Battery control method, electronic equipment and vehicle

Abstract

The invention provides a battery control method, electronic equipment and a vehicle, and is applied to the technical field of vehicle thermal management. According to the method, when the driving destination of the vehicle is a charging station, the environment temperature, the battery temperature, the vehicle arrival duration and the battery available margin are obtained; and determining a pre-management strategy, pre-management duration and pre-management energy consumption of the vehicle battery, and executing the pre-management strategy when the vehicle arrival duration is greater than or equal to the pre-management duration and the pre-management energy consumption is less than or equal to the available allowance of the battery, so that the temperature of the vehicle battery is in an optimal charging window when the vehicle arrives at the charging station for charging, and the vehicle battery is charged. And the charging efficiency of the vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle thermal management technology, and in particular to a battery control method, electronic device and vehicle. Background Technology

[0002] When a vehicle needs to be charged due to low battery during driving, the battery thermal management was not performed in advance based on the time it takes to reach the charging station. As a result, when the vehicle arrives at the charging station, the battery temperature is not at the optimal charging window, affecting charging efficiency. Summary of the Invention

[0003] In view of this, the purpose of this application is to provide a battery control method, electronic device and vehicle to solve the problem of decreased battery charging efficiency.

[0004] To achieve the above objectives, this application provides a battery control method, comprising:

[0005] In response to the vehicle's destination being a charging station, the ambient temperature, battery temperature, vehicle arrival time, and remaining battery capacity are obtained. A pre-management strategy for the vehicle battery is determined based on the ambient temperature, and the pre-management duration and pre-management energy consumption corresponding to the pre-management strategy are determined based on the battery temperature and the ambient temperature. In response to determining that the vehicle arrival time is greater than or equal to the pre-management time and the pre-management energy consumption is less than or equal to the available battery capacity, the pre-management strategy is executed. The pre-management strategy includes at least a cooling or heating strategy for the battery; the available battery capacity is the estimated remaining charge when the vehicle arrives at the charging station.

[0006] Furthermore, determining the pre-management duration and pre-management energy consumption corresponding to the pre-management strategy based on the battery temperature and ambient temperature includes: The target battery temperature and temperature change rate are determined based on the ambient temperature. Based on the battery temperature, determine the battery reference temperature corresponding to the pre-management strategy, and determine the pre-management power corresponding to the pre-management strategy; The pre-management duration is determined based on the target battery temperature, temperature change rate, and battery reference temperature. Pre-management energy consumption is determined based on the pre-management duration and pre-management power.

[0007] Furthermore, determining the target battery temperature and temperature change rate based on the ambient temperature includes: Get the remaining battery power, remaining battery power, current battery internal resistance, and average battery power; The temperature to be corrected is determined based on the remaining battery power and the current internal resistance of the battery; the correction factor for the temperature to be corrected is determined based on the remaining battery charge and the ambient temperature. The target battery temperature is determined based on the temperature correction coefficient and the temperature to be corrected. The rate of temperature change is determined based on the ambient temperature and the average power of the battery.

[0008] Furthermore, determining the pre-management duration based on the target battery temperature, temperature change rate, and battery reference temperature includes: Determine the absolute value of the difference between the target battery temperature and the battery reference temperature; The target management duration is determined based on the absolute value of the difference and the temperature change rate. Gain compensation is applied to the target management duration to obtain the pre-management duration.

[0009] Furthermore, the step of determining the pre-management strategy for the vehicle battery based on the ambient temperature includes: In response to determining that the ambient temperature is greater than a first threshold, the pre-management strategy is determined to be a cooling strategy: the circulation device and cooling device of the battery thermal management pipeline are activated; In response to determining that the ambient temperature is less than a second threshold, the pre-management strategy is determined to be a heating strategy: the circulation device and heating device of the battery thermal management circuit are activated; In response to determining that the ambient temperature is between the first threshold and the second threshold, the maximum battery temperature difference is determined based on the battery temperature; In response to determining that the maximum battery temperature difference is greater than a preset temperature difference value, the pre-management strategy is determined to be a temperature equalization strategy: the circulation device of the battery thermal management pipeline is activated; Wherein, the first threshold is greater than the second threshold.

