Heating control method, device, vehicle, equipment and medium for vehicle power battery

Abstract

The present invention relates to the field of vehicle power battery technology, and in particular to a heating control method, device, vehicle, equipment and medium for a vehicle power battery. The target state of charge is determined based on the target driving location; and the minimum battery temperature that meets the vehicle driving power requirement under the target state of charge is determined based on the vehicle driving power requirement and the first preset mapping relationship table; for any initial heating strategy, the corresponding target terminal temperature and target required power are determined; the initial heating strategy with a target terminal temperature greater than or equal to the minimum battery temperature and a target required power less than or equal to the target allowable power is determined as a candidate heating strategy; and the target heating strategy is selected therefrom to heat the power battery. In this way, before driving in a low-temperature environment scenario, on the premise of ensuring the user's actual vehicle mileage and power requirements, a full-scenario driving heating strategy is formulated for the vehicle, which can improve the heating effect and accuracy of the vehicle power battery heating control.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle power batteries, and in particular to a heating control method, device, vehicle, equipment and medium for a vehicle power battery. Background Art

[0002] The performance of vehicle power batteries is significantly reduced in low-temperature winter conditions. For pure electric vehicles, since the power battery is the only power source of the vehicle, its performance degradation will directly affect the vehicle's driving range in low-temperature environments. Currently, the vehicle's low-temperature driving range is usually improved by selecting a specific heating method and setting a heating strategy to heat the vehicle's power battery during driving. Since the execution of the driving heating strategy requires the power battery to power the heating components, the vehicle's driving range is directly related to the vehicle's power battery heating strategy.

[0003] The driving heating strategies of existing vehicles generally adopt a fixed heating threshold. This heating control method cannot be applied to all usage scenarios. For different usage scenarios, the mileage benefit brought by heating may be low, or even the vehicle may not reach the destination and the power may be completely consumed due to excessive heating. This affects the vehicle's safety and user experience. Therefore, the heating effect of the vehicle's power battery heating control is poor and the accuracy is low. Summary of the invention

[0004] In view of this, the embodiments of the present application at least provide a heating control method, device, vehicle, equipment and medium for a vehicle power battery. Before driving in a low-temperature environment, the present application formulates a full-scenario driving heating strategy for the vehicle while ensuring the user's actual vehicle mileage and power requirements, which can improve the heating effect and accuracy of the vehicle power battery heating control.

[0005] This application mainly includes the following aspects:

[0006] In a first aspect, an embodiment of the present application provides a heating control method for a vehicle power battery, the method comprising:

[0007] Based on a target driving location of the vehicle, determining a target state of charge of the power battery when the vehicle travels to the target driving location;

[0008] Determine the lowest battery temperature that satisfies the vehicle driving power requirement under the target state of charge condition based on the target state of charge, the vehicle driving power requirement, and a first preset mapping relationship table; the first preset mapping relationship table is a mapping relationship table between the battery state of charge, the battery temperature, and the battery allowable power;

[0009] For any initial heating strategy, determine the target terminal temperature and target required power corresponding to the initial heating strategy; the initial heating strategy is a strategy for heating the power battery at any heating-on charge state and any heating power; the target terminal temperature is the battery temperature corresponding to the target charge state when the initial heating strategy is used; the target required power is the sum of the heating power and the vehicle driving required power;

[0010] Determine the initial heating strategy in which the target terminal temperature is greater than or equal to the minimum battery temperature and the target required power is less than or equal to the target allowable power as a candidate heating strategy; the target allowable power is the battery allowable power corresponding to the target terminal temperature and the target state of charge;

[0011] A target heating strategy is selected from the candidate heating strategies, and the power battery is heated according to the target heating strategy.

[0012] In a second aspect, an embodiment of the present application further provides a heating control device for a vehicle power battery, the heating control device for a vehicle power battery comprising:

[0013] A first determination module, configured to determine, based on a target driving location of the vehicle, a target state of charge of the power battery when the vehicle travels to the target driving location;

[0014] A second determination module is used to determine the lowest battery temperature that meets the vehicle driving power requirement under the target state of charge condition based on the target state of charge, the vehicle driving power requirement, and a first preset mapping relationship table; the first preset mapping relationship table is a mapping relationship table between the battery state of charge, the battery temperature, and the battery allowable power;

[0015] A third determination module is used to determine, for any initial heating strategy, a target terminal temperature and a target required power corresponding to the initial heating strategy; the initial heating strategy is a strategy for heating the power battery at any heating-on state of charge and any heating power; the target terminal temperature is the battery temperature corresponding to the target state of charge when the initial heating strategy is reached; the target required power is the sum of the heating power and the vehicle driving required power;

[0016] a fourth determination module, configured to determine, as a candidate heating strategy, an initial heating strategy in which the target terminal temperature is greater than or equal to the minimum battery temperature and the target required power is less than or equal to the target allowable power; the target allowable power is the battery allowable power corresponding to the target terminal temperature and the target state of charge;

[0017] The execution module is used to select a target heating strategy from the candidate heating strategies and heat the power battery according to the target heating strategy.

[0018] In a third aspect, an embodiment of the present application further provides a vehicle, comprising the heating control device for the vehicle power battery as described above.

[0019] In a fourth aspect, an embodiment of the present application further provides an electronic device, comprising: a processor, a memory and a bus, wherein the memory stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor and the memory communicate through the bus, and the machine-readable instructions are executed by the processor to execute the steps of the vehicle power battery heating control method as described above.

[0020] In a fifth aspect, an embodiment of the present application further provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the vehicle power battery heating control method as described above are executed.

[0021] The embodiments of the present application provide a method, device, vehicle, equipment and medium for controlling the heating of a vehicle power battery, wherein the method comprises: determining a target state of charge of the power battery when the vehicle travels to the target driving location based on the target driving location of the vehicle; determining a minimum battery temperature that meets the vehicle driving power requirement under the target state of charge condition based on the target state of charge, the vehicle driving power requirement and a first preset mapping relationship table; the first preset mapping relationship table is a mapping relationship table between the battery state of charge, the battery temperature and the battery allowable power; for any initial heating strategy, determining a target terminal temperature and a target required power corresponding to the initial heating strategy; the initial heating strategy A strategy for heating the power battery at any heating-on state of charge and any heating power is briefly described; the target terminal temperature is the battery temperature corresponding to the target state of charge according to the initial heating strategy; the target required power is the sum of the heating power and the vehicle driving required power; the initial heating strategy with a target terminal temperature greater than or equal to the minimum battery temperature and a target required power less than or equal to the target allowable power is determined as a candidate heating strategy; the target allowable power is the battery allowable power corresponding to the target terminal temperature and target state of charge; the target heating strategy is selected from the candidate heating strategies, and the power battery is heated according to the target heating strategy. In this way, before driving in a low-temperature environment, on the premise of ensuring the user's actual vehicle mileage and power requirements, a full-scenario driving heating strategy is formulated for the vehicle, which can improve the heating effect and accuracy of the vehicle power battery heating control.

[0022] Furthermore, the heating control method for the vehicle power battery provided in the embodiment of the present application can also select the candidate heating strategy with the highest net discharge energy of the vehicle power battery from various candidate heating strategies as the target heating strategy, so that the energy of the vehicle power battery can be more used to provide driving power for the vehicle, thereby improving the energy utilization rate of the vehicle power battery.

[0023] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, preferred embodiments are specifically cited below and described in detail with reference to the attached drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0025] Figure 1 A flow chart showing a method for controlling heating of a vehicle power battery provided in an embodiment of the present application is shown;

[0026] Figure 2 The overall flow chart of the heating control method of the vehicle power battery provided in the embodiment of the present application is shown;

[0027] Figure 3 A schematic diagram showing a driving condition predicted in an embodiment of the present application is shown;

[0028] Figure 4 A functional module diagram of a heating control device for a vehicle power battery provided in an embodiment of the present application is shown;

[0029] Figure 5 A schematic structural diagram of an electronic device provided in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0030] In order to make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. The components of the embodiments of the present application usually described and shown in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application claimed for protection, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without making creative work belong to the scope of protection of the present application.

[0031] To facilitate the understanding of the present application, the technical solution provided by the present application is described in detail below in conjunction with specific embodiments.

