Power battery driving heating control method and device, storage medium and vehicle

Abstract

The invention relates to the technical field of power battery heat management, in particular to a power battery driving heating control method and device, a storage medium and a vehicle. The method comprises the steps that when the vehicle meets a preset battery heating condition, whether the vehicle enters a navigation state or not is judged; if the vehicle does not enter the navigation state, the real-time driving mileage of the vehicle is obtained; if the vehicle enters the navigation state, obtaining the remaining navigation mileage; executing a first heating strategy in response to the fact that the real-time driving mileage is smaller than or equal to a first travel threshold value or the remaining navigation mileage is smaller than or equal to a second travel threshold value; executing a second heating strategy in response to the fact that the real-time driving mileage is larger than a first travel threshold value or the remaining navigation mileage is larger than a second travel threshold value; the minimum temperature target value of the power battery corresponding to the second heating strategy is greater than the minimum temperature target value of the power battery corresponding to the first heating strategy. According to the method, the vehicle using working condition of a user can be accurately recognized, and a heat management strategy matched with the vehicle using working condition is implemented.

Description

Technical Field

[0001] The present invention relates to the technical field of power battery thermal management, and particularly to a driving heating control method, device, storage medium and vehicle for a power battery. Background Art

[0002] In a low-temperature environment, new energy vehicles currently mainly powered by lithium batteries face a series of severe problems. Due to the decline in battery charge and discharge performance, the vehicle's cruising range is significantly shortened, the charging speed is significantly reduced, the power performance also deteriorates, and cold start is extremely difficult. Tracing the root cause, this is mainly because under low-temperature conditions, the conductivity of the electrolyte weakens, the activity of the electrode material decreases, the migration speed of lithium ions in the electrolyte slows down, the battery chemical reaction rate is too low, resulting in an increase in battery internal resistance. These problems seriously affect the use experience of new energy vehicles and have also become the focus of frequent complaints from new energy vehicle owners.

[0003] To solve these problems, in addition to continuously exploring and optimizing the electrolyte and electrode materials in the industry, a battery thermal management system has been specifically designed for the battery. This system uses the BMS (Battery Management System) to monitor the battery temperature in real time and dynamically adjusts the heating or cooling strategy to ensure that the battery can be in the optimal working temperature state, thereby maintaining the normal charge and discharge power.

[0004] However, in extremely cold weather, existing battery heating methods, such as water heating and film heating, have the disadvantage of a slow heating rate. In short-distance travel scenarios, even if high-power heating is turned on, the vehicle may reach the destination before the battery temperature has risen to the ideal state, resulting in a waste of energy. Summary of the Invention

[0005] The purpose of the present invention is to provide a driving heating control method, device, storage medium and vehicle for a power battery, which can accurately identify the user's vehicle usage conditions and implement a thermal management strategy adapted thereto, which can not only significantly reduce energy consumption but also effectively alleviate the user's anxiety about the rapid attenuation of the vehicle's cruising range under low-temperature conditions.

[0006] To achieve the above purpose, the technical solution adopted by the present invention is as follows: In the first aspect, the present invention discloses a driving heating control method for a power battery, which includes: Obtain the current first state information of the vehicle, and when the first state information meets the preset battery heating condition, determine whether the vehicle enters the navigation state; If the vehicle does not enter the navigation state, obtain the real-time driving mileage of the vehicle and compare the real-time driving mileage with the first mileage threshold; If the vehicle enters the navigation state, obtain the remaining navigation mileage and compare the remaining navigation mileage with the second mileage threshold; Execute the first heating strategy in response to the real-time driving mileage being less than or equal to the first trip threshold, or in response to the remaining navigation mileage being less than or equal to the second trip threshold; Execute the second heating strategy in response to the real-time driving mileage being greater than the first trip threshold, or in response to the remaining navigation mileage being greater than the second trip threshold; The minimum temperature target value of the power battery corresponding to the second heating strategy is greater than the minimum temperature target value of the power battery corresponding to the first heating strategy.

[0007] Furthermore, the first state information includes the power battery SOC, the highest temperature of the power battery, and the lowest temperature of the power battery; The preset battery heating condition includes: the power battery SOC is within the first preset range, the highest temperature of the power battery is less than or equal to the first temperature threshold, and the lowest temperature of the power battery is less than or equal to the second temperature threshold.

