In-route battery thermal management control method, electronic device and readable storage medium

Abstract

The application provides an on-the-way battery thermal management control method, an electronic device and a readable storage medium. The method comprises the following steps: determining whether a vehicle meets a preset on-the-way thermal management activation condition; if yes, activating an on-the-way thermal management mode, and acquiring a current highest battery temperature, a current lowest battery temperature and a current environment temperature; if the current highest battery temperature and the current environment temperature are both higher than or equal to a preset on-the-way high-temperature threshold, executing a high-temperature on-the-way thermal management strategy; and if the current lowest battery temperature and the current environment temperature are both lower than or equal to a preset on-the-way low-temperature threshold, executing a low-temperature on-the-way thermal management strategy. The application can avoid unnecessary heating or cooling of the battery thermal management system as much as possible under the premise of guaranteeing the thermal safety of the battery and the power performance of the vehicle, reduce the energy consumption of the battery thermal management, and improve the overall cruising range of the vehicle.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of battery thermal management, and in particular to a battery thermal management control method during transportation, an electronic device and a readable storage medium. BACKGROUND

[0002] New energy vehicles generally include pure electric vehicles, hybrid electric vehicles and fuel cell vehicles, and their promotion cannot be separated from the development of power batteries and their management technology. Power batteries are extremely sensitive to temperature, and their available capacity, efficiency, maximum discharge power and service life are all related to their own temperature. In order to ensure the best performance of the power battery, the temperature of the power battery will be controlled within a reasonable range by a thermal management system. However, under high and low temperature conditions, the energy consumption of the battery thermal management system is significantly increased, which affects the endurance of the vehicle. Under the premise of ensuring the performance of the battery, it has become a research hotspot to reduce the energy consumption of the battery thermal management system as much as possible.

[0003] Under high temperature environment, the high temperature of the power battery will increase the risk of thermal runaway and accelerate the aging of the battery. In order to avoid overheating of the battery, the traditional battery thermal management system will make thermal management decisions according to the current highest battery temperature to control the battery temperature within a certain range. Due to the hysteresis of the battery temperature response, in order to avoid the sharp temperature rise of the battery caused by unpredictable high heat load conditions, which leads to the overheating of the battery, the solution of the traditional thermal management system is to set the target temperature value of the battery to be relatively low, much lower than the maximum safe working temperature of the battery, in order to reserve sufficient temperature adjustment margin. This also leads to more frequent start and stop of the traditional battery thermal management system, and relatively high energy consumption.

[0004] When the temperature of the battery is too low, a series of problems such as reduced charging and discharging efficiency, reduced available capacity, reduced maximum charging and discharging power, and other problems caused by the rapid increase of internal resistance will seriously affect the power and driving range of the vehicle. In order to solve this problem, the traditional thermal management strategy is to actively heat the battery to a relatively high temperature, which will consume a large amount of heating power. However, in many cases, the battery can meet the demand driving power even at low temperature, or when the driving distance is short, the energy saving benefit of the battery after heating is not fully realized before the trip ends, resulting in that the heating cost of the battery is much higher than the heating benefit, which has a very negative impact on the overall energy consumption of the vehicle.

[0005] Overall, in high temperature and low temperature environments, the real-time battery thermal management strategy adopted by the traditional thermal management system can better guarantee the thermal safety of the battery and the driving performance of the vehicle, but the cost is relatively high energy consumption.

[0006] It should be noted that the information disclosed in the background section of the present application is only intended to deepen the understanding of the general background of the present application, and should not be regarded as acknowledging or implying in any form that the information constitutes prior art known to those skilled in the art. Summary of the Invention

[0007] The purpose of this invention is to provide an in-transit battery thermal management control method, electronic device, and readable storage medium, which can, while ensuring the thermal safety of the battery and the power performance of the vehicle, minimize unnecessary heating or cooling of the battery thermal management system, reduce the energy consumption of battery thermal management, and improve the overall driving range of the vehicle.

[0008] To achieve the above objectives, the present invention provides an in-transit battery thermal management control method, comprising:

[0009] Determine whether the vehicle meets the preset conditions for activating in-transit thermal management;

[0010] If so, activate the in-transit thermal management mode and obtain the current highest battery temperature, current lowest battery temperature, and current ambient temperature:

[0011] If the current highest battery temperature and the current ambient temperature are both higher than or equal to the preset high temperature threshold during transit, the system enters the high temperature during transit thermal management scenario and executes the high temperature during transit thermal management strategy based on the predicted first battery endpoint temperature.

[0012] If the current minimum battery temperature and the current ambient temperature are both lower than or equal to the preset low temperature threshold during transit, the system enters the low temperature during transit thermal management scenario and executes the low temperature during transit thermal management strategy based on the predicted second battery endpoint temperature, the predicted battery endpoint state of charge, the predicted maximum battery discharge power, the optimal target heating temperature of the battery, and the predicted demand-driven power.

[0013] Optionally, the preset in-transit thermal management activation conditions include: the vehicle is on a predetermined navigation route or the vehicle is on a historical commuting route.

[0014] Optionally, the high-temperature in-transit thermal management strategy includes:

[0015] Determine whether the current highest battery temperature is higher than or equal to the preset battery cooling activation temperature;

[0016] If so, determine whether the predicted end temperature of the first battery is higher than the preset maximum safe temperature of the battery;

[0017] If the predicted end temperature of the first battery is determined to be higher than the preset maximum safe temperature of the battery, the battery thermal management system is controlled to cool the battery.

[0018] Optionally, the high-temperature in-transit thermal management strategy further includes:

[0019] If the current highest battery temperature is lower than the preset battery cooling activation temperature, a command indicating no thermal management requirement is sent to the battery thermal management system.

[0020] Optionally, the method further includes:

[0021] During the process of controlling the battery thermal management system to cool the battery, the first battery endpoint predicted temperature is updated based on the real-time feedback of the current highest battery temperature, and the high-temperature in-transit thermal management strategy is continued to be executed based on the updated first battery endpoint predicted temperature.

[0022] Optionally, the cryogenic in-transit thermal management strategy includes:

[0023] Determine whether the predicted state of charge at the end of the battery is higher than or equal to a preset lower limit state of charge;

[0024] If so, then based on the second battery endpoint predicted temperature, the battery maximum discharge power predicted information, the demand drive power predicted information, and the battery optimal target heating temperature, it is determined whether the preset battery heating conditions are met.

[0025] If the preset battery heating conditions are met, the battery thermal management system is controlled to heat the battery.

[0026] Optionally, the preset battery heating conditions include:

[0027] The user has a charging need and the predicted end-point temperature of the second battery is lower than the preset target charging temperature; or

[0028] The battery maximum discharge power prediction curve and the demand-driven power prediction curve intersect; or

[0029] The current lowest battery temperature is below the battery's optimal target heating temperature.