[0032] The embodiments of the present application provide a heating control method, device, vehicle, equipment and medium for a vehicle power battery. By formulating a full-scenario driving heating strategy for the vehicle before driving in a low-temperature environment, while ensuring the user's actual vehicle mileage and power requirements, the heating effect and accuracy of the vehicle power battery heating control can be improved.

[0033] See also Figure 1 , Figure 1 This is a flow chart of a method for controlling the heating of a vehicle power battery provided in an embodiment of the present application. Figure 1 As shown, the heating control method of the vehicle power battery provided in the embodiment of the present application includes the following steps:

[0034] S101, based on a target driving location of a vehicle, determining a target state of charge of a power battery when the vehicle travels to the target driving location.

[0035] The embodiment of the present application is applied to the application scenario of low-temperature driving of pure electric vehicles. In order to improve the accuracy of vehicle power battery heating control, it is necessary to screen out a heating strategy that meets the vehicle use requirements in the corresponding low-temperature use scenario from various initial heating strategies according to different low-temperature use scenarios and vehicle use requirements.

[0036] In this step, it is first necessary to determine the vehicle usage demand. The vehicle usage demand includes the vehicle mileage demand and the vehicle driving power demand. The embodiment of the present application represents the vehicle mileage demand through the target state of charge of the power battery. The state of charge (SOC) of a power battery is the ratio of the remaining capacity of a power battery after it has been used for a period of time or has been left unused for a long time to its capacity in a fully charged state, usually expressed as a percentage. Its value range is 0~1. When SOC=0, it indicates that the battery is fully discharged, and when SOC=1, it indicates that the battery is fully charged. The target state of charge of the power battery is the predicted remaining power of the power battery required for the vehicle to travel to the target driving location. .

[0037] S102, based on the target state of charge, the vehicle's driving power requirement and a first preset mapping relationship table, determine the lowest battery temperature that meets the vehicle's driving power requirement under the target state of charge condition; the first preset mapping relationship table is a mapping relationship table between the battery state of charge, the battery temperature and the battery allowable power.

[0038] In the embodiment of the present application, the vehicle's driving power demand is represented by the vehicle's driving power demand. The first preset mapping relationship table is the battery allowable power map (Battery Power Map), which is a data chart of the power battery performance determined based on the performance of the power battery, and is used to represent the mapping relationship between the battery SOC, the battery temperature and the battery allowable power. The battery allowable power (state of power, SOP) refers to the maximum power that the battery can safely and effectively input or output under certain conditions. The battery allowable power in the embodiment of the present application specifically refers to the battery allowable discharge power. According to the battery allowable power map, it can be known that the battery allowable power is positively correlated with the battery SOC and the battery temperature, that is, the larger the battery SOC, the higher the battery temperature, the greater the battery allowable power, and vice versa. Then, in order to meet the vehicle's driving power demand, it is necessary to meet the vehicle's driving power demand with the corresponding battery allowable power under the conditions of the lowest battery SOC and the lowest battery temperature. Based on this, the lowest battery temperature that meets the vehicle's driving power demand under the target state of charge condition, that is, under the condition of meeting the vehicle's driving mileage requirements, is used as the temperature condition for the heating strategy screening.

[0039] Specifically, according to the first preset mapping relationship table , check the table to determine the target state of charge Under the conditions, the vehicle driving demand power is met Minimum battery temperature .

[0040] S103, for any initial heating strategy, determine the target terminal temperature and target required power corresponding to the initial heating strategy; the initial heating strategy is a strategy for heating the power battery at any heating-on charge state and any heating power; the target terminal temperature is the battery temperature corresponding to the target charge state when the initial heating strategy is used to reach the target charge state; the target required power is the sum of the heating power and the vehicle driving required power.

[0041] In the embodiment of the present application, the initial heating strategy includes two parameters: heating power and heating-on charge state. The heating power is the working power of the heating component used for heating, and the heating-on charge state is the SOC value of the power battery corresponding to the start of heating, which is used as a basis for judging the timing of starting heating of the heating component. This step determines the corresponding target terminal temperature and target required power for any initial heating strategy, so that the subsequent steps can select the initial heating strategy that can simultaneously meet the vehicle's mileage requirements and the vehicle's driving power requirements as a candidate heating strategy based on the two.

[0042] S104, determining the initial heating strategy in which the target terminal temperature is greater than or equal to the minimum battery temperature and the target required power is less than or equal to the target allowable power as a candidate heating strategy; the target allowable power is the battery allowable power corresponding to the target terminal temperature and the target state of charge.

[0043] In this step, if the target terminal temperature is greater than or equal to the minimum battery temperature, it means that the battery allowable power of the power battery under the initial heating strategy can meet the vehicle's driving power requirement from the vehicle's current location to the target driving location; if the target required power is less than or equal to the target allowable power, it means that the power battery can provide power for the initial heating strategy to ensure that the vehicle drives to the target driving location. Therefore, if the above two points are met at the same time, it means that the initial heating strategy meets both the vehicle's driving mileage requirements and the vehicle's driving power requirements, and can be used as a candidate heating strategy for vehicle power battery heating control.

[0044] S105 , selecting a target heating strategy from the candidate heating strategies, and heating the power battery according to the target heating strategy.

[0045] In this step, a heating strategy is selected from each candidate heating strategy as the target heating strategy. The specific selection rules can be set according to the actual situation of the vehicle. In the preferred embodiment of the present application, the heating strategy with the largest net discharge energy of the power battery among the candidate heating strategies is selected as the target heating strategy to improve the energy utilization rate of the vehicle's power battery. And according to the heating power and heating-on charge state corresponding to the target heating strategy, the heating component of the power battery is controlled to heat the power battery during the driving process of the vehicle from the current position of the vehicle to the target driving location. In the preferred embodiment of the present application, the heating component of the power battery can be a positive temperature coefficient thermistor (Positive Temperature Coefficient thermistor, PTC). In this way, the prerequisites for the formulation of the heating strategy are clarified based on the user's specific usage requirements, ensuring that the heating strategy formulated in this way can meet all the user's customized travel needs.

[0046] Further, the target state of charge is determined according to the following steps:

[0047] Step a1, determining a target mileage of the vehicle to be traveled according to the target driving location and the current position of the vehicle.

[0048] In this step, the user's preset target driving location and the vehicle's current location are obtained, and the target driving mileage is determined based on the vehicle navigation information. .

[0049] Step a2, determining the required power for the vehicle to travel to the target driving location based on the target driving mileage and the average driving power consumption per unit mileage corresponding to the current ambient temperature.

[0050] In this step, the vehicle's historical driving data is obtained according to different ambient temperatures. Average power consumption per mileage (100 kilometers) under the following conditions , and determine the required power for the vehicle to reach the target driving location according to the following formula :

[0051] .

[0052] Step a3, determining the target state of charge according to the total power of the power battery, the initial state of charge of the power battery and the required power for driving.

[0053] In this step, the target state of charge of the power battery is determined according to the following formula: :

[0054] ;

[0055] In the formula, the initial state of charge is is the charge state of the power battery at the current position of the vehicle, is the total power of the power battery, is the total capacity of the power battery, is the total voltage of the power battery.

[0056] Further, the vehicle driving required power is determined according to the following steps:

[0057] Step b1, based on historical vehicle driving data, predicting the driving condition type of the vehicle during the process of driving from the current position of the vehicle to the target driving location.

[0058] In this step, based on the historical vehicle driving data, the driving condition type of the vehicle during the process of driving from the current position of the vehicle to the target driving location is predicted; wherein the predicted driving condition at least includes the driving time corresponding to the driving condition , vehicle speed , Battery power And other parameter information.

[0059] Step b2, determining the driving condition power that matches the driving condition type as the vehicle driving demand power.

[0060] In this step, since the vehicle driving power requirements for different driving conditions are different, the driving condition power that matches the driving condition type is determined as the vehicle driving power requirements. In the embodiment of the present application, the driving condition type includes a steady-state condition and a transient condition, and the vehicle driving power requirements corresponding to different driving condition types are different, with a large power requirement for a transient condition and a small power requirement for a steady-state condition.

[0061] Furthermore, the predicting of the driving condition type of the vehicle in the process of driving from the current position of the vehicle to the target driving location based on the historical vehicle driving data includes:

[0062] Step c1, based on historical vehicle driving data, predicting the driving speed fluctuation degree information of the vehicle during the process of driving from the current position of the vehicle to the target driving location.