[0008] Furthermore, the current first state information of the vehicle further includes the real-time driving mileage or the remaining navigation mileage. In response to the real-time driving mileage being less than or equal to the first trip threshold, or in response to the remaining navigation mileage being less than or equal to the second trip threshold, the second temperature threshold is negatively correlated with the power battery SOC; in response to the real-time driving mileage being greater than the first trip threshold, or in response to the remaining navigation mileage being greater than or equal to the second trip threshold, the second temperature threshold is a fixed value.

[0009] Furthermore, the minimum temperature target value of the power battery corresponding to the first heating strategy is negatively correlated with the power battery SOC, and the minimum temperature target value of the power battery corresponding to the second heating strategy is a fixed value.

[0010] Furthermore, it further includes, after executing the first heating strategy or the second heating strategy, periodically or cyclically collecting the second state information of the vehicle, and determining whether the second state information meets the preset battery heating exit condition; If so, stop executing the first heating strategy or the second heating strategy; if not, continue to execute the first heating strategy or the second heating strategy.

[0011] Furthermore, the second state information includes the power battery SOC, the highest temperature of the power battery, and the lowest temperature of the power battery; the preset battery heating exit condition includes that the power battery SOC is within the second preset range; Or, the lowest temperature of the power battery is greater than the minimum temperature target value of the power battery; Or, the highest temperature of the power battery is greater than or equal to the third temperature threshold.

[0012] In a second aspect, the present invention discloses a power battery driving heating control device, which includes: An acquisition module for acquiring the current state information of the vehicle; A judgment module, configured to judge whether the vehicle enters a navigation state when the state information meets a preset battery heating condition; A first comparison module, configured to obtain the real-time driving mileage of the vehicle and compare the real-time driving mileage with a first mileage threshold when the vehicle does not enter the navigation state; A second comparison module, configured to obtain the remaining navigation mileage and compare the remaining navigation mileage with a second mileage threshold when the vehicle enters the navigation state; A first execution module, configured to execute a first heating strategy in response to the real-time driving mileage being less than or equal to the first mileage threshold, or in response to the remaining navigation mileage being less than or equal to the second mileage threshold; A second execution module, configured to execute a second heating strategy in response to the real-time driving mileage being greater than the first mileage threshold, or in response to the remaining navigation mileage being greater than the second mileage threshold; the minimum temperature target value of the power battery corresponding to the second heating strategy is greater than the minimum temperature target value of the power battery corresponding to the first heating strategy.

[0013] In a third aspect, the present invention discloses a storage medium, on which a computer program is stored. When the computer program is run by a computer, the above-mentioned driving heating control method for a power battery is executed.

[0014] In a fourth aspect, the present invention discloses a vehicle, including a processor and a memory; the memory stores one or more programs. When the one or more programs are executed by the processor, the vehicle executes the above-mentioned driving heating control method for a power battery.

[0015] The present invention has the following unexpected beneficial effects: 1. The method of the present invention can respectively obtain the real-time driving mileage or the remaining navigation mileage according to whether the vehicle is in the navigation state, and compare them with the corresponding mileage thresholds. For short-distance driving (the real-time driving mileage is less than or equal to the first mileage threshold, or the remaining navigation mileage is less than or equal to the second mileage threshold), the first heating strategy is executed. Under this strategy, the minimum temperature target value of the power battery is relatively low, which means that the energy consumption during battery heating is relatively low. Because in short-distance driving, if the battery is heated to too high a temperature, it will cause energy waste, and this strategy can avoid this situation and reduce unnecessary energy consumption. In the long-distance driving scenario (the real-time driving mileage is greater than the first mileage threshold, or the remaining navigation mileage is greater than the second mileage threshold), the second heating strategy is executed, and the corresponding minimum temperature target value of the power battery is relatively high. Furthermore, it enables the battery to output high power and release more electricity in a low-temperature environment, ensuring better power and endurance performance of the vehicle during long-distance driving, and effectively alleviating the user's anxiety about the rapid attenuation of the vehicle's endurance mileage under low-temperature conditions.

[0016] 2. The method of the present invention can accurately identify the user's driving conditions and provide the most suitable heating strategy for the user under different driving mileage conditions. When the mileage is short, it does not excessively consume energy to heat the battery, reducing costs while ensuring basic driving needs; when the mileage is long, it ensures sufficient battery performance to meet the power requirements of the user for long-distance travel, thereby improving the user's driving experience in low-temperature environments as a whole. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present invention.

