Thermal management method of battery, vehicle and controller

Abstract

The invention provides a thermal management method of a battery, a vehicle and a controller, and relates to the technical field of power batteries, and the thermal management method comprises the following steps: obtaining the predicted residual electric quantity of a power battery of the vehicle in a predicted driving road section, the target demand power of the power battery and the current state of the power battery; obtaining a target temperature range based on the predicted residual electric quantity and the target demand power; based on the current state of the power battery, obtaining a first temperature of the power battery on the predicted driving road section; based on the first temperature and the target temperature range, the current temperature of the power battery is controlled, so that the current temperature of the power battery is within the target temperature range. According to the method, the target temperature range of the predicted driving road section can be determined in advance, and thermal management is timely performed on the power battery according to the target temperature range, so that the energy consumption of the power battery is improved.

Description

Technical Field

[0001] This application relates to the field of power battery technology, and more specifically, to a thermal management method for a battery, a vehicle, and a controller in the field of power battery technology. Background Technology

[0002] Power battery thermal management refers to the management strategy of monitoring and regulating the temperature of a vehicle's power battery to ensure that the battery operates within a suitable temperature range. Existing power battery thermal management solutions typically adjust the battery temperature based on fixed temperature parameters. However, this approach can easily lead to problems such as overheating, overcooling, or untimely temperature adjustments, affecting the vehicle's range.

[0003] Therefore, how to more accurately manage the thermal performance of power batteries in order to improve their energy consumption is a technical problem that needs to be solved. Summary of the Invention

[0004] This application provides a battery thermal management method, a vehicle, and a controller. The method can determine in advance the target temperature range that the power battery is suitable for in the predicted driving section, and perform thermal management of the power battery more accurately according to the target temperature range. This ensures that the temperature of the power battery can be adjusted to a suitable temperature range before the vehicle reaches the predicted driving section, avoiding untimely temperature adjustment of the power battery and improving the energy consumption performance of the power battery.

[0005] Firstly, a thermal management method for a battery is provided, the thermal management method including: The vehicle's power battery is expected to have a remaining charge in the predicted driving segment, the target power requirement of the power battery, and the current state of the power battery. Based on the predicted remaining power and the target power demand, the target temperature range is obtained; Based on the current state of the power battery, the first temperature of the power battery in the predicted driving segment is obtained; Based on the first temperature and the target temperature range, the current temperature of the power battery is controlled so that the current temperature of the power battery is within the target temperature range.

[0006] In the embodiments of this application, a target temperature range is determined based on the predicted remaining charge of the power battery in the predicted driving segment and the target power demand of the power battery; the current temperature of the power battery is controlled based on the first temperature of the power battery in the predicted driving segment and the target temperature range. Compared with related technologies that adjust the battery temperature based on fixed temperature parameters, the target temperature range of this application is a dynamic temperature parameter obtained based on the predicted remaining charge and the target power demand; that is, it can be understood that the target temperature range is different for different target predicted remaining charge and different target power demand, ensuring a more accurate target temperature range that conforms to the predicted remaining charge and power demand of the power battery. In addition, the temperature parameter range determined based on the predicted remaining charge and target power demand of the predicted driving segment can determine the target temperature range suitable for the power battery in the predicted driving segment in advance. Based on the first temperature and target temperature range of the power battery, the current temperature of the power battery is controlled to ensure that the temperature of the power battery is adjusted during the process of the vehicle traveling from the current driving segment to the predicted driving segment (i.e., the temperature of the power battery is adjusted to the target temperature range in advance before reaching the predicted driving segment). This enables more accurate thermal management of the power battery, thereby timely adjusting the temperature of the power battery and effectively improving the energy consumption performance of the power battery.

[0007] In conjunction with the first aspect, in certain implementations of the first aspect, obtaining the target temperature range based on the predicted remaining power and the target power demand includes: If the current remaining charge of the power battery is greater than the charge threshold, the target temperature range is determined based on the first mapping relationship, the target required power and the predicted remaining charge. The first mapping relationship is used to represent the correspondence between the first parameter and the discharge power of the power battery. The first parameter includes the temperature of the power battery and the remaining charge of the power battery. If the current remaining charge of the power battery is less than or equal to the charge threshold, based on the second mapping relationship and the predicted remaining charge of the power battery, the temperature range corresponding to the maximum charging current under the predicted remaining charge is determined as the target temperature range. The second mapping relationship is used to represent the correspondence between the first parameter and the charging current of the power battery.

[0008] In the embodiments of this application, if the current remaining charge of the power battery is greater than the charge threshold, it means that the power battery does not need to be charged and the vehicle can run normally under the power supply of the power battery. Therefore, based on the first mapping relationship, the target power requirement, and the predicted remaining charge, a target temperature range is obtained to ensure that the obtained target temperature range meets the target power requirement of the power battery. If the current remaining charge of the power battery is less than or equal to the charge threshold, it means that the power battery needs to be charged. Based on the second mapping relationship and the predicted remaining charge, the temperature range corresponding to the maximum charging current under the predicted remaining charge is determined as the target temperature range. This ensures that after adjusting the power battery temperature according to the target temperature range, the power battery has a large charging current, thereby ensuring the charging efficiency of the power battery.

[0009] In combination with the first aspect and the above implementation methods, in some implementation methods of the first aspect, obtaining the target temperature range based on the predicted remaining power and the target power demand includes: Based on the target power requirement and the current remaining power, determine the first temperature range of the vehicle in the current driving segment; Based on the target power demand and the predicted remaining power, a second temperature range for the vehicle in the predicted driving segment is determined; The intersection of the first temperature range and the second temperature range is determined as the target temperature range.

[0010] In the embodiments of this application, a first temperature range for the vehicle on the current driving segment is obtained based on the target power demand and the current remaining battery power; a second temperature range for the vehicle on the predicted driving segment is obtained based on the target power demand and the predicted remaining battery power; and the intersection of the first temperature range and the second temperature range is determined as the target temperature range. This ensures that the target temperature range simultaneously meets the driving requirements of both the current driving segment and the predicted driving segment.

[0011] In conjunction with the first aspect and the above implementations, in some implementations of the first aspect, the current state of the power battery includes the current temperature of the power battery, and obtaining the first temperature of the power battery in the predicted driving segment based on the current state of the power battery includes: Based on the average speed of the vehicle in the current driving segment, determine the heat generated by the power battery when the vehicle travels to the predicted driving segment; Based on the heat generated and the current temperature of the power battery, the first temperature of the power battery in the predicted driving segment is obtained.

[0012] In the embodiments of this application, since the power battery generates some heat (i.e., the heat generated by the power battery) during vehicle operation, the heat generated will cause the temperature of the power battery to change; therefore, based on the heat generated and the current temperature of the power battery, the first temperature of the power battery in the predicted driving segment is determined to ensure that the influence of the heat generated by the power battery on the temperature of the power battery can be taken into account.

[0013] In conjunction with the first aspect and the above-described implementations, in some implementations of the first aspect, obtaining the predicted remaining charge of the vehicle's power battery in the predicted driving segment includes: The vehicle's energy consumption per 100 kilometers is determined based on the vehicle's historical mileage and historical power consumption. Based on the energy consumption per 100 kilometers and the predicted driving range, the predicted energy consumption of the power battery is determined. The predicted remaining power is obtained based on the current remaining power of the power battery and the predicted power consumption of the power battery.

[0014] In the embodiments of this application, the vehicle's power consumption per 100 kilometers is determined based on the vehicle's historical mileage and historical power consumption (power consumption per 100 kilometers represents the power consumption of the power battery when the vehicle travels 100 kilometers); based on the vehicle's power consumption per 100 kilometers and the predicted mileage, the predicted power consumption of the vehicle in the predicted mileage can be obtained; ensuring that the predicted remaining power of the power battery can be obtained based on the current remaining power and the predicted power consumption.