[0063] In this step, the driving speed fluctuation degree information includes the predicted vehicle speed fluctuation rate during the process of the vehicle driving from the current position of the vehicle to the target driving location and the difference between the maximum vehicle speed and the average vehicle speed.

[0064] Step c2: determining the driving condition type according to the driving speed fluctuation degree information.

[0065] In this step, when the upper limit of three times the standard deviation of the vehicle speed fluctuation rate within the preset time range is higher than the preset first speed threshold, and the difference between the maximum vehicle speed and the average vehicle speed is higher than the preset second speed threshold, the driving condition is determined to be a transient condition;

[0066] When the upper limit of three times the standard deviation of the vehicle speed fluctuation rate within the preset time range is lower than the first speed threshold, and the difference between the maximum vehicle speed and the average vehicle speed is lower than the second speed threshold, the target driving condition is determined to be a steady-state condition;

[0067] In a preferred solution of the embodiment of the present application, the first speed threshold is set to 30 km / h, and the second speed threshold is set to 50 km / h.

[0068] Further, determining the driving condition type according to the driving speed fluctuation degree information includes:

[0069] Step d1, when the driving condition type is a transient condition, the full-range peak power of the driving condition is determined as the vehicle driving demand power.

[0070] In this step, when the driving condition type is a transient condition, the full-range peak power of the driving condition is determined according to the following formula: :

[0071] ;

[0072] in, The discharge power at each moment during the entire driving condition is calculated by converting the peak power of the entire driving condition into Determine the driving power requirement .

[0073] Step d2: When the driving condition type is a steady-state condition, the average power of the driving condition over the entire process is determined as the required driving power of the vehicle.

[0074] In this step, when the driving condition type is a steady-state condition, the average power of the driving condition is determined according to the following formula: :

[0075] ;

[0076] in, The power at each moment of the entire driving condition (including charging power and discharging power, the charging power and discharging power have opposite signs), and the average power of the entire driving condition Determine the power required for vehicle driving .

[0077] Furthermore, the heating-on state of charge in the initial heating strategy is any state of charge in the state of charge range, and the heating power in the initial heating strategy is any power in the working power range of the battery heating component; the upper limit value of the state of charge in the state of charge range is the initial state of charge of the power battery, and the lower limit value of the state of charge in the state of charge range is the lowest state of charge that meets the vehicle's driving power requirement under the condition that the battery is not heated.

[0078] In the embodiment of the present application, according to the maximum working power of the battery heating component of the vehicle, , determine the upper limit of the battery heating power selection, that is, the range of the working power of the battery heating component The heating power corresponding to the initial heating strategy The battery is not heated at the same time The lowest state of charge that meets the vehicle's driving power requirements under certain conditions Determine the lower limit of the state of charge range and set the initial state of charge of the power battery Determine the upper limit of the state of charge range and obtain the heating-on state of charge corresponding to the initial heating strategy Selection range In this way, the generation range of heating power and heating-on charge state corresponding to the feasible heating strategy can be pre-defined when generating the initial heating strategy, which can effectively reduce the amount of data for generating the initial heating strategy, thereby improving the efficiency of vehicle power battery heating control.

[0079] Further, the lower limit value of the state of charge is determined according to the following steps:

[0080] Step e1, under the current ambient temperature and the condition that the battery is not heated, obtaining each intermediate state of charge between the initial state of charge of the power battery and the target state of charge, and the battery operating temperature corresponding to each intermediate state of charge; the battery operating temperature is the battery temperature when the power battery runs from the initial state of charge to the intermediate state of charge according to the vehicle driving demand power.

[0081] In this step, the battery operating temperature from the initial state of charge to the intermediate state of charge according to the vehicle driving power requirement under the current ambient temperature and no battery heating condition is calculated, that is, the battery temperature under the current ambient temperature under the condition that only the power battery itself generates heat.

[0082] Step e2, for any of the intermediate states of charge, determining the battery allowable power corresponding to the intermediate state of charge according to the intermediate state of charge and the battery operating temperature corresponding to the intermediate state of charge.

[0083] In this step, for any intermediate state of charge, according to the intermediate state of charge and the battery operating temperature corresponding to the intermediate state of charge, the battery allowable power corresponding to the intermediate state of charge is obtained by looking up in a first preset mapping relationship table.

[0084] Step e3, for any of the intermediate states of charge corresponding to the battery allowable power, determine whether the battery allowable power corresponding to the intermediate state of charge is greater than or equal to the vehicle driving required power, and if so, determine the battery allowable power as the candidate allowable power.

[0085] In this step, an intermediate state of charge in which the battery allowable power is greater than or equal to the vehicle's required driving power is selected from various intermediate states of charge, that is, an intermediate state of charge in the state of charge range that can also meet the vehicle's required driving power without heating.

[0086] Step e4: selecting a minimum state of charge from the intermediate states of charge corresponding to the candidate allowable powers as the lower limit of the state of charge.

[0087] In this step, the minimum value of the intermediate state of charge in the state of charge range that can meet the vehicle driving power requirement without heating is selected as the heating-on state of charge. The lower limit of the state of charge range .

[0088] Further, the target terminal temperature corresponding to the initial heating strategy is determined according to the following steps:

[0089] Determining a target terminal temperature corresponding to the initial heating strategy according to the battery operating temperature corresponding to the target state of charge, the unit state of charge temperature rise rate corresponding to the initial heating strategy, the heating-on state of charge, and the target state of charge;

[0090] Among them, the temperature rise rate per unit state of charge is determined based on the ambient temperature of the vehicle, the heating power corresponding to the initial heating strategy and a second preset mapping relationship table, and the second preset mapping relationship table is a mapping relationship table between the ambient temperature, heating power and the temperature rise rate per unit state of charge under the vehicle's driving demand power conditions.

[0091] In the embodiment of the present application, the battery operating temperature corresponding to the target state of charge is , the unit state of charge temperature rise rate corresponding to the initial heating strategy , Heating on charging state and target state of charge , the target terminal temperature corresponding to the initial heating strategy is determined by the following formula: :

[0092] ;

[0093] Among them, the unit state of charge temperature rise rate According to the vehicle's ambient temperature , Heating power corresponding to the initial heating strategy The second mapping relationship can be obtained by looking up the second preset mapping relationship table. Specifically, the second mapping relationship can be expressed as .

[0094] Further, the second preset mapping relationship table is generated according to the following steps:

[0095] Step g1, establishing a coupled simulation model of the electric and thermal performance of the power battery.

[0096] In this step, the second mapping relationship table and the third mapping relationship table mentioned later can be obtained in advance through simulation. Here, the coupled simulation model of the electric and thermal performance of the power battery is obtained by coupling multiple simulation models to simulate the electric and thermal performance of the power battery. Among them, the coupled simulation model can include components such as a power battery circuit model, a power battery temperature field model, a power battery flow field model, and a power battery heating strategy model.

[0097] Step g2, input the heating power corresponding to each of the initial heating strategies, the initial battery temperature of any power battery, any vehicle driving power requirement and any ambient temperature into the coupled simulation model for simulation, and output the battery temperature change curve corresponding to the vehicle driving power requirement, the ambient temperature and the initial heating strategy; the initial battery temperature is the same as the ambient temperature.

[0098] In this step, the heating power corresponding to the initial heating strategy is Selection range , according to the preset input interval, the heating power corresponding to the initial heating strategy, the initial battery temperature of any power battery, the required power of any vehicle driving, and any ambient temperature are input, and after simulation, the battery temperature change curve corresponding to the ambient temperature and the initial heating strategy is output. In the embodiment of the present application, the initial battery temperature of the power battery is the same as the ambient temperature of the vehicle location.

[0099] Step g3: determining the temperature rise rate per unit state of charge corresponding to the battery temperature change curve based on the battery temperature change curve.

[0100] Step g4, generating the second preset mapping relationship table based on each unit state of charge temperature rise rate, and the heating power and ambient temperature in the initial heating strategy corresponding to each unit state of charge temperature rise rate.

[0101] In the embodiment of the present application, the temperature rise rate per unit state of charge corresponding to different vehicle driving power requirements, different ambient temperatures and heating power conditions in the initial heating strategy, and the basic data table of battery temperature from the initial state of charge to different states of charge according to different vehicle driving power requirements without heating turned on at different ambient temperatures are formulated in advance through simulation. This saves a lot of computing resources, effectively reduces the computing cost, avoids the problem of low computing efficiency caused by large sample online calculations, and can quickly determine the target terminal temperature corresponding to different initial heating strategies under vehicle driving power requirements, and lock the candidate heating strategies and target heating strategies, ensuring that the heating strategy can be quickly executed as required, thereby improving the efficiency of vehicle power battery heating control.

