Battery heating control method and device, equipment, storage medium and program product

Abstract

The embodiment of the invention provides a battery heating control method and device, equipment, a storage medium and a program product. The method comprises the following steps: when a battery of a target vehicle is in a low-temperature environment, acquiring a reference mileage; and if the estimated remaining mileage of the current driving of the target vehicle is greater than or equal to the reference mileage, heating the battery. According to the method, the accuracy of heating the battery of the vehicle can be improved.

Description

Technical Field

[0001] The present application relates to the field of battery technology, and in particular to a battery heating control method, device, equipment, storage medium and program product. Background Art

[0002] In the field of vehicles, vehicle electrification has become a current development trend. Current new energy vehicles can be powered by batteries. When the battery is in a low-temperature working environment, the battery capacity will decay. Currently, the battery can be heated to increase the battery capacity and thus increase the vehicle's range. However, battery heating will also consume the battery's own power and reduce the vehicle's range. The current method of heating the battery of a vehicle in a low-temperature environment has the problem of low accuracy.

[0003] Therefore, how to improve the accuracy of heating the battery of a vehicle is an issue that needs to be addressed urgently. Summary of the invention

[0004] The embodiments of the present application provide a battery heating control method, device, equipment, storage medium and program product to achieve the effect of accurately heating the battery of a vehicle.

[0005] In a first aspect, an embodiment of the present application provides a battery heating control method, comprising:

[0006] When the battery of the target vehicle is in a low temperature environment, obtain a reference mileage;

[0007] If the estimated remaining mileage of the target vehicle during this trip is greater than or equal to the reference mileage, the battery is heated.

[0008] In a second aspect, an embodiment of the present application provides a battery heating control device, including:

[0009] An acquisition module, used for acquiring a reference mileage when a battery of a target vehicle is in a low temperature environment;

[0010] The processing module is used to heat the battery if the estimated remaining mileage of the target vehicle this time is greater than or equal to the reference mileage.

[0011] In a third aspect, an embodiment of the present application provides an electronic device, including: a memory, a processor;

[0012] The memory stores computer-executable instructions;

[0013] The processor executes the computer-executable instructions stored in the memory, so that the processor executes the above first aspect and / or various possible implementations of the first aspect.

[0014] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, in which computer-executable instructions are stored. When the computer-executable instructions are executed by a processor, they are used to implement the first aspect above and / or various possible implementations of the first aspect.

[0015] In a fifth aspect, an embodiment of the present application provides a computer program product, including a computer program, which, when executed by a processor, implements the above first aspect and / or various possible implementation methods of the first aspect.

[0016] The battery heating control method, device, equipment, storage medium and program product provided in the embodiments of the present application, when the battery of the target vehicle is in a low temperature environment, obtains a reference mileage and compares the estimated remaining mileage of the target vehicle's current travel with the reference mileage. If the estimated remaining mileage of the target vehicle's current travel is greater than or equal to the reference mileage, it indicates that heating the battery can enable the target vehicle to consume less battery energy when traveling the estimated remaining mileage, thereby improving the vehicle's cruising range. It is determined that the battery is heated, thereby improving the accuracy of battery heating of the vehicle's battery, thereby improving the vehicle's cruising range. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0018] Figure 1 A schematic diagram of a flow chart of a battery heating control method provided in an embodiment of the present application;

[0019] Figure 2 A schematic diagram of a battery energy consumption curve provided in an embodiment of the present application;

[0020] Figure 3 A schematic flow chart of another battery heating control method provided in an embodiment of the present application;

[0021] Figure 4 A schematic flow chart of another battery heating control method provided in an embodiment of the present application;

[0022] Figure 5 A flowchart of another battery heating control method provided in an embodiment of the present application;

[0023] Figure 6 A flowchart of another battery heating control method provided in an embodiment of the present application;

[0024] Figure 7 A flowchart of another battery heating control method provided in an embodiment of the present application;

[0025] Figure 8 A flowchart of another battery heating control method provided in an embodiment of the present application;

[0026] Fig. 9 A flowchart of another battery heating control method provided in an embodiment of the present application;

[0027] Fig.10 A flowchart of another battery heating control method provided in an embodiment of the present application;

[0028] Fig.11 A flowchart of another battery heating control method provided in an embodiment of the present application;

[0029] Fig.12 A schematic diagram of the structure of a battery heating control device provided in an embodiment of the present application;

[0030] Fig.13 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application.

[0031] The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0032] 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 implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0033] First, the current methods for controlling battery heating are introduced:

[0034] At present, the current temperature of the power battery is detected in real time to determine whether the current temperature of the power battery is lower than the preset temperature threshold. If the current temperature of the power battery is lower than the preset temperature threshold, the equilibrium temperature of the power battery is determined according to the current temperature and the performance parameters of the power battery, and the heating time required to heat from the current temperature to the equilibrium temperature is determined according to the equilibrium temperature and the current temperature. The current estimated driving time of the vehicle is determined, and according to the heating time and the estimated driving time, it is determined whether to heat the power battery.

[0035] However, the inventors found that when the battery is in a low temperature environment, not only will battery heating cause additional energy consumption, but the low temperature will also affect the vehicle's driving energy consumption. The prior art only compares the estimated driving time with the heating time to determine whether to heat the battery, without considering the specific energy consumption of the battery, resulting in a low accuracy rate in determining whether to heat the battery.

[0036] In view of this, the present application provides a battery heating control method. When the battery of a target vehicle is in a low temperature environment, a reference mileage is obtained, and the estimated remaining mileage of the target vehicle for this trip is compared with the reference mileage. If the estimated remaining mileage of the target vehicle for this trip is greater than or equal to the reference mileage, it indicates that heating the battery can enable the target vehicle to consume less battery energy when traveling the estimated remaining mileage, thereby improving the vehicle's cruising range. It is determined that the battery is heated, thereby improving the accuracy of battery heating of the vehicle's battery, thereby improving the vehicle's cruising range.

[0037] The execution subject of the battery heating control method provided in the present application may be a terminal device with data processing function, or a processing chip of the terminal device, or software or program code for implementing the data processing method. When the execution subject is a terminal device with data processing function, the terminal device may be, for example, a computing device such as a car computer or a computer with computing function, and the computing device may be deployed with software or program code for running the battery heating control method, and the software or program code is used to control whether to heat the battery.

[0038] The technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems are described in detail below through specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0039] Figure 1 A flowchart of a battery heating control method provided in an embodiment of the present application. Figure 1 As shown, the method includes:

[0040] S101. When a battery of a target vehicle is in a low temperature environment, obtain a reference mileage.

[0041] When the battery of the target vehicle is in a low temperature environment, if the battery is not heated, although the energy consumption of the battery will be reduced (that is, there is no additional energy consumption caused by heating the battery), the temperature of the battery will only rise slowly due to the heat generated by the operation of the battery, causing the battery to be in a low temperature environment for a long time, resulting in low discharge energy efficiency and low battery capacity retention rate, resulting in a shorter cruising range of the target vehicle.

[0042] If the battery is heated, the temperature rise rate of the battery can be increased, thereby reducing the time the battery is in a low temperature environment, thereby improving the battery's discharge energy efficiency and battery capacity retention rate, and increasing the range of the target vehicle. However, heating the battery consumes additional energy, that is, in this case, the battery's energy consumption includes the energy consumption caused by the driving of the target vehicle and the energy consumption caused by heating the battery.

[0043] Assuming the target vehicles have the same driving status, Figure 2 A schematic diagram of a battery energy consumption curve provided in an embodiment of the present application. Figure 2 The horizontal axis in the middle is the mileage of the target vehicle, and the vertical axis is the energy value corresponding to the energy consumption of the battery. For the energy consumption curve under battery heating, when the mileage is short, the energy consumption of the battery is due to the additional energy consumption caused by heating the battery, resulting in a larger change rate of the energy consumption curve at the initial stage. As the battery is heated, the battery temperature rises rapidly. Compared with not heating the battery, the battery can maintain more effective capacity. When driving the same mileage, the energy consumption of the battery will be lower than the energy consumption when the battery is not heated, resulting in a lower change rate of the energy consumption curve at this time than the change rate of the energy consumption curve when the battery is not heated. Therefore, the energy consumption curve when the battery is heated will have an intersection with the energy consumption curve when the battery is not heated. If the mileage of the target vehicle is less than the mileage corresponding to the intersection, when the battery is not heated, the energy consumption of the battery is lower, the remaining energy of the battery is more, and the target vehicle can maintain a longer cruising range; if the mileage of the target vehicle is greater than the mileage corresponding to the intersection, when the battery is heated, the energy consumption of the battery is lower, the remaining energy of the battery is more, and the target vehicle can maintain a longer cruising range.

[0044] Therefore, when the battery of the target vehicle is in a low temperature environment, the energy consumption of the battery is predicted when the target vehicle is running with the battery heated, and the energy consumption of the battery is predicted when the target vehicle is running without the battery heated. The mileage corresponding to the energy consumption of the battery under heating and non-heating conditions is the same as the reference mileage. The reference mileage is compared with the estimated remaining mileage of the target vehicle this time to determine whether to heat the battery to reduce the energy consumption of the battery, thereby improving the cruising range of the target vehicle.

[0045] If the estimated remaining mileage of the target vehicle for this trip is greater than or equal to the reference mileage, it indicates that heating the battery can reduce the energy consumption of the battery, and step S102 is executed; if the estimated remaining mileage of the target vehicle for this trip is less than the reference mileage, it indicates that not heating the battery can reduce the energy consumption of the battery, and step S103 is executed without heating the battery.

[0046] Optionally, since the remaining energy of the battery is the same at the initial moment, and the capacity of the battery is the same at the initial moment, when the energy consumed by the battery is the same, the corresponding remaining energy and remaining capacity are also the same. Therefore, the change in the remaining energy of the battery or the change in the remaining capacity can also be used as the basis for determining the reference mileage instead of the change in the energy consumption of the battery.

