Thermal management method and device for improving winter charging efficiency of new energy vehicle, equipment and storage medium

Abstract

The invention discloses a thermal management method and device for improving the charging efficiency of a new energy vehicle in winter, equipment and a storage medium, and relates to the technical field of new energy vehicle battery management, and the method comprises the steps: responding to a current vehicle, building a charging connection with a DC fast charging pile, and obtaining the battery temperature distribution data, the first output power of the charging pile, and the state of charge of the battery; according to the battery temperature distribution data, the first output power of the charging pile and the state of charge of the battery, target modes of a dynamic thermal management strategy are judged, and the target modes comprise a heating mode, a heat preservation mode and a heat dissipation mode; corresponding thermal management operation is executed based on the target mode, a dynamic cooperative control logic of'heating-heat preservation-heat dissipation 'is introduced, a vehicle heat source and charging pile energy are deeply integrated, and full-process and intelligent thermal management is achieved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of new energy vehicle battery management technology, and particularly relates to a thermal management method and device for improving winter charging efficiency of a new energy vehicle, equipment and a storage medium. BACKGROUND

[0002] With the rapid increase of the market penetration rate of new energy vehicles, the charging performance of vehicles in low temperature environments has become a key technical bottleneck for user core concerns and industry development. In the winter low temperature scenario, the charging efficiency of the power battery is significantly reduced due to the electrochemical activity decay, the charging time is prolonged by 2-3 times, which seriously affects the user travel experience and the convenience of using the vehicle; at the same time, the energy waste and range anxiety caused by inefficient charging also restricts the promotion and application of new energy vehicles in cold regions, and there is an urgent need for all-weather high-efficiency charging solutions in the market.

[0003] At present, the industry generally uses pre-heating before charging or heating in the initial stage of charging to improve the low temperature charging performance. However, the existing technical solutions have obvious deficiencies: first, the control strategy is single, only the heating function is concerned and the overheat limiting problem caused by the battery self-heating in the middle and late stages of charging is ignored, and the whole process temperature optimization cannot be realized; second, the energy utilization efficiency is low, the pre-heating process mainly relies on the vehicle-mounted high-voltage PTC heater to consume the battery power, forming an energy paradox of "using battery power to heat the battery", which seriously erodes the vehicle range; third, the system cooperative control is insufficient, the linkage of the battery thermal management system and the vehicle heat source and the cooperative scheduling mechanism of the charging pile energy are missing, the optimal distribution and utilization of multiple heat sources cannot be realized, resulting in low overall energy efficiency and limited charging efficiency improvement.

[0004] The above content is only used to assist in understanding the technical solutions of the present application, and does not represent the acknowledgement of the above content as prior art. SUMMARY

[0005] The main purpose of the present application is to provide a thermal management method, device, equipment and storage medium for improving the winter charging efficiency of a new energy vehicle, which aims to solve the technical problem of how to avoid consuming battery power to pre-heat the battery during winter low temperature charging, and simultaneously utilize the vehicle heat source and charging pile energy to maximize the charging efficiency.

[0006] To achieve the above purpose, the present application provides a thermal management method for improving the winter charging efficiency of a new energy vehicle, which comprises the following steps: In response to the establishment of the charging connection between the current vehicle and the direct current fast charging pile, the battery temperature distribution data, the first output power of the charging pile and the state of charge of the battery are obtained; determining a target mode of a dynamic thermal management strategy according to the battery temperature distribution data, the first output power of the charging pile, and the state of charge of the battery, wherein the target mode comprises a heating mode, a temperature maintaining mode, and a heat dissipation mode; performing a corresponding thermal management operation based on the target mode.

[0007] In an embodiment, the step of determining the target mode of the dynamic thermal management strategy according to the battery temperature distribution data, the first output power of the charging pile, and the state of charge of the battery comprises: calculating a battery average temperature and a first temperature difference of the battery according to the battery temperature distribution data; determining the target mode as the heating mode when the battery average temperature is less than a preset low temperature threshold; determining the target mode as the heating mode when the battery average temperature is in a preset charging temperature interval and the first temperature difference of the battery is greater than a preset temperature difference threshold; determining the target mode as the heat dissipation mode when the battery average temperature is greater than a preset high temperature threshold; determining the target mode as the heat dissipation mode when a battery temperature rise rate is greater than a preset rate threshold; determining the target mode as the temperature maintaining mode when the battery average temperature is in the preset charging temperature interval, the first temperature difference of the battery is less than or equal to the preset temperature difference threshold, and the battery temperature rise rate is less than or equal to the preset rate threshold.

[0008] In an embodiment, the step of determining the target mode as the heating mode when the battery average temperature is in the preset charging temperature interval and the first temperature difference of the battery is greater than the preset temperature difference threshold comprises: identifying a first temperature point position and a second temperature point position according to the battery temperature distribution data; performing local heating on a region where the first temperature point position is located when a temperature value of the second temperature point position is less than a preset high temperature threshold; maintaining the local heating until the first temperature difference of the battery is less than or equal to the preset temperature difference threshold.

[0009] In an embodiment, the step of determining the target mode as the heat dissipation mode when the battery temperature rise rate is greater than the preset rate threshold comprises: calculating a current temperature rise rate according to the battery temperature distribution data; starting a mild heat dissipation mode when the current temperature rise rate is greater than the preset rate threshold and the battery average temperature is less than a preset high temperature threshold; starting a strong heat dissipation mode when the current temperature rise rate is greater than the preset rate threshold and the battery average temperature is greater than or equal to the preset high temperature threshold.

[0010] In one embodiment, the step of performing the corresponding thermal management operation based on the target mode includes: When the target mode is heating mode, the vehicle heat source is used first to heat the battery. When the vehicle heat source is insufficient, a power pre-allocation request is sent to the DC fast charging pile so that the DC fast charging pile can allocate heating power. When the target mode is the heat preservation mode, the active heating unit and the active heat dissipation unit are turned off to maintain the battery temperature within the preset charging temperature range. When the target mode is the heat dissipation mode, the heat dissipation unit is activated to cool the battery.

