Battery temperature adjusting method and device

Abstract

The invention provides a battery temperature adjusting method and device.The method comprises the steps that under the condition that navigation of a target vehicle is started, road condition feature information of all passing positions and estimated arrival time when the target vehicle reaches all the passing positions are obtained from navigation data; according to the road condition feature information of each passing position, determining a first target temperature when the target vehicle arrives at each passing position; according to the first target temperature of the target vehicle arriving at each path position and the predicted arrival time, determining a triggering condition for adjusting the battery temperature; and when the triggering condition is met, the battery temperature is adjusted, so that the target vehicle reaches the corresponding first target temperature when reaching each path position. The battery temperature can be adjusted in combination with future road condition information, the problem of energy waste caused by adjustment only according to the current state is avoided, and the energy utilization rate is increased.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of battery temperature management, in particular to a battery temperature adjustment method and device. BACKGROUND

[0002] In the use process of the power battery, it is crucial to maintain a suitable working temperature. Too high or too low temperature will significantly reduce the performance of the power battery, which may cause insufficient power output of the vehicle, shortened cruising range, or even safety hazards such as thermal runaway, so effective temperature management of the battery is a key link to ensure normal operation and safe use of the vehicle. In the prior art, the temperature control of the power battery mainly depends on the current state parameters of the battery, such as real-time temperature, output power, state of charge (SOC), etc. When the battery temperature is detected to exceed the preset upper threshold, the cooling system is started to cool the battery; when the temperature is lower than the preset lower threshold, the heating system is started to heat the battery. This control method can only determine whether cooling or heating operation is needed according to the instant state of the battery. On the one hand, due to the uncertainty of future road conditions, such as the possibility of entering a climbing road section, a high-speed driving road section, etc. which requires high power output of the battery, or entering a low-temperature environment area, etc. In order to cope with these unknown situations, the prior art usually needs to reserve a certain margin for the performance of the battery. This results in the battery being cooled or heated too early or too much in many cases, causing unnecessary energy consumption and reducing the cruising range of the vehicle. On the other hand, during the development of the vehicle, the expected severity of future road conditions is usually limited. When the user encounters road conditions that exceed the expected range during actual driving, such as sudden continuous steep slopes, long-distance driving in extreme low-temperature weather, etc. The battery may not be able to meet the power demand due to the failure to perform effective temperature adjustment in advance, resulting in insufficient power of the vehicle and seriously affecting the user's driving experience. SUMMARY

[0003] Therefore, the purpose of the present application is to provide a battery temperature adjustment method and device, which can combine future road condition information to adjust the battery temperature, avoid the problem of energy waste caused by adjusting only according to the current state, and improve the energy utilization rate.

[0004] In a first aspect, an embodiment of the present application provides a battery temperature adjustment method, which comprises: Under the condition that the target vehicle starts navigation, obtaining road condition feature information of each passing position and estimated arrival time of the target vehicle to each passing position from navigation data; determine a first target temperature of the target vehicle at each of the passing positions according to the road condition characteristic information of each of the passing positions; determine a trigger condition for adjusting the battery temperature according to the first target temperature of the target vehicle at each of the passing positions and the predicted arrival time; adjust the battery temperature to reach the corresponding first target temperature when the target vehicle arrives at each of the passing positions when the trigger condition is met.

[0005] In an optional embodiment, the road condition characteristic information includes a predicted driving speed and at least one of the following: slope information, bump information, and destination information indicating that a charging pile is provided at the destination; wherein the predicted driving speed refers to an average passing speed of other vehicles currently passing through the passing position.

[0006] In an optional embodiment, the determining of the first target temperature of the target vehicle at each of the passing positions according to the road condition characteristic information of each of the passing positions includes: determine a battery target power of the vehicle passing through each of the passing positions according to the road condition characteristic information of each of the passing positions; wherein the battery target power is determined according to a first correlation relationship between the battery target power and the road condition characteristic information pre-constructed; determine the first target temperature of the target vehicle at each of the passing positions according to the battery target power; wherein the first target temperature is determined according to a second correlation relationship between the battery target power and the first target temperature and the state of charge of the battery pre-constructed.

[0007] In an optional embodiment, the determining of the trigger condition for adjusting the battery temperature according to the first target temperature of the target vehicle at each of the passing positions and the predicted arrival time includes: determine a target temperature difference according to the current battery temperature of the target vehicle obtained and the first target temperature of the target vehicle at each of the passing positions; determine an adjustment time required for adjusting the target temperature difference according to a power of a temperature control system of the target vehicle, an ambient temperature, and a state of charge of the battery; determine a trigger condition for controlling the battery temperature according to the predicted arrival time and the adjustment time, the trigger condition including one of the following: a trigger time, a trigger mileage, and a trigger position coordinate.

[0008] In an optional embodiment, the trigger condition includes the trigger mileage, and the method further includes: determine a predicted state of charge value of the battery when the trigger condition is met according to the trigger mileage and a predicted driving speed of the target vehicle; If the predicted state of charge value is less than the preset state of charge threshold, the control will not adjust the battery temperature.