[0047] In one possible implementation, the reference mileage may be obtained by real-time calculation based on the above principle. In another possible implementation, the reference mileage may also be obtained from a reference mileage mapping relationship obtained in a preliminary experiment based on the current battery state and battery temperature. For example, the reference mileage corresponding to different battery temperatures under different battery remaining energy or battery remaining capacity at the initial moment is obtained through preliminary experiments. At this time, the corresponding reference mileage is obtained based on the current battery remaining energy or battery remaining capacity of the target vehicle, as well as the battery temperature.

[0048] Optionally, the reference mileage may be obtained before the target vehicle travels or during the travel of the target vehicle. If the reference mileage is obtained before the target vehicle travels, the estimated remaining mileage of the target vehicle for this travel is the mileage that the target vehicle is about to travel, and a comparison between the mileage that the target vehicle is about to travel and the reference mileage is used to determine whether the battery needs to be heated. If the reference mileage is obtained during the travel of the target vehicle, the estimated remaining mileage of the target vehicle for this travel is the mileage that the target vehicle needs to continue to travel subsequently, and a comparison between the mileage that the target vehicle needs to continue to travel and the reference mileage is used to determine whether the battery needs to be heated.

[0049] S102: heating the battery.

[0050] The battery can be heated by electric heating, self-heating, liquid heating, direct heating, etc. The present application does not limit the heating method for heating the battery.

[0051] The method provided in the embodiment of the present application, when the battery of the target vehicle is in a low temperature environment, obtains a reference mileage and compares the estimated remaining mileage of the target vehicle's current travel with the reference mileage. If the estimated remaining mileage of the target vehicle's current travel is greater than or equal to the reference mileage, it indicates that heating the battery can enable the target vehicle to consume less battery energy when traveling the estimated remaining mileage, thereby improving the vehicle's cruising range. It is determined that the battery is heated, thereby improving the accuracy of heating the battery of the vehicle, thereby improving the vehicle's cruising range.

[0052] Since it is necessary to compare the estimated remaining mileage of the target vehicle this time with the reference mileage to determine whether to heat the battery, the method further includes obtaining the estimated remaining mileage of the target vehicle this time.

[0053] Optionally, the estimated remaining mileage can be obtained based on the navigation information of the target vehicle's current trip. For example, if the target vehicle uses a navigation function for this trip, the mileage that the target vehicle will travel corresponding to this trip, or the remaining mileage required for this trip, can be obtained based on the navigation information in the navigation function corresponding to this trip. The navigation information can be obtained from a navigation application in the vehicle system, or from a mobile phone navigation, tablet navigation, etc. connected to the vehicle system.

[0054] Optionally, the estimated remaining mileage of the target vehicle for this trip can also be obtained in response to user input. For example, the target vehicle's vehicle system can be instructed to output an interface for the user to input the estimated remaining mileage, and the estimated remaining mileage can be obtained in response to the user's input on the interface. Alternatively, after obtaining the reference mileage, the reference mileage can be output so that the user can choose whether to heat the battery based on the reference mileage.

[0055] For example, if it is determined based on the user's own selection whether to heat the battery, the user may be instructed by instructing the vehicle system of the target vehicle: "The current battery temperature is low. If the estimated remaining mileage is less than or equal to the reference mileage X, it is recommended not to turn on the battery heating. If the estimated remaining mileage is greater than the reference mileage X, it is recommended to turn on the battery heating to increase the cruising range." If the user chooses to turn on the battery heating, in response to the user's selection operation, the battery heating confirmation information corresponding to the user's selection operation is received to heat the battery; if the user chooses not to turn on the battery heating or does not make a selection, it indicates that the battery heating confirmation information is not received and the battery is not heated.

[0056] In one possible implementation, if the battery heating confirmation information is not received, it indicates that the user may not notice the need to choose whether to turn on the battery heating, or the user does not need to heat the battery. In the former case, that is, the user may not notice the need to choose whether to turn on the battery heating, when the actual mileage of the target vehicle is greater than the reference mileage, the battery can be heated to reduce the subsequent battery energy consumption and increase the range of the target vehicle.

[0057] In one possible implementation, if the reference mileage cannot be obtained, or if the estimated remaining mileage is less than the reference mileage, the battery will not be heated. The battery is not heated when the reference mileage cannot be obtained or the estimated remaining mileage is less than the reference mileage, mainly because the additional energy consumption caused by heating the battery may have a greater negative impact on the overall endurance in the case of short-distance driving. If the remaining mileage is short, although not heating the battery will face efficiency problems caused by low battery temperature, it can avoid the additional energy consumed by heating the battery, thereby potentially reducing total energy consumption within a limited mileage and ensuring that the vehicle can travel to its destination.

[0058] Next, a detailed introduction is given on how to determine whether the battery of the target vehicle is in a low temperature environment. Figure 3 A schematic diagram of another battery heating control method provided in an embodiment of the present application. Figure 3 As shown, the method may also include:

[0059] S301. Obtain the battery temperature of the target vehicle.

[0060] The battery temperature may be obtained, for example, through a battery management system of the target vehicle, or through a temperature sensor on the battery, etc., and this application does not impose any restrictions on this.

[0061] S302: If the battery temperature is less than or equal to a first temperature threshold, it is determined that the battery of the target vehicle is in a low temperature environment.

[0062] Among them, the first temperature threshold can be set according to actual needs (for example, according to the recommended working environment of the battery, the type of battery, etc.), for example, it can be 0 degrees Celsius, -10 degrees Celsius, etc., and this application does not impose any restrictions on this.

[0063] If the battery temperature is less than or equal to the first temperature threshold, it indicates that the battery has a low discharge energy efficiency and a low battery capacity retention rate at the battery temperature, and the battery may need to be heated to improve the battery discharge energy efficiency and battery capacity retention rate, so as to increase the cruising range of the target vehicle. Therefore, when the battery temperature is less than or equal to the first temperature threshold, it is determined that the battery of the target vehicle is in a low temperature environment.

[0064] Optionally, since heating the battery consumes extra energy, when the battery's state of charge (State of Charge) is low, the battery heating is not turned on in order to minimize the total energy consumption of the limited remaining mileage. Therefore, before obtaining the reference mileage in the aforementioned step S101, in addition to determining whether the battery is in a low-temperature environment based on the battery temperature, it is also necessary to further consider the battery's SOC, such as determining the relationship between the battery's SOC and a preset threshold. In this implementation, the initial SOC of the battery is obtained (for example, it may be obtained from a battery management system), and it is determined whether the initial SOC is greater than or equal to a preset SOC threshold, and whether the battery temperature is less than or equal to a second temperature threshold (which has the same function as the first temperature threshold, and the second temperature threshold may be the same temperature value as the first temperature threshold, or may be different). If the initial SOC is greater than or equal to the preset SOC threshold, and the battery temperature is less than or equal to the second temperature threshold, then it indicates that the battery of the target vehicle is in a low-temperature environment, and the battery's SOC indicates that the remaining mileage of the target vehicle is sufficient. Therefore, it is confirmed that the battery of the target vehicle is in a low-temperature environment, and the aforementioned Figure 1 to determine whether the battery needs to be heated.

[0065] Next, taking the real-time calculation and acquisition of reference mileage as an example, how to obtain the reference mileage in the aforementioned step S101 is described in detail. Figure 4 A flowchart of another battery heating control method provided in an embodiment of the present application is shown below. Figure 4 As shown, the aforementioned step S101 may specifically include:

[0066] S401, obtaining first predicted driving data of a target vehicle in a battery non-heating state and second predicted driving data of the target vehicle in a battery heating state.

[0067] The first predicted driving data includes first remaining energy data and first mileage data, and the second predicted driving data includes second remaining energy data and second mileage data.

[0068] The predicted driving data of the target vehicle is obtained by predicting the energy change and mileage change of the target vehicle during future driving. When the target vehicle is in a battery non-heating state, the energy change during future driving only includes the energy change caused by the vehicle's driving energy consumption. When the target vehicle is in a battery heating state, the energy change during future driving includes the energy change caused by the vehicle's driving energy consumption and the energy change caused by battery heating.

[0069] According to the energy change of the target vehicle in the battery non-heating state and the current battery remaining energy of the target vehicle, the first remaining energy data in the first predicted driving data can be predicted. According to the energy change of the target vehicle in the battery heating state and the current battery remaining energy of the target vehicle, the second remaining energy data in the second predicted driving data can be predicted.

[0070] The mileage data of the target vehicle can be calculated based on the predicted speed and predicted driving time of the target vehicle. Specifically, the mileage data corresponding to the target vehicle at different predicted driving time points can be obtained based on the product of the predicted speed and the predicted driving time.

[0071] The predicted speed can be obtained based on the user's historical speed information obtained from big data (for example, the average speed of the historical speed information is used as the predicted speed). Alternatively, the predicted speed can be inferred based on an artificial intelligence algorithm combined with navigation, road conditions and other information. Optionally, the predicted speed can also be adjusted based on the driving mode of the target vehicle, the user's historical speed information, or the artificial intelligence algorithm inference result. For example, different adjustment coefficients can be set for different driving modes (such as sports mode multiplied by a coefficient of 1.4; normal mode multiplied by a coefficient of 1.0; energy-saving mode multiplied by a coefficient of 0.8) to obtain the predicted speed, etc.

[0072] S402: Obtain reference mileage according to the first predicted driving data and the second predicted driving data.

[0073] Specifically, the target point may be determined according to the first remaining energy data, the first mileage data, the second remaining energy data, and the second mileage data, wherein the target point is a point where the first remaining energy data is the same as the second remaining energy data and the first mileage data is the same as the second mileage data.

[0074] For example, a target point can be determined based on a first curve of remaining energy data and mileage data corresponding to the first predicted driving data, and a second curve of remaining energy data and mileage data corresponding to the second predicted driving data. The target point is the intersection of the first curve and the second curve, which indicates that the first remaining energy data is the same as the second remaining energy data, and the first mileage data is the same as the second mileage data.

[0075] Determine the reference mileage based on the mileage corresponding to the target point.

[0076] Hereinafter, how to obtain the first predicted driving data of the target vehicle in a battery non-heating state and how to obtain the second predicted driving data of the target vehicle in a battery heating state will be described respectively.

