Vehicle battery preheating method and device, vehicle, medium and program product

Abstract

The invention relates to a vehicle battery preheating method and device, a vehicle, a medium and a program product. The method comprises the steps that in the process that a vehicle travels to a target charging pile, the estimated remaining electric quantity and the estimated arrival temperature of a battery when the vehicle travels to the target charging pile are determined; according to the residual electric quantity, the preset target charging electric quantity and the charging power of the target charging pile, the charging duration corresponding to each preset charging temperature is estimated, and according to the charging duration corresponding to each preset charging temperature and the charging duration corresponding to the estimated arrival temperature, the duration gain corresponding to each preset charging temperature is determined; determining heating energy consumption corresponding to each preset charging temperature; determining the current target heating temperature of the battery according to the duration gain and the heating energy consumption corresponding to each preset charging temperature; and heating the battery according to the current temperature of the battery and the target heating temperature. By quantifying the duration gain and the heating energy consumption generated by heating, the purpose of optimal heating is achieved, and the driving experience is improved.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle technology, and in particular to a vehicle battery preheating method, device, vehicle, medium and program product. Background Art

[0002] New energy vehicles such as electric vehicles are the current development trend of the vehicle industry. The lithium batteries used in electric vehicles have severe low-temperature restrictions. For example, below 0°C, the activity of the positive and negative electrode materials of the lithium battery and the conductivity of the electrolyte will decrease, resulting in a decrease in the performance of the lithium battery, a decrease in the capacity of the lithium battery, and a decrease in the charging power. In other words, the chemical properties of the lithium battery itself cause the charging speed of electric vehicles to be very slow in low-temperature environments. Users have a long waiting time for charging in cold environments, severe charging anxiety, and a poor charging experience. Therefore, in order to improve the charging efficiency of lithium batteries, lithium batteries usually need to be heated before charging. Summary of the invention

[0003] In order to overcome the problems existing in the related art, the present disclosure provides a vehicle battery preheating method, device, vehicle, medium and program product.

[0004] According to a first aspect of an embodiment of the present disclosure, a vehicle battery preheating method is provided, comprising:

[0005] During the process of the vehicle driving to the target charging pile, determining the estimated remaining power and the estimated reaching temperature of the battery when the vehicle drives to the target charging pile;

[0006] According to the remaining power, the preset target charging power and the charging power of the target charging pile, the charging time corresponding to each of the plurality of preset charging temperatures is estimated, and according to the charging time corresponding to each preset charging temperature and the charging time corresponding to the estimated arrival temperature, a time gain corresponding to each preset charging temperature is determined;

[0007] Determining a heating energy consumption corresponding to each of the preset charging temperatures, the heating energy consumption being the energy consumed in heating from the estimated arrival temperature to the preset charging temperature;

[0008] Determining a current target heating temperature of the battery from among the plurality of preset charging temperatures according to a duration gain corresponding to each of the preset charging temperatures and a heating energy consumption corresponding to each of the preset charging temperatures;

[0009] The battery is heated according to the current temperature of the battery and the target heating temperature.

[0010] According to a second aspect of an embodiment of the present disclosure, a vehicle battery preheating device is provided, comprising:

[0011] A first determination module is configured to determine an estimated remaining power and an estimated arrival temperature of a battery when the vehicle drives to a target charging pile during the process of the vehicle driving to the target charging pile;

[0012] A first estimation module is configured to estimate the charging time corresponding to each of a plurality of preset charging temperatures according to the remaining power, the preset target charging power and the charging power of the target charging pile, and determine the time gain corresponding to each preset charging temperature according to the charging time corresponding to each preset charging temperature and the charging time corresponding to the estimated arrival temperature;

[0013] A second determination module is configured to determine a heating energy consumption corresponding to each of the preset charging temperatures, wherein the heating energy consumption is energy consumed in heating from the estimated arrival temperature to the preset charging temperature;

[0014] A third determination module is configured to determine a current target heating temperature of the battery from the plurality of preset charging temperatures according to a duration gain corresponding to each of the preset charging temperatures and a heating energy consumption corresponding to each of the preset charging temperatures;

[0015] The heating module is configured to heat the battery according to the current temperature of the battery and the target heating temperature.

[0016] According to a third aspect of an embodiment of the present disclosure, there is provided a vehicle, including: a processor;

[0017] a memory for storing processor-executable instructions;

[0018] Wherein, the processor is configured to execute the instructions to implement the steps of the vehicle battery preheating method described in the first aspect of the embodiment of the present disclosure.

[0019] According to a fourth aspect of an embodiment of the present disclosure, a computer-readable storage medium is provided, on which computer program instructions are stored. When the program instructions are executed by a processor, the steps of the vehicle battery preheating method described in the first aspect of the embodiment of the present disclosure are implemented.

[0020] According to a fifth aspect of an embodiment of the present disclosure, a computer-readable storage medium is provided, comprising a computer program, which, when executed by a processor, implements the steps of the vehicle battery preheating method described in the first aspect of an embodiment of the present disclosure.

[0021] By adopting the above technical solution, by quantifying the time gain and heating energy consumption caused by heating, the optimal target heating temperature can be determined based on the balance between the time gain and heating energy consumption, and the battery can be heated according to the current temperature of the battery and the target heating temperature. In this way, the problem of high heating energy consumption caused by heating can be avoided as much as possible while reducing the charging time, achieving the purpose of optimal heating and improving the user's driving experience.

[0022] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0024] Figure 1 The figure is a flow chart of a vehicle battery preheating method according to an exemplary embodiment.

[0025] Figure 2 The present invention is a schematic diagram showing a method of determining an estimated remaining power, an estimated arrival temperature, and a charging time corresponding to each preset charging temperature according to an exemplary embodiment.

[0026] Figure 3 The figure is a schematic diagram showing a corresponding relationship among charging power, estimated remaining power and battery temperature according to an exemplary embodiment.

[0027] Figure 4 It is a schematic diagram of a navigation interface according to an exemplary embodiment.

[0028] Figure 5 The diagram is an interactive schematic diagram of a vehicle battery preheating method according to an exemplary embodiment.

[0029] Figure 6 The figure is a block diagram of a vehicle battery preheating device according to an exemplary embodiment.

[0030] Figure 7 is a block diagram of a vehicle according to an exemplary embodiment. DETAILED DESCRIPTION

[0031] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present disclosure. Instead, they are merely examples of devices and methods consistent with some aspects of the present disclosure as detailed in the appended claims.

[0032] It should be noted that all actions of acquiring signals, information or data in the present disclosure are carried out in compliance with the relevant data protection laws and policies of the country where the device is located and with the authorization given by the owner of the corresponding device.

[0033] The method of heating the battery is usually to use a PTC (Positive Temperature Coefficient) thermistor to convert electrical energy into thermal energy, heat a liquid medium, such as a mixture of ethylene glycol and water, and transfer heat to the battery during the flow of the heated liquid to achieve heating of the battery. Among them, the PTC thermistor converts the battery's electrical energy into thermal energy, that is, heating the battery requires consumption of the vehicle's battery power.

[0034] Most battery preheating solutions in related technologies only consider the optimal charging time to determine the optimal charging temperature, but ignore the heating energy consumption caused by battery preheating. In this way, a shorter charging time may be obtained at the expense of greater heating energy consumption, thereby affecting the vehicle's cruising range and resulting in a poor driving experience for users.

[0035] In view of this, the present disclosure provides a vehicle battery preheating method, device, vehicle, medium and program product, which can quantify the charging time gain and heating energy consumption caused by heating by determining the time gain corresponding to each preset charging temperature and the heating energy consumption from the estimated arrival temperature to each preset charging temperature, and then determine the optimal target heating temperature based on the balance between the time gain and the heating energy consumption, and heat the battery according to the current temperature of the battery and the target heating temperature. In this way, while reducing the charging time, the problem of large heating energy consumption caused by heating is avoided as much as possible, the purpose of optimal heating is achieved, and the user driving experience is improved.

[0036] Figure 1 FIG. 1 is a flow chart showing a vehicle battery preheating method according to an exemplary embodiment. Figure 1 As shown, the method may include the following steps.

[0037] In step S11 , when the vehicle is traveling to the target charging pile, the estimated remaining power and the estimated reaching temperature of the battery when the vehicle is traveling to the target charging pile are determined.

[0038] First, it should be understood that the electronic device that executes the vehicle battery preheating method may be an electronic device with processing capabilities, such as a processor, a controller, etc. The electronic device that executes the method may be independently provided with the vehicle or may be coupled in the vehicle, and the present disclosure does not specifically limit this.

