Thermal management method and device for vehicle battery pack, electronic equipment and storage medium

Abstract

The invention provides a thermal management method and device for a vehicle battery pack, electronic equipment and a storage medium, and relates to the technical field of battery thermal management, and the method comprises the steps: obtaining an initial battery state parameter of a vehicle in response to a future driving instruction and after the vehicle determines a target travel point of a current travel period; when the initial battery state parameter is in a first temperature interval, determining a battery state prediction parameter according to a stroke parameter through a battery pack temperature prediction model, and determining a first temperature control strategy according to the battery state prediction parameter; when the initial battery state parameter is not in the first temperature interval, determining a second temperature control strategy according to the previous charging condition; and determining a temperature management strategy of the current trip period according to the first temperature control strategy and the second temperature control strategy, wherein the temperature management strategy is used for constructing a temperature management strategy for a reserved trip scene.

Description

Technical Field

[0001] The present invention relates to the technical field of battery thermal management, and in particular to a method, device, electronic equipment and storage medium for thermal management of a vehicle battery pack. Background Art

[0002] As the number of new energy vehicle models increases, the proportion of new energy vehicles driven by electricity continues to increase. As the main power source for new energy vehicles, lithium-ion batteries are sensitive to ambient temperature. When the temperature is too low, the available capacity of the battery pack will decrease, reducing the vehicle's range; when the temperature is too high, the battery will increase the probability of thermal runaway. The battery thermal management system is an important technology to ensure stable and safe operation of the battery.

[0003] In related technologies, air cooling or liquid cooling is often used as a heat dissipation method for thermal management systems to achieve heat exchange between the inside and outside of the battery pack and achieve a balance in the thermal system. Different thermal management strategies are used to achieve different thermal management effects for different vehicle operating conditions. However, these thermal management strategies developed for basic operating conditions cannot meet complex usage scenarios such as scheduled travel, and their strategies are lagging. Constructing battery thermal management control in scheduled travel scenarios is of great significance to reducing battery energy consumption and improving battery safety performance. Summary of the invention

[0004] The problem solved by the present invention is how to construct a temperature management strategy for a scheduled travel scenario.

[0005] In order to solve the above problems, the present invention provides a method, device, electronic device and storage medium for thermal management of a vehicle battery pack.

[0006] In a first aspect, the present invention provides a thermal management method for a vehicle battery pack, comprising:

[0007] In response to the future driving instruction, after the vehicle determines the target travel point of the current travel cycle, obtaining the initial battery state parameters of the vehicle;

[0008] When the initial battery state parameter is in the first temperature range, the battery state prediction parameter is determined according to the travel parameter by using the battery pack temperature prediction model, and the first temperature control strategy is determined according to the battery state prediction parameter;

[0009] When the initial battery state parameter is not in the first temperature range, determining a second temperature control strategy according to past charging conditions;

[0010] A temperature management strategy for the current travel cycle is determined according to the first temperature control strategy and the second temperature control strategy.

[0011] Optionally, the travel parameter includes a travel duration, the battery state prediction parameter includes a predicted battery maximum temperature and a predicted battery state of charge, and the battery state prediction parameter is determined according to the travel parameter by using a battery pack temperature prediction model, and the first temperature control strategy is determined according to the battery state prediction parameter.

[0012] When the travel time exceeds the preset time, the time point after the preset time is used as the prediction time node;

[0013] When the travel time does not exceed the preset time, the time point after the travel time is used as the predicted time node;

[0014] Predicting the predicted battery maximum temperature and the predicted battery state of charge at the prediction time node by the battery pack temperature prediction model;

[0015] When the predicted maximum battery temperature is higher than a second preset temperature, and / or the predicted battery state of charge is lower than a preset state of charge, the in-vehicle thermal management system is activated in the current travel cycle.

[0016] Optionally, when the travel duration exceeds a preset duration, the time point after the preset duration is used as the prediction time node, further comprising:

[0017] Taking the preset time as a unit period, under the current travel cycle, predicting the predicted battery maximum temperature by the battery pack temperature prediction model every unit period;

[0018] When the predicted maximum battery temperature is higher than the second preset temperature, the in-vehicle thermal management system is started within a corresponding unit cycle to reduce the battery temperature until the battery state parameter is within the first temperature range, or the average value of the battery state parameter within the unit cycle is within the second temperature range;

[0019] When the predicted minimum battery temperature is lower than a first preset temperature, the battery is heated by motor waste heat within a corresponding unit cycle until the battery status parameter is within the first temperature range, or the average value of the battery status parameter within the unit cycle is within a second temperature range.