[0010] Furthermore, the method also includes: Identify the target charging pile within the charging station; The charging efficiency is determined based on the discharge power of the target charging pile and the charging power of the battery. The starting power of the cooling or heating device corresponding to the pre-management strategy is determined based on the charging efficiency and battery temperature.

[0011] Furthermore, after executing the pre-management strategy, the following steps are included: In response to determining that the difference between the vehicle arrival time and the pre-management time is less than or equal to a first preset difference, the output power of the cooling device or heating device corresponding to the pre-management strategy is controlled to be increased to a first power. In response to determining that the difference between the vehicle arrival time and the pre-management time is less than a second preset difference and greater than a first preset difference, the output power of the cooling device or heating device corresponding to the pre-management strategy is controlled to be increased to the second power. In response to determining that the difference between the vehicle arrival time and the pre-management time is greater than or equal to the second preset difference, the output power of the cooling device or heating device corresponding to the pre-management strategy is controlled to remain at the starting power; Wherein, the first preset difference is less than the second preset difference, and the first power is greater than the second power, which is greater than the starting power.

[0012] Furthermore, the method also includes: In response to determining that the queuing time of the target charging station is greater than a first preset time, the execution of the pre-management strategy is delayed until the queuing time is less than or equal to the first preset time.

[0013] Based on the same inventive concept, this disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method described above when executing the computer program.

[0014] Based on the same inventive concept, this disclosure also provides a vehicle including an electronic device as described above.

[0015] As can be seen from the above, the battery control method, electronic device, and vehicle provided in this application are applied in the field of vehicle thermal management technology. The method, when the vehicle's destination is a charging station, determines the pre-management strategy, pre-management duration, and pre-management energy consumption for the vehicle battery by acquiring the ambient temperature, battery temperature, vehicle arrival time, and available battery capacity. When the vehicle arrival time is greater than or equal to the pre-management duration and the pre-management energy consumption is less than or equal to the available battery capacity, the pre-management strategy is executed so that the vehicle battery temperature is at the optimal charging window when the vehicle arrives at the charging station for charging, which is beneficial to improving the vehicle's charging efficiency. This application determines that the vehicle battery can complete the pre-management strategy when the vehicle arrives at the charging station by comparing the vehicle arrival time and the pre-management time. Specifically, the vehicle battery temperature is at the temperature corresponding to the pre-management strategy upon arrival, ensuring the battery temperature is within the optimal charging window. Charging the vehicle at this time optimizes battery charging efficiency. Furthermore, before executing the pre-management strategy, the pre-management energy consumption is compared with the available battery capacity to prevent the pre-management energy consumption from exceeding the available capacity, which could affect the vehicle's journey to the charging station and cause breakdowns, impacting user experience. This application ensures that the vehicle completes the pre-management strategy upon arrival at the charging station, and that the pre-management energy consumption does not exceed the available battery capacity, ensuring the battery temperature is within the optimal charging window upon arrival and that the pre-management energy consumption does not affect the vehicle's journey to the charging station. This improves charging efficiency and avoids energy waste due to pre-management, enhancing the adaptability of the method. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic flowchart of a battery control method according to an embodiment of this application; Figure 2 This is a schematic diagram of the structure of a vehicle battery pre-management device according to an embodiment of this application; Figure 3 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0019] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0020] Currently, new energy vehicles are becoming increasingly popular, and the charging and discharging efficiency of vehicle batteries has a decisive impact on the vehicle's range and charging rate. As described in the background section, when a vehicle needs to be charged due to insufficient battery power during driving, if thermal management of the vehicle battery is not performed in advance based on the time it takes to reach the charging station, the battery temperature will not be at the optimal charging window when the vehicle arrives at the charging station. During the charging process, energy needs to be consumed for thermal management to bring the battery to the optimal charging window, causing the charging station to be unable to charge the vehicle battery at its maximum charging power, thus affecting charging efficiency.