[0039] Secondly, it should be understood that in the present disclosure, the vehicle can be controlled to be in a battery preheating mode according to user operations, or the vehicle can be automatically switched to a battery preheating mode. By way of example, a heating button is provided in the vehicle, and when it is detected that the user triggers the heating button, the vehicle is controlled to be in a battery preheating mode, and then in the process of the vehicle driving to the target charging pile, the estimated remaining power and the estimated arrival temperature of the battery when the vehicle drives to the target charging pile are determined. By way of another example, when it is detected that the vehicle gear is switched to the D gear, the vehicle is controlled to automatically switch to a battery preheating mode, and then in the process of the vehicle driving to the target charging pile, the estimated remaining power and the estimated arrival temperature of the battery when the vehicle drives to the target charging pile are determined.

[0040] In the present disclosure, the estimated remaining power of the vehicle when it reaches the target charging pile can be estimated based on the current driving parameters of the vehicle and the current accessory power of the vehicle. The current driving parameters of the vehicle may include parameters such as vehicle speed, driving distance, driving behavior, traffic conditions, ambient temperature, and current vehicle power. The accessory power is the sum of the total thermal management power and the DC conversion power, wherein the total thermal management power is equal to the sum of the vehicle air conditioning heating power and the battery heating power. Among them, the power can be characterized by the state of charge SOC (state of charge).

[0041] Figure 2 FIG. 1 is a schematic diagram showing a method of determining an estimated remaining power, an estimated reaching temperature, and a charging time corresponding to each preset charging temperature according to an exemplary embodiment. Figure 2 As shown, the estimated remaining power SOC,k+t when the vehicle reaches the target charging pile can be determined by using a pre-trained state of charge model. For example, the vehicle's current accessory power Paux,k, vehicle speed Spd,k, driving distance S, time t to reach the target charging pile, and current power SOC,k can be input into the state of charge model to obtain the estimated remaining power SOC,k+t output by the state of charge model.

[0042] In addition, the estimated arrival temperature of the battery when the vehicle reaches the target charging station can be determined based on the current accessory power of the vehicle, the current temperature of the battery, the ambient temperature, the current power, the driving distance, and the time to reach the target charging station. Figure 2As shown, the vehicle's current accessory power Paux,k, the current battery temperature Tbatt,k, the ambient temperature Tamb,k, the current charge SOC,k, the driving distance S, and the time t to reach the target charging station can be input into a pre-trained thermal model to determine the estimated arrival temperature T,k+t when the vehicle reaches the target charging station.

[0043] Among them, the training process of the state of charge model and the thermal model is a relatively mature technology, and the present disclosure does not limit this.

[0044] In step S12, the charging time corresponding to each of the multiple preset charging temperatures is estimated based on the remaining power, the preset target charging power and the charging power of the target charging pile, and the time gain corresponding to each preset charging temperature is determined based on the charging time corresponding to each preset charging temperature and the charging time corresponding to the estimated arrival temperature.

[0045] The multiple preset charging temperatures may be multiple discrete temperature values ​​within the preset charging temperature range of the battery. For example, assuming that the preset charging temperature range of the battery is generally [0°C, 25°C], the multiple preset charging temperatures may include: 5°C, 10°C, 15°C, 20°C, and 25°C, etc.

[0046] For example, the charging time corresponding to each preset charging temperature can be determined by the correspondence between the preset charging temperature, the charging start and end power, the charging power and the charging time, wherein the charging start and end power includes the estimated remaining power and the target charging power.

[0047] For example, Figure 2 As shown, the charging time corresponding to each charging position temperature can be determined by the charging Map model. For example, the charging start and end power (including the estimated remaining power SOC,k+t and the target charging power SOC,target), charging power (including charging voltage Umax,chrg and charging current Imax,chrg) and multiple preset charging temperatures are input into the charging Map model, and then the charging time corresponding to each preset charging temperature output by the charging Map model is obtained.

[0048] First, it should be understood that the charging time corresponding to the estimated arrival temperature determined in step S11 can also be estimated in the manner described above, for example, the estimated arrival temperature, charging start and end power, and charging power are input into the charging Map model to obtain the charging time corresponding to the estimated arrival temperature output by the charging Map model. Secondly, it should be understood that the charging time corresponding to the estimated arrival temperature refers to the time it takes for the target charging pile to charge from the estimated remaining power to the target charging power without heating.

[0049] Thus, the charging time corresponding to each preset charging temperature and the estimated arrival temperature can be obtained in the above manner. Then, the time gain corresponding to each preset charging temperature can be determined according to the charging time corresponding to each preset charging temperature and the charging time corresponding to the estimated arrival temperature.

[0050] For example, Table 1 shows the charging time corresponding to different preset charging temperatures under the condition of the same charging start and end power and charging power P.

[0051] Table 1

[0052] Preset charging temperature Charging start and end power Charging power Charging time 5℃ 20％-80％ P t1 10℃ 20％-80％ P t2 15℃ 20％-80％ P t3 20℃ 20％-80％ P t3 25℃ 20％-80％ P t4

[0053] In the present disclosure, the duration gain corresponding to the preset charging temperature refers to the shortened charging time after charging after the estimated arrival temperature is heated to the preset charging temperature, relative to charging at the estimated arrival temperature. For example, for each preset charging temperature, the difference between the charging time corresponding to the preset charging temperature and the charging time corresponding to the estimated arrival temperature is determined as the duration gain corresponding to the preset charging temperature.

[0054] In step S13 , the heating energy consumption corresponding to each preset charging temperature is determined, where the heating energy consumption is the energy consumed in heating from the estimated arrival temperature to the preset charging temperature.

[0055] For example, the product of the current accessory power of the vehicle when the heating is not turned on and the time it takes the vehicle to travel to the target charging pile can be determined as the energy consumption of the vehicle when the heating is not turned on, the product of the current accessory power of the vehicle when the heating is turned on and the time it takes the vehicle to travel to the target charging pile can be determined as the energy consumption of the vehicle when the heating is turned on, and the difference between the energy consumption of the vehicle when the heating is turned on and the energy consumption of the vehicle when the heating is not turned on can be determined as the heating energy consumption.

[0056] For example, the current accessory power of the vehicle when heating is not turned on and the time it takes for the vehicle to travel to the target charging pile can be input into the above thermal model to obtain the energy consumption of the vehicle when heating is not turned on, and the current accessory power of the vehicle when heating is turned on and the time it takes for the vehicle to travel to the target charging pile can be input into the above thermal model to obtain the energy consumption of the vehicle when heating is turned on. Afterwards, the difference between the energy consumption of the vehicle when heating is turned on and the energy consumption of the vehicle when heating is not turned on is determined as the heating energy consumption.

[0057] For another example, the heating energy consumption for heating from the estimated arrival temperature to the preset charging temperature may be obtained by using an existing heating energy consumption calculation formula according to the current temperature and the preset charging temperature.

[0058] In step S14, a current target heating temperature of the battery is determined from a plurality of preset charging temperatures according to a duration gain corresponding to each preset charging temperature and a heating energy consumption corresponding to each preset charging temperature.

[0059] In step S15 , the battery is heated according to the current temperature of the battery and the target heating temperature.

[0060] By adopting the above technical solution, by quantifying the time gain and heating energy consumption caused by heating, the optimal target heating temperature can be determined based on the balance between the time gain and heating energy consumption, and the battery can be heated according to the current temperature of the battery and the target heating temperature. In this way, the problem of high heating energy consumption caused by heating can be avoided as much as possible while reducing the charging time, achieving the purpose of optimal heating and improving the user's driving experience.

[0061] In order to facilitate those skilled in the art to better understand the vehicle battery preheating method provided by the present disclosure, the method is described below with a complete embodiment.

[0062] In one embodiment, the above-mentioned step S14 determines the current target heating temperature of the battery among multiple preset charging temperatures based on the time gain corresponding to each preset charging temperature and the heating energy consumption corresponding to each preset charging temperature, and may include: outputting the time gain corresponding to each preset charging temperature and the heating energy consumption corresponding to each preset charging temperature, so that the user selects the preset charging temperature based on the output content; and determining the preset charging temperature selected by the user as the target heating temperature of the battery.

[0063] In this embodiment, the duration gain and heating energy consumption gain corresponding to each preset charging temperature are output, so that the user can determine the target heating temperature according to the duration gain and heating energy consumption corresponding to each preset charging temperature.

[0064] For example, assuming that the preset charging temperature of 10°C corresponds to a time gain of -10min, and the corresponding heating energy consumption is 2kWh, and the preset charging temperature of 20°C corresponds to a time gain of -30min, and the corresponding heating energy consumption is 3kWh. If the user wants to shorten the charging time, he can select the preset charging temperature of 20°C, and then the user-selected 20°C can be determined as the target heating temperature of the battery.