[0011] In one embodiment, the step of preferentially utilizing the vehicle's heat source to heat the battery, and sending a power pre-allocation request to the DC fast charging station to allocate heating power when the vehicle's heat source is insufficient, includes: Send a heat source query command to the vehicle controller so that the vehicle controller returns the vehicle heat source temperature data; Compare the vehicle heat source temperature data with the battery average temperature; When the temperature data of the vehicle heat source is higher than the average temperature of the battery and the temperature difference is greater than the preset utilization temperature difference, it is determined that the vehicle heat source is used for heating. When the vehicle heat source temperature data does not meet the requirement of being higher than the average battery temperature and the temperature difference is greater than the preset utilization temperature difference, a power pre-allocation request is sent to the DC fast charging pile to enable the DC fast charging pile to allocate heating power.

[0012] In one embodiment, the step of sending a power pre-allocation request to the DC fast charging pile to allocate heating power to the DC fast charging pile includes: Calculate the required heating power based on the battery state of charge and the current battery temperature; Send a power pre-allocation request containing the required heating power to the DC fast charging pile; The system receives a power allocation response returned by the DC fast charging station, wherein the power allocation response includes heating power allocated to the heating unit and charging power allocated to the charging unit.

[0013] Furthermore, to achieve the above objectives, the present invention also proposes a thermal management device for winter charging of new energy vehicles, the device comprising: The temperature data acquisition module is used to acquire battery temperature distribution data, the first output power of the charging pile, and battery state of charge in response to the current establishment of a charging connection between the vehicle and the DC fast charging pile. The target mode determination module is used to determine the target mode of the dynamic thermal management strategy based on the battery temperature distribution data, the first output power of the charging pile, and the battery state of charge. The target mode includes heating mode, heat preservation mode, and heat dissipation mode. The thermal management execution module is used to perform corresponding thermal management operations based on the target mode.

[0014] Furthermore, to achieve the above objectives, the present invention also proposes a thermal management device for improving the winter charging efficiency of new energy vehicles. The device includes: a memory, a processor, and a thermal management program for improving the winter charging efficiency of new energy vehicles stored in the memory and executable on the processor. The thermal management program for improving the winter charging efficiency of new energy vehicles is configured to implement the steps of the thermal management method for improving the winter charging efficiency of new energy vehicles as described above.

[0015] Furthermore, to achieve the above objectives, the present invention also proposes a storage medium storing a thermal management program for improving the winter charging efficiency of new energy vehicles. When the thermal management program for improving the winter charging efficiency of new energy vehicles is executed by a processor, it implements the steps of the thermal management method for improving the winter charging efficiency of new energy vehicles as described above.

[0016] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the thermal management method for improving the winter charging efficiency of new energy vehicles as described above.

[0017] One or more technical solutions proposed in this application have at least the following technical effects: By sending a power pre-allocation request to the DC fast charging station, grid energy is directly used for battery preheating, reducing battery power loss during the preheating process to zero. Simultaneously, waste heat from the motor and electronic control system is used as the primary heat source, reducing heating energy consumption by over 40%. A dynamic thermal management strategy based on battery temperature difference and temperature rise rate can quickly equalize cell temperature and prevent overheating, shortening charging time by over 30%. Furthermore, the battery temperature is maintained within the optimal charging range throughout the entire charging process, significantly suppressing the risk of lithium dendrite precipitation and extending battery cycle life. In addition, adaptive adjustment of the target temperature range based on the state of charge further optimizes energy allocation accuracy, improving the overall energy efficiency and user experience of the vehicle in winter conditions. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0019] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 A flowchart illustrating an embodiment of the thermal management method for improving winter charging efficiency of new energy vehicles in this application; Figure 2 A flowchart illustrating Embodiment 2 of the thermal management method for improving the winter charging efficiency of new energy vehicles provided in this application; Figure 3 This is a schematic diagram of the module structure of a thermal management device for improving the winter charging efficiency of new energy vehicles, as described in an embodiment of this application. Figure 4 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the thermal management method for improving the winter charging efficiency of new energy vehicles in the embodiments of this application.

[0021] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0022] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0023] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0024] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device capable of performing the above functions, such as a thermal management device for improving the winter charging efficiency of new energy vehicles. The following description uses a thermal management device for improving the winter charging efficiency of new energy vehicles as an example to illustrate this embodiment and the subsequent embodiments.

[0025] Based on this, embodiments of this application provide a thermal management method to improve the charging efficiency of new energy vehicles in winter, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the thermal management method for improving the winter charging efficiency of new energy vehicles according to this application.

[0026] In this embodiment, the thermal management method for improving the winter charging efficiency of new energy vehicles includes steps S10 to S30: Step S10: In response to the current vehicle establishing a charging connection with the DC fast charging pile, acquire battery temperature distribution data, the first output power of the charging pile, and the battery state of charge. The system applied in this solution mainly includes: a battery pack, which is the core energy storage component; a temperature sensing module, distributed inside and on the surface of the battery pack, used to monitor the battery temperature in real time (including the highest temperature, lowest temperature, and average temperature); a thermal management execution module, including heating units (such as PTC heaters and liquid heat exchange plates) and heat dissipation units (such as coolant circulation pumps, radiators, and fans); a battery management system, which is the core controller and has the control logic of this invention built in; a vehicle controller, which coordinates the energy flow of the entire vehicle; a heat source integration module, which collects and utilizes the waste heat generated by components such as motors, electronic controls, and on-board chargers; and a charging pile communication module, which communicates with external charging piles to obtain the maximum output capacity of the charging piles.

[0027] It should be noted that this step aims to establish a charging initial state perception system to provide a complete set of input parameters for subsequent dynamic thermal management strategies.

[0028] In response to the establishment of a charging connection between the vehicle and the DC fast charging station: This refers to the process of triggering subsequent data acquisition and processing after the vehicle and the DC fast charging station have completed a physical connection and communication handshake. This action is the starting point of the charging process, ensuring that the vehicle and the charging station have the basic conditions for communication and energy transfer.

[0029] Temperature distribution data refers to the set of cell temperature points collected by multiple temperature sensors deployed inside and on the surface of the battery pack; the first output power of the charging pile refers to the maximum energy supply capacity parameter that the DC fast charging pile can currently provide, reported through the communication protocol; the battery state of charge refers to the percentage of remaining battery capacity estimated by the battery management system based on voltage and current integration.

[0030] In the specific implementation, the charging connection and initial state judgment include: the vehicle is connected to the DC fast charging pile; the BMS is powered on and obtains the initial average temperature (T_avg) and maximum temperature difference (ΔT_max) of the battery pack through the temperature sensing module; the BMS communicates with the charging pile to obtain the current maximum output current / power of the charging pile.