[0020] Optionally, before determining the battery state prediction parameter according to the travel parameter by using the battery pack temperature prediction model and determining the first temperature control strategy according to the battery state prediction parameter, the method further includes:

[0021] Building a battery heat generation model according to the driving behavior model, the initial battery state parameters and historical heat generation data;

[0022] The battery pack temperature prediction model is constructed according to the battery pack heat exchange model, the environmental prediction model and the battery heat generation model.

[0023] Optionally, when the initial battery state parameter is not in the first temperature range, determining the second temperature control strategy according to past charging conditions includes:

[0024] When the initial battery state parameter is not in the first temperature range, determining whether the vehicle meets a first preset condition, wherein the first preset condition includes: before the future driving instruction arrives, the vehicle is connected to a charging pile, and the energy consumption cost of maintaining the temperature of the charging pile is lower than the energy consumption cost of maintaining the temperature of the battery itself;

[0025] If the first preset condition is met, the battery temperature maintenance thermal management system is started until the battery status parameter is in the first temperature range;

[0026] If the first preset condition is not met, the in-vehicle thermal management system is started until the battery status parameter is in the first temperature range.

[0027] Optionally, before determining whether the vehicle meets the first preset condition, the method further includes:

[0028] Establish a charging pile power supply and temperature maintenance energy consumption model according to the current electricity price and charging pile parameters, and determine the charging pile temperature maintenance energy consumption cost according to the charging pile power supply and temperature maintenance energy consumption model;

[0029] A battery power supply temperature maintenance energy consumption model is established according to historical heat generation data, and the battery self-temperature maintenance energy consumption cost is determined according to the battery power supply temperature maintenance energy consumption model.

[0030] Optionally, the vehicle battery pack thermal management method further includes:

[0031] In response to the scheduled charging instruction, determining whether the ambient temperature and the battery temperature meet a second preset condition, wherein the second preset condition includes that the ambient temperature is lower than a third preset temperature and the battery temperature is lower than the third preset temperature;

[0032] When the ambient temperature and the battery temperature meet the second preset condition, the battery heat dissipation is stopped, and the battery coolant is heated according to the motor waste heat until the battery coolant reaches the second preset temperature.

[0033] In a second aspect, the present invention further provides a thermal management device for a vehicle battery pack, comprising:

[0034] A response module, for responding to future driving instructions and obtaining initial battery state parameters of the vehicle after the vehicle determines the target travel point of the current travel cycle;

[0035] A first strategy module, configured to determine a battery state prediction parameter according to a travel parameter by using a battery pack temperature prediction model when the initial battery state parameter is in a first temperature range, and determine a first temperature control strategy according to the battery state prediction parameter;

[0036] A second strategy module, configured to determine a second temperature control strategy according to past charging conditions when the initial battery state parameter is not in the first temperature range;

[0037] A temperature management module is used to determine the temperature management strategy of the current travel cycle according to the first temperature control strategy and the second temperature control strategy.

[0038] In a third aspect, the present invention further provides an electronic device, comprising a memory and a processor;

[0039] The memory is used to store computer programs;

[0040] The processor is used to implement the thermal management method for a vehicle battery pack as described in the first aspect when executing the computer program.

[0041] In a fourth aspect, the present invention further provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the thermal management method for a vehicle battery pack as described in the first aspect is implemented.

[0042] The beneficial effects of the thermal management method of the vehicle battery pack of the present invention are:

[0043] After receiving the order to book a trip, the vehicle can learn the details of the upcoming trip in advance. By determining the target trip point, the vehicle can evaluate the driving conditions it will face. Obtaining the initial battery status parameters helps to pre-judge the working condition of the battery and provide a data basis for the subsequent temperature management strategy. When the initial battery status parameters are in the first temperature range, the temperature change of the battery throughout the trip can be predicted based on the expected driving distance or time. Based on the temperature change, a first temperature control strategy can be constructed so that the battery can be kept in an ideal temperature range before the vehicle is driven, thereby improving performance and stability. For batteries that are not in the first temperature range, it may be because they were in a non-optimal environment during the previous charging or parking. At this time, a second temperature control strategy is constructed based on the previous charging situation to quickly adjust the battery temperature back to the optimal working range and reduce the impact of adverse environments on battery performance. Taking into account the temperature control strategies obtained in the above two different situations, a complete temperature management strategy is constructed for the current travel cycle. It not only improves the adaptability and efficiency of the battery under various conditions, but also ensures that users get a better driving experience in the scheduled travel scenario, while protecting the battery health and extending the service life. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Figure 1 A schematic flow chart of a thermal management method for a vehicle battery pack according to an embodiment of the present invention;