[0015] In combination with the first aspect and the above-described implementations, in some implementations of the first aspect, obtaining the target power requirement of the power battery includes: Based on the vehicle's driving mode, determine the power required for that driving mode; Based on the vehicle's predicted driving route, the predicted power demand of the vehicle is determined. The maximum value between the power required by the driving mode and the predicted power required is determined as the target power required.

[0016] In the embodiments of this application, since different driving modes require different power, the power requirement for each driving mode is determined based on the vehicle's driving mode. Based on the vehicle's predicted driving route, the estimated power requirement for the vehicle's mileage (i.e., predicted power requirement) is obtained. The maximum value between the driving mode's power requirement and the predicted power requirement is determined as the target power requirement. This ensures that the target power requirement simultaneously meets the power requirements of both the driving mode and the mileage, thus ensuring a more accurate target power requirement.

[0017] In conjunction with the first aspect and the above implementation methods, in some implementation methods of the first aspect, the thermal management method further includes: Obtain the current remaining power of the power battery and the power battery's power threshold; If the current remaining battery power is less than or equal to the battery power threshold, a predicted driving route is determined based on the location of the charging station; If the current remaining battery power is greater than the battery power threshold, the predicted driving route is determined based on the vehicle's navigation information; The predicted driving route is divided into at least one predicted driving segment, wherein the predicted driving segment represents a segment of the predicted driving route with the same average vehicle speed.

[0018] In the embodiments of this application, if the current remaining charge of the power battery is less than or equal to a charge threshold, it indicates that the vehicle currently has a charging need. Therefore, the predicted driving route of the vehicle is determined based on the location of the charging station. If the current remaining charge of the power battery is greater than the charge threshold, it indicates that the vehicle currently does not have a charging need, meaning the vehicle can drive normally with the power battery's power. Therefore, the predicted driving route of the vehicle is determined based on the vehicle's navigation information; and the predicted driving route is divided into at least one predicted driving segment to ensure that a suitable predicted driving route can be determined based on the power battery's charge level, thereby determining the predicted driving segment.

[0019] It should be noted that because the average vehicle speed varies across different sections of the predicted driving route (e.g., urban roads versus highways), the heat generated by the power battery differs at these different average speeds (i.e., the degree of impact on the battery temperature varies); furthermore, the power demand of the vehicle differs at different average speeds (i.e., the target power demand differs); therefore, the target temperature range for the power battery varies across road sections with different average speeds. By dividing the road sections with the same average speed into predicted driving sections, a unified temperature range, i.e., the target temperature range, can be determined for the same predicted driving section.

[0020] In conjunction with the first aspect and the above-described implementations, in some implementations of the first aspect, controlling the temperature of the power battery based on the first temperature and the target temperature range includes: If the first temperature is less than the minimum value of the target temperature range, control the heating of the power battery so that the current temperature of the power battery is greater than the minimum value of the target temperature range; If the first temperature is greater than the maximum value of the target temperature range, the power battery is cooled to make the temperature of the power battery less than the maximum value of the target temperature range.

[0021] In the embodiments of this application, both excessively high and low temperatures of the power battery will affect its discharge power. If the first temperature is less than the minimum value of the target temperature range, it indicates that the power battery temperature is too low, affecting the performance of the power battery and causing its power output to fail to reach the target required power. Therefore, the power battery is heated to ensure that its current temperature is greater than the minimum value of the target temperature range. If the first temperature is greater than the maximum value of the target temperature range, it indicates that the power battery temperature is too high, affecting its performance and causing its power output to fail to reach the target required power. Therefore, the power battery is cooled to ensure that its temperature is less than the maximum value of the target temperature range.

[0022] Secondly, a thermal management device for a battery is provided, the control device comprising: The acquisition module is used to acquire the predicted remaining power of the vehicle's power battery in the predicted driving segment, the target power requirement of the power battery, and the current state of the power battery. The processing module is used to obtain a target temperature range based on the predicted remaining power and the target power demand; to obtain a first temperature of the power battery in the predicted driving segment based on the current state of the power battery; and to control the temperature of the power battery based on the first temperature and the target temperature range.

[0023] In conjunction with the second aspect, in some implementations of the second aspect, the processing module is specifically used to: if the current remaining charge of the power battery is greater than the charge threshold, determine the target temperature range based on a first mapping relationship, the target required power, and the predicted remaining charge, wherein the first mapping relationship represents the correspondence between a first parameter and the discharge power of the power battery, and the first parameter includes the temperature of the power battery and the remaining charge of the power battery; if the current remaining charge of the power battery is less than or equal to the charge threshold, determine the temperature range corresponding to the maximum charging current under the predicted remaining charge as the target temperature range based on a second mapping relationship and the predicted remaining charge of the power battery, wherein the second mapping relationship represents the correspondence between the first parameter and the charging current of the power battery.

[0024] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the processing module is specifically used to: determine a first temperature range of the vehicle in the current driving segment based on the target power demand and the current remaining power; determine a second temperature range of the vehicle in the predicted driving segment based on the target power demand and the predicted remaining power; and determine the intersection of the first temperature range and the second temperature range as the target temperature range.

[0025] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the processing module is specifically used to: determine the heat generated by the power battery when the vehicle travels to the predicted travel segment based on the average speed of the vehicle in the current travel segment; and obtain the first temperature of the power battery in the predicted travel segment based on the heat generated and the current temperature of the power battery.

[0026] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the acquisition module is specifically used to: determine the vehicle's power consumption per 100 kilometers based on the vehicle's historical mileage and the vehicle's historical power consumption; determine the predicted power consumption of the power battery based on the power consumption per 100 kilometers and the predicted mileage; and obtain the predicted remaining power based on the current remaining power of the power battery and the predicted power consumption of the power battery.

[0027] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the acquisition module is specifically used to: determine the power demand of the driving mode based on the driving mode of the vehicle; determine the predicted power demand of the vehicle based on the predicted driving route of the vehicle; and determine the maximum value between the power demand of the driving mode and the predicted power demand as the target power demand.

[0028] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the acquisition module is further configured to: acquire the current remaining power of the power battery and the power battery power threshold; the processing module is further configured to: if the current remaining power is less than or equal to the power threshold, determine a predicted driving route based on the location of the charging station; if the current remaining power is greater than the power threshold, determine the predicted driving route based on the vehicle's navigation information; and divide the predicted driving route into at least one predicted driving segment.

[0029] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the processing module is specifically used to: if the first temperature is less than the minimum value of the target temperature range, control the power battery to heat up so that the current temperature of the power battery is greater than the minimum value of the target temperature range; if the first temperature is greater than the maximum value of the target temperature range, control the power battery to cool down so that the temperature of the power battery is less than the maximum value of the target temperature range.

[0030] Thirdly, a vehicle is provided, including a memory and a processor, the memory for storing executable program code, and the processor for calling and running the executable program code from the memory, causing the vehicle to perform the thermal management method of the first aspect or any possible implementation thereof.

[0031] Fourthly, a controller is provided, which stores a computer program that, when executed, implements the thermal management method described in the first aspect or any possible implementation thereof.

[0032] Fifthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to execute the thermal management method described in the first aspect or any possible implementation thereof.