[0018] Figure 1 The flowchart shows an embodiment of the driving heating control method for a power battery provided by an embodiment of the present invention.

[0019] Figure 2 The flowchart shows another embodiment of the driving heating control method for a power battery provided by an embodiment of the present invention.

[0020] Figure 3 The structural diagram shows the driving heating control device for a power battery provided by an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0021] The following will describe the embodiments of the present invention with reference to the 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 and not for limiting the protection scope of the present invention.

[0022] It should be noted that the diagrams provided in the following embodiments only illustrate the basic concept of the present invention in a schematic manner. The diagrams only show the components related to the present invention and are not drawn according to the actual number, shape, and size of the components during actual implementation. The actual type, quantity, and ratio of each component during actual implementation can be arbitrarily changed, and the component layout type may also be more complex.

[0023] In one embodiment, as shown in Figure 1 the present invention discloses a driving heating control method for a power battery, which includes: Obtain the current first state information of the vehicle. When the first state information meets the preset battery heating condition, determine whether the vehicle enters the navigation state. Specifically, obtaining the first state information of the vehicle and judging whether to heat according to the preset conditions can avoid starting the heating system when it is unnecessary and reduce energy waste. For example, when the battery temperature of the vehicle itself is appropriate or other conditions do not meet the heating requirements, the heating is not blindly turned on, effectively improving the energy utilization rate. And taking the navigation state as an important judgment branch: incorporating the navigation state into the judgment process, distinguishing the scenarios with and without navigation planning for the vehicle, laying a foundation for accurately judging the driving mileage and implementing the heating strategy subsequently, so that the thermal management strategy can better match the user's travel intention.

[0024] If the vehicle does not enter the navigation state, obtain the real-time driving mileage of the vehicle and compare the real-time driving mileage with the first mileage threshold. For the situation without navigation, taking the real-time driving mileage as the judgment basis conforms to the scenarios where users do not use navigation for some short-distance daily trips. By comparing with the first mileage threshold, the heating strategy can be adjusted according to the actual driving distance, ensuring that the implementation of the heating strategy fits the actual driving situation. In the case where the user does not plan the itinerary in advance (does not turn on the navigation), a reasonable heating strategy can also be selected according to the real-time driving mileage to meet the user's temporary short-distance travel needs and avoid energy waste caused by overheating.

[0025] If the vehicle enters the navigation state, obtain the remaining navigation mileage and compare the remaining navigation mileage with the second mileage threshold. When the vehicle has a navigation plan, use the remaining navigation mileage to decide the heating strategy, combining the heating strategy with the user's established itinerary. The battery heating can be planned in advance according to the length of the itinerary to improve the energy utilization efficiency. By comparing the remaining navigation mileage with the second mileage threshold, the situations of long and short navigation mileage can be distinguished, providing a basis for accurately implementing the heating strategy subsequently and better meeting the user's requirements for battery performance under different navigation mileages.

[0026] In response to the real-time driving mileage being less than or equal to the first mileage threshold, or in response to the remaining navigation mileage being less than or equal to the second mileage threshold, execute the first heating strategy. In response to the real-time driving mileage being greater than the first mileage threshold, or in response to the remaining navigation mileage being greater than the second mileage threshold, execute the second heating strategy. The minimum temperature target value of the power battery corresponding to the second heating strategy is greater than the minimum temperature target value of the power battery corresponding to the first heating strategy.

[0027] The first heating strategy is applicable to short - mileage scenarios. In this case, the minimum temperature target value of the power battery is relatively low, and the heating energy consumption is small. It can not only meet the basic power requirements for short - distance vehicle driving but also minimize the power consumption of the battery's self - heating to reduce energy consumption and alleviate users' concerns about the rapid power consumption of the battery at low temperatures during short mileage. For short - mileage driving, if a high - energy - consumption heating strategy is implemented, the battery temperature may not reach the expected value before reaching the destination, and the energy consumption generated by heating after arrival is wasted. The first heating strategy effectively avoids this situation.