[0065] In this way, users can determine the target heating temperature based on actual needs by comprehensively considering the time gain and heating energy consumption corresponding to each preset charging temperature, thereby meeting the needs of users to determine the target heating temperature by themselves, thereby improving the flexibility of determining the target heating temperature.

[0066] In another embodiment, the above-mentioned step S14 determines the current target heating temperature of the battery among multiple preset charging temperatures based on the duration gain corresponding to each preset charging temperature and the heating energy consumption corresponding to each preset charging temperature, and may include: for each preset charging temperature, determining the heating cost value corresponding to the preset charging temperature based on the duration gain corresponding to the preset charging temperature and the heating energy consumption corresponding to the preset charging temperature; and determining the current target heating temperature of the battery among multiple preset charging temperatures based on the heating cost value.

[0067] In one implementation of this embodiment, a specific implementation method for determining the heating cost corresponding to the preset charging temperature based on the duration gain corresponding to the preset charging temperature and the heating energy consumption corresponding to the preset charging temperature is as follows: the sum of the product of the duration gain corresponding to the preset charging temperature and the preset time weight and the product of the heating energy consumption and the preset energy consumption weight is determined as the heating cost corresponding to the preset charging temperature; wherein the sum of the time weight and the energy consumption weight is 1.

[0068] For example, the heating cost can be determined by the following formula (1):

[0069] F=(t_chrg_duration-t_chrg_duration')·θ+E aux,k+t ·(1-θ) (1)

[0070] Where F represents the heating cost, t_chrg_duration represents the charging time corresponding to the preset charging temperature, t_chrg_duration' represents the charging time corresponding to the estimated arrival temperature, that is, the charging time corresponding to the heating is not turned on, θ represents the time weight, (1-θ) represents the energy consumption weight, E aux,k+t Represents the estimated heating energy consumption when heating from the estimated arrival temperature to the preset charging temperature.

[0071] It should be understood that the time weight and energy consumption weight can be set by the user. If the user sets the charging speed priority, the time weight is set to be greater than the energy consumption weight. If the user sets the energy consumption priority, the energy consumption weight is set to be greater than the time weight. The unit of the time weight can be / min, and the unit of the energy consumption weight can be / kWh.

[0072] In another implementation of this embodiment, the specific implementation method for determining the heating cost corresponding to the preset charging temperature based on the time gain corresponding to the preset charging temperature and the heating energy consumption corresponding to the preset charging temperature is: the ratio of the time gain corresponding to the preset charging temperature and the heating energy consumption corresponding to the preset charging temperature is determined as the heating cost corresponding to the preset charging temperature.

[0073] For example, the heating cost can be determined by the following formula (2):

[0074]

[0075] The heating cost is determined according to the above embodiment. The larger the heating cost value, the greater the cost of heating from the estimated arrival temperature to the preset charging temperature. Therefore, after determining the heating cost value corresponding to each preset charging temperature, the preset charging temperature with the smallest heating cost value can be determined as the current target heating temperature of the battery.

[0076] It should be understood that when the specific method of determining the heating cost value is different, the preset charging temperature with the maximum heating cost value may also be determined as the current target heating temperature of the battery. For example, when the heating cost value is the ratio of the heating energy consumption corresponding to the preset charging temperature to the duration gain corresponding to the preset charging temperature, the preset charging temperature with the maximum heating cost value may be determined as the current target heating temperature of the battery. This disclosure does not specifically limit this.

[0077] By adopting the above technical solution and applying the heating cost function to determine the target heating temperature, the optimal target heating temperature can be obtained, and then the optimal heating strategy can be implemented.

[0078] In addition, considering that if the preset charging temperature with the minimum charging time is less than or equal to the estimated arrival temperature determined in step S11, there is no need to turn on the heating function. Therefore, the heating function will only be turned on when the preset charging temperature with the minimum charging time is greater than the estimated arrival temperature. Then, the target heating temperature will be determined by comprehensively considering the time gain and heating energy consumption corresponding to the charging position temperature. For the preset charging temperature that is less than or equal to the estimated arrival temperature, there is no need to determine the corresponding heating energy consumption to reduce the calculation workload.

[0079] Therefore, in one embodiment, step S13 determines the heating energy consumption corresponding to each preset charging temperature, where the heating energy consumption is the energy consumed by heating from the estimated arrival temperature to the preset charging temperature, and may include: according to the charging time corresponding to each preset charging temperature, determining the preset charging temperature with the shortest charging time as the candidate target heating temperature; when the candidate target heating temperature is greater than the estimated arrival temperature, determining the heating energy consumption corresponding to each candidate preset charging temperature, where the candidate preset charging temperature is a preset charging temperature among the preset charging temperatures whose temperature is greater than or equal to the estimated arrival temperature.

[0080] For example, referring to Table 1, assuming that t3 is the smallest among t1-t5 and the estimated arrival temperature is 12°C, the preset charging temperature 15°C corresponding to t3 is determined as the candidate target heating temperature, and the preset charging temperatures 15°C, 20°C and 25°C are determined as candidate preset charging temperatures. Afterwards, for each candidate preset charging temperature, the heating energy consumption corresponding to the candidate preset charging temperature is determined.

[0081] In this way, when the candidate target heating temperature is greater than the estimated arrival temperature, it is only necessary to determine the heating energy consumption corresponding to the preset charging temperature that is greater than or equal to the estimated arrival temperature, which effectively reduces unnecessary calculation workload.

[0082] In the present disclosure, when executing Figure 1 Prior to the method shown, the method may further include: determining to turn on heating.

[0083] In one embodiment, the optimal charging temperature of the battery may be determined. For example, the optimal charging temperature may be found based on the charging power and estimated remaining power of the target charging station. Figure 3 is a schematic diagram showing a corresponding relationship between charging power, estimated remaining power and battery temperature according to an exemplary embodiment. After determining the charging power of the target charging pile and the estimated remaining power when the vehicle drives to the target charging pile, refer to Figure 3 The corresponding relationship shown in the figure is used to determine that the temperature corresponding to the charging power and the estimated remaining power is determined as the optimal charging temperature. If the optimal charging temperature is greater than the estimated reaching temperature, it is determined to turn on the heating.

[0084] In another embodiment, the candidate target heating temperature may be determined in the above manner, and the heating may be started when the candidate target heating temperature is greater than the estimated reaching temperature.

[0085] In another embodiment, it is also possible to determine whether to turn on the heating according to the time gain and heating energy consumption corresponding to each preset charging temperature. Therefore, in this embodiment, the method may also include: determining whether to turn on the heating according to the time gain corresponding to each preset charging temperature and the heating energy consumption corresponding to each preset charging temperature.

[0086] In one implementation of this embodiment, based on the time gain corresponding to each preset charging temperature and the heating energy consumption corresponding to each preset charging temperature, the specific implementation method for determining whether to turn on the heating can be: outputting the time gain corresponding to each preset charging temperature and the heating energy consumption corresponding to each preset charging temperature, so that the user can determine whether to turn on the heating based on the output content; in response to receiving an indication to turn on the heating input by the user, determining to turn on the heating.

[0087] In this embodiment, the duration gain and heating energy consumption gain corresponding to each preset charging temperature are output, so that the user can determine whether to turn on the heating according to the duration gain and heating energy consumption corresponding to each preset charging temperature. After receiving the heating start instruction input by the user based on the duration gain and heating energy consumption gain corresponding to each preset charging temperature, it is determined to turn on the heating. Among them, the technology of the user inputting the heating start instruction is a relatively mature technology, and the present disclosure does not limit this.

[0088] In another implementation of this embodiment, based on the time gain corresponding to each preset charging temperature and the heating energy consumption corresponding to each preset charging temperature, the specific implementation method for determining to turn on the heating can be: for each preset charging temperature, determine the ratio of the time gain corresponding to the preset charging temperature to the heating energy consumption corresponding to the preset charging temperature; if there is a preset charging temperature whose ratio is less than or equal to the preset value, determine to turn on the heating.

[0089] In this embodiment, a preset value is set in advance, and whether to turn on the heating is automatically determined based on the preset value and the ratio of the time gain to the heating energy consumption, thereby improving the intelligence level of vehicle battery preheating.

[0090] In the present disclosure, the target heating temperature of the battery is determined in real time or periodically. For example, after the current target heating temperature is determined in the current cycle, the determined target heating temperature is stored, and in the next cycle, it is determined whether the heating cost value corresponding to the target heating temperature is still the smallest among multiple preset charging temperatures. If it is the smallest, the current target heating temperature is maintained for heating. If it is determined that the heating cost value corresponding to the target heating temperature is not the smallest among multiple preset charging temperatures, the target heating temperature in the current cycle is determined in the manner described above.

[0091] In addition, in the present disclosure, a target charging pile for charging the battery of the vehicle may also be determined before step S11.