[0021] In current technology, when performing thermal management on the battery before charging, the duration of thermal management is not compared with the time it takes for the vehicle to arrive at the charging station. This leads to incorrect timing of thermal management activation. When the vehicle arrives at the charging station, the battery temperature is too high, requiring additional energy to cool the battery. This results in wasted thermal management energy and charging delays, affecting charging efficiency. Alternatively, when the vehicle arrives at the charging station, the battery temperature is too low, requiring energy to heat it, also causing charging delays and affecting charging efficiency.

[0022] Therefore, when performing thermal management on vehicles before charging, it is necessary to predict the duration of thermal management to compare it with the time it takes for the vehicle to reach the charging station. The accuracy of this prediction needs to be improved to avoid energy waste or charging delays caused by reduced prediction accuracy. Currently, the prediction of thermal management duration is based solely on ambient temperature, without considering the battery's actual power characteristics, such as internal resistance, internal temperature difference, and battery capacity. This results in an estimation error exceeding 15 minutes and low prediction accuracy.

[0023] Based on this, this application proposes a battery control method, electronic device, and vehicle to compare the time it takes for the vehicle to reach the charging station and the thermal management time before charging, and to compare the thermal management energy consumption and the available battery capacity, so that the vehicle can reach the charging station when the battery temperature is at the optimal charging window, avoiding the situation where energy is wasted on battery thermal management during charging, which is beneficial to improving charging efficiency.

[0024] The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0025] In some embodiments, a battery control method is applied to a vehicle controller, such as... Figure 1 As shown, the method includes: S101, in response to the vehicle's destination being a charging station, the ambient temperature, battery temperature, vehicle arrival time, and remaining battery capacity are obtained, wherein the remaining battery capacity is the estimated remaining charge of the vehicle upon arrival at the charging station.

[0026] Specifically, the ambient temperature refers to the temperature of the environment in which the vehicle's battery is currently located, which can be obtained through a temperature sensor located near the battery; the battery temperature refers to the current temperature matrix of the vehicle's battery, that is, the temperature of each location on the battery, which facilitates the determination of the battery's current temperature status, and can be obtained through the battery management system. For example, multiple temperature sensors are installed at various locations inside the battery, and the temperature sensors are connected to the battery management system, so that the battery management system can obtain the temperature of each location on the battery, i.e., the temperature matrix; the vehicle arrival time refers to the time it takes for the vehicle to reach its destination, which can be obtained through the vehicle navigation system, or it can be a corrected time obtained through the vehicle navigation system (for example, if the vehicle navigation system obtains a time of 30 minutes to reach the charging station, and the correction parameter is 5 minutes, then the vehicle arrival time is determined to be 35 minutes); the battery available balance is the estimated remaining charge of the vehicle's battery when the vehicle arrives at the charging station, used to assess whether the battery charge can meet the energy consumption requirements for vehicle battery pre-management.

[0027] The vehicle controller obtains the vehicle's destination through the navigation system. When the vehicle controller determines that the destination is a charging station, it enters the process of determining whether to perform thermal management on the vehicle battery in advance. That is, it enters the vehicle battery pre-management assessment process: by obtaining the ambient temperature, battery temperature, vehicle arrival time and battery remaining capacity, it makes a judgment based on the ambient temperature, battery temperature, vehicle arrival time and battery remaining capacity.

[0028] It should be noted that the available battery capacity = current battery level - estimated energy consumption to reach the charging station. The estimated energy consumption to reach the charging station can be determined based on the vehicle's average energy consumption and the distance traveled to the charging station. To improve redundancy during the journey and ensure the vehicle reaches the charging station, after determining the difference between the current battery level and the estimated energy consumption, a coefficient is applied to this difference to obtain the available battery capacity. For example, if the difference between the current battery level and the estimated energy consumption to reach the charging station is 10 kWh, and the preset correction coefficient is 0.8, then the available battery capacity is determined to be 8 kWh.