[0077] Get the first predicted driving data:

[0078] Figure 5 A flowchart of another battery heating control method provided in an embodiment of the present application is shown below. Figure 5 As shown, the aforementioned step S401 may specifically include:

[0079] S501, obtaining the initial remaining energy of the battery, the initial temperature of the battery, the battery parameters, the ambient temperature, and the predicted speed of the target vehicle.

[0080] Among them, the initial remaining energy of the battery is the remaining energy of the battery when the reference mileage is obtained. The initial temperature of the battery is the temperature of the battery when the reference mileage is obtained. The battery parameters may include parameters such as the heat transfer coefficient of the battery, the surface area of ​​the battery, the specific heat capacity of the battery, and the mass of the battery. The ambient temperature is the temperature of the environment where the target vehicle is located. The predicted speed of the target vehicle is the predicted speed described in the aforementioned step S401, and its concept and acquisition method are not repeated here.

[0081] The initial temperature of the battery can be obtained by a battery management system or a temperature sensor of the battery. The battery parameters are fixed parameters and can be pre-configured data. The ambient temperature can be obtained by an ambient sensor of the target vehicle or can be obtained from a third party (such as a network, other electronic devices, etc.).

[0082] Optionally, the initial remaining energy of the battery may be directly obtained from the battery, for example, through a battery management system of the target vehicle, etc. Alternatively, the initial remaining energy of the battery may also be obtained based on the effective remaining capacity of the battery at the initial moment (i.e., the moment when the reference mileage is obtained) and the battery voltage at the initial moment.

[0083] When the initial remaining energy of the battery is obtained based on the effective remaining capacity of the battery at the initial moment and the battery voltage at the initial moment, the initial remaining energy of the battery can be obtained based on the product of the effective remaining capacity of the battery at the initial moment and the battery voltage at the initial moment.

[0084] Specifically, the effective remaining capacity of the battery at the initial moment can be obtained based on the rated capacity of the battery and the SOC at the initial moment, and the battery voltage at the initial moment can be obtained based on the SOC at the initial moment. The battery voltage at the initial moment can be obtained based on the correlation function of SOC and battery voltage and the SOC at the initial moment. The correlation function of SOC and battery voltage can be obtained based on the battery state of charge-open circuit voltage (State of Charge-Open Circuit Voltage, SOC-OCV) curve of the battery.

[0085] For example, the initial remaining energy of the battery can be calculated using the following formula (1):

[0086] E remain,1=C remain,1 *U current,1 (SOC1)=C rated *SOC1*U current,1 (SOC1) (1)

[0087] Among them, E remain,1 is the initial remaining energy of the battery, C remain,1 is the effective remaining capacity of the battery at the initial moment, U current,1 (SOC1) is the battery voltage at the initial time obtained based on the SOC at the initial time. rated is the rated capacity of the battery, and SOC1 is the SOC at the initial moment.

[0088] S502: predict the battery temperature and the battery remaining energy of the current cycle according to the initial remaining energy of the battery, the initial temperature of the battery, the predicted speed, the ambient temperature, and the battery parameters.

[0089] In this step, when the speed of the target vehicle is different, the self-heating energy of the battery when working is different, which will affect the temperature change of the battery; and the different ambient temperatures will also affect the heat dissipation of the battery, thereby affecting the temperature change of the battery; in addition, the battery parameters such as the specific heat capacity of the battery, the mass of the battery, the heat transfer coefficient of the battery, and the surface area of ​​the battery will also affect the temperature change of the battery. Therefore, the battery temperature of the current cycle can be predicted based on the initial battery temperature, the predicted speed, the ambient temperature, and the battery parameters.

[0090] Different battery temperatures will affect the battery's discharge energy efficiency, and thus affect the battery's energy consumption during the target vehicle's driving process. In addition, when the target vehicle's speed is different, the battery's energy consumption during its driving process is also different. Therefore, the battery's energy consumption in the current cycle can be predicted based on the predicted battery temperature and predicted speed of the current cycle, and then the battery's remaining energy in the current cycle can be predicted based on the battery's initial remaining energy and the battery's energy consumption in the current cycle.

[0091] S503: predict the battery temperature and the remaining battery energy of the next cycle according to the battery temperature, the predicted speed, the ambient temperature, the battery parameters, and the remaining battery energy of the current cycle.

[0092] In this step, the battery temperature of the current cycle is used to replace the initial battery temperature in step S502, and the battery remaining energy of the current cycle is used to replace the initial remaining energy in step S502. Then, the battery temperature of the next cycle and the battery remaining energy of the next cycle are predicted by the prediction method in S502.

[0093] That is, referring to S502, the battery temperature of the next cycle can be predicted based on the battery temperature, predicted speed, ambient temperature, and battery parameters of the current cycle. The battery remaining energy of the next cycle can be predicted based on the battery temperature of the current cycle, the predicted speed of the next cycle, and the predicted battery remaining energy of the next cycle.

[0094] S504: Iterate the calculation until the remaining battery energy reaches the target value.

[0095] By continuously iterating the above steps S502-S503, the battery temperature and the battery remaining energy corresponding to each cycle can be obtained in sequence. The iterative stop condition can be set according to actual needs, that is, the iteration calculation stops when the battery remaining energy reaches the target value.

[0096] Optionally, the target value may be, for example, the remaining battery energy of a certain cycle in the current non-heating state of the battery, which is the same as the remaining battery energy of a certain cycle in the iterative calculation using a similar method in the battery heating state. Alternatively, the target value may also be a value set according to actual needs, such as 0. When the target value is 0, that is, the iterative calculation stops when the remaining battery energy reaches 0. Alternatively, the target value may also be any other value, which is not limited in this application.

[0097] S505 . Obtain first predicted driving data of the target vehicle in a battery non-heating state according to the remaining battery energy and predicted driving mileage corresponding to each cycle in the iterative calculation.

[0098] The predicted mileage is obtained based on the predicted speed. The predicted mileage is calculated based on the predicted speed and the duration corresponding to each cycle. For example, the mileage in each cycle is obtained based on the product of the predicted speed used in each cycle and the duration corresponding to each cycle. According to the time sequence of each cycle, the mileage in each cycle is accumulated to obtain the predicted mileage corresponding to the cycle (that is, the cumulative sum of the mileage in the cycle and the mileage of all cycles before the cycle).

[0099] The remaining battery energy corresponding to each cycle in the iterative calculation and the predicted mileage corresponding to each cycle are recorded, and the first predicted driving data of the target vehicle in a battery non-heating state is generated according to the remaining battery energy corresponding to each cycle and the predicted mileage corresponding to each cycle.

[0100] It should be understood that when the battery is not heated, the temperature change of the battery is only related to the heat generated by the battery itself and the heat dissipation when the battery is working. Therefore, the temperature change of the battery can be predicted based on the predicted battery heat generation and predicted battery heat dissipation in each cycle, and the predicted battery temperature at the end of each cycle (i.e., the start time of the next cycle) can be obtained based on the battery temperature change and the battery temperature at the start time of each cycle.

[0101] Figure 6 A flowchart of another battery heating control method provided in an embodiment of the present application is shown below. Figure 6 As shown, based on the battery temperature of the current cycle, the prediction speed, the ambient temperature, and the battery parameters, the battery temperature of the next cycle is predicted, which may specifically include:

[0102] S601: Obtain the battery state of charge (SOC) of the current cycle.

[0103] Specifically, since the SOC is defined as the effective remaining capacity of the battery divided by the rated capacity of the battery, the SOC of the current cycle can be obtained according to the effective remaining capacity of the battery and the rated capacity of the battery in the current cycle.

[0104] Furthermore, since the effective remaining capacity of the battery can be obtained by dividing the remaining energy of the battery by the battery voltage, the effective remaining capacity of the battery in the current cycle is related to the remaining energy of the battery in the current cycle and the battery voltage in the current cycle. The battery voltage in the current cycle can be obtained by the correlation with the SOC in the current cycle.

[0105] In this application, because it is a prediction of driving data, and only the SOC of the battery at the initial moment can be obtained, the actual SOC at the start of each cycle cannot be obtained. Therefore, the duration of each cycle can be shortened as much as possible, and the battery voltage of the previous cycle can be obtained based on the SOC of the previous cycle, as the battery voltage for calculating the effective remaining capacity of the battery in the current cycle, so that this method can perform iterative calculations based on the SOC at the initial moment, thereby obtaining the corresponding battery voltage, and further obtaining the effective remaining capacity of the battery in the current cycle. Then, the SOC of the current cycle is obtained by dividing the effective remaining capacity of the battery in the current cycle by the rated capacity of the battery.

[0106] Specifically, the SOC of the current cycle may be obtained according to the quotient of the effective remaining capacity of the battery of the current cycle and the rated capacity of the battery.

[0107] S602: Obtain predicted battery heat generation in the current cycle according to the battery temperature, SOC, and predicted speed in the current cycle.

[0108] Among them, the heat generated by the battery is the heat generated when the battery is in working state. Based on Joule's law, when the battery is in working state, the reason why it generates heat is because the battery current passes through the conductor (that is, the battery resistance). Therefore, the heat generated by the battery is related to the battery current and the battery resistance. That is, the predicted battery heat generation of the current cycle is related to the battery current of the current cycle and the resistance value of the battery resistance of the battery itself.

[0109] According to Joule's law, the predicted battery heat generation in the current cycle can be expressed by the following formula (2):

[0110] E self-heat,i= =I i 2 *R DCIR (T current,i ,SOC i )*Δt (2)

[0111] Among them, i represents the current cycle is the i-th cycle, E self-heat,i is the predicted battery heat generation in the current cycle, that is, the predicted battery heat generation from the start time of the current cycle (also the end time of the previous cycle) to the end time of the current cycle (also the start time of the next cycle). i is the battery current of the current cycle, R DCIR (T current,i , SOC i ) is the battery resistance. Among them, the battery resistance of the current cycle is related to the battery temperature T current,i , the SOC of the current cycle (i.e. SOC i ) is related. Δt is the duration of the current cycle.