[0031] Understandably, after the vehicle completes the physical connection and charging handshake with the DC fast charging pile, the battery management system obtains the real-time sampling value of the temperature sensor array through the controller local area network, reads the maximum output current and voltage parameters of the charging pile through the charging pile communication module and calculates the power value. At the same time, it calls the calculation results of the state of charge estimation module, performs timestamp alignment and format standardization processing on the three types of heterogeneous data, forms a three-element input vector for thermal management strategy determination, and completes the conversion from physical signals to digital parameters.

[0032] Step S20: Based on the battery temperature distribution data, the first output power of the charging pile, and the battery state of charge, determine the target mode of the dynamic thermal management strategy, wherein the target mode includes heating mode, heat preservation mode, and heat dissipation mode. It should be noted that the purpose of this step is to construct the central decision-making logic of the dynamic thermal management strategy and determine the optimal thermal management mode under the current charging scenario by integrating multi-dimensional parameters.

[0033] Dynamic thermal management strategy refers to closed-loop control logic that adaptively switches between heating, heat preservation, and heat dissipation states based on the real-time operating conditions of the battery; target mode refers to the type of working mode that the thermal management system should execute at the current moment.

[0034] Understandably, the battery management system first analyzes the battery temperature distribution data and calculates the average battery temperature and temperature difference value. It then dynamically adjusts the upper and lower boundaries of the preset charging temperature range in conjunction with the battery's state of charge. Next, it compares the average battery temperature with the preset low temperature threshold and the preset high temperature threshold, determines whether the temperature difference value exceeds the preset temperature difference threshold, and makes a trend judgment on the battery temperature rise rate with the preset rate threshold. Finally, it outputs a unique mode determination result through a priority arbitration mechanism, realizing the mapping from discrete data to decision instructions.

[0035] Step S30: Perform the corresponding thermal management operation based on the target mode.

[0036] It should be noted that this step aims to transform the pattern determination result into an executable thermal management action, thereby realizing the physical implementation of the strategy.

[0037] Thermal management operation refers to the specific control sequence that drives actuators such as heating units and heat dissipation units to complete energy conversion and heat transfer.

[0038] Understandably, the battery management system calls the corresponding control function pointer based on the target mode determined by S20: when the target mode is heating mode, it generates a heating enable signal and sends it to the heat source integration module, while setting the power regulation parameters; when the target mode is heat preservation mode, it sends a shutdown command to the active heating unit and the active heat dissipation unit, and enters the thermal inertia maintenance state; when the target mode is heat dissipation mode, it starts the coolant circulation pump and fan and sets the speed parameters, completing the conversion from decision command to execution action.

[0039] In one feasible implementation, step S40 includes steps A11 to A13: Step A11: When the target mode is heating mode, the vehicle heat source is used to heat the battery first. When the vehicle heat source is insufficient, a power pre-allocation request is sent to the DC fast charging pile to enable the DC fast charging pile to allocate heating power. It should be noted that the purpose of this step is to refine the heat source scheduling logic under the heating mode and realize intelligent priority management of multiple heat sources.

[0040] Vehicle heat source refers to the waste heat energy generated by the operation of the motor, electronic control system, and on-board charger; power pre-allocation request refers to the negotiation message from the battery management system to the charging pile, requesting that a portion of the total output power be allocated for heating.

[0041] Understandably, when the heating mode is activated, the battery management system first queries the availability of the vehicle's heat source. If the vehicle's heat source temperature data meets the utilization conditions, it controls the three-way valve to open the waste heat circuit and introduces the waste heat into the battery pack through coolant heat exchange. If the vehicle's heat source is insufficient, it calculates the required heating power based on the difference between the current battery temperature and the target temperature and the battery's thermal capacity parameters, sends a pre-allocation request message for the packaging success rate to the charging pile, and after parsing the message, the charging pile allocates heating power from the first output power and returns confirmation, realizing the switch from a single heat source to multi-source collaboration.

[0042] In its implementation, when heating is required, the system prioritizes detecting the coolant temperature of components such as the motor, electronic control unit, and on-board charger. If this temperature is higher than the battery pack temperature, the high-temperature coolant is introduced into the battery thermal management circuit via components such as a three-way valve to heat the battery. This significantly reduces the use of high-energy-consuming PTC (Power Transmitter Charger) and improves the overall vehicle energy efficiency.

[0043] Further, step A11 includes: Send a heat source query command to the vehicle controller so that the vehicle controller returns the vehicle heat source temperature data; Compare the vehicle heat source temperature data with the battery average temperature; When the temperature data of the vehicle heat source is higher than the average temperature of the battery and the temperature difference is greater than the preset utilization temperature difference, it is determined that the vehicle heat source is used for heating. When the vehicle heat source temperature data does not meet the requirement of being higher than the average battery temperature and the temperature difference is greater than the preset utilization temperature difference, a power pre-allocation request is sent to the DC fast charging pile to enable the DC fast charging pile to allocate heating power.

[0044] It should be noted that this step aims to establish a waste heat availability assessment mechanism to provide a quantitative basis for heat source selection decisions.

[0045] The vehicle heat source temperature data refers to the temperature sampling values ​​of the motor coolant circuit and the electronic control coolant circuit; the preset utilization temperature difference refers to the minimum temperature difference threshold for determining whether the waste heat has utilization value.

[0046] Understandably, the battery management system sends a heat source query command to the vehicle controller, which returns the real-time temperature of each heat source branch. The battery management system calculates the difference between the heat source temperature data and the average battery temperature. When the difference exceeds the preset utilization temperature difference, the thermal efficiency gain is higher than the power consumption cost of driving the coolant circulation pump. At this time, it is determined that the vehicle heat source is used for heating. Otherwise, it is determined that the heat source is insufficient, triggering a power pre-allocation request, thus completing the closed loop from temperature measurement to economic decision-making.

[0047] Furthermore, step A11 also includes: Calculate the required heating power based on the battery state of charge and the current battery temperature; Send a power pre-allocation request containing the required heating power to the DC fast charging pile; The system receives a power allocation response returned by the DC fast charging station, wherein the power allocation response includes heating power allocated to the heating unit and charging power allocated to the charging unit.

[0048] It should be noted that the purpose of this step is to achieve accurate pre-allocation and closed-loop confirmation of the charging pile's energy.