[0029] S102, determine a pre-management strategy for the vehicle battery based on the ambient temperature, and determine the pre-management duration and pre-management energy consumption corresponding to the pre-management strategy based on the battery temperature and the ambient temperature, wherein the pre-management strategy includes at least a cooling or heating strategy for the battery.

[0030] Specifically, the pre-management strategies include cooling, heating, and temperature equalization strategies for thermal management of the battery, ensuring that the battery temperature is within the optimal charging window when the vehicle arrives at the charging station, thereby improving charging efficiency. When the pre-management strategy is determined to be a cooling or heating strategy, a significant amount of battery power is required for cooling or heating, and the cooling or heating process is lengthy. Therefore, it is necessary to determine the pre-management duration and pre-management energy consumption corresponding to the pre-management strategy to facilitate battery power management. When the pre-management strategy is determined to be a temperature equalization strategy, only the circulation device (such as a water pump) needs to be activated to equalize the temperature inside the battery. The required battery power consumption is small, and the temperature equalization process is usually used to balance the internal temperature of the battery, requiring a short duration. Therefore, the battery power consumption is negligible, and it is not necessary to determine the pre-management duration and management energy consumption; the temperature equalization strategy can be executed directly.

[0031] Based on the ambient temperature, the type of thermal management required for the vehicle battery can be determined, thereby enabling the determination of a pre-management strategy for the vehicle battery (for example, when the ambient temperature is 40°C, the ambient temperature is high, which will lead to a high vehicle battery temperature, requiring cooling of the vehicle battery, thus the pre-management strategy is a cooling strategy; when the ambient temperature is 0°C, the ambient temperature is low, which will lead to a low vehicle battery temperature, requiring heating of the vehicle battery, thus the pre-management strategy is a heating strategy). After determining the pre-management strategy, the energy consumption and duration required to execute the pre-management strategy are determined based on the battery temperature and ambient temperature, i.e., pre-management energy consumption and pre-management duration.

[0032] It should be noted that the temperature difference that needs to be overcome for pre-management can be determined based on the battery temperature and the ambient temperature. Then, based on this temperature difference and the power required for thermal management corresponding to the pre-management strategy, the energy consumption and duration required to overcome the temperature difference can be determined, thereby determining the pre-management energy consumption and pre-management duration.

[0033] S103, in response to determining that the vehicle arrival time is greater than or equal to the pre-management time and the pre-management energy consumption is less than or equal to the available battery capacity, the pre-management strategy is executed.

[0034] Specifically, after determining the vehicle arrival time, pre-management time, pre-management energy consumption, and available battery capacity, their relative values ​​are determined. When the vehicle arrival time is greater than or equal to the pre-management time, it is determined that the vehicle battery pre-management can be completed before or upon arrival at the charging station, ensuring the vehicle battery is in the optimal charging window, thus significantly improving the charging efficiency at the charging station. When the pre-management energy consumption is less than or equal to the available battery capacity, it is determined that the vehicle battery power consumed by the pre-management strategy will not affect the vehicle's journey to the charging station. Therefore, when the vehicle arrival time is greater than or equal to the pre-management time and the pre-management energy consumption is less than or equal to the available battery capacity, the pre-management strategy is deemed feasible, and the pre-management strategy is executed.

[0035] In this embodiment, when the vehicle's destination is a charging station, the pre-management strategy, pre-management duration, and pre-management energy consumption for the vehicle battery are determined by acquiring ambient temperature, battery temperature, vehicle arrival time, and available battery capacity. The pre-management strategy is executed when the vehicle arrival time is greater than or equal to the pre-management duration and the pre-management energy consumption is less than or equal to the available battery capacity, so that the vehicle battery temperature is at the optimal charging window when the vehicle arrives at the charging station for charging, which is beneficial to improving the vehicle's charging efficiency. This application determines that the vehicle battery can complete the pre-management strategy when the vehicle arrives at the charging station by comparing the vehicle arrival time and the pre-management time. Specifically, the vehicle battery temperature is at the temperature corresponding to the pre-management strategy upon arrival, ensuring the battery temperature is within the optimal charging window. Charging the vehicle at this time optimizes battery charging efficiency. Furthermore, before executing the pre-management strategy, the pre-management energy consumption is compared with the available battery capacity to prevent the pre-management energy consumption from exceeding the available capacity, which could affect the vehicle's journey to the charging station and cause breakdowns, impacting user experience. This application ensures that the vehicle completes the pre-management strategy upon arrival at the charging station, and that the pre-management energy consumption does not exceed the available battery capacity, ensuring the battery temperature is within the optimal charging window upon arrival and that the pre-management energy consumption does not affect the vehicle's journey to the charging station. This improves charging efficiency and avoids energy waste due to pre-management, enhancing the adaptability of the method.

