Electric vehicle electric heater control method and device and computer readable storage medium

Abstract

The invention discloses an electric vehicle electric heater control method and device and a computer readable storage medium, and the method comprises the steps: calculating the maximum recoverable power according to the charging power of a battery and the actual power of an electric heater PTC when a brake signal is detected; wherein when the temperature of the environment where the vehicle is located is within the first threshold value interval, the actual power output of the electric heater PTC is adjusted to be PTC rated power, and when the water temperature of the battery is maintained to reach the second threshold value, the actual power output of the electric heater PTC is adjusted to be zero. According to the embodiment of the invention, the PTC actual power of the electric heater is introduced when the vehicle is braked, and the PTC actual power output can be improved when the temperature of the environment where the vehicle is located is low, so that the energy recovered by braking can be better utilized to quickly heat a passenger compartment and a battery, the internal resistance loss of the battery is reduced, and the utilization rate of the braking energy is improved; meanwhile, the situation that the air door of the warm air core body is partially closed due to too high water temperature of the battery can be prevented.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle technology, specifically to a method, device, and computer-readable storage medium for controlling an electric heater in an electric vehicle. Background Technology

[0002] Currently, heating in electric vehicles is primarily controlled by using a Positive Temperature Coefficient (PTC) electric heater to heat the circulating water circuit. The target water temperature is calculated based on passenger cabin comfort. Then, based on the target and actual water temperatures, PI control is used to calculate the required output power of the PTC, thereby regulating the cabin temperature. While this method achieves closed-loop control, it doesn't effectively consider the overall energy usage of the vehicle to improve efficiency. Energy utilization is limited by the battery's discharge capacity, failing to achieve both energy-saving and highly efficient regulation. Summary of the Invention

[0003] The technical problem to be solved by the embodiments of the present invention is to provide a method, device and computer-readable storage medium for controlling electric heaters of electric vehicles, so as to effectively improve the energy utilization rate of the whole vehicle.

[0004] To solve the above-mentioned technical problems, the present invention provides a method for controlling an electric heater in an electric vehicle, comprising the following steps:

[0005] When a braking signal is detected, the maximum recoverable power is calculated based on the battery charging power and the actual power of the electric heater PTC.

[0006] Specifically, when the ambient temperature of the vehicle is within the first threshold range, the actual power output of the electric heater PTC is adjusted to the rated power of the PTC and maintained until the battery water temperature reaches the second threshold, at which point the actual power output of the electric heater PTC is adjusted to zero.

[0007] As can be seen from the above steps, by introducing the actual power of the electric heater PTC during vehicle braking, the actual power output of the PTC can be increased when the ambient temperature of the vehicle is low, so as to better utilize the energy recovered from braking to quickly heat the passenger compartment and battery, reduce the internal resistance loss of the battery, and thus improve the utilization rate of braking energy; at the same time, it can also prevent the heater core damper from closing due to excessive battery water temperature.

[0008] Preferably, the step of calculating the maximum recyclable power based on the battery charging power and the actual power of the electric heater PTC specifically involves summing the battery charging power and the actual power of the PTC to obtain the maximum recyclable power.

[0009] Preferably, the first threshold range is [-40℃, 10℃], and the second threshold is set within [18℃, 32℃] with an offset of 50℃ and a hysteresis of 2℃.

[0010] Preferably, when the central control unit (CCU) does not detect a braking signal, the actual power output of the PTC is the PTC's base target power;

[0011] The PTC base target power is calculated based on the target water temperature T_PTC using PI control:

[0012] Pwr(n)=Pwr(n-1)-Kp×(E(n)-E(n-1))-Ki×E(n)

[0013] Wherein, Pwr(n) is the PTC base target power, Pwr(n-1) is the previously assumed PTC base target power; Kp is the proportional constant, Ki is the integral constant; E(n) is the difference between the actual PTC water temperature and the target PTC water temperature, and E(n-1) is the previous value of the difference between the actual PTC water temperature and the target PTC water temperature.

[0014] Preferably, the method further includes: transmitting the brake-recovered electrical energy to the electric heater PTC via a cable between the motor controller DCU and the electric heater PTC.