[0045] Figure 2 It is a schematic diagram of a detailed process of step S200 of the thermal management method for a vehicle battery pack according to an embodiment of the present invention;

[0046] Figure 3 This is a schematic diagram of a detailed process of step S210 of the thermal management method for a vehicle battery pack according to an embodiment of the present invention;

[0047] Figure 4 It is a schematic diagram of a detailed process of step S300 of the thermal management method for a vehicle battery pack according to an embodiment of the present invention;

[0048] Figure 5 is a flowchart of a thermal management method for a vehicle battery pack according to an embodiment of the present invention;

[0049] Figure 6 An exemplary diagram of an electronic device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0050] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific embodiments of the present invention are described in detail below in conjunction with the accompanying drawings. Although certain embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be interpreted as being limited to the embodiments described herein. On the contrary, these embodiments are provided to provide a more thorough and complete understanding of the present invention. It should be understood that the drawings and embodiments of the present invention are only for exemplary purposes and are not intended to limit the scope of protection of the present invention.

[0051] It should be understood that the various steps described in the method embodiments of the present invention may be performed in different orders and / or in parallel. In addition, the method embodiments may include additional steps and / or omit the steps shown. The scope of the present invention is not limited in this respect.

[0052] The term "including" and its variations used in this document are open inclusions, that is, "including but not limited to"; the term "based on" means "based at least in part on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one other embodiment"; the term "some embodiments" means "at least some embodiments"; the term "optionally" means "optional embodiments". The relevant definitions of other terms will be given in the following description. It should be noted that the concepts of "first", "second", etc. mentioned in the present invention are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units.

[0053] It should be noted that the modifications of "one" and "plurality" mentioned in the present invention are illustrative rather than restrictive, and those skilled in the art should understand that, unless otherwise clearly indicated in the context, it should be understood as "one or more".

[0054] The names of the messages or information exchanged between multiple devices in the embodiments of the present invention are only used for illustrative purposes and are not used to limit the scope of these messages or information.

[0055] In view of the problems existing in the above-mentioned related technologies, the present embodiment provides a thermal management method, device, electronic device and storage medium for a vehicle battery pack.

[0056] like Figure 1 and Figure 5 As shown, an embodiment of the present invention provides a thermal management method for a vehicle battery pack, comprising:

[0057] Step S100, in response to a future driving instruction, and after the vehicle determines a target travel point of the current travel cycle, an initial battery state parameter of the vehicle is obtained.

[0058] Specifically, in the scheduled travel scenario, the construction principles of the battery's thermal management strategy and the thermal management strategy under basic working conditions are different. The travel time and travel destination of the scheduled travel scenario have a certain degree of controllability. The battery temperature needs to be controlled according to the reservation content to ensure that the battery has a more ideal available capacity and better stability when the user actually travels.

[0059] In one embodiment, the future driving instruction includes an instruction for a scheduled trip sent by a user to the vehicle. The scheduled vehicle model instruction may include, for example, a scheduled travel time, a scheduled travel event, a scheduled destination, etc. After the vehicle receives the future driving instruction, the target travel point of the current travel cycle is determined by the scheduled navigation instruction in the future driving instruction or the scheduled navigation instruction sent separately. Among them, the current travel cycle includes a complete cycle from vehicle power on to power off. For example, after a vehicle has traveled a certain distance, it is put into the parking gear (P gear) but not turned off, and then it is restarted and driven to the final destination and then turned off. Both travel sections and the parking period are counted as the current travel cycle; the target travel point includes the intermediate passing points and the final destination. After obtaining the target travel point of the vehicle's current travel cycle, the initial battery state parameters of the vehicle are obtained to determine the initial operating conditions of the vehicle at the beginning of the future trip. Among them, the initial battery state parameters include the state of charge (SOC), the battery state of health (SOH) and the ambient temperature T amb wait.

[0060] Step S200, when the initial battery state parameter is in the first temperature range, the battery state prediction parameter is determined according to the travel parameter through the battery pack temperature prediction model, and the first temperature control strategy is determined according to the battery state prediction parameter.

[0061] Specifically, the first temperature interval is used to represent a temperature interval in which the battery state is better. In one embodiment, the first temperature interval is 15°C-35°C. The travel parameter is used to represent the scheduled driving distance or driving time. The battery pack temperature changes with different driving distances and driving times. Therefore, the battery state prediction parameter is determined according to the travel parameter, and then the first temperature control strategy is determined.

[0062] Step S300: when the initial battery state parameter is not in the first temperature range, determine a second temperature control strategy according to past charging conditions.