[0030] Optionally, the in-transit battery thermal management control method further includes:

[0031] During the process of controlling the battery thermal management system to heat the battery, the predicted temperature of the second battery endpoint, the predicted state of charge of the battery endpoint, and the predicted maximum discharge power of the battery are updated based on the real-time feedback of the current minimum battery temperature and the current battery state of charge. The low-temperature in-transit thermal management strategy is continued to be executed based on the updated predicted temperature of the second battery endpoint, the predicted state of charge of the battery endpoint, and the predicted maximum discharge power of the battery.

[0032] Optionally, the cryogenic in-transit thermal management strategy further includes:

[0033] If the predicted state of charge at the end of the battery is lower than the preset lower limit state of charge, then a command indicating no thermal management requirement is sent to the battery thermal management system.

[0034] Optionally, the temperature rise of the battery can be predicted based on the current highest battery temperature, the predicted driving power demand, and the estimated driving time of the vehicle, in order to obtain the first predicted battery end-point temperature.

[0035] Optionally, the temperature rise of the battery can be predicted based on the current minimum battery temperature, the predicted driving power demand, and the estimated vehicle travel time to obtain a second predicted battery end-point temperature.

[0036] Optionally, the battery's state of charge can be predicted based on the current battery state of charge, demand drive power prediction information, and the vehicle's estimated driving time to obtain the battery's end-point predicted state of charge.

[0037] Optionally, the battery maximum discharge power prediction information can be obtained through the following steps:

[0038] Based on the current minimum battery temperature, the predicted driving power demand, and the estimated vehicle travel time, the temperature rise of the battery is predicted to obtain battery temperature prediction information.

[0039] Based on the current battery state of charge, the demand drive power prediction information, and the vehicle's estimated driving time, the battery state of charge is predicted to obtain battery state of charge prediction information.

[0040] Based on the battery temperature prediction information, the battery state of charge prediction information, and a pre-acquired first mapping table storing the mapping relationship between battery temperature, battery state of charge, and battery maximum discharge power, the battery maximum discharge power prediction information is obtained.

[0041] Optionally, the average demand drive power for each road segment can be calculated based on the vehicle's predicted operating condition information and the expected gradient information for each road segment to obtain demand drive power prediction information.

[0042] Optionally, the optimal target heating temperature of the battery can be obtained through the following steps:

[0043] Based on the current minimum battery temperature, the vehicle's expected driving distance, the predicted driving power demand, and a pre-acquired second mapping table storing the relationship between the battery's initial temperature, vehicle driving distance, driving power, and battery heating temperature, the optimal target heating temperature of the battery is obtained.

[0044] To achieve the above objectives, the present invention also provides an electronic device, including a processor and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, it implements the on-the-go battery thermal management control method described above.

[0045] To achieve the above objectives, the present invention also provides a readable storage medium storing a computer program, which, when executed by a processor, implements the on-the-go battery thermal management control method described above.

[0046] Compared with the prior art, the in-transit battery thermal management control method, electronic device, and readable storage medium provided by the present invention have the following advantages:

[0047] The in-transit battery thermal management control method provided by this invention obtains the current highest battery temperature, the current lowest battery temperature, and the current ambient temperature when the vehicle meets the preset in-transit thermal management activation conditions. When both the current highest battery temperature and the current ambient temperature are higher than or equal to a preset in-transit high temperature threshold, a high-temperature in-transit thermal management scenario is entered, and a high-temperature in-transit thermal management strategy is executed based on the predicted first battery endpoint temperature. When both the current lowest battery temperature and the current ambient temperature are lower than or equal to a preset in-transit low temperature threshold, a low-temperature in-transit thermal management scenario is entered, and a low-temperature in-transit thermal management strategy is executed based on the predicted second battery endpoint temperature, the predicted battery endpoint state of charge, the predicted maximum battery discharge power, the optimal target heating temperature of the battery, and the predicted demand drive power. Thus, while ensuring the thermal safety of the battery and the power performance of the vehicle, unnecessary heating or cooling of the battery thermal management system can be avoided as much as possible, reducing the energy consumption of battery thermal management and improving the overall driving range of the vehicle.

[0048] Since the electronic device and readable storage medium provided by this invention belong to the same inventive concept as the in-transit battery thermal management control method provided by this invention, the electronic device and readable storage medium provided by this invention have at least all the beneficial effects of the in-transit battery thermal management control method provided by this invention. Therefore, the beneficial effects of the electronic device and readable storage medium provided by this invention can be referred to the relevant descriptions of the beneficial effects of the in-transit battery thermal management control method provided by this invention above, and will not be repeated here. Attached Figure Description

[0049] Figure 1 This is a flowchart illustrating an embodiment of the in-transit battery thermal management control method provided by the present invention.

[0050] Figure 2 This is a schematic diagram of a thermal management mode recognition control process provided in one embodiment of the present invention;

[0051] Figure 3 A schematic diagram of a high-temperature in-transit thermal management control process provided in one embodiment of the present invention;

[0052] Figure 4 A schematic diagram comparing the control effects of the high-temperature in-transit thermal management strategy and the real-time thermal management strategy provided by the present invention;

[0053] Figure 5 A schematic diagram of a low-temperature in-transit thermal management control process provided in one embodiment of the present invention;

[0054] Figure 6 A schematic diagram comparing the charging effect of the low-temperature charging pre-adjustment strategy provided by the present invention with that of a battery without charging pre-adjustment.

[0055] Figure 7 A schematic diagram comparing the effects of the low-temperature high-load pre-adjustment strategy and the real-time thermal management heating strategy provided by this invention;

[0056] Figure 8 A schematic diagram of the low-temperature vehicle heating strategy provided by the present invention;

[0057] Figure 9 This is a block diagram of an electronic device provided according to an embodiment of the present invention. Detailed Implementation

[0058] The following detailed description, in conjunction with the accompanying drawings and specific embodiments, further illustrates the in-transit battery thermal management control method, electronic device, and readable storage medium proposed by the present invention. The advantages and features of the present invention will become clearer from the following description. It should be noted that the drawings are in a very simplified form and use non-precise proportions, used only to facilitate and clarify the purpose provided by the present invention. Please refer to the drawings to make the objectives, features, and advantages of the present invention more apparent and understandable. It should be understood that the structures, proportions, sizes, etc., depicted in the accompanying drawings are only for illustrative purposes and to enable those skilled in the art to understand and read them, and are not intended to limit the implementation conditions of the present invention. Any modifications to the structure, changes in proportions, or adjustments to the size, provided that the effects and objectives achieved by the present invention are the same or similar, should still fall within the scope of the technical content disclosed in the present invention.

[0059] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element. The singular forms “a,” “an,” and “the” include plural objects. The term “or” is generally used to mean “and / or,” the term “several” is generally used to mean “at least one,” and the term “at least two” is generally used to mean “two or more.” Furthermore, the terms “first,” “second,” and “third” are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated.

[0060] Furthermore, in the description of this specification, the reference to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., means that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. Furthermore, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0061] The core idea of ​​this invention is to provide an in-transit battery thermal management control method, electronic device, and readable storage medium, which can, while ensuring the thermal safety of the battery and the power performance of the vehicle, avoid unnecessary heating or cooling of the battery thermal management system as much as possible, reduce the energy consumption of battery thermal management, and improve the overall driving range of the vehicle.