[0028] The second heating strategy is used for long - mileage driving, and its corresponding minimum temperature target value of the power battery is relatively high. This enables the battery to output high power in a low - temperature environment, release more electricity, meet the requirements of the battery performance for long - distance driving, improve the vehicle's power and endurance, and relieve users' anxiety about the attenuation of the endurance mileage during long - distance driving under low - temperature conditions. During long - distance driving, stable and sufficient battery performance is crucial. The second heating strategy ensures the battery's performance throughout the long - distance journey by raising the battery heating target temperature, providing users with a better driving experience and reducing driving discomfort caused by insufficient battery performance.

[0029] The method described in the present invention can obtain the real - time driving mileage or the remaining navigation mileage according to whether the vehicle is in a navigation state and compare it with the corresponding trip threshold. For short - mileage driving (when the real - time driving mileage is less than or equal to the first trip threshold, or the remaining navigation mileage is less than or equal to the second trip threshold), the first heating strategy is executed. Under this strategy, the minimum temperature target value of the power battery is relatively low, which means lower energy consumption when the battery is heated. Because in short - mileage driving, heating to too high a temperature will cause energy waste, and this strategy can avoid this situation and reduce unnecessary energy consumption. In long - mileage driving scenarios (when the real - time driving mileage is greater than the first trip threshold, or the remaining navigation mileage is greater than the second trip threshold), the second heating strategy is executed, and its corresponding minimum temperature target value of the power battery is relatively high. This enables the battery to output high power and release more electricity in a low - temperature environment, ensuring better power and endurance performance for the vehicle during long - distance driving and effectively relieving users' anxiety about the rapid attenuation of the vehicle's endurance mileage under low - temperature conditions.

[0030] The method described in the present invention can accurately identify the user's vehicle - using conditions and provide the most suitable heating strategy for users under different driving mileage situations. When the mileage is short, it does not overly consume energy to heat the battery, reducing costs while ensuring basic driving requirements; when the mileage is long, it ensures sufficient battery performance to meet the power requirements of users for long - distance travel, improving the overall user experience in a low - temperature environment.

[0031] As a preferred embodiment of the present invention, the first state information includes the State of Charge (SOC) of the power battery, the highest temperature of the power battery, and the lowest temperature of the power battery; the preset battery heating conditions include: the SOC of the power battery is within a first preset range, the highest temperature of the power battery is less than or equal to a first temperature threshold, and the lowest temperature of the power battery is less than or equal to a second temperature threshold.

[0032] The present invention incorporates the State of Charge (SOC) of the power battery into the first state information and sets a first preset range as a heating condition, which can effectively avoid blindly starting heating when the battery power is abnormal. For example, when the battery power is extremely low, heating may not effectively improve the vehicle driving performance and will also consume precious power; when heating is carried out with too high a battery power, the risk of overcharging the battery may increase. By restricting the SOC range, heating can be started when the battery power is within an appropriate range, improving the energy utilization efficiency.

[0033] Exemplarily, the first preset range is 20% - 50%. If the SOC is lower than 20%, heating at this time may cause the power to be quickly exhausted, affecting the normal driving of the vehicle. It is more reasonable to prioritize ensuring the power for driving the vehicle; when the SOC is higher than 50%, it may cause the risk of overcharging the battery, affecting the battery life and performance; and the battery itself has relatively good performance. Not heating temporarily can reduce unnecessary energy consumption, concentrate the energy on vehicle driving, improve the energy utilization efficiency, and reduce the energy consumption cost.

[0034] The present invention uses the highest temperature and the lowest temperature of the power battery as the judgment basis to protect the battery safety. When the highest temperature is less than or equal to the first temperature threshold and the lowest temperature is less than or equal to the second temperature threshold, heating is started, which can prevent the battery from working under extreme temperatures. High temperature will accelerate the internal chemical reaction of the battery and reduce the battery life; low temperature will affect the battery performance and increase the internal resistance. Reasonable temperature control can enable the battery to work in a suitable temperature range, reduce battery loss, and extend the battery service life.

[0035] Exemplarily, the first temperature threshold is 24°C. 24°C is a relatively reasonable boundary. Below this temperature, the battery may be limited in performance due to low temperature and needs heating to improve the performance; when higher than this temperature, heating is not only redundant but may also bring negative effects, ensuring that the battery always works in a temperature range conducive to performance and safety.