[0063] Specifically, when the initial battery status parameter is not in a relatively optimal temperature range, it means that the vehicle may be in a relatively poor ambient temperature or in a relatively poor working condition. Among them, the relatively poor working condition includes that the vehicle is being charged or has been charged in a relatively recent period of time. The second temperature control strategy is determined based on the past charging conditions to keep the temperature of the battery pack in a relatively optimal temperature range.

[0064] Step S400: determining a temperature management strategy for the current travel cycle according to the first temperature control strategy and the second temperature control strategy.

[0065] The temperature range of the current battery pack is determined according to the initial state parameters, and a temperature management strategy for the current travel cycle is constructed according to the first temperature control strategy and the second temperature control strategy corresponding to the temperature range.

[0066] In this embodiment, after receiving the command to reserve a trip, the vehicle can learn the details of the upcoming journey in advance. By determining the target trip point, the vehicle can evaluate the driving conditions to be faced. Obtaining the initial battery state parameters helps to pre-judge the working condition of the battery and provide a data basis for the subsequent temperature management strategy. When the initial battery state parameters are in the first temperature range, the temperature change of the battery throughout the journey can be predicted according to the expected driving distance or time. Based on the temperature change, a first temperature control strategy can be constructed so that the battery can be kept in an ideal temperature range before the vehicle travels, thereby improving performance and stability. For batteries that are not in the first temperature range, it may be because they were in a non-optimal environment during the previous charging period or when parked. At this time, a second temperature control strategy is constructed based on the previous charging situation to quickly adjust the battery temperature back to the optimal working range and reduce the impact of adverse environments on battery performance. Taking into account the temperature control strategies obtained in the above two different situations, a complete temperature management strategy is constructed for the current travel cycle. It not only improves the adaptability and efficiency of the battery under various conditions, but also ensures that users get a better driving experience in the scheduled travel scenario, while protecting the battery health and extending the service life.

[0067] Alternatively, if Figure 2 and Figure 5 As shown, the travel parameters include the travel duration, the battery state prediction parameters include the predicted battery maximum temperature and the predicted battery state of charge, the battery state prediction parameters are determined according to the travel parameters by using the battery pack temperature prediction model, and the first temperature control strategy is determined according to the battery state prediction parameters.

[0068] Step S210, when the travel duration exceeds the preset duration, the time point after the preset duration is used as the prediction time node.

[0069] Step S220: When the travel duration does not exceed the preset duration, the time point after the travel duration is used as the predicted time node.

[0070] Step S230: predicting the predicted battery maximum temperature and the predicted battery state of charge at the prediction time node by using the battery pack temperature prediction model.

[0071] Step S240: when the predicted maximum battery temperature is higher than a second preset temperature, and / or the predicted battery state of charge is lower than a preset state of charge, starting the in-vehicle thermal management system in the current travel cycle.

[0072] In one embodiment, the preset duration is determined according to specific needs. The preset duration is used to specify the prediction node of the battery pack temperature. For example, when the preset duration is 30 minutes, the battery pack temperature is predicted every 30 minutes. When the travel duration exceeds the preset duration, the time point after the preset duration is used as the prediction time node; when the travel duration does not exceed the preset duration, the time point after the travel duration is used as the prediction time node. For example, when the travel duration is 40 minutes, the time point after 30 minutes is used as the prediction time node; when the travel duration is 20 minutes, the time point after 20 minutes is used as the prediction time node.

[0073] The maximum temperature of the battery pack and the battery state of charge within the time period are predicted based on a pre-established battery pack temperature prediction model. When the maximum temperature of the battery pack within the time period is higher than the second preset temperature, it indicates that the battery pack needs to dissipate heat within the time period; when the state of charge of the battery pack is lower than the preset state of charge, the battery pack voltage is lower. In order to provide the same power output, a larger current is required, so simultaneous heat dissipation may be required. During the current travel cycle, the in-vehicle thermal management system is started. In one embodiment, the in-vehicle thermal management system includes an air-conditioning system and an electronically controlled thermal system. The air-conditioning system connects the battery pack, the passenger compartment, the motor, and the electronically controlled thermal system to work together.

[0074] Optionally, when the vehicle is in a driving state and the travel duration exceeds a preset duration, the unit cycle is determined according to the travel duration. The unit cycle is an integer multiple of the travel duration. For example, when the preset duration is set to 30 minutes and the travel duration is 40 minutes, the unit cycle can be set to 40 minutes, 20 minutes or 10 minutes to fully predict the travel.

[0075] Preferably, the air conditioning system is a heat pump air conditioning system.