[0112] Among them, since the battery current of the current cycle needs to be predicted through iteration, the battery current can be calculated by the battery power and battery voltage of the current cycle that can be predicted during the iteration process. Specifically, step S602 can be implemented through the following sub-steps:

[0113] S6021. Obtain battery current according to the predicted speed and SOC.

[0114] Among them, the driving power can be obtained according to the predicted speed. The driving power of the battery of the target vehicle can be obtained through the matching curve of the vehicle speed and the power system. Optionally, the matching curve of the vehicle speed and the power system can be weighted adjusted by combining the navigation, road conditions, altitude and other information using an artificial intelligence algorithm to improve the accuracy of the matching curve of the vehicle speed and the power system.

[0115] Then, the battery voltage of the current cycle is obtained according to the SOC of the current cycle and the correlation function between SOC and battery voltage. After obtaining the battery voltage of the current cycle, the battery current can be obtained according to the driving power and battery voltage. Specifically, the above formula (2) can be converted into the following formula (3) for expression:

[0116] E self-heat,i+1= =(P drive, i / U current, i (SOC i )) 2 *R DCIR (T current,i ,SOC i )*Δt (3)

[0117] Among them, P drive, i is the driving power of the current cycle, U current, i (SOC i ) is the battery voltage of the current cycle obtained according to the SOC of the current cycle.

[0118] S6022. Obtain the battery internal resistance according to the battery temperature and SOC.

[0119] As shown in the above formula (2) and formula (3), the battery resistance can be obtained by the current cycle battery temperature, the SOC of the current cycle, and the correlation function of the battery temperature, SOC and battery resistance. The correlation function is based on the battery's own parameters and can be obtained in advance through experiments.

[0120] S6023. Obtain predicted battery heat generation based on the battery current and battery internal resistance.

[0121] S603: Obtain predicted battery heat dissipation in the current cycle according to battery parameters, ambient temperature, and battery temperature in the current cycle.

[0122] Among them, the heat dissipation of the battery is affected by the heat dissipation coefficient of the battery, the surface area of ​​the battery, the ambient temperature, and the battery temperature. For example, when the heat dissipation coefficient is large, the heat dissipation of the battery is large. When the surface area of ​​the battery is large, the heat dissipation of the battery is large. When the ambient temperature is lower than the battery temperature and the temperature difference with the battery temperature is large, the heat dissipation of the battery is large.

[0123] Therefore, the predicted battery heat dissipation can be obtained based on the heat dissipation coefficient of the battery, the surface area of ​​the battery, and the acquired ambient temperature and battery temperature included in the battery parameters.

[0124] For example, the predicted battery heat dissipation can be expressed by the following formula (4):

[0125] E rejection, i =h(v i )*A pack *(T current, i -T temp )*Δt (4)

[0126] Among them, E rejection, i is the predicted battery heat dissipation in the current cycle, that is, the predicted battery heat dissipation between the start time of the current cycle and the end time of the current cycle, h(v i ) is the heat dissipation coefficient of the battery, A pack is the surface area of ​​the battery, T current, i is the battery temperature of the current cycle, T temp is the ambient temperature.

[0127] The faster the speed of the target vehicle, the greater the heat dissipation coefficient of the battery. Therefore, the heat transfer coefficient of the battery h(v i ) is not only related to the structure and material of the battery itself, but also to the predicted speed. That is, the heat transfer coefficient h(v i ) is a function related to the predicted speed. The heat transfer coefficient of the battery in the current cycle can be obtained according to the heat transfer coefficient parameter in the battery parameters of the battery and the predicted speed of the target vehicle.

[0128] S604: Predict the battery temperature of the next cycle according to the predicted battery heat generation, predicted battery heat dissipation, and battery temperature of the current cycle.

[0129] The battery temperature change of the current cycle is predicted based on the predicted battery heat generation and the predicted battery heat dissipation of the current cycle. The battery temperature of the next cycle is predicted based on the battery temperature of the current cycle and the predicted battery temperature change of the current cycle. That is, the battery temperature of the next cycle can be predicted by subtracting the predicted battery temperature change of the current cycle from the battery temperature value of the current cycle.

[0130] Specifically, the battery temperature of the next cycle can be predicted based on the predicted battery heat generation, the predicted battery heat dissipation, the battery specific heat capacity, the battery mass, and the battery temperature. Exemplarily, this implementation can be expressed by the following formula (5):

[0131] T current, no heating, i+1

[0132] =(E self-heat, no heating, i -E rejection, no heating, i ) / (c battery *m battery )+T current, no heating, i (5)

[0133] Among them, T current, no heating, i+1 is the battery temperature at the start of the next cycle, E self-heat, no heating, i is the predicted battery heat generation in the current cycle, that is, the heat generation from the start time of cycle i to the end time of cycle i, E rejection, no heating, i is the predicted battery heat dissipation in the current cycle, that is, the heat dissipation from the start time of cycle i to the end time of cycle i, c battery is the specific heat capacity of the battery, m battery is the mass of the battery, T current, no heating, i The battery temperature at the start of the current cycle.

[0134] Figure 7 A flowchart of another battery heating control method provided in an embodiment of the present application is shown below. Figure 7As shown, according to the battery remaining energy of the current cycle, the battery temperature of the next cycle, and the predicted speed, predicting the battery remaining energy of the next cycle may specifically include:

[0135] S701. Obtain driving energy consumption for the next cycle according to the predicted speed.

[0136] According to the predicted speed of the target vehicle in the next cycle, the output power of the battery of the target vehicle when the target vehicle travels at the predicted speed, that is, the driving power, is determined. According to the driving power and the duration of the next cycle, the driving energy consumption of the next cycle is obtained.

[0137] The driving power of the battery of the target vehicle can be obtained based on the matching curve of the vehicle speed and the power system. The driving energy consumption of the next cycle can be expressed by the following formula (6):

[0138] E drive, i+1 =P drive, i+1 *Δt (6)

[0139] Among them, E drive, i+1 is the driving energy consumption of the next cycle, P drive, i+1 is the driving power of the next cycle, and Δt is the duration of the next cycle.

[0140] S702: Obtain the driving energy consumption coefficient of the next cycle according to the battery temperature of the next cycle.

[0141] When the battery temperature is low, the battery discharge energy efficiency is low. When driving the same mileage, the driving energy consumption of a battery at a lower temperature will be higher. Therefore, it is necessary to adjust the driving energy consumption through the driving energy consumption coefficient related to the battery temperature to improve the accuracy of the predicted battery energy.

[0142] Specifically, the correlation between the driving energy consumption coefficient and the battery temperature can be obtained in advance through experiments. For example, the discharge energy efficiency of the battery can be obtained at several preset specific temperatures (such as 25°C, 0°C, -10°C, -20°C, etc.), and the correlation between the driving energy consumption coefficient and the battery temperature can be generated based on the discharge energy efficiency at different temperatures.

[0143] Optionally, the correlation data of the driving energy consumption coefficient and the battery temperature can be fitted into a function curve, so as to obtain the driving energy consumption coefficient of the next cycle according to the battery temperature of the next cycle. Alternatively, if the battery temperature of the next cycle does not belong to the specific temperature in the correlation relationship, the driving energy consumption coefficient of the next cycle corresponding to the battery temperature of the next cycle can be obtained by linear interpolation or other methods according to the correlation relationship between the driving energy consumption coefficient and the battery temperature.

[0144] S703: predict the energy consumption of the next cycle according to the driving energy consumption and the driving energy consumption coefficient.

[0145] The driving energy consumption is adjusted by a driving energy consumption coefficient related to the battery temperature to improve the accuracy of predicting the energy consumption of the next cycle at the battery temperature.

[0146] Specifically, this step can be implemented by the following formula (7):

[0147] E total, no heating, i+1 '=E total, no heating, i+1 / β(T current, i+1 ) (7)

[0148] Among them, E total, no heating, i+1 ' is the energy consumption of the next cycle, E total, no heating, i+1 is the driving energy consumption of the next cycle, β(T current, i+1 ) is the driving energy consumption coefficient related to battery temperature.

[0149] S704: predict the remaining battery energy in the next cycle according to the remaining battery energy in the current cycle and the energy consumption in the next cycle.

[0150] The remaining battery energy of the next cycle can be predicted by subtracting the energy consumption of the next cycle from the remaining battery energy of the current cycle.

[0151] The method provided in the embodiment of the present application comprehensively considers the factors of predicting the future driving data of the target vehicle by considering the influence of battery temperature on the driving process and driving energy consumption, as well as the influence of the driving process on battery temperature, thereby improving the accuracy of obtaining the predicted driving data, thereby improving the accuracy of the reference mileage obtained based on the predicted driving data.

[0152] Get the second predicted driving data:

[0153] Figure 8 A flowchart of another battery heating control method provided in an embodiment of the present application is shown below. Figure 8 As shown, the aforementioned step S401 may specifically include:

[0154] S801, obtaining the initial remaining energy of the battery, the initial temperature of the battery, the battery parameters, the ambient temperature, the battery heating power, and the predicted speed of the target vehicle.

[0155] In this step, the battery heating power is the power corresponding to heating the battery. For example, when heating the battery, the battery performs an active heating operation through a rated heating power, and the rated power can be used as the battery heating power. The battery heating power can be a preset value, which can be obtained from the battery parameters or the battery management system.

[0156] For other terms and their acquisition methods in this step, reference may be made to the aforementioned step S501, which will not be described in detail here.

[0157] S802: predict the battery temperature and the battery remaining energy of the current cycle according to the initial remaining energy of the battery, the initial temperature of the battery, the battery heating power, the predicted speed, the ambient temperature, and the battery parameters.

[0158] In this step, since the battery is heated, the temperature change of the battery is additionally affected by the battery heating behavior, that is, the battery heating power, compared with the case where the battery is not heated in the aforementioned step S502. Therefore, when predicting the battery temperature of the current cycle, it is necessary to additionally add the battery heating power factor.