[0036] In this preferred embodiment, based on these specific state information and preset conditions, the system can more accurately determine whether the vehicle needs heating, thus adapting to different working conditions. In a low-temperature environment, when the battery temperature is low and the SOC is within a reasonable range, heating is started in a timely manner to ensure the vehicle's power performance, reduce the reduction of the driving range, and relieve the user's anxiety; when the temperature conditions are not met, heating is not started to avoid unnecessary energy consumption. This precise control improves the adaptability of the entire system and optimizes the user experience.

[0037] Furthermore, the current first state information of the vehicle further includes the real-time driving mileage or the remaining navigation mileage. In response to the real-time driving mileage being less than or equal to the first travel threshold, or in response to the remaining navigation mileage being less than or equal to the second travel threshold, the second temperature threshold is negatively correlated with the power battery SOC; in response to the real-time driving mileage being greater than the first travel threshold, or in response to the remaining navigation mileage being greater than or equal to the second travel threshold, the second temperature threshold is a fixed value.

[0038] When the real-time driving mileage is less than or equal to the first travel threshold, or the remaining navigation mileage is less than or equal to the second travel threshold, the vehicle is likely to be in a short-distance travel state. At this time, the second temperature threshold is negatively correlated with the power battery SOC, that is, the higher the power battery SOC, the lower the second temperature threshold. For example, if the battery SOC is at a relatively high level, since the battery itself has relatively good performance under high power, it can maintain a certain performance even at a lower temperature, so the second temperature threshold is reduced, that is, the battery is allowed to start heating at a lower temperature. This can avoid starting heating under unnecessary circumstances, effectively reduce energy consumption, and improve energy utilization efficiency, especially suitable for the energy-saving requirements during short-distance driving.

[0039] Exemplarily, the negative correlation relationship between the second temperature threshold and the power battery SOC is specifically: When the power battery SOC is 20%, the second temperature threshold is set to -10°C; When the power battery SOC is 30%, the second temperature threshold is set to -15°C; When the power battery SOC is 50%, the second temperature threshold is set to -20°C.

[0040] When the real-time driving mileage is greater than the first travel threshold, or the remaining navigation mileage is greater than or equal to the second travel threshold, the vehicle may be driving long distances. At this time, the second temperature threshold is set to a fixed value to provide stable heating start conditions for long-distance driving. Long-distance driving has relatively high requirements for the stability of battery performance. The fixed second temperature threshold ensures that throughout the journey, as long as the lowest temperature of the battery reaches this fixed value, heating is started to maintain the stable performance of the battery, guarantee the power output and driving range of the vehicle, and relieve the user's concern about the decline in battery performance during long-distance driving.

[0041] Exemplarily, when the real-time driving mileage is greater than the first trip threshold or the remaining navigation mileage is greater than or equal to the second trip threshold, the second temperature threshold is set to 0°C.

[0042] This preferred embodiment helps protect the battery by dynamically adjusting the second temperature threshold and reasonably controlling battery heating under different driving conditions. In the case of short mileage and high SOC, reducing unnecessary heating can reduce the thermal stress of the battery and avoid damage to the internal structure and materials of the battery caused by frequent heating; during long-distance driving, stable heating start conditions enable the battery to work at an appropriate temperature, reducing battery aging caused by too high or too low temperature, thereby extending the overall service life of the battery.

[0043] As a preferred embodiment of the present invention, the minimum temperature target value of the power battery corresponding to the first heating strategy is negatively correlated with the SOC of the power battery, and the minimum temperature target value of the power battery corresponding to the second heating strategy is a fixed value.

[0044] When the first heating strategy is adopted (the real-time driving mileage is less than or equal to the first trip threshold, or the remaining navigation mileage is less than or equal to the second trip threshold), the minimum temperature target value of the power battery is negatively correlated with the SOC of the power battery. This means that the higher the SOC of the power battery, the lower the minimum temperature target value required. During short-distance driving, if the battery is fully charged, even if the battery temperature is relatively low, it can still meet the power requirements for short-distance vehicle driving. At this time, reducing the minimum temperature target value can reduce the energy consumed for heating the battery. For example, when the SOC of the power battery is 50%, the minimum temperature target value may be set to a relatively low value, such as -15°C; when the SOC of the power battery is 30%, to ensure battery performance, the minimum temperature target value is increased to -10°C. In this way, overheating the battery at high battery levels is avoided, effectively reducing energy waste and improving energy utilization efficiency.