[0076] Optionally, after starting the in-vehicle thermal management system, when the predicted maximum battery temperature obtained at the next prediction time node is lower than the second preset temperature and the predicted battery state of charge is higher than the preset state of charge, the in-vehicle thermal management system is turned off.

[0077] Alternatively, if Figure 3 As shown, when the travel time exceeds the preset time, the time point after the preset time is used as the prediction time node, and further includes:

[0078] Step S211, taking the preset time length as a unit period, and predicting the predicted battery maximum temperature by the battery pack temperature prediction model every unit period in the current travel cycle.

[0079] Step S212, when the predicted maximum battery temperature is higher than the second preset temperature, the in-vehicle thermal management system is started within the corresponding unit cycle to lower the battery temperature until the battery status parameter is in the first temperature range, or the average value of the battery status parameter within the unit cycle is in the second temperature range.

[0080] Step S213, when the predicted minimum battery temperature is lower than the first preset temperature, the battery is heated by the motor waste heat in the corresponding unit cycle until the battery status parameter is in the first temperature range, or the average value of the battery status parameter in the unit cycle is in the second temperature range.

[0081] In one embodiment, when the travel duration exceeds a preset duration, the maximum temperature of the battery pack is predicted at preset time intervals. When the predicted maximum battery temperature is higher than a second preset temperature, the air-conditioning system and the electronically controlled thermal system are started in the unit cycle to lower the battery pack temperature until the battery status parameters are in the first temperature range. When the predicted minimum battery temperature is lower than the first preset temperature, the heat dissipation of the battery pack is stopped in the unit cycle, and the battery pack is heated by the residual heat of the motor to increase the battery temperature until the battery status parameters are in the first temperature range.

[0082] Optionally, the first preset temperature is the lower end point of the first temperature interval, and the second preset temperature is the upper end point of the first temperature interval. For example, when the first temperature interval is 15°C-35°C, the first preset temperature is 15°C, and the second preset temperature is 35°C.

[0083] Optionally, the width of the second temperature interval is smaller than that of the first temperature interval. For example, when the first temperature interval is 15°C-35°C, the second temperature interval is 10°C-30°C.

[0084] Optionally, before taking the preset time as a unit period and predicting the predicted battery maximum temperature by the battery pack temperature prediction model every unit period in the current travel period, the method further includes:

[0085] When the vehicle is in a driving state, the first preset temperature is set to a temperature lower than the lower end point of the first temperature range. For example, when the vehicle is in a driving state, when the first temperature range is 15°C-35°C, the first preset temperature is set to 10°C, which is used to stop the heat dissipation of the battery pack when the battery pack is at a lower temperature.

[0086] Optionally, before determining the battery state prediction parameter according to the travel parameter by using the battery pack temperature prediction model and determining the first temperature control strategy according to the battery state prediction parameter, the method further includes:

[0087] A battery heat generation model is constructed according to the driving behavior model, the initial battery state parameters and historical heat generation data.

[0088] The battery pack temperature prediction model is constructed according to the battery pack heat exchange model, the environmental prediction model and the battery heat generation model.

[0089] In one embodiment, the driving behavior model can be determined by identifying the driver, by the driver manually selecting the seat mode after getting on the car, or by face recognition. At the same time, the main driver's behavior data such as the depth of the accelerator pedal, the intensity of kinetic energy recovery, and the required power of the drive motor during driving are synchronously uploaded to the cloud to build a driving behavior model for the driver, which is used to predict the driving behavior in the future based on the driver's previous driving behavior. The relationship between historical driving behavior and historical heat generation data is determined to establish a connection between driving behavior and the heat generation of the battery pack, so as to more accurately determine the heat generation of the battery pack. Since the battery SOC and SOH in the initial battery state parameters are correlated with the heat generation, the initial battery state parameters are also used to participate in the construction of the battery heat generation model.

[0090] The battery pack heat exchange model mainly involves theoretical models of heat conduction and heat convection, which are related to the battery pack type and vehicle structure; the environmental prediction model mainly collects parameters such as temperature, humidity, relative wind speed, solar thermal radiation, altitude, road adhesion coefficient, etc. through on-board sensors to determine the input of the model, and predicts through an intelligent algorithm model. The output is the battery's required discharge power and battery temperature rise rate, which are used to characterize the impact of external factors on battery pack heat generation.

[0091] A battery pack temperature prediction model is constructed by jointly using a battery pack heat exchange model, an environmental prediction model, and a battery heat generation model, which is used to jointly predict the heat generation of the battery pack based on internal and external factors of the battery pack.