[0015] The present invention also provides an electric vehicle electric heater control device, comprising: a central control unit (CCU) for calculating the maximum recoverable power based on the battery charging power and the actual power of the electric heater PTC when a braking signal is detected; wherein, when the ambient temperature of the vehicle is in a first threshold range, the central control unit (CCU) is used to adjust the actual power output of the electric heater PTC to the rated power of the PTC and maintain it until the battery water temperature reaches a second threshold, at which point the actual power output of the electric heater PTC is adjusted to zero.

[0016] Preferably, the step of calculating the maximum recyclable power based on the battery charging power and the actual power of the electric heater PTC specifically involves summing the battery charging power and the actual power of the PTC to obtain the maximum recyclable power.

[0017] Preferably, the first threshold range is [-40℃, 10℃], and the second threshold is set within [18℃, 32℃] with an offset of 50℃ and a hysteresis of 2℃.

[0018] Preferably, the central control unit (CCU) is also used to control the actual power output of the PTC to the PTC's base target power when no braking signal is detected;

[0019] The PTC base target power is calculated based on the target water temperature T_PTC using PI control:

[0020] Pwr(n)=Pwr(n-1)-Kp×(E(n)-E(n-1))-Ki×E(n)

[0021] Wherein, Pwr(n) is the PTC base target power, Pwr(n-1) is the previously assumed PTC base target power; Kp is the proportional constant, Ki is the integral constant; E(n) is the difference between the actual PTC water temperature and the target PTC water temperature, and E(n-1) is the previous value of the difference between the actual PTC water temperature and the target PTC water temperature.

[0022] Preferably, the device further includes a motor controller (DCU) connected to the electric heater (PTC) via a cable, for transmitting the electrical energy recovered from braking to the electric heater (PTC).

[0023] The present invention also provides an electric vehicle electric heater control device, comprising:

[0024] One or more processors;

[0025] Memory;

[0026] One or more applications, wherein the one or more applications are stored in the memory and configured to be executed by the one or more processors, the one or more applications being configured to perform the electric vehicle electric heater control method.

[0027] The present invention also provides a computer-readable storage medium comprising a stored computer program; wherein, when the computer program is executed, it controls the device containing the computer-readable storage medium to perform the electric vehicle electric heater control method.

[0028] The present invention offers the following advantages: By introducing the actual power of the electric heater (PTC) during vehicle braking, the embodiments of the present invention can increase the output of the PTC when the ambient temperature is low, thereby better utilizing the energy recovered from braking to quickly heat the passenger compartment and battery, reducing battery internal resistance loss, and thus improving the utilization rate of braking energy. Simultaneously, it can prevent the heater core damper from partially closing due to excessively high battery water temperature. After the energy is recovered by the motor controller (DCU), the recovered braking energy is directly used to power the PTC, allowing the PTC to directly utilize the recovered braking energy to heat the battery and passenger compartment, further improving passenger compartment comfort and battery charging and discharging efficiency, thereby further improving the recovery power and energy utilization rate of the motor braking. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 This is a flowchart illustrating an electric heater control method for an electric vehicle according to an embodiment of the present invention.

[0031] Figure 2 This is a schematic diagram of the implementation architecture of an electric vehicle electric heater control method according to Embodiment 1 of the present invention.

[0032] Figure 3 This is a schematic diagram of the PTC actual power calculation process in an embodiment of the present invention.

[0033] Figure 4 This is a schematic diagram of the actual power control of the PTC in an embodiment of the present invention.

[0034] Figure 5 This is a schematic diagram of the low-temperature cyclic test for energy recovery in an embodiment of the present invention. Detailed Implementation

[0035] The following description of the embodiments is taken with reference to the accompanying drawings, which illustrate specific embodiments in which the invention can be implemented.

[0036] Please refer to Figure 1 As shown, Embodiment 1 of the present invention provides a method for controlling an electric heater in an electric vehicle, comprising the following steps:

[0037] When a braking signal is detected, the maximum recoverable power is calculated based on the battery charging power and the actual power of the electric heater PTC.

[0038] Specifically, when the ambient temperature of the vehicle is within the first threshold range, the actual power output of the electric heater PTC is adjusted to the rated power of the PTC and maintained until the battery water temperature reaches the second threshold, at which point the actual power output of the electric heater PTC is adjusted to zero.