[0159] In addition, when predicting the energy consumption and remaining energy of the battery, battery heating will cause additional energy consumption. Therefore, when calculating the overall energy consumption of the battery, in addition to the driving energy consumption, it is also necessary to predict the energy consumption caused by battery heating. The total energy consumption of the battery is calculated by summing the driving energy consumption and the energy consumption caused by battery heating. Then, the remaining energy of the battery in the current cycle is predicted based on the difference between the initial remaining energy of the battery and the overall energy consumption of the battery.

[0160] S803: predict the battery temperature and the battery remaining energy of the next cycle according to the battery temperature, the battery heating power, the predicted speed, the ambient temperature, the battery parameters, and the battery remaining energy of the current cycle.

[0161] In this step, the battery temperature of the current cycle is used to replace the initial battery temperature in step S802, and the battery remaining energy of the current cycle is used to replace the initial remaining energy in step S802. Then, the battery temperature of the next cycle and the battery remaining energy of the next cycle are predicted by the prediction method in S802.

[0162] That is, referring to S802, the battery temperature of the next cycle can be predicted based on the battery temperature, battery heating power, predicted speed, ambient temperature, and battery parameters of the current cycle. The battery remaining energy of the next cycle can be predicted based on the battery remaining energy of the current cycle, battery heating power, battery temperature of the next cycle, and predicted speed.

[0163] S804, iterative calculation until the remaining battery energy reaches the target value.

[0164] This step may refer to the aforementioned step S504 and will not be described in detail here.

[0165] Optionally, during the iterative calculation process, the purpose of battery heating is to reduce the time the battery is in a low-temperature environment and to make the battery temperature reach its ideal temperature faster. Therefore, if the battery temperature reaches the target temperature through battery heating, the battery heating can be stopped. When the battery heating is stopped, the battery heating power is 0. Therefore, the battery temperature needs to be paid attention to during the iteration. If the battery temperature reaches the target temperature, the battery heating power needs to be set to 0 to simulate the actual situation of stopping the battery heating.

[0166] S805. Obtain second predicted driving data of the target vehicle in a battery heating state according to the remaining battery energy and predicted driving mileage corresponding to each cycle in the iterative calculation. The predicted driving mileage is obtained according to the predicted speed.

[0167] The predicted mileage is obtained based on the predicted speed. The predicted mileage is calculated based on the predicted speed and the duration corresponding to each cycle. For example, the mileage in each cycle is obtained based on the product of the predicted speed used in each cycle and the duration corresponding to each cycle. According to the time sequence of each cycle, the mileage in each cycle is accumulated to obtain the predicted mileage corresponding to the cycle (that is, the cumulative sum of the mileage in the cycle and the mileage of all cycles before the cycle).

[0168] The remaining battery energy corresponding to each cycle in the iterative calculation and the predicted mileage corresponding to each cycle are recorded, and second predicted driving data of the target vehicle in the battery heating state is generated according to the remaining battery energy corresponding to each cycle and the predicted mileage corresponding to each cycle.

[0169] It should be understood that in the case of battery heating, the temperature change of the battery is related to the heat generated by the battery itself, the heat dissipation by the battery itself, and the battery heating amount when the battery is working. Therefore, the temperature change of the battery can be predicted based on the predicted battery heat generation, predicted battery heat dissipation, and battery heating amount of the battery in each cycle, and the predicted battery temperature at the end of each cycle (i.e., the start time of the next cycle) can be obtained based on the battery temperature change and the battery temperature at the start time of each cycle.

[0170] Fig. 9 A flowchart of another battery heating control method provided in an embodiment of the present application is shown below. Fig. 9 As shown, based on the battery temperature, battery heating power, prediction speed, ambient temperature, and battery parameters of the current cycle, the battery temperature of the next cycle is predicted, which may specifically include:

[0171] S901. Obtain the SOC of the current cycle.

[0172] The implementation method of this step can refer to the aforementioned step S601, which will not be repeated here.

[0173] S902: Obtain the predicted battery heat generation of the current cycle according to the battery temperature, SOC, and predicted speed of the current cycle.

[0174] The implementation method of this step can refer to the aforementioned step S602, which will not be repeated here.

[0175] S903: Obtain predicted battery heat dissipation in the current cycle according to battery parameters, ambient temperature, and battery temperature in the current cycle.

[0176] The implementation method of this step can refer to the aforementioned step S603, which will not be repeated here.

[0177] S904: Obtain effective battery heating amount of the current cycle according to the battery heating power.

[0178] The effective battery heating amount of the current cycle is calculated based on the battery heating power and the duration of the current cycle (which is equivalent to the battery heating duration). Specifically, the effective battery heating amount of the current cycle can be calculated based on the product of the battery heating power and the duration of the current cycle.

[0179] Optionally, the heating efficiency of the battery can be further considered, that is, there is a loss in the energy consumption corresponding to the battery heating power, and the heating amount calculated based on the battery heating power alone cannot be fully used to heat the battery. In this implementation, it can be specifically implemented through the following sub-steps:

[0180] S9041. Obtain the heating efficiency of the battery heating system of the battery.

[0181] The heating efficiency of the battery heating system reflects the ratio of input energy converted into effective heating energy. To obtain the heating efficiency of the battery heating system, the heating efficiency can be obtained in advance through experiments. That is, the heating efficiency is the ratio between the actual energy consumed by the battery and the energy used for heating.

[0182] S9042. Obtain actual battery heating energy consumption according to the battery heating power.

[0183] According to the battery heating power and the duration of the current cycle (i.e., equivalent to the battery heating duration), the actual battery heating energy consumption of the current cycle (i.e., including the energy consumption part used for heating and the loss part) is calculated. Specifically, the actual battery heating energy consumption of the current cycle can be calculated according to the product of the battery heating power and the duration of the current cycle.

[0184] S9043. Obtain effective battery heating amount in the current cycle according to the product of actual battery heating energy consumption and heating efficiency.

[0185] Since the heating efficiency is the quotient of the energy consumption for heating and the actual energy consumption for battery heating, the effective battery heating amount of the current cycle can be obtained by taking the product of the actual energy consumption for battery heating and the heating efficiency.

[0186] S905 . Predict the battery temperature of the next cycle according to the predicted battery heat generation, predicted battery heat dissipation, effective battery heating amount, and battery temperature of the current cycle.

[0187] The battery temperature change of the current cycle is predicted based on the predicted battery heat generation, predicted battery heat dissipation, and effective battery heating of the current cycle. The battery temperature of the next cycle is predicted based on the battery temperature of the current cycle and the predicted battery temperature change of the current cycle. That is, the battery temperature of the next cycle can be predicted by subtracting the predicted battery temperature change of the current cycle from the battery temperature of the current cycle.

[0188] Specifically, the battery temperature of the next cycle can be predicted based on the predicted battery heat generation, the predicted battery heat dissipation, the effective battery heating, the battery specific heat capacity, the battery mass, and the battery temperature. Exemplarily, this implementation can be expressed by the following formula (8):

[0189] T current, heatingt, i+1

[0190] =(E self-heat, heating, i -E rejection, heating, i +E heating, i *η heating ) / (c battery *m battery )

[0191] +T current, heating, i (8)

[0192] Among them, T current, heatingt, i+1 is the battery temperature at the start of a cycle when the battery is heated, E self-heat, heating, i is the predicted battery heat generation in the current cycle of battery heating, E rejection, heating, i is the predicted battery heat dissipation in the current cycle of battery heating, E heating, i The actual energy consumption of battery heating in the current cycle of battery heating, η heating is the heating efficiency of the battery heating system of the battery, c battery is the specific heat capacity of the battery, m battery is the mass of the battery, T current, heating, i The battery temperature at the start of the current cycle of battery heating.

[0193] Fig.10 A flowchart of another battery heating control method provided in an embodiment of the present application is shown below. Fig.10As shown, based on the battery remaining energy of the current cycle, the battery temperature of the next cycle, the battery heating power, and the predicted speed, the battery remaining energy of the next cycle is predicted, which may specifically include:

[0194] S1001. Obtain actual battery heating energy consumption for the next cycle according to the battery heating power.

[0195] According to the battery heating power in the next cycle, the output power of the battery heating system of the battery when heating the battery, that is, the battery heating power, is determined. According to the battery heating power and the duration of the next cycle, the actual energy consumption of the battery heating in the next cycle is obtained.

[0196] S1002: Obtain driving energy consumption for the next cycle according to the predicted speed.

[0197] The implementation method of this step can refer to the aforementioned step S701, which will not be repeated here.

[0198] S1003: Obtain the driving energy consumption coefficient of the next cycle according to the battery temperature of the next cycle.

[0199] The implementation method of this step can refer to the aforementioned step S702, which will not be repeated here.

[0200] S1004: predict the energy consumption of the next cycle according to the driving energy consumption, the driving energy consumption coefficient, and the actual energy consumption of battery heating.

[0201] The driving energy consumption is adjusted by a driving energy consumption coefficient related to the battery temperature to improve the accuracy of predicting the energy consumption of the next cycle at the battery temperature.

[0202] Specifically, this step can be implemented by the following formula (9):

[0203] E total, heating, i+1 '=(E drive, i+1 +E heating, i+1 ) / β(T current, i+1 ) (9)

[0204] Among them, E total, heating, i+1 ' is the energy consumption of the next cycle when the battery is heated, E drive, i+1 is the driving energy consumption of the next cycle, E heating, i+1 is the actual energy consumption of battery heating in the next cycle when the battery is heated, β(T current, i+1 ) is the driving energy consumption coefficient related to battery temperature.

[0205] S1005: Predict the remaining battery energy in the next cycle based on the remaining battery energy in the current cycle and the energy consumption in the next cycle.

[0206] The remaining battery energy of the next cycle can be predicted by subtracting the energy consumption of the next cycle from the remaining battery energy of the current cycle.

[0207] The method provided in the embodiment of the present application, by considering the influence of battery temperature on the driving process and driving energy consumption, and the influence of the driving process on the battery temperature, further considers the influence of battery heating on the battery temperature when the battery is heated, and the influence of battery heating on the battery energy consumption, and comprehensively considers the factors of predicting the future driving data of the target vehicle under the condition of battery heating, thereby improving the accuracy of obtaining the second predicted driving data, thereby improving the accuracy of the reference mileage obtained according to the second predicted driving data.

