A thermal management method, apparatus, device, and storage medium for a fixed operating scenario.

Abstract

This invention discloses a thermal management method, apparatus, device, and storage medium for a fixed operating scenario. The method includes the steps of: determining the vehicle's usage time, mileage, and driving load under the fixed operating scenario based on the vehicle controller; and formulating battery cooling or heating control strategies that conform to the overall usage scenario based on the usage time, mileage, and driving load to perform thermal management control on the vehicle under the fixed operating scenario. This application can formulate control strategies more suitable for the overall usage scenario, further improving energy saving, while also reducing development cycle and cost.

Description

Technical Field

[0001] This invention relates to the field of vehicle thermal management technology, and in particular to a thermal management method, apparatus, equipment and storage medium for a fixed operating scenario. Background Technology

[0002] Existing technologies, based on vehicle battery status parameters, GPS positioning, pedal displacement depth, pedal acceleration, waiting time at traffic lights, and vehicle status information such as radar and laser sensors, can only predict vehicle usage for a short stretch of road. Therefore, the corresponding thermal management control parameters must consider the conditions of the next road segment that may immediately follow, limiting the effectiveness of thermal management optimization strategies and resulting in limited energy savings. Determining thermal management strategies based on short-term, real-time vehicle status requires high-performance cloud servers and high-precision radar sensors, leading to high costs.

[0003] Therefore, how to formulate a control strategy that is more suitable for global usage scenarios and thus improve the energy saving effect is a technical problem that urgently needs to be solved. Summary of the Invention

[0004] The main objective of this invention is to provide a thermal management method, device, equipment, and storage medium for fixed operating scenarios, which can formulate control strategies more suitable for global usage scenarios, further improve energy saving effect, and at the same time reduce development cycle and reduce cost.

[0005] Firstly, this application provides a thermal management method for a fixed operating scenario, wherein the method includes the following steps:

[0006] The vehicle controller determines the vehicle's usage time, mileage, and driving load under fixed operating scenarios.

[0007] Based on the usage time, mileage, and driving load, battery cooling or heating control strategies that conform to the overall usage scenario are formulated to perform thermal management control of the vehicle under the fixed operating scenario.

[0008] In conjunction with the first aspect mentioned above, as an optional implementation method, the vehicle controller reads the current time and determines whether the automatic preheating or precooling time of the cab has been reached based on the difference between the current time and the time when the vehicle will be used.

[0009] When the difference is greater than or equal to the set time, it is determined that the automatic preheating or precooling time of the cab has not been reached, and no operation is performed.

[0010] When the difference is less than the set time, it is determined that the automatic preheating or precooling time of the cab has been reached, and the cab is automatically preheated or precooled in advance based on the real-time temperature.

[0011] In conjunction with the first aspect mentioned above, as an optional implementation method, it is determined whether the battery requests heating or cooling;

[0012] If the battery requests heating or cooling, it will automatically heat or cool the battery according to the real-time temperature.

[0013] In conjunction with the first aspect mentioned above, as an optional implementation method, the vehicle positioning information and the vehicle's current mileage obtained by the vehicle controller are used to calculate the remaining mileage of the vehicle in the fixed operating scenario in real time.

[0014] When entering battery heating or cooling mode, the vehicle controller retrieves the set target control temperature reference value for battery heating or cooling, and corrects the target control temperature for battery heating or cooling based on the remaining mileage of the vehicle, and controls the battery temperature through the corrected value.

[0015] Among them, when the remaining mileage is greater than the first threshold, the target control temperature correction value for battery heating or cooling is equal to the target control temperature reference value;

[0016] When the remaining mileage is greater than or equal to the second threshold and less than the first threshold, the battery heating or cooling target control temperature correction value is the difference or sum of the target control temperature reference value and the first set temperature.

[0017] When the remaining mileage is less than the third threshold, the battery heating or cooling target control temperature correction value is the difference or sum of the target control temperature reference value and the second set temperature.

[0018] In conjunction with the first aspect mentioned above, as an optional implementation, the vehicle's driving load is determined by obtaining the battery current value during vehicle operation from the vehicle controller, and then categorized into different load levels based on the magnitude of the driving load.

[0019] When entering battery heating or cooling mode, the target control temperature reference value is combined with the load level to correct the target control temperature of battery heating or cooling, and the battery temperature is controlled by the correction value.

[0020] When the vehicle load is at the first level, the target control temperature correction value for battery heating or cooling is equal to the target control temperature reference value.