[0049] The required heating power refers to the theoretical thermal power demand calculated from the temperature difference, battery mass, and specific heat capacity parameters; the power allocation response refers to the allocation result message returned by the charging pile after performing power splitting.

[0050] Understandably, the battery management system obtains the target heating temperature by looking up a table based on the battery's state of charge and current battery temperature, calculates the required heating power by combining the battery's thermophysical parameters, encapsulates this power value into a power pre-allocation request message, and sends it to the charging pile. The charging pile performs a power budget based on the first output power and charging demand, writes the split heating power and charging power into a power allocation response message and sends it back. After parsing the response, the battery management system synchronously adjusts the charging current and heating power, completing the negotiation process from demand submission to resource matching.

[0051] In practice, during the initial charging phase, the BMS requests a "total power allocation" from the charging station based on the battery status and thermal management requirements. For example, the total power is divided into two parts: one part is used to charge the battery, and the other part is used to drive the PTC heater (when residual heat is insufficient). By directly supplying power to the PTC through the charging station, the "paradox" of consuming the battery's own power to preheat the battery is avoided, resulting in faster temperature rise and more efficient charging.

[0052] Step A12: When the target mode is the heat preservation mode, turn off the active heating unit and the active heat dissipation unit to maintain the battery temperature within the preset charging temperature range. It should be noted that this step aims to achieve low-power steady-state control in heat preservation mode and avoid energy waste.

[0053] Active heating unit refers to electrical energy to heat energy conversion devices such as PTC heaters; active heat dissipation unit refers to forced heat dissipation devices such as cooling fans and circulating pumps; preset charging temperature range refers to the temperature range where the battery charging efficiency is optimal.

[0054] Understandably, once the battery management system determines that it has entered the heat preservation mode, it sends a shutdown command to the PTC heater and a stop command to the cooling fan, allowing the battery to naturally and slowly change within the preset charging temperature range by relying on its own thermal inertia. The system maintains the state monitoring only through the minimum standby power consumption of the thermal management execution module, which significantly reduces unnecessary energy consumption and realizes the mode switch from active temperature control to passive maintenance.

[0055] In practice, the optimal charging temperature for a battery is not static. In this invention, T_opt_low and T_opt_high are dynamic parameters that vary with the battery's state of charge (SOC). At low SOC, the lower limit can be relaxed appropriately, allowing charging to begin at a slightly lower temperature to save preheating energy; while near high SOC, the upper temperature limit is strictly controlled to protect battery life.

[0056] Step A13: When the target mode is the heat dissipation mode, the heat dissipation unit is activated to cool the battery.

[0057] It should be noted that the purpose of this step is to prevent overheating during the later stages of charging, which could lead to charging power limitations and ensure the continuity of the charging process.

[0058] A heat dissipation unit refers to a forced cooling system consisting of a coolant circulation pump, a radiator, and a fan.

[0059] Understandably, when the battery temperature exceeds the preset high temperature threshold or the temperature rise rate is too fast, the battery management system activates the heat dissipation mode, sends a speed control signal to the circulation pump to drive the coolant flow, and sends a speed adjustment signal to the fan to accelerate heat exchange, dissipating the battery heat to the external environment through the heat sink, so that the battery temperature drops back to a safe range, ensuring that the charging current is not limited by heat, and completing the energy transfer from heat accumulation to heat conduction.

[0060] This embodiment provides a thermal management method to improve the charging efficiency of new energy vehicles in winter. For the first time in a winter charging scenario, it systematically places "heat dissipation" and "heating" on an equal footing, proposing a dynamic closed-loop control logic of "heating-insulation-heat dissipation," which solves the problem of reduced charging power caused by battery self-heating during low-temperature charging. It breaks the boundaries of battery thermal management systems, creatively using the waste heat of the entire vehicle, such as the motor and electronic control system, as a priority heat source, and intelligently allocating it with the energy of the charging pile and the power grid. It constructs a highly efficient preheating energy flow model with "waste heat as the main source, the power grid as a supplement, and battery power consumption as minimal," which greatly improves the energy utilization efficiency of the entire vehicle. It introduces a balanced heating strategy based on the internal temperature distribution (maximum temperature difference) of the battery, as well as a preventive heat dissipation strategy based on the temperature rise rate. Meanwhile, the optimal charging temperature range is designed as a dynamic parameter that changes with the state of charge (SOC), making the thermal management strategy more refined, intelligent, and aligned with the battery's electrochemical characteristics. This solution is not an improvement on a single technology, but rather provides a complete solution from system architecture and control logic to energy synergy, with good engineering feasibility and significant performance improvement, providing key technical support for the efficient and safe application of new energy vehicles under all climate conditions.

[0061] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 2 Step S20 includes steps S201 to S206: Step S201: Calculate the average battery temperature and the first battery temperature difference based on the battery temperature distribution data; It should be noted that the purpose of this step is to extract the core statistical features of the battery temperature distribution data, so as to provide a quantitative basis for subsequent multi-dimensional pattern determination.

[0062] The average battery temperature refers to the arithmetic mean of all temperature sampling points within the battery pack, reflecting the overall thermal state of the battery; the first temperature difference of the battery refers to the difference between the highest and lowest temperature sampling points within the battery pack, characterizing the internal temperature uniformity of the battery.

[0063] Understandably, the battery management system traverses all sampling points in the battery temperature distribution data, accumulates the temperature values ​​and divides them by the number of sampling points to obtain the battery average temperature. At the same time, it extracts the maximum and minimum temperature values ​​and calculates the difference to obtain the battery's first temperature difference, thus completing the dimensionality reduction process from the distributed temperature field to global feature parameters and providing standardized input for threshold comparison.

[0064] Step S202: When the average battery temperature is less than a preset low temperature threshold, the target mode is determined to be a heating mode. It should be noted that this step aims to handle the extreme working conditions where the overall battery is in the low-temperature zone, and it is the primary trigger condition for the heating mode.

[0065] The preset low-temperature threshold refers to the lowest temperature boundary at which the battery allows large-current charging to start, for example, 10 degrees Celsius.

[0066] It can be understood that when the average battery temperature is lower than the preset low-temperature threshold, the internal resistance of the battery is too large and the risk of lithium precipitation is significant. At this time, the battery management system determines that the heating mode must be started, and the battery temperature is raised to the preset charging temperature range through an external heat source. Otherwise, the charging current will be severely restricted or charging will be prohibited, completing the response from global low-temperature recognition to heating start.