[0033] In a sixth aspect, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the thermal management method described in the first aspect or any possible implementation thereof. Attached Figure Description

[0034] Figure 1 This is a schematic flowchart of a battery thermal management method provided in an embodiment of this application; Figure 2 This is a schematic flowchart of another battery thermal management method provided in the embodiments of this application; Figure 3 This is a schematic flowchart illustrating another battery thermal management method provided in the embodiments of this application; Figure 4 This is a schematic diagram of the structure of a battery thermal management device provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0035] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0036] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0037] Power battery thermal management refers to the management strategy of monitoring and regulating the temperature of a vehicle's power battery to ensure that the battery operates within a suitable temperature range. Related technologies typically employ power battery thermal management schemes that adjust the battery temperature based on fixed temperature parameters. However, this approach can easily lead to problems such as battery overheating, overcooling, or untimely temperature adjustments, resulting in energy waste and impacting the vehicle's range. The following examples further illustrate the problems with these technologies: For example, related technologies typically set fixed temperature range parameters when performing thermal management on power batteries, such as 10°C to 30°C. When the current temperature of the vehicle's power battery is below 10°C, the battery is heated to bring it above 10°C; when the current temperature is above 30°C, the battery is cooled to bring it below 30°C. However, if the initial temperature of the power battery is 0°C, adjusting it to 5°C is sufficient to meet the vehicle's power requirements. Continuing to adjust the battery temperature according to the fixed range may result in unnecessary heating, leading to additional energy consumption and affecting the vehicle's range. Furthermore, since battery temperature adjustment takes time, adjusting the battery temperature after it has fallen outside the thermal management temperature range may result in untimely temperature adjustments, potentially causing the battery's power output to be insufficient to meet the vehicle's power demands during the temperature adjustment process.

[0038] Therefore, how to more accurately manage the thermal performance of power batteries in order to improve their energy consumption is a technical problem that needs to be solved.

[0039] In view of this, this application provides a battery thermal management method, a vehicle, and a controller. Through embodiments of this application, when the vehicle is on the current driving segment, the temperature range for thermal management is determined in advance based on the predicted remaining battery power and power demand for the next segment (this target temperature range is the temperature parameter range suitable for the predicted driving segment). The temperature of the power battery is adjusted in advance according to this target temperature range. On the one hand, this ensures that the power battery temperature can be adjusted to the suitable temperature range in time before the vehicle reaches the next segment, avoiding untimely temperature adjustment that could affect the power battery's functional output in the next segment. On the other hand, adjusting the power battery temperature based on a more accurate, dynamically determined temperature parameter range reduces unnecessary temperature adjustments and effectively improves the power battery's energy efficiency.

[0040] The following is combined Figures 1 to 3 The flowchart of the thermal management method provides a detailed description of the thermal management method for batteries provided in the embodiments of this application.

[0041] Figure 1 This is a schematic flowchart of a battery thermal management method provided in an embodiment of this application.

[0042] For example, Figure 1 The thermal management method 100 shown can be executed by the vehicle's power domain controller; or by the vehicle's vehicle controller; or by a processor or chip in the vehicle.

[0043] like Figure 1 As shown, the thermal management method 100 for a battery includes S110 to S140. The thermal management method shown in S110 to S140 will be described in detail below.

[0044] S110, acquire the predicted remaining charge of the vehicle's power battery in the predicted driving segment, the target power demand of the power battery, and the current state of the power battery.

[0045] The predicted driving segment is the driving segment determined based on the vehicle's predicted driving route, and the target power demand of the power battery represents the power demand of the power battery during vehicle operation. The method for determining the predicted driving segment of the vehicle is explained below.

[0046] In one implementation, the current remaining power of the power battery and the power battery's power threshold are obtained; if the current remaining power is less than or equal to the power threshold, a predicted driving route is determined based on the location of the charging station; if the current remaining power is greater than the power threshold, a predicted driving route is determined based on the vehicle's navigation information; and the predicted driving route is divided into at least one predicted driving segment.

[0047] Among them, the power battery charge threshold represents the charge threshold at which the power battery needs to be charged, and the charge threshold is usually determined based on the user's charging habits; the predicted driving segment represents the segment of the predicted driving route with the same average vehicle speed.

[0048] For example, historical charging information of a vehicle can be determined through big data statistical learning. From this historical information, user charging habits can be identified, thereby determining the charge threshold (i.e., the battery charge level at the start of charging). For instance, if the vehicle's historical charging information indicates that the user charges the vehicle 80% of the time when the battery charge level reaches 30%, then the charge threshold is determined to be 30%.

[0049] For example, if the current remaining charge of the power battery is less than or equal to a charge threshold, it indicates that the vehicle currently has a charging need. Therefore, the predicted driving route of the vehicle is determined based on the location of the charging station. If the current remaining charge of the power battery is greater than the charge threshold, it indicates that the vehicle currently does not have a charging need, meaning the vehicle can drive normally with the power battery's power. Therefore, the predicted driving route of the vehicle is determined based on the vehicle's navigation information. This ensures that a suitable predicted driving route can be determined based on the power battery's charge level, thereby identifying the predicted driving segment.

[0050] For example, when dividing the predicted driving route into predicted driving segments, the division can be based on the segment type, with different segments corresponding to different average vehicle speeds. The segment types include highway segments, urban segments, speed-limited segments, main roads, secondary roads, rural roads, etc. The predicted driving route is divided into at least one predicted driving segment according to different average vehicle speeds, where the predicted driving segment represents a segment of the predicted driving route with the same average vehicle speed.

[0051] It is understandable that, due to the different average vehicle speeds on different sections of the predicted driving route (e.g., urban roads versus highways), the heat generated by the power battery varies at different average speeds (i.e., the degree of impact on the power battery temperature differs); and the power demand of the vehicle differs at different average speeds (i.e., the target power demand differs). Therefore, the target temperature range of the power battery differs for road sections with different average speeds. If there are road sections with different average speeds within the same predicted driving route, it will be impossible to determine a uniform target temperature range for the same predicted driving route. Therefore, this application divides road sections with the same average speed within the predicted driving route into predicted driving road sections, thereby ensuring that a uniform temperature range, i.e., the target temperature range, can be determined for the same predicted driving route.

[0052] For example, when dividing the predicted driving route into predicted driving segments, it can also be further divided according to navigation traffic labels. Based on the real-time traffic conditions marked by the navigation, the predicted driving route can be divided into congested segments, slow-moving segments, and unobstructed segments, with different average vehicle speeds corresponding to different segments.

[0053] Optionally, if the vehicle is not currently using navigation, the user's preferred route is determined based on the user's historical driving information, and the user's preferred route is determined as the predicted driving route; and the preferred route is divided into multiple predicted driving segments based on the vehicle's speed distribution on the preferred route.

[0054] For example, if a user drives from home to work every day, the system determines the vehicle's speed distribution along the route based on historical driving information. The system then automatically divides this fixed route into three predicted driving segments based on the speed distribution: segment 1 (from the residential area to the main expressway, with an average speed of approximately 35 km / h), segment 2 (the main expressway, with an average speed of approximately 60 km / h), and segment 3 (the main expressway to the slow-moving section near the company, with an average speed of approximately 30 km / h).

[0055] It should be noted that the above are examples of road segment division and vehicle speed of each road segment, used to illustrate the method of dividing road segments according to vehicle speed. This application does not limit the specific method of road segment division or the specific value of vehicle speed of each road segment.

[0056] In one implementation, obtaining the predicted remaining charge of the vehicle's power battery in the predicted driving segment includes: determining the vehicle's energy consumption per 100 kilometers based on the vehicle's historical mileage and historical power consumption; determining the predicted energy consumption of the power battery based on the energy consumption per 100 kilometers and the predicted mileage; and obtaining the predicted remaining charge based on the current remaining charge of the power battery and the predicted energy consumption of the power battery.

[0057] The energy consumption per 100 kilometers of a vehicle refers to the amount of electricity consumed by the power battery when the vehicle travels 100 kilometers. When determining the energy consumption per 100 kilometers of a vehicle based on its historical power consumption (historical energy consumption) and historical mileage, the ratio of historical power consumption to historical mileage (in 100 kilometers) is determined, and this ratio is defined as the energy consumption per 100 kilometers.

