "including", "comprises", and / or "comprising") when used in this specification specifies the presence of the stated features, integers, steps, operations, elements, and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or their groups.

[0287] It should also be understood that the "one embodiment", "an embodiment", and "a possible implementation" mentioned throughout the specification mean that the specific features, structures, or characteristics related to the embodiment or implementation are included in at least one embodiment of the present application. Therefore, the "in one embodiment" or "in an embodiment", "a possible implementation" that appear throughout the specification do not necessarily refer to the same embodiment. In addition, these specific features, structures, or characteristics can be combined in one or more embodiments in any suitable manner.

[0288] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application and are not intended to limit them. Although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements on some or all of the technical features. And these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A vehicle thermal management method, characterized in that: The method comprises: In response to a start operation of a vehicle in a first driving process, identifying a target driving scene to which the first driving process belongs from a plurality of preset driving scenes; the first driving process includes a process from the start of the vehicle to the completion of driving; the plurality of preset driving scenes are distinguished by a time period and / or a location at which the vehicle is started; Obtain target driving condition information; the target driving condition information includes driving condition information of m historical driving processes belonging to the target driving scene; m is an integer greater than 1; the target driving condition information includes m energy consumption information, wherein the i-th energy consumption information belongs to the energy consumption information of the i-th historical driving process, and the value of i is an integer from 1 to m; controlling a target thermal management operation based on the target driving condition information and the battery status information after the vehicle is started; the target thermal management operation includes a battery heating operation during the first driving process and / or a cabin temperature adjustment operation of the vehicle; The controlling the target thermal management operation based on the target driving condition information and the battery status information after the vehicle is started includes: Predicting a target total energy consumption required in the first driving process based on the m energy consumption information; A target thermal management operation is controlled based on the target total energy consumption and the battery status information.

2. The method according to claim 1, characterized in that The target thermal management operation includes the battery heating operation; the target driving condition information also includes m items of battery output power, wherein the i-th item of battery output power belongs to the battery output power of the i-th historical driving process; The controlling a target thermal management operation based on the target total energy consumption and the battery status information comprises: The battery heating operation is controlled based on the target total energy consumption, the target battery output power and the battery status information; the target battery output power is the battery output power required in the first driving process predicted based on the m items of battery output power.

3. The method according to claim 2, characterized in that The battery status information includes the remaining power of the battery and the allowed output power; The controlling the battery heating operation based on the target total energy consumption, the target battery output power and the battery status information includes: In a case where the allowed output power meets the target battery output power requirement, and the remaining power meets the target total energy consumption requirement and the energy consumption requirement of the battery heating operation, the battery heating operation is started.

4. The method according to claim 3, characterized in that The battery heating operation instructs heating the battery to a target temperature, the target temperature being determined based on the target battery output power.

5. The method according to claim 3 or 4, characterized in that: The remaining power includes the power increased after the battery heating operation is performed.

6. The method according to any one of claims 1 to 5, characterized in that: The target thermal management operation includes the cabin temperature adjustment operation; the target driving condition information also includes m thermal comfort preference information, wherein the i-th thermal comfort preference information is determined based on the cabin environment in the i-th historical driving process; The controlling a target thermal management operation based on the target total energy consumption and the battery status information comprises: The cabin temperature adjustment operation is controlled based on the target total energy consumption, target thermal comfort preference information and the battery status information; the target thermal comfort preference information is thermal comfort preference information in the first driving process predicted based on the m thermal comfort preference information.

7. The method according to claim 6, characterized in that The battery status information includes the remaining power of the battery; and the controlling the cabin temperature adjustment operation based on the target total energy consumption, the target thermal comfort preference information and the battery status information includes: In a case where the remaining power satisfies the target total energy consumption and the energy consumption required for the cabin temperature adjustment operation, the cabin temperature adjustment operation is controlled based on the target thermal comfort preference information.