[0036] In some embodiments, S102: determining the pre-management duration and pre-management energy consumption corresponding to the pre-management strategy based on the battery temperature and ambient temperature includes: S201, determine the target battery temperature and temperature change rate based on the ambient temperature; Specifically, the target battery temperature is the target temperature for implementing the pre-management strategy. To achieve the standard for completing the pre-management strategy, the target battery temperature is defined as the battery temperature being within the optimal charging window under the stated ambient temperature. That is, charging at the target battery temperature achieves optimal charging efficiency. The temperature change rate is the temperature change of the battery per unit time under the stated ambient temperature during thermal management.

[0037] It should be noted that the target battery temperature and temperature change rate can be determined by looking up a table based on the ambient temperature, which helps to improve the efficiency of determining the target battery temperature and temperature change rate, and thus helps to improve the execution efficiency of the method.

[0038] S202, determine the battery reference temperature corresponding to the pre-management strategy based on the battery temperature, and determine the pre-management power corresponding to the pre-management strategy; Specifically, the battery temperature is the current battery temperature matrix of the vehicle, that is, the temperature of each location of the battery. When the pre-management strategy is determined to be a cooling strategy, the maximum value in the battery temperature matrix is ​​determined to be the battery reference temperature. When the pre-management strategy is determined to be a heating strategy, the minimum value in the battery temperature matrix is ​​determined to be the battery reference temperature.

[0039] It should be noted that when the pre-management strategy is a cooling strategy, it means that the current ambient temperature is high and the battery needs to be cooled. In this case, the highest value of the battery temperature is used as the battery reference temperature to cool the battery, which is beneficial to improve the cooling effect. The same applies to the heating strategy.

[0040] More specifically, the pre-managed power is the maximum power in the vehicle thermal management system corresponding to the pre-managed strategy. It is pre-stored or can be calculated by averaging based on historical data. For example, if the pre-managed strategy is a heating strategy, then the pre-managed power is the maximum power of the heating device that heats the vehicle battery; if the pre-managed strategy is a cooling strategy, then the pre-managed power is the maximum power of the cooling device that cools the vehicle battery.

[0041] S203, determine the pre-management duration based on the target battery temperature, temperature change rate and battery reference temperature; Specifically, the temperature difference that the pre-management strategy needs to achieve is calculated based on the target battery temperature and the battery reference temperature, and the pre-management duration is calculated based on the temperature difference and the temperature change rate. That is, according to the temperature change rate, the time required for thermal management of the battery to change the battery temperature from the battery reference temperature to the target battery temperature.

[0042] For example, if the target battery temperature is 20°C, the temperature change rate is 1°C / min, and the battery reference temperature is 40°C, then the following formula can be used: The pre-management time was calculated to be 20 minutes.

[0043] In addition, the pre-management duration can also be a modified duration calculated based on the target battery temperature, temperature change rate and battery reference temperature, in order to improve the accuracy of the pre-management duration.

[0044] S204, determine the pre-management energy consumption based on the pre-management duration and pre-management power.

[0045] Specifically, according to the principle of energy consumption calculation, the pre-management energy consumption is the product of the pre-management duration and the pre-management power. The pre-management energy consumption is calculated based on the known pre-management duration and pre-management power.

