Vehicle battery heating method, device and equipment and storage medium

Abstract

The invention relates to a vehicle battery heating method, device and equipment and a storage medium, and relates to the technical field of automobiles. The method comprises the steps that under the condition that a vehicle is in a parking state, the temperature of a vehicle battery is monitored in real time; under the condition that the temperature of the vehicle battery is smaller than a first preset threshold value, target vehicle parameters are determined based on the preset current, and the target vehicle parameters comprise at least one of a target random phase, a target voltage vector and a target duty ratio; and controlling a vehicle motor to operate based on the target vehicle parameters, and heating a vehicle battery through heat generated by operation of the vehicle motor. Therefore, when the temperature of the vehicle battery is low, the target vehicle parameters can be determined based on the preset current, and the vehicle motor is controlled to operate based on the target vehicle parameters, so that the vehicle battery is heated through heat generated by operation of the vehicle motor, and the problems that the heating power is high, energy consumption is large and the service life is long when the PTC heats the battery pack of the vehicle are solved. And the heating efficiency is poor.

Description

Technical Field

[0001] The present invention relates to the technical field of automobiles, and particularly to a vehicle battery heating method, device, equipment and storage medium. Background Art

[0002] With the development of the electric vehicle industry, in a low-temperature environment, pure electric vehicles need to strengthen the thermal management function to achieve functions such as occupant compartment heating and battery heating. Since there are no traditional engine components, the current automotive heater (positive temperature coefficient, PTC) mainly relies on the cooperation of the vehicle control unit (VCU), the electric drive system and the thermal management system to heat the vehicle's battery pack and occupant compartment.

[0003] However, in the above method, when heating the vehicle's battery pack and occupant compartment through PTC, the heating power is relatively high, resulting in large energy consumption, high cost, and poor heating efficiency. Thus, the cost of heating the vehicle battery is relatively high and the efficiency is poor. Summary of the Invention

[0004] The purpose of the present invention is to provide a vehicle battery heating method, device, equipment and storage medium to solve the technical problem that when heating the vehicle's battery pack through PTC, the heating power is relatively high, resulting in large energy consumption, high cost, and poor heating efficiency. The technical solution of the present application is as follows:

[0005] According to the first aspect of the present application, a vehicle battery heating method is provided, including: when the vehicle is in a parked state, monitoring the temperature of the vehicle battery in real time; when the temperature of the vehicle battery is less than a first preset threshold, determining target vehicle parameters based on a preset current, where the target vehicle parameters include at least one of the following: target random phase, target voltage vector, target duty ratio; based on the target vehicle parameters, controlling the operation of the vehicle motor, and heating the vehicle battery with the heat generated by the operation of the vehicle motor.

[0006] According to the above technical means, the present application can, when the vehicle is in a parked state, monitor the temperature of the vehicle battery in real time, and when the temperature of the vehicle battery is less than the preset threshold, determine the target vehicle parameters based on the preset current. Further, based on the target vehicle parameters, control the operation of the vehicle motor, and heat the vehicle battery with the heat generated by the operation of the vehicle motor. That is, when the battery temperature is relatively low, the operation of the vehicle motor can be controlled according to the target vehicle parameters corresponding to the required current to generate heat to heat the battery. Thus, the technical problem that when heating the vehicle's battery pack through PTC in the prior art, the heating power is relatively high, resulting in large energy consumption, high cost, and poor heating efficiency is avoided, and the efficiency of heating the vehicle battery is improved and the heating cost is reduced.

[0007] In a possible implementation, the method further includes: detecting a target parameter of the vehicle, and determining a plurality of random phases based on the target parameter and a preset parameter, where the target parameter is any one of the following: three-phase current parameter, temperature parameter, bus voltage parameter, and the preset parameter is a constant; determining a target vehicle parameter based on a preset current, including: determining a target random phase from the plurality of random phases based on the preset current.

[0008] According to the above technical means, the present application can determine a plurality of random phases according to the target parameter and the preset parameter of the vehicle, and determine a target random phase from the plurality of random phases based on the preset current, which is convenient for the subsequent target to control the operation of the vehicle motor to generate heat to heat the battery.

[0009] In a possible implementation, the method further includes: real-time monitoring the temperature of the cooling device of the electric drive system in the vehicle; and heating the vehicle battery with the heat generated by the cooling device when the temperature of the cooling device is greater than a second preset threshold.

[0010] According to the above technical means, the present application can real-time monitor the temperature of the cooling device of the electric drive system in the vehicle, so as to timely control the PTC and switch the three-way valve to adjust the heating position when the temperature of the cooling device of the electric drive system is abnormal. Moreover, when the temperature of the cooling device is greater than the preset threshold, the vehicle battery is heated with the heat generated by the cooling device, avoiding the problem of wasting energy.

[0011] In a possible implementation, the method further includes: heating the passenger compartment of the vehicle with the heat generated by the operation of the vehicle motor; or heating the passenger compartment of the vehicle with the heat generated by the cooling device.

[0012] According to the above technical means, the present application can heat the passenger compartment of the vehicle with the heat generated by the operation of the vehicle motor and the heat generated by the cooling device, realizing the use of the waste heat of the electric drive system to heat the passenger compartment and reducing the heating cost.

[0013] In a possible implementation, the method further includes: real-time monitoring the temperature of the motor stator and the temperature of the insulated gate bipolar transistor IGBT in the vehicle, and controlling the vehicle motor to stop running when the temperature of the motor stator or the temperature of the IGBT is greater than or equal to a third preset threshold.

[0014] According to the above technical means, the present application can control the vehicle motor to stop running when the temperature of the motor stator and the temperature of the IGBT in the vehicle are greater than or equal to the preset threshold, avoiding the problem that the motor stator and the IGBT are damaged due to continuous heating when the motor stator and the IGBT are overheated.

[0015] In a possible implementation manner, before controlling the operation of the vehicle motor based on the target vehicle parameters, the method further includes: detecting the temperature of the vehicle motor; controlling the operation of the vehicle motor based on the target vehicle parameters, including: when the temperature of the vehicle motor is less than a fourth preset threshold, controlling the operation of the vehicle motor based on the target vehicle parameters.