[0058] The predicted driving range is the distance the vehicle travels from its current location to the predicted driving segment. For example, if the predicted driving route is from point A to point C, the predicted driving route is divided into segment 1 (from point A to point B) and segment 2 (from point B to point C). If the vehicle is currently at point a in segment 1 (point a is located between point A and point B), then the predicted driving segment is segment 2, the predicted driving range is the distance between point a and point B, the predicted energy consumption is the predicted energy consumption for the vehicle to travel from point a to the starting point (point B) of segment 2, and the predicted remaining battery power is the remaining battery power when the vehicle reaches point B.

[0059] For example, based on the vehicle's energy consumption per 100 kilometers and the predicted driving distance, the predicted energy consumption when the vehicle reaches the predicted driving segment is obtained; the difference between the current remaining charge of the power battery and the predicted energy consumption is determined as the predicted remaining charge of the vehicle when it reaches the predicted driving segment. This ensures that the predicted remaining charge of the power battery can be obtained based on the current remaining charge and the predicted energy consumption.

[0060] In one implementation, obtaining the target power demand of the power battery includes: determining the power demand of the driving mode based on the vehicle's driving mode; determining the predicted power demand of the vehicle based on the vehicle's predicted driving route; and determining the maximum value between the power demand of the driving mode and the predicted power demand as the target power demand.

[0061] The driving modes include Standard, Eco, Sport, and Eco modes, with different power requirements for each mode.

[0062] For example, when determining the power demand of a driving mode based on the vehicle's driving mode, the correspondence between the driving mode and the power demand is determined, and the power demand corresponding to the current driving mode is determined based on the current driving mode and the correspondence.

[0063] For example, driving modes include Standard, Eco, Sport, and Eco. The minimum power requirement for Eco mode is 30% of the battery's rated power; for Standard mode, it's 50%; for Sport mode, it's 70%; and for Eco mode, it's 20% (sacrificing some power for energy saving). If the battery's rated power is 100kW, then the required power for Eco mode is 30kW, for Standard mode it's 50kW, for Sport mode it's 70kW, and for Eco mode it's 20kW. The required power for each driving mode is determined based on the vehicle's current driving mode and this correspondence.

[0064] For example, when determining the predicted power demand of a vehicle based on its predicted driving route, the predicted driving route's operating characteristics are determined, and the predicted power demand is then determined accordingly. These operating characteristics include the average power, acceleration duration, average power, and duration of each acceleration phase, deceleration phase, constant speed phase, and constant speed phase within the predicted driving segment. Based on the average power and duration of each phase, the power of each phase is calculated separately and then weighted by duration to obtain the predicted power demand for the predicted driving route.

[0065] For example, the maximum of the power demand of the driving mode and the predicted power demand is determined as the target power demand. For instance, the vehicle's driving mode is standard mode, with a minimum power demand of 40kW; the predicted route is a 12km highway (corresponding to a predicted power demand of 65kW). To ensure that the obtained target power demand simultaneously meets the power demand of both the driving mode and the predicted route, the target power demand is determined to be 65kW.

[0066] In the embodiments of this application, since different driving modes require different power, the power requirement for each driving mode is determined based on the vehicle's driving mode. The predicted power requirement for the predicted driving route is obtained based on the vehicle's predicted route, and the maximum value between the driving mode's power requirement and the predicted power requirement is determined as the target power requirement. This ensures that the target power requirement simultaneously meets the power requirements of both the driving mode and the driving mileage, thus ensuring a more accurate target power requirement.

[0067] Optionally, when determining the target power requirement of the power battery, the target power requirement of the power battery can be determined according to the actual power architecture corresponding to the vehicle type.

[0068] For example, when the vehicle type is an electric vehicle (EV), the vehicle provides all its power output through the power battery. The target power demand of the power battery is the vehicle's required power. The vehicle's demand mode is the maximum of the power demand in the driving mode and the predicted power demand.

[0069] When the vehicle type is a plug-in hybrid electric vehicle (PHEV), the target power demand is related to the vehicle's driving mode. When the vehicle's driving mode is pure electric mode, the vehicle is driven by the power battery, and the target power demand of the power battery is the vehicle's required power. When the vehicle's driving mode is hybrid mode, the vehicle is driven by both the engine and the power battery (e.g., the engine is the primary power source and the power battery is the secondary power source), and the target power demand of the power battery is the difference between the vehicle's required power and the engine's output power.

[0070] When the vehicle type is a hybrid electric vehicle (HEV), the power of the battery serves only as a supplement and does not bear the primary driving force. A correspondence is established between different operating conditions and the battery discharge power, and the corresponding battery power for each actual operating condition is determined based on this correspondence. For example, during rapid acceleration, the target power demand of the battery is the upper limit of its peak power of 24kW, assisting the engine in increasing power; during constant speed driving, the target power demand of the battery is 0 to 5kW, only maintaining battery charging and discharging; during regenerative braking, the target power demand is the upper limit of the regenerative power of 15 to 20kW, matching the battery's charging capacity.

[0071] S120, based on the predicted remaining power and the target power demand, obtains the target temperature range.

[0072] For example, based on the predicted remaining power and target power demand, as well as the MAP table of the power battery, the target temperature range for meeting the target power demand under the predicted remaining power is determined.

[0073] In one implementation, if the current remaining charge of the power battery is greater than the charge threshold, a target temperature range is determined based on a first mapping relationship, the target required power and the predicted remaining charge. The first mapping relationship is used to represent the correspondence between a first parameter and the discharge power of the power battery. The first parameter includes the temperature of the power battery and the remaining charge of the power battery. If the current remaining charge of the power battery is less than or equal to the charge threshold, based on the second mapping relationship and the predicted remaining charge of the power battery, the temperature range corresponding to the maximum charging current under the predicted remaining charge is determined as the target temperature range. The second mapping relationship is used to represent the correspondence between the first parameter and the charging current of the power battery.

[0074] For example, if the current remaining charge of the power battery is greater than the charge threshold, it means that the power battery does not need to be charged and the vehicle can operate normally with the power battery's power supply. Therefore, based on the first mapping relationship, the target power requirement, and the predicted remaining charge, a target temperature range is obtained. This target temperature range is the temperature range for vehicle thermal management during operation, used to ensure that the obtained target temperature range meets the power requirements during vehicle operation. If the current remaining charge of the power battery is less than or equal to the charge threshold, it means that the power battery needs to be charged. Based on the second mapping relationship and the predicted remaining charge, the temperature range corresponding to the maximum charging current under the predicted remaining charge is determined as the target temperature range. This target temperature range is the temperature range for vehicle charging thermal management, used to ensure that after adjusting the power battery temperature according to the target temperature range, the power battery has a larger charging current, thereby ensuring the charging efficiency of the power battery.

[0075] For example, the first mapping relationship is used to represent the correspondence between the first parameter and the discharge power of the power battery. The first parameter includes the temperature of the power battery and the remaining charge of the power battery. For example, the first mapping relationship can be as shown in Table 1: Table 1: First Mapping Relationship Table (Discharge MAP Table of Power Battery)

[0076] For example, Table 1 is a discharge MAP table for power batteries, showing the battery's discharge power at different temperatures (T) and different remaining charge (SOC). (The mapping relationship shown in Table 1 represents the relationship between the power battery's discharge power and two key variables: temperature and remaining charge.) The row dimension represents different remaining charges of the power battery, in % (percentage), ranging from less than 3% to 97%. The column dimension represents different temperatures of the power battery, in °C (degrees), ranging from -30°C to 60°C. Each cell represents the discharge power of the power battery at the corresponding temperature and remaining charge. Each row represents the discharge power corresponding to different SOCs at a fixed temperature; each column represents the discharge power corresponding to different temperatures at a fixed SOC. By referring to the first mapping relationship table based on the target power requirement and the predicted remaining charge, the range of T values ​​that meet the target power requirement under the predicted remaining charge can be determined; this range is the target temperature range.