[0045] In addition, different SOCs of the power battery correspond to different battery performances. At high SOC, there are more active substances inside the battery, the ion conduction ability is relatively good, and the sensitivity to temperature is relatively low; at low SOC, the battery performance decreases, and a relatively higher temperature is required to maintain good charge and discharge performance. By making the minimum temperature target value negatively correlated with the SOC, the heating degree can be accurately adjusted according to the current battery charge state, ensuring that the vehicle driving requirements can be met in a more energy-saving manner under various battery charge conditions.

[0046] The minimum temperature target value of the power battery corresponding to the second heating strategy is a fixed value. During long-distance driving, stable battery performance is crucial. The fixed minimum temperature target value can ensure that the battery maintains an appropriate operating temperature range throughout the long-distance journey, thereby ensuring that the battery continuously and stably outputs power and reducing performance degradation caused by temperature fluctuations. For example, if the fixed value is set to 10°C, regardless of how the state of charge (SOC) of the battery changes during driving, the battery will be heated to and maintained at this temperature, providing stable power support for the vehicle and enhancing the reliability of long-distance driving. At the same time, the fixed minimum temperature target value also simplifies the control logic of the battery thermal management system. During long-distance driving, the vehicle's operating conditions are relatively complex. If the minimum temperature target value changes frequently, it will increase the complexity and uncertainty of the control system. By using a fixed value, the thermal management system can operate more simply and efficiently, reducing the development and maintenance costs of the system.

[0047] In this preferred embodiment, through this thermal management strategy that combines different driving mileage and battery SOC, the present invention can achieve an effective balance between energy conservation and performance guarantee under different usage scenarios. It saves energy during short-distance driving and guarantees performance during long-distance driving, not only reducing the user's usage cost but also enhancing the overall performance and reliability of the vehicle, providing a better user experience for the user.

[0048] As a preferred embodiment of the present invention, referring to Figure 2 As shown, the power battery driving heating control method of the present invention further includes: after executing the first heating strategy or the second heating strategy, periodically or cyclically collecting the second state information of the vehicle, and determining whether the second state information meets the preset battery heating exit condition; if so, stop executing the first heating strategy or the second heating strategy; if not, continue to execute the first heating strategy or the second heating strategy.

[0049] After executing the first heating strategy or the second heating strategy, continuously monitoring the second state information of the vehicle can dynamically adjust the heating process according to the real-time states of the battery and the vehicle. When the second state information meets the exit condition, stop heating in a timely manner to avoid overheating the battery. Overheating not only wastes energy but may also have a negative impact on the battery's life and performance. For example, it can accelerate the internal chemical reaction of the battery, resulting in a faster decline in battery capacity. By precisely controlling the heating duration, the battery can always operate at an appropriate temperature, which can not only ensure battery performance but also extend the battery's service life.

[0050] The regular or periodic monitoring mechanism enables the system to stop heating in a timely manner when heating is not required, thus effectively reducing energy consumption. During short-distance driving, if the battery quickly reaches the appropriate operating state and meets the heating exit condition, the system will immediately stop heating to avoid unnecessary energy waste. For long-distance driving, when the battery performance is stable and the temperature is appropriate, heating can also be exited in a timely manner, and more energy can be used for vehicle driving. This has a positive impact on the endurance of new energy vehicles and the usage cost of users, improves the energy utilization efficiency, and reduces the energy consumption cost.

[0051] Furthermore, the second state information includes the power battery SOC, the maximum temperature of the power battery, and the minimum temperature of the power battery; the preset battery heating exit condition includes that the power battery SOC is within a second preset range; or, the minimum temperature of the power battery is greater than the minimum temperature target value of the power battery; or, the maximum temperature of the power battery is greater than or equal to a third temperature threshold.

[0052] Including the power battery SOC in the preset battery heating exit condition and setting a second preset range can avoid continuous heating when the battery charge is inappropriate. When the power battery SOC is within this second preset range, heating is stopped to prevent energy waste caused by heating when the battery charge is too high, and heating when the battery charge is too low may lead to battery depletion and affect driving. Exemplarily, the second preset range is set as: the power battery SOC is less than or equal to 10%, or the power battery SOC is greater than 50%. For example, when the power battery SOC drops to 10%, heating is stopped, and the energy is used for vehicle driving, improving the energy utilization efficiency and reducing the energy consumption cost.