[0062] It should be noted that the in-transit battery thermal management control method provided by this invention can be applied to the electronic device provided by this invention, which can be a hardware device with various operating systems. The electronic device provided by this invention can be configured as a battery management controller in an electric vehicle. Furthermore, it should be noted that the in-transit battery thermal management control method provided by this invention can be deployed in the cloud or on the vehicle side.

[0063] To achieve the above-mentioned goals, this invention provides an in-transit battery thermal management control method, please refer to [the relevant documentation]. Figure 1 This is a flowchart illustrating an embodiment of the in-transit battery thermal management control method provided by the present invention. Figure 1 As shown, the in-transit battery thermal management control method includes the following steps:

[0064] Step S100: Determine whether the vehicle meets the preset conditions for activating in-transit thermal management.

[0065] If the preset conditions for activating in-transit thermal management are met, then step S200 is executed to activate the in-transit thermal management mode and obtain the current highest battery temperature, the current lowest battery temperature, and the current ambient temperature.

[0066] If the current highest battery temperature and the current ambient temperature are both higher than or equal to the preset high temperature threshold during transit, then step S300 is executed to enter the high temperature during transit thermal management scenario, and the high temperature during transit thermal management strategy is executed based on the predicted first battery endpoint temperature.

[0067] If the current minimum battery temperature and the current ambient temperature are both lower than or equal to the preset low temperature threshold during transit, then step S400 is executed to enter the low temperature during transit thermal management scenario, and the low temperature during transit thermal management strategy is executed based on the predicted second battery endpoint temperature, the predicted battery endpoint state of charge, the predicted maximum battery discharge power, the optimal target heating temperature of the battery, and the predicted demand-driven power.

[0068] Therefore, by adopting the in-transit battery thermal management control method provided by the present invention, unnecessary heating or cooling of the battery thermal management system can be avoided as much as possible while ensuring the thermal safety of the battery and the power performance of the vehicle, thereby reducing the energy consumption of battery thermal management and improving the overall driving range of the vehicle.

[0069] In some exemplary embodiments, if the vehicle does not meet the preset on-the-go thermal management activation conditions, the conventional thermal management mode is activated. It should be noted that, as those skilled in the art will understand, the specific details regarding how to perform battery thermal management in the conventional thermal management mode can be found in the relevant content of thermal management strategies for traditional battery thermal management systems, and will not be elaborated upon here.

[0070] In some exemplary implementations, the preset in-transit thermal management activation conditions include: the vehicle being on a predetermined navigation path or the vehicle being on a historical commuting path.

[0071] For details, please refer to Figure 2 This is a schematic diagram of the thermal management mode recognition control process provided in one embodiment of the present invention. Figure 2 As shown, the system can determine whether the vehicle meets the preset conditions for activating in-transit thermal management based on the vehicle's current speed, current location, and navigation information. Further, if navigation is enabled, it determines whether the vehicle is on a predetermined navigation path based on its current location and navigation information. If so, it switches to in-transit thermal management mode (i.e., activates in-transit thermal management mode) and outputs predicted vehicle operating conditions, estimated travel distance, estimated travel time, and estimated road gradient information based on the navigation information. When the in-transit thermal management mode is activated, the current battery temperature (including the current temperature of each cell in the battery, with the current temperature of the cell with the highest temperature value as the current maximum battery temperature and the current temperature of the cell with the lowest temperature value as the current minimum battery temperature) and the current ambient temperature are obtained. If both the current maximum battery temperature and the current ambient temperature are higher than or equal to the preset in-transit high temperature threshold, the high-temperature in-transit thermal management scenario is entered (i.e., the high-temperature in-transit thermal management scenario is entered, and the high-temperature in-transit thermal management strategy is executed based on the predicted first battery endpoint temperature). If both the current minimum battery temperature and the current ambient temperature are lower than or equal to the preset in-transit low temperature threshold, the low-temperature in-transit thermal management scenario is entered (i.e., the low-temperature in-transit thermal management scenario is entered, and the low-temperature in-transit thermal management strategy is executed based on the predicted second battery endpoint temperature, the predicted battery endpoint state of charge, the predicted maximum battery discharge power, the optimal target heating temperature of the battery, and the predicted demand-driven power). If navigation is off, the system determines whether the vehicle is on a historical commuting route based on historical driving patterns, current speed, and current location. If so, it switches to in-transit thermal management mode (activating in-transit thermal management mode) and outputs predicted vehicle operating conditions based on historical commuting data, estimated travel distance based on historical commuting distance, estimated travel time based on historical commuting time, and estimated road gradient based on historical commuting road gradient. If the preset in-transit thermal management activation conditions are not met (e.g., the vehicle is neither on the planned navigation route nor on a historical commuting route), it switches to regular thermal management mode (activating regular thermal management mode).

[0072] It should be noted that, as those skilled in the art will understand, the vehicle predicted operating condition information includes vehicle predicted speed information, road congestion information, etc. It should also be noted that, as those skilled in the art will understand, the preset on-the-go thermal management activation conditions can also be other vehicle on-the-go scenarios besides "the vehicle is on a predetermined navigation route or the vehicle is on a historical commuting route".

[0073] In some exemplary embodiments, the battery temperature rise is predicted based on the current maximum battery temperature, predicted driving power demand, and estimated vehicle travel time to obtain a first predicted battery endpoint temperature. Specifically, the details of how to predict the battery temperature rise based on the current maximum battery temperature, predicted driving power demand, and estimated vehicle travel time can be found in relevant content in the field of battery thermal management technology, which is well-known to those skilled in the art, and will not be elaborated upon here. It should be noted that, as those skilled in the art will understand, the "prediction of the battery temperature rise" referred to here means predicting the battery's natural temperature rise without intervention from the battery thermal management system. It should also be noted that, as those skilled in the art will understand, the first predicted battery endpoint temperature refers to the highest predicted battery temperature at the end of the vehicle's journey (i.e., when the vehicle reaches its destination).

[0074] In some exemplary embodiments, the battery temperature rise is predicted based on the current minimum battery temperature, predicted driving power demand, and estimated vehicle travel time to obtain a second predicted battery endpoint temperature. Specifically, the details of how to predict the battery temperature rise based on the current minimum battery temperature, predicted driving power demand, and estimated vehicle travel time can be found in relevant content in the field of battery thermal management technology, which is well-known to those skilled in the art, and will not be elaborated upon here. It should be noted that, as those skilled in the art will understand, the "prediction of the battery temperature rise" referred to here means predicting the battery's natural temperature rise without intervention from the battery thermal management system. It should also be noted that, as those skilled in the art will understand, the second predicted battery endpoint temperature refers to the minimum predicted battery temperature at the end of the vehicle's journey (i.e., when the vehicle reaches its destination).