[0077] For example, the second mapping relationship is used to represent the correspondence between the first parameter and the charging current of the power battery. For instance, the second mapping relationship can be as shown in Table 2: Table 2: Second Mapping Relationship Table (Power Battery Charging Current MAP Table)

[0078] For example, Table 2 shows the charging current of a power battery, representing the charging current corresponding to different temperatures (T) and different remaining charge levels (SOC). (Table 2 shows the mapping relationship between the charging current of the power battery and two key variables: temperature and remaining charge.) The row dimension represents different temperatures of the power battery, in °C, ranging from less than -20°C to greater than 55°C; the column dimension represents different remaining charge levels of the power battery, in %, covering a range from less than 3% to 95% of the charge. Each cell represents the charging current of the power battery at the corresponding temperature and remaining charge level. Each row represents the charging current corresponding to different temperatures at a fixed SOC; each column represents the charging current corresponding to different SOCs at a fixed temperature. Based on the predicted remaining charge and the second mapping relationship, the charging current corresponding to different temperatures can be determined, and the temperature range corresponding to the maximum charging current is determined as the target temperature range.

[0079] It should be noted that the values ​​of the mapping relationships shown in Tables 1 and 2 are illustrative examples of the first and second mapping relationships. In practical applications, the first and second mapping relationships are usually determined based on the testing and calibration of the power battery. This application does not limit the specific values ​​in the first and second mapping relationships.

[0080] In another implementation, a first temperature range for the vehicle on the current driving segment is determined based on the target power demand and the current remaining battery power; a second temperature range for the vehicle on the predicted driving segment is determined based on the target power demand and the predicted remaining battery power; and the intersection of the first temperature range and the second temperature range is determined as the target temperature range.

[0081] Understandably, since the vehicle will adjust the power battery temperature based on the target temperature range for the current driving segment, in order to ensure that the target temperature range meets both the power requirements of the current driving segment and the power requirements of the predicted driving segment, the intersection of the first temperature range of the current driving segment and the second temperature range of the predicted driving segment is determined as the target temperature range.

[0082] For example, based on the target power demand and the current remaining battery capacity, a table is consulted to determine the first temperature range as 10℃ to 40℃; based on the predicted remaining battery capacity for the predicted driving segment and the target power demand, a table is consulted to determine the second temperature range as 20℃ to 50℃. If the battery temperature is adjusted only according to the first temperature range, a temperature of 15℃ would be within the first temperature range, but without adjustment, the predicted power demand for the driving segment would not be met, meaning the battery temperature cannot be adjusted in advance. If the battery temperature is adjusted only according to the second temperature range, a temperature of 45℃ would be within the second temperature range, but without adjustment, the battery would not meet the power demand for the current driving segment. Therefore, the intersection of the first and second temperature ranges, 20℃ to 40℃, is defined as the target temperature range. This ensures that the target temperature range simultaneously meets the driving requirements of both the current and predicted driving segments.

[0083] It should be noted that the above are illustrative examples of the values ​​of the first temperature range and the second temperature range, used to describe the process of determining the target temperature range. This application does not limit the specific values ​​of the first temperature range and the second temperature range.

[0084] S130, based on the current state of the power battery, obtains the first temperature of the power battery in the predicted driving segment.

[0085] The first temperature is the predicted temperature of the power battery when the vehicle travels to the predicted driving section.

[0086] Specifically, the current state of the power battery includes the current temperature of the power battery, and the heat generated by the power battery when the vehicle travels to the predicted travel segment based on the average speed of the vehicle in the current travel segment; and the first temperature of the power battery in the predicted travel segment is obtained based on the heat generated and the current temperature of the power battery.

[0087] It is understandable that the power battery generates some heat during vehicle operation (i.e., the heat generated by the power battery), which causes the power battery temperature to change. Therefore, based on the heat generated and the current temperature of the power battery, the first temperature of the power battery in the predicted driving segment is determined to ensure that the impact of the heat generated by the power battery on the power battery temperature can be taken into account.

[0088] For example, the heat generated when a vehicle travels to the predicted travel segment can be calculated using the method shown in Formula 1: ;(Formula 1) in, This indicates the heat generated by the power battery when the vehicle travels to the predicted driving section. , , and This indicates the coefficients that reflect the calibration. This indicates the average speed of the vehicle on the current road segment (i.e., the average speed at which the vehicle travels to the predicted road segment).

[0089] For example, when determining the first temperature based on the heat generated and the current temperature of the power battery, the first temperature can be calculated using the method shown in Formula 2: ;(Formula 2) in, This indicates the first temperature at which the vehicle reaches the predicted travel distance. This indicates the amount of heat generated by the power battery when the vehicle travels to the predicted driving section. C represents the specific heat capacity of the power battery, and M represents the cell mass of the power battery. The ratio to CM represents the amount of temperature change in the power battery caused by heat generation.

[0090] For example, the vehicle is currently on road segment 1, the current temperature of the power battery is 20℃, and the predicted driving segment is road segment 2 (road segment 2 is the next road segment after road segment 1). Based on the vehicle's average speed on road segment 1, it is calculated that when the vehicle finishes driving on road segment 1 and reaches road segment 2, the heat generated by the power battery will cause the power battery temperature to rise by 1℃. Therefore, the first temperature when the vehicle reaches the predicted driving segment is determined to be 21℃.

[0091] It should be noted that the above are examples illustrating the current temperature, heat generation, and first temperature of the power battery, used to describe the process of determining the first temperature; this application does not limit the specific values ​​of the current temperature, heat generation, and first temperature of the power battery.

[0092] S140 controls the temperature of the power battery based on a first temperature and a target temperature range, so that the current temperature of the power battery is within the target temperature range.

[0093] Specifically, the temperature of the power battery is controlled based on the first temperature and the target temperature range to achieve thermal management of the power battery.

[0094] Specifically, if the first temperature is less than the minimum value of the target temperature range, the power battery is heated to make the current temperature of the power battery greater than the minimum value of the target temperature range; if the first temperature is greater than the maximum value of the target temperature range, the power battery is cooled to make the current temperature of the power battery less than the maximum value of the target temperature range.

[0095] For example, since both excessively high and low temperatures of the power battery will affect its discharge power, if the first temperature is lower than the minimum value of the target temperature range, it indicates that the power battery temperature is too low, affecting its performance and causing the power output to fall short of the target power requirement. Therefore, the power battery is heated to ensure that its current temperature is higher than the minimum value of the target temperature range. If the first temperature is higher than the maximum value of the target temperature range, it indicates that the power battery temperature is too high, affecting its performance and causing the power output to fall short of the target power requirement. Therefore, the power battery is cooled to ensure that its current temperature is lower than the maximum value of the target temperature range.

[0096] For example, if the first temperature is less than the minimum value of the target temperature range, the power battery is heated to increase its temperature. Methods of heating the power battery include: heating the power battery through an external heat source or generating heat through the internal resistance of the power battery; wherein, heating the power battery through an external heat source includes using a positive temperature coefficient thermistor to heat air or liquid, and then transferring the heat to the battery through an air duct or liquid cooling plate; or heating the battery surface through a flexible heating film on the battery surface. Heating through the internal resistance of the power battery refers to injecting low-frequency alternating current into the battery to generate heat using the battery's internal resistance; or rapidly switching between charging and discharging the battery, using current to heat the internal resistance.

[0097] For example, if the first temperature is greater than the maximum value of the target temperature range, the power battery is cooled. Methods for cooling the power battery include: using air as the cooling medium, relying on air convection to remove heat from the power battery to achieve cooling; or using a liquid (coolant) as the cooling medium, with the coolant flowing through a cooling plate installed near the power battery, heat being transferred from the battery cells to the cooling plate, then carried away by the flowing coolant, and the coolant's temperature being exchanged with the outside air through a radiator.