[0092] Alternatively, if Figure 4 and Figure 5 As shown, when the initial battery state parameter is not in the first temperature range, determining the second temperature control strategy according to past charging conditions includes:

[0093] Step S310, when the initial battery state parameter is not in the first temperature range, determine whether the vehicle meets a first preset condition, wherein the first preset condition includes: before the future driving instruction arrives, the vehicle is connected to the charging pile, and the energy consumption cost of the charging pile for temperature maintenance is lower than the energy consumption cost of the battery for self-temperature maintenance.

[0094] Step S320: If the first preset condition is met, the battery temperature maintenance thermal management system is started until the battery status parameter is in the first temperature range.

[0095] Step S330: If the first preset condition is not met, the in-vehicle thermal management system is started until the battery status parameter is in the first temperature range.

[0096] In one embodiment, when the initial battery state parameter is not in the first temperature range, it is determined whether the vehicle was in a charging state before the instruction arrived. If the vehicle was previously charging, it is determined whether the energy consumption cost of the charging pile for temperature maintenance is lower than the energy consumption cost of the temperature maintenance through the in-vehicle thermal management system. By starting the temperature maintenance system with lower cost, the temperature of the battery pack is maintained within the first temperature range.

[0097] Optionally, before determining whether the vehicle meets the first preset condition, the method further includes:

[0098] A charging pile power supply and temperature maintenance energy consumption model is established according to the current electricity price and charging pile parameters, and the charging pile temperature maintenance energy consumption cost is determined according to the charging pile power supply and temperature maintenance energy consumption model.

[0099] A battery power supply temperature maintenance energy consumption model is established according to historical heat generation data, and the battery self-temperature maintenance energy consumption cost is determined according to the battery power supply temperature maintenance energy consumption model.

[0100] Charging pile parameters include maximum output power, charging efficiency, charging current, etc. A charging pile power supply and temperature maintenance energy consumption model is established based on the current electricity price and charging pile parameters to determine the charging pile temperature maintenance energy consumption cost in the current period; a battery power supply and temperature maintenance energy consumption model is established based on historical heat generation data to determine the battery self-temperature maintenance energy consumption cost.

[0101] When the product of the heating energy consumption of the charging pile and the electricity price is less than the product of the self-heating energy consumption of the battery and the average electricity price, the air conditioning system is started by opening the plug for heating; when the product of the heating energy consumption of the charging pile and the electricity price is greater than the product of the self-heating energy consumption of the battery and the average electricity price, the air conditioning system in the thermal management system in the vehicle is started by powering the battery.

[0102] When the vehicle does not meet the first preset condition, the air conditioning system in the vehicle thermal management system is started to maintain the temperature of the battery pack within the first temperature range.

[0103] Optionally, the vehicle battery pack thermal management method further includes:

[0104] In response to the scheduled charging instruction, it is determined whether the ambient temperature and the battery temperature meet a second preset condition, wherein the second preset condition includes that the ambient temperature is lower than a third preset temperature and the battery temperature is lower than the third preset temperature.

[0105] When the ambient temperature and the battery temperature meet the second preset condition, the battery heat dissipation is stopped, and the battery coolant is heated according to the motor waste heat until the battery coolant reaches the second preset temperature.

[0106] Optionally, the third preset temperature is less than or equal to the first preset temperature.

[0107] If there is a need to schedule charging during driving and the ambient temperature is low, the battery pack should be heated to the first temperature range in advance using the residual heat from the motor to reduce the energy consumption of the thermal management system during charging. The specific temperature value should be adjusted according to actual needs.

[0108] Preferably, the coolant is heated by utilizing the waste heat of the motor and the heat is stored to maintain the coolant temperature at a second preset temperature. When the first temperature range is 15°C-35°C, the coolant temperature is maintained at 35°C.

[0109] When the ambient temperature and the battery temperature do not satisfy the second preset condition, the vehicle is stopped and powered off before waiting for the next future driving response.

[0110] An embodiment of the present invention provides a thermal management device for a vehicle battery pack, comprising:

[0111] A response module, for responding to future driving instructions and obtaining initial battery state parameters of the vehicle after the vehicle determines the target travel point of the current travel cycle;

[0112] A first strategy module, configured to determine a battery state prediction parameter according to a travel parameter by using a battery pack temperature prediction model when the initial battery state parameter is in a first temperature range, and determine a first temperature control strategy according to the battery state prediction parameter;

[0113] A second strategy module, configured to determine a second temperature control strategy according to past charging conditions when the initial battery state parameter is not in the first temperature range;

[0114] A temperature management module is used to determine the temperature management strategy of the current travel cycle according to the first temperature control strategy and the second temperature control strategy.