[0067] In a specific implementation, when T_avg < T_opt_low (for example, 10 °C, which is the lower limit of the optimal charging temperature range), it is determined that the battery is in a low-temperature state and heating needs to be started.

[0068] Step S203, when the average battery temperature is within the preset charging temperature range and the first temperature difference of the battery is greater than the preset temperature difference threshold, it is determined that the target mode is the heating mode; It should be noted that the purpose of this step is to handle the uneven temperature condition where the overall battery temperature meets the standard but the internal temperature difference is too large, and it is the secondary trigger condition for the heating mode, reflecting the refined control idea of directional temperature equalization.

[0069] The preset charging temperature range refers to the temperature range at which the battery has the best charging efficiency, for example, 10 to 35 degrees Celsius; the preset temperature difference threshold refers to the maximum allowable temperature difference value, for example, 8 degrees Celsius.

[0070] It can be understood that when the average battery temperature has entered the preset charging temperature range but the first temperature difference of the battery exceeds the preset temperature difference threshold, it indicates that there is a local cold area in the battery pack that drags down the overall charging current. At this time, the battery management system determines that the heating mode needs to be started, but the heating target is only the low-temperature area rather than the whole, completing the decision-making from temperature difference overrun recognition to directional heating.

[0071] In a specific implementation, when T_avg is at or close to the optimal charging temperature range, but ΔT_max > ΔT_threshold (for example, 8 °C), and the lowest temperature point T_min is much lower than the highest temperature point T_max, to prevent the "hot spot" effect, directional heating is performed on the low-temperature area to balance the internal temperature of the battery pack.

[0072] In a feasible implementation manner, step S10 includes steps A21 to A23: Step A21: Identify the positions of the first temperature point and the second temperature point according to the battery temperature distribution data; It should be noted that this step aims to locate the extreme points of non-uniform temperature in the internal temperature field of the battery, providing spatial coordinates for directional heating.

[0073] The first temperature point location refers to the spatial coordinates of the sampling point with the highest temperature value in the battery temperature distribution data; the second temperature point location refers to the spatial coordinates of the sampling point with the lowest temperature value.

[0074] Understandably, the battery management system traverses the battery temperature distribution data, compares the temperature values ​​of all sampling points, records the location of the first temperature point corresponding to the maximum value (such as cell number or module location), and records the location of the second temperature point corresponding to the minimum value, thus completing the spatial mapping from temperature values ​​to field distribution and providing precise positioning for local heating.

[0075] Step A22: When the temperature value at the second temperature point is less than the preset high temperature threshold, the area where the first temperature point is located is locally heated; It should be noted that the purpose of this step is to add a safety protection judgment for the highest temperature point before starting directional heating, so as to prevent the high-temperature zone from overheating during the heating process.

[0076] The preset high temperature threshold refers to the highest safe temperature that the battery is allowed to reach, such as 45 degrees Celsius.

[0077] Understandably, before locally heating the area where the second temperature point is located, the battery management system first determines whether the temperature value at the first temperature point is less than the preset high temperature threshold. If the temperature at the first temperature point is close to the safety upper limit, the heating power is temporarily suspended or reduced to prevent the heating process from causing the highest temperature point to exceed the safety boundary, thus completing the priority arbitration from heating demand to safety constraints.

[0078] Step A23: Maintain the local heating until the first temperature difference of the battery is less than or equal to a preset temperature difference threshold.

[0079] It should be noted that this step aims to define the termination conditions for directional heating, thereby achieving convergence control of the battery temperature difference.

[0080] Understandably, the battery management system continuously monitors the battery's first temperature difference. If the battery's first temperature difference is still greater than the preset temperature difference threshold during local heating, the heating power output is maintained. Once the battery's first temperature difference is less than or equal to the preset temperature difference threshold, it indicates that the battery's internal temperature has reached a uniform state. At this point, heating is stopped to avoid energy waste and overheating risks, thus completing the closed-loop control from temperature difference exceeding the limit to temperature difference convergence.

[0081] Step S204: When the average battery temperature is greater than a preset high temperature threshold, the target mode is determined to be a heat dissipation mode. It should be noted that the purpose of this step is to address the overall overheating of the battery, and it is the primary trigger condition for the heat dissipation mode.

[0082] The preset high temperature threshold refers to the maximum allowable charging temperature of the battery, such as 35 degrees Celsius.

[0083] Understandably, when the average battery temperature exceeds the preset high temperature threshold, the battery aging rate accelerates and there are safety hazards. The battery management system must determine to enter the heat dissipation mode, activate the heat dissipation unit to dissipate heat, and ensure that the charging power does not decrease due to overheating, thus completing the response from global high temperature recognition to heat dissipation activation.

[0084] In the specific implementation, during the charging process, when T_avg > T_opt_high (e.g., 35°C, which is the upper limit of the optimal charging temperature range) or any cell temperature T_cell > T_safe (e.g., 45°C), the heat dissipation system is activated to prevent the battery from overheating and ensure charging safety.

[0085] Step S205: When the battery temperature rise rate is greater than a preset rate threshold, the target mode is determined to be a heat dissipation mode. It should be noted that this step is intended to address the preventative condition of excessively rapid battery temperature rise. It is a secondary trigger condition for the heat dissipation mode and reflects a proactive control approach.

[0086] Battery temperature rise rate refers to the rate at which the battery temperature rises per unit time, which can be obtained through continuous sampling calculation; preset rate threshold refers to the upper limit of the allowable temperature rise rate, such as 0.5 degrees Celsius per minute.

[0087] Understandably, even if the current average battery temperature does not exceed the preset high temperature threshold, if the rate of temperature rise exceeds the preset rate threshold, it indicates that the internal heat generation power of the battery is too large or the heat dissipation capacity is insufficient, and the temperature will continue to rise. At this time, the battery management system determines to enter the heat dissipation mode to intervene in advance, completing the decision from trend prediction to preventive heat dissipation.

[0088] In practice, during the charging process, if the battery temperature rise rate dT / dt > Rate_threshold, intervention will be initiated in advance to reduce the heating power or start mild heat dissipation for preventive control, even if the current temperature has not exceeded the limit.