[0208] Fig.11 A flowchart of another battery heating control method provided in an embodiment of the present application is shown below. Fig.11 As shown, the method may also include:

[0209] S1101. When the iterative calculation is performed until the remaining battery energy is 0, the predicted driving time corresponding to the remaining battery energy being 0 is determined.

[0210] When the iterative calculation reaches 0 remaining energy in the battery, it indicates that the remaining energy in the battery is exhausted and cannot support the target vehicle to continue driving. Since the iterative calculation is performed based on cycles, the predicted driving time corresponding to the remaining energy of the battery being 0 can be calculated based on the number of cycles until the remaining energy of the battery is 0 and the duration of each cycle.

[0211] If the duration of each cycle is the same, the predicted driving time when the remaining battery energy is 0 can be determined based on the product of the number of cycles and the duration of each cycle. If the duration of each cycle is the same, the predicted driving time when the remaining battery energy is 0 can be determined based on the cumulative sum of the durations of all cycles.

[0212] S1102: Determine the estimated remaining mileage of the target vehicle based on the predicted driving time and the predicted speed.

[0213] In one possible implementation, the predicted speeds in each cycle are the same, and the estimated remaining mileage of the target vehicle can be calculated based on the product of the predicted driving time and the predicted speed.

[0214] Another possible implementation method is that the predicted speeds of each cycle are different. Then, the mileage of each cycle can be calculated based on the predicted speed of each cycle and the duration of each cycle, and the estimated remaining mileage of the target vehicle can be calculated based on the sum of the mileage of all cycles. Alternatively, the average, median, etc. of the predicted speeds of these cycles can be multiplied by the predicted driving duration, and the estimated remaining mileage of the target vehicle can be determined based on the product.

[0215] The method provided in the embodiment of the present application, when iterative calculation is performed until the remaining battery energy is 0, determines the predicted driving time corresponding to the time when the remaining battery energy is 0, and determines the estimated remaining mileage of the target vehicle based on the predicted driving time and the predicted speed. In the iterative process, not only the reference mileage for judging whether to heat the battery is determined, but also the corresponding cruising range of the target vehicle with and without battery heating is predicted based on the predicted iteration, thereby improving the accuracy of the cruising range prediction.

[0216] Fig.12 This is a schematic diagram of the structure of a battery heating control device provided in an embodiment of the present application. Fig.12 As shown, the battery heating control device may include: an acquisition module 11 and a processing module 12. In a possible implementation, it may also include: an output module 13.

[0217] The acquisition module 11 is used to acquire the reference mileage when the battery of the target vehicle is in a low temperature environment.

[0218] The processing module 12 is used to heat the battery if the estimated remaining mileage of the target vehicle this time is greater than or equal to the reference mileage.

[0219] Optionally, the acquisition module 11 is specifically used to acquire first predicted driving data of the target vehicle in a battery non-heating state, and second predicted driving data of the target vehicle in a battery heating state. According to the first predicted driving data and the second predicted driving data, a reference mileage is acquired. The first predicted driving data includes first remaining energy data and first mileage data, and the second predicted driving data includes second remaining energy data and second mileage data.

[0220] Optionally, the acquisition module 11 is specifically used to determine a target point based on the first remaining energy data, the first mileage data, the second remaining energy data, and the second mileage data. Based on the mileage corresponding to the target point, a reference mileage is determined. The target point is a point where the first remaining energy data is the same as the second remaining energy data, and the first mileage data is the same as the second mileage data.

[0221] Optionally, the acquisition module 11 is specifically used to obtain the initial remaining energy of the battery, the initial temperature of the battery, the battery parameters, the ambient temperature, and the predicted speed of the target vehicle. The processing module 12 is specifically used to predict the battery temperature and the remaining battery energy of the current cycle based on the initial remaining energy of the battery, the initial temperature of the battery, the predicted speed, the ambient temperature, and the battery parameters. The battery temperature and the remaining battery energy of the next cycle are predicted based on the battery temperature, the predicted speed, the ambient temperature, the battery parameters, and the remaining battery energy of the current cycle. Iterate the calculation until the remaining battery energy reaches the target value. According to the remaining battery energy and the predicted mileage corresponding to each cycle in the iterative calculation, the first predicted driving data of the target vehicle in the battery non-heating state is obtained, and the predicted mileage is obtained based on the predicted speed.

[0222] Optionally, the processing module 12 is specifically used to predict the battery temperature of the next cycle according to the battery temperature of the current cycle, the predicted speed, the ambient temperature, and the battery parameters. According to the battery remaining energy of the current cycle, the battery temperature of the next cycle, and the predicted speed, the processing module 12 is specifically used to predict the battery remaining energy of the next cycle according to the battery remaining energy of the current cycle, the battery temperature of the next cycle, and the predicted speed.

[0223] Optionally, the processing module 12 is specifically used to obtain the battery state of charge SOC of the current cycle. According to the battery temperature, SOC, and predicted speed of the current cycle, obtain the predicted battery heat generation of the current cycle. According to the battery parameters, ambient temperature, and the battery temperature of the current cycle, obtain the predicted battery heat dissipation of the current cycle. According to the predicted battery heat generation, predicted battery heat dissipation, and battery temperature of the current cycle, predict the battery temperature of the next cycle.

[0224] Optionally, the processing module 12 is specifically used to obtain the battery current according to the predicted speed and SOC, obtain the battery internal resistance according to the battery temperature and SOC, and obtain the predicted battery heat generation according to the battery current and the battery internal resistance.

[0225] Optionally, the processing module 12 is specifically configured to obtain the driving power of the battery according to the predicted speed, obtain the battery voltage of the battery according to the SOC, and obtain the battery current according to the driving power and the battery voltage.

[0226] Optionally, when the battery parameters include the heat transfer coefficient of the battery and the surface area of ​​the battery, the processing module 12 is specifically used to obtain the predicted battery heat dissipation according to the heat dissipation coefficient, the surface area, the ambient temperature, and the battery temperature.

[0227] Optionally, when the battery parameters also include battery specific heat capacity and battery mass, the processing module 12 is specifically used to predict the battery temperature of the next cycle based on the predicted battery heat generation, predicted battery heat dissipation, battery specific heat capacity, battery mass, and battery temperature.

[0228] Optionally, the processing module 12 is specifically used to obtain the driving energy consumption of the next cycle according to the predicted speed. According to the battery temperature of the next cycle, obtain the driving energy consumption coefficient of the next cycle. According to the driving energy consumption and the driving energy consumption coefficient, predict the energy consumption of the next cycle. According to the remaining battery energy of the current cycle and the energy consumption of the next cycle, predict the remaining battery energy of the next cycle.

[0229] Optionally, the acquisition module 11 is specifically used to obtain the initial remaining energy of the battery, the initial temperature of the battery, the battery parameters, the ambient temperature, the battery heating power, and the predicted speed of the target vehicle. The processing module 12 is specifically used to predict the battery temperature and the remaining battery energy of the current cycle based on the initial remaining energy of the battery, the initial temperature of the battery, the battery heating power, the predicted speed, the ambient temperature, and the battery parameters. According to the battery temperature, the battery heating power, the predicted speed, the ambient temperature, the battery parameters, and the remaining battery energy of the current cycle, the battery temperature and the remaining battery energy of the next cycle are predicted. Iterate the calculation until the remaining battery energy reaches the target value. According to the remaining battery energy and the predicted mileage corresponding to each cycle in the iterative calculation, the second predicted driving data of the target vehicle in the battery heating state is obtained, and the predicted mileage is obtained based on the predicted speed.

[0230] Optionally, the processing module 12 is specifically used to predict the battery temperature of the next cycle according to the battery temperature, battery heating power, predicted speed, ambient temperature, and battery parameters of the current cycle. According to the battery remaining energy of the current cycle, the battery temperature, battery heating power, and predicted speed of the next cycle, the battery remaining energy of the next cycle is predicted.

[0231] Optionally, the processing module 12 is specifically used to obtain the SOC of the current cycle. According to the battery temperature, SOC, and predicted speed of the current cycle, obtain the predicted battery heat generation of the current cycle. According to the battery parameters, ambient temperature, and the battery temperature of the current cycle, obtain the predicted battery heat dissipation of the current cycle. According to the battery heating power, obtain the effective battery heating amount of the current cycle. According to the predicted battery heat generation, predicted battery heat dissipation, effective battery heating amount, and battery temperature of the current cycle, predict the battery temperature of the next cycle.

[0232] Optionally, the processing module 12 is specifically used to obtain the battery current according to the predicted speed and SOC, obtain the battery internal resistance according to the battery temperature and SOC, and obtain the predicted battery heat generation according to the battery current and the battery internal resistance.

[0233] Optionally, the processing module 12 is specifically configured to obtain the driving power of the battery according to the predicted speed, obtain the battery voltage of the battery according to the SOC, and obtain the battery current according to the driving power and the battery voltage.

[0234] Optionally, when the battery parameters include the heat transfer coefficient of the battery and the surface area of ​​the battery, the processing module 12 is specifically used to obtain the predicted battery heat dissipation according to the heat dissipation coefficient, the surface area, the ambient temperature, and the battery temperature.

[0235] Optionally, the processing module 12 is specifically configured to obtain the heating efficiency of the battery heating system of the battery, obtain the actual battery heating energy consumption according to the battery heating power, and obtain the effective battery heating amount of the current cycle according to the product of the actual battery heating energy consumption and the heating efficiency.

[0236] Optionally, when the battery parameters also include battery specific heat capacity and battery mass, the processing module 12 is specifically used to predict the battery temperature of the next cycle based on the predicted battery heat generation, predicted battery heat dissipation, effective battery heating, battery specific heat capacity, battery mass, and battery temperature.

[0237] Optionally, the processing module 12 is specifically used to obtain the actual energy consumption of battery heating in the next cycle according to the battery heating power. According to the predicted speed, obtain the driving energy consumption in the next cycle. According to the battery temperature in the next cycle, obtain the driving energy consumption coefficient in the next cycle. According to the driving energy consumption, the driving energy consumption coefficient, and the actual energy consumption of battery heating, predict the energy consumption in the next cycle. According to the remaining battery energy in the current cycle and the energy consumption in the next cycle, predict the remaining battery energy in the next cycle.