[0053] Taking the minimum temperature and the maximum temperature of the power battery as the exit conditions can protect the safety and stability performance of the battery. When the minimum temperature is greater than the minimum temperature target value, it means that the battery has reached the required performance temperature, and continuous heating may damage the battery. When the maximum temperature of the power battery is greater than or equal to the third temperature threshold, heating is stopped to prevent the battery from overheating. High temperature will accelerate battery aging and reduce the battery life. Reasonably controlling the temperature can make the battery work in an appropriate range, reduce losses, and extend the service life.

[0054] As a preferred embodiment of the present invention, refer to Figure 2 As shown, the method for controlling the power battery driving heating of the present invention further includes: periodically or regularly determining whether the vehicle enters the navigation state in response to the second state information not satisfying the preset battery heating exit condition.

[0055] When the second state information does not meet the preset battery heating exit condition, regularly or periodically determine whether the vehicle enters the navigation state, which provides a basis for real-time adjustment of the heating strategy. If the vehicle enters the navigation state, the heating strategy can be switched to a second heating strategy more suitable for long-distance driving according to the comparison result between the remaining navigation mileage and the second trip threshold, ensuring that the battery maintains good performance during long-distance driving; if the vehicle does not enter the navigation state, the first heating strategy is executed based on the comparison between the real-time driving mileage and the first trip threshold, avoiding overheating during short-distance driving, realizing efficient use of energy, and reducing unnecessary energy consumption.

[0056] During the driving process of the user, the trip plan may change at any time. The setting of this preferred embodiment can respond to this change in a timely manner and dynamically adjust the heating strategy according to the change in the navigation state. For example, if the user originally traveled a short distance without using navigation and decided to go to a farther place and turn on the navigation as the trip progressed, the system could quickly recognize the change in the navigation state and adjust the heating strategy to ensure that the battery performance meets the long-distance driving requirements, avoiding affecting the driving experience due to insufficient battery performance and improving the user's satisfaction in various driving scenarios.

[0057] In one embodiment, the present invention also discloses a driving heating control device for a power battery. Refer to Figure 3 As shown, the control device 10 includes an acquisition module 11, a judgment module 12, a first comparison module 13, a second comparison module 14, a first execution module 15, and a second execution module 16.

[0058] The acquisition module 11 is used to acquire the current state information of the vehicle.

[0059] The judgment module 12 is used to judge whether the vehicle enters the navigation state when the state information meets the preset battery heating condition.

[0060] The first comparison module 13 is used to acquire the real-time driving mileage of the vehicle and compare the real-time driving mileage with the first trip threshold when the vehicle does not enter the navigation state.

[0061] The second comparison module 14 is used to acquire the remaining navigation mileage and compare the remaining navigation mileage with the second trip threshold when the vehicle enters the navigation state.

[0062] The first execution module 15 executes the first heating strategy in response to the real-time driving mileage being less than or equal to the first trip threshold, or in response to the remaining navigation mileage being less than or equal to the second trip threshold.

[0063] The second execution module 16 executes a second heating strategy in response to the real-time driving mileage being greater than a first trip threshold or in response to the remaining navigation mileage being greater than a second trip threshold; a minimum temperature target value of the power battery corresponding to the second heating strategy is greater than a minimum temperature target value of the power battery corresponding to the first heating strategy.

[0064] In one embodiment, the present invention also discloses a storage medium, on which a computer program is stored. When the computer program is run by a computer, the above-mentioned driving heating control method for a power battery is executed.

[0065] In one embodiment, the present invention also discloses a vehicle, including a processor and a memory; the memory stores one or more programs. When the one or more programs are executed by the processor, the vehicle executes the above-mentioned driving heating control method for a power battery.

[0066] The above embodiments are only preferred embodiments given to fully illustrate the present invention, and the protection scope of the present invention is not limited thereto. Equivalent substitutions or transformations made by those skilled in the art on the basis of the present invention are all within the protection scope of the present invention.