[0021] When the vehicle load is at level two, the target control temperature correction value for battery heating or cooling is the difference or sum of the target control temperature reference value and the first set temperature.

[0022] When the vehicle load is at level three, the battery heating target or cooling control temperature correction value is the difference or sum of the target control temperature reference value and the second set temperature.

[0023] In conjunction with the first aspect mentioned above, as an optional implementation method, the vehicle controller obtains the vehicle's driving data on a fixed operating route and determines the vehicle's usage time, mileage, and driving load through self-learning.

[0024] In conjunction with the first aspect mentioned above, as an optional implementation method, by setting fixed start and end points and vehicle usage periods, the vehicle controller can obtain the vehicle's usage time, mileage, and driving load.

[0025] Secondly, this application provides a thermal management device for a fixed operating scenario, the device comprising:

[0026] The vehicle controller is used to determine the vehicle's usage time, mileage, and driving load under fixed operating scenarios;

[0027] A thermal management actuator is used to formulate battery cooling or heating control strategies that conform to the overall usage scenario based on the usage time, mileage and driving load, so as to perform thermal management control on the vehicle under the fixed operation scenario.

[0028] Thirdly, this application also provides an electronic device, the electronic device comprising: a processor; and a memory storing computer-readable instructions, which, when executed by the processor, implement the method described in any one of the first aspects.

[0029] Fourthly, this application also provides a computer-readable storage medium storing computer program instructions that, when executed by a computer, cause the computer to perform the method described in any of the first aspects.

[0030] This application provides a thermal management method, apparatus, device, and storage medium for a fixed operating scenario. The method includes the steps of: determining the vehicle's usage time, mileage, and driving load under the fixed operating scenario based on the vehicle controller; and formulating battery cooling or heating control strategies that conform to the overall usage scenario based on the usage time, mileage, and driving load to perform thermal management control on the vehicle under the fixed operating scenario. This application can formulate control strategies more suitable for the overall usage scenario, further improving energy saving, while also reducing development cycle and lowering costs.

[0031] It should be understood that the above general description and the following detailed description are merely exemplary and do not limit the invention. Attached Figure Description

[0032] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0033] Figure 1 This is a flowchart of a thermal management method for a fixed operating scenario provided in the embodiments of this application;

[0034] Figure 2 This is a schematic diagram of a thermal management device for a fixed operating scenario provided in an embodiment of this application;

[0035] Figure 3 This is a schematic diagram of the automatic cooling / heating of the driver's cab provided in the embodiments of this application;

[0036] Figure 4 This is a schematic diagram of automatic battery cooling / heating provided in the embodiments of this application;

[0037] Figure 5 This is a schematic diagram of battery cooling / heating based on remaining mileage provided in the embodiments of this application;

[0038] Figure 6 This is a schematic diagram of battery cooling / heating based on battery usage load provided in the embodiments of this application;

[0039] Figure 7 This is a schematic diagram of an electronic device provided in an embodiment of this application;

[0040] Figure 8 This is a schematic diagram of a computer-readable program medium provided in an embodiment of this application. Detailed Implementation

[0041] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present invention. Rather, they are merely examples of apparatuses and methods consistent with some aspects of the invention as detailed in the appended claims.

[0042] Furthermore, the accompanying drawings are merely illustrative of this disclosure and are not necessarily drawn to scale. Some of the block diagrams shown in the drawings represent functional entities and do not necessarily correspond to physically or logically independent entities.

[0043] The embodiments of this application will be further described in detail below with reference to the accompanying drawings.

[0044] Reference Figure 1 , Figure 1 The diagram shown is a flowchart of a thermal management method for a fixed operating scenario provided by the present invention. Figure 1 As shown, the method includes the following steps:

[0045] Step S101: Determine the vehicle's usage time, mileage, and driving load under fixed operating scenarios based on the vehicle controller.

[0046] Specifically, the vehicle controller acquires driving data of the vehicle on a fixed route and uses self-learning to determine the vehicle's usage time, mileage, and driving load.

[0047] Optionally, by setting fixed start and end points and vehicle usage periods, the vehicle controller can obtain the vehicle's usage time, mileage, and driving load.

[0048] To facilitate understanding of the specific instructions, the vehicle controller collects vehicle usage information (such as when the vehicle will be used, mileage, and load), and learns to determine the fixed mileage, usage time, and load for each single use. Alternatively, customers can set fixed start and end points and usage periods to allow the vehicle controller to acquire the above information (mileage, usage time, and load).