[0046] For example, if the pre-management duration is 30 minutes and the pre-management power is 2kW, then the pre-management energy consumption is 1kWh.

[0047] In this embodiment, the optimal charging temperature of the vehicle battery at the current ambient temperature is determined based on the ambient temperature, i.e., the target battery temperature. The rate of temperature change of the vehicle battery at the ambient temperature is also determined, i.e., the temperature change of the vehicle battery at the ambient temperature. A reference temperature is determined based on the battery temperature for executing the pre-management strategy, i.e., the battery reference temperature. The amount of temperature change required by the pre-management strategy is determined based on the battery reference temperature and the target battery temperature. The pre-management duration corresponding to the pre-management strategy is then determined based on the rate of temperature change and the amount of temperature change. By determining the pre-management power corresponding to the pre-management strategy, the pre-management energy consumption is determined based on the pre-management duration and pre-management power, i.e., the energy consumption required to bring the vehicle battery temperature to the target battery temperature by executing the pre-management strategy. The target battery temperature is related to the ambient temperature, which increases the diversity of target battery temperatures and avoids unnecessary energy waste caused by determining a single target battery temperature value. This balances charging efficiency and resource conservation, improving the practicality of the method.

[0048] In some embodiments, S201: determining the target battery temperature and temperature change rate based on the ambient temperature includes: S301, obtain the remaining battery power, remaining battery power, current battery internal resistance and average battery power; Specifically, the remaining battery charge is the remaining charge of the current vehicle battery, the remaining battery power is the maximum power that the current vehicle battery can still output, the current battery internal resistance is the real-time internal resistance of the current vehicle battery, and the average battery power is the average power consumed by the vehicle battery per unit time.

[0049] The remaining battery charge, remaining battery power, current battery internal resistance, and average battery power can all be obtained through the battery management system.

[0050] S302, determine the temperature to be corrected based on the remaining power of the battery and the current internal resistance of the battery; determine the correction coefficient for the temperature to be corrected based on the remaining battery charge and the ambient temperature; Specifically, battery internal resistance and battery temperature are negatively correlated within a certain range; that is, the lower the battery temperature, the higher the internal resistance. The current battery temperature can be determined by the current internal resistance. The remaining battery power is the maximum power the battery can output. Based on the remaining battery power and the current internal resistance, the actual condition of the battery can be comprehensively evaluated, and the optimal charging temperature can be determined accordingly. This optimal charging temperature is the target battery temperature before correction. Ambient temperature directly affects battery temperature, and the remaining battery capacity is used for temperature control. Therefore, both ambient temperature and remaining battery capacity are directly related to the battery's temperature retention capability. A correction coefficient for the temperature to be corrected is determined using ambient temperature and remaining battery capacity to adjust the optimal charging temperature, thereby optimizing the execution of the aforementioned pre-management strategy.

[0051] The temperature to be corrected is the target battery temperature before correction. The temperature to be corrected is determined by looking up a table based on the remaining power of the battery and the current internal resistance of the battery. The correction coefficient of the temperature to be corrected is determined by looking up a table based on the remaining battery charge and the ambient temperature. The target battery temperature is then determined based on the correction coefficient and the temperature to be corrected.

[0052] S303, determine the target battery temperature based on the temperature correction coefficient and the temperature to be corrected; Specifically, the target battery temperature can be obtained by multiplying the temperature to be corrected by the correction factor for the temperature to be corrected.

[0053] For example, if the correction factor for the temperature to be corrected is 1.2 and the temperature to be corrected is 15°, then the target battery temperature can be determined as 15° × 1.2 = 18°.

[0054] S304, determine the temperature change rate based on the ambient temperature and the average power of the battery.

[0055] Specifically, ambient temperature and average battery power jointly determine the battery's heat generation and cooling capacity, which in turn determine the battery's temperature variation. The battery's average power is related to its ability to control temperature changes. Ambient temperature has an environmental impact on battery temperature; for example, with the same average battery power, higher ambient temperatures make heat dissipation more difficult, resulting in a greater rate of temperature increase for the battery, while lower ambient temperatures facilitate heat dissipation, leading to a greater rate of temperature decrease. Therefore, it is necessary to combine the ambient temperature and average battery power to determine the rate of temperature change.