8. The method according to claim 7, characterized in that The cabin temperature adjustment operation includes an air conditioning heating operation; and controlling the cabin temperature adjustment operation based on the target thermal comfort preference information includes: Based on the target thermal comfort preference information and the cabin temperature, searching the target air outlet temperature and / or target wind speed of the air conditioner in a first preset relationship table; the first preset relationship table records the air outlet temperature and / or wind speed of the air conditioner corresponding to a plurality of thermal comfort preference information and a plurality of cabin temperatures; The air conditioning heating operation is started based on the target air outlet temperature and / or the target wind speed.

9. The method according to claim 8, characterized in that The starting the air conditioning heating operation based on the target air outlet temperature and / or the target wind speed includes: recommending the target air outlet temperature and / or target wind speed to the user through a human-computer interaction interface; In response to a confirmation operation of the user, the air conditioning heating operation is started based on the target air outlet temperature and / or the target wind speed.

10. The method according to any one of claims 7 to 9, characterized in that: The cabin temperature adjustment operation includes a heating operation of a target device, the target device including at least one of a steering wheel, a seat, and a front windshield; The controlling the cabin temperature adjustment operation based on the target thermal comfort preference information includes: searching the target heating level of the target device in a second preset relationship table based on the deviation between the target thermal comfort preference information and the current thermal comfort preference information; the second preset relationship table records the heating levels of the target device corresponding to the deviation ranges of the multiple thermal comfort preference information; the current thermal comfort preference information is determined based on the cabin environment after the vehicle is started during the first driving process; A heating operation of the target device is initiated based on the target heating level.

11. The method according to any one of claims 1 to 10, characterized in that: In response to a start operation of a vehicle in a first driving process, identifying a target driving scene to which the first driving process belongs from a plurality of preset driving scenes includes: Acquire startup information of the vehicle in the first driving process; the startup information includes startup time and / or location information of the vehicle at startup; The target driving scenario to which the first driving process belongs is identified from among the plurality of preset driving scenarios based on the startup information.

12. A vehicle thermal management device, characterized in that: The device comprises: an identification unit, configured to identify, in response to a start-up operation of a vehicle in a first driving process, a target driving scene to which the first driving process belongs from a plurality of preset driving scenes; the first driving process includes a process from the start-up of the vehicle to the completion of driving; the plurality of preset driving scenes are distinguished by a time period and / or a position at which the vehicle is started; an acquisition unit, configured to acquire target driving condition information; the target driving condition information includes driving condition information of m historical driving processes belonging to the target driving scene; m is an integer greater than 1; the target driving condition information includes m energy consumption information, wherein the i-th energy consumption information belongs to the energy consumption information of the i-th historical driving process, and the value of i is an integer from 1 to m; a control unit, configured to control a target thermal management operation based on the target driving condition information and the battery status information after the vehicle is started; the target thermal management operation includes a battery heating operation during the first driving process and / or a cabin temperature adjustment operation of the vehicle; The control unit is specifically used for: Predicting a target total energy consumption required in the first driving process based on the m energy consumption information; A target thermal management operation is controlled based on the target total energy consumption and the battery status information.

13. The device according to claim 12, characterized in that The target thermal management operation includes the battery heating operation; the target driving condition information also includes m items of battery output power, wherein the i-th item of battery output power belongs to the battery output power of the i-th historical driving process; The control unit is specifically used for: The battery heating operation is controlled based on the target total energy consumption, the target battery output power and the battery status information; the target battery output power is the battery output power required in the first driving process predicted based on the m items of battery output power.

14. The device according to claim 13, characterized in that The battery status information includes the remaining power of the battery and the allowed output power; The control unit is specifically used for: In a case where the allowed output power meets the target battery output power requirement, and the remaining power meets the target total energy consumption requirement and the energy consumption requirement of the battery heating operation, the battery heating operation is started.