[0049] In other words, there are two ways to obtain driving information on a fixed route: one is through self-learning, and the other is by manually setting fixed start and end points and usage periods for the vehicle controller to learn. For example, in self-learning: the vehicle controller collects the mileage of a user's single trip several times. Because the user's start and end points are relatively fixed, the estimated mileage for a single trip can be easily calculated. For instance, if several collected mileage readings differ within a certain range, it can be determined as the user's frequently used mileage, and the average of these readings can be taken. This completes the self-learning of the user's single trip mileage. The self-learning of vehicle load follows the same principle.

[0050] It should be noted that existing technologies use high-end cloud servers and high-precision radar sensors to implement thermal management control, while this application only requires the vehicle controller to perform adaptive learning of thermal management through local self-learning, eliminating the need for cloud servers, radar sensors and other hardware, thereby greatly reducing costs.

[0051] Step S102: Based on the usage time, mileage and driving load, formulate battery cooling or heating control strategies that conform to the global usage scenario to perform thermal management control of the vehicle under the fixed operation scenario.

[0052] Specifically, the vehicle controller reads the current time and determines whether the automatic preheating or precooling time of the cab has been reached based on the difference between the current time and the time when the vehicle will be used.

[0053] When the difference is greater than or equal to the set time, it is determined that the automatic preheating or precooling time of the cab has not been reached, and no operation is performed.

[0054] When the difference is less than the set time, it is determined that the automatic preheating or precooling time of the cab has been reached, and the cab is automatically preheated or precooled in advance based on the real-time temperature.

[0055] In one embodiment, the vehicle controller determines whether the battery requests heating or cooling; if the battery requests heating or cooling, the battery is automatically heated or cooled in accordance with the real-time temperature.

[0056] In one embodiment, the vehicle's remaining mileage under the fixed operating scenario is calculated in real time using the vehicle positioning information and the vehicle's current mileage obtained by the vehicle controller.

[0057] When entering battery heating or cooling mode, the vehicle controller retrieves the set target control temperature reference value for battery heating or cooling, and corrects the target control temperature for battery heating or cooling based on the remaining mileage of the vehicle, and controls the battery temperature through the corrected value.

[0058] Among them, when the remaining mileage is greater than the first threshold, the target control temperature correction value for battery heating or cooling is equal to the target control temperature reference value;

[0059] When the remaining mileage is greater than or equal to the second threshold and less than the first threshold, the battery heating or cooling target control temperature correction value is the difference or sum of the target control temperature reference value and the first set temperature.

[0060] When the remaining mileage is less than the third threshold, the battery heating or cooling target control temperature correction value is the difference or sum of the target control temperature reference value and the second set temperature.

[0061] In one embodiment, the vehicle's driving load is determined by the battery current value obtained from the vehicle controller during vehicle operation, and the driving load is then categorized into different load levels based on its magnitude.

[0062] When entering battery heating or cooling mode, the target control temperature reference value is combined with the load level to correct the target control temperature for battery heating or cooling, and the battery temperature is controlled by the corrected value.

[0063] When the vehicle load is at the first level, the target control temperature correction value for battery heating or cooling is equal to the target control temperature reference value.

[0064] When the vehicle load is at level two, the target control temperature correction value for battery heating or cooling is the difference or sum of the target control temperature reference value and the first set temperature.

[0065] When the vehicle load is at level three, the target control temperature correction value for battery heating or cooling is the difference or sum of the target control temperature reference value and the second set temperature.

[0066] Understandably, for commercial vehicles with relatively fixed usage scenarios, such as logistics and warehousing companies transporting goods between fixed network points, buses on fixed routes, and sanitation vehicles, the routes of these vehicles are relatively fixed. The vehicle controller can read the vehicle's route information for local self-learning (i.e., obtaining the driving parameters of the fixed route, such as usage time, mileage, and load) to construct a complete vehicle usage scenario (i.e., a usage scenario for an entire road). Based on this complete vehicle usage scenario, thermal management optimization strategies can be developed from the overall usage scenario, formulating control strategies more suitable for the global usage scenario and improving energy efficiency. Moreover, adaptive learning for thermal management can be completed solely through local self-learning of the vehicle controller, eliminating the need for cloud servers, radar sensors, and other hardware, thus significantly reducing costs.

[0067] In summary, this application only requires local self-learning by the vehicle controller or user-defined vehicle settings to complete adaptive learning of thermal management, eliminating the need for hardware such as cloud servers and radar sensors, thereby significantly reducing costs.