[0102] Furthermore, the battery operating temperature is determined based on the ambient temperature of the vehicle, the intermediate state of charge and a third preset mapping relationship table, and the third preset mapping relationship table is a mapping relationship table between the ambient temperature, state of charge and battery operating temperature under the conditions that the battery is not heated and starts operating from the initial state of charge of the power battery according to the vehicle's driving power requirements.

[0103] In the embodiment of the present application, the battery operating temperature refers to the battery temperature when the power battery runs from the initial state of charge to any intermediate state of charge according to the vehicle driving demand power under the current ambient temperature of the vehicle and without heating, which can be obtained by looking up the third preset mapping relationship table. Specifically, the third mapping relationship can be expressed as .

[0104] Further, the third preset mapping relationship table is generated according to the following steps:

[0105] Step h1, establishing a coupled simulation model of the electric and thermal performance of the power battery.

[0106] Step h2, inputting the initial state of charge of any power battery, the initial battery temperature of any power battery, the required driving power of any vehicle and any ambient temperature into the coupled simulation model for simulation, and outputting the corresponding battery operating temperature change curve under the conditions of no battery heating, starting operation from the initial state of charge and the initial battery temperature according to the required driving power of the vehicle, and the ambient temperature; the initial battery temperature is the same as the ambient temperature.

[0107] Step h3, based on the battery operating temperature variation curve, determining the battery operating temperature corresponding to the battery operating temperature variation curve.

[0108] Step h4, generating the third preset mapping relationship table based on the operating temperatures of the individual batteries, and the state of charge and ambient temperature corresponding to each battery operating temperature.

[0109] In an embodiment of the present application, the third preset mapping relationship table is a specific expanded form of the second preset mapping relationship table under the condition that the battery is not heated, that is, when the heating power corresponding to the initial heating strategy is zero. Therefore, the description of steps h1 to h4 can refer to the description of steps g1 to g4, and can achieve the same technical effect, which will not be repeated here.

[0110] Further, the initial heating strategy in which the target terminal temperature is greater than or equal to the minimum battery temperature and the target required power is less than or equal to the target allowable power is determined as a candidate heating strategy, including:

[0111] Step j1, based on the target terminal temperature and the minimum battery temperature corresponding to each initial heating strategy, a first heating strategy whose target terminal temperature is greater than or equal to the minimum battery temperature is selected from the initial heating strategies.

[0112] In this step, the target terminal temperature corresponding to each initial heating strategy is first and minimum battery temperature Compare and filter The initial heating strategy is used as the first heating strategy.

[0113] Step j2, according to the target required power and target allowed power corresponding to each first heating strategy, select a second heating strategy whose target required power is less than or equal to the target allowed power from the first heating strategies, and determine the second heating strategy as the candidate heating strategy.

[0114] In this step, the target required power corresponding to each first heating strategy is and target allowable power Compare and filter The first heating strategy is used as the second heating strategy, and the second heating strategy is determined as a candidate heating strategy.

[0115] In this way, by screening in steps, multiple first heating strategies are first screened out from each initial heating strategy, and then multiple second heating strategies are screened out as candidate heating strategies. This can effectively avoid a large amount of calculations caused by screening two requirements at the same time, reduce the amount of calculations required to determine the candidate heating strategies, and thereby improve the efficiency of the vehicle power battery heating control.

[0116] Further, the target heating strategy is selected from the candidate heating strategies according to the following steps:

[0117] Step k1, for any candidate heating strategy, determine the net discharge energy corresponding to the candidate heating strategy; the net discharge energy is the difference between the total discharge energy corresponding to the candidate heating strategy and the heating consumption energy corresponding to the candidate heating strategy.

[0118] In this step, the total discharge energy corresponding to the candidate heating strategy Heating energy consumption corresponding to the candidate heating strategy , and obtain the net discharge energy corresponding to the candidate heating strategy , specifically: .

[0119] Step k2, determining the candidate heating strategy with the largest net discharge energy as the target heating strategy.

[0120] In an embodiment of the present application, the candidate heating strategy with the highest net discharge energy of the vehicle power battery can also be selected from various candidate heating strategies as the target heating strategy, so that the energy of the vehicle power battery can be used more to provide driving power for the vehicle, thereby improving the energy utilization rate of the vehicle power battery.

[0121] Further, the total discharge energy corresponding to the candidate heating strategy is determined according to the following steps:

[0122] Step m1, determining the energy retention rate of the power battery corresponding to the candidate heating strategy according to the target terminal temperature corresponding to the candidate heating strategy.

[0123] In this step, according to the basic characteristics of the vehicle power battery, the target terminal temperature corresponding to each candidate heating strategy of the vehicle power battery is obtained by looking up the table. Energy retention rate under .

[0124] Step m2: determining the total discharge energy corresponding to the candidate heating strategy according to the energy retention rate, the total power of the power battery, the initial state of charge of the power battery and the target state of charge.

[0125] In this step, the total discharge energy corresponding to the candidate heating strategy is calculated according to the following formula: :

[0126] ;

[0127] In the formula, is the total capacity of the power battery, is the total voltage of the power battery, is the initial state of charge, is the target state of charge, is the energy retention rate.

[0128] Further, the heating consumption energy corresponding to the candidate heating strategy is determined according to the following steps:

[0129] Step n1, determining the heating time corresponding to the candidate heating strategy according to the heating-on charge state corresponding to the candidate heating strategy, the target charge state and the charge state consumption per unit time corresponding to the candidate heating strategy; the charge state consumption per unit time is determined according to the ambient temperature of the vehicle, the heating power corresponding to the initial heating strategy and a fourth preset mapping relationship table, and the fourth preset mapping relationship table is a mapping relationship table between ambient temperature, heating power and charge state consumption per unit time.

[0130] In this step, different ambient temperatures are obtained based on the historical driving data of the vehicle in the cloud. And heating power Consumption of state of charge per unit time under the conditions The fourth preset mapping relationship table between. The fourth mapping relationship can be expressed as After looking up the table, the heating start-up state of charge corresponding to the candidate heating strategy is , Target state of charge And the charge state consumption per unit time corresponding to the candidate heating strategy According to the following formula, determine the heating time corresponding to the candidate heating strategy :

[0131] .

[0132] Step n2: determining the heating consumption energy corresponding to the candidate heating strategy according to the heating power and the heating duration corresponding to the candidate heating strategy.

[0133] In this step, the heating time corresponding to the candidate heating strategy is determined. Then, according to the heating power corresponding to the candidate heating strategy According to the following formula, determine the heating energy consumption corresponding to the candidate heating strategy :

[0134] .

[0135] The following is a specific example to further illustrate the heating control method of the vehicle power battery provided in the embodiment of the present application:

[0136] See also Figure 2 , Figure 2 The overall flow chart of the vehicle power battery heating control method provided in the embodiment of the present application is as follows. Figure 2As shown, the embodiment of the present application mainly implements the heating control of the vehicle power battery through the following steps:

[0137] S201, in response to a user's input operation for a target driving location, determining a target state of charge of a power battery when the vehicle travels to the target driving location.

[0138] In this embodiment, according to the destination information preset by the user, the mileage of the vehicle to the target driving location is determined by the vehicle navigation. is 100km, and, in this embodiment, the total battery capacity 150Ah, total voltage The initial charge state of the power battery is 351.4V. is 50%.

[0139] Through the historical data statistics in the cloud, the average power consumption per unit mileage of the target vehicle under different ambient temperature conditions is obtained. Specifically, as shown in Table 1 below:

[0140]

[0141] Assuming the current ambient temperature is -20℃, determine the current average vehicle power consumption per unit mileage according to Table 1 The power consumption is 20kWh / 100km. Combined with the driving distance of 100km, the power consumption for this journey is calculated. , and calculate and determine the target state of charge of the power battery when the vehicle reaches the target driving location .

[0142] S202, obtaining the required power for vehicle driving, and determining the lowest battery temperature that meets the required power for vehicle driving under the target state of charge condition according to the target state of charge and a first preset mapping relationship table.