[0098] It should be noted that the above is an illustrative description of the method for regulating the temperature of a power battery. In practical applications, any feasible method can be used to heat up and cool down the power battery. This application does not limit the specific method of temperature regulation. In the above embodiments, a target temperature range is determined based on the predicted remaining charge of the power battery in the predicted driving segment and the target power demand of the power battery; the temperature of the power battery is controlled based on the first temperature of the power battery in the predicted driving segment and the target temperature range. Compared with related technologies that adjust the battery temperature based on fixed temperature parameters, since the target temperature range of this application is determined based on the predicted remaining charge and the target power demand, different target predicted remaining charges and different target power demands correspond to different target temperature ranges, ensuring a more accurate target temperature range that matches the predicted remaining charge and power demand of the power battery. Furthermore, the temperature parameter range determined based on the predicted remaining charge and target power demand of the predicted driving segment allows for the early determination of the target temperature range suitable for the power battery in the predicted driving segment. Controlling the current temperature of the power battery based on the first temperature and the target temperature range ensures that the temperature adjustment of the power battery during the vehicle's journey from the current driving segment to the predicted driving segment (i.e., adjusting the power battery temperature to the target temperature range before reaching the predicted driving segment) enables more accurate thermal management of the power battery, thereby timely adjusting the power battery temperature and effectively improving the power battery's energy consumption performance.

[0099] Figure 2 This is a schematic flowchart of another battery thermal management method provided in the embodiments of this application.

[0100] For example, Figure 2 The thermal management method 200 shown can be executed by the vehicle's power domain controller; or by the vehicle's vehicle controller; or by a processor or chip in the vehicle.

[0101] like Figure 2 As shown, the thermal management method 200 for a battery includes S201 to S209. The thermal management methods shown in S201 to S209 will be described in detail below.

[0102] S201, obtain the vehicle's driving mode and predicted power demand.

[0103] For example, the predicted power demand is determined based on the vehicle's predicted driving route. For instance, the system records power data from the user's past journeys under the same mileage and road conditions, calculates the average power per unit mile corresponding to the operating conditions, and obtains the predicted power demand. Alternatively, the system determines the operating conditions of the predicted driving route based on the predicted driving route, and then determines the predicted power demand. These operating conditions include the average power, acceleration duration, average power, and duration of each acceleration phase in the predicted driving segment, as well as the average power and duration of the constant speed phase. Based on the average power and duration of each phase, the power of each phase is calculated separately, and then a weighted average is applied using the duration to obtain the predicted power demand for the predicted driving route.

[0104] S202, based on the power demand corresponding to the driving mode and the predicted power demand, the target power demand is obtained.

[0105] For example, the correspondence between different driving modes and power demand is determined. Based on the vehicle's current driving mode and the corresponding relationship, the power demand corresponding to the current driving mode is determined. The maximum value of the power demand corresponding to the driving mode and the predicted power demand is determined as the target power demand.

[0106] Alternatively, the implementation methods of S201 and S202 can be found in [reference needed]. Figure 1 The relevant descriptions of S110 will not be repeated here.

[0107] S203 determines the predicted power consumption of the power battery.

[0108] For example, the predicted energy consumption of the power battery is the predicted energy consumption when the vehicle travels to the predicted driving segment; the energy consumption per 100 kilometers of the vehicle is determined based on the vehicle's historical mileage and historical power consumption; and the predicted energy consumption of the power battery is determined based on the energy consumption per 100 kilometers and the predicted mileage.

[0109] S204: The predicted remaining power of the power battery is obtained based on the current remaining power and the predicted power consumption.

[0110] For example, the difference between the current remaining power and the predicted power consumption of the power battery is determined as the predicted remaining power of the power battery when it travels to the predicted driving segment.

[0111] S205, based on the predicted remaining power of the power battery and the target power demand, obtains the target temperature range.

[0112] For example, a set of power battery MAP tables is used to determine the target temperature range based on the predicted remaining power of the power battery and the target power demand.

[0113] For example, if the current remaining power of the power battery is greater than the power threshold, the target temperature range is determined based on the first mapping table, the target power requirement, and the predicted remaining power. The first mapping table is shown in Table 1. If the current remaining power of the power battery is less than or equal to the power threshold, the temperature range corresponding to the maximum charging current under the predicted remaining power is determined as the target temperature range based on the second mapping table and the predicted remaining power of the power battery. The second mapping table can be shown in Table 2.

[0114] Alternatively, the implementation methods of S203 to S205 can be found in [reference needed]. Figure 1 The relevant descriptions of S120 will not be repeated here.

[0115] S206, based on the current temperature of the power battery, obtains the first temperature of the power battery in the predicted driving segment.

[0116] For example, the heat generated by the power battery when the vehicle travels to the predicted driving segment is determined, and the temperature change of the power battery is determined based on the heat generated by the power battery; the first temperature of the power battery in the predicted driving segment is calculated based on the temperature change and the current temperature of the power battery.

[0117] Alternatively, the implementation of S206 can be found in [reference needed]. Figure 1 The relevant descriptions of S130 will not be repeated here.

[0118] S207: If the first temperature is less than the minimum value of the target temperature range, control the power battery heating to increase the power battery temperature.

[0119] For example, if the first temperature is less than the minimum value of the target temperature range, it means that the temperature of the power battery is too low, which affects the performance of the power battery and causes the power battery power to fail to reach the target required power; therefore, the power battery is heated to increase the temperature of the power battery.

[0120] S208: If the first temperature is within the target temperature range, control the temperature of the power battery to remain constant.

[0121] For example, if the first temperature is within the target temperature range, it means that the power of the power battery meets the target power requirement of the power battery. Therefore, the temperature of the power battery is controlled to remain unchanged.

[0122] S209: If the first temperature is greater than the maximum value of the target temperature range, control the cooling of the power battery to reduce the power battery temperature.

[0123] For example, if the first temperature is greater than the maximum value of the target temperature range, it means that the temperature of the power battery is too high, which affects the performance of the power battery and causes the power battery power to fail to reach the target required power. Therefore, the power battery cooling is controlled to reduce the temperature of the power battery.

[0124] Alternatively, the implementation methods of S207 to S209 can be found in [reference needed]. Figure 1 The relevant description of S140 will not be repeated here.

[0125] In the embodiments of this application, a target temperature range is determined based on the predicted remaining charge of the power battery during the predicted driving segment and the target power demand. The first temperature of the power battery during the predicted driving segment is compared with the target temperature range to control the power battery temperature. This ensures that the power battery temperature can be controlled according to a more accurate target temperature range, reduces unnecessary adjustments to the power battery temperature, and ensures that the power battery temperature meets the target power demand, thereby improving the power battery's energy efficiency.

[0126] Figure 3 This is a schematic flowchart illustrating another battery thermal management method provided in the embodiments of this application.

[0127] like Figure 3 As shown, the thermal management method 300 for a battery includes S301 to S310. The thermal management methods shown in S301 to S310 will be described in detail below.

[0128] S301, vehicle start detected.

[0129] For example, when the vehicle is detected to be powered on and started, vehicle driving thermal management or charging thermal management is initiated. Driving thermal management refers to adjusting the temperature of the vehicle's power battery during vehicle operation to ensure that the battery temperature meets the vehicle's power requirements; charging thermal management refers to adjusting the temperature of the vehicle's power battery when the vehicle's battery level is low and charging is required to maximize the charging current during vehicle charging.

[0130] For example, the driving thermal management stage includes S302 to S305. The thermal management method of the driving thermal management stage will be described below in conjunction with S302 to S305.

[0131] S302, Determine the target power requirement.

[0132] For example, the target power requirement is determined based on the vehicle's current driving mode and the vehicle's trip information; wherein, the trip information is predicted based on the vehicle's navigation information or historical driving data (that is, the trip of the commonly used route is determined as the vehicle's trip information).