[0068] The thermal management optimization strategy has a more comprehensive understanding of the usage scenario and extends the prediction time of thermal management control for a certain usage segment. This allows for the formulation of control strategies that are more suitable for the overall usage scenario and further improves the energy consumption reduction effect.

[0069] This significantly reduces the complexity of thermal management adaptive logic judgments, lowers the hardware computational load, and reduces controller costs. It also reduces system development and calibration complexity, shortens the development and calibration cycle, and makes the system more stable and reliable.

[0070] Reference Figure 2 , Figure 2 The diagram shown is a schematic of a thermal management device for a fixed operating scenario provided by the present invention. Figure 2 As shown, the device includes:

[0071] Vehicle controller 201: It is used to determine the vehicle's usage time, mileage, and driving load under fixed operating scenarios.

[0072] Thermal management actuator 202: It is used to formulate battery cooling or heating control strategies that conform to the global usage scenario based on the usage time, mileage and driving load, so as to perform thermal management control on the vehicle under the fixed operation scenario.

[0073] Furthermore, in one possible implementation, the thermal management actuator is also used to read the current time using the vehicle controller, and determine whether the automatic preheating or precooling time of the cab has been reached based on the difference between the current time and the time when the vehicle will be used.

[0074] When the difference is greater than or equal to the set time, it is determined that the automatic preheating or precooling time of the cab has not been reached, and no operation is performed.

[0075] When the difference is less than the set time, it is determined that the automatic preheating or precooling time of the cab has been reached, and the cab is automatically preheated or precooled in advance based on the real-time temperature.

[0076] Furthermore, in one possible implementation, the vehicle controller is also used to determine whether the battery requests heating or cooling.

[0077] If the battery requests heating or cooling, it will automatically heat or cool the battery according to the real-time temperature.

[0078] Furthermore, in one possible implementation, the thermal management actuator is also used to calculate the remaining mileage of the vehicle in the fixed operating scenario in real time using the vehicle positioning information and the current mileage of the vehicle obtained by the vehicle controller.

[0079] When entering battery heating or cooling mode, the vehicle controller retrieves the set target control temperature reference value for battery heating or cooling, and corrects the target control temperature for battery heating or cooling based on the remaining mileage of the vehicle, and controls the battery temperature through the corrected value.

[0080] Among them, when the remaining mileage is greater than the first threshold, the target control temperature correction value for battery heating or cooling is equal to the target control temperature reference value;

[0081] When the remaining mileage is greater than or equal to the second threshold and less than the first threshold, the battery heating or cooling target control temperature correction value is the difference or sum of the target control temperature reference value and the first set temperature.

[0082] When the remaining mileage is less than the third threshold, the battery heating or cooling target control temperature correction value is the difference or sum of the target control temperature reference value and the second set temperature.

[0083] Furthermore, in one possible implementation, the thermal management actuator is also used to determine the vehicle's driving load based on the battery current value obtained from the vehicle controller during vehicle operation, and to classify the driving load into different load levels.

[0084] When entering battery heating or cooling mode, the target control temperature reference value is combined with the load level to correct the target control temperature of battery heating or cooling, and the battery temperature is controlled by the correction value.

[0085] When the vehicle load is at the first level, the target control temperature correction value for battery heating or cooling is equal to the target control temperature reference value.

[0086] When the vehicle load is at level two, the target control temperature correction value for battery heating or cooling is the difference or sum of the target control temperature reference value and the first set temperature.

[0087] When the vehicle load is at level three, the target control temperature correction value for battery heating or cooling is the difference or sum of the target control temperature reference value and the second set temperature.

[0088] Furthermore, in one possible implementation, the vehicle controller is also used to obtain the vehicle's driving data on a fixed operating route based on the vehicle controller, and to determine the vehicle's usage time, mileage, and driving load through self-learning.

[0089] Furthermore, in one possible implementation, the vehicle controller is also used to obtain the vehicle's usage time, mileage, and driving load by setting fixed start and end points and vehicle usage periods.