[0075] In some exemplary embodiments, the battery's state of charge (SOC) is predicted based on the current SOC, predicted drive power demand, and estimated vehicle travel time to obtain a predicted SOC at the end of the journey. Specifically, details on how to predict the SOC based on the current SOC, predicted drive power demand, and estimated vehicle travel time can be found in relevant battery thermal management technology, as is known to those skilled in the art, and will not be elaborated upon here. It should be noted that, as those skilled in the art will understand, "predicting the battery's SOC" here refers to predicting the battery's SOC considering only drive power consumption. It should also be noted that, as those skilled in the art will understand, the "predicted SOC at the end of the journey" refers to the predicted battery SOC at the end of the vehicle's journey (i.e., when the vehicle reaches its destination).

[0076] In some exemplary implementations, the battery maximum discharge power prediction information is obtained through the following steps:

[0077] Based on the current minimum battery temperature, the predicted driving power demand, and the estimated vehicle travel time, the temperature rise of the battery is predicted to obtain battery temperature prediction information.

[0078] Based on the current battery state of charge, the demand drive power prediction information, and the vehicle's estimated driving time, the battery state of charge is predicted to obtain battery state of charge prediction information.

[0079] Based on the battery temperature prediction information, the battery state of charge prediction information, and a pre-acquired first mapping table storing the mapping relationship between battery temperature, battery state of charge, and battery maximum discharge power, the battery maximum discharge power prediction information is obtained.

[0080] Specifically, the relevant data in the first mapping table can be obtained by testing and calibrating multiple battery temperature breakpoints, multiple battery state of charge breakpoints, and multiple battery maximum discharge power breakpoints of the actual vehicle. It should be noted that, as those skilled in the art will understand, the battery temperature prediction information includes predicted battery temperature values ​​at multiple time points within the prediction time domain (i.e., the estimated vehicle driving time), the battery state of charge prediction information includes predicted battery state of charge values ​​at multiple time points within the prediction time domain (i.e., the estimated vehicle driving time), and the battery maximum discharge power prediction information includes predicted battery maximum discharge power values ​​at multiple time points within the prediction time domain (i.e., the estimated vehicle driving time).

[0081] Furthermore, the battery maximum charging power prediction information can be obtained based on the battery temperature prediction information, the battery state of charge prediction information, and a pre-acquired mapping table storing the mapping relationship between battery temperature, battery state of charge, and battery maximum charging power.

[0082] In some exemplary embodiments, the average demand drive power for each road segment is calculated based on the vehicle's predicted operating condition information and the expected gradient information of each road segment to obtain demand drive power prediction information. Specifically, the details of how to calculate the average demand drive power for each road segment based on the vehicle's predicted operating condition information and the expected gradient information of each road segment can be found in relevant content in the field of vehicle control technology, which is well known to those skilled in the art, and will not be elaborated here. It should be noted that, as those skilled in the art will understand, the demand drive power prediction information includes the average demand drive power prediction value within each road segment of the vehicle's expected travel distance, that is, it includes the demand drive power prediction values ​​at multiple time points within the prediction time domain (i.e., the vehicle's expected travel time).

[0083] In some exemplary implementations, the optimal target heating temperature of the battery is obtained through the following steps:

[0084] Based on the current minimum battery temperature, the vehicle's estimated driving distance, the predicted driving power demand, and a pre-acquired second mapping table storing the relationship between the initial battery temperature, vehicle driving distance, driving power, and battery heating temperature, the optimal target heating temperature of the battery is obtained. Specifically, the relevant data in the second mapping table can be obtained by testing and calibrating multiple initial battery temperature breakpoints, multiple vehicle driving distance breakpoints, multiple average driving power breakpoints, and multiple battery heating temperature breakpoints of a real vehicle.

[0085] It should be noted that, as those skilled in the art will understand, the battery heating temperature with the highest value among multiple battery heating temperatures obtained by looking up the current minimum battery temperature, the vehicle's expected driving distance, and the average demand driving power for each road segment in the demand driving power prediction information, through the second mapping table, can be taken as the optimal target heating temperature for the battery. It should also be noted that, as those skilled in the art will understand, heating the battery consumes additional heating energy. The benefits of battery heating include reduced internal resistance, increased battery efficiency, increased maximum charge / discharge power, and improved regenerative braking efficiency. Therefore, when the battery temperature is higher, the driving distance is shorter, and the vehicle speed is lower (lower driving power), the battery heating loss far outweighs the battery heating benefit, thus making it more preferable not to heat the battery. When the battery temperature is lower, the driving distance is longer, and the vehicle speed is higher (higher driving power), although there is additional loss in the initial stage of battery heating, the significant improvement in battery efficiency and the greater regenerative braking power after heating make the subsequent battery heating benefit outweigh the heating loss, resulting in lower total energy consumption.

[0086] In some exemplary embodiments, the high-temperature in-transit thermal management strategy includes:

[0087] Determine whether the current highest battery temperature is higher than or equal to the preset battery cooling activation temperature;

[0088] If so, determine whether the predicted end temperature of the first battery is higher than the preset maximum safe temperature of the battery;

[0089] If it is determined that the predicted end temperature of the first battery is higher than the preset maximum safe temperature of the battery, then the battery thermal management system is controlled to cool the battery.

[0090] If it is determined that the predicted end temperature of the first battery is lower than or equal to the preset maximum safe temperature of the battery, then an instruction to the battery thermal management system that no thermal management is required is sent.

[0091] Since the battery may face overheating risks during future travel when the current highest battery temperature is higher than or equal to the preset battery cooling activation temperature and the first battery endpoint predicted temperature is higher than the preset maximum safe battery temperature, the battery thermal management system can be controlled to cool the battery when the current highest battery temperature is higher than or equal to the preset battery cooling activation temperature and the first battery endpoint predicted temperature is higher than the preset maximum safe battery temperature. This avoids the risk of overheating during future travel. In summary, this invention uses the first battery endpoint predicted temperature for battery thermal management decisions in high-temperature in-transit thermal management scenarios. When there is an overheating risk, the first battery endpoint predicted temperature only needs to be controlled below the preset maximum safe battery temperature; when there is no overheating risk, the battery is not cooled directly, significantly reducing the energy consumption of the thermal management system.

[0092] It should be noted that, as those skilled in the art will understand, the battery cooling start temperature under conventional thermal management mode can be used as the preset battery cooling start temperature in this invention. This setting ensures that the high-temperature in-transit thermal management strategy provided by this invention, compared to the real-time thermal management strategy, both begin battery temperature regulation at the same temperature threshold, possessing the same and sufficient temperature regulation margin. Therefore, their high-load temperature control capabilities are comparable, thus ensuring timely and effective control of the battery temperature within the preset range even at high temperatures. It should also be noted that, as those skilled in the art will understand, when the predicted end-point temperature of the first battery is detected to be lower than or equal to the preset maximum safe battery temperature, it indicates that the battery has no risk of overheating during future travel. At this time, the thermal management request can be switched from a cooling request to no request, controlling the battery thermal management system to stop cooling the battery.

[0093] In some exemplary embodiments, the high-temperature in-transit thermal management strategy further includes:

[0094] If the current highest battery temperature is lower than the preset battery cooling activation temperature, a command indicating no thermal management requirement is sent to the battery thermal management system.