Claims

1. A driving heating control method for a power battery, characterized in that, Including: Obtain the current first state information of the vehicle. When the first state information meets the preset battery heating condition, determine whether the vehicle enters the navigation state; If the vehicle does not enter the navigation state, obtain the real-time driving mileage of the vehicle and compare the real-time driving mileage with the first mileage threshold; If the vehicle enters the navigation state, obtain the remaining navigation mileage and compare the remaining navigation mileage with the second mileage threshold; In response to the real-time driving mileage being less than or equal to the first mileage threshold, or in response to the remaining navigation mileage being less than or equal to the second mileage threshold, execute the first heating strategy; In response to the real-time driving mileage being greater than the first mileage threshold, or in response to the remaining navigation mileage being greater than the second mileage threshold, execute the second heating strategy; The minimum temperature target value of the power battery corresponding to the second heating strategy is greater than the minimum temperature target value of the power battery corresponding to the first heating strategy.

2. The driving heating control method for a power battery according to claim 1, wherein: The first state information includes the power battery SOC, the highest temperature of the power battery, and the lowest temperature of the power battery; The preset battery heating condition includes: the power battery SOC is within the first preset range, the highest temperature of the power battery is less than or equal to the first temperature threshold, and the lowest temperature of the power battery is less than or equal to the second temperature threshold.

3. The driving heating control method for a power battery according to claim 2, characterized in that: The current first state information of the vehicle further includes the real-time driving mileage or the remaining navigation mileage. In response to the real-time driving mileage being less than or equal to the first mileage threshold, or in response to the remaining navigation mileage being less than or equal to the second mileage threshold, the second temperature threshold is negatively correlated with the power battery SOC; in response to the real-time driving mileage being greater than the first mileage threshold, or in response to the remaining navigation mileage being greater than or equal to the second mileage threshold, the second temperature threshold is a fixed value.

4. The driving heating control method for a power battery according to claim 1, wherein: The minimum temperature target value of the power battery corresponding to the first heating strategy is negatively correlated with the power battery SOC, and the minimum temperature target value of the power battery corresponding to the second heating strategy is a fixed value.

5. The driving heating control method for a power battery according to claim 1, characterized in that Also including: After executing the first heating strategy or the second heating strategy, periodically or cyclically collect the second state information of the vehicle and determine whether the second state information meets the preset battery heating exit condition; If so, stop executing the first heating strategy or the second heating strategy; if not, continue to execute the first heating strategy or the second heating strategy.

6. The method for controlling the driving heating of a power battery according to claim 5, wherein: The second state information includes the power battery SOC, the highest temperature of the power battery, and the lowest temperature of the power battery; the preset battery heating exit condition includes that the power battery SOC is within the second preset range; Or, the lowest temperature of the power battery is greater than the minimum temperature target value of the power battery; Or, the highest temperature of the power battery is greater than or equal to the third temperature threshold.

7. The driving heating control method of the power battery according to claim 5, characterized in that, Also including: In response to the second state information not meeting the preset battery heating exit condition, periodically or cyclically determine whether the vehicle enters the navigation state.

8. A driving heating control device for a power battery, characterized in that, Including: An acquisition module for acquiring the current state information of the vehicle; A judgment module for judging whether the vehicle enters the navigation state when the state information meets the preset battery heating condition; A first comparison module for, when the vehicle does not enter the navigation state, acquiring the real-time driving mileage of the vehicle and comparing the real-time driving mileage with the first mileage threshold; A second comparison module, configured to obtain the remaining navigation mileage when the vehicle enters the navigation state and compare the remaining navigation mileage with a second trip threshold; A first execution module, configured to execute a first heating strategy in response to the real-time driving mileage being less than or equal to a first trip threshold, or in response to the remaining navigation mileage being less than or equal to the second trip threshold; A second execution module, configured to execute a second heating strategy in response to the real-time driving mileage being greater than the first trip threshold, or in response to the remaining navigation mileage being greater than the second trip threshold; a minimum temperature target value of the power battery corresponding to the second heating strategy is greater than a minimum temperature target value of the power battery corresponding to the first heating strategy.

9. A storage medium, characterized in that: A computer program is stored thereon, and when the computer program is run by a computer, it executes the power battery driving heating control method according to any one of claims 1 to 7.

10. A vehicle, characterized in that: It includes a processor and a memory; the memory stores one or more programs, and when the one or more programs are executed by the processor, the vehicle executes the power battery driving heating control method according to any one of claims 1 to 7.

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