[0090] Reference Figure 3 , Figure 3 The diagram shown is a schematic of the automatic cooling / heating system for the driver's cab provided by the present invention. Figure 3 As shown:

[0091] The vehicle controller reads the current time and determines whether the automatic preheating or precooling time for the cab has been reached based on the difference between the current time and the vehicle's expected usage time. For example, if the current time is 2:01 PM and the vehicle is expected to be used at 2:10 PM via self-learning, the difference is less than 10 seconds, indicating that the preheating / cooling time has been reached. Then, considering the air temperature, the system initiates heating / cooling. For instance, if the air temperature is below 10°C, preheating begins; if it's above 30°C, cooling begins; and if the air temperature is between 30°C and 10°C, no action is taken.

[0092] Understandably, through self-learning or user-defined settings, the vehicle controller can learn the fixed time periods when the user will be using the vehicle. Combined with real-time temperature conditions, this allows for automatic preheating / cooling of the cab in advance, thus improving the user experience. Essentially, it enables automatic vehicle preparation, preheating or cooling the cab to a suitable temperature before the user uses the vehicle, so that the cab is already at a comfortable temperature when the user gets in.

[0093] Reference Figure 4 , Figure 4 The diagram shown is a schematic of the automatic cooling / heating of the battery provided by the present invention. Figure 4 As shown:

[0094] Specifically, the vehicle controller determines whether the battery requests heating or cooling. If so, it automatically adjusts the battery temperature based on real-time ambient temperature. Essentially, the vehicle controller reads the current time to determine if the preheating / cooling time has been reached (as explained above). When vehicle usage time is less than 10 minutes, it checks if the battery management system requests heating or cooling. If heating is requested, preheating begins; if cooling is required, precooling begins. This means that through self-learning or user-defined settings, the vehicle controller can learn the user's fixed usage time and, combined with real-time temperature, automatically preheat / cool the battery. This reduces the user's manual vehicle preparation time, allowing for quick vehicle readiness. It enables automatic vehicle preparation, preheating or cooling the battery to a suitable temperature before the user uses the vehicle, ensuring the battery is ready for use immediately upon entering the vehicle. This allows the vehicle to quickly reach full power output.

[0095] Reference Figure 5 , Figure 5 The diagram shown is a schematic of battery cooling / heating based on remaining mileage provided by the present invention. Figure 5 As shown:

[0096] Specifically, the vehicle's remaining mileage in the fixed operating scenario is calculated in real time using the vehicle's location information and current mileage obtained by the vehicle controller.

[0097] When entering battery heating or cooling mode, the vehicle controller retrieves the set target control temperature reference value for battery heating or cooling, and corrects the target control temperature for battery heating or cooling based on the remaining mileage of the vehicle, and controls the battery temperature through the corrected value.

[0098] Among them, when the remaining mileage is greater than the first threshold, the target control temperature correction value for battery heating or cooling is equal to the target control temperature reference value;

[0099] When the remaining mileage is greater than or equal to the second threshold and less than the first threshold, the battery heating or cooling target control temperature correction value is the difference or sum of the target control temperature reference value and the first set temperature.

[0100] When the remaining mileage is less than the third threshold, the battery heating or cooling target control temperature correction value is the difference or sum of the target control temperature reference value and the second set temperature.

[0101] To illustrate this more clearly, the remaining range of a vehicle is calculated based on its location and the total mileage from its origin to its destination. When the remaining range is short, the target value for battery thermal management control can be lowered, thereby reducing the energy consumption of the thermal management system. The detailed strategy is as follows.

[0102] Through self-learning or user-defined settings, the vehicle controller can learn about the user's fixed mileage usage.

[0103] Vehicle positioning sensors can send vehicle location information to the vehicle controller. The vehicle controller can then calculate the remaining mileage of the vehicle in real time based on the known mileage and location information.

[0104] The battery management system sends battery heating or heating requests to the vehicle controller. When a cooling request is sent, the battery thermal management program enters cooling mode; when a heating request is sent, it enters heating mode; and when there is no request, the battery thermal management program does not enter any mode.

[0105] Because the vehicle will be immediately deactivated as it approaches its destination, the battery will no longer require heating or cooling. Since the battery has a large heat capacity, reducing the heating or cooling output will not cause a rapid and significant temperature change. Furthermore, considering that the battery will soon be unnecessary, the target control temperature requirement can be appropriately lowered—that is, lowering the target control temperature for heating or raising the target control temperature for cooling. Specific strategies can be set as follows.

[0106] When entering heating mode, the vehicle controller retrieves a pre-set target battery heating temperature reference value Th. It then adjusts the target temperature based on the remaining vehicle mileage. When the remaining mileage > 10km, the adjusted target temperature = Th. When 5km ≤ remaining mileage < 10km, the adjusted target temperature = Th - 3℃. When the remaining mileage < 5km, the adjusted target temperature = Th - 5℃.