[0016] According to the above technical means, the present application can control the operation of the vehicle motor based on the target vehicle parameters when the temperature of the vehicle motor is less than the preset threshold, avoiding the problem that the vehicle motor is damaged due to continuous heating when the vehicle motor is overheated.

[0017] According to a second aspect provided by the present application, a vehicle battery heating device is provided. The vehicle battery heating device includes a processing module and a determination module; the processing module is configured to, when the vehicle is in a parked state, monitor the temperature of the vehicle battery in real time; the determination module is configured to, when the temperature of the vehicle battery is less than a first preset threshold, determine target vehicle parameters based on a preset current, where the target vehicle parameters include at least one of the following: a target random phase, a target voltage vector, and a target duty ratio; the processing module is further configured to control the operation of the vehicle motor based on the target vehicle parameters, and heat the vehicle battery by the heat generated by the operation of the vehicle motor.

[0018] In a possible implementation manner, the processing module is further configured to detect target parameters of the vehicle, where the target parameters are any one of the following: three-phase current parameters, temperature parameters, and bus voltage parameters; the determination module is further configured to determine a plurality of random phases based on the target parameters and preset parameters, where the preset parameters are constants; the determination module is further configured to determine a target random phase from the plurality of random phases based on the preset current.

[0019] In a possible implementation manner, the processing module is further configured to monitor the temperature of the cooling device of the electric drive system in the vehicle in real time; the processing module is further configured to, when the temperature of the cooling device is greater than a second preset threshold, heat the vehicle battery by the heat generated by the cooling device.

[0020] In a possible implementation manner, the processing module is further configured to heat the passenger compartment of the vehicle by the heat generated by the operation of the vehicle motor; the processing module is further configured to heat the passenger compartment of the vehicle by the heat generated by the cooling device.

[0021] In a possible implementation manner, the processing module is further configured to monitor the temperature of the motor stator and the temperature of the insulated gate bipolar transistor IGBT in the vehicle in real time, and control the vehicle motor to stop operating when the temperature of the motor stator or the temperature of the IGBT is greater than or equal to a third preset threshold.

[0022] In a possible implementation, the processing module is further configured to detect the temperature of the vehicle motor; the processing module is further configured to control the operation of the vehicle motor based on the target vehicle parameters when the temperature of the vehicle motor is less than the fourth preset threshold.

[0023] According to a third aspect provided by the present application, there is provided an electronic device, including: a processor; a memory for storing instructions executable by the processor; wherein, the processor is configured to execute the instructions to implement the method according to the first aspect and any possible implementation thereof as described above.

[0024] According to a fourth aspect provided by the present application, there is provided a computer-readable storage medium, when the instructions in the computer-readable storage medium are executed by the processor of the electronic device, enabling the electronic device to execute the method according to the first aspect and any possible implementation thereof as described above.

[0025] According to a fifth aspect provided by the present application, there is provided a vehicle, including: a vehicle battery heating device for implementing the method according to the first aspect and any possible implementation thereof as described above.

[0026] According to a sixth aspect provided by the present application, there is provided a computer program product, the computer program product includes computer instructions, when the computer instructions run on the electronic device, enabling the electronic device to execute the method according to the first aspect and any possible implementation thereof as described above.

[0027] Therefore, the above technical features of the present application have the following beneficial effects:

[0028] (1) It is possible to monitor the temperature of the vehicle battery in real time when the vehicle is in a parked state, and when the temperature of the vehicle battery is less than the preset threshold, determine the target vehicle parameters based on the preset current. Further, based on the target vehicle parameters, control the operation of the vehicle motor, and heat the vehicle battery by the heat generated by the operation of the vehicle motor. That is, when the battery temperature is low, the operation of the vehicle motor can be controlled according to the target vehicle parameters corresponding to the required current to generate heat to heat the battery. Thus, it avoids the technical problems in the prior art that when the vehicle battery pack is heated by PTC, the heating power is high, resulting in large energy consumption, high cost, and poor heating efficiency, improves the efficiency of heating the vehicle battery, and reduces the heating cost.

[0029] (2) It is possible to determine a plurality of random phases according to the target parameters and preset parameters of the vehicle, and determine the target random phase from the plurality of random phases based on the preset current, which is convenient for the subsequent target to control the operation of the vehicle motor to generate heat to heat the battery based on the random phase.

[0030] (3) The temperature of the cooling device of the electric drive system in the vehicle can be monitored in real time to control the PTC and switch the three-way valve in a timely manner when the temperature of the cooling device of the electric drive system is abnormal, and adjust the heating position. Moreover, when the temperature of the cooling device is greater than the preset threshold, the heat generated by the cooling device is used to heat the vehicle battery, avoiding the problem of wasting energy.

[0031] (4) The heat generated by the operation of the vehicle motor and the heat generated by the cooling device can be used to heat the passenger compartment of the vehicle, realizing the use of the waste heat of the electric drive system to heat the passenger compartment and reducing the heating cost.

[0032] (5) When the temperature of the motor stator and the IGBT in the vehicle is greater than or equal to the preset threshold, the operation of the vehicle motor can be controlled to avoid the problem that the motor stator and the IGBT are damaged due to continuous heating when they are overheated.

[0033] (6) When the temperature of the vehicle motor is less than the preset threshold, the operation of the vehicle motor can be controlled based on the target vehicle parameters to avoid the problem that the vehicle motor is damaged due to continuous heating when it is overheated.

[0034] It should be noted that for the technical effects brought by any implementation manner in the second aspect to the sixth aspect, reference can be made to the technical effects brought by the corresponding implementation manner in the first aspect or the second aspect, which will not be elaborated here.

[0035] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit this application. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The drawings herein are incorporated into the specification and form a part of this specification, showing embodiments consistent with this application, and are used together with the specification to explain the principles of this application, and do not constitute an improper limitation to this application.