15. The device according to claim 14, characterized in that The battery heating operation instructs heating the battery to a target temperature, the target temperature being determined based on the target battery output power.

16. The device according to claim 14 or 15, characterized in that The remaining power includes the power increased after the battery heating operation is performed.

17. The device according to any one of claims 12 to 16, characterized in that: The target thermal management operation includes the cabin temperature adjustment operation; the target driving condition information also includes m thermal comfort preference information, wherein the i-th thermal comfort preference information is determined based on the cabin environment in the i-th historical driving process; The control unit is specifically used for: The cabin temperature adjustment operation is controlled based on the target total energy consumption, target thermal comfort preference information and the battery status information; the target thermal comfort preference information is thermal comfort preference information in the first driving process predicted based on the m thermal comfort preference information.

18. The device according to claim 17, characterized in that The battery status information includes the remaining power of the battery; the control unit is specifically used for: In a case where the remaining power satisfies the target total energy consumption and the energy consumption required for the cabin temperature adjustment operation, the cabin temperature adjustment operation is controlled based on the target thermal comfort preference information.

19. The device according to claim 18, characterized in that The cabin temperature adjustment operation includes an air conditioning heating operation; the control unit is specifically used for: Based on the target thermal comfort preference information and the cabin temperature, searching the target air outlet temperature and / or target wind speed of the air conditioner in a first preset relationship table; the first preset relationship table records the air outlet temperature and / or wind speed of the air conditioner corresponding to a plurality of thermal comfort preference information and a plurality of cabin temperatures; The air conditioning heating operation is started based on the target air outlet temperature and / or the target wind speed.

20. The device according to claim 19, characterized in that The control unit is specifically used for: recommending the target air outlet temperature and / or target wind speed to the user through a human-computer interaction interface; In response to a confirmation operation of the user, the air conditioning heating operation is started based on the target air outlet temperature and / or the target wind speed.

21. The device according to any one of claims 18 to 20, characterized in that The cabin temperature adjustment operation includes a heating operation of a target device, the target device including at least one of a steering wheel, a seat, and a front windshield; The control unit is specifically used for: searching the target heating level of the target device in a second preset relationship table based on the deviation between the target thermal comfort preference information and the current thermal comfort preference information; the second preset relationship table records the heating levels of the target device corresponding to the deviation ranges of the multiple thermal comfort preference information; the current thermal comfort preference information is determined based on the cabin environment after the vehicle is started during the first driving process; A heating operation of the target device is initiated based on the target heating level.

22. The device according to any one of claims 12 to 21, characterized in that In response to a start operation of a vehicle in a first driving process, identifying a target driving scene to which the first driving process belongs from a plurality of preset driving scenes includes: Acquire startup information of the vehicle in the first driving process; the startup information includes startup time and / or location information of the vehicle at startup; The target driving scenario to which the first driving process belongs is identified from among the plurality of preset driving scenarios based on the startup information.

23. A vehicle thermal management device, characterized in that: The vehicle thermal management device includes a processor, a communication interface and a memory, wherein the communication interface is used to realize the reception and transmission of data, the memory is used to store computer programs or computer instructions, and the processor is used to execute the computer programs or computer instructions stored in the memory, so that the vehicle thermal management device executes the method according to any one of claims 1 to 11.

24. A vehicle, characterized in that: Comprising the vehicle thermal management device as described in claim 23.

25. A chip, characterized in that: The chip includes a processor, a communication interface and a memory, wherein the communication interface is used to realize data reception and transmission, the memory is used to store computer programs or computer instructions, and the processor is used to execute the computer programs or computer instructions stored in the memory, so that the chip executes the method described in any one of claims 1-11.

26. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program or computer instructions, and the computer program or computer instructions are executed by a processor to implement the method according to any one of claims 1 to 11.

27. A computer program product, characterized in that When the computer program product is executed by a processor, the method described in any one of claims 1 to 11 will be implemented.

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