[0009] In an optional embodiment, the method further includes: Under the condition that the target vehicle has not turned on navigation, the overlap between the current driving trajectory and the historical frequently used trajectory is determined based on the user's historical frequently used trajectory; the historical frequently used trajectory refers to the historical trajectory data of the user whose trajectory appears more than a preset number of times. Under the condition that the repetition is greater than or equal to the preset overlap threshold, the road condition feature information of multiple predicted route locations and the predicted arrival time of the target vehicle to each route location are obtained from the historical commonly used trajectory. Based on the road condition characteristics of each predicted route location, the second target temperature at which the target vehicle arrives at each predicted route location is determined; Based on the second target temperature at each predicted path location of the target vehicle and the predicted arrival time, determine the predicted triggering conditions that require battery temperature adjustment. When the predicted triggering condition is met, the battery temperature is adjusted to reach the corresponding second target temperature when the target vehicle reaches each of the route locations.

[0010] In an optional embodiment, the method further includes: Under the condition that the repeatability is less than the preset overlap threshold, the battery temperature is controlled according to the default control strategy. The default control strategy refers to cooling the battery when the battery temperature is higher than a first preset temperature threshold and heating the battery when the battery temperature is lower than a second preset temperature threshold, wherein the first preset temperature threshold is higher than the second preset temperature threshold.

[0011] In an optional embodiment, when the road condition feature information includes the expected driving speed and destination information such as the location of the charging station, determining the first target temperature for the target vehicle to reach each route location based on the road condition feature information of each route location includes: Determine the first target temperature based on the optimal charging start temperature of the charging station in the destination information; The method further includes: correcting the first target temperature based on the obtained maximum charging power of the charging pile; wherein, the smaller the maximum charging power, the greater the deviation between the first target temperature and the optimal charging start temperature.

[0012] In an optional embodiment, the method further includes: Based on the remaining mileage of the target vehicle, predict the remaining state of charge value when it reaches the destination; The first target temperature is corrected based on the remaining state of charge value; The smaller the residual state of charge value, the greater the deviation between the first target temperature and the optimal charging start temperature can be.

[0013] Secondly, embodiments of this application also provide a battery temperature regulating device, the device comprising: The information acquisition module is used to acquire road condition feature information of each route location and the estimated arrival time of the target vehicle at each route location from the navigation data when the target vehicle has navigation enabled. The temperature determination module is used to determine the first target temperature of the target vehicle when it arrives at each of the route locations based on the road condition characteristics information of each route location; The condition determination module is used to determine the triggering conditions for adjusting the battery temperature based on the first target temperature at each path location of the target vehicle and the estimated arrival time. The temperature regulation module is used to regulate the battery temperature when the triggering condition is met, so as to reach the corresponding first target temperature when the target vehicle reaches each path location. Thirdly, embodiments of this application also provide an electronic device, including: a processor, a memory, and a bus. The memory stores machine-readable instructions executable by the processor. When the electronic device is running, the processor communicates with the memory via the bus. When the machine-readable instructions are executed by the processor, the steps of the battery temperature adjustment method described above are performed.

[0014] Fourthly, embodiments of this application also provide a computer-readable storage medium storing a computer program that, when executed by a processor, performs the steps of the battery temperature regulation method described above.

[0015] The battery temperature adjustment method and apparatus provided in this application can adjust the battery temperature by combining future road condition information, so that the vehicle can prepare the battery temperature in advance according to future road conditions, avoiding energy waste caused by adjusting only based on the current state, improving energy utilization efficiency, and helping to improve the user's driving interaction experience; at the same time, this application embodiment considers the road condition feature information of different routes to achieve battery temperature adjustment, which can accurately control the temperature adjustment and thus optimize the battery's working state.

[0016] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 A flowchart illustrating a battery temperature adjustment method provided in an embodiment of this application; Figure 2 A flowchart illustrating another method for adjusting battery temperature provided in an embodiment of this application; Figure 3 A schematic diagram of a battery temperature regulating device provided in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of this application. Based on the embodiments of this application, every other embodiment obtained by those skilled in the art without inventive effort falls within the scope of protection of this application.

[0020] First, the applicable application scenarios of this application are introduced. This application can be applied to the field of battery temperature management technology. Maintaining a suitable operating temperature is crucial during the use of power batteries. Excessively high or low temperatures will significantly reduce the performance of the power battery, leading to insufficient vehicle power output and shortened driving range, or even serious safety hazards such as thermal runaway. Therefore, effective temperature management of the battery is a key aspect of ensuring the normal operation and safe use of the vehicle. Research has found that temperature control of power batteries primarily relies on current battery state parameters, such as real-time temperature, output power, and state of charge (SOC). When the battery temperature exceeds a preset upper threshold, the cooling system is activated to lower the battery; when the temperature falls below a preset lower threshold, the heating system is activated to raise the battery temperature. This control method can only determine whether cooling or heating is needed based on the battery's immediate state. On the one hand, due to the uncertainty of future road conditions—such as the possibility of entering uphill sections, high-speed driving sections requiring high battery power output, or entering low-temperature environments—existing technologies typically require a certain performance margin for the battery to cope with these unknown situations. This leads to the battery being cooled or heated prematurely or excessively in many cases, resulting in unnecessary energy consumption and reducing the vehicle's range. On the other hand, during vehicle development, the expectation of the severity of future road conditions is often limited. When the road conditions encountered by the user during actual driving exceed the expected range, such as a sudden continuous steep slope or long-distance driving in extremely cold weather, the battery may not be able to meet the power demand because it has not been able to effectively adjust the temperature in advance, resulting in insufficient vehicle power and seriously affecting the user's driving experience.