[0092] In one embodiment, the method may further include:

[0093] If the destination location received from the user is a charging pile location, determine whether the vehicle can travel to the charging pile location based on the current power level of the vehicle;

[0094] If it is determined that the vehicle can travel to the charging pile position, the charging pile corresponding to the charging pile position is determined as the target charging pile.

[0095] In this embodiment, the end point position input by the user is the charging pile position, and whether the vehicle can drive to the charging pile position is determined based on the current power of the vehicle. For example, based on the current power, vehicle driving parameters and the current accessory power of the vehicle, the estimated remaining power when driving from the current position to the charging pile position is estimated. If the estimated remaining power is greater than or equal to the preset threshold, it is determined that the vehicle can drive to the charging pile position, and then the charging pile corresponding to the charging pile position is determined as the target charging pile. Among them, considering that the battery needs to be heated during the driving process of the vehicle, and if the vehicle cannot drive to the target charging pile, it will trigger the navigation system to arrange a new charging pile, all charging pile parameters and route parameters will change. Therefore, it is necessary to ensure that the determined target charging pile is a charging pile that the vehicle can drive to. Therefore, the preset threshold can be a slightly larger value. Assume that the remaining power threshold that triggers the vehicle navigation system to insert a new charging pile to charge the vehicle is 10%. If the estimated remaining power calculated during driving is less than 10%, the vehicle navigation system will automatically insert a new charging pile to recharge the vehicle in advance. This change will affect the calculation of the entire system. In order to avoid this situation, it is necessary to ensure that the additional energy consumed during the heating process will not cause the estimated remaining power to be lower than the preset threshold. Therefore, the preset threshold can be 12%.

[0096] It should be understood that estimating the remaining power when traveling from the current position to the charging station position based on the current power, vehicle driving parameters and the current accessory power of the vehicle is a relatively mature technology, and this disclosure does not go into detail on this.

[0097] In one embodiment, the method may further include:

[0098] If it is determined that the vehicle cannot drive to the charging pile position, or the end position input by the user is not the charging pile position and the vehicle cannot drive to the end position, then determine the charging piles located on the path planned based on the current position and the end position, and estimate the estimated remaining power of the vehicle when it drives to each of the charging piles;

[0099] Determine the charging pile whose estimated remaining power is greater than a preset threshold as the mid-way charging pile for the vehicle;

[0100] The intermediate charging pile closest to the current position of the vehicle is determined as the target charging pile.

[0101] In this embodiment, if the estimated remaining power when the current position is driven to the charging pile position is less than a preset threshold, such as less than 12%, it is determined that the vehicle cannot drive to the charging pile position. When the vehicle cannot drive to the charging pile position, or the end position input by the user is not the charging pile position and the vehicle cannot drive to the end position, first, a path is planned with the current position of the vehicle as the starting point and the end position as the end point to obtain a path planned based on the current position and the end position, and then all charging piles located on the path are determined, and the estimated remaining power when the vehicle drives to each charging pile is estimated. After that, the charging pile with an estimated remaining power greater than the preset threshold is determined as the mid-way charging pile for the vehicle. Finally, the mid-way charging pile closest to the current position of the vehicle is determined as the target charging pile.

[0102] For example, assuming that the preset threshold can be 12%, and all the charging piles located on the path are charging pile 1, charging pile 2 and charging pile 3, then the estimated remaining power of the vehicle when it reaches charging pile 1, charging pile 2 and charging pile 3 is 74%, 18% and 10% respectively, then charging pile 1 and charging pile 2 are determined as the vehicle's mid-way charging piles.

[0103] It should be understood that if multiple mid-distance charging piles are determined, the mid-distance charging pile closest to the current position of the vehicle is determined as the target charging pile. In addition, the target charging pile changes during the vehicle's travel. For example, if the mid-distance charging piles located on the path planned based on the current position and the end position are charging pile 1 and charging pile 2 respectively. When the vehicle does not drive to charging pile 1, the target charging pile is charging pile 1. When the vehicle drives to the section between charging pile 1 and charging pile 2, the target charging pile is charging pile 2.

[0104] In this embodiment, a display device is provided in the vehicle, and at least one of the following information can also be displayed in the display device, including: the identification of each mid-distance charging station, the estimated remaining power of the vehicle when it reaches each mid-distance charging station, the time when the vehicle reaches each mid-distance charging station, and the charging time of each mid-distance charging station, wherein the charging time refers to the time to charge the battery power from the estimated remaining power when the vehicle reaches the mid-distance charging station to the target charging power. For example, the target charging power can be 80%.

[0105] For example, a navigation system of the vehicle is turned on, and a navigation interface is displayed on a display device, wherein at least one of the above information is displayed on the navigation interface. Figure 4 is a schematic diagram of a navigation interface according to an exemplary embodiment. Figure 4As shown, a path is planned with the current position of the vehicle as the starting point and the end position as the end point, and a path A is obtained, wherein the mid-distance charging piles on the path A are charging pile 1, charging pile 2 and charging pile 3. The navigation interface displays the logo of each charging pile, the estimated remaining power when the vehicle reaches each mid-distance charging pile, the time when the vehicle reaches each mid-distance charging pile, the distance between the vehicle and each mid-distance charging pile, and the charging time of each mid-distance charging pile. For example, charging pile 1, the arrival time is t1, the estimated remaining power is 74%, and the charging time is 35 minutes; charging pile 2, the arrival time is t2, the remaining power is 18%, and the charging time is 55 minutes; charging pile 3, the arrival time is t3, the remaining power is 10%, and the charging time is 50 minutes.

[0106] First, it should be understood that when the navigation system of the vehicle is turned on, the navigation destination is the target charging pile determined to charge the battery of the vehicle. Secondly, it should be understood that the target charging pile for charging the battery of the vehicle can be a super charging station or a common charging pile, and the present disclosure does not specifically limit this.

[0107] Below Figure 1 Step S15 describes a specific implementation method of heating the battery according to the current temperature of the battery and the target heating temperature.

[0108] Most battery preheating solutions in related technologies heat the battery to the optimal charging temperature according to the maximum heating power currently available to the vehicle. In the case where the vehicle is driving for too long, it will be heated to the optimal charging temperature in advance and the heating will be exited, and the optimal charging temperature cannot be maintained to the charging pile. Alternatively, if the vehicle heating time is too long, coupled with the self-heating of the battery itself, it is easy to cause the battery to overheat. On the one hand, the temperature cannot reach the optimal charging temperature when the vehicle drives to the charging pile, affecting the charging efficiency. On the other hand, since it cannot be heated reasonably, it leads to a waste of electric energy, affecting the vehicle's cruising range. In order to avoid the above problems, in the present disclosure, the heating power of the battery can be dynamically adjusted according to the estimated heating time and driving time, so that the battery heating time is as close to the driving time of the vehicle as possible, and the battery temperature reaches the target heating temperature when the vehicle drives to the charging pile, thereby improving the efficiency of battery heating, reducing the battery charging time, and thus improving the battery charging performance.

[0109] Therefore, in the present disclosure, heating the battery according to the current temperature of the battery and the target heating temperature may include:

[0110] determining a current first target heating rate of the battery;

[0111] Determining a currently estimated heating time for heating the battery from a current temperature to a target heating temperature according to a first target heating rate;

[0112] The battery is heated based on the current estimated heating time and the driving time of the vehicle to the target charging station.

[0113] In one possible manner, the specific implementation method of determining the current first target heating rate of the battery may be: determining the current maximum heating power of the battery; determining the heating rate corresponding to the current maximum heating power according to a preset correspondence between the heating power and the heating rate, and determining the heating rate corresponding to the current maximum heating power as the current first target heating rate of the battery.

[0114] For example, the vehicle's current accessory power is equal to the sum of the current total thermal management power and the DC converter power, that is, the current total thermal management power is equal to the sum of the vehicle's air conditioning heating power and the battery heating power. Therefore, the difference between the current total thermal management power and the vehicle's air conditioning heating power is determined as the current maximum heating power of the battery.

[0115] Afterwards, according to the preset corresponding relationship between heating power and acceleration rate, the heating rate corresponding to the current maximum heating power is determined, and the heating rate is determined as the first target heating rate. The corresponding relationship between heating power and acceleration rate can be obtained through a low temperature calibration experiment.

[0116] It should be noted that the heating power is positively correlated with the heating rate. The greater the heating power, the greater the heating rate. Among them, the actual heating power of the battery = the heating power allocated to the battery by thermal management + the battery's self-generated heat - the heat dissipation of the battery to the external environment. The low-temperature calibration experiment here obtains the corresponding relationship between the heating power and the heating rate under different working conditions. The subsequent adjustment of the battery heating power is to adjust the PTC heating power. The self-generated heat and environmental heat dissipation are uncontrollable and change with the driving conditions and the external environment.