[0238] Optionally, during the iterative calculation process, when the battery temperature reaches the target temperature, the processing module 12 is further configured to set the battery heating power to 0.

[0239] Optionally, the processing module 12 is specifically used to obtain the SOC of the current cycle according to the effective remaining capacity of the battery and the rated capacity of the battery in the current cycle. The effective capacity of the battery in the current cycle is related to the remaining energy of the battery in the current cycle and the battery voltage in the previous cycle, and the battery voltage in the previous cycle is related to the SOC in the previous cycle.

[0240] Optionally, the processing module 12 is specifically configured to obtain the SOC of the current cycle according to the quotient of the effective remaining capacity of the battery in the current cycle and the rated capacity of the battery.

[0241] Optionally, the acquisition module 11 is specifically used to acquire the effective remaining capacity and battery voltage of the battery at the initial moment. The processing module 12 is specifically used to acquire the initial remaining energy of the battery according to the effective remaining capacity and battery voltage of the battery at the initial moment.

[0242] Optionally, the acquisition module 11 is specifically used to acquire the rated capacity of the battery and the SOC at the initial moment. The processing module 12 is specifically used to acquire the effective remaining capacity of the battery at the initial moment according to the rated capacity of the battery and the SOC at the initial moment. Acquire the SOC at the initial moment. The processing module 12 is specifically used to acquire the battery voltage at the initial moment according to the SOC at the initial moment.

[0243] Optionally, the acquisition module 11 is also used to obtain the estimated remaining mileage of the target vehicle during this trip.

[0244] Optionally, the acquisition module 11 is specifically used to obtain the estimated remaining mileage of the target vehicle according to the navigation information of the current travel, or to obtain the estimated remaining mileage of the target vehicle in response to user input.

[0245] Optionally, after obtaining the reference mileage, the output module 13 is used to output the reference mileage. The processing module 12 is further used to heat the battery if the battery heating confirmation information is received, and not to heat the battery if the battery heating confirmation information is not received.

[0246] Optionally, when the battery heating confirmation information is not received and the actual mileage of the target vehicle this time is greater than the reference mileage, the processing module 12 is further used to heat the battery.

[0247] Optionally, when the iterative calculation is performed until the remaining battery energy is 0, the processing module 12 is further configured to determine the predicted driving time corresponding to the remaining battery energy being 0. The estimated remaining mileage of the target vehicle is determined based on the predicted driving time and the predicted speed.

[0248] Optionally, if the reference mileage cannot be obtained, or if the estimated remaining mileage is less than the reference mileage, the processing module 12 is further configured not to heat the battery.

[0249] Optionally, the acquisition module 11 is further configured to acquire the battery temperature of the target vehicle before acquiring the reference mileage. The processing module 12 is further configured to determine that the battery of the target vehicle is in a low temperature environment if the battery temperature is less than or equal to a first temperature threshold.

[0250] Optionally, the acquisition module 11 is further used to acquire the battery temperature and the initial SOC of the battery of the target vehicle before acquiring the reference mileage. The processing module 12 is further used to determine that the battery of the target vehicle is in a low temperature environment if the initial SOC is greater than or equal to a preset SOC threshold and the battery temperature is less than or equal to a second temperature threshold.

[0251] The battery heating control device provided in the embodiment of the present application can execute the battery heating control method in the above method embodiment, and its implementation principle and technical effect are similar, which will not be repeated here.

[0252] Fig.13 The structure diagram of an electronic device provided in an embodiment of the present application is shown in FIG. The electronic device is used to execute the battery heating control method described above, and may be, for example, the electronic device with data processing function described above. Fig.13 As shown, the electronic device 1300 may include: at least one processor 1301 , a memory 1302 , and a communication interface 1303 .

[0253] The memory 1302 is used to store programs. Specifically, the programs may include program codes, and the program codes include computer operation instructions.

[0254] The memory 1302 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0255] The processor 1301 is used to execute the computer-executable instructions stored in the memory 1302 to implement the method described in the above method embodiment. The processor 1301 may be a CPU, or an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0256] The processor 1301 can communicate and interact with external devices through the communication interface 1303. The external device can be, for example, the aforementioned battery management system. In a specific implementation, if the communication interface 1303, the memory 1302, and the processor 1301 are implemented independently, the communication interface 1303, the memory 1302, and the processor 1301 can be interconnected through a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus. The bus can be divided into an address bus, a data bus, a control bus, etc., but it does not mean that there is only one bus or one type of bus.

[0257] Optionally, in a specific implementation, if the communication interface 1303, the memory 1302 and the processor 1301 are integrated on a chip, the communication interface 1303, the memory 1302 and the processor 1301 can communicate through an internal interface.

[0258] The present application also provides a computer program product, including a computer program, which implements the above method when executed by a processor.

[0259] The present application also provides a computer-readable storage medium, in which computer-executable instructions are stored. When a processor executes the computer-executable instructions, the above method is implemented.

[0260] The above-mentioned readable storage medium can be implemented by any type of volatile or non-volatile 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. The readable storage medium can be any available medium that can be accessed by a general or special-purpose computer.

[0261] An exemplary readable storage medium is coupled to a processor so that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (Application Specific Integrated Circuits, referred to as: ASIC). Of course, the processor and the readable storage medium can also exist in the device as discrete components.

[0262] The division of units is only a logical function division, and there may be other divisions in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interface, device or unit, which can be electrical, mechanical or other forms.

[0263] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0264] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0265] If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the methods of each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0266] Those skilled in the art can understand that all or part of the steps of implementing the above-mentioned method embodiments can be completed by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, the steps of the above-mentioned method embodiments are executed; and the aforementioned storage medium includes: ROM, RAM, disk or optical disk and other media that can store program codes.

[0267] Finally, it should be noted that those skilled in the art will readily conceive of other embodiments of the present invention after considering the specification and practicing the invention disclosed herein. The present invention is intended to cover any variations, uses or adaptations of the present invention, which follow the general principles of the present invention and include common knowledge or customary technical means in the art not disclosed by the present invention, are not limited to the precise structure described above and shown in the drawings, and may be modified and changed in various ways without departing from the scope thereof. The scope of the present invention is limited only by the appended claims.

Claims

1. A battery heating control method, characterized in that: include: When the battery of the target vehicle is in a low temperature environment, obtain a reference mileage; If the estimated remaining mileage of the target vehicle during this trip is greater than or equal to the reference mileage, the battery is heated.

2. The method according to claim 1, characterized in that The obtaining of reference mileage includes: Acquire first predicted driving data of the target vehicle in a battery non-heating state, and second predicted driving data of the target vehicle in a battery heating state, wherein the first predicted driving data includes first remaining energy data and first mileage data, and the second predicted driving data includes second remaining energy data and second mileage data; The reference mileage is acquired according to the first predicted driving data and the second predicted driving data.

3. The method according to claim 2, characterized in that The acquiring the reference mileage according to the first predicted driving data and the second predicted driving data includes: Determine a target point according to the first remaining energy data, the first mileage data, the second remaining energy data, and the second mileage data, the target point being a point where the first remaining energy data is the same as the second remaining energy data and the first mileage data is the same as the second mileage data; The reference mileage is determined based on the mileage corresponding to the target point.

4. The method according to claim 3, characterized in that The obtaining of first predicted driving data of the target vehicle in a battery non-heating state includes: Obtaining the initial remaining energy of the battery, the initial battery temperature, battery parameters, the ambient temperature, and the predicted speed of the target vehicle; Predicting the battery temperature and the battery remaining energy of the current cycle according to the initial remaining energy of the battery, the initial temperature of the battery, the predicted speed, the ambient temperature, and the battery parameters; Predicting the battery temperature and the battery remaining energy of the next cycle according to the battery temperature of the current cycle, the predicted speed, the ambient temperature, the battery parameters, and the battery remaining energy; Iterative calculation until the remaining energy of the battery reaches a target value; According to the battery remaining energy and predicted mileage corresponding to each cycle in the iterative calculation, first predicted driving data of the target vehicle in a battery non-heating state is obtained, and the predicted mileage is obtained according to the predicted speed.

5. The method according to claim 4, characterized in that The predicting the battery temperature and the battery remaining energy of the next cycle according to the battery temperature, the predicted speed, the ambient temperature, the battery parameters, and the battery remaining energy of the current cycle includes: Predicting the battery temperature of the next cycle according to the battery temperature of the current cycle, the predicted speed, the ambient temperature, and the battery parameters; The remaining battery energy in the next cycle is predicted according to the remaining battery energy in the current cycle, the battery temperature in the next cycle, and the predicted speed.

6. The method according to claim 5, characterized in that The predicting the battery temperature of the next cycle according to the battery temperature of the current cycle, the predicted speed, the ambient temperature, and the battery parameter includes: Obtaining the battery state of charge SOC of the current cycle; Obtaining predicted battery heat generation of the current cycle according to the battery temperature of the current cycle, the SOC, and the predicted speed; Acquire a predicted battery heat dissipation in the current cycle according to the battery parameter, the ambient temperature, and the battery temperature in the current cycle; The battery temperature of the next cycle is predicted according to the predicted battery heat generation, the predicted battery heat dissipation, and the battery temperature of the current cycle.

7. The method according to claim 6, characterized in that The obtaining, according to the battery temperature of the current cycle, the SOC, and the predicted speed, the predicted battery heat generation of the current cycle includes: Acquire battery current according to the predicted speed and the SOC; Obtaining a battery internal resistance according to the battery temperature and the SOC; The predicted battery heat generation is obtained according to the battery current and the battery internal resistance.

8. The method according to claim 7, characterized in that The obtaining of the battery current according to the predicted speed and the SOC includes: acquiring the driving power of the battery according to the predicted speed; According to the SOC, obtaining a battery voltage of the battery; The battery current is obtained according to the driving power and the battery voltage.