[0021] Based on this, this application provides a method for adjusting battery temperature, which can adjust battery temperature by combining future road condition information, avoiding the energy waste caused by adjusting only based on the current state, and improving energy utilization.

[0022] Please see Figure 1 , Figure 1 This is a flowchart illustrating a battery temperature adjustment method provided in an embodiment of this application. Figure 1 As shown in the embodiments of this application, the method includes: S101. With the target vehicle activating navigation, obtain the road condition characteristics of each route location and the estimated arrival time of the target vehicle at each route location from the navigation data. S102. Based on the road condition characteristics of each route location, determine the first target temperature for the target vehicle to reach each route location; S103. Based on the first target temperature and the estimated arrival time of the target vehicle at each of its route locations, determine the triggering conditions for adjusting the battery temperature. S104. When the triggering condition is met, the battery temperature is adjusted to reach the corresponding first target temperature when the target vehicle reaches each of the route locations.

[0023] The battery temperature adjustment method and apparatus provided in this application can adjust the battery temperature by combining future road condition information, so that the vehicle can prepare the battery temperature in advance according to future road conditions, avoiding energy waste caused by adjusting only based on the current state, improving energy utilization efficiency, and helping to improve the user's driving interaction experience; at the same time, this application embodiment considers the road condition feature information of different routes to achieve battery temperature adjustment, which can accurately control the temperature adjustment and thus optimize the battery's working state.

[0024] like Figure 1 As shown, the above steps are illustrated below: In step S101, with the target vehicle activating navigation, road condition information for each route location and the estimated arrival time of the target vehicle at each route location are obtained from the navigation data.

[0025] In this step, the target vehicle's navigation is enabled. Optionally, the target vehicle's navigation system is activated by the user and is running, capable of planning routes and displaying relevant navigation information. For example, before driving the target vehicle, the user enters the destination and starts navigation through the in-vehicle navigation system, which fulfills the condition that the target vehicle's navigation is enabled.

[0026] In this context, "passage locations" refer to the various locations or road segments that the target vehicle will pass through on the planned navigation route. In one optional implementation, passage locations can be important nodes on the navigation route, such as intersections, specific road sections, toll booths, etc. These locations have specific road condition characteristics that affect the vehicle's driving status and battery operating requirements. For example, if the navigation route includes an uphill section and a highway section, these two sections can be considered passage locations. Specifically, road condition feature information refers to a set of information describing road conditions and traffic situations at the route location, used to determine the vehicle's driving status and battery requirements at that location. In an optional implementation, the road condition feature information encompasses multiple factors related to vehicle driving, reflecting the requirements of the route location on vehicle power and battery performance. For example, the road condition feature information includes at least one of the following: expected driving speed, gradient information, bump information, and destination information indicating the presence of charging stations. The expected driving speed refers to the average speed of other vehicles currently passing through that route location. For instance, if a route location is a steep slope with a gradient of 30 degrees uphill, and the average speed of other vehicles is currently passing through is 40 km / h, this information collectively constitutes the road condition feature information for that route location.

[0027] The estimated arrival time refers to the specific time that the navigation system calculates when the target vehicle is expected to arrive at each of the route locations. Optionally, the estimated arrival time is calculated based on a combination of factors such as the vehicle's current location, speed, route length, and real-time traffic conditions. For example, the navigation system calculates that the vehicle is expected to arrive at a certain route location in 30 minutes based on its current speed and remaining distance; this time is the estimated arrival time.

[0028] In practical applications, when a target vehicle activates navigation, the in-vehicle system interacts with the cloud to extract road condition information for each location along the route from the navigation data. For example, if a user drives the target vehicle to a destination and the navigation route planned by the system includes three locations A, B, and C, the in-vehicle system obtains the following road condition information and estimated arrival time from the cloud: Location A has a 5-degree downhill slope, the average speed of other vehicles passing by is 60 km / h, and the estimated arrival time is 10:00; Location B has bumpy terrain, the average speed of passing by is 30 km / h, and the estimated arrival time is 10:15; Location C has a charging station nearby, the average speed of passing by is 50 km / h, and the estimated arrival time is 10:30. return Figure 1 In step S102, the first target temperature at each route location is determined based on the road condition characteristics information of each route location.

[0029] Here, the first target temperature refers to the suitable operating temperature that the battery needs to reach when the target vehicle arrives at the corresponding route location, to ensure that the battery can perform well while driving at that location. Specifically, the first target temperature can be determined based on the battery power requirements of the road conditions at the route location. Different road condition characteristics correspond to different battery power requirements, and thus different first target temperatures. For example, on a steep uphill section, the target vehicle requires greater power output, resulting in a higher battery power demand, and the corresponding first target temperature may be higher to ensure that the battery can provide sufficient power.