[0107] When entering cooling mode, the vehicle controller retrieves a pre-set target control temperature reference value Tc for battery heating. It then adjusts the target control temperature for battery cooling based on the remaining vehicle mileage. When the remaining mileage > 10km, the adjusted target control temperature = Tc. When 5km ≤ remaining mileage < 10km, the adjusted target control temperature = Tc + 3℃. When the remaining mileage < 5km, the adjusted target control temperature = Th + 5℃.

[0108] After determining the target control temperature correction value for battery heating or cooling, the vehicle controller sends control signals to the thermal management actuators according to the established thermal management control strategy to control the operation of the thermal management system components. Because the target control temperature correction value for heating will be lower than the reference temperature when the remaining mileage is low, the load on thermal management system components, such as PTC heating power and water pump speed, can be reduced, thus reducing the energy consumption of the thermal management system. Similarly, when the remaining mileage is low, the target control temperature correction value for cooling will be higher than the reference temperature, so the load on thermal management system components, such as compressor speed and fan speed, can be reduced, thus reducing the energy consumption of the thermal management system.

[0109] Reference Figure 6 , Figure 6 The diagram shown is a schematic of battery cooling / heating based on battery usage load provided by the present invention. Figure 6 As shown:

[0110] Specifically, the vehicle's driving load is determined by the battery current value obtained from the vehicle controller during vehicle operation, and then classified into different load levels based on the magnitude of the driving load.

[0111] When entering battery heating or cooling mode, the target control temperature reference value is combined with the load level to correct the target control temperature for battery heating or cooling, and the battery temperature is controlled by the corrected value.

[0112] When the vehicle load is at the first level, the target control temperature correction value for battery heating or cooling is equal to the target control temperature reference value.

[0113] When the vehicle load is at level two, the target control temperature correction value for battery heating or cooling is the difference or sum of the target control temperature reference value and the first set temperature.

[0114] When the vehicle load is at level three, the correction value for the battery heating or cooling target control temperature is the difference or sum of the target control temperature reference value and the second set temperature. It needs to be explained that level one load is low load, level two load is medium load, and level three load is high load. The first set temperature is 3℃, and the second set temperature is 5℃. The vehicle's driving load is learned through the current value during vehicle operation. When the vehicle's driving load is low, the battery thermal management control target value requirement can be reduced, thereby reducing the energy consumption of the thermal management system. Detailed strategies are as follows.

[0115] Through self-learning or user-defined settings, the vehicle controller can learn about the fixed vehicle load conditions of the user's vehicle.

[0116] Vehicle load can be categorized into several levels. When the load is low, the battery's output power load is also low, resulting in lower heat generation from the battery. Therefore, the target cooling control temperature for the battery can be set relatively low, but the target heating control temperature needs to be set relatively high. Conversely, when the battery's output power load is high, the battery's heat generation will also be high. In this case, the target cooling control temperature needs to be set relatively high, but the target heating control temperature can be set relatively low. Specific strategies can be set as follows.

[0117] The battery management system sends battery heating or heating requests to the vehicle controller. When a cooling request is sent, the battery thermal management program enters cooling mode; when a heating request is sent, it enters heating mode; and when there is no request, the battery thermal management program does not enter any mode.

[0118] When entering heating mode, the vehicle controller retrieves a pre-set target battery heating temperature reference value Th. It then adjusts the target battery heating temperature based on the vehicle load level. Under low load, the adjusted target battery heating temperature is Th. Under medium load, it is Th - 3℃. Under high load, it is Th - 5℃.

[0119] When entering cooling mode, the vehicle controller retrieves a pre-set target control temperature reference value Tc for battery heating. It then adjusts the target control temperature for battery cooling based on the vehicle load level. Under high load, the adjusted target control temperature is Tc. Under medium load, the adjusted target control temperature is Tc + 3℃. Under low load, the adjusted target control temperature is Th + 5℃.

[0120] After determining the target control temperature correction value for battery heating or cooling, the vehicle controller sends control signals to the thermal management actuators according to the established thermal management control strategy to control the operation of the thermal management system components. Because the target control temperature correction value for heating will be lower than the reference temperature when the vehicle load is high, the load on thermal management system components such as PTC heating power and water pump speed can be reduced, thus reducing the energy consumption of the thermal management system. Similarly, when the vehicle load is low, the target control temperature correction value for cooling will be higher than the reference temperature, so the load on thermal management system components such as compressor speed and fan speed can be reduced, thus reducing the energy consumption of the thermal management system.