[0143] In this embodiment, based on the vehicle navigation information and the historical vehicle driving data in the cloud, the driving condition of the vehicle from the current position of the vehicle to the target driving location is predicted, and the driving condition type corresponding to the predicted driving condition is determined. Figure 3 , Figure 3 Schematic diagram of the driving condition predicted in the embodiment of the present application. Figure 3 As shown, Figure 3 The figure shows the vehicle speed from the current location of the vehicle to the target location predicted based on the vehicle navigation information and the vehicle's historical driving data in the cloud. Relative to driving time The change curve and battery power Relative to driving time The change curve from Figure 3 The three times standard deviation of the vehicle speed fluctuation range within 5 seconds under this condition can be calculated from the curve (3 ) The upper limit value is 46km / h. The difference between the maximum speed of 140km / h and the average speed of 54.5km / h is 85.5km / h, which meets the characteristics of transient operating conditions. Therefore, the full-range peak power of 162kW of the predicted driving condition is determined as the vehicle's driving demand power.

[0144] Get the first preset mapping relationship table, as shown in Table 2 below:

[0145]

[0146] According to Table 2, determine the target state of charge The minimum battery temperature that meets the vehicle's driving power requirement of 162kW under the condition of 12%. In the embodiment of the present application, if the data to be looked up is not in the table during the table lookup process, the linear interpolation table lookup method (Linear Interpolation) is used to supplement the data in the table. This method is used for subsequent table lookups and will not be repeated here. Specifically, the minimum battery temperature obtained by the table lookup is It is -1℃.

[0147] S203: Obtain a second preset mapping relationship table and a third preset mapping relationship table.

[0148] In this embodiment, the second preset mapping relationship table and the third preset mapping relationship table are obtained by simulating in advance based on the electric-thermal performance coupling simulation model established for the vehicle power battery, and the simulation model needs to include components such as the power battery circuit model, the power battery temperature field model, the power battery flow field model, and the power battery heating strategy model. Before the simulation starts, according to the maximum heating power of the PTC used by the vehicle of 7kW, the evaluation range of the heating power corresponding to the initial heating strategy is determined to be [0kW, 7kW], and multiple groups of heating power points are defined at intervals of 0.5kW within the range of [0kW, 7kW], and multiple groups of ambient temperature and initial battery temperature points are defined at intervals of 5℃ within the range of [-30℃, 0℃], and the ambient temperature is the same as the initial battery temperature. The above multiple groups of heating power points, ambient temperature points, initial battery temperature points, and the vehicle driving demand power of each working condition are imported into the simulation model as input boundary parameters to obtain the battery temperature change curve under different working conditions, ambient temperature and heating power conditions.

[0149] Furthermore, based on the battery temperature change curve obtained by simulation, the corresponding unit state of charge temperature rise rate under different working conditions, different ambient temperatures and heating power conditions is determined. , and when the heating power is 0kW, the power required by the vehicle is changed from the initial charge state Battery operating temperature at different states of charge , respectively forming basic data tables as shown in Table 3 and Table 4; wherein Table 3 is the second preset mapping relationship table, and Table 4 is the third preset mapping relationship table.

[0150]

[0151] S204: For any initial heating strategy, determine the target terminal temperature corresponding to the initial heating strategy according to the second mapping relationship table and the third mapping relationship table.

[0152] In this embodiment, first, according to the third preset mapping relationship table, combined with the ambient temperature of -20°C at the current location of the vehicle, the vehicle driving power requirement of 162kW and the first preset mapping relationship table, the battery operating temperature table of the power battery running from the initial state of charge to different states of charge without heating is determined, as shown in Table 5 below; and the battery allowable power table at the corresponding battery operating temperature is shown in Table 6 below. Further, combined with the vehicle driving power requirement of 162kW, the minimum state of charge table that meets the vehicle driving power requirement at the corresponding battery operating temperature in Table 5 is determined, as shown in Table 7 below. The minimum state of charge in Table 7 is used as the lower limit of the state of charge range of the heating-on state of charge in the subsequent evaluation of the heating strategy, that is, the heating-on state of charge range is [20.6%, 50%], which is rounded to [20%, 50%].

[0153]

[0154] Furthermore, in combination with the second preset mapping relationship table and the third preset mapping relationship table, the target terminal temperature corresponding to different initial heating strategies is calculated within the charge state range of the heating-on charge state, as shown in Table 8 below:

[0155]

[0156] S205 , based on the target terminal temperature and the minimum battery temperature corresponding to each initial heating strategy, select a first heating strategy whose target terminal temperature is greater than or equal to the minimum battery temperature from each initial heating strategy.

[0157] In this step, the target terminal temperature of each initial heating strategy in Table 8 is and the minimum battery temperature determined in S202 Compare and select the ones that meet The initial heating strategy is used as the first heating strategy, as shown in Table 9 below:

[0158]

[0159] S206, according to the target required power and the target allowed power corresponding to each first heating strategy, select a second heating strategy whose target required power is less than or equal to the target allowed power from the first heating strategies, and determine the second heating strategy as the candidate heating strategy.

[0160] In this step, according to the heating power and heating-on charge state corresponding to the first heating strategy in Table 9, the vehicle driving demand power 162kW is added to the corresponding heating power to obtain the target demand power table corresponding to the first heating strategy, as shown in Table 10 below; and the corresponding battery allowable power when each first heating strategy reaches the target charge state is determined by looking up the first preset mapping relationship table, as shown in Table 11 below; then the battery allowable power in Table 11 is Compared with the target power requirement in Table 10 Compare and filter The first heating strategy is used as the second heating strategy, and the second heating strategy is determined as a candidate heating strategy, and a candidate heating strategy table is generated, as shown in Table 12 below.

[0161]

[0162]

[0163]

[0164] S207 , selecting a target heating strategy from the candidate heating strategies, and heating the power battery according to the target heating strategy.

[0165] First, based on the historical driving data statistics of the vehicle cloud, the state of charge consumption per unit time (in hours) under different ambient temperatures and heating power conditions is obtained. , and obtain the table of state-of-charge consumption per unit time, as shown in Table 13 below:

[0166]

[0167] Further, according to each candidate heating strategy in Table 12, the heating time corresponding to each candidate heating strategy is calculated respectively. and heating energy consumption , generate the heating time and heating energy consumption table corresponding to each candidate heating strategy, as shown in Table 14 below:

[0168]

[0169] Furthermore, according to the basic characteristics of the vehicle power battery, the energy retention rate table at different target terminal temperatures is obtained, as shown in Table 15 below; and according to Table 15 and the initial state of charge and target state of charge of the vehicle power battery, the total discharge energy of each candidate heating strategy is calculated. Then, according to the total discharge energy of each candidate heating strategy and the heating consumption energy corresponding to each candidate heating strategy in Table 14 , generate the net discharge energy table of each candidate heating strategy, as shown in Table 16 below:

[0170]

[0171]

[0172] According to the calculation results in Table 16, the net discharge energy of the vehicle power battery in heating strategy 9 is the highest, and strategy 9 is determined as the target heating strategy and executed.

[0173] The embodiment of the present application provides a heating control method for a vehicle power battery, comprising: determining a target state of charge of the power battery when the vehicle travels to the target driving location based on the vehicle; determining a minimum battery temperature that meets the vehicle driving power requirement under the target state of charge condition based on the target state of charge, the vehicle driving power requirement and a first preset mapping relationship table; the first preset mapping relationship table is a mapping relationship table between the battery state of charge, the battery temperature and the battery allowable power; for any initial heating strategy, determining a target terminal temperature and a target required power corresponding to the initial heating strategy; the initial heating strategy is a strategy for heating the power battery at any heating-on state of charge and any heating power; the target terminal temperature is the battery temperature corresponding to the target state of charge reached according to the initial heating strategy; the target required power is the power sum of the heating power and the vehicle driving power requirement; determining an initial heating strategy with a target terminal temperature greater than or equal to the minimum battery temperature and a target required power less than or equal to the target allowable power as a candidate heating strategy; the target allowable power is the battery allowable power corresponding to the target terminal temperature and the target state of charge; selecting a target heating strategy from the candidate heating strategies, and heating the power battery according to the target heating strategy. In this way, before driving in a low-temperature environment, a full-scenario driving heating strategy is formulated for the vehicle under the premise of ensuring the user's actual mileage and power requirements, which can improve the heating effect and accuracy of the vehicle's power battery heating control.