[0037] Figure 1 is a schematic structural diagram of a vehicle battery heating system shown according to an exemplary embodiment;

[0038] Figure 2 is a schematic diagram of an operation mode of a motor controller shown according to an exemplary embodiment;

[0039] Figure 3 is a flowchart of passenger compartment heating and its command setting shown according to an exemplary embodiment;

[0040] Figure 4 is a flowchart of a vehicle battery heating method shown according to an exemplary embodiment;

[0041] Figure 5It is a schematic diagram of a two-level three-leg DC / AC inverter system shown according to an exemplary embodiment;

[0042] Figure 6 It is a flowchart of the generation of random phases and mode switching conditions of a motor subsystem shown according to an exemplary embodiment;

[0043] Figure 7 It is a flowchart of yet another vehicle battery heating method shown according to an exemplary embodiment;

[0044] Figure 8 It is a flowchart of yet another vehicle battery heating method shown according to an exemplary embodiment;

[0045] Figure 9 It is a flowchart of yet another vehicle battery heating method shown according to an exemplary embodiment;

[0046] Figure 10 It is a flowchart of yet another vehicle battery heating method shown according to an exemplary embodiment;

[0047] Figure 11 It is a schematic diagram of a current control scheme for different battery DC bus voltages shown according to an exemplary embodiment;

[0048] Figure 12 It is a flowchart of yet another vehicle battery heating method shown according to an exemplary embodiment;

[0049] Figure 13 It is a block diagram of a vehicle battery heating device shown according to an exemplary embodiment;

[0050] Figure 14 It is a block diagram of an electronic device shown according to an exemplary embodiment. Detailed implementation

[0051] The following will illustrate the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention, rather than for limiting the protection scope of the present invention.

[0052] It should be noted that the illustrations provided in the following embodiments only schematically illustrate the basic concept of the present invention. Therefore, only the components related to the present invention are shown in the drawings, rather than being drawn according to the number, shape, and size of the components in actual implementation. The types, quantities, and proportions of the components in actual implementation can be arbitrarily changed, and the component layout type may also be more complex.

[0053] In a low-temperature environment, pure electric vehicles need to strengthen thermal management to achieve functions such as occupant compartment heating and battery heating. Since pure electric vehicles do not have traditional engine components, they mainly rely on the cooperation of the vehicle control unit, electric drive system, and thermal management system to achieve occupant compartment heating and battery heating. In the working mode where the vehicle outputs normal torque, there are various losses, and the motor will generate heat. The optimization design of the thermal management solution can be completed relying on the actual heat generation efficiency. However, in the working mode where the vehicle does not output torque, if it is necessary to continue to control the motor to generate heat to achieve occupant compartment heating and battery pack heating, it is necessary to coordinate each subsystem (such as the battery management subsystem, vehicle control subsystem, motor control subsystem, and thermal management subsystem) and formulate a heating control plan separately.

[0054] Currently, water can be used as the cooling system or heating system to achieve heat exchange, and cooling oil can also be used as the medium to cool the motor stator to achieve system thermal management and heating and cooling to solve the energy consumption problem at low ambient temperatures. However, it cannot solve the reliability of the motor controller and the problem of abnormal vibration and noise. Heating control and management with air as the heat exchange medium can also be achieved to improve the heating efficiency.

[0055] It is also possible to avoid the harm caused by the generation of condensed water in the motor and save energy consumption by controlling the temperature difference between the motor and the ambient temperature. However, in this application, the "waste heat recovery and utilization" can be achieved by reusing the motor to improve the heating efficiency and a solution to the relevant reliability problems is given.

[0056] The multi-way valve can also be used to achieve heat exchange between different fluid circuits of multiple subsystems, improving the technical effects of thermal management reliability and energy utilization rate. However, it cannot solve the influence on the insulated-gate bipolar transistor (IGBT) power module during the heating process. The three heating gears of the motor control waste heat recovery system can also be used for heating. However, it cannot solve the problems of abnormal vibration and IGBT life reliability during the heating process.

[0057] It is also possible to determine whether the temperature of the battery pack is greater than a second preset temperature when the heat recovery device temperature is lower than the engine temperature after the engine shuts down. When it is less than the second preset temperature, the engine circuit is used to heat the battery pack. It is also possible to control the three-phase inverter and the three-phase AC motor to heat the heat exchange medium in the electric drive cooling circuit when the control module detects that the temperature of the power battery is lower than the preset temperature and the heating condition is met, so as to realize the heating of the power battery. However, it is impossible to control the heating power of the battery pack during heating according to requirements, resulting in waste of resources and possible safety problems.

[0058] In view of the above technical problems, in order to reduce the heating power generated by the PTC and reduce costs, the embodiments of the present disclosure provide a vehicle battery heating method. The idea is as follows: By reusing the controller with the function of heating the passenger compartment and transferring heat through the motor drive control system, and cooperating with the thermal management system, the passenger compartment and the battery pack are heated. Its remarkable feature is to utilize the waste heat recirculation of the electric drive system to make the motor actively generate heat, realize the active recovery of waste heat for heating, and realize the heating function of the passenger compartment in a low-temperature environment, which can greatly reduce the cost of the entire thermal management control system and improve the total heating power and heating efficiency. At the same time, the abnormal jitter problem under the stall condition is solved, and the reliability problem caused by three-phase imbalance is solved, bringing the same in-vehicle temperature performance perception experience as that of a fuel vehicle to the passengers.

[0059] For the sake of easy understanding, the vehicle battery heating method provided by the present application is specifically introduced below with reference to the accompanying drawings.

[0060] A vehicle battery heating method provided by an embodiment of the present application can be applied to a vehicle battery heating system. Figure 1 It is a schematic structural diagram of a vehicle battery heating system shown according to an exemplary embodiment. As Figure 1 shown, the vehicle battery heating system 10 includes: a battery management subsystem 11, a vehicle control subsystem 12, a motor control subsystem 13, and a thermal management subsystem 14.

[0061] Among them, the battery management subsystem 11 is used to monitor the temperature of the vehicle battery in real time through the cell temperature sensor when the vehicle is in the parked state; the vehicle control subsystem 12 is used to monitor the ambient temperature in real time through the external ambient temperature sensor when the vehicle is in the parked state; the motor control subsystem 13 is used to monitor the temperature of the cooling device of the electric drive system in the vehicle in real time through the electric drive water outlet temperature sensor, monitor the motor speed in real time through the motor speed sensor, monitor the temperature of the motor stator in the vehicle in real time through the motor stator temperature sensor, monitor the temperature of the IGBT in real time, detect the three-phase current parameters through the three-phase current temperature sensor of the motor stator winding, and when the temperature of the vehicle battery or the ambient temperature is less than the first preset threshold, control the three-phase AC asynchronous motor and the cooling pump included in the motor controller to operate through the inverter (direct current - alternating current, DC - AC) power module included in the motor controller, and heat the vehicle battery and the passenger compartment of the vehicle by the heat generated by the operation of the three-phase AC asynchronous motor and the cooling pump; the thermal management subsystem 14 is used to control the PTC heater, the three-way valve and the water pump according to the temperature of the cooling device through the thermal management controller, and adjust the position of heating the vehicle battery and the passenger compartment.