[0115] like Figure 6 As shown, an electronic device 600 provided in an embodiment of the present invention includes a memory 610 and a processor 620; the memory 610 is used to store computer programs; the processor 620 is used to implement the above-mentioned vehicle battery pack thermal management method when executing the computer program.

[0116] In other words, an electronic device 600 includes a memory 610 and a processor 620 coupled to the memory 610; the memory 610 is configured to store a computer program; and the processor 620 is configured to perform the following operations when executing the computer program:

[0117] In response to the future driving instruction, after the vehicle determines the target travel point of the current travel cycle, obtaining the initial battery state parameters of the vehicle;

[0118] When the initial battery state parameter is in the first temperature range, the battery state prediction parameter is determined according to the travel parameter by using the battery pack temperature prediction model, and the first temperature control strategy is determined according to the battery state prediction parameter;

[0119] When the initial battery state parameter is not in the first temperature range, determining a second temperature control strategy according to past charging conditions;

[0120] A temperature management strategy for the current travel cycle is determined according to the first temperature control strategy and the second temperature control strategy.

[0121] An embodiment of the present invention provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the above-mentioned vehicle battery pack thermal management method is implemented.

[0122] In other words, a non-volatile computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the processor performs the following operations:

[0123] In response to the future driving instruction, after the vehicle determines the target travel point of the current travel cycle, obtaining the initial battery state parameters of the vehicle;

[0124] When the initial battery state parameter is in the first temperature range, the battery state prediction parameter is determined according to the travel parameter by using the battery pack temperature prediction model, and the first temperature control strategy is determined according to the battery state prediction parameter;

[0125] When the initial battery state parameter is not in the first temperature range, determining a second temperature control strategy according to past charging conditions;

[0126] A temperature management strategy for the current travel cycle is determined according to the first temperature control strategy and the second temperature control strategy.

[0127] An electronic device 600 that can be used as a server or client of the present invention will now be described, which is an example of a hardware device that can be applied to various aspects of the present invention. The electronic device 600 is intended to represent various forms of digital electronic computer devices, such as laptop computers, desktop computers, workbenches, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device 600 can also represent various forms of mobile devices, such as personal digital assistants, cellular phones, smart phones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present invention described and / or required herein.

[0128] The electronic device 600 includes a computing unit, which can perform various appropriate actions and processes according to a computer program stored in a read-only memory (ROM) or a computer program loaded from a storage unit into a random access memory (RAM). In the RAM, various programs and data required for the operation of the device can also be stored. The computing unit, ROM, and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0129] A person of ordinary skill in the art can understand that all or part of the processes in the above-mentioned embodiment method can be completed by instructing the relevant hardware through a computer program, and the program can be stored in a computer-readable storage medium. When the program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, the storage medium can be a disk, an optical disk, a read-only memory (ROM) or a random access memory (RAM), etc. In the present application, the unit described as a separate component may or may not be physically separated, and the component displayed as a unit may or may not be a physical unit, that is, it may be located in one place, or it may be distributed on multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the embodiment of the present invention. In addition, each functional unit in each embodiment of the present invention can be integrated in a processing unit, or each unit can exist physically separately, or two or more units can be integrated in one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of a software functional unit.

[0130] Although the present invention is disclosed as above, the protection scope of the present invention is not limited thereto. Those skilled in the art may make various changes and modifications without departing from the spirit and scope of the present invention, and these changes and modifications will fall within the protection scope of the present invention.

Claims

1. A thermal management method for a vehicle battery pack, characterized in that: include: In response to the future driving instruction, after the vehicle determines the target travel point of the current travel cycle, obtaining the initial battery state parameters of the vehicle; When the initial battery state parameter is in the first temperature range, the battery state prediction parameter is determined according to the travel parameter by using the battery pack temperature prediction model, and the first temperature control strategy is determined according to the battery state prediction parameter; When the initial battery state parameter is not in the first temperature range, determining a second temperature control strategy according to past charging conditions; A temperature management strategy for the current travel cycle is determined according to the first temperature control strategy and the second temperature control strategy.

2. The thermal management method for a vehicle battery pack according to claim 1, characterized in that: The travel parameters include the travel duration, the battery state prediction parameters include the predicted maximum battery temperature and the predicted battery state of charge, the battery state prediction parameters are determined according to the travel parameters by using the battery pack temperature prediction model, and the first temperature control strategy is determined according to the battery state prediction parameters. When the travel time exceeds the preset time, the time point after the preset time is used as the prediction time node; When the travel time does not exceed the preset time, the time point after the travel time is used as the predicted time node; Predicting the predicted battery maximum temperature and the predicted battery state of charge at the prediction time node by the battery pack temperature prediction model; When the predicted maximum battery temperature is higher than a second preset temperature, and / or the predicted battery state of charge is lower than a preset state of charge, the in-vehicle thermal management system is activated in the current travel cycle.