[0089] In one feasible implementation, step S10 includes steps A31 to A33: Step A31: Calculate the current temperature rise rate based on the battery temperature distribution data; It should be noted that the purpose of this step is to calculate the battery temperature rise rate in real time, providing a quantitative criterion for preventive heat dissipation.

[0090] Understandably, the battery management system periodically samples the average battery temperature, records historical temperature sequences, and uses the sliding window method to calculate the temperature difference between the current moment and the previous moment, divided by the time interval, to obtain the current temperature rise rate, thus completing the differential operation from static temperature value to dynamic rate of change.

[0091] Step A32: When the current temperature rise rate is greater than a preset rate threshold and the average battery temperature is less than a preset high temperature threshold, start a mild heat dissipation mode; It should be noted that this step aims to define the activation conditions of the mild cooling mode, enabling tiered cooling control to optimize energy efficiency.

[0092] Mild cooling mode refers to starting the cooling unit in a low-power manner, such as reducing the speed of the coolant circulation pump and running the fan at a low speed.

[0093] Understandably, when the current rate of temperature rise exceeds the preset rate threshold but the average battery temperature is still below the preset high temperature threshold, the battery management system determines to activate the mild heat dissipation mode. This mode uses a smaller heat dissipation power to suppress the temperature rise trend, avoid excessive heat dissipation leading to energy waste, and completes the response from temperature rise warning to mild intervention.

[0094] Step A33: When the current temperature rise rate is greater than the preset rate threshold and the average battery temperature is greater than or equal to the preset high temperature threshold, activate the powerful heat dissipation mode.

[0095] It should be noted that this step aims to define the activation conditions of the powerful cooling mode to deal with severe operating conditions where both the rate of temperature rise and the temperature value exceed the limits.

[0096] Powerful cooling mode refers to starting the cooling unit at full power, such as the circulation pump at maximum speed and the fan running at high speed.

[0097] Understandably, when the current rate of temperature rise is greater than the preset rate threshold and the average battery temperature is greater than or equal to the preset high temperature threshold, it indicates that the battery is in a dangerous state of high temperature and continuous temperature rise. The battery management system determines to activate the powerful heat dissipation mode to quickly cool down with the maximum heat dissipation power, completing the response from severe overheating to powerful cooling.

[0098] Step S206: When the average battery temperature is within a preset charging temperature range and the first temperature difference of the battery is less than or equal to a preset temperature difference threshold and the battery temperature rise rate is less than or equal to a preset rate threshold, the target mode is determined to be a heat preservation mode.

[0099] It should be noted that this step aims to define the comprehensive triggering conditions for the heat preservation mode, so as to achieve steady-state maintenance of the battery within the optimal temperature range.

[0100] Understandably, when the average battery temperature is within the preset charging temperature range and the first temperature difference of the battery is less than or equal to the preset temperature difference threshold and the battery temperature rise rate is less than or equal to the preset rate threshold, it indicates that the overall battery temperature is suitable, the internal temperature is well uniform, and there is no overheating trend. At this time, the battery management system determines to enter the heat preservation mode, turns off the active heating and active heat dissipation units, and relies on thermal inertia to maintain the state, completing the mode conversion from dynamic regulation to steady-state maintenance.

[0101] In the specific implementation, when T_avg is within the optimal charging temperature range [T_opt_low, T_opt_high] and ΔT_max is within a reasonable range, the system enters a "temperature preservation" state. At this time, active heating and active cooling are turned off, or the system maintains temperature stability with minimal power consumption, allowing the battery to receive the maximum charging current in its optimal state.

[0102] This embodiment provides a thermal management method to improve the charging efficiency of new energy vehicles in winter. By using a three-dimensional joint criterion of average battery temperature, initial battery temperature difference, and battery temperature rise rate, it achieves comprehensive perception and precise control of the battery's thermal state. The introduction of temperature difference values ​​enables the system to identify and eliminate localized cold zones, preventing the overall charging current from being limited by the low temperature of a few cells. Dynamic monitoring of the temperature rise rate gives the system preventative heat dissipation capabilities, allowing intervention before the temperature exceeds limits to prevent a sudden drop in charging power. The directional heating mechanism precisely locates the second temperature point and performs localized heating, quickly converging the temperature difference value to within a preset temperature difference threshold. The graded control strategy of mild and strong heat dissipation modes matches the heat dissipation intensity according to the severity of overheating, avoiding energy waste caused by excessive heat dissipation. It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the thermal management method for improving the winter charging efficiency of new energy vehicles. Any simple modifications based on this technical concept are within the protection scope of this application.

[0103] This application also provides a thermal management device to improve the charging efficiency of new energy vehicles in winter. Please refer to [reference needed]. Figure 3 Thermal management devices that improve the charging efficiency of new energy vehicles in winter include: Temperature data acquisition module 10 is used to acquire battery temperature distribution data, first output power of charging pile, and battery state of charge in response to the current establishment of charging connection between the vehicle and DC fast charging pile. The target mode determination module 20 is used to determine the target mode of the dynamic thermal management strategy based on the battery temperature distribution data, the first output power of the charging pile, and the battery state of charge. The target mode includes heating mode, heat preservation mode and heat dissipation mode. The thermal management execution module 30 is used to perform corresponding thermal management operations based on the target mode.

[0104] The thermal management device for improving the winter charging efficiency of new energy vehicles provided in this application adopts the thermal management method for improving the winter charging efficiency of new energy vehicles in the above embodiments. It can solve the technical problem of how to avoid consuming battery power to preheat the battery when charging in low temperatures in winter, and at the same time maximize the charging efficiency by comprehensively utilizing the heat source of the whole vehicle and the energy of the charging pile. Compared with the prior art, the beneficial effects of the thermal management device for improving the winter charging efficiency of new energy vehicles provided in this application are the same as the beneficial effects of the thermal management method for improving the winter charging efficiency of new energy vehicles provided in the above embodiments, and other technical features in the thermal management device for improving the winter charging efficiency of new energy vehicles are the same as the features disclosed in the methods of the above embodiments, and will not be repeated here.