[0062] It should be noted that the vehicle includes a whole vehicle battery pack (i.e., the vehicle battery), a whole vehicle control unit (i.e., the vehicle control subsystem 12), four tires, and at least one electric drive system (i.e., the motor control subsystem 13). The electric drive system can be front-wheel drive, rear-wheel drive, or a four-wheel drive system composed of two electric motors.

[0063] In terms of structure, the electric drive system integrates a motor (i.e., a three-phase AC asynchronous motor), a motor controller, a reducer, etc., and belongs to an "all-in-one" integrated system. The electric drive system drives the whole vehicle tires to rotate through a differential and a drive half shaft. The electric drive system is an energy conversion device that can convert electrical energy into mechanical energy and heat energy. In this application, the motor directly converts electrical energy into heat energy and cannot generate mechanical energy. In terms of function, the whole vehicle battery pack can supply electrical energy to the electric drive system and supply power to other in-vehicle electronic devices, brushless DC motors, pumps and other devices.

[0064] The vehicle controller of the vehicle control subsystem 12 is the central control of the vehicle control, which can analyze and calculate the requirements of each subsystem and complete real-time control. The vehicle controller is connected to all subsystems (including the motor control subsystem 13, the battery management subsystem 11, the chassis control subsystem, the thermal management subsystem 14, the body control subsystem, the vehicle head unit control subsystem, and the steering control subsystem).

[0065] The battery management controller, vehicle controller, motor controller, and chassis controller are on the same Controller Area Network (CAN) / Controller Area Network with Flexible Data Rate (CANFD) network. A vehicle can have multiple CAN / CANFD networks, and subsystems across different networks send data packets through a gateway or Ethernet.

[0066] The vehicle battery heating system 10 provided in this application can achieve generalization and modular development and can control a high-speed, high-voltage, and high-power three-phase AC asynchronous motor for vehicles. The motor controller is an entity for energy control and conversion. Figure 2 It is a schematic diagram of an operating mode of a motor controller shown according to an exemplary embodiment. As Figure 2 shown, the motor controller has the following operating modes: sleep mode, standby mode, drive torque mode, energy recovery mode, locked-rotor heating mode (i.e., heating mode) in the stationary state, and other operating modes, etc. These operating modes can be switched between each other. Specifically, when the chip function is awakened after the motor controller receives the correct voltage, it enters the standby mode; in the drive torque mode, the motor consumes the energy provided by the battery pack, drives the motor to do positive work, and outputs mechanical energy; in the energy recovery mode, the drive motor does negative work, recovers the kinetic energy of the vehicle body, and stores the charge in the battery pack.

[0067] The motor controller mainly includes a control board (i.e., a control circuit module with specific analog-to-digital converter (ADC) sampling functions and necessary sensors), a drive board (i.e., a drive module with a microcontroller unit (MCU) chip), a power supply module (i.e., a power supply module with various different ripple levels), a communication module, a programmable logic device, a three-phase AC asynchronous motor stator, a three-phase AC asynchronous motor rotor, a three-phase high-power wire harness, a resolver rotor, a resolver stator, and its wire harness.

[0068] Specifically, the control board is used to complete the calculation of signals required for real-time motor control; the drive board is used to control IGBT or silicon carbide (SiC) as a power device using a drive program to complete motor control, and filter and condition the three-phase current signals and then feedback them to the ADC channel.

[0069] The power module is used to complete the functions of direct current - direct current (DC - DC) and DC - AC conversion, and can output power supplies with different voltage amplitudes, different voltage precisions, and different driving powers; the communication module is responsible for completing the communication between the motor control domain and other devices and other control domains, mainly including CAN communication, CANFD communication, local interconnect network (LIN) communication, and Ethernet communication.

[0070] The ADC module is used to complete real - time signal monitoring and make necessary responses through various signal monitoring and sampling circuits. The signals collected and converted include bus voltage, three - phase current, IGBT temperature signal, resolver signal, and condition the test noise in an appropriate manner; the underlying drive and application - layer software are used to complete the detection and diagnosis of fault signals, including current signals, speed signals, motor stator temperature, voltage signals, etc., and are used to complete the necessary information transfer and storage, and the reception and storage of key information stored in an electrically erasable programmable read - only memory (EEPROM), and are used to calculate and implement the specified current scheme, voltage scheme, and three - phase duty - cycle signal, and finally control the power module to achieve DC - AC inversion.

[0071] The MCU chip is used to centrally process analog communication, digital communication, and CANFD communication, solve the motor state through integrated code and programs, and feedback the information to the motor controller. Figure 3 It is a flowchart of occupant compartment heating and its command setting shown according to an exemplary embodiment, as Figure 3 shown. The user can send the occupant compartment heating command to the vehicle machine subsystem, and the vehicle machine subsystem can directly forward the occupant compartment heating command to the vehicle controller of the vehicle control subsystem or forward it to the vehicle controller of the vehicle control subsystem through the thermal management subsystem.

[0072] Furthermore, when the vehicle control subsystem monitors the occupant compartment heating command issued by the vehicle controller, it can perform status recognition and mode switching on the occupant compartment heating command through the motor controller of the motor control subsystem, analyze the necessity of control based on the predefined enabling conditions, and then implement the heating function control scheme.

[0073] Figure 4 It is a flowchart of a vehicle battery heating method shown according to an exemplary embodiment, applied to an electronic device, as Figure 4 shown. The vehicle battery heating method includes the following steps:

[0074] S201: When the vehicle is in a parked state, continuously monitor the temperature of the vehicle battery.