[0174] Furthermore, the heating control method for the vehicle power battery provided in the embodiment of the present application can also select the candidate heating strategy with the highest net discharge energy of the vehicle power battery from various candidate heating strategies as the target heating strategy, so that the energy of the vehicle power battery can be more used to provide driving power for the vehicle, thereby improving the energy utilization rate of the vehicle power battery.

[0175] Based on the same application concept, the embodiments of the present application also provide a heating control device for a vehicle power battery corresponding to the heating control method for a vehicle power battery provided in the above embodiments. Since the principle of solving the problem by the device in the embodiments of the present application is similar to the heating control method for a vehicle power battery in the above embodiments of the present application, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be repeated.

[0176] See also Figure 4 , Figure 4 This is a functional module diagram of a heating control device for a vehicle power battery provided in an embodiment of the present application. Figure 4 As shown, the heating control device 400 of the vehicle power battery includes:

[0177] The first determination module 410 is used to determine, based on a target driving location of the vehicle, a target state of charge of the power battery when the vehicle travels to the target driving location.

[0178] The second determination module 420 is used to determine the minimum battery temperature that meets the vehicle's driving power requirement under the target state of charge condition based on the target state of charge, the vehicle's driving power requirement and a first preset mapping relationship table; the first preset mapping relationship table is a mapping relationship table between the battery state of charge, the battery temperature and the battery allowable power.

[0179] The third determination module 430 is used to determine the target terminal temperature and target required power corresponding to any initial heating strategy; the initial heating strategy is a strategy for heating the power battery at any heating-on charge state and any heating power; the target terminal temperature is the battery temperature corresponding to the target charge state when the initial heating strategy is used to reach the target charge state; the target required power is the sum of the heating power and the vehicle driving required power.

[0180] The fourth determination module 440 is used to determine the initial heating strategy in which the target terminal temperature is greater than or equal to the minimum battery temperature and the target required power is less than or equal to the target allowable power as a candidate heating strategy; the target allowable power is the battery allowable power corresponding to the target terminal temperature and the target state of charge.

[0181] The execution module 450 is used to select a target heating strategy from the candidate heating strategies and heat the power battery according to the target heating strategy.

[0182] Furthermore, the first determination module 410 is further configured to determine the target state of charge according to the following steps:

[0183] Determining a target mileage to be traveled by the vehicle according to the target travel location and the current position of the vehicle;

[0184] Determining the required power for the vehicle to travel to the target driving location based on the target driving mileage and the average driving power consumption per unit mileage corresponding to the current ambient temperature;

[0185] The target state of charge is determined according to the total power of the power battery, the initial state of charge of the power battery and the required power for driving.

[0186] Furthermore, the second determination module 420 is further configured to determine the vehicle driving required power according to the following steps:

[0187] Based on historical vehicle driving data, predicting the driving condition type of the vehicle during the process of driving from the current position of the vehicle to the target driving location;

[0188] The driving condition power matching the driving condition type is determined as the vehicle driving demand power.

[0189] Further, when the second determination module 420 is used to predict the driving condition type of the vehicle in the process of driving from the current position of the vehicle to the target driving location based on the historical vehicle driving data, the second determination module 420 is specifically used to:

[0190] Based on historical vehicle driving data, predicting the driving speed fluctuation degree information of the vehicle during the process of driving from the current position of the vehicle to the target driving location;

[0191] The driving condition type is determined according to the driving speed fluctuation degree information.

[0192] Further, when the second determination module 420 is used to determine the driving condition type according to the driving speed fluctuation degree information, the second determination module 420 is specifically used to:

[0193] When the driving condition type is a transient condition, the full-range peak power of the driving condition is determined as the vehicle driving demand power;

[0194] When the driving condition type is a steady-state condition, the average power of the driving condition over the entire process is determined as the required driving power of the vehicle.

[0195] Furthermore, the heating-on state of charge in the initial heating strategy is any state of charge in the state of charge range, and the heating power in the initial heating strategy is any power in the working power range of the battery heating component; the upper limit value of the state of charge in the state of charge range is the initial state of charge of the power battery, and the lower limit value of the state of charge in the state of charge range is the lowest state of charge that meets the vehicle's driving power requirement under the condition that the battery is not heated.

[0196] Furthermore, the third determination module 430 is further configured to determine the lower limit value of the state of charge according to the following steps:

[0197] Under the current ambient temperature and the condition that the battery is not heated, obtaining each intermediate state of charge between the initial state of charge of the power battery and the target state of charge, and the battery operating temperature corresponding to each intermediate state of charge; the battery operating temperature is the battery temperature when the power battery runs from the initial state of charge to the intermediate state of charge according to the required power of the vehicle;

[0198] For any of the intermediate states of charge, determining the battery allowable power corresponding to the intermediate state of charge according to the intermediate state of charge and the battery operating temperature corresponding to the intermediate state of charge;

[0199] For any of the battery allowable powers corresponding to the intermediate state of charge, determining whether the battery allowable power corresponding to the intermediate state of charge is greater than or equal to the vehicle driving required power, and if so, determining the battery allowable power as the candidate allowable power;

[0200] From the intermediate states of charge corresponding to the candidate allowable powers, a minimum state of charge is selected as the lower limit of the state of charge.

[0201] Furthermore, the third determination module 430 is further configured to determine the target terminal temperature corresponding to the initial heating strategy according to the following steps:

[0202] Determining a target terminal temperature corresponding to the initial heating strategy according to the battery operating temperature corresponding to the target state of charge, the unit state of charge temperature rise rate corresponding to the initial heating strategy, the heating-on state of charge, and the target state of charge;

[0203] Among them, the temperature rise rate per unit state of charge is determined based on the ambient temperature of the vehicle, the heating power corresponding to the initial heating strategy and a second preset mapping relationship table, and the second preset mapping relationship table is a mapping relationship table between the ambient temperature, heating power and the temperature rise rate per unit state of charge under the vehicle's driving demand power conditions.

[0204] Furthermore, the third determining module 430 is further configured to generate the second preset mapping relationship table according to the following steps:

[0205] Establish a coupled simulation model for the electric and thermal performance of power batteries;

[0206] The heating power corresponding to each of the initial heating strategies, the initial battery temperature of any power battery, any vehicle driving power requirement and any ambient temperature are input into the coupled simulation model for simulation, and a battery temperature change curve corresponding to the vehicle driving power requirement, the ambient temperature and the initial heating strategy is output; the initial battery temperature is the same as the ambient temperature;

[0207] Based on the battery temperature change curve, determining a temperature rise rate per unit state of charge corresponding to the battery temperature change curve;

[0208] The second preset mapping relationship table is generated based on each unit state of charge temperature rise rate, and the heating power and ambient temperature in the initial heating strategy corresponding to each unit state of charge temperature rise rate.

[0209] Furthermore, the battery operating temperature is determined based on the ambient temperature of the vehicle, the intermediate state of charge and a third preset mapping relationship table, and the third preset mapping relationship table is a mapping relationship table between the ambient temperature, state of charge and battery operating temperature under the conditions that the battery is not heated and starts operating from the initial state of charge of the power battery according to the vehicle's driving power requirements.

[0210] Furthermore, the third determining module 430 is further configured to generate the third preset mapping relationship table according to the following steps:

[0211] Establish a coupled simulation model for the electric and thermal performance of power batteries;

[0212] Inputting the initial state of charge of any power battery, the initial battery temperature of any power battery, the required driving power of any vehicle, and any ambient temperature into the coupled simulation model for simulation, and outputting the corresponding battery operating temperature change curve under the conditions of no battery heating, starting operation from the initial state of charge and the initial battery temperature according to the required driving power of the vehicle, and the ambient temperature; the initial battery temperature is the same as the ambient temperature;

[0213] Based on the battery operating temperature change curve, determining the battery operating temperature corresponding to the battery temperature change curve;

[0214] The third preset mapping relationship table is generated based on the operating temperatures of the batteries, and the state of charge and ambient temperature corresponding to each battery operating temperature.

[0215] Further, when the fourth determination module 440 is used to determine the initial heating strategy in which the target terminal temperature is greater than or equal to the minimum battery temperature and the target required power is less than or equal to the target allowable power as the candidate heating strategy, the fourth determination module 440 is specifically used to:

[0216] According to the target terminal temperature and the minimum battery temperature corresponding to each initial heating strategy, a first heating strategy in which the target terminal temperature is greater than or equal to the minimum battery temperature is selected from each initial heating strategy;

[0217] According to the target required power and the target allowed power corresponding to each first heating strategy, a second heating strategy whose target required power is less than or equal to the target allowed power is screened out from the first heating strategies, and the second heating strategy is determined as the candidate heating strategy.