[0133] For example, based on the vehicle's current driving mode, the required power corresponding to the driving mode is determined; based on the vehicle's driving information, the predicted required power of the vehicle is determined; and the maximum value between the required power of the driving mode and the predicted required power is determined as the target required power.

[0134] S303 determines the initial temperature range and the predicted temperature range of thermal management based on the target power demand.

[0135] For example, the initial power demand is the temperature range determined after vehicle startup based on the vehicle's current SOC and the target power demand. The predicted temperature range for thermal management is the temperature range determined based on the vehicle's predicted SOC and the target power demand.

[0136] S304: In low-temperature environments, the highest temperature is set as the thermal management target temperature; in high-temperature environments, the lowest temperature is set as the thermal management target temperature.

[0137] For example, when performing thermal management, if the current environment is low temperature, the highest temperature in the temperature range is determined as the target temperature for thermal management; if the current environment is high temperature, the lowest temperature in the temperature range is determined as the target temperature for thermal management.

[0138] S305 adjusts the current temperature of the power battery according to the thermal management target temperature so that the current temperature of the power battery meets the thermal management target temperature.

[0139] For example, the current temperature of the power battery is adjusted according to the thermal management target temperature. If the current temperature of the power battery is less than the minimum value in the temperature range, the current temperature of the power battery is controlled to rise; if the current temperature of the power battery is greater than the maximum value in the temperature range, the current temperature of the power battery is controlled to fall, so that the current temperature of the power battery meets the thermal management target temperature.

[0140] For example, the charging thermal management stage includes S306 to S310. The thermal management method of the charging thermal management stage will be described below in conjunction with S306 to S310.

[0141] S306 determines the current remaining power of the power battery and the user's charging habits.

[0142] For example, historical charging information of vehicles can be determined through big data statistical learning, and user charging habits can be determined from historical charging information.

[0143] The S307 determines the power threshold based on the user's charging habits.

[0144] For example, based on user charging habit information, the power battery charge threshold when the vehicle typically starts charging can be determined, and based on this charge threshold, it is possible to predict whether there is a need to charge the vehicle.

[0145] S308, is the current remaining battery level greater than the battery threshold?

[0146] For example, it is determined whether the current remaining battery power is greater than a battery power threshold. If the current remaining battery power is greater than the battery power threshold, it means that the vehicle does not need to be charged at present, that is, the vehicle does not need to be charged thermally, and the vehicle is controlled to enter the driving thermal management stage. If the current remaining battery power is less than or equal to the battery power threshold, it means that the vehicle needs to be charged thermally, and the target thermal management temperature is obtained according to the remaining battery power and the charging MAP table.

[0147] S309 obtains the thermal management target temperature based on the remaining power and the charging MAP table.

[0148] For example, based on the remaining battery capacity and the charging MAP table, the target temperature range for thermal management is obtained (this target temperature range is the temperature range corresponding to the maximum charging current under the remaining battery capacity); wherein, the charging MAP table can be as shown in Table 2. When performing thermal management, if the current environment is low temperature, the highest temperature in the temperature range is determined as the target temperature for thermal management; if the current environment is high temperature, the lowest temperature in the temperature range is determined as the target temperature for thermal management.

[0149] S310 adjusts the current temperature of the power battery according to the thermal management target temperature so that the current temperature of the power battery meets the thermal management target temperature.

[0150] For example, if the current temperature of the power battery is less than the minimum value in the temperature range, the current temperature of the power battery is controlled to rise; if the current temperature of the power battery is greater than the maximum value in the temperature range, the current temperature of the power battery is controlled to fall, so that the current temperature of the power battery meets the thermal management target temperature.

[0151] In the embodiments of this application, after the vehicle is started, driving thermal management or charging thermal management is performed on the vehicle to ensure that the temperature of the power battery can be adjusted according to the dynamically determined thermal management target temperature at different stages, and to ensure that the temperature of the power battery can be controlled according to a more accurate target temperature range, that is, to ensure that the temperature of the power battery meets the target power demand of the power battery, thereby improving the energy consumption performance of the power battery.

[0152] The above text combined Figures 1 to 3 The thermal management method for batteries provided in the embodiments of this application is described in detail below; the following will be combined with Figure 4 and Figure 5 The apparatus embodiments of this application are described in detail below. It should be understood that the apparatus in the embodiments of this application can perform the various methods described in the foregoing embodiments of this application, that is, the specific working processes of the various products described below can be referred to the corresponding processes in the foregoing method embodiments.

[0153] Figure 4 This is a schematic diagram of the structure of a battery thermal management device provided in an embodiment of this application.

[0154] For example, such as Figure 4 As shown, the battery thermal management device 400 includes: The acquisition module 410 is used to acquire the predicted remaining power of the vehicle's power battery in the predicted driving segment, the target power demand of the power battery, and the current state of the power battery. The processing module 420 is used to obtain a target temperature range based on the predicted remaining power and the target power demand; to obtain a first temperature of the power battery in the predicted driving segment based on the current state of the power battery; and to control the temperature of the power battery based on the first temperature and the target temperature range so that the current temperature of the power battery is within the target temperature range.

[0155] Optionally, as an embodiment, the processing module 420 is specifically used for: if the current remaining power of the power battery is greater than the power threshold, determining a target temperature range based on a first mapping relationship, the target required power, and the predicted remaining power, wherein the first mapping relationship is used to represent the correspondence between a first parameter and the discharge power of the power battery, and the first parameter includes the temperature of the power battery and the remaining power of the power battery; if the current remaining power of the power battery is less than or equal to the power threshold, determining the temperature range corresponding to the maximum charging current under the predicted remaining power as the target temperature range based on a second mapping relationship and the predicted remaining power of the power battery, wherein the second mapping relationship is used to represent the correspondence between the first parameter and the charging current of the power battery.

[0156] Optionally, as an embodiment, the processing module 420 is specifically used to: determine a first temperature range for the vehicle on the current driving segment based on the target power demand and the current remaining power; determine a second temperature range for the vehicle on the predicted driving segment based on the target power demand and the predicted remaining power; and determine the intersection of the first temperature range and the second temperature range as the target temperature range.

[0157] Optionally, as an embodiment, the processing module 420 is specifically used to: determine the heat generated by the power battery when the vehicle travels to the predicted travel segment based on the average speed of the vehicle in the current travel segment; and obtain the first temperature of the power battery in the predicted travel segment based on the heat generated and the current temperature of the power battery.

[0158] Optionally, as an embodiment, the acquisition module 410 is specifically used to: determine the vehicle's power consumption per 100 kilometers based on the vehicle's historical mileage and historical power consumption; determine the predicted power consumption of the power battery based on the power consumption per 100 kilometers and the predicted mileage; and obtain the predicted remaining power based on the current remaining power of the power battery and the predicted power consumption of the power battery.

[0159] Optionally, as an embodiment, the acquisition module 410 is specifically used to: determine the power demand of the driving mode based on the vehicle's driving mode; determine the predicted power demand of the vehicle based on the vehicle's predicted driving route; and determine the maximum value between the power demand of the driving mode and the predicted power demand as the target power demand.

[0160] Optionally, as an embodiment, the acquisition module 410 is further configured to: acquire the current remaining power of the power battery and the power battery power threshold; the processing module 420 is further configured to: if the current remaining power is less than or equal to the power threshold, determine the predicted driving route based on the location of the charging station; if the current remaining power is greater than the power threshold, determine the predicted driving route based on the vehicle's navigation information; divide the predicted driving route into at least one predicted driving segment, wherein the predicted driving segment represents a segment in the predicted driving route with the same average vehicle speed.

[0161] Optionally, as an embodiment, the processing module 420 is specifically used to: if the first temperature is less than the minimum value of the target temperature range, control the power battery to heat up so that the current temperature of the power battery is greater than the minimum value of the target temperature range; if the first temperature is greater than the maximum value of the target temperature range, control the power battery to cool down so that the current temperature of the power battery is less than the maximum value of the target temperature range.