[0075] Optionally, when the vehicle is in the parked state, the battery management subsystem can be used to detect and monitor the cell temperature of the battery (i.e., the temperature of the vehicle battery) in real time, and the vehicle control subsystem can be used to detect and monitor the external ambient temperature in real time.

[0076] S202. When the temperature of the vehicle battery is less than the first preset threshold, determine the target vehicle parameters based on the preset current.

[0077] Among them, the target vehicle parameters include at least one of the following: target random phase, target voltage vector, and target duty ratio.

[0078] Optionally, when the temperature of the vehicle battery is less than the preset threshold, the external ambient temperature is less than the preset threshold, or a person triggers a heating request for the cockpit (i.e., the occupant compartment), trigger a heating demand. The vehicle controller responds to the heating demand of the thermal management control subsystem, issues a control command to the motor control subsystem, and the motor control subsystem switches the working mode to the heating mode. Further, the motor control subsystem generates a target random phase according to a pre-determined current scheme (i.e., the preset current), and selects a suitable target voltage vector and target duty ratio according to the preset current through the motor controller.

[0079] S203. Control the operation of the vehicle motor based on the target vehicle parameters.

[0080] S204. Heat the vehicle battery with the heat generated by the operation of the vehicle motor.

[0081] Optionally, the vehicle motor can be controlled based on the target random phase, target voltage vector, and target duty ratio, the operation of the vehicle motor can be controlled, and the operation of the water pump can be controlled based on LIN communication to export the heat generated by the operation of the vehicle motor to the actual required locations (including the battery pack and the occupant compartment), and the working state is fed back to the vehicle controller.

[0082] When the vehicle receives a request to turn off the heating mode, the motor control subsystem exits the current control scheme and feeds back the working state to the vehicle controller. Further, if the vehicle is not in the sleep state, it is necessary to keep the water pump running to continuously cool the electric drive system. The thermal management subsystem can be controlled to switch the three-way valve to change the flow direction of the energy.

[0083] It should be noted that in practical applications, in the zero vehicle speed heating mode (i.e., when a heating request is triggered when the vehicle is in the parked state and enters the heating mode), it is required that the motor output torque is zero. In fact, due to inaccurate angle calculation, there are some errors, and the current vector may have a component in the torque axis direction. There are risks and problems of abnormal output torque when controlling the three-phase AC asynchronous motor to stall and heat up, manifested as jitter and abnormal noise in the reducer.

[0084] The method of solving this kind of problem needs to be discussed according to different situations. When in a static state or at zero vehicle speed, the brake caliper can be used to clamp the tire, but the disadvantage is that this will increase the loss of the braking system; when in a non-static state, it is necessary to utilize the system non-linearity to accurately calibrate the current scheme, but the disadvantage is that it will increase the complexity and introduce a lot of development costs. The mechanism of triggering abnormal torque lies in improper control of voltage and current, and it is necessary to analyze the voltage, three-phase current and speed information collected by the motor controller. The root cause of abnormal torque is that the inner product of the system flux linkage vector and the current vector is not zero.

[0085] For the above problems, there are two solutions. The first solution is that when activating the heating function in the non-excitation state, in the static state, the torque component current should be controlled as small as possible. Under the condition of calibrating the constant power, the random phase method is used to control the lower limit of the slip to zero, and a fixed duty ratio is used and the fixed bridge arm is turned on, so as to avoid the generation of abnormal torque.

[0086] The second solution is that when the motor mutates from the torque mode to the heating mode, there is still some flux linkage retained on the motor rotor. When activating the heating function without complete demagnetization, it may bring abnormal torque. Therefore, it is necessary to monitor the magnitude of the flux linkage. By setting a certain threshold, the heating function is only allowed to be activated when the flux linkage decays to less than a certain value, so as to avoid the generation of abnormal torque, and optimize the logic control scheme to avoid repeated triggering of the heating function.

[0087] Furthermore, controlling the torque component current or the magnitude of the flux linkage will inevitably lead to unbalance of the three-phase current. There will be a large difference in the current values flowing through the three-phase stator windings of the motor, and the loads distributed on the three-phase bridge arms of the two-level three-arm DC-AC inverter system will also be uneven, with different heat generation, which will affect the service life of the power module. In order to reduce the three-phase unbalance degree, each time the heating function is enabled, it is necessary to set the initial angle of the random current vector (i.e., the target voltage vector), and this angle remains unchanged during the heating process.

[0088] In practical applications, especially for the commonly used two-level three-bridge-arm DC-AC inverter system, space vector pulse width modulation (SVPWM) modulation can be used. If only one voltage vector is selected from the six voltage vectors for control, and the other power modules are always in the off state, heating can also be achieved without abnormal torque. The disadvantage is that the control scheme is very complicated, and the current and voltage control loops need to be redesigned, and there is a problem of three-phase imbalance affecting the life of IGBT. In addition, in a stationary state, if the control is under the direct-axis (DQ), a fixed angle is used to implement the PARK transformation. Due to the inconsistent root mean square (RMS) values ​​of the ABC three-phase currents, the corresponding bridge arm and IGBT on and off times will be different, and the current load and temperature load will be different, which will affect the life of the IGBT and pose a greater quality risk.

[0089] In view of the above problems, the present application can generate a fixed angle through a random phase change strategy to realize PARK transformation, and use the proportional integral (PI) parameter control of the current loop to realize a specified current control scheme (i.e., a preset current). The current control scheme can be confirmed in advance according to the heat power calibration to obtain the current value at different temperatures. The disadvantage is that it is easy to cause current out of control, and the control parameters need to be accurately designed.

[0090] Figure 5 is a schematic diagram of a two-level three-bridge-arm DC / AC inverter system according to an exemplary embodiment. Figure 5 As shown, the system includes six switches Sa, Sb, Sc, SA, SB and SC.

[0091] Figure 6 is a flow chart showing the generation of random phases and mode switching conditions of a motor subsystem according to an exemplary embodiment, such as Figure 6 As shown, when the vehicle is in sleep mode, drive torque mode or other modes, it can receive a heating instruction and switch the working mode to the heating mode according to the mode switching conditions. Further, the thermal management requirements are monitored and the motor is judged to be over-temperature. If the motor is over-temperature, the heating mode is terminated and exited; if the motor is not over-temperature, the current scheme is implemented, the random phase is determined based on the random phase generation unit and the voltage vector is selected for heating, and finally the heating mode is terminated and exited.