[0218] Furthermore, the execution module 450 is further configured to select a target heating strategy from the candidate heating strategies according to the following steps:

[0219] For any candidate heating strategy, determine the net discharge energy corresponding to the candidate heating strategy; the net discharge energy is the difference between the total discharge energy corresponding to the candidate heating strategy and the heating consumption energy corresponding to the candidate heating strategy;

[0220] The candidate heating strategy with the largest net discharge energy is determined as the target heating strategy.

[0221] Furthermore, the execution module 450 is further configured to determine the total discharge energy corresponding to the candidate heating strategy according to the following steps:

[0222] determining, according to the target terminal temperature corresponding to the candidate heating strategy, the energy retention rate of the power battery corresponding to the candidate heating strategy;

[0223] The total discharge energy corresponding to the candidate heating strategy is determined according to the energy retention rate, the total power of the power battery, the initial state of charge of the power battery, and the target state of charge.

[0224] Furthermore, the execution module 450 is further configured to determine the heating energy consumption corresponding to the candidate heating strategy according to the following steps:

[0225] Determine the heating duration corresponding to the candidate heating strategy according to the heating-on state of charge corresponding to the candidate heating strategy, the target state of charge, and the state of charge consumption per unit time corresponding to the candidate heating strategy; the state of charge consumption per unit time is determined according to the ambient temperature of the vehicle, the heating power corresponding to the initial heating strategy, and a fourth preset mapping relationship table, wherein the fourth preset mapping relationship table is a mapping relationship table between ambient temperature, heating power, and state of charge consumption per unit time;

[0226] The heating consumption energy corresponding to the candidate heating strategy is determined according to the heating power and the heating duration corresponding to the candidate heating strategy.

[0227] The embodiment of the present application provides a heating control device for a vehicle power battery, including: a first determination module. It is used to determine the target state of charge of the power battery when the vehicle travels to the target driving location based on the target driving location of the vehicle; a second determination module is used to determine the minimum battery temperature that meets the vehicle's driving power requirement under the target state of charge condition based on the target state of charge, the vehicle's driving power requirement and a first preset mapping relationship table; the first preset mapping relationship table is a mapping relationship table between the battery state of charge, the battery temperature and the battery allowable power; a third determination module is used to determine the target terminal temperature and target required power corresponding to any initial heating strategy for any initial heating strategy; the initial heating strategy is to determine the target terminal temperature and target required power corresponding to any heating start state, The strategy for heating at any heating power; the target terminal temperature is the battery temperature corresponding to the target state of charge when the initial heating strategy is used; the target required power is the sum of the heating power and the vehicle driving required power; the fourth determination module is used to determine the initial heating strategy with a target terminal temperature greater than or equal to the minimum battery temperature and a target required power less than or equal to the target allowable power as a candidate heating strategy; the target allowable power is the battery allowable power corresponding to the target terminal temperature and the target state of charge; the execution module is used to select the target heating strategy from the candidate heating strategies and heat the power battery according to the target heating strategy. In this way, before driving in a low-temperature environment, on the premise of ensuring the user's actual vehicle mileage and power requirements, a full-scenario driving heating strategy is formulated for the vehicle, which can improve the heating effect and accuracy of the vehicle power battery heating control.

[0228] Based on the same application concept, an embodiment of the present application also provides a vehicle, which includes the heating control device for the vehicle power battery provided in the above embodiment, and adopts the heating control method for the vehicle power battery provided in the above embodiment to perform heating control of the vehicle power battery, and the repeated parts will not be repeated.

[0229] Based on the same application idea, please refer to Figure 5 , Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. Figure 5 As shown, the electronic device 500 includes: a processor 510 , a memory 520 and a bus 530 .

[0230] The memory 520 stores machine-readable instructions executable by the processor 510. When the electronic device 500 is running, the processor 510 communicates with the memory 520 through the bus 530. When the processor 510 is running, the machine-readable instructions execute the steps of the vehicle power battery heating control method provided in the above embodiment. The specific implementation method can be found in the method embodiment, which will not be repeated here.

[0231] Based on the same application concept, an embodiment of the present application also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the vehicle power battery heating control method provided in the above embodiment are executed. The specific implementation method can be found in the method embodiment, which will not be repeated here.

[0232] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the above-described devices and units can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0233] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some communication interfaces, and the indirect coupling or communication connection of the devices or units can be electrical, mechanical or other forms.

[0234] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0235] In addition, each functional unit in the embodiments provided in the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0236] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions to enable a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, and other media that can store program codes.

[0237] It should be noted that similar numbers and letters represent similar items in the following figures. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. In addition, the terms "first", "second", "third", etc. are only used to distinguish the description and are not to be understood as indicating or implying relative importance.

[0238] Finally, it should be noted that the above-described embodiments are only specific implementation methods of the present application, which are used to illustrate the technical solutions of the present application, rather than to limit them. The protection scope of the present application is not limited thereto. Although the present application is described in detail with reference to the above-mentioned embodiments, ordinary technicians in the field should understand that any technician familiar with the technical field can still modify the technical solutions recorded in the above-mentioned embodiments within the technical scope disclosed in the present application, or can easily think of changes, or make equivalent replacements for some of the technical features therein; and these modifications, changes or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application. They should all be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims

1. A heating control method for a vehicle power battery, characterized in that: The method comprises: Based on a target driving location of the vehicle, determining a target state of charge of the power battery when the vehicle travels to the target driving location; Determine the lowest battery temperature that satisfies the vehicle driving power requirement under the target state of charge condition based on the target state of charge, the vehicle driving power requirement, and a first preset mapping relationship table; the first preset mapping relationship table is a mapping relationship table between the battery state of charge, the battery temperature, and the battery allowable power; For any initial heating strategy, determine the target terminal temperature and target required power corresponding to the initial heating strategy; the initial heating strategy is a strategy for heating the power battery at any heating-on charge state and any heating power; the target terminal temperature is the battery temperature corresponding to the target charge state when the initial heating strategy is used; the target required power is the sum of the heating power and the vehicle driving required power; Determine the initial heating strategy in which the target terminal temperature is greater than or equal to the minimum battery temperature and the target required power is less than or equal to the target allowable power as a candidate heating strategy; the target allowable power is the battery allowable power corresponding to the target terminal temperature and the target state of charge; Selecting a target heating strategy from the candidate heating strategies, and heating the power battery according to the target heating strategy; Wherein, the heating-on state of charge in the initial heating strategy is any state of charge in the state of charge range, and the heating power in the initial heating strategy is any power in the working power range of the battery heating component; the upper limit value of the state of charge in the state of charge range is the initial state of charge of the power battery, and the lower limit value of the state of charge in the state of charge range is the lowest state of charge that meets the required power of the vehicle when the battery is not heated; The lower limit value of the state of charge is determined according to the following steps: Under the current ambient temperature and the condition that the battery is not heated, obtaining each intermediate state of charge between the initial state of charge of the power battery and the target state of charge, and the battery operating temperature corresponding to each intermediate state of charge; the battery operating temperature is the battery temperature when the power battery runs from the initial state of charge to the intermediate state of charge according to the required power of the vehicle; For any of the intermediate states of charge, determining the battery allowable power corresponding to the intermediate state of charge according to the intermediate state of charge and the battery operating temperature corresponding to the intermediate state of charge; For any of the battery allowable powers corresponding to the intermediate state of charge, determining whether the battery allowable power corresponding to the intermediate state of charge is greater than or equal to the vehicle driving required power, and if so, determining the battery allowable power as the candidate allowable power; From the intermediate states of charge corresponding to the candidate allowable powers, a minimum state of charge is selected as the lower limit of the state of charge.

2. The heating control method for a vehicle power battery according to claim 1, characterized in that: The target state of charge is determined according to the following steps: Determining a target mileage to be traveled by the vehicle according to the target travel location and the current position of the vehicle; Determining the required power for the vehicle to travel to the target driving location based on the target driving mileage and the average driving power consumption per unit mileage corresponding to the current ambient temperature; The target state of charge is determined according to the total power of the power battery, the initial state of charge of the power battery and the required power for driving.