[0039] As can be seen from the above steps, the embodiments of the present invention introduce the actual power of the electric heater PTC (Positive Temperature Coefficient) during vehicle braking, which can increase the output of the actual power of the PTC when the ambient temperature of the vehicle is low, so as to better utilize the energy recovered by braking to quickly heat the passenger compartment and the battery, reduce the internal resistance loss of the battery, and thus improve the utilization rate of braking energy; at the same time, it can also prevent the heater core damper from closing due to excessive battery water temperature.

[0040] Specifically, please combine Figure 2 , Figure 3 As shown, one of the improvements made by the present invention compared to the prior art is that when the central control unit (CCU) detects a braking signal, the actual power of the PTC is added when calculating the maximum recyclable power. That is, based on the prior art's calculation of the maximum recyclable power using battery charging power, the actual power of the PTC is incorporated, as shown below:

[0041] Maximum recyclable power = Battery charging power + PTC actual power

[0042] Among them, the battery charging power is obtained by looking up the battery power map table based on the battery SOC and battery water temperature, and the actual PTC power is determined by judging whether a braking signal is detected at present.

[0043] Specifically, such as Figure 4 As shown, when a braking signal is detected, if the central control unit (CCU) detects the braking signal and the ambient temperature is within the first threshold range [-40℃, 10℃], the actual power of the PTC is adjusted to the maximum limit of the sum of the PTC's base target power and its additional power, and this state is maintained. Simultaneously, the battery coolant temperature is continuously monitored. When the battery coolant temperature reaches the air conditioning set temperature Tset (adjustable between [18℃, 32℃]) plus a 50℃ offset, the system will have a 2℃ hysteresis. That is, when the battery coolant temperature reaches the set temperature Tset plus 50℃ (i.e., Tset + 50℃), the CCU will adjust the actual output power of the PTC to 0. When the battery coolant temperature reaches the set temperature Tset plus 50℃ minus the 2℃ hysteresis (i.e., Tset + 48℃), the CCU will use the PTC's rated power as the actual PTC power output. It can be understood that the 2℃ hysteresis design is to prevent the system from frequently turning the PTC on and off due to small temperature changes after reaching the air conditioning set temperature, thus protecting the PTC and extending its service life. For example, if the air conditioner's set temperature Tset is 20℃, then when the battery coolant temperature reaches 20℃ + 50℃ = 70℃, the actual power output of the PTC will be adjusted to 0. If the battery coolant temperature drops slightly, for example to 69℃, the PTC will not immediately restart. It will only restart and output its rated power when the battery coolant temperature drops to 70℃ - 2℃ = 68℃.

[0044] When no braking signal is detected, the actual power of the PTC remains the same as the PTC's base target power.

[0045] Furthermore, in this embodiment of the invention, when performing regenerative braking, if the ambient temperature of the vehicle is below a first threshold, the central control unit (CCU) automatically adjusts the actual power output of the electric heater (PTC) to the rated power of the PTC. That is, at this time, the actual PCT power = rated PTC power = PTC base target power + PTC additional power. Therefore, the maximum regenerative power = battery charging power + PTC base target power + PTC additional power. The PTC base target power is determined by the environment. If the PTC additional power increases, the battery charging power will also increase because the battery temperature remains constant after heating. Thus, the maximum regenerative power during braking is also increased.

[0046] It should be noted that due to the capacitive characteristics of the coolant and the passenger compartment, changes in passenger compartment temperature have a hysteresis and filtering effect on short-term changes in PTC power. This means that when the PTC power changes, the passenger compartment temperature does not immediately follow suit, but rather exhibits a certain delay and smoothing effect. During braking, to reduce battery charging and discharging losses, this embodiment of the invention increases the actual power of the PTC. The shorter the time the battery's internal resistance acts during charging and discharging, the less the loss. By increasing the actual power of the PTC, the passenger compartment's heating rate can be accelerated, thereby reducing the time the battery spends heating up, and thus reducing battery charging and discharging losses.

[0047] At the same time, reducing the PTC power demand during propulsion is also important. If the PTC power demand is too high during propulsion, it will increase the battery load, thereby increasing battery energy consumption and heat generation. Therefore, by adjusting the actual PTC power to meet the passenger compartment heating requirements while minimizing the additional load on the battery, overall energy consumption and heat generation can be reduced.