[0092] Figure 7 is a flow chart of another vehicle battery heating method according to an exemplary embodiment. Figure 7As shown, after the above step S201 and before the above step S203, the method further includes the following steps:

[0093] S301. When the temperature of the vehicle battery is less than the first preset threshold, detect the target parameters of the vehicle, and determine a plurality of random phases based on the target parameters and preset parameters.

[0094] Wherein, the target parameter is any one of the following: three-phase current parameter, temperature parameter, bus voltage parameter, and the preset parameter is a constant.

[0095] Optionally, there are many ways to generate random phases. One way is briefly described as follows: First, take the sum of the absolute values of the three-phase current parameter, temperature parameter, or bus voltage parameter, then multiply by a relatively large integer (such as 2000), and then take the integer to eliminate the interference of the decimal part. The resulting number can be M (M is a positive integer greater than 0). Finally, divide M by the voltage vector label N (i.e., the preset parameter, N is a positive integer greater than 0), and take the final remainder, that is, Mod(M, N). Or, a pseudo-random sequence can also be directly generated using the system time, and the resulting result also has a similar effect.

[0096] Exemplarily, according to the three-phase motor control requirements, a two-level three-leg DC / AC inverter system can be used for motor control. There are theoretically 12 switch combination schemes that can be used for heating in the static state. Table 1 shows the 12 switch combinations available for the two-level three-leg DC / AC inverter system in the static state. Among them, Sa, Sb, Sc, SA, SB, and SC are the six switches of the two-level three-leg DC / AC inverter system. When using the SVPWM modulation method, 6 switch combinations can be selected (respectively, Scheme 1, Scheme 4, Scheme 7, Scheme 10, Scheme 11, Scheme 12); when heating, all switch combinations (i.e., 12 switch combinations) can be selected.

[0097] If the selected voltage vector is one of the 6 candidate switch combinations corresponding to SVPWM, then N = 6, and the remainder can be 0, 1, 2... 5 (i.e., 6 initial random phases); if the selected voltage vector is not one of the 6 candidate switch combinations corresponding to SVPWM, then N = 12, and the remainder can be 0, 1, 2... 11 (i.e., 12 initial random phases).

[0098] It should be noted that the selected random phase determines the starting position of the sector where the voltage vector is applied each time. Since the noise of the current sensor has completely random characteristics, the resulting result meets the requirements. The temperature parameter is the value collected by the temperature sensor, and the bus voltage parameter is the value collected by the bus voltage sensor. If the stator temperature is uneven or the temperature of a certain phase is too high, the method of scheme switching can be used to avoid excessive temperature differences in the three phases or triggering the temperature protection threshold.

[0099] Table 1

[0100] Scheme Number Sa Sb Sc SA SB SC SVPWM Heating Mode 1# 1 0 0 0 1 1 Optional Optional 2# 1 0 0 0 1 0 Optional 3# 1 0 0 0 0 1 Optional 4# 0 1 0 1 0 1 Optional Optional 5# 0 1 0 1 0 0 Optional 6# 0 1 0 0 0 1 Optional 7# 0 0 1 1 1 0 Optional Optional 8# 0 0 1 1 0 0 Optional 9# 0 0 1 0 1 0 Optional 10# 1 1 0 0 0 1 Optional Optional 11# 1 0 1 0 1 0 Optional Optional 12# 0 1 1 1 0 0 Optional Optional

[0101] S302. Determine a target random phase from multiple random phases based on a preset current.

[0102] Exemplarily, in the case where the temperature of the vehicle battery is less than a preset threshold, the external ambient temperature is less than a preset threshold, or a cabin heating request is triggered by a person, a target random phase can be determined from 6 random phases or 12 random phases based on a preset current.

[0103] Figure 8 is a flowchart of yet another vehicle battery heating method shown according to an exemplary embodiment, as Figure 8 shown, the method further includes the following steps:

[0104] S401. Monitor the temperature of the cooling device of the electric drive system in the vehicle in real time.

[0105] Optionally, during the process of heating the battery pack or the cabin, the temperature of the outlet of the electric drive cooling water channel (i.e., the temperature of the cooling device of the electric drive system) can be monitored in real time through the thermal management subsystem. Further, according to the temperature of the outlet of the electric drive cooling water channel, control the PTC to heat the battery pack or the cabin, so as to switch the three-way valve to make the energy flow to the part that needs to be heated, and feedback the working state to the vehicle controller.

[0106] S402. When the temperature of the cooling device is greater than a second preset threshold, heat the vehicle battery with the heat generated by the cooling device.

[0107] Figure 9 is a flowchart of yet another vehicle battery heating method shown according to an exemplary embodiment, as Figure 9 shown, the method further includes the following steps:

[0108] S501. Heat the passenger compartment of the vehicle with the heat generated by the operation of the vehicle motor.

[0109] S502. Heat the passenger compartment of the vehicle with the heat generated by the cooling device.

[0110] Figure 10 is a flowchart of yet another vehicle battery heating method shown according to an exemplary embodiment, as Figure 10 shown, the method further includes the following steps:

[0111] S601. Monitor the temperature of the motor stator and the temperature of the IGBT in the vehicle in real time, and control the vehicle motor to stop running when the temperature of the motor stator or the temperature of the IGBT is greater than or equal to a third preset threshold.

[0112] Optionally, the temperature of the motor stator and the temperature of the IGBT can be monitored in real time by the motor controller of the motor control subsystem, and when the temperature of the motor stator or the temperature of the IGBT is greater than or equal to the third preset threshold, the vehicle motor can be stopped by turning off the voltage vector control to avoid abnormal or uneven temperature.

[0113] It should be noted that at different battery DC bus voltages, the generated current needs to change with the change of the stator winding temperature (i.e., the temperature of the motor stator).

[0114] Exemplarily, Figure 11 is a schematic diagram of a current control scheme for different battery DC bus voltages shown according to an exemplary embodiment. As Figure 11 shown, when the bus voltage is 450V or, as the stator winding temperature increases, the generated current decreases; when the bus voltage is 750V, as the stator winding temperature increases, the generated current decreases.