[0117] Therefore, in the present disclosure, the first target heating rate determined according to the current maximum heating power is also the current maximum heating rate. Accordingly, the current estimated heating time obtained according to the first target heating rate determined in this embodiment is the current minimum estimated heating time.

[0118] In another possible embodiment, the specific implementation method of determining the current first target heating rate of the battery may include: determining the average heating rate of the battery within a preset time period from the current moment; and determining the average heating rate as the current first target heating rate of the battery.

[0119] For example, assuming that the preset duration is 5 minutes, the current moment is time1, and the moment 5 minutes before the current moment is time2, the average heating rate is = (T1-T2) / 5, where T1 represents the battery temperature corresponding to the current moment time1, and T2 is the battery temperature corresponding to the moment time2.

[0120] In this embodiment, the first target heating rate within the preset time period after the initial moment can be determined in the following manner: for each moment within the preset time period after the initial moment, first, determine the maximum heating power of the battery at that moment, determine the heating rate corresponding to the maximum heating power at that moment according to the preset correspondence between the heating power and the heating rate, and determine the heating rate corresponding to the maximum heating power at that moment as the first target heating rate of the battery at that moment. That is to say, within the preset time period after the initial moment, the first target heating rate is determined according to the maximum heating power at each moment. Afterwards, during the heating process, determine the average heating rate of the battery within the preset time period before the current moment, and determine the average heating rate as the current first target heating rate of the battery.

[0121] After determining the current first target heating rate in any of the above embodiments, the time required to heat the battery temperature from the current temperature to the target heating temperature according to the first target heating rate is determined based on the current temperature of the battery and the target heating temperature, and this time is determined as the current estimated heating time.

[0122] For example, the current estimated heating time t is determined by the following formula: 加热 =(Ttarget,k+t-Tbatt,k) / heatinggrate1, where t 加热 represents the current estimated heating time, Ttarget,k represents the target heating temperature of the battery, Tbatt,k represents the current temperature of the battery, and heatinggrate1 represents the current first target heating rate.

[0123] Finally, the battery is heated according to the current estimated heating time and the driving time of the vehicle to the target charging pile. In order to avoid the battery temperature not reaching the target heating temperature that is most suitable for charging when the vehicle drives to the target charging pile, and to avoid the problem that the battery temperature has reached the target heating temperature before the vehicle drives to the target charging pile, resulting in the inability to maintain the target heating temperature to the target charging pile, in the present disclosure, the battery is heated according to the current estimated heating time and the driving time of the vehicle to the target charging pile, and the time for the battery to be heated to the target heating temperature is equal to the driving time of the vehicle to the target charging pile as much as possible, that is, the battery temperature is ensured to reach the target heating temperature just when the vehicle drives to the target charging pile as much as possible.

[0124] For example, heating the battery according to the current estimated heating time and the driving time of the vehicle to the target charging pile may include: adjusting the current heating power of the battery according to the current estimated heating time and the driving time of the vehicle to the target charging pile to obtain the target heating power of the battery; heating the battery according to the target heating power.

[0125] In one embodiment, if the current estimated heating time is longer than the driving time of the vehicle to the target charging pile, the current heating power of the battery is increased to obtain the target heating power of the battery. It should be understood that the target heating power is not greater than the current maximum heating power of the battery. When the current estimated heating time is longer than the driving time, it indicates that the battery temperature has not yet been heated to the target heating temperature when the vehicle drives to the target charging pile, that is, the current heating rate and the current heating power are small. At this time, the heating power needs to be increased to obtain the target heating power.

[0126] For example, if the current estimated heating time is greater than the driving time and the current heating power of the battery is less than the current maximum heating power of the battery, the current heating power of the battery is increased to obtain the target heating power of the battery. If the current estimated heating time is greater than the driving time and the current heating power of the battery is equal to the current maximum heating power of the battery, the current maximum heating power of the battery is determined as the target heating power of the battery.

[0127] When the current heating power of the battery is already the current maximum heating power and the current estimated heating time is still greater than the driving time, it means that when the battery is heated according to the maximum heating power, the battery temperature cannot be heated to the target heating temperature when the vehicle drives to the target charging pile. At this time, the maximum heating power can only be maintained for heating.

[0128] In another embodiment, if the current estimated heating time is less than the driving time of the vehicle to the target charging pile, the current heating power of the battery is reduced to obtain the target heating power of the battery. It should be understood that the target heating power is not less than the current minimum heating power of the battery. When the current estimated heating time is less than the driving time, it means that the battery temperature has been heated to the target heating temperature before the vehicle reaches the target charging pile, that is, the current heating rate and the current heating power are large. At this time, it is necessary to reduce the heating power to obtain the target heating power. Among them, the minimum heating power refers to the minimum heating power that the vehicle may consume during driving, that is, the minimum heating power consumed by the vehicle during driving under basic operating conditions.

[0129] For example, if the current estimated heating time is less than the driving time of the vehicle to the target charging pile, and the current heating power of the battery is greater than the current minimum heating power of the battery, the current heating power of the battery is reduced to obtain the target heating power of the battery. If the current estimated heating time is less than the driving time of the vehicle to the target charging pile, and the current heating power of the battery is equal to the current minimum heating power of the battery, the current minimum heating power of the battery is determined as the target heating power of the battery.

[0130] In yet another embodiment, if the previously estimated heating time is equal to the driving time of the vehicle to the target charging pile, the current heating power of the battery is determined as the target heating power.

[0131] In one embodiment, the heating power can be adjusted with a fixed value. For example, when the current estimated heating time is greater than the driving time, the first value is added to the current heating power to obtain the target heating power. For another example, when the current estimated heating time is less than the driving time, the second value is reduced from the current heating power to obtain the target heating power. The first value and the second value are user-defined values.

[0132] In this embodiment, although the gap between the estimated heating time and the driving time can be reduced, the battery still cannot be heated to the target heating temperature when the vehicle drives to the target charging pile. Therefore, in another embodiment, if the current estimated heating time is greater than or less than the driving time of the vehicle to the target charging pile, the second target heating rate of the battery is determined based on the driving time, the target heating temperature and the current temperature of the battery; based on the second target heating rate, the target heating power of the battery is determined.

[0133] For example, the second target heating rate of the battery is determined by the following formula: heatinggrate2=(Ttarget,k+t-Tbatt,k) / t, wherein heatinggrate2 represents the second target heating rate, and t represents the driving time.

[0134] After determining the second target heating rate, the heating power corresponding to the second target heating rate is determined according to the preset correspondence between the heating power and the acceleration rate, and the heating power corresponding to the second target heating rate is determined as the target heating power of the battery.

[0135] In this embodiment, the second target heating rate of the battery is determined based on the driving duration, the target heating temperature and the current temperature of the battery, and the target heating power is determined based on the second target heating rate. In this way, when the battery is heated according to the target heating power, it can be ensured that the battery is heated to the target heating temperature when the vehicle drives to the target charging pile.

[0136] After the target heating power is determined, the battery is heated according to the target heating power. For example, the heating water temperature and flow rate can be determined according to the target heating power, and then the battery is heated according to the heating water temperature and flow rate.

[0137] In the present disclosure, the determined target heating power changes in real time or periodically. For example, if the vehicle battery preheating method provided by the present disclosure is performed in real time, the target heating power changes in real time. If the vehicle battery preheating method provided by the present disclosure is performed periodically, the estimated target heating power changes periodically.

[0138] By adopting the above technical solution, the current heating power of the battery is dynamically adjusted according to the current estimated heating time and the driving time of the vehicle to the target charging pile, so that the battery heating time is as close as possible to the driving time of the vehicle, ensuring that the battery temperature reaches the target heating temperature when the vehicle drives to the target charging pile, thereby improving the efficiency of battery heating, improving charging performance and reducing charging time, thereby improving the charging efficiency of the battery.

[0139] In another embodiment, the battery is heated based on the current estimated heating time and the driving time of the vehicle to the target charging pile, and also includes: determining the battery heating start time based on the current estimated heating time and the driving time of the vehicle to the target charging pile; when the heating start time is reached, heating the battery according to a first target heating rate.

[0140] It should be understood that this embodiment is for the case where the driving time is longer than the current estimated heating time. In this case, the heating start time can be determined. If the heating start time is not reached, the battery will not be heated. When the heating start time is reached, the battery will be heated according to the first target heating rate.

[0141] For example, the difference between the driving time and the current estimated heating time can be determined as the delayed heating time. Assuming the current time is time1, the difference between the driving time and the current estimated heating time is △t, and the heating start time is recorded as time1+△t.