[0048] It is understandable that the PTC base target power is calculated using PI control based on the target water temperature T_PTC.

[0049] Pwr(n)=Pwr(n-1)-Kp×(E(n)-E(n-1))-Ki×E(n)

[0050] Wherein, Pwr(n) is the PTC base target power, Pwr(n-1) is the previously assumed PTC base target power, with an initial value of 0; Kp is the proportional constant, Ki is the integral constant; E(n) is the difference between the actual PTC water temperature and the target PTC water temperature, E(n-1) is the previous value of the difference between the actual PTC water temperature and the target PTC water temperature, and the actual PTC water temperature is collected by the sensor.

[0051] It should also be noted that after calculating the maximum recyclable power, the Electronic Stability Program (ESP) determines the target recyclable power based on this maximum recyclable power, a mature technical solution already exists. ESP is an electronic device used to enhance vehicle stability by detecting the vehicle's driving status and adjusting the vehicle's power output and braking force accordingly. It does not directly handle energy recovery, but in determining the recyclable energy, it provides crucial driving status information to the vehicle control unit (VCU). Regarding how to determine the target recyclable power, ESP considers the following factors:

[0052] 1. Vehicle Dynamics: ESP can accurately monitor the vehicle's driving status and driver actions in real time, such as vehicle speed, steering angle, roll angle, and wheel speed. From this information, ESP can infer the intensity of braking action, wheel grip, and other information, thereby determining the braking energy that can be allocated to the regenerative braking system.

[0053] 2. Vehicle Safety: The primary task of ESP is to ensure the stability and safety of the vehicle. If ESP determines that significantly recovering energy under the current driving conditions would affect the vehicle's stability or safety, such as on a slippery road or during an emergency turn, ESP will limit the operation of the energy recovery system.

[0054] 3. Hybrid Braking Strategy: In hybrid or electric vehicles, a hybrid braking strategy combining electric motors and mechanical brakes is typically employed. ESP determines the target braking force for the electric motor to regenerate based on the hybrid braking strategy, the vehicle's current state, and the driver's braking request, thereby determining the target regenerative power.

[0055] The embodiments of the present invention do not limit the specific method for determining the target recoverable power based on the maximum recoverable power.

[0056] In addition, for example Figure 2 As shown, in this embodiment of the invention, after the motor controller DCU performs inverter energy recovery, an additional cable is added to directly connect to the PTC, so that the PTC can directly use the electrical energy recovered from braking to heat the passenger compartment and battery, thereby improving the comfort of the passenger compartment and the charging and discharging efficiency of the power battery.

[0057] It is understood that in this embodiment of the invention, the central control unit (CCU) integrates the vehicle control unit (VCU) and the heating, ventilation, and air conditioning (HVAC) system. The functions of the CCU can be implemented jointly by the VCU and HVAC, or managed uniformly by the CCU to achieve efficient energy utilization and comfortable passenger cabin adjustment. The VCU is responsible for vehicle energy management, power output control, and other functions, including calculating the maximum recyclable power. The VCU acquires the status and parameters of various systems such as the battery and motor to formulate and control energy recovery strategies; it can calculate the maximum allowable recyclable power under the current conditions based on factors such as the vehicle's dynamic state, battery charging power, and the actual power of the PTC. The HVAC system is mainly responsible for regulating the in-vehicle environment, including temperature, humidity, and air circulation. The HVAC system can control the actual power output of the PTC based on ambient temperature and other sensor signals; it can also receive control commands from the CCU or VCU and adjust the actual power output of the PTC accordingly.

[0058] This invention can effectively utilize the energy of the entire vehicle, especially when the battery charging power cannot reach the vehicle's regenerative braking power. To maximize the utilization rate of the regenerative braking torque, it can be converted using high-power-consuming devices such as electric heaters (PTCs), thereby achieving energy saving and increasing driving range. For example... Figure 5 As shown, the specific energy-saving indicators are as follows: under the NEDC driving condition of -7℃ low temperature (single use of 1 hour), the air conditioning energy-saving strategy is expected to save 1.0kWh of battery power.