[0056] To simplify the determination of the temperature change rate, the ambient temperature level and the average power level of the battery are determined. Experiments are then conducted based on the ambient temperature level and the average power level to determine the corresponding temperature change rate, resulting in a three-dimensional lookup table of ambient temperature level, average power level, and temperature change rate. This allows for the determination of the temperature change rate by referring to the table, improving both the efficiency of the determination and ensuring that the temperature change rate is correlated with the current power status of the vehicle battery and the ambient temperature, thus enhancing the accuracy of the temperature change rate determination.

[0057] For example, the ambient temperature level includes three levels: the first ambient temperature level is when the ambient temperature is greater than 35°C, the second ambient temperature level is when the ambient temperature is less than 10°C, and the third ambient temperature level is when the ambient temperature is between 35°C and 10°C; the average power level also includes three levels: the first average power level is when the battery average power is greater than 15kW, the second average power level is when the battery average power is less than 10kW, and the third average power level is when the battery average power is between 10kW and 15kW.

[0058] In this embodiment, when determining the target battery temperature, the correction coefficient for the temperature to be corrected is determined based on the ambient temperature and the remaining battery charge, and the temperature to be corrected is determined based on the remaining battery power and the current internal resistance of the battery. Then, the target battery temperature is determined based on the correction coefficient and the temperature to be corrected, which helps improve the accuracy of the target battery temperature determination. The temperature change rate is determined based on the ambient temperature and the average battery power, which helps improve the accuracy of the temperature change rate. The target battery temperature and the temperature change rate are related to the pre-management duration, thus enabling the determination of the pre-management duration based on the ambient temperature, average battery power, current internal resistance of the battery, remaining battery charge, and remaining battery power, which helps improve the accuracy of the pre-management duration determination. Determining whether to execute the pre-management strategy based on the pre-management duration can greatly reduce wasted energy consumption or charging delays, improving the practicality of the method.

[0059] In some embodiments, S203: determining the pre-management duration based on the target battery temperature, temperature change rate, and battery reference temperature includes: S401, determine the absolute value of the difference between the target battery temperature and the battery reference temperature; Specifically, the absolute value of the difference is the temperature change of the battery required to execute the pre-management strategy. When the pre-management strategy is cooling, the absolute value of the difference is the battery reference temperature minus the target battery temperature. When the pre-management strategy is heating, the absolute value of the difference is the target battery temperature minus the battery reference temperature.

[0060] S402, determine the target management duration based on the absolute value of the difference and the temperature change rate; Specifically, the target management duration is obtained by calculating the difference between the absolute value of the difference and the temperature change rate. The target management duration is the time during which the battery temperature can reach the target battery temperature after the execution of the pre-management strategy under ideal conditions (i.e., when the temperature change rate remains constant).

[0061] S403, gain compensation is performed on the target management duration to obtain the pre-management duration.

[0062] Specifically, the target management duration is the duration that the pre-management strategy needs to be executed under a determined ideal state, so that the temperature of the vehicle battery reaches the target battery temperature. Gain compensation is applied to the target management duration to make up for temperature change deviations or changes in the rate of temperature change when the above pre-management strategy is actually executed, which helps to improve the accuracy of the pre-management duration.

[0063] It should be noted that the gain coefficient for gain compensation can be a preset value. For example, if the gain coefficient is 1.2, then when the target management duration is 30 minutes, the pre-management duration is 36 minutes.

[0064] In this embodiment, by determining the absolute value of the difference between the target battery temperature and the battery reference temperature, and determining the target management duration for implementing the pre-management strategy based on the absolute value of the difference and the temperature change rate, and then performing gain compensation on the target management duration to obtain the pre-management duration, the accuracy of the determination of the pre-management duration can be further improved, which is beneficial to improving the practicality of the method.