9. The method according to claim 8, characterized in that The battery parameters include the heat transfer coefficient of the battery and the surface area of ​​the battery; and obtaining the predicted battery heat dissipation of the current cycle according to the battery parameters, the ambient temperature, and the battery temperature of the current cycle includes: The predicted battery heat dissipation is obtained according to the heat dissipation coefficient, the surface area, the ambient temperature, and the battery temperature.

10. The method according to claim 9, characterized in that The battery parameters also include battery specific heat capacity and battery mass; the predicting the battery temperature of the next cycle based on the predicted battery heat generation, the predicted battery heat dissipation, and the battery temperature of the current cycle includes: The battery temperature of the next cycle is predicted according to the predicted battery heat generation, the predicted battery heat dissipation, the battery specific heat capacity, the battery mass, and the battery temperature.

11. The method according to claim 5, characterized in that The predicting the remaining battery energy of the next cycle according to the remaining battery energy of the current cycle, the battery temperature of the next cycle, and the predicted speed includes: According to the predicted speed, obtaining the driving energy consumption of the next cycle; Obtaining a driving energy consumption coefficient for the next cycle according to the battery temperature for the next cycle; Predicting the energy consumption of the next cycle according to the driving energy consumption and the driving energy consumption coefficient; The remaining battery energy in the next cycle is predicted according to the remaining battery energy in the current cycle and the energy consumption in the next cycle.

12. The method according to claim 3, characterized in that The obtaining of second predicted driving data of the target vehicle in a battery heating state includes: Obtaining the initial remaining energy of the battery, the initial battery temperature, battery parameters, ambient temperature, battery heating power, and the predicted speed of the target vehicle; Predicting the battery temperature and the battery remaining energy of the current cycle according to the initial remaining energy of the battery, the initial temperature of the battery, the battery heating power, the predicted speed, the ambient temperature, and the battery parameters; Predicting the battery temperature and the battery remaining energy of the next cycle according to the battery temperature of the current cycle, the battery heating power, the predicted speed, the ambient temperature, the battery parameters, and the battery remaining energy; Iterative calculation until the remaining energy of the battery reaches a target value; According to the battery remaining energy and predicted mileage corresponding to each cycle in the iterative calculation, second predicted driving data of the target vehicle in a battery heating state is obtained, and the predicted mileage is obtained according to the predicted speed.

13. The method according to claim 12, characterized in that The predicting the battery temperature and the battery remaining energy of the next cycle according to the battery temperature of the current cycle, the battery heating power, the predicted speed, the ambient temperature, the battery parameters, and the battery remaining energy includes: Predicting the battery temperature of the next cycle according to the battery temperature of the current cycle, the battery heating power, the predicted speed, the ambient temperature, and the battery parameters; The remaining battery energy in the next cycle is predicted according to the remaining battery energy in the current cycle, the battery temperature in the next cycle, the battery heating power, and the predicted speed.

14. The method according to claim 13, characterized in that The predicting the battery temperature of the next cycle according to the battery temperature of the current cycle, the battery heating power, the predicted speed, the ambient temperature, and the battery parameter includes: Obtaining the SOC of the current cycle; Obtaining predicted battery heat generation of the current cycle according to the battery temperature of the current cycle, the SOC, and the predicted speed; Acquire a predicted battery heat dissipation in the current cycle according to the battery parameter, the ambient temperature, and the battery temperature in the current cycle; Acquiring an effective battery heating amount of the current cycle according to the battery heating power; The battery temperature of the next cycle is predicted according to the predicted battery heat generation of the current cycle, the predicted battery heat dissipation, the effective battery heating amount, and the battery temperature.

15. The method according to claim 14, characterized in that The obtaining, according to the battery temperature of the current cycle, the SOC, and the predicted speed, the predicted battery heat generation of the current cycle includes: Acquire battery current according to the predicted speed and the SOC; Obtaining a battery internal resistance according to the battery temperature and the SOC; The predicted battery heat generation is obtained according to the battery current and the battery internal resistance.

16. The method according to claim 15, characterized in that The obtaining of the battery current according to the predicted speed and the SOC includes: acquiring the driving power of the battery according to the predicted speed; According to the SOC, obtaining a battery voltage of the battery; The battery current is obtained according to the driving power and the battery voltage.

17. The method according to claim 16, characterized in that The battery parameters include the heat transfer coefficient of the battery and the surface area of ​​the battery; and obtaining the predicted battery heat dissipation of the current cycle according to the battery parameters, the ambient temperature, and the battery temperature of the current cycle includes: The predicted battery heat dissipation is obtained according to the heat dissipation coefficient, the surface area, the ambient temperature, and the battery temperature.

18. The method according to claim 17, characterized in that The obtaining, according to the battery heating power, the effective battery heating amount of the current cycle includes: obtaining a heating efficiency of a battery heating system of the battery; Obtaining actual energy consumption of battery heating according to the battery heating power; The effective battery heating amount of the current cycle is obtained according to the product of the actual battery heating energy consumption and the heating efficiency.

19. The method according to claim 18, characterized in that The battery parameters also include battery specific heat capacity and battery mass; the battery temperature of the next cycle is predicted based on the predicted battery heat generation, predicted battery heat dissipation, effective battery heating amount, and battery temperature of the current cycle, including: The battery temperature of the next cycle is predicted based on the predicted battery heat generation, the predicted battery heat dissipation, the effective battery heating amount, the battery specific heat capacity, the battery mass, and the battery temperature.

20. The method according to claim 13, characterized in that The predicting the remaining battery energy of the next cycle according to the remaining battery energy of the current cycle, the battery temperature of the next cycle, the battery heating power, and the predicted speed includes: According to the battery heating power, obtaining actual battery heating energy consumption for the next cycle; According to the predicted speed, obtaining the driving energy consumption of the next cycle; Obtaining a driving energy consumption coefficient for the next cycle according to the battery temperature for the next cycle; predicting the energy consumption of the next cycle according to the driving energy consumption, the driving energy consumption coefficient, and the actual energy consumption of battery heating; The remaining battery energy in the next cycle is predicted according to the remaining battery energy in the current cycle and the energy consumption in the next cycle.

21. The method according to claim 20, characterized in that Also includes: During the iterative calculation process, when the battery temperature reaches the target temperature, the battery heating power is set to 0.

22. The method according to claim 6 or 14, characterized in that The obtaining of the SOC of the current cycle includes: Obtaining the SOC of the current cycle according to the effective remaining capacity of the battery and the rated capacity of the battery in the current cycle; The effective capacity of the battery in the current cycle is related to the remaining energy of the battery in the current cycle and the battery voltage in the previous cycle, and the battery voltage in the previous cycle is related to the SOC in the previous cycle.

23. The method according to claim 22, characterized in that The obtaining the SOC of the current cycle according to the effective remaining capacity of the battery and the rated capacity of the battery in the current cycle includes: The SOC of the current cycle is obtained according to the quotient of the effective remaining capacity of the battery in the current cycle and the rated capacity of the battery.

24. The method according to any one of claims 4 to 23, characterized in that The obtaining of the initial remaining energy of the battery comprises: Obtain the effective remaining capacity and battery voltage of the battery at the initial moment; The initial remaining energy of the battery is obtained according to the effective remaining capacity of the battery and the battery voltage at the initial moment.

25. The method according to claim 24, characterized in that The obtaining of the effective remaining capacity of the battery at the initial moment includes: Obtaining the rated capacity of the battery and the SOC at the initial moment; Obtaining the effective remaining capacity of the battery at the initial moment according to the rated capacity of the battery and the SOC at the initial moment; The obtaining of the battery voltage at the initial moment includes: Obtaining the SOC at the initial moment; The battery voltage at the initial moment is acquired according to the SOC at the initial moment.

26. The method according to any one of claims 1 to 25, characterized in that Also includes: Obtain the estimated remaining mileage of the target vehicle for this trip.

27. The method according to claim 26, characterized in that The obtaining of the estimated remaining mileage of the target vehicle for this trip includes: Obtaining the estimated remaining mileage according to the navigation information of the target vehicle's current travel; or, The estimated remaining mileage of the target vehicle for this trip is obtained in response to user input.

28. The method according to any one of claims 1 to 25, characterized in that After obtaining the reference mileage, the method further includes: outputting the reference mileage; If the battery heating confirmation information is received, heating the battery; If the battery heating confirmation information is not received, the battery is not heated.

29. The method according to claim 28, characterized in that Also includes: When the battery heating confirmation information is not received and the actual mileage of the target vehicle this time is greater than the reference mileage, the battery is heated.

30. The method according to any one of claims 4 to 25, characterized in that Also includes: When the iterative calculation is performed until the remaining energy of the battery is 0, the predicted driving time corresponding to the remaining energy of the battery being 0 is determined; The estimated remaining mileage of the target vehicle is determined based on the predicted driving time and the predicted speed.

31. The method according to claim 30, characterized in that Also includes: If the reference mileage cannot be obtained, or if the estimated remaining mileage is less than the reference mileage, the battery is not heated.

32. The method according to any one of claims 1 to 31, characterized in that Before obtaining the reference mileage, the method further includes: Acquiring a battery temperature of the target vehicle; If the battery temperature is less than or equal to the first temperature threshold, it is determined that the battery of the target vehicle is in a low temperature environment.

33. The method according to any one of claims 1 to 31, characterized in that Before obtaining the reference mileage, the method further includes: Acquire the battery temperature of the target vehicle and the initial SOC of the battery; If the initial SOC is greater than or equal to a preset SOC threshold, and the battery temperature is less than or equal to a second temperature threshold, it is determined that the battery of the target vehicle is in a low temperature environment.

34. A battery heating control device, characterized in that: include: An acquisition module, used for acquiring a reference mileage when a battery of a target vehicle is in a low temperature environment; The processing module is used to heat the battery if the estimated remaining mileage of the target vehicle this time is greater than or equal to the reference mileage.

35. An electronic device, characterized in that: include: Memory, processor; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory, so that the processor performs the method according to any one of claims 1 to 33.

36. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions, which are used to implement the method according to any one of claims 1 to 33 when executed by a processor.

37. A computer program product, characterized in that The invention comprises a computer program, which implements the method according to any one of claims 1 to 33 when being executed by a processor.

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