[0121] The following reference Figure 7 To describe an electronic device 700 according to this embodiment of the present invention. Figure 7 The electronic device 700 shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of the present invention.

[0122] like Figure 7 As shown, the electronic device 700 is manifested in the form of a general-purpose computing device. The components of the electronic device 700 may include, but are not limited to: at least one processing unit 710, at least one storage unit 720, and a bus 730 connecting different system components (including storage unit 720 and processing unit 710).

[0123] The storage unit stores program code that can be executed by the processing unit 710, causing the processing unit 710 to perform the steps described in the "Embodiment Methods" section of this specification according to various exemplary embodiments of the present invention.

[0124] Storage unit 720 may include a readable medium in the form of a volatile storage unit, such as random access memory (RAM) 721 and / or cache memory 722, and may further include a read-only memory (ROM) 723.

[0125] The storage unit 720 may also include a program / utility 724 having a set (at least one) of program modules 725, including but not limited to: an operating system, one or more application programs, other program modules, and program data, each or some combination of these examples may include an implementation of a network environment.

[0126] Bus 730 can represent one or more of several types of bus structures, including a memory cell bus or memory cell controller, a peripheral bus, a graphics acceleration port, a processing unit, or a local bus using any of the various bus structures.

[0127] Electronic device 700 can also communicate with one or more external devices (e.g., keyboard, pointing device, Bluetooth device, etc.), one or more devices that enable a user to interact with electronic device 700, and / or any device that enables electronic device 700 to communicate with one or more other computing devices (e.g., router, modem, etc.). This communication can be performed via input / output (I / O) interface 750. Furthermore, electronic device 700 can also communicate with one or more networks (e.g., local area network (LAN), wide area network (WAN), and / or public networks, such as the Internet) via network adapter 760. As shown, network adapter 760 communicates with other modules of electronic device 700 via bus 730. It should be understood that, although not shown in the figures, other hardware and / or software modules can be used in conjunction with electronic device 700, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0128] From the above description of the embodiments, those skilled in the art will readily understand that the exemplary embodiments described herein can be implemented by software or by combining software with necessary hardware. Therefore, the technical solutions according to the embodiments of this disclosure can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, external hard drive, etc.) or on a network, including several instructions to cause a computing device (such as a personal computer, server, terminal device, or network device, etc.) to execute the methods according to the embodiments of this disclosure.

[0129] According to the present disclosure, a computer-readable storage medium is also provided, on which a program product capable of implementing the methods described above is stored. In some possible embodiments, various aspects of the present invention can also be implemented as a program product comprising program code that, when the program product is run on a terminal device, causes the terminal device to perform the steps of the various exemplary embodiments of the present invention described in the "Exemplary Methods" section above.

[0130] refer to Figure 8 As shown, a program product 800 for implementing the above-described method according to an embodiment of the present invention is described. This product may employ a portable compact disc read-only memory (CD-ROM) and include program code, and may run on a terminal device, such as a personal computer. However, the program product of the present invention is not limited thereto. In this document, the readable storage medium may be any tangible medium containing or storing a program that may be used by or in conjunction with an instruction execution system, apparatus, or device.

[0131] The program product may employ any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0132] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A readable signal medium may also be any readable medium other than a readable storage medium, capable of sending, propagating, or transmitting programs for use by or in conjunction with an instruction execution system, apparatus, or device.

[0133] The program code contained on the readable medium may be transmitted using any suitable medium, including but not limited to wireless, wired, optical fiber, RF, etc., or any suitable combination thereof.

[0134] Program code for performing the operations of this invention can be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Java and C++, and conventional procedural programming languages ​​such as C or similar languages. The program code can execute entirely on the user's computing device, partially on the user's device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server. In cases involving remote computing devices, the remote computing device can be connected to the user's computing device via any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computing device (e.g., via the Internet using an Internet service provider).

[0135] Furthermore, the above figures are merely illustrative of the processes included in the method according to exemplary embodiments of the present invention, and are not intended to be limiting. It is readily understood that the processes shown in the above figures do not indicate or limit the temporal order of these processes. Additionally, it is readily understood that these processes may be executed synchronously or asynchronously, for example, in multiple modules.