[0105] In one embodiment, the target mode determination module 20 is further configured to calculate the battery average temperature and the battery first temperature difference based on the battery temperature distribution data; When the average battery temperature is less than a preset low temperature threshold, the target mode is determined to be a heating mode; When the average battery temperature is within a preset charging temperature range and the first temperature difference of the battery is greater than a preset temperature difference threshold, the target mode is determined to be a heating mode. When the average battery temperature exceeds a preset high temperature threshold, the target mode is determined to be a heat dissipation mode. When the battery temperature rise rate exceeds a preset rate threshold, the target mode is determined to be a heat dissipation mode. When the average battery temperature is within a preset charging temperature range, the first temperature difference of the battery is less than or equal to a preset temperature difference threshold, and the battery temperature rise rate is less than or equal to a preset rate threshold, the target mode is determined to be a heat preservation mode.

[0106] In one embodiment, the target mode determination module 20 is further configured to identify the location of the first temperature point and the location of the second temperature point based on the battery temperature distribution data; When the temperature value at the second temperature point is less than a preset high temperature threshold, the area where the first temperature point is located is locally heated. Maintain the local heating until the first temperature difference of the battery is less than or equal to a preset temperature difference threshold.

[0107] In one embodiment, the target mode determination module 20 is further configured to calculate the current temperature rise rate based on the battery temperature distribution data; When the current temperature rise rate is greater than a preset rate threshold and the average battery temperature is less than a preset high temperature threshold, a mild heat dissipation mode is activated. When the current temperature rise rate is greater than a preset rate threshold and the average battery temperature is greater than or equal to a preset high temperature threshold, a powerful heat dissipation mode is activated.

[0108] In one embodiment, the thermal management execution module 30 is further configured to prioritize using the vehicle's heat source to heat the battery when the target mode is heating mode, and to send a power pre-allocation request to the DC fast charging pile to allocate heating power when the vehicle's heat source is insufficient. When the target mode is the heat preservation mode, the active heating unit and the active heat dissipation unit are turned off to maintain the battery temperature within the preset charging temperature range. When the target mode is the heat dissipation mode, the heat dissipation unit is activated to cool the battery.

[0109] In one embodiment, the thermal management execution module 30 is further configured to send a heat source query command to the vehicle controller so that the vehicle controller returns vehicle heat source temperature data; Compare the vehicle heat source temperature data with the battery average temperature; When the temperature data of the vehicle heat source is higher than the average temperature of the battery and the temperature difference is greater than the preset utilization temperature difference, it is determined that the vehicle heat source is used for heating. When the vehicle heat source temperature data does not meet the requirement of being higher than the average battery temperature and the temperature difference is greater than the preset utilization temperature difference, a power pre-allocation request is sent to the DC fast charging pile to enable the DC fast charging pile to allocate heating power.

[0110] In one embodiment, the thermal management execution module 30 is further configured to calculate the required heating power based on the battery state of charge and the current battery temperature; Send a power pre-allocation request containing the required heating power to the DC fast charging pile; The system receives a power allocation response returned by the DC fast charging station, wherein the power allocation response includes heating power allocated to the heating unit and charging power allocated to the charging unit.

[0111] This application provides a thermal management device for improving the winter charging efficiency of new energy vehicles. The thermal management device for improving the winter charging efficiency of new energy vehicles includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute the thermal management method for improving the winter charging efficiency of new energy vehicles in the above embodiment 1.

[0112] The following is for reference. Figure 4This document illustrates a structural schematic diagram of a thermal management device suitable for implementing embodiments of this application to improve the winter charging efficiency of new energy vehicles. The thermal management device for improving the winter charging efficiency of new energy vehicles in embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 4 The thermal management device shown to improve the charging efficiency of new energy vehicles in winter is merely an example and should not impose any limitations on the function and scope of use of the embodiments of this application.

[0113] like Figure 4 As shown, the thermal management device for improving the winter charging efficiency of new energy vehicles may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to the program stored in ROM (Read Only Memory) 1002 or the program loaded from storage device 1003 into RAM (Random Access Memory) 1004. RAM 1004 also stores various programs and data required for the operation of the thermal management device for improving the winter charging efficiency of new energy vehicles. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via bus 1005. Input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the thermal management device for improving the winter charging efficiency of new energy vehicles to exchange data with other devices wirelessly or via wired communication. Although the figure shows thermal management devices for improving the winter charging efficiency of new energy vehicles with various systems, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems can be implemented alternatively.

[0114] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0115] The thermal management device for improving the winter charging efficiency of new energy vehicles provided in this application adopts the thermal management method for improving the winter charging efficiency of new energy vehicles in the above embodiments. It can solve the technical problem of how to avoid consuming battery power to preheat the battery when charging in low temperatures in winter, while maximizing charging efficiency by comprehensively utilizing the heat source of the whole vehicle and the energy of the charging pile. Compared with the prior art, the beneficial effects of the thermal management device for improving the winter charging efficiency of new energy vehicles provided in this application are the same as the beneficial effects of the thermal management method for improving the winter charging efficiency of new energy vehicles provided in the above embodiments. Moreover, other technical features of the thermal management device for improving the winter charging efficiency of new energy vehicles are the same as those disclosed in the method of the previous embodiment, and will not be repeated here.

[0116] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0117] 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 technical scope 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.

[0118] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, which are used to execute the thermal management method for improving the winter charging efficiency of new energy vehicles in the above embodiments.

[0119] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, RAM (Random Access Memory), ROM (Read Only Memory), EPROM (Erasable Programmable Read Only Memory or Flash Memory), optical fibers, CD-ROM (CD-Read Only Memory), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0120] The aforementioned computer-readable storage medium may be included in a thermal management device for improving the winter charging efficiency of new energy vehicles; or it may exist independently and not be assembled into a thermal management device for improving the winter charging efficiency of new energy vehicles.

[0121] The aforementioned computer-readable storage medium carries one or more programs. When these programs are executed by a thermal management device for improving the winter charging efficiency of new energy vehicles, the thermal management device for improving the winter charging efficiency of new energy vehicles: in response to the establishment of a charging connection between the vehicle and a DC fast charging pile, acquires battery temperature distribution data, the first output power of the charging pile, and the battery state of charge; determines the target mode of the dynamic thermal management strategy based on the battery temperature distribution data, the first output power of the charging pile, and the battery state of charge, wherein the target mode includes a heating mode, a heat preservation mode, and a heat dissipation mode; and executes the corresponding thermal management operation based on the target mode.