[0030] In one optional embodiment, step S102 specifically includes: Step 1021: Determine the target battery power for the vehicle at each route location based on the road condition feature information; wherein, the target battery power is determined based on the first correlation between the pre-built target battery power and the road condition feature information. Step 1022: Determine the first target temperature at each route location of the target vehicle based on the target battery power; wherein the first target temperature is determined based on a pre-built second correlation between the target battery power, the first target temperature, and the battery state of charge.

[0031] In step 1021, the pre-constructed first correlation can be a table or function model obtained through extensive experiments and data statistics. For example, a two-dimensional table can be pre-constructed, with different road condition characteristics and expected driving speeds on the horizontal axis, and the target battery power on the vertical axis, such as... ;in, Indicates the target power of the battery. This represents road condition feature information, where v represents the expected driving speed. For example, assuming the road condition feature information is slope information, the horizontal axis can represent different slope information and expected driving speeds, while the vertical axis can represent the target battery power. The target battery power under the corresponding road condition feature information can be determined by looking up a table.

[0032] In step 1022, the pre-constructed second correlation can also be a table or function model obtained through extensive experiments and data statistics. For example, a three-dimensional model of the battery target power, battery state of charge, and first target temperature can be pre-constructed, and the corresponding first target temperature can be output by inputting the determined battery target power and the current battery state of charge.

[0033] For example, the road condition information of a certain location is an uphill slope of 20 degrees and an expected driving speed of 50 km / h. Based on the pre-built first association relationship, the target battery power at this location is determined to be P1. Then, combined with the current battery state of charge of 60%, the first target temperature is found to be 25℃ from the corresponding second association relationship.

[0034] In addition, when the road condition information includes the expected driving speed and destination information such as the location of the charging station, the first target temperature can be determined based on the optimal charging start temperature of the charging station in the destination information.

[0035] In this way, by determining the first target temperature based on the optimal charging start temperature of the charging station, the battery can be in a suitable charging temperature state when it arrives at the charging station, thereby significantly improving charging speed and efficiency, reducing the user's charging waiting time, and helping to improve the charging experience.

[0036] Optionally, the first target temperature can be corrected based on the maximum charging power of the charging pile. The smaller the maximum charging power, the greater the deviation between the first target temperature and the optimal charging start temperature.

[0037] Here, the first target temperature is adjusted based on the maximum charging power of the charging station. When the maximum charging power of the charging station is relatively low, a larger deviation from the first target temperature is allowed. This avoids over-adjusting the battery temperature in pursuit of the optimal temperature, thereby reducing energy consumption and extending the vehicle's driving range. Because when the charging station's power is limited, even if the battery temperature is not at its optimal state, the impact on the charging effect is relatively small; excessive adjustment would only waste energy.

[0038] Furthermore, the remaining state of charge (SBC) value upon arrival at the destination can be predicted based on the remaining mileage of the target vehicle. The first target temperature can be adjusted based on the remaining SBC value. The smaller the remaining SBC value, the greater the deviation between the first target temperature and the optimal charging start temperature.

[0039] Here, the first target temperature is adjusted based on the remaining state of charge (SBC) value. The smaller the SBC value, the greater the deviation between the first target temperature and the optimal charging start temperature can be allowed, ensuring that the vehicle has enough energy to reach its destination. However, if excessive power is consumed to reach the optimal charging temperature, the vehicle may not be able to reach the charging station. Therefore, appropriately relaxing the temperature requirement allows for a balance between energy distribution and charging preparation, ensuring the vehicle reaches its destination while also meeting charging needs.

[0040] For example, if the destination has a charging station with an optimal charging start temperature of 28°C, and the maximum charging power obtained from the charging station is relatively low, the first target temperature is adjusted to 25°C according to the correction rule, which deviates from the optimal charging start temperature by 3°C. At the same time, the predicted residual state of charge value upon arrival at the destination is relatively low, so the first target temperature is further adjusted to 23°C, which increases the deviation.

[0041] return Figure 1 In step S103, the triggering conditions for adjusting the battery temperature are determined based on the first target temperature and the expected arrival time of the target vehicle at each of the route locations. The trigger condition refers to the signal that determines to begin regulating the battery temperature. When the trigger condition is met, the regulation operation is initiated. Optionally, the trigger condition can be calculated based on a first target temperature and the expected arrival time, ensuring sufficient time for the battery temperature to be regulated to the first target temperature. For example, the trigger condition can be a specific point in time, the mileage traveled by the vehicle, or the geographical location reached.

[0042] Optionally, step S103 specifically includes: Step 1031: Determine the target temperature difference based on the current battery temperature of the target vehicle and the first target temperature of the target vehicle at each of its pathways.

[0043] In this step, the target temperature difference is the difference between the first target temperature and the current battery temperature, reflecting the required temperature adjustment range. For example, if the current battery temperature is 20°C and the first target temperature is 25°C, then the target temperature difference is 5°C.

[0044] Step 1032: Determine the adjustment time required to adjust the target temperature difference based on the target vehicle's temperature control system power, ambient temperature, and battery state of charge.

[0045] In this step, the adjustment time is the time required to adjust the battery temperature from the current temperature to the first target temperature, calculated based on the capacity of the temperature control system, environmental factors, and battery status. For example, if the temperature control system has a fixed power, the ambient temperature is high, and the battery's state of charge is 80%, and calculations show that adjusting the target temperature difference by 5°C requires 10 minutes, then the adjustment time is 10 minutes.