3. The heating control method for a vehicle power battery according to claim 1, characterized in that: The vehicle driving required power is determined according to the following steps: Based on historical vehicle driving data, predicting the driving condition type of the vehicle during the process of driving from the current position of the vehicle to the target driving location; The driving condition power matching the driving condition type is determined as the vehicle driving demand power.

4. The heating control method for a vehicle power battery according to claim 1, characterized in that: Determine the target terminal temperature corresponding to the initial heating strategy according to the following steps: Determining a target terminal temperature corresponding to the initial heating strategy according to the battery operating temperature corresponding to the target state of charge, the unit state of charge temperature rise rate corresponding to the initial heating strategy, the heating-on state of charge, and the target state of charge; Among them, the temperature rise rate per unit state of charge is determined based on the ambient temperature of the vehicle, the heating power corresponding to the initial heating strategy and a second preset mapping relationship table, and the second preset mapping relationship table is a mapping relationship table between the ambient temperature, heating power and the temperature rise rate per unit state of charge under the vehicle's driving demand power conditions.

5. The vehicle power battery heating control method according to claim 4, characterized in that: Generate the second preset mapping relationship table according to the following steps: Establish a coupled simulation model for the electric and thermal performance of power batteries; The heating power corresponding to each of the initial heating strategies, the initial battery temperature of any power battery, any vehicle driving power requirement and any ambient temperature are input into the coupled simulation model for simulation, and a battery temperature change curve corresponding to the vehicle driving power requirement, the ambient temperature and the initial heating strategy is output; the initial battery temperature is the same as the ambient temperature; Based on the battery temperature change curve, determining a temperature rise rate per unit state of charge corresponding to the battery temperature change curve; The second preset mapping relationship table is generated based on each unit state of charge temperature rise rate, and the heating power and ambient temperature in the initial heating strategy corresponding to each unit state of charge temperature rise rate.

6. The heating control method for a vehicle power battery according to claim 1, characterized in that: The battery operating temperature is determined based on the ambient temperature of the vehicle, the intermediate state of charge and a third preset mapping relationship table, wherein the third preset mapping relationship table is a mapping relationship table between the ambient temperature, the state of charge and the battery operating temperature under the conditions that the battery is not heated and starts operating from the initial state of charge of the power battery according to the vehicle driving demand power.

7. The vehicle power battery heating control method according to claim 6, characterized in that: The third preset mapping relationship table is generated according to the following steps: Establish a coupled simulation model for the electric and thermal performance of power batteries; Inputting the initial state of charge of any power battery, the initial battery temperature of any power battery, the required driving power of any vehicle, and any ambient temperature into the coupled simulation model for simulation, and outputting the corresponding battery operating temperature change curve under the conditions of no battery heating, starting operation from the initial state of charge and the initial battery temperature according to the required driving power of the vehicle, and the ambient temperature; the initial battery temperature is the same as the ambient temperature; Based on the battery operating temperature variation curve, determining the battery operating temperature corresponding to the battery operating temperature variation curve; The third preset mapping relationship table is generated based on the operating temperatures of the batteries, and the state of charge and ambient temperature corresponding to each battery operating temperature.

8. The vehicle power battery heating control method according to claim 1, characterized in that: The initial heating strategy in which the target terminal temperature is greater than or equal to the minimum battery temperature and the target required power is less than or equal to the target allowable power is determined as a candidate heating strategy, including: According to the target terminal temperature and the minimum battery temperature corresponding to each initial heating strategy, a first heating strategy in which the target terminal temperature is greater than or equal to the minimum battery temperature is selected from each initial heating strategy; According to the target required power and the target allowed power corresponding to each first heating strategy, a second heating strategy whose target required power is less than or equal to the target allowed power is screened out from the first heating strategies, and the second heating strategy is determined as the candidate heating strategy.

9. The vehicle power battery heating control method according to claim 1, characterized in that: The target heating strategy is selected from the candidate heating strategies according to the following steps: For any candidate heating strategy, determine the net discharge energy corresponding to the candidate heating strategy; the net discharge energy is the difference between the total discharge energy corresponding to the candidate heating strategy and the heating consumption energy corresponding to the candidate heating strategy; The candidate heating strategy with the largest net discharge energy is determined as the target heating strategy.

10. The vehicle power battery heating control method according to claim 9, characterized in that: The total discharge energy corresponding to the candidate heating strategy is determined according to the following steps: determining, according to the target terminal temperature corresponding to the candidate heating strategy, the energy retention rate of the power battery corresponding to the candidate heating strategy; The total discharge energy corresponding to the candidate heating strategy is determined according to the energy retention rate, the total power of the power battery, the initial state of charge of the power battery, and the target state of charge.

11. The vehicle power battery heating control method according to claim 9, characterized in that: The heating consumption energy corresponding to the candidate heating strategy is determined according to the following steps: Determine the heating duration corresponding to the candidate heating strategy according to the heating-on state of charge corresponding to the candidate heating strategy, the target state of charge, and the state of charge consumption per unit time corresponding to the candidate heating strategy; the state of charge consumption per unit time is determined according to the ambient temperature of the vehicle, the heating power corresponding to the initial heating strategy, and a fourth preset mapping relationship table, wherein the fourth preset mapping relationship table is a mapping relationship table between ambient temperature, heating power, and state of charge consumption per unit time; The heating consumption energy corresponding to the candidate heating strategy is determined according to the heating power and the heating duration corresponding to the candidate heating strategy.

12. A heating control device for a vehicle power battery, characterized in that: The heating control device of the vehicle power battery comprises: A first determination module, configured to determine, based on a target driving location of the vehicle, a target state of charge of the power battery when the vehicle travels to the target driving location; A second determination module is used to determine the lowest battery temperature that meets the vehicle driving power requirement under the target state of charge condition based on the target state of charge, the vehicle driving power requirement, and a first preset mapping relationship table; the first preset mapping relationship table is a mapping relationship table between the battery state of charge, the battery temperature, and the battery allowable power; A third determination module is used to determine, for any initial heating strategy, a target terminal temperature and a target required power corresponding to the initial heating strategy; the initial heating strategy is a strategy for heating the power battery at any heating-on state of charge and any heating power; the target terminal temperature is the battery temperature corresponding to when the target state of charge is reached according to the initial heating strategy; the target required power is the sum of the heating power and the vehicle driving required power; the heating-on state of charge in the initial heating strategy is any state of charge in the state of charge range, and the heating power in the initial heating strategy is any power in the working power range of the battery heating component; the upper limit value of the state of charge in the state of charge range is the initial state of charge of the power battery, and the lower limit value of the state of charge in the state of charge range is the lowest state of charge that meets the vehicle driving required power under the condition that the battery is not heated; a fourth determination module, configured to determine, as a candidate heating strategy, an initial heating strategy in which the target terminal temperature is greater than or equal to the minimum battery temperature and the target required power is less than or equal to the target allowable power; the target allowable power is the battery allowable power corresponding to the target terminal temperature and the target state of charge; an execution module, configured to select a target heating strategy from the candidate heating strategies, and heat the power battery according to the target heating strategy; The third determination module is further configured to determine the lower limit value of the state of charge according to the following steps: Under the current ambient temperature and the condition that the battery is not heated, obtaining each intermediate state of charge between the initial state of charge of the power battery and the target state of charge, and the battery operating temperature corresponding to each intermediate state of charge; the battery operating temperature is the battery temperature when the power battery runs from the initial state of charge to the intermediate state of charge according to the required power of the vehicle; For any of the intermediate states of charge, determining the battery allowable power corresponding to the intermediate state of charge according to the intermediate state of charge and the battery operating temperature corresponding to the intermediate state of charge; For any of the battery allowable powers corresponding to the intermediate state of charge, determining whether the battery allowable power corresponding to the intermediate state of charge is greater than or equal to the vehicle driving required power, and if so, determining the battery allowable power as the candidate allowable power; From the intermediate states of charge corresponding to the candidate allowable powers, a minimum state of charge is selected as the lower limit of the state of charge.

13. A vehicle, characterized in that: A heating control device for a vehicle power battery comprising the heating control device as claimed in claim 12.

14. An electronic device, characterized in that: include: A processor, a memory and a bus, wherein the memory stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor and the memory communicate through the bus, and the machine-readable instructions are executed by the processor to execute the steps of the vehicle power battery heating control method as described in any one of claims 1 to 11.

15. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the vehicle power battery heating control method as described in any one of claims 1 to 11 are executed.

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