[0095] Since the battery will not be at risk of overheating during future travel when the current maximum battery temperature is lower than the preset battery cooling start temperature, the battery will output a no-thermal-management-requirement instruction (i.e., send a no-thermal-management-requirement instruction to the battery thermal management system) regardless of whether the predicted temperature of the first battery endpoint is higher than the preset maximum safe temperature of the battery when the current maximum battery temperature is lower than the preset battery cooling start temperature. The battery thermal management system does not need to respond, thereby reducing the energy consumption of the entire vehicle.

[0096] In some exemplary embodiments, the in-transit battery thermal management control method further includes:

[0097] During the process of controlling the battery thermal management system to cool the battery, the first battery endpoint predicted temperature is updated based on the real-time feedback of the current highest battery temperature, and the high-temperature in-transit thermal management strategy is continued to be executed based on the updated first battery endpoint predicted temperature.

[0098] Therefore, by updating the predicted end temperature of the first battery based on the real-time feedback of the current highest battery temperature during the cooling process of the battery thermal management system, and continuing to execute the high-temperature in-transit thermal management strategy based on the updated predicted end temperature of the first battery, over-cooling of the battery can be avoided, thereby further reducing the energy consumption of the vehicle.

[0099] Please continue to refer to this. Figure 3 This is a schematic diagram of a high-temperature in-transit thermal management control process provided by an embodiment of the present invention. Figure 3 As shown, after entering the high-temperature on-the-go thermal management scenario, based on the input vehicle predicted operating condition information (navigation predicted operating condition information, historical commuting operating condition information, or vehicle predicted operating condition information obtained based on long-term path planning and vehicle speed planning), the maximum battery temperature under the action of the battery thermal management system is predicted. After the prediction is completed, the cooling decision process is entered: First, the first battery endpoint predicted temperature and the current battery maximum temperature are read; if the current battery maximum temperature is lower than the preset battery cooling activation temperature, then regardless of whether the first battery endpoint predicted temperature is higher than the preset battery maximum safe temperature, an instruction that the battery has no thermal management requirement is output, and the battery thermal management system does not need to respond; if the current battery maximum temperature is higher than or equal to the preset battery cooling activation temperature, then the high-temperature on-the-go thermal management requirement judgment logic is entered (that is, the judgment result of the first battery endpoint predicted temperature and the preset battery maximum safe temperature is used to determine whether the battery needs to be cooled). It should be noted that once the high-temperature on-the-go thermal management requirement judgment logic is entered, the high-temperature on-the-go thermal management strategy will always be on, unless the vehicle is powered down or the thermal management mode is switched to the normal thermal management mode and then reset. When the predicted end-point temperature of the first battery is lower than or equal to the preset maximum safe temperature of the battery, the battery will not have an overheating risk in future travel, and a command indicating no thermal management requirement is sent to the battery thermal management system. When the predicted end-point temperature of the first battery is higher than the preset maximum safe temperature of the battery, the battery may have an overheating risk in future travel, and a battery cooling request is sent to the battery thermal management system and executed. During battery cooling, the predicted end-point temperature of the first battery is updated based on the real-time feedback of the current maximum battery temperature. When the predicted end-point temperature of the first battery is lower than or equal to the preset maximum safe temperature of the battery, it indicates that the battery no longer has an overheating risk in future travel, the thermal management request is switched from a cooling request to no requirement, and battery cooling is stopped.

[0100] Please continue to refer to this. Figure 4 This is a schematic diagram comparing the control effects of the high-temperature in-transit thermal management strategy and the real-time thermal management strategy provided by the present invention. Figure 4 As shown, in high-temperature scenarios, due to the hysteresis of battery temperature, real-time thermal management strategies need to consider the impact of high drive loads. Therefore, the battery cooling start temperature is set lower, and even when the journey is about to end and there is no risk of battery overheating, the battery will still be cooled, leading to frequent activation of the battery thermal management system and increased vehicle energy consumption. This invention uses a first battery endpoint predicted temperature for battery thermal management decisions in high-temperature on-the-go thermal management scenarios. When there is a risk of overheating, the first battery endpoint predicted temperature only needs to be controlled below the preset maximum safe battery temperature; when there is no risk of overheating, the battery is not cooled directly, greatly reducing the energy consumption of the thermal management system. Regarding battery thermal safety, the high-temperature on-the-go thermal management strategy provided by this invention, compared to the real-time thermal management strategy, both start battery temperature adjustment at the same temperature threshold and have the same and sufficient temperature adjustment margin. Therefore, their high-load temperature control capabilities are comparable.

[0101] In some exemplary embodiments, the cryogenic in-transit thermal management strategy includes:

[0102] Determine whether the predicted state of charge at the end of the battery is higher than or equal to a preset lower limit state of charge;

[0103] If so, then based on the second battery endpoint predicted temperature, the battery maximum discharge power predicted information, the demand drive power predicted information, and the battery optimal target heating temperature, it is determined whether the preset battery heating conditions are met.

[0104] If the preset battery heating conditions are met, the battery thermal management system is controlled to heat the battery.

[0105] Since there is no battery thermal safety risk in low-temperature scenarios compared to high-temperature scenarios, the priority in low-temperature on-the-go thermal management scenarios is to ensure that the vehicle can reach its destination smoothly. Therefore, the low-temperature on-the-go thermal management demand judgment logic is only entered when the predicted state of charge of the battery at the end point is higher than or equal to the preset lower limit state of charge. (That is, it is determined whether the battery needs to be heated based on the second predicted temperature of the battery at the end point, the predicted maximum discharge power of the battery, the predicted demand drive power, and the optimal target heating temperature of the battery). This can avoid the problem of excessive energy consumption due to battery heating, which would prevent the vehicle from reaching its destination smoothly.

[0106] In some exemplary implementations, if the predicted state of charge (SOC) at the battery endpoint is lower than the preset lower limit SOC, a command indicating no thermal management requirement is sent to the battery thermal management system. Therefore, by directly sending a command indicating no thermal management requirement to the battery thermal management system when the predicted SOC at the battery endpoint is lower than the preset lower limit SOC (i.e., without entering the low-temperature on-the-go thermal management requirement judgment logic), overall vehicle energy consumption can be reduced, ensuring the vehicle can reach its destination smoothly.

[0107] In some exemplary embodiments, the preset battery heating conditions include: the user has a charging demand and the predicted end temperature of the second battery is lower than the preset target charging temperature; or the battery maximum discharge power prediction curve and the demand-driven power prediction curve intersect; or the current minimum battery temperature is lower than the battery's optimal target heating temperature.

[0108] Because battery temperatures are low in low-temperature environments, the charging rate is very low and the charging time is long when the vehicle is stopped at a charging station. This invention addresses this by controlling the battery thermal management system to heat the battery (low-temperature charging pre-adjustment strategy) when the user has a charging need and the predicted end-point temperature of the second battery is lower than a preset target charging temperature. This achieves a higher charging rate, reduces the final charging time, and significantly improves the user experience.