[0142] By adopting the above technical solution, the battery heating start time is dynamically adjusted according to the current estimated heating time and the driving time of the vehicle to the target charging pile, ensuring that the battery temperature reaches the target heating temperature when the vehicle drives to the target charging pile, thereby improving the efficiency of battery heating, improving charging performance and reducing charging time, thereby improving the battery charging efficiency.

[0143] In the present disclosure, a strategy for terminating battery heating may also be set. For example, the method may also include:

[0144] When the vehicle meets the following preset conditions, the battery heating is terminated; the preset conditions include any one or more of the following conditions: the vehicle travels to the target charging pile, the battery of the vehicle is heated to the target heating temperature, and the estimated remaining power of the vehicle when it travels to the target charging pile is not greater than a preset threshold.

[0145] It should be understood that heating the battery is to convert the battery's electrical energy into heat energy, that is, heating the battery will consume battery power, thereby affecting the vehicle's range. Therefore, when the battery power is too low to allow the vehicle to travel to the target charging pile, that is, when the estimated remaining power of the vehicle when traveling to the target charging pile is no greater than a preset threshold, the battery heating can be terminated, giving priority to ensuring that the vehicle can travel to the target charging pile normally.

[0146] Figure 5 FIG. 1 is an interactive schematic diagram showing a vehicle battery preheating method according to an exemplary embodiment. Figure 5 As shown, the vehicle includes a navigation system, a charging management system, a battery management system, a high-voltage energy management system, and a thermal management system.

[0147] The navigation system can add the address of the charging pile, where the charging pile can be a target charging pile or a mid-way charging pile. The navigation system sends the driving distance, driving time, and charging power of the charging pile to the target charging pile address or each mid-way charging pile address to the charging management system. At the same time, the high-voltage energy management system performs high-voltage energy management and determines the accessory power, sends the accessory power to the charging management system, and sends the total thermal management power to the thermal management system.

[0148] The charging management system determines the estimated remaining power of the vehicle when it reaches the charging pile based on the current power level, driving distance, driving time and the accessory power of the vehicle, and sends the estimated remaining power to the navigation system so that the navigation system displays the estimated remaining power. The charging management system sends the driving distance, driving time, accessory power of the vehicle and the estimated remaining power of the vehicle when it reaches the charging pile to the battery management system. The battery management system determines the target heating temperature of the battery based on the above information and sends the target heating temperature to the charging management system. The charging management system determines whether to turn on battery heating based on the target heating temperature of the battery and the current temperature of the battery, and sends the battery heating status to the navigation system when it determines to turn on battery heating, so that the navigation system displays the battery heating status on the navigation interface. In addition, the charging management system sends a command to turn on battery heating to the battery management system.

[0149] The thermal management system determines the maximum heating power of the battery based on the total thermal management power and the vehicle air conditioning heating power, that is, the difference between the total thermal management power and the vehicle air conditioning heating power is determined as the maximum heating power of the battery. After that, the thermal management system determines the first target heating rate based on the maximum heating power, and sends the maximum heating power and the first target heating rate to the charging management system. The charging management system calculates the current estimated heating time based on the first target heating rate, the current temperature of the battery and the target heating temperature, and sends the current estimated heating time to the battery management system. The battery management system determines the relationship between the current estimated heating time and the driving time, and when the current estimated heating time and the driving time are different, determines the target heating power, and requests the target heating power from the thermal management system, and then the thermal management system heats the battery according to the target heating power. For example, the thermal management system can determine the heating battery parameters, such as flow parameters and water temperature parameters, based on the target heating power.

[0150] In addition, the battery management system sends the current heating status feedback to the charging management system, and the charging management system determines whether to end the battery heating according to the current heating status feedback. The current heating status feedback may include whether the battery temperature is heated to the target heating temperature, whether the vehicle has reached the charging pile, and whether the estimated remaining power of the vehicle when it reaches the target charging pile is not greater than a preset threshold.

[0151] Based on the same inventive concept, the present disclosure also provides a vehicle battery preheating device. Figure 6 FIG. 1 is a block diagram of a vehicle battery preheating device according to an exemplary embodiment. Figure 6 As shown, the vehicle battery preheating device 600 may include:

[0152] The first determination module 601 is configured to determine the estimated remaining power and the estimated arrival temperature of the battery when the vehicle drives to the target charging pile during the process of the vehicle driving to the target charging pile;

[0153] The first estimation module 602 is configured to estimate the charging time corresponding to each of a plurality of preset charging temperatures according to the remaining power, the preset target charging power and the charging power of the target charging pile, and determine the time gain corresponding to each preset charging temperature according to the charging time corresponding to each preset charging temperature and the charging time corresponding to the estimated arrival temperature;

[0154] The second determination module 603 is configured to determine the heating energy consumption corresponding to each of the preset charging temperatures, where the heating energy consumption is the energy consumed in heating from the estimated arrival temperature to the preset charging temperature;

[0155] A third determination module 604 is configured to determine a current target heating temperature of the battery from the plurality of preset charging temperatures according to a duration gain corresponding to each of the preset charging temperatures and a heating energy consumption corresponding to each of the preset charging temperatures;

[0156] The heating module 605 is configured to heat the battery according to the current temperature of the battery and the target heating temperature.

[0157] Optionally, the third determining module 604 includes:

[0158] A first determination submodule is configured to determine, for each of the preset charging temperatures, a heating cost value corresponding to the preset charging temperature according to a duration gain corresponding to the preset charging temperature and a heating energy consumption corresponding to the preset charging temperature;

[0159] The second determining submodule is configured to determine a current target heating temperature of the battery from among the plurality of preset charging temperatures according to the heating cost value.

[0160] Optionally, the first determination submodule is configured to: determine the heating cost corresponding to the preset charging temperature by the sum of the product of the duration gain corresponding to the preset charging temperature and the preset time weight and the product of the heating energy consumption and the preset energy consumption weight; wherein the sum of the time weight and the energy consumption weight is 1.

[0161] Optionally, the first determining submodule is configured to determine a ratio of a duration gain corresponding to the preset charging temperature to a heating energy consumption corresponding to the preset charging temperature as a heating cost corresponding to the preset charging temperature.

[0162] Optionally, the third determining module 604 includes:

[0163] An output submodule is configured to output a time gain corresponding to each of the preset charging temperatures and a heating energy consumption corresponding to each of the preset charging temperatures, so that a user can select a preset charging temperature based on the output content;

[0164] The third determining submodule is configured to determine the preset charging temperature selected by the user as the target heating temperature of the battery.

[0165] Optionally, the second determining module 603 is configured to:

[0166] According to the charging time corresponding to each preset charging temperature, determining the preset charging temperature with the shortest charging time as the candidate target heating temperature;

[0167] When the candidate target heating temperature is greater than the estimated arrival temperature, a heating energy consumption corresponding to each candidate preset charging temperature is determined, wherein the candidate preset charging temperature is a preset charging temperature among the preset charging temperatures whose temperature is greater than or equal to the estimated arrival temperature.

[0168] Optionally, the vehicle battery preheating device 600 may include:

[0169] The fourth determination module is configured to determine whether to start heating according to the duration gain corresponding to each of the preset charging temperatures and the heating energy consumption corresponding to each of the preset charging temperatures.

[0170] Optionally, the fourth determining module may include:

[0171] A second output submodule is configured to output a time gain corresponding to each of the preset charging temperatures and a heating energy consumption corresponding to each of the preset charging temperatures, so that a user can determine whether to turn on the heating based on the output content;

[0172] The fourth determining submodule is configured to determine to turn on the heating in response to receiving a heating-on instruction input by a user.

[0173] Optionally, the fourth determining module may include:

[0174] a fifth determination submodule, configured to determine, for each of the preset charging temperatures, a ratio of a duration gain corresponding to the preset charging temperature to a heating energy consumption corresponding to the preset charging temperature;

[0175] The sixth determination submodule is configured to determine to turn on the heating if there is a preset charging temperature whose ratio is less than or equal to a preset value.

[0176] Optionally, the heating module 605 includes:

[0177] a seventh determination submodule, configured to determine a current first target heating rate of the battery;

[0178] an eighth determination submodule, configured to determine, according to the first target heating rate, a currently estimated heating time for heating the battery from a current temperature to the target heating temperature;

[0179] The heating submodule is configured to heat the battery according to the current estimated heating time and the driving time of the vehicle to the target charging pile.

[0180] Optionally, the heating submodule is configured as follows:

[0181] If the current estimated heating time is greater than the driving time of the vehicle to the target charging pile, increasing the current heating power of the battery to obtain the target heating power of the battery;

[0182] If the current estimated heating time is less than the driving time of the vehicle to the target charging pile, reducing the current heating power of the battery to obtain the target heating power of the battery; and

[0183] If the current estimated heating time is equal to the driving time of the vehicle to the target charging pile, the current heating power of the battery is determined as the target heating power;

[0184] The battery is heated according to the target heating power.