[0046] Step 1033: Based on the expected arrival time and adjustment time, determine the triggering conditions for controlling the battery temperature. The triggering conditions include one of the following: triggering time, triggering mileage, and triggering location coordinates.

[0047] For example, if the estimated arrival time at a certain location along the route is 10:00 and the adjustment time is 10 minutes, then the trigger time can be determined as 9:50. That is, when the time reaches 9:50, the trigger condition is met, and the battery temperature adjustment begins.

[0048] In addition, when the triggering condition includes the triggering mileage, it is also necessary to determine the predicted state of charge (SOC) value of the battery when the triggering condition is met based on the triggering mileage and the expected driving speed of the target vehicle. If the predicted SOC value is less than the preset SOC threshold, the control will not adjust the battery temperature.

[0049] In one optional implementation, the predicted state of charge (SOC) value is the percentage of remaining battery charge based on the vehicle's energy consumption prediction within the trigger mileage. For example, if the trigger mileage is 10 kilometers and the expected driving speed is 60 km / h, the predicted energy consumption for this mileage is calculated based on the vehicle's energy consumption model and the current SOC value, resulting in a predicted SOC value of 15%. If the preset SOC threshold is 20%, no battery temperature adjustment is performed.

[0050] return Figure 1 In step S104, when the triggering condition is met, the battery temperature is adjusted so that the corresponding first target temperature is reached when the target vehicle reaches each path location.

[0051] Here, the step of regulating the battery temperature refers to heating or cooling the battery through the vehicle's temperature control system to change the battery temperature to approach the first target temperature.

[0052] In one alternative implementation, the adjustment operation is performed as needed; if the current battery temperature is lower than the first target temperature, heating is performed; if the current battery temperature is higher than the first target temperature, cooling is performed. For example, when a trigger condition is met, the temperature control system activates the heating function, gradually increasing the battery temperature until it reaches the first target temperature.

[0053] In practical applications, when the time reaches 9:50 (the trigger time), the vehicle's temperature control system starts to work and heats the battery. After 10 minutes of adjustment, when the vehicle reaches the destination at 10:00, the battery temperature reaches the first target temperature of 25°C, ensuring the vehicle is in good driving condition at that location. Furthermore, when the battery temperature reaches the first target temperature, the battery temperature regulation is discontinued so that the target vehicle reaches the corresponding first target temperature when it reaches each of its pathways.

[0054] For example, taking a DC charging station as the destination: When the user's navigation destination is identified as a DC charging station, it is determined that the user's purpose for this trip is DC charging; the first target temperature is set as the optimal charging start temperature, which can be determined during development through testing or simulation; based on the first target temperature, the trigger conditions for activating cooling / heating are determined, which can be time, driving mileage, or geographical coordinates; further, the maximum charging power data of the DC charging station can be obtained from the cloud, and the first target temperature can be refined based on this data. The lower the charging station power, the further the first target temperature can deviate from the optimal start temperature. The specific value can be obtained during development through simulation or experimentation; further, the remaining SOC upon arrival at the destination can be predicted based on the remaining mileage, and the first target temperature can be refined based on the remaining SOC. The higher the remaining SOC, the further the first target temperature can deviate from the optimal start temperature. The specific value can be obtained during development through simulation or experimentation; if the estimated remaining SOC is insufficient to reach the destination, cooling / heating is not activated.

[0055] Furthermore, such as Figure 2 As shown, when the target vehicle does not have navigation enabled, this embodiment of the application further includes: S201. Under the condition that the target vehicle has not turned on navigation, determine the degree of overlap between the current driving trajectory and the historically frequently used trajectory based on the user's historically frequently used trajectory; wherein, the historically frequently used trajectory refers to the historical trajectory in the user's historical trajectory data that has appeared more than a preset number of times threshold.

[0056] In step S201, the overlap rate is an indicator that measures the similarity between the current driving trajectory and historically frequently used trajectories. It is determined by comparing the waypoints and route direction of the trajectory. For example, if the overlap between the first 5 kilometers of the current driving trajectory and a historically frequently used trajectory reaches 80%, then the overlap rate is determined to be 80%. For instance, the distance already traveled can be compared with the user's historically frequently used trajectories. The comparison method can be to compare the geographical coordinates and order of several waypoints with the geographical coordinates and order of waypoints in historically frequently used trajectories. If the matching rate reaches n%, the comparison is considered successful.

[0057] Furthermore, the historical frequently used trajectory data stored in the cloud can be multiple. Each time a journey is made, the data is compared with multiple historical frequently used trajectory data, and the historical frequently used trajectory with the highest degree of consistency is selected. Based on this frequently used trajectory, the next route location is predicted.

[0058] Among them, historical frequently used trajectories refer to historical trajectories in the user's historical trajectory data that appear more than a preset threshold number of times. Here, historical frequently used trajectories can be obtained from the user's daily driving. If a user continuously passes through a number of geographical coordinates in a single drive, and this phenomenon occurs more than 'a' times, it will be included in the frequently used trajectory data.