[0109] Because battery temperatures are low in low-temperature scenarios, the maximum battery output power may be insufficient to meet the driving power requirements during a trip, leading to a deterioration in vehicle performance and user experience. This invention addresses this by controlling the battery thermal management system to heat the battery (low-temperature high-load pre-adjustment strategy) when the battery's maximum discharge power prediction curve intersects with the required driving power prediction curve (where the predicted maximum discharge power cannot meet the predicted driving power requirement). This achieves a low-temperature high-load pre-adjustment effect, ensuring that vehicle performance is unaffected by temperature and improving the user's driving experience, compared to a real-time heating strategy (i.e., always heating the battery to the target temperature). Furthermore, this invention's low-temperature high-load pre-adjustment strategy only operates when the predicted maximum discharge power cannot meet the predicted driving power requirement, minimizing heating energy consumption while maintaining vehicle performance and increasing overall driving range. It should be noted that, as those skilled in the art will understand, when the user has no charging need or the second battery endpoint predicted temperature is higher than or equal to the preset target charging temperature, a no-demand command is sent to the battery thermal management system, and the battery is not heated.

[0110] In low-temperature scenarios, the internal resistance increases sharply, and the maximum charging and discharging power is limited, leading to reduced battery efficiency and limited regenerative braking power, thus significantly reducing the overall driving range. Heating the battery can greatly alleviate the problems of low charging and discharging efficiency and limited regenerative braking power, but at the cost of additional heating power. Currently, common active heating technologies, such as high-power electric heaters and heat pumps, have a significant impact on the overall vehicle driving range. This invention heats the battery only when the current minimum battery temperature is lower than the battery's optimal target heating temperature (low-temperature driving heating strategy). This allows for not heating the battery when the expected driving distance is short, saving heating energy and increasing the overall driving range; when the expected driving distance is long, heating the battery to a higher target temperature (the battery's optimal target heating temperature) can reduce the overall vehicle energy consumption while still increasing the overall driving range.

[0111] It should be noted that, as those skilled in the art can understand, the low-temperature charging pre-adjustment strategy, the low-temperature high-load pre-adjustment strategy, and the low-temperature driving heating strategy are calculated in parallel. The battery heating strategy is executed when any one of the following three conditions is met: the user has a charging demand and the predicted temperature of the second battery endpoint is lower than the preset target charging temperature; the predicted curve of the battery's maximum discharge power intersects with the predicted curve of the demand drive power; or the current minimum battery temperature is lower than the optimal target heating temperature of the battery.

[0112] In some exemplary embodiments, the in-transit battery thermal management control method further includes:

[0113] During the process of controlling the battery thermal management system to heat the battery, the predicted temperature of the second battery endpoint, the predicted state of charge of the battery endpoint, and the predicted maximum discharge power of the battery are updated based on the real-time feedback of the current minimum battery temperature and the current battery state of charge. The low-temperature in-transit thermal management strategy is continued to be executed based on the updated predicted temperature of the second battery endpoint, the predicted state of charge of the battery endpoint, and the predicted maximum discharge power of the battery.

[0114] Therefore, by updating the predicted end temperature, predicted end state of charge, and predicted maximum discharge power of the battery based on the real-time feedback of the current minimum battery temperature and the current state of charge during the process of controlling the battery thermal management system to heat the battery, and continuing to execute the low-temperature in-transit thermal management strategy based on the updated predicted end temperature, predicted end state of charge, and predicted maximum discharge power of the battery, the overheating of the battery can be avoided, thereby further reducing the energy consumption of the vehicle.

[0115] Please continue to refer to this. Figure 5This is a schematic diagram of a low-temperature in-transit thermal management control process provided by an embodiment of the present invention. For example... Figure 5 As shown, after entering the low-temperature in-transit thermal management scenario, based on the input vehicle predicted operating condition information (navigation predicted operating condition information, historical commuting operating condition information, or vehicle predicted operating condition information obtained based on long-term path planning and vehicle speed planning), estimated driving distance, estimated driving time, and combined with the current minimum battery temperature and current battery state of charge, the system estimates the minimum battery temperature, battery state of charge, required driving power, maximum battery discharge power, and optimal battery heating target temperature. After the prediction is completed, the system enters the low-temperature in-transit thermal management strategy decision-making process: First, it determines whether the predicted state of charge at the battery endpoint is higher than or equal to the preset lower limit state of charge. When the predicted state of charge at the battery endpoint is lower than the preset lower limit state of charge, the system does not enter the low-temperature in-transit thermal management demand judgment logic described below, and directly sends an instruction of no thermal management demand to the battery thermal management system; if the predicted state of charge at the battery endpoint is higher than or equal to the preset lower limit state of charge, the system enters the in-transit thermal management demand judgment logic: Execute the low-temperature charging pre-adjustment strategy: When the user selects that charging is required upon reaching the destination through the interactive interface, if the second predicted battery endpoint temperature is lower than the preset target charging temperature, a battery heating request is sent to the battery thermal management system and executed. When heating the battery, the second battery endpoint prediction temperature and the battery endpoint prediction state of charge are updated in real time based on the feedback of the current minimum battery temperature and the current battery state of charge. When the updated second battery endpoint prediction temperature is higher than or equal to the preset target charging temperature, a no-demand command is sent to the battery thermal management system, and heating of the battery is stopped. A low-temperature high-load pre-adjustment strategy is implemented: when the battery maximum discharge power prediction curve and the demand-driven power prediction curve do not intersect, a no-demand command is sent to the battery thermal management system; when they intersect, a heating request is sent to the battery thermal management system and executed. When heating the battery, the second battery endpoint prediction temperature, the battery endpoint prediction state of charge, and the battery maximum discharge power prediction information are updated in real time based on the feedback of the current minimum battery temperature and the current battery state of charge. When the updated battery maximum discharge power prediction curve no longer intersects with the demand-driven power prediction curve, a no-demand command is sent to the battery thermal management system, and heating of the battery is stopped. Implement a low-temperature driving heating strategy: When the battery's minimum temperature is lower than the battery's optimal target heating temperature, a heating request is sent to the battery thermal management system and executed. When the battery's minimum temperature is higher than or equal to the battery's optimal target heating temperature, the battery thermal management system sends a no-demand instruction and does not heat the battery.

[0116] Please continue to refer to this. Figure 6This is a schematic diagram comparing the charging effect of the low-temperature charging pre-adjustment strategy provided by this invention with that of a battery without charging pre-adjustment. Figure 6 As shown, the low-temperature charging pre-adjustment strategy provided by this invention has the following advantages over not performing charging pre-adjustment (i.e., directly heating the battery temperature to the preset target charging temperature): This invention uses the second battery endpoint prediction temperature at the end of the trip as the criterion. When the trip is short, the battery is heated almost the entire time, with no significant difference from not performing charging pre-adjustment; when the trip is medium, the difference between the second battery endpoint prediction temperature and the preset target charging temperature is not large, and heating can be stopped when the battery reaches a temperature higher than or equal to the preset target charging temperature; when the trip is long, the battery temperature (i.e., the second battery endpoint prediction temperature) can be guaranteed to be higher than the preset target charging temperature when the vehicle arrives at the destination by relying on the battery's own heat generation, and heating is not required in this case. Therefore, when the trip is relatively long, the low-temperature charging pre-adjustment strategy provided by this invention is more energy-efficient than not performing charging pre-adjustment.