[0185] Optionally, the heating submodule is further configured as:

[0186] If the current estimated heating time is greater than or less than the driving time of the vehicle to the target charging pile, determining a second target heating rate of the battery according to the driving time, the target heating temperature and the current temperature of the battery;

[0187] A target heating power for the battery is determined according to the second target heating rate.

[0188] Optionally, the heating submodule is further configured as:

[0189] Determining a heating start time for the battery according to the current estimated heating time and the driving time of the vehicle to the target charging pile;

[0190] When the heating start time is reached, the battery is heated according to the first target heating rate.

[0191] Optionally, the seventh determining submodule is configured to:

[0192] determining a current maximum heating power of the battery;

[0193] According to the preset correspondence between the heating power and the heating rate, the heating rate corresponding to the current maximum heating power is determined, and the heating rate corresponding to the current maximum heating power is determined as the current first target heating rate of the battery.

[0194] Optionally, the seventh determining submodule is configured to:

[0195] Determining an average heating rate of the battery over a preset period of time from a current moment;

[0196] The average heating rate is determined as a current first target heating rate of the battery.

[0197] Optionally, the vehicle battery preheating device 600 may further include:

[0198] a fifth determination module, configured to determine whether the vehicle can travel to the charging pile position according to the current power of the vehicle if the end position received from the user is the charging pile position;

[0199] The sixth determination module is configured to determine the charging pile corresponding to the charging pile position as the target charging pile if it is determined that the vehicle can travel to the charging pile position.

[0200] Optionally, the vehicle battery preheating device 600 may further include:

[0201] a seventh determination module, configured to determine the charging piles located on the path planned based on the current position and the end position, and estimate the estimated remaining power of the vehicle when it reaches each of the charging piles if it is determined that the vehicle cannot travel to the charging pile position, or the end position input by the user is not the charging pile position and the vehicle cannot travel to the end position;

[0202] An eighth determination module is configured to determine the charging pile whose estimated remaining power is greater than a preset threshold as the mid-way charging pile for the vehicle;

[0203] The ninth determination module is configured to determine the mid-route charging pile closest to the current position of the vehicle as the target charging pile.

[0204] Optionally, the vehicle battery preheating device 600 may further include:

[0205] The display module is configured to display at least one of the following information, the information including: an identification of each of the mid-way charging piles, an estimated remaining power of the vehicle when it reaches each of the mid-way charging piles, a time for the vehicle to reach each of the mid-way charging piles, a distance between the vehicle and each of the mid-way charging piles, and a charging time of each of the mid-way charging piles, wherein the charging time refers to the time it takes to charge the battery from the estimated remaining power when the vehicle reaches the mid-way charging pile to the target charging power.

[0206] Optionally, the vehicle battery preheating device 600 may further include:

[0207] A heating termination module is configured to terminate heating of the battery when the vehicle meets the following preset conditions;

[0208] The preset conditions include any one or more of the following conditions: the vehicle travels to the target charging pile, the battery of the vehicle is heated to the target heating temperature, and the remaining power of the vehicle when it is estimated to travel to the target charging pile is not greater than a preset threshold.

[0209] Regarding the device in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0210] The present disclosure also provides a computer-readable storage medium having computer program instructions stored thereon. When the program instructions are executed by a processor, the steps of the vehicle battery preheating method provided by the present disclosure are implemented.

[0211] Figure 7 700 is a block diagram of a vehicle according to an exemplary embodiment. For example, vehicle 700 may be a hybrid vehicle, a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other types of vehicles. Vehicle 700 may be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

[0212] Reference Figure 7 , the vehicle 700 may include various subsystems, for example, an infotainment system 710, a perception system 720, a decision control system 730, a drive system 740, and a computing platform 750. The vehicle 700 may also include more or fewer subsystems, and each subsystem may include multiple components. In addition, each subsystem and each component of the vehicle 700 may be interconnected by wire or wireless means.

[0213] In some embodiments, the infotainment system 710 may include a communication system, an entertainment system, and a navigation system, etc.

[0214] The perception system 720 may include several sensors for sensing information about the environment around the vehicle 700. For example, the perception system 720 may include a global positioning system (the global positioning system may be a GPS system, or a Beidou system or other positioning systems), an inertial measurement unit (IMU), a laser radar, a millimeter wave radar, an ultrasonic radar, and a camera.

[0215] The decision control system 730 may include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

[0216] The drive system 740 may include components that provide power movement for the vehicle 700. In one embodiment, the drive system 740 may include an engine, an energy source, a transmission system, and wheels. The engine may be one or a combination of an internal combustion engine, an electric motor, and an air compression engine. The engine is capable of converting energy provided by the energy source into mechanical energy.

[0217] Some or all functions of the vehicle 700 are controlled by a computing platform 750. The computing platform 750 may include at least one processor 751 and a memory 752, and the processor 751 may execute instructions 753 stored in the memory 752.

[0218] The processor 751 may be any conventional processor, such as a commercially available CPU. The processor may also include a graphics processor (Graphic Process Unit, GPU), a field programmable gate array (Field Programmable Gate Array, FPGA), a system on chip (System on Chip, SOC), an application specific integrated circuit (Application Specific Integrated Circuit, ASIC) or a combination thereof.

[0219] Memory 752 can be implemented by any type of volatile or nonvolatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk.

[0220] In addition to instructions 753 , memory 752 may also store data, such as road maps, route information, vehicle location, direction, speed, etc. The data stored in memory 752 may be used by computing platform 750 .

[0221] In the disclosed embodiment, the processor 751 may execute instruction 753 to complete all or part of the steps of the above-mentioned vehicle battery preheating method.

[0222] In addition, the word "exemplary" is used herein to indicate serving as an example, instance, or diagram. Any aspect or design described as "exemplary" in this article is not necessarily understood to be advantageous compared to other aspects or designs. On the contrary, the use of the word exemplary is intended to present concepts in a specific way. As used herein, the term "or" is intended to represent an inclusive "or" rather than an exclusive "or". That is, unless otherwise specified or clear from the context, "X applies A or B" is intended to represent any one of the natural inclusive arrangements. That is, if X applies A; X applies B; or X applies both A and B, "X applies A or B" is satisfied under any of the aforementioned examples. In addition, unless otherwise specified or clearly pointed to a singular form from the context, the articles "one" and "an" as used in this application and the appended claims are generally understood to mean "one or more".

[0223] Likewise, although the present disclosure has been shown and described with respect to one or more implementations, equivalent variations and modifications will occur to those skilled in the art after reading and understanding the specification and drawings. The present disclosure includes all such modifications and variations and is limited only by the scope of the claims. In particular, with respect to the various functions performed by the components (e.g., elements, resources, etc.) described above, unless otherwise noted, the terms used to describe such components are intended to correspond to any component (functionally equivalent) that performs the specific functions of the described components, even if the structure is not equivalent to the disclosed structure. In addition, although the specific features of the present disclosure may have been disclosed with respect to only one of several implementations, such features may be combined with one or more other features of other implementations as may be desired and conducive to any given or specific application. In addition, with respect to "including", "having", "having", "having", or variations thereof used in the specific embodiments or claims, such terms are intended to be inclusive in a manner similar to the term "comprising".

[0224] Those skilled in the art will readily appreciate other embodiments of the present disclosure after considering the specification and practicing the invention disclosed herein. This application is intended to cover any modification, use or adaptation of the present disclosure, which follows the general principles of the present disclosure and includes common knowledge or customary techniques in the art that are not disclosed in the present disclosure. The specification and examples are intended to be exemplary only, and the true scope and spirit of the present disclosure are indicated by the appended claims.

[0225] It should be understood that the present disclosure is not limited to the exact structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

Claims

1. A vehicle battery preheating method, characterized in that: include: During the process of the vehicle driving to the target charging pile, determining the estimated remaining power and the estimated reaching temperature of the battery when the vehicle drives to the target charging pile; According to the remaining power, the preset target charging power and the charging power of the target charging pile, the charging time corresponding to each of the plurality of preset charging temperatures is estimated, and according to the charging time corresponding to each preset charging temperature and the charging time corresponding to the estimated arrival temperature, a time gain corresponding to each preset charging temperature is determined; Determining a heating energy consumption corresponding to each of the preset charging temperatures, the heating energy consumption being the energy consumed in heating from the estimated arrival temperature to the preset charging temperature; Determining a current target heating temperature of the battery from among the plurality of preset charging temperatures according to a duration gain corresponding to each of the preset charging temperatures and a heating energy consumption corresponding to each of the preset charging temperatures; The battery is heated according to the current temperature of the battery and the target heating temperature.