[0059] S202. Under the condition that the repetition is greater than or equal to the preset overlap threshold, obtain the road condition feature information of multiple predicted route locations and the predicted arrival time of the target vehicle to each route location from historical commonly used trajectories.

[0060] S203. Based on the road condition characteristics of each predicted route location, determine the second target temperature at which the target vehicle will arrive at each predicted route location. S204. Based on the second target temperature and predicted arrival time of the target vehicle at each predicted route location, determine the predicted trigger conditions that require adjustment of the battery temperature. S205. When the predicted triggering condition is met, the battery temperature is adjusted to reach the corresponding second target temperature when the target vehicle reaches each of the route locations.

[0061] For steps S202 to S205 above, please refer to steps S101 to S104, which will not be repeated here.

[0062] Furthermore, when the battery temperature reaches the second target temperature, the battery temperature regulation is discontinued so that the target vehicle reaches the corresponding second target temperature when it reaches each of its pathways.

[0063] For example, if the user does not turn on navigation, but the overlap between the current driving trajectory and a certain historically frequently used trajectory is 90%, which is greater than the preset overlap threshold of 70%, then the road condition feature information and predicted arrival time of the predicted route location are obtained from the historically frequently used trajectory, and then the second target temperature and prediction trigger conditions are determined. When the prediction trigger conditions are met, the battery temperature is adjusted.

[0064] In steps S201 to S205, the predictive adjustment method based on historical trajectories avoids blind adjustments. It can accurately determine the timing and magnitude of adjustments based on future road conditions, reducing unnecessary cooling or heating operations and minimizing energy waste. For example, if it is predicted that the road conditions will be flat in the future and the battery does not need to output excessive power, the second target temperature can be adjusted appropriately to avoid overheating or cooling, thereby saving energy and increasing the vehicle's driving range.

[0065] Furthermore, intelligent adjustment of battery temperature is achieved by utilizing historically frequently used trajectory data, overcoming the limitations of relying solely on navigation data for temperature control. Regardless of whether the user has navigation enabled, the vehicle can prepare the battery temperature for future road conditions as much as possible, increasing the comprehensiveness and adaptability of the vehicle's temperature control function and enhancing its functionality. At the same time, this intelligent prediction and adjustment based on historical data solves the problem of insufficient predictive ability of computers in the field of vehicle temperature control due to the lack of real-time navigation data, allowing the system to operate efficiently even without navigation information.

[0066] Optionally, embodiments of this application further include: when the repeatability is less than a preset overlap threshold, battery temperature control is performed according to a default control strategy, wherein the default control strategy refers to cooling when the battery temperature is greater than a first preset temperature threshold and heating when it is less than a second preset temperature threshold, and the first preset temperature threshold is greater than the second preset temperature threshold.

[0067] For example, the first preset temperature threshold is 35°C, the second preset temperature threshold is 10°C, cooling is performed when the battery temperature is 40°C, and heating is performed when the battery temperature is 5°C.

[0068] The above settings ensure that the battery is always within a relatively safe temperature range where it can perform at its best, avoiding the problem of a sharp decline in battery performance due to excessively high or low temperatures. This provides a safety guarantee for the normal operation of the vehicle and indirectly enhances the user's driving safety and interactive experience.

[0069] This application's embodiments predict smooth road conditions encountered in the future using cloud data, reducing unnecessary battery cooling / heating, lowering energy consumption, and increasing driving range; predicting severe road conditions encountered in the future using cloud data allows for the pre-activation of heating / cooling, improving power performance and enhancing driving comfort; predicting the user's driving purpose using cloud data and determining the user's post-driving behavior, including whether the destination is a charging station, predicts charging behavior after parking and prepares for charging temperature in advance, thus improving the charging experience.

[0070] Based on the same inventive concept, this application also provides a battery temperature regulating device corresponding to the battery temperature regulating method. Since the principle of the device in this application is similar to the battery temperature regulating method described above in this application, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be described again.

[0071] Please see Figure 3 , Figure 3 This is a schematic diagram of a battery temperature regulating device provided in an embodiment of this application. Figure 3 As shown, the device 300 includes: The information acquisition module 301 is used to acquire road condition feature information of each route location and the estimated arrival time of the target vehicle at each route location from the navigation data when the target vehicle turns on navigation. Temperature determination module 302 is used to determine the first target temperature of the target vehicle when it arrives at each of the route locations based on the road condition feature information of each route location; The condition determination module 303 is used to determine the triggering conditions for adjusting the battery temperature based on the first target temperature at each path location of the target vehicle and the estimated arrival time. The temperature regulation module 304 is used to regulate the battery temperature when the triggering condition is met, so as to reach the corresponding first target temperature when the target vehicle arrives at each of the route locations.

[0072] In one optional embodiment, the road condition feature information includes the expected driving speed and at least one of the following: gradient information, bump information, and destination information where a charging station is located; wherein, the expected driving speed refers to the average speed of other vehicles currently passing through the location.

[0073] In one optional embodiment, the temperature determination module 302 is specifically used to: determine the target battery power of the vehicle at each route location based on road condition feature information; wherein the target battery power is determined based on a first correlation between a pre-built target battery power and the road condition feature information; and determine the first target temperature of the target vehicle at each route location based on the target battery power; wherein the first target temperature is determined based on a second correlation between a pre-built target battery power, the first target temperature, and the battery state of charge.