[0117] Please continue to refer to this. Figure 7 This is a schematic diagram comparing the effects of the low-temperature high-load pre-adjustment strategy and the real-time thermal management heating strategy provided by this invention. Figure 7 As shown, this invention predicts the demand-driven power, battery temperature, and battery state of charge within a limited time domain based on navigation information or historical commuting information. The maximum battery discharge power prediction curve is obtained by looking up the battery temperature prediction curve and the battery state of charge prediction curve in a table. When the predicted maximum battery discharge power cannot meet the predicted demand-driven power (i.e., the maximum battery discharge power prediction curve intersects with the demand-driven power prediction curve), the battery is heated until the predicted maximum battery discharge power meets the predicted demand-driven power (i.e., the maximum battery discharge power prediction curve and the demand-driven power prediction curve do not intersect). Compared to a no-heating strategy, the low-temperature high-load pre-adjustment strategy provided by this invention ensures that vehicle power performance is not affected by temperature, improving the user's driving experience. Furthermore, compared to a real-time thermal management heating strategy, the low-temperature high-load pre-adjustment strategy provided by this invention only heats the battery when the predicted maximum battery discharge power cannot meet the predicted demand-driven power, minimizing heating energy consumption while ensuring vehicle power performance and improving overall driving range.

[0118] Please continue to refer to this. Figure 8 This is a schematic diagram of the low-temperature vehicle heating strategy provided by the present invention. Figure 8As shown, when the driving distance is short, heating the battery is detrimental to the overall vehicle energy consumption. The heating process consumes a large amount of electrical energy, and due to the short driving distance, the improvement in battery efficiency and regenerative braking efficiency has little effect on the overall vehicle energy consumption, resulting in the heating benefit being far lower than the heating cost. When the driving distance is long, although the initial energy consumption is higher, the improvement in battery efficiency and regenerative braking efficiency after heating has a very significant effect on energy consumption, resulting in a lower final total energy consumption. This invention calculates the optimal target heating temperature of the battery by looking up a table based on battery temperature, expected driving distance, and required driving power prediction information. When the driving distance is short, not heating the battery can save heating energy and increase the overall driving range; when the driving distance is long, heating the battery to a higher target temperature (the optimal target heating temperature of the battery) can reduce the overall vehicle energy consumption, thereby still increasing the overall driving range.

[0119] Based on the same inventive concept, the present invention also provides an electronic device, please refer to... Figure 9 This is a block diagram of an electronic device provided in one embodiment of the present invention. Figure 9 As shown, the electronic device includes a processor 101 and a memory 103. The memory 103 stores a computer program. When the computer program is executed by the processor 101, it implements the in-transit battery thermal management control method described above. Since the electronic device provided by this invention and the in-transit battery thermal management control method provided by this invention belong to the same inventive concept, the electronic device provided by this invention has at least all the beneficial effects of the in-transit battery thermal management control method provided by this invention. Therefore, the beneficial effects of the electronic device provided by this invention can be referred to the relevant descriptions of the beneficial effects of the in-transit battery thermal management control method provided by this invention above, and will not be repeated here.

[0120] like Figure 9As shown, the electronic device also includes a communication interface 102 and a communication bus 104, wherein the processor 101, the communication interface 102, and the memory 103 communicate with each other through the communication bus 104. The communication bus 104 includes, but is not limited to, a CAN bus. For ease of illustration, only one thick line is used to represent it in the figure, but this does not mean that there is only one bus or one type of bus. The communication interface 102 is used for communication between the above-mentioned electronic device (such as the battery management controller) and other electronic devices (such as the vehicle controller, motor controller, etc., not shown in the figure). The communication bus 104 connects the above-mentioned electronic device (such as the battery management controller) and other electronic devices (such as the vehicle controller, motor controller, etc., not shown in the figure) into a closed-loop system, enabling each electronic device to communicate and transmit data in multiple working states (parking state, charging state, starting state, running state, vehicle forward and reverse state, regenerative braking state, mechanical braking state, general fault state, major fault state), thereby realizing the vehicle control function.

[0121] The processor 101 referred to in this invention can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor. The processor 101 is the control center of the electronic device, connecting various parts of the electronic device through various interfaces and lines.

[0122] The memory 103 can be used to store the computer program. The processor 101 implements various functions of the electronic device by running or executing the computer program stored in the memory 103 and calling the data stored in the memory 103.

[0123] The memory 103 may include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable memory (PROM), electrically programmable memory (EPROM), electrically erasable programmable memory (EEPROM), or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, random access memory is available in various forms, such as static random access memory (SRAM), dynamic random access memory (DRAM), synchronous random access memory (SDRAM), dual data rate synchronous random access memory (DDRSDRAM), enhanced synchronous random access memory (ESDRAM), synchronous link dynamic random access memory (SLDRAM), Rambus direct random access memory (RDRAM), direct memory bus dynamic random access memory (DRDRAM), and memory bus dynamic random access memory (RDRAM), etc.

[0124] This invention also provides a readable storage medium storing a computer program, which, when executed by a processor, can implement the on-the-go battery thermal management control method described above. Since the readable storage medium provided by this invention and the on-the-go battery thermal management control method provided by this invention belong to the same inventive concept, the readable storage medium provided by this invention possesses at least all the beneficial effects of the on-the-go battery thermal management control method provided by this invention. Therefore, regarding the beneficial effects of the readable storage medium provided by this invention, please refer to the relevant descriptions of the beneficial effects of the on-the-go battery thermal management control method provided by this invention above, and will not be repeated here.

[0125] The readable storage medium provided by this invention can be any combination of one or more computer-readable media. The readable medium can be a computer-readable signal medium or a computer-readable storage medium. Computer-readable storage media can be, for example, but not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples (not exhaustive) of computer-readable storage media include: electrical connections having one or more wires, portable computer hard disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this document, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, apparatus, or device.

[0126] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, capable of transmitting, propagating, or transmitting programs for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium may be transmitted using any suitable medium, including but not limited to wireless, wireline, optical fiber, RF, etc., or any suitable combination thereof.

[0127] In summary, compared with the prior art, the in-transit battery thermal management control method, electronic device, and readable storage medium provided by the present invention have the following beneficial effects:

[0128] This invention obtains the current highest battery temperature, the current lowest battery temperature, and the current ambient temperature when the vehicle meets preset in-transit thermal management activation conditions. When both the current highest battery temperature and the current ambient temperature are higher than or equal to a preset high-temperature in-transit threshold, a high-temperature in-transit thermal management scenario is entered, and a high-temperature in-transit thermal management strategy is executed based on a predicted first battery endpoint temperature. When both the current lowest battery temperature and the current ambient temperature are lower than or equal to a preset low-temperature in-transit threshold, a low-temperature in-transit thermal management scenario is entered, and a low-temperature in-transit thermal management strategy is executed based on a predicted second battery endpoint temperature, a predicted battery endpoint state of charge, a predicted maximum battery discharge power, a predicted optimal battery heating temperature, and a predicted demand-driven power. Therefore, while ensuring battery thermal safety and vehicle dynamics, unnecessary heating or cooling of the battery thermal management system can be avoided as much as possible, reducing battery thermal management energy consumption and improving the overall driving range of the vehicle.