[0059] Corresponding to the electric vehicle electric heater control method described in Embodiment 1 of the present invention, Embodiment 2 of the present invention also provides an electric vehicle electric heater control device, including: a central control unit (CCU), used to calculate the maximum recoverable power based on the battery charging power and the actual power of the electric heater PTC when a braking signal is detected; wherein, when the ambient temperature of the vehicle is in a first threshold range, the central control unit (CCU) is used to adjust the actual power output of the electric heater PTC to the rated power of the PTC, and maintain it until the battery water temperature reaches a second threshold, and then adjust the actual power output of the electric heater PTC to zero.

[0060] Preferably, the step of calculating the maximum recyclable power based on the battery charging power and the actual power of the electric heater PTC specifically involves summing the battery charging power and the actual power of the PTC to obtain the maximum recyclable power.

[0061] Preferably, the first threshold range is [-40℃, 10℃], and the second threshold is set within [18℃, 32℃] with an offset of 50℃ and a hysteresis of 2℃.

[0062] Preferably, the central control unit (CCU) is also used to control the actual power output of the PTC to the PTC's base target power when no braking signal is detected.

[0063] Preferably, the device further includes a motor controller (DCU) connected to the electric heater (PTC) via a cable, for transmitting the electrical energy recovered from braking to the electric heater (PTC).

[0064] Corresponding to the electric vehicle electric heater control method described in Embodiment 1 of the present invention, Embodiment 3 of the present invention also provides an electric vehicle electric heater control device, comprising:

[0065] One or more processors;

[0066] Memory;

[0067] One or more applications, wherein the one or more applications are stored in the memory and configured to be executed by the one or more processors, and the one or more applications are configured to perform the electric vehicle electric heater control method according to Embodiment 1 of the present invention.

[0068] Corresponding to the electric vehicle electric heater control method described in Embodiment 1 of the present invention, Embodiment 4 of the present invention provides a computer-readable storage medium, the computer-readable storage medium including a stored computer program; wherein, when the computer program is running, it controls the device where the computer-readable storage medium is located to execute the electric vehicle electric heater control method as described in Embodiment 1 of the present invention.

[0069] Preferably, the computer program can be divided into one or more modules / units (such as computer program 1, computer program 2, ...), and the one or more modules / units are stored in the memory and executed by the processor to complete the present invention. The one or more modules / units can be a series of computer program instruction segments capable of performing a specific function, and the instruction segments are used to describe the execution process of the computer program in the device.

[0070] The processor can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor, or the processor can be any conventional processor. The processor is the control center of the device and connects the various parts of the device using various interfaces and lines.

[0071] The memory mainly includes a program storage area and a data storage area. The program storage area can store the operating system, applications required for at least one function, etc., while the data storage area can store related data, etc. Furthermore, the memory can be a high-speed random access memory, or a non-volatile memory, such as a plug-in hard drive, a SmartMedia Card (SMC), a Secure Digital (SD) card, and a Flash Card, or other volatile solid-state storage devices.

[0072] It should be noted that the above-mentioned devices may include, but are not limited to, processors and memory, as will be understood by those skilled in the art.

[0073] For the working principle and process of the above embodiments, please refer to the description of Embodiment 1 of the present invention, which will not be repeated here.

[0074] As can be seen from the above description, compared with the prior art, the beneficial effects of the present invention are as follows: By introducing the actual power of the electric heater PTC during vehicle braking, the embodiments of the present invention can increase the output of the actual power of the PTC when the ambient temperature of the vehicle is low, so as to better utilize the energy recovered from braking to quickly heat the passenger compartment and the battery, reduce the internal resistance loss of the battery, and thus improve the utilization rate of braking energy; at the same time, it can also prevent the heater core damper from closing due to excessive battery water temperature. After the motor controller DCU inverts and recovers energy, the electrical energy recovered from braking is directly used to power the PTC, so that the PTC can directly use the electrical energy recovered from braking to heat the battery and passenger compartment, which better improves the comfort of the passenger compartment and the charging and discharging efficiency of the battery, thereby further improving the recovery power and energy utilization rate of motor braking.