[0074] In one optional embodiment, the condition determination module 303 is specifically configured to: determine a target temperature difference based on the current battery temperature of the target vehicle and the first target temperature at each path location of the target vehicle; determine the adjustment time required to adjust the target temperature difference based on the power of the temperature control system of the target vehicle, the ambient temperature, and the battery state of charge; and determine a trigger condition for controlling the battery temperature based on the expected arrival time and the adjustment time, wherein the trigger condition includes one of the following: trigger time, trigger mileage, and trigger location coordinates.

[0075] In one optional embodiment, the triggering condition includes a triggering mileage, and the device further includes a stop adjustment module (not shown in the figure). The stop adjustment module is used to: determine the predicted state of charge value of the battery when the triggering condition is reached based on the triggering mileage and the expected driving speed of the target vehicle; if the predicted state of charge value is less than a preset state of charge threshold, then control the battery temperature not to be adjusted.

[0076] In an optional embodiment, the device further includes a trajectory determination module (not shown in the figure), which is used to: determine the degree of overlap between the current driving trajectory and the historically frequently used trajectory based on the user's historically frequently used trajectory when the target vehicle has not turned on navigation; the historically frequently used trajectory refers to the historical trajectory in the user's historical trajectory data where the number of times the trajectory appears exceeds a preset threshold. The information acquisition module 301 is also used to: under the condition that the repetition is greater than or equal to the preset overlap threshold, acquire road condition feature information of multiple predicted route locations and the predicted arrival time of the target vehicle to each route location from the historical commonly used trajectory. The temperature determination module 302 is also used to: determine the second target temperature at which the target vehicle arrives at each predicted route location based on the road condition feature information of each predicted route location; The condition determination module 303 is also used to: determine the predicted triggering conditions for adjusting the battery temperature based on the second target temperature at each predicted path location of the target vehicle and the predicted arrival time; The temperature regulation module 304 is also used to: when the predicted triggering condition is reached, adjust the battery temperature so that the corresponding second target temperature is reached when the target vehicle reaches each path location.

[0077] In an optional embodiment, the device further includes a temperature control module (not shown in the figure), which is used to: control the battery temperature according to a default control strategy when the repeatability is less than a preset overlap threshold; wherein the default control strategy refers to cooling the battery when the battery temperature is greater than a first preset temperature threshold and heating the battery when the battery temperature is less than a second preset temperature threshold, wherein the first preset temperature threshold is greater than the second preset temperature threshold.

[0078] In an optional embodiment, when the road condition feature information includes the expected driving speed and destination information where a charging station is located, the temperature determination module 302 is specifically used to: determine a first target temperature based on the optimal charging start temperature of the charging station in the destination information; The device also includes a temperature correction module (not shown in the figure), which is used to: correct the first target temperature according to the obtained maximum charging power of the charging pile; wherein, the smaller the maximum charging power, the greater the deviation between the first target temperature and the optimal charging start temperature.

[0079] In one optional embodiment, the temperature correction module is further configured to: predict the remaining state of charge value upon arrival at the destination based on the remaining mileage of the target vehicle; and correct the first target temperature based on the remaining state of charge value; wherein, the smaller the remaining state of charge value, the greater the deviation between the first target temperature and the optimal charging start temperature.

[0080] The battery temperature regulation device provided in this application embodiment can adjust the battery temperature by combining future road condition information, so that the vehicle can prepare the battery temperature in advance according to future road conditions, avoiding energy waste caused by adjusting only based on the current state, improving energy utilization efficiency, and helping to improve the user's driving interaction experience; at the same time, this application embodiment considers the road condition feature information of different routes to achieve battery temperature regulation, which can accurately control the temperature regulation and optimize the battery's working state.

[0081] Please see Figure 4 , Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 4 As shown, the electronic device 400 includes a processor 410, a memory 420, and a bus 430.

[0082] The memory 420 stores machine-readable instructions executable by the processor 410. When the electronic device 400 is running, the processor 410 communicates with the memory 420 via the bus 430. When the machine-readable instructions are executed by the processor 410, they can perform the operations described above. Figure 1 as well as Figure 2 The steps of the battery temperature adjustment method in the illustrated method embodiment can be found in the method embodiment for specific implementation, and will not be repeated here.

[0083] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, can perform the above-described actions. Figure 1 as well as Figure 2 The steps of the battery temperature adjustment method in the illustrated method embodiment can be found in the method embodiment for specific implementation, and will not be repeated here.

[0084] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0085] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Additionally, the shown or discussed mutual couplings, direct couplings, or communication connections may be through some communication interfaces; indirect couplings or communication connections between devices or units may be electrical, mechanical, or other forms.

[0086] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0087] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0088] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a processor-executable, non-volatile, computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0089] Finally, it should be noted that the above-described embodiments are merely specific implementations of this application, used to illustrate the technical solutions of this application, and not to limit them. The scope of protection of this application is not limited thereto. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features, within the scope of the technology disclosed in this application. Such modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be covered 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 method of regulating the temperature of a battery, characterized by, The method comprises: under the condition that the target vehicle starts navigation, obtaining road condition characteristic information of each passing position and an estimated arrival time of the target vehicle to each passing position from navigation data; determining a first target temperature of the target vehicle to each passing position according to the road condition characteristic information of each passing position; determining a triggering condition of battery temperature adjustment according to the first target temperature of the target vehicle to each passing position and the estimated arrival time; when the triggering condition is met, adjusting the battery temperature to reach the corresponding first target temperature when the target vehicle arrives at each passing position.