[0162] It should be noted that the aforementioned control device is embodied in the form of functional units. The term "module" here can be implemented in software and / or hardware, without specific limitations.

[0163] For example, a "module" can be a software program, a hardware circuit, or a combination of both that implements the above functions. The hardware circuit may include an application-specific integrated circuit (ASIC), electronic circuits, a processor (e.g., a shared processor, a proprietary processor, or a group processor) and memory for executing one or more software or firmware programs, integrated logic circuits, and / or other suitable components that support the described functions.

[0164] Therefore, the units of the various examples described in the embodiments of this application can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0165] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0166] For example, vehicle 500 includes processor 510, memory 520 and executable program code 530.

[0167] For example, vehicle 500 includes one or more processors 510 that can support vehicle 500 in implementing the thermal management method of the vehicle in the method embodiment. Processor 510 can be a general-purpose processor or a special-purpose processor. For example, processor 510 can be a central processing unit (CPU), a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, such as discrete gates, transistor logic devices, or discrete hardware components.

[0168] For example, processor 510 can be used to control vehicle 500, execute software programs, and process data from the software programs. Vehicle 500 may also include a communication unit for receiving and transmitting signals.

[0169] For example, the vehicle 500 may include one or more memories 520, on which executable program code 530 is stored. The executable program code 530 can be run by the processor 510 to generate instructions, causing the processor 510 to execute the vehicle thermal management method described in the above method embodiments according to the instructions.

[0170] Optionally, the memory 520 may also store data. Optionally, the processor 510 may also read data stored in the memory 520, which may be stored at the same memory address as the executable program code 530, or the data may be stored at a different memory address than the executable program code 530.

[0171] For example, the processor 510 and memory 520 can be configured separately or integrated together, for example, integrated on a system-on-a-chip of the terminal device.

[0172] For example, the memory 520 can be used to store related programs of the vehicle thermal management method provided in the embodiments of this application. The processor 510 can be used to call the executable program code 530 stored in the memory 520 when controlling the vehicle to execute the battery thermal management method of the embodiments of this application. For example, it can obtain the predicted remaining power of the vehicle's power battery in the predicted driving segment, the target power demand of the power battery, and the current state of the power battery; obtain a target temperature range based on the predicted remaining power and the target power demand; obtain a first temperature of the power battery in the predicted driving segment based on the current state of the power battery; and control the temperature of the power battery based on the first temperature and the target temperature range so that the current temperature of the power battery is within the target temperature range.

[0173] This application also provides a controller having a computer program stored thereon, which, when executed, implements the steps of the thermal management method for the battery in any of the foregoing embodiments.

[0174] The computer-readable storage medium may include, but is not limited to, any type of disk, including floppy disks, optical disks, Digital Video Discs (DVDs), Compact Disc Read-Only Memory (CD-ROMs), microdrives, and magneto-optical disks, read-only memory (ROMs), random access memory (RAMs), erasable programmable read-only memory (EPROMs), electrically erasable programmable read-only memory (EEPROMs), dynamic random access memory (DRAMs), video random access memory (VRAMs), flash memory devices, magnetic cards or optical cards, nanosystems (including molecular memory ICs), or any type of medium or device suitable for storing instructions and / or data.

[0175] This application also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a vehicle thermal management method as described in the above embodiments.

[0176] In addition, the vehicle provided in the embodiments of this application may specifically be a chip, component or module. The vehicle may include a connected processor and a memory. The memory is used to store instructions. When the vehicle is running, the processor can call and execute the instructions to make the chip execute a thermal management method for a vehicle in the above embodiments.

[0177] The vehicle, computer-readable storage medium, computer program product or chip provided in this application are all used to execute the corresponding battery thermal management method provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects in the corresponding vehicle thermal management method provided above, and will not be repeated here.

[0178] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0179] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0180] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A thermal management method for a battery, characterized in that, The thermal management method includes: The vehicle's power battery is expected to have a remaining charge in the predicted driving segment, the vehicle's target power requirement, and the current state of the power battery. Based on the predicted remaining power and the target power demand, the target temperature range is obtained; Based on the current state of the power battery, the first temperature of the power battery in the predicted driving segment is obtained; Based on the first temperature and the target temperature range, the current temperature of the power battery is controlled so that the current temperature of the power battery is within the target temperature range.

2. The thermal management method according to claim 1, characterized in that, The step of obtaining the target temperature range based on the predicted remaining power and the target power demand includes: If the current remaining charge of the power battery is greater than the charge threshold, the target temperature range is determined based on the first mapping relationship, the target required power and the predicted remaining charge. The first mapping relationship is used to represent the correspondence between the first parameter and the discharge power of the power battery. The first parameter includes the temperature of the power battery and the remaining charge of the power battery. If the current remaining charge of the power battery is less than or equal to the charge threshold, based on the second mapping relationship and the predicted remaining charge of the power battery, the temperature range corresponding to the maximum charging current under the predicted remaining charge is determined as the target temperature range. The second mapping relationship is used to represent the correspondence between the first parameter and the charging current of the power battery.

3. The thermal management method according to claim 1, characterized in that, The step of obtaining the target temperature range based on the predicted remaining power and the target power demand includes: Based on the target power requirement and the current remaining power, determine the first temperature range of the vehicle in the current driving segment; Based on the target power demand and the predicted remaining power, a second temperature range for the vehicle in the predicted driving segment is determined; The intersection of the first temperature range and the second temperature range is determined as the target temperature range.

4. The thermal management method according to claim 1, characterized in that, The current state of the power battery includes its current temperature. The process of obtaining the first temperature of the power battery in the predicted driving segment based on its current state includes: Based on the average speed of the vehicle in the current driving segment, determine the heat generated by the power battery when the vehicle travels to the predicted driving segment; Based on the heat generated and the current temperature of the power battery, the first temperature of the power battery in the predicted driving segment is obtained.

5. The thermal management method according to claim 1, characterized in that, The acquisition of the predicted remaining battery power of the vehicle in the predicted driving segment includes: The vehicle's energy consumption per 100 kilometers is determined based on the vehicle's historical mileage and historical power consumption. Based on the energy consumption per 100 kilometers and the predicted mileage of the driving segment, the predicted energy consumption of the power battery is determined. The predicted remaining power is obtained based on the current remaining power of the power battery and the predicted power consumption of the power battery.

6. The thermal management method according to claim 1, characterized in that, Obtaining the target power requirement of the power battery includes: Based on the vehicle's driving mode, determine the power required for that driving mode; Based on the vehicle's predicted driving route, the predicted power demand of the vehicle is determined. The maximum value between the power required by the driving mode and the predicted power required is determined as the target power required.

7. The thermal management method according to any one of claims 1 to 6, characterized in that, The thermal management method further includes: Obtain the current remaining power of the power battery and the power battery's power threshold; If the current remaining battery power is less than or equal to the battery power threshold, a predicted driving route is determined based on the location of the charging station; If the current remaining battery power is greater than the battery power threshold, the predicted driving route is determined based on the vehicle's navigation information; The predicted driving route is divided into at least one predicted driving segment, wherein the predicted driving segment represents a segment of the predicted driving route with the same average vehicle speed.

8. The thermal management method according to any one of claims 1 to 6, characterized in that, The step of controlling the current temperature of the power battery based on the first temperature and the target temperature range includes: If the first temperature is less than the minimum value of the target temperature range, control the heating of the power battery so that the current temperature of the power battery is greater than the minimum value of the target temperature range; If the first temperature is greater than the maximum value of the target temperature range, the power battery is cooled to make the current temperature of the power battery less than the maximum value of the target temperature range.

9. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the thermal management method as described in any one of claims 1 to 8.

10. A controller, characterized in that, The controller stores a computer program, which, when executed, implements the management method as described in any one of claims 1 to 8.

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