[0075] The above description is merely a preferred embodiment of the present invention and should not be construed as limiting the scope of the invention. Therefore, any equivalent variations made in accordance with the claims of the present invention are still within the scope of the present invention.

Claims

1. A method for controlling an electric heater in an electric vehicle, characterized in that, Includes the following steps: When a braking signal is detected, the maximum recoverable power is calculated based on the battery charging power and the actual power of the electric heater PTC. Specifically, when the ambient temperature of the vehicle is within the first threshold range, the actual power output of the electric heater PTC is adjusted to the rated power of the PTC and maintained until the battery water temperature reaches the second threshold, at which point the actual power output of the electric heater PTC is adjusted to zero.

2. The method according to claim 1, characterized in that, The calculation of the maximum recyclable power based on the battery charging power and the actual power of the electric heater PTC specifically involves summing the battery charging power and the actual power of the PTC to obtain the maximum recyclable power.

3. The method according to claim 1, characterized in that, The first threshold range is [-40℃, 10℃], and the second threshold is set within [18℃, 32℃] with an offset of 50℃ and a hysteresis of 2℃.

4. The method according to claim 1, characterized in that, When the central control unit (CCU) does not detect a braking signal, the actual power output of the PTC is the PTC's base target power. The PTC base target power is calculated based on the target water temperature T_PTC using PI control: Pwr(n)=Pwr(n-1)-Kp×(E(n)-E(n-1))-Ki×E(n) Wherein, Pwr(n) is the PTC base target power, Pwr(n-1) is the previously assumed PTC base target power; Kp is the proportional constant, Ki is the integral constant; E(n) is the difference between the actual PTC water temperature and the target PTC water temperature, and E(n-1) is the previous value of the difference between the actual PTC water temperature and the target PTC water temperature.

5. The method according to claim 1, characterized in that, Also includes: The electrical energy recovered from braking is transferred to the electric heater PTC via the cable between the motor controller DCU and the electric heater PTC.

6. A control device for an electric heater in an electric vehicle, characterized in that, include: The central control unit (CCU) is used to calculate the maximum recyclable power based on the battery charging power and the actual power of the electric heater (PTC) when a braking signal is detected. Specifically, when the ambient temperature of the vehicle is in a first threshold range, the CCU adjusts the actual power output of the electric heater (PTC) to the rated power of the PTC and maintains it until the battery water temperature reaches a second threshold, at which point the actual power output of the electric heater (PTC) is adjusted to zero.

7. The apparatus according to claim 6, characterized in that, The calculation of the maximum recyclable power based on the battery charging power and the actual power of the electric heater PTC specifically involves summing the battery charging power and the actual power of the PTC to obtain the maximum recyclable power.

8. The apparatus according to claim 6, characterized in that, The first threshold range is [-40℃, 10℃], and the second threshold range is set within [18℃, 32℃] with an offset of 50℃ and a hysteresis of 2℃.

9. The apparatus according to claim 6, characterized in that, The central control unit (CCU) is also used to control the actual power output of the PTC to the PTC's base target power when no braking signal is detected. The PTC base target power is calculated based on the target water temperature T_PTC using PI control: Pwr(n)=Pwr(n-1)-Kp×(E(n)-E(n-1))-Ki×E(n) Wherein, Pwr(n) is the PTC base target power, Pwr(n-1) is the previously assumed PTC base target power; Kp is the proportional constant, Ki is the integral constant; E(n) is the difference between the actual PTC water temperature and the target PTC water temperature, and E(n-1) is the previous value of the difference between the actual PTC water temperature and the target PTC water temperature.

10. The apparatus according to claim 6, characterized in that, Also includes: The motor controller (DCU) is connected to the electric heater (PTC) via a cable and is used to transfer the regenerated electrical energy from braking to the electric heater (PTC).

11. A control device for an electric heater in an electric vehicle, characterized in that, include: One or more processors; Memory; One or more applications, wherein the one or more applications are stored in the memory and configured to be executed by the one or more processors, the one or more applications being configured to perform the electric vehicle electric heater control method as described in any one of claims 1 to 5.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored computer program; wherein, when the computer program is executed, it controls the device on which the computer-readable storage medium is located to perform the electric vehicle electric heater control method as described in any one of claims 1 to 5.

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