3. The thermal management method of a vehicle battery pack according to claim 2, characterized in that: When the travel time exceeds the preset time, the time point after the preset time is used as the prediction time node, and the method further includes: Taking the preset time as a unit period, under the current travel cycle, predicting the predicted battery maximum temperature by the battery pack temperature prediction model every unit period; When the predicted maximum battery temperature is higher than the second preset temperature, the in-vehicle thermal management system is started within a corresponding unit cycle to reduce the battery temperature until the battery state parameter is within the first temperature range, or the average value of the battery state parameter within the unit cycle is within the second temperature range; When the predicted minimum battery temperature is lower than a first preset temperature, the battery is heated by motor waste heat within a corresponding unit cycle until the battery status parameter is within the first temperature range, or the average value of the battery status parameter within the unit cycle is within a second temperature range.

4. The thermal management method of a vehicle battery pack according to claim 2, characterized in that: Before determining the battery state prediction parameter according to the travel parameter by using the battery pack temperature prediction model and determining the first temperature control strategy according to the battery state prediction parameter, the method further includes: Building a battery heat generation model according to the driving behavior model, the initial battery state parameters and historical heat generation data; The battery pack temperature prediction model is constructed according to the battery pack heat exchange model, the environmental prediction model and the battery heat generation model.

5. The thermal management method for a vehicle battery pack according to claim 1, characterized in that: When the initial battery state parameter is not in the first temperature range, determining the second temperature control strategy according to past charging conditions includes: When the initial battery state parameter is not in the first temperature range, determining whether the vehicle meets a first preset condition, wherein the first preset condition includes: before the future driving instruction arrives, the vehicle is connected to a charging pile, and the energy consumption cost of maintaining the temperature of the charging pile is lower than the energy consumption cost of maintaining the temperature of the battery itself; If the first preset condition is met, the battery temperature maintenance thermal management system is started until the battery status parameter is in the first temperature range; If the first preset condition is not met, the in-vehicle thermal management system is started until the battery status parameter is in the first temperature range.

6. The thermal management method for a vehicle battery pack according to claim 5, characterized in that: Before determining whether the vehicle meets the first preset condition, the method further includes: Establish a charging pile power supply and temperature maintenance energy consumption model according to the current electricity price and charging pile parameters, and determine the charging pile temperature maintenance energy consumption cost according to the charging pile power supply and temperature maintenance energy consumption model; A battery power supply temperature maintenance energy consumption model is established according to historical heat generation data, and the battery self-temperature maintenance energy consumption cost is determined according to the battery power supply temperature maintenance energy consumption model.

7. The thermal management method for a vehicle battery pack according to claim 1, characterized in that: The vehicle battery pack thermal management method further includes: In response to the scheduled charging instruction, determining whether the ambient temperature and the battery temperature meet a second preset condition, wherein the second preset condition includes that the ambient temperature is lower than a third preset temperature and the battery temperature is lower than the third preset temperature; When the ambient temperature and the battery temperature meet the second preset condition, the battery heat dissipation is stopped, and the battery coolant is heated according to the residual heat of the motor until the battery coolant reaches the second preset temperature.

8. A thermal management device for a vehicle battery pack, characterized in that: include: A response module, for responding to future driving instructions and obtaining initial battery state parameters of the vehicle after the vehicle determines the target travel point of the current travel cycle; A first strategy module, configured to determine a battery state prediction parameter according to a travel parameter by using a battery pack temperature prediction model when the initial battery state parameter is in a first temperature range, and determine a first temperature control strategy according to the battery state prediction parameter; A second strategy module, configured to determine a second temperature control strategy according to past charging conditions when the initial battery state parameter is not in the first temperature range; A temperature management module is used to determine the temperature management strategy of the current travel cycle according to the first temperature control strategy and the second temperature control strategy.

9. An electronic device, characterized in that: including memory and processor; The memory is used to store computer programs; The processor is used to implement the thermal management method for a vehicle battery pack as described in any one of claims 1 to 7 when executing the computer program.

10. A computer-readable storage medium, characterized in that: The storage medium stores a computer program, and when the computer program is executed by the processor, the thermal management method for a vehicle battery pack as described in any one of claims 1 to 7 is implemented.

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