2. The method according to claim 1, characterized in that The determining the current target heating temperature of the battery from the plurality of preset charging temperatures according to the duration gain corresponding to each of the preset charging temperatures and the heating energy consumption corresponding to each of the preset charging temperatures includes: For each of the preset charging temperatures, determining a heating cost corresponding to the preset charging temperature according to a duration gain corresponding to the preset charging temperature and a heating energy consumption corresponding to the preset charging temperature; A current target heating temperature of the battery is determined from among the plurality of preset charging temperatures according to the heating cost value.

3. The method according to claim 2, characterized in that The determining the heating cost corresponding to the preset charging temperature according to the duration gain corresponding to the preset charging temperature and the heating energy consumption corresponding to the preset charging temperature includes: The sum of the product of the duration gain corresponding to the preset charging temperature and the preset time weight and the product of the heating energy consumption and the preset energy consumption weight is determined as the heating cost corresponding to the preset charging temperature; The sum of the time weight and the energy consumption weight is 1.

4. The method according to claim 2, characterized in that: The determining the heating cost corresponding to the preset charging temperature according to the duration gain corresponding to the preset charging temperature and the heating energy consumption corresponding to the preset charging temperature includes: The ratio of the duration gain corresponding to the preset charging temperature to the heating energy consumption corresponding to the preset charging temperature is determined as the heating cost corresponding to the preset charging temperature.

5. The method according to claim 1, characterized in that The determining the current target heating temperature of the battery from the plurality of preset charging temperatures according to the duration gain corresponding to each of the preset charging temperatures and the heating energy consumption corresponding to each of the preset charging temperatures includes: Outputting the duration gain corresponding to each of the preset charging temperatures and the heating energy consumption corresponding to each of the preset charging temperatures, so that the user can select a preset charging temperature based on the output content; A preset charging temperature selected by a user is determined as a target heating temperature of the battery.

6. The method according to claim 1, characterized in that The determining the heating energy consumption corresponding to each of the preset charging temperatures includes: According to the charging time corresponding to each preset charging temperature, determining the preset charging temperature with the shortest charging time as the candidate target heating temperature; When the candidate target heating temperature is greater than the estimated arrival temperature, a heating energy consumption corresponding to each candidate preset charging temperature is determined, wherein the candidate preset charging temperature is a preset charging temperature among the preset charging temperatures whose temperature is greater than or equal to the estimated arrival temperature.

7. The method according to claim 1, characterized in that The method further comprises: It is determined to start heating according to the time gain corresponding to each of the preset charging temperatures and the heating energy consumption corresponding to each of the preset charging temperatures.

8. The method according to claim 7, characterized in that The step of determining to start heating according to the duration gain corresponding to each of the preset charging temperatures and the heating energy consumption corresponding to each of the preset charging temperatures includes: Outputting the time gain corresponding to each of the preset charging temperatures and the heating energy consumption corresponding to each of the preset charging temperatures, so that the user can determine whether to turn on the heating based on the output content; In response to receiving a heating-on indication input by a user, it is determined to turn on the heating.

9. The method according to claim 7, characterized in that: The step of determining to start heating according to the duration gain corresponding to each of the preset charging temperatures and the heating energy consumption corresponding to each of the preset charging temperatures includes: For each of the preset charging temperatures, determining a ratio of a duration gain corresponding to the preset charging temperature to a heating energy consumption corresponding to the preset charging temperature; If there is a preset charging temperature whose ratio is less than or equal to the preset value, it is determined to turn on the heating.

10. The method according to any one of claims 1 to 9, characterized in that The step of heating the battery according to the current temperature of the battery and the target heating temperature includes: determining a current first target heating rate of the battery; determining, according to the first target heating rate, a currently estimated heating time for heating the battery from a current temperature to the target heating temperature; The battery is heated according to the current estimated heating time and the driving time of the vehicle to the target charging pile.

11. The method according to claim 10, characterized in that The heating of the battery according to the current estimated heating time and the driving time of the vehicle to the target charging pile includes: If the current estimated heating time is greater than the driving time of the vehicle to the target charging pile, increasing the current heating power of the battery to obtain the target heating power of the battery; If the current estimated heating time is less than the driving time of the vehicle to the target charging pile, reducing the current heating power of the battery to obtain the target heating power of the battery; and If the current estimated heating time is equal to the driving time of the vehicle to the target charging pile, the current heating power of the battery is determined as the target heating power; The battery is heated according to the target heating power.

12. The method according to claim 10, characterized in that The step of heating the battery according to the current estimated heating time and the driving time of the vehicle to the target charging pile further includes: If the current estimated heating time is greater than or less than the driving time of the vehicle to the target charging pile, determining a second target heating rate of the battery according to the driving time, the target heating temperature and the current temperature of the battery; A target heating power for the battery is determined according to the second target heating rate.

13. The method according to claim 10, characterized in that The step of heating the battery according to the current estimated heating time and the driving time of the vehicle to the target charging pile further includes: Determining a heating start time for the battery according to the current estimated heating time and the driving time of the vehicle to the target charging pile; When the heating start time is reached, the battery is heated according to the first target heating rate.

14. The method according to claim 10, characterized in that The determining of a current first target heating rate of the battery comprises: determining a current maximum heating power of the battery; According to the preset correspondence between the heating power and the heating rate, the heating rate corresponding to the current maximum heating power is determined, and the heating rate corresponding to the current maximum heating power is determined as the current first target heating rate of the battery.

15. The method according to claim 10, characterized in that The determining of a current first target heating rate of the battery comprises: Determining an average heating rate of the battery over a preset period of time from a current moment; The average heating rate is determined as a current first target heating rate of the battery.

16. The method according to any one of claims 1 to 9, characterized in that The method further comprises: If the destination position received from the user is a charging pile position, determining whether the vehicle can travel to the charging pile position according to the current power of the vehicle; If it is determined that the vehicle can travel to the charging pile position, the charging pile corresponding to the charging pile position is determined as the target charging pile.

17. The method according to claim 16, characterized in that The method further comprises: If it is determined that the vehicle cannot drive to the charging pile position, or the end position input by the user is not the charging pile position and the vehicle cannot drive to the end position, then determine the charging piles located on the path planned based on the current position and the end position, and estimate the estimated remaining power of the vehicle when it drives to each of the charging piles; Determine the charging pile whose estimated remaining power is greater than a preset threshold as the mid-way charging pile for the vehicle; The intermediate charging pile closest to the current position of the vehicle is determined as the target charging pile.

18. The method according to claim 17, characterized in that The method further comprises: Display at least one of the following information, the information including: an identification of each of the mid-way charging piles, an estimated remaining power of the vehicle when it reaches each of the mid-way charging piles, a time for the vehicle to reach each of the mid-way charging piles, a distance between the vehicle and each of the mid-way charging piles, and a charging time of each of the mid-way charging piles, wherein the charging time refers to a time for charging the battery from the estimated remaining power when the vehicle reaches the mid-way charging pile to a target charging power.

19. The method according to any one of claims 1 to 9, characterized in that The method further comprises: When the vehicle meets the following preset conditions, terminating heating the battery; The preset conditions include any one or more of the following conditions: the vehicle travels to the target charging pile, the battery of the vehicle is heated to the target heating temperature, and the remaining power of the vehicle when it is estimated to travel to the target charging pile is not greater than a preset threshold.

20. A vehicle battery preheating device, characterized in that: include: A first determination module is configured to determine an estimated remaining power and an estimated arrival temperature of a battery when the vehicle drives to a target charging pile during the process of the vehicle driving to the target charging pile; A first estimation module is configured to estimate the charging time corresponding to each of a plurality of preset charging temperatures according to the remaining power, the preset target charging power and the charging power of the target charging pile, and determine the time gain corresponding to each preset charging temperature according to the charging time corresponding to each preset charging temperature and the charging time corresponding to the estimated arrival temperature; A second determination module is configured to determine a heating energy consumption corresponding to each of the preset charging temperatures, wherein the heating energy consumption is energy consumed in heating from the estimated arrival temperature to the preset charging temperature; A third determination module is configured to determine a current target heating temperature of the battery from the plurality of preset charging temperatures according to a duration gain corresponding to each of the preset charging temperatures and a heating energy consumption corresponding to each of the preset charging temperatures; The heating module is configured to heat the battery according to the current temperature of the battery and the target heating temperature.

21. A vehicle, characterized in that: include: processor; a memory for storing processor-executable instructions; The processor is configured to execute the instructions to implement the steps of the vehicle battery preheating method according to any one of claims 1-19.

22. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the vehicle battery preheating method according to any one of claims 1 to 19 are implemented.

23. A computer program product, characterized in that The invention comprises a computer program, which, when executed by a processor, implements the steps of the vehicle battery preheating method according to any one of claims 1 to 19.

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