[0136] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

[0137] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

Claims

1. A thermal management method for a fixed operating scenario, characterized in that, include: The vehicle controller determines the vehicle's usage time, mileage, and driving load under fixed operating scenarios. Based on the usage time, mileage and driving load, battery cooling or heating control strategies that conform to the global usage scenario are formulated to perform thermal management control of the vehicle under the fixed operation scenario. Specifically, the vehicle's driving load is determined by the battery current value obtained from the vehicle controller, and the driving load is then categorized into different load levels. When entering battery heating or cooling mode, the target control temperature reference value is combined with the load level to correct the target control temperature for battery heating or cooling, and the battery temperature is controlled by the correction value. When the vehicle load is at the first level, the target control temperature correction value for battery heating or cooling is equal to the target control temperature reference value. When the vehicle load is at level two, the target control temperature correction value for battery heating or cooling is the difference or sum of the target control temperature reference value and the first set temperature. When the vehicle load is at level three, the target control temperature correction value for battery heating or cooling is the difference or sum of the target control temperature reference value and the second set temperature.

2. The method according to claim 1, characterized in that, The battery cooling or heating control strategies, formulated based on the usage time, mileage, and driving load, are tailored to the overall usage scenario, including: The system reads the current time using the vehicle controller and determines whether the automatic preheating or precooling time for the cab has been reached based on the difference between the current time and the time when the vehicle will be used. When the difference is greater than or equal to the set time, it is determined that the automatic preheating or precooling time of the cab has not been reached, and no operation is performed. When the difference is less than the set time, it is determined that the automatic preheating or precooling time of the cab has been reached, and the cab is automatically preheated or precooled in advance based on the real-time temperature.

3. The method according to claim 2, characterized in that, Also includes: The vehicle controller is used to determine whether the battery requests heating or cooling. If the battery requests heating or cooling, it will automatically heat or cool the battery according to the real-time temperature.

4. The method according to claim 3, characterized in that, Also includes: Using the vehicle location information and current mileage obtained by the vehicle controller, the remaining mileage of the vehicle in the fixed operating scenario is calculated in real time. When entering battery heating or cooling mode, the vehicle controller retrieves the set target control temperature reference value for battery heating or cooling, and corrects the target control temperature for battery heating or cooling based on the remaining mileage of the vehicle, and controls the battery temperature through the correction value. Among them, when the remaining mileage is greater than the first threshold, the target control temperature correction value for battery heating or cooling is equal to the target control temperature reference value; When the remaining mileage is greater than or equal to the second threshold and less than the first threshold, the battery heating or cooling target control temperature correction value is the difference or sum of the target control temperature reference value and the first set temperature. When the remaining mileage is less than the third threshold, the battery heating or cooling target control temperature correction value is the difference or sum of the target control temperature reference value and the second set temperature.

5. The method according to claim 1, wherein Determining the vehicle's usage time, mileage, and driving load under a fixed operating scenario includes: The vehicle controller acquires driving data of the vehicle on a fixed route and uses self-learning to determine the vehicle's usage time, mileage, and driving load.

6. The method according to claim 5, characterized in that, Also includes: By setting fixed start and end points and vehicle usage periods, the vehicle controller can obtain the vehicle's usage time, mileage, and driving load.

7. A thermal management device for a fixed operating scenario, characterized in that, include: The vehicle controller is used to determine the vehicle's usage time, mileage, and driving load under fixed operating scenarios; A thermal management actuator is used to formulate battery cooling or heating control strategies that conform to the global usage scenario based on the usage time, mileage and driving load, so as to perform thermal management control on the vehicle under the fixed operation scenario. The vehicle's driving load is determined by the battery current value obtained from the vehicle controller during vehicle operation, and then classified into different load levels based on the magnitude of the driving load. When entering battery heating or cooling mode, the target control temperature reference value is combined with the load level to correct the target control temperature for battery heating or cooling, and the battery temperature is controlled by the correction value. When the vehicle load is at the first level, the target control temperature correction value for battery heating or cooling is equal to the target control temperature reference value. When the vehicle load is at level two, the target control temperature correction value for battery heating or cooling is the difference or sum of the target control temperature reference value and the first set temperature. When the vehicle load is at level three, the target control temperature correction value for battery heating or cooling is the difference or sum of the target control temperature reference value and the second set temperature.

8. An electronic device, characterized in that, The electronic device includes: processor; A memory storing computer-readable instructions that, when executed by the processor, implement the method as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, It stores computer program instructions that, when executed by a computer, cause the computer to perform the method according to any one of claims 1 to 6.

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