[0122] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including LAN (Local Area Network) or WAN (Wide Area Network)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0123] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0124] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0125] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described thermal management method for improving the winter charging efficiency of new energy vehicles. This method solves the technical problem of how to avoid consuming battery power to preheat the battery during low-temperature charging in winter, while simultaneously maximizing charging efficiency by comprehensively utilizing the vehicle's heat source and the energy of the charging pile. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the thermal management method for improving the winter charging efficiency of new energy vehicles provided in the above embodiments, and will not be repeated here.

[0126] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the thermal management method described above for improving the winter charging efficiency of new energy vehicles.

[0127] The computer program product provided in this application can solve the technical problem of how to avoid consuming battery power to preheat the battery during low-temperature charging in winter, while maximizing charging efficiency by comprehensively utilizing the vehicle's heat source and the energy of the charging pile. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as the beneficial effects of the thermal management method for improving the winter charging efficiency of new energy vehicles provided in the above embodiments, and will not be repeated here.

[0128] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A thermal management method for improving the charging efficiency of new energy vehicles in winter, characterized in that, The method includes: In response to the current vehicle establishing a charging connection with the DC fast charging pile, acquire battery temperature distribution data, the first output power of the charging pile, and battery state of charge. Based on the battery temperature distribution data, the first output power of the charging pile, and the battery state of charge, the target mode of the dynamic thermal management strategy is determined, wherein the target mode includes heating mode, heat preservation mode, and heat dissipation mode. Perform the corresponding thermal management operation based on the target mode.

2. The method as described in claim 1, characterized in that, The step of determining the target mode of the dynamic thermal management strategy based on the battery temperature distribution data, the first output power of the charging pile, and the battery state of charge includes: Calculate the average battery temperature and the first temperature difference of the battery based on the battery temperature distribution data; When the average battery temperature is less than a preset low temperature threshold, the target mode is determined to be a heating mode; When the average battery temperature is within a preset charging temperature range and the first temperature difference of the battery is greater than a preset temperature difference threshold, the target mode is determined to be a heating mode. When the average battery temperature exceeds a preset high temperature threshold, the target mode is determined to be a heat dissipation mode. When the battery temperature rise rate exceeds a preset rate threshold, the target mode is determined to be a heat dissipation mode. When the average battery temperature is within a preset charging temperature range, the first temperature difference of the battery is less than or equal to a preset temperature difference threshold, and the battery temperature rise rate is less than or equal to a preset rate threshold, the target mode is determined to be a heat preservation mode.

3. The method as described in claim 2, characterized in that, The step of determining the target mode as a heating mode when the average battery temperature is within a preset charging temperature range and the first temperature difference of the battery is greater than a preset temperature difference threshold includes: The positions of the first and second temperature points are identified based on the battery temperature distribution data. When the temperature value at the second temperature point is less than a preset high temperature threshold, the area where the first temperature point is located is locally heated. Maintain the local heating until the first temperature difference of the battery is less than or equal to a preset temperature difference threshold.

4. The method as described in claim 2, characterized in that, The step of determining the target mode as a heat dissipation mode when the battery temperature rise rate is greater than a preset rate threshold includes: Calculate the current temperature rise rate based on the battery temperature distribution data; When the current temperature rise rate is greater than a preset rate threshold and the average battery temperature is less than a preset high temperature threshold, a mild heat dissipation mode is activated. When the current temperature rise rate is greater than a preset rate threshold and the average battery temperature is greater than or equal to a preset high temperature threshold, a powerful heat dissipation mode is activated.

5. The method as described in claim 1, characterized in that, The step of performing the corresponding thermal management operation based on the target mode includes: When the target mode is heating mode, the vehicle heat source is used first to heat the battery. When the vehicle heat source is insufficient, a power pre-allocation request is sent to the DC fast charging pile so that the DC fast charging pile can allocate heating power. When the target mode is the heat preservation mode, the active heating unit and the active heat dissipation unit are turned off to maintain the battery temperature within the preset charging temperature range. When the target mode is the heat dissipation mode, the heat dissipation unit is activated to cool the battery.

6. The method as described in claim 5, characterized in that, The step of prioritizing the use of the vehicle's heat source to heat the battery, and sending a power pre-allocation request to the DC fast charging station to allocate heating power when the vehicle's heat source is insufficient, includes: Send a heat source query command to the vehicle controller so that the vehicle controller returns the vehicle heat source temperature data; Compare the vehicle heat source temperature data with the battery average temperature; When the temperature data of the vehicle heat source is higher than the average temperature of the battery and the temperature difference is greater than the preset utilization temperature difference, it is determined that the vehicle heat source is used for heating. When the vehicle heat source temperature data does not meet the requirement of being higher than the average battery temperature and the temperature difference is greater than the preset utilization temperature difference, a power pre-allocation request is sent to the DC fast charging pile to enable the DC fast charging pile to allocate heating power.

7. The method as described in claim 5, characterized in that, The step of sending a power pre-allocation request to the DC fast charging pile to allocate heating power to the DC fast charging pile includes: Calculate the required heating power based on the battery state of charge and the current battery temperature; Send a power pre-allocation request containing the required heating power to the DC fast charging pile; The system receives a power allocation response returned by the DC fast charging station, wherein the power allocation response includes heating power allocated to the heating unit and charging power allocated to the charging unit.

8. A thermal management device for winter charging of new energy vehicles, characterized in that, The device includes: The temperature data acquisition module is used to acquire battery temperature distribution data, the first output power of the charging pile, and battery state of charge in response to the current establishment of a charging connection between the vehicle and the DC fast charging pile. The target mode determination module is used to determine the target mode of the dynamic thermal management strategy based on the battery temperature distribution data, the first output power of the charging pile, and the battery state of charge. The target mode includes heating mode, heat preservation mode, and heat dissipation mode. The thermal management execution module is used to perform corresponding thermal management operations based on the target mode.

9. A thermal management device for improving the charging efficiency of new energy vehicles in winter, characterized in that, The device includes: a memory, a processor, and a thermal management program for improving the winter charging efficiency of new energy vehicles, stored in the memory and executable on the processor. The thermal management program for improving the winter charging efficiency of new energy vehicles is configured to implement the steps of the thermal management method for improving the winter charging efficiency of new energy vehicles as described in any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium stores a thermal management program for improving the winter charging efficiency of new energy vehicles. When the thermal management program for improving the winter charging efficiency of new energy vehicles is executed by the processor, it implements the steps of the thermal management method for improving the winter charging efficiency of new energy vehicles as described in any one of claims 1 to 7.

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