[0129] It should be noted that computer program code for performing the operations of this invention can be written in one or more programming languages ​​or a combination thereof. These programming languages ​​include object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0130] It should be noted that the apparatus and methods disclosed in the embodiments herein can also be implemented in other ways. The apparatus embodiments described above are merely illustrative; for example, the flowcharts and block diagrams in the accompanying drawings show the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments herein. In this regard, each block in a flowchart or block diagram may represent a module, program, or part of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system to perform the specified function or action, or can be implemented using a combination of dedicated hardware and computer instructions. In addition, the functional modules in the various embodiments of this article can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0131] It should also be noted that the above description is merely a description of preferred embodiments of the present invention and is not intended to limit the scope of the present invention in any way. Any changes or modifications made by those skilled in the art based on the above disclosure are within the protection scope of the present invention. Obviously, those skilled in the art can make various modifications and variations to the present invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the present invention and its equivalents, the present invention also intends to include these modifications and variations.

Claims

1. A method for controlling the thermal management of a battery in transit, characterized in that, include: Determine whether the vehicle meets the preset conditions for activating in-transit thermal management; If so, activate the in-transit thermal management mode and obtain the current highest battery temperature, current lowest battery temperature, and current ambient temperature: If the current highest battery temperature and the current ambient temperature are both higher than or equal to the preset high temperature threshold during transit, the system enters the high temperature during transit thermal management scenario and executes the high temperature during transit thermal management strategy based on the predicted first battery endpoint temperature. If the current minimum battery temperature and the current ambient temperature are both lower than or equal to the preset low temperature threshold in transit, then the low temperature in transit thermal management scenario is entered, and the low temperature in transit thermal management strategy is executed based on the predicted second battery endpoint temperature, the predicted battery endpoint state of charge, the predicted maximum battery discharge power, the optimal target heating temperature of the battery, and the predicted demand-driven power. The low-temperature in-transit thermal management strategy includes: Determine whether the predicted state of charge at the end of the battery is higher than or equal to a preset lower limit state of charge; If so, then based on the second battery endpoint predicted temperature, the battery maximum discharge power predicted information, the demand drive power predicted information, and the battery optimal target heating temperature, it is determined whether the preset battery heating conditions are met. If the preset battery heating conditions are met, the battery thermal management system is controlled to heat the battery. During the process of controlling the battery thermal management system to heat the battery, the second battery endpoint predicted temperature, the battery endpoint predicted state of charge, and the battery maximum discharge power predicted information are updated based on the real-time feedback of the current minimum battery temperature and the current battery state of charge. The low-temperature in-transit thermal management strategy is continued to be executed based on the updated second battery endpoint predicted temperature, battery endpoint predicted state of charge, and battery maximum discharge power predicted information. Based on the current highest battery temperature, predicted driving power demand, and estimated vehicle travel time, the battery temperature rise is predicted to obtain a first predicted battery endpoint temperature; and / or Based on the current minimum battery temperature, predicted drive power demand, and estimated vehicle travel time, the battery temperature rise is predicted to obtain a second predicted battery endpoint temperature; and / or Based on the current battery state of charge, the demand drive power prediction information, and the vehicle's estimated driving time, the battery state of charge is predicted to obtain the battery end-point predicted state of charge. The following steps are used to obtain the battery's maximum discharge power prediction information: Based on the current minimum battery temperature, the predicted driving power demand, and the estimated vehicle travel time, the temperature rise of the battery is predicted to obtain battery temperature prediction information. Based on the current battery state of charge, the demand drive power prediction information, and the vehicle's estimated driving time, the battery state of charge is predicted to obtain battery state of charge prediction information. Based on the battery temperature prediction information, the battery state of charge prediction information, and a pre-acquired first mapping table storing the mapping relationship between battery temperature, battery state of charge, and battery maximum discharge power, the battery maximum discharge power prediction information is obtained.

2. The in-transit battery thermal management control method according to claim 1, characterized in that, The preset in-transit thermal management activation conditions include: the vehicle is on a predetermined navigation route or the vehicle is on a historical commuting route.

3. The in-transit battery thermal management control method according to claim 1, characterized in that, The high-temperature in-transit thermal management strategy includes: Determine whether the current highest battery temperature is higher than or equal to the preset battery cooling activation temperature; If so, determine whether the predicted end temperature of the first battery is higher than the preset maximum safe temperature of the battery; If the predicted end temperature of the first battery is determined to be higher than the preset maximum safe temperature of the battery, the battery thermal management system is controlled to cool the battery.

4. The in-transit battery thermal management control method according to claim 3, characterized in that, The high-temperature in-transit thermal management strategy also includes: If the current highest battery temperature is lower than the preset battery cooling activation temperature, a command indicating no thermal management requirement is sent to the battery thermal management system.

5. The in-transit battery thermal management control method according to claim 3, characterized in that, The method further includes: During the process of controlling the battery thermal management system to cool the battery, the first battery endpoint predicted temperature is updated based on the real-time feedback of the current highest battery temperature, and the high-temperature in-transit thermal management strategy is continued to be executed based on the updated first battery endpoint predicted temperature.

6. The in-transit battery thermal management control method according to claim 1, characterized in that, The preset battery heating conditions include: The user has a charging need and the predicted end-point temperature of the second battery is lower than the preset target charging temperature; or The battery maximum discharge power prediction curve and the demand-driven power prediction curve intersect; or The current lowest battery temperature is below the battery's optimal target heating temperature.

7. The in-transit battery thermal management control method according to claim 1, characterized in that, The low-temperature in-transit thermal management strategy also includes: If the predicted state of charge at the end of the battery is lower than the preset lower limit state of charge, an instruction indicating no thermal management requirement is sent to the battery thermal management system.

8. The in-transit battery thermal management control method according to claim 1, characterized in that, The average demand drive power for each road segment is calculated based on the vehicle's predicted operating condition information and the expected slope information for each road segment to obtain demand drive power prediction information.

9. The in-transit battery thermal management control method according to claim 1, characterized in that, The optimal target heating temperature of the battery is obtained through the following steps: Based on the current minimum battery temperature, the vehicle's expected driving distance, the predicted driving power demand, and a pre-acquired second mapping table storing the relationship between the battery's initial temperature, the vehicle's driving distance, the driving power, and the battery's heating temperature, the optimal target heating temperature of the battery is obtained.

10. An electronic device, characterized in that, It includes a processor and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, it implements the in-transit battery thermal management control method according to any one of claims 1 to 9.

11. A readable storage medium, characterized in that, The readable storage medium stores a computer program, which, when executed by a processor, implements the in-transit battery thermal management control method according to any one of claims 1 to 9.

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