[0115] Figure 12 is a flowchart of yet another vehicle battery heating method shown according to an exemplary embodiment. As Figure 12 shown, after the above step S202 and before the above step S204, the method further includes the following steps:

[0116] S701. Detect the temperature of the vehicle motor.

[0117] S702. When the temperature of the vehicle motor is less than the fourth preset threshold, control the vehicle motor to run based on the target vehicle parameters.

[0118] The embodiment of the present application provides a vehicle battery heating method. When an occupant triggers a heating demand, a heating instruction can be sent to the vehicle control subsystem. After the vehicle control subsystem synthesizes relevant requirements, relevant instructions can be input to the electric drive subsystem. The electric drive subsystem can complete the work mode jump, output the actual voltage, and control the motor to generate heat. Further, the thermal management subsystem uses a water pump to control the circulation of the cooling medium, bringing the heat to the heat exchanger, and then blowing hot air into the occupant compartment. The scope of use of the present application is an AC asynchronous motor, and it cannot be fully used for a synchronous motor, or the control scheme required to achieve the same function will be different.

[0119] The above mainly introduces the solution provided by the embodiments of the present application from the perspective of methods. To implement the above functions, the vehicle battery heating device or electronic device includes the corresponding hardware structures and / or software modules for executing each function. Those skilled in the art should easily realize that, in combination with the units and algorithm steps of each example described in the embodiments disclosed herein, the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a certain function is executed in the way of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the present application.

[0120] According to the above method, the embodiments of the present application can exemplarily divide the functional modules of the vehicle battery heating device or electronic device. For example, the vehicle battery heating device or electronic device can include each functional module corresponding to each function division, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware or in the form of a software functional module. It should be noted that the division of modules in the embodiments of the present application is illustrative, only a logical function division, and there may be other division methods in actual implementation.

[0121] Figure 13 is a block diagram of a vehicle battery heating device shown according to an exemplary embodiment. Refer to Figure 13 , the vehicle battery heating device 130 includes: a processing module 1301 and a determination module 1302.

[0122] The processing module 1301 is used to continuously monitor the temperature of the vehicle battery when the vehicle is in a parked state.

[0123] The determination module 1302 is used to determine target vehicle parameters based on a preset current when the temperature of the vehicle battery is less than a first preset threshold, and the target vehicle parameters include at least one of the following: target random phase, target voltage vector, target duty ratio.

[0124] The processing module 1301 is further used to control the operation of the vehicle motor based on the target vehicle parameters, and heat the vehicle battery by the heat generated by the operation of the vehicle motor.

[0125] In a possible implementation manner, the processing module 1301 is further used to detect target parameters of the vehicle, and the target parameters are any one of the following: three-phase current parameters, temperature parameters, bus voltage parameters; the determination module 1302 is further used to determine a plurality of random phases based on the target parameters and preset parameters, and the preset parameters are constants; the determination module 1302 is further used to determine a target random phase from the plurality of random phases based on a preset current.

[0126] In a possible implementation, the processing module 1301 is further configured to monitor the temperature of the cooling device of the electric drive system in the vehicle in real time; the processing module 1301 is further configured to heat the vehicle battery by the heat generated by the cooling device when the temperature of the cooling device is greater than a second preset threshold.

[0127] In a possible implementation, the processing module 1301 is further configured to heat the passenger compartment of the vehicle by the heat generated by the operation of the vehicle motor; the processing module 1301 is further configured to heat the passenger compartment of the vehicle by the heat generated by the cooling device.

[0128] In a possible implementation, the processing module 1301 is further configured to monitor the temperature of the motor stator and the temperature of the insulated gate bipolar transistor IGBT in the vehicle in real time, and control the vehicle motor to stop operating when the temperature of the motor stator or the temperature of the IGBT is greater than or equal to a third preset threshold.

[0129] In a possible implementation, the processing module 1301 is further configured to detect the temperature of the vehicle motor; the processing module 1301 is further configured to control the vehicle motor to operate based on the target vehicle parameters when the temperature of the vehicle motor is less than a fourth preset threshold.

[0130] Regarding the device in the above embodiments, the specific manners in which each module performs operations have been described in detail in the embodiments related to the method, and will not be elaborated here.

[0131] Figure 14 is a block diagram of an electronic device shown according to an exemplary embodiment. As Figure 14 shown, the electronic device 140 includes but is not limited to: a processor 1401 and a memory 1402.

[0132] Among them, the above-mentioned memory 1402 is used to store the executable instructions of the above-mentioned processor 1401. It can be understood that the above-mentioned processor 1401 is configured to execute instructions to implement the vehicle battery heating method in the above embodiments.

[0133] It should be noted that those skilled in the art can understand that Figure 14 the structure of the electronic device shown in Figure 14 does not constitute a limitation on the electronic device, and the electronic device may include more or fewer components than

[0134] The processor 1401 is the control center of the electronic device, connecting various parts of the entire electronic device through various interfaces and circuits. By running or executing software programs and / or modules stored in the memory 1402, and by invoking the data stored in the memory 1402, it performs various functions of the electronic device and processes data, thereby monitoring the electronic device as a whole. The processor 1401 may include one or more processing modules. Optionally, the processor 1401 may integrate an application processor and a modem processor. Among them, the application processor mainly processes the operating system, user interface, application programs, etc., and the modem processor mainly processes wireless communication. It can be understood that the above-mentioned modem processor may not be integrated into the processor 1401 either.

[0135] The memory 1402 can be used to store software programs and various data. The memory 1402 may mainly include a program storage area and a data storage area. Among them, the program storage area can store the operating system, application programs required by at least one functional module (such as an acquisition unit, a determination unit, a processing unit, etc.). In addition, the memory 1402 may include high-speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, a flash memory device, or other non-volatile solid-state storage devices.

[0136] In an exemplary embodiment, there is also provided a computer-readable storage medium including instructions, such as the memory 1402 including instructions. The above instructions can be executed by the processor 1401 of the electronic device 140 to implement the vehicle battery heating method in the above embodiment.