2. The method of claim 1, wherein, The road condition characteristic information comprises an estimated driving speed and at least one of the following: slope information, bump information, and destination information of a destination provided with a charging pile; wherein the estimated driving speed refers to an average passing speed of other vehicles currently passing through the passing position.

3. The method of claim 2, wherein, The determination of the first target temperature of the target vehicle to each passing position according to the road condition characteristic information of each passing position comprises: determining a battery target power of the vehicle passing through each passing position according to the road condition characteristic information of each passing position; wherein the battery target power is determined according to a first correlation relationship between the battery target power and the road condition characteristic information pre-constructed; determining the first target temperature of the target vehicle to each passing position according to the battery target power; wherein the first target temperature is determined according to a second correlation relationship between the battery target power and the first target temperature and the state of charge of the battery pre-constructed.

4. The method of claim 1, wherein, The determination of the triggering condition of battery temperature adjustment according to the first target temperature of the target vehicle to each passing position and the estimated arrival time comprises: determining a target temperature difference according to the current battery temperature of the target vehicle and the first target temperature of the target vehicle to each passing position; determining an adjustment time required for adjusting the target temperature difference according to the power of the temperature control system of the target vehicle, the ambient temperature, and the state of charge of the battery; determining a triggering condition of battery temperature control according to the estimated arrival time and the adjustment time; the triggering condition comprises one of the following: a triggering time, a triggering mileage, and a triggering position coordinate.

5. The method of claim 4, wherein, The triggering condition comprises a triggering mileage, and the method further comprises: determining a predicted state of charge value of the battery when the triggering condition is met according to the triggering mileage and the estimated driving speed of the target vehicle; if the predicted state of charge value is less than a preset state of charge threshold, controlling not to adjust the battery temperature.

6. The method of claim 1, wherein, The method further comprises: under the condition that the target vehicle does not start navigation, judging a coincidence degree between a current driving trajectory and historical frequently used trajectories of a user according to the historical frequently used trajectories; the historical frequently used trajectories refer to historical trajectories in the historical trajectory data of the user whose trajectory occurrence frequency exceeds a preset frequency threshold. In a case where the repetition degree is greater than or equal to a preset coincidence degree threshold, acquiring, from the historical frequently-used track, road condition feature information of a plurality of predicted passing positions and a predicted arrival time of the target vehicle to each of the predicted passing positions; determining, according to the road condition feature information of each of the predicted passing positions, a second target temperature of the target vehicle to each of the predicted passing positions; determining, according to the second target temperature of the target vehicle to each of the predicted passing positions and the predicted arrival time, a predicted triggering condition of battery temperature adjustment; adjusting the battery temperature when the predicted triggering condition is reached, so as to reach the corresponding second target temperature when the target vehicle arrives at each of the predicted passing positions.

7. The method of claim 6, wherein, The method further comprises: In a case where the repetition degree is less than the preset coincidence degree threshold, performing battery temperature control according to a default control strategy; wherein the default control strategy refers to cooling the battery when the battery temperature is greater than a first preset temperature threshold, and heating the battery when the battery temperature is less than a second preset temperature threshold, the first preset temperature threshold being greater than the second preset temperature threshold.

8. The method of claim 2, wherein, In a case where the road condition feature information comprises a predicted driving speed and destination information of a destination provided with a charging pile, the determining, according to the road condition feature information of each of the predicted passing positions, of a first target temperature of the target vehicle to each of the predicted passing positions comprises: determining the first target temperature according to an optimal charging start temperature of the charging pile in the destination information; The method further comprises correcting the first target temperature according to the maximum charging power of the charging pile obtained; wherein the smaller the maximum charging power is, the greater the deviation between the first target temperature and the optimal charging start temperature can be.

9. The method of claim 8, wherein, The method further comprises: predicting a remaining state of charge value when the target vehicle arrives at the destination according to a remaining mileage of the target vehicle; correcting the first target temperature according to the remaining state of charge value; wherein the smaller the remaining state of charge value is, the greater the deviation between the first target temperature and the optimal charging start temperature can be.

10. A device for regulating the temperature of a battery, characterized in that The device comprises: an information acquisition module configured to acquire, in a case where a target vehicle starts navigation, road condition feature information of each of the predicted passing positions and a predicted arrival time of the target vehicle to each of the predicted passing positions from navigation data; a temperature determination module configured to determine, according to the road condition feature information of each of the predicted passing positions, a first target temperature of the target vehicle to each of the predicted passing positions; a condition determination module configured to determine, according to the first target temperature of the target vehicle to each of the predicted passing positions and the predicted arrival time, a triggering condition of battery temperature adjustment; a temperature adjustment module configured to adjust the battery temperature when the triggering condition is reached, so as to reach the corresponding first target temperature when the target vehicle arrives at each of the predicted passing positions.

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