[0137] In actual implementation, Figure 13 the functions of the processing module 1301 and the determination module 1302 in Figure 14 can both be implemented by the processor 1401 in

[0138] invoking the computer program stored in the memory 1402. The specific execution process can refer to the description of the vehicle battery heating method part in the above embodiment, and will not be elaborated here.

[0139] In an exemplary embodiment, there is also provided a vehicle including a vehicle battery heating device. The vehicle can complete the vehicle battery heating method in the above embodiment through the vehicle battery heating device.

[0140] In an exemplary embodiment, the embodiment of the present application further provides a computer program product including one or more instructions, and the one or more instructions can be executed by a processor 1401 of an electronic device to complete the vehicle battery heating method in the above embodiment.

[0141] It should be noted that when the instructions in the above computer-readable storage medium or the one or more instructions in the computer program product are executed by the processor of the electronic device, each process of the above vehicle battery heating method embodiment is implemented, and the same technical effects as those of the above vehicle battery heating method can be achieved. To avoid repetition, details are not described here again.

[0142] Through the description of the above embodiments, those skilled in the art can clearly understand that for the convenience and simplicity of description, only the above division of each functional module is used as an example. In actual applications, the above functions can be allocated to different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0143] In several embodiments provided by the present application, it should be understood that the disclosed device and method can be implemented in other ways. For example, the device embodiments described above are only illustrative. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the displayed or discussed coupling or direct coupling or communication connection between each other can be through some interfaces. The indirect coupling or communication connection of the device or unit can be in electrical, mechanical or other forms.

[0144] The unit described as a separated component may or may not be physically separated, and the component displayed as a unit may be a physical unit or multiple physical units, that is, it can be located in one place, or it can be distributed to multiple different places. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0145] In addition, each functional unit in various embodiments of the present application can be integrated in a processing unit, or each unit can exist physically alone, or two or more units can be integrated in one unit. The above integrated unit can be implemented in the form of hardware or in the form of a software functional unit.

[0146] When an integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solution of the embodiments of the present application, in essence, or the part that contributes to the prior art, or all or part of this technical solution can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions for causing a device (which can be a single-chip microcomputer, a chip, etc.) or a processor to execute all or part of the steps of the methods of the various embodiments of the present application. The aforementioned storage medium includes: various media such as USB flash drives, mobile hard disks, ROM, RAM, magnetic disks, or optical discs that can store program codes.

[0147] The above is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions within the technical scope disclosed in the present application should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A method for heating a vehicle battery, characterized in that, the method includes: When the vehicle is in a parked state, the temperature of the vehicle battery is monitored in real time; When the temperature of the vehicle battery is less than a first preset threshold, target vehicle parameters are determined based on a preset current, and the target vehicle parameters include at least one of the following: target random phase, target voltage vector, target duty ratio; Based on the target vehicle parameters, the vehicle motor is controlled to operate, and the vehicle battery is heated by the heat generated by the operation of the vehicle motor.

2. The method according to claim 1, characterized in that, the method further includes: Detecting target parameters of the vehicle, and determining a plurality of random phases based on the target parameters and preset parameters, where the target parameters are any one of the following: three-phase current parameters, temperature parameters, bus voltage parameters, and the preset parameters are constants; The determining the target vehicle parameters based on the preset current includes: Based on the preset current, the target random phase is determined from the plurality of random phases.

3. The method according to claim 1 or 2, characterized in that, the method further includes: The temperature of the cooling device of the electric drive system in the vehicle is monitored in real time; When the temperature of the cooling device is greater than a second preset threshold, the vehicle battery is heated by the heat generated by the cooling device.

4. The method according to claim 3, characterized in that, the method further includes: The passenger compartment of the vehicle is heated by the heat generated by the operation of the vehicle motor; Or, the passenger compartment of the vehicle is heated by the heat generated by the cooling device.

5. The method according to claim 1 or 2, characterized in that, the method further includes: The temperature of the motor stator and the temperature of the insulated gate bipolar transistor IGBT in the vehicle are monitored in real time, and when the temperature of the motor stator or the IGBT is greater than or equal to a third preset threshold, the operation of the vehicle motor is controlled to stop.

6. The method according to claim 1 or 2, characterized in that, Before controlling the vehicle motor to operate based on the target vehicle parameters, the method further includes: Detecting the temperature of the vehicle motor; The controlling the vehicle motor to operate based on the target vehicle parameters includes: When the temperature of the vehicle motor is less than a fourth preset threshold, the vehicle motor is controlled to operate based on the target vehicle parameters.

7. A vehicle battery heating device, characterized in that, the vehicle battery heating device includes a processing module and a determination module; The processing module is used to monitor the temperature of the vehicle battery in real time when the vehicle is in a parked state; The determination module is used to determine target vehicle parameters based on a preset current when the temperature of the vehicle battery is less than a first preset threshold, and the target vehicle parameters include at least one of the following: target random phase, target voltage vector, target duty ratio; The processing module is further used to control the vehicle motor to operate based on the target vehicle parameters, and heat the vehicle battery by the heat generated by the operation of the vehicle motor.

8. The vehicle battery heating device according to claim 7, characterized in that, The processing module is further configured to detect target parameters of the vehicle, where the target parameters are any one of the following: three-phase current parameters, temperature parameters, and bus voltage parameters; The determining module is further configured to determine a plurality of random phases based on the target parameters and preset parameters, where the preset parameters are constants; The determining module is further configured to determine the target random phase from the plurality of random phases based on a preset current.

9. The vehicle battery heating device according to claim 7 or 8, wherein, The processing module is further configured to monitor the temperature of the cooling device of the electric drive system in the vehicle in real time; The processing module is further configured to heat the vehicle battery by the heat generated by the cooling device when the temperature of the cooling device is greater than a second preset threshold.

10. An electronic device, wherein, comprising: a processor; a memory for storing executable instructions of the processor; wherein the processor is configured to execute the instructions to implement the method according to any one of claims 1 to 6.

11. A computer-readable storage medium, wherein, when the computer-executable instructions stored in the computer-readable storage medium are executed by a processor of an electronic device, the electronic device can execute the method according to any one of claims 1 to 6.

12. A vehicle, wherein, the vehicle includes the vehicle battery heating device according to any one of claims 7-9, and the vehicle is used to implement the method according to any one of claims 1 to 6.

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