[0065] In some embodiments, S102: determining the pre-management strategy for the vehicle battery based on the ambient temperature includes: S501, in response to determining that the ambient temperature is greater than a first threshold, the pre-management strategy is determined to be a cooling strategy: the circulation device and cooling device of the battery thermal management pipeline are activated; Specifically, when the ambient temperature is determined to be greater than the first threshold (e.g., 35°C), it is determined that the ambient temperature is high, and the pre-management strategy to be executed is a cooling strategy. When executing the cooling strategy, the cooling pipeline in the battery thermal management pipeline on the vehicle is activated. The cooling pipeline includes the circulation device and the cooling device. The cooling device is used to cool the medium in the pipeline, and the circulation device is used to move the medium in the pipeline, thereby enabling the cooled medium to move within the battery to achieve battery cooling.

[0066] It should be noted that the battery thermal management pipeline includes a cooling pipeline, a heating pipeline, and a temperature equalization pipeline. Only one pipeline can operate at a time. The operable pipeline is determined by controlling the direction of the valves within the battery thermal management pipeline. When the cooling strategy is executed, the cooling pipeline is connected to the battery interior to cool the battery. When the heating strategy is executed, the heating pipeline is connected to the battery interior to heat the battery. When the temperature equalization strategy is executed, the temperature equalization pipeline is connected to the battery interior to equalize the battery temperature. The cooling pipeline includes a circulation device and a cooling device, the heating pipeline includes a circulation device and a heating device, and the temperature equalization pipeline includes a circulation device.

[0067] In addition, the medium in the battery thermal management pipeline can be water, the circulation device can be a water pump, the cooling device can be air conditioning refrigerant, and the heating device can be a PTC (Positive Temperature Coefficient Heater) or an electric drive assembly.

[0068] S502, in response to determining that the ambient temperature is less than the second threshold, the pre-management strategy is determined to be a heating strategy: the circulation device and heating device of the battery thermal management circuit are activated; wherein, the first threshold is greater than the second threshold.

[0069] Specifically, when the ambient temperature is less than the second threshold (e.g., 10°C), it is determined that the ambient temperature is low and the vehicle battery needs to be heated. The pre-management strategy to be executed is a heating strategy. When the heating strategy is executed, the heating circuit in the battery thermal management circuit on the vehicle is activated. The heating circuit includes the circulation device and the heating device. The heating device is used to heat the medium in the circuit, and the circulation device is used to move the medium in the circuit, thereby enabling the heated medium to move within the battery to achieve battery heating.

[0070] S503, in response to determining that the ambient temperature is between the first threshold and the second threshold, the maximum battery temperature difference is determined based on the battery temperature.

[0071] Specifically, when the ambient temperature is determined to be between the second threshold and the first threshold (e.g., 10°-35°), it is determined that the ambient temperature is in a suitable range and there is no need to heat or cool the vehicle battery. In order to avoid the situation where the vehicle battery has a large temperature difference during operation, which would affect the charging and discharging efficiency of the battery, the maximum value of the battery temperature difference is determined based on the battery temperature.

[0072] It should be noted that the battery temperature is the current temperature matrix of the vehicle's battery, that is, the temperature of each location of the battery. The maximum and minimum values ​​in the battery temperature matrix are determined based on the battery temperature, and the difference between the maximum and minimum values ​​is the maximum internal temperature difference of the battery.

[0073] For example, if the maximum value of the battery temperature is 30° and the minimum value is 10°, then the maximum temperature difference of the battery is determined to be 20°.

[0074] S504, in response to determining that the maximum battery temperature difference is greater than the preset temperature difference value, the pre-management strategy is determined to be a uniform temperature strategy: the circulation device of the battery thermal management pipeline is activated.

[0075] Specifically, the preset temperature difference value is used as a benchmark to determine whether there is an excessive temperature difference in the battery. By comparing the maximum battery temperature difference with the preset temperature difference value, it is determined whether the battery temperature difference is too large and requires temperature equalization. When the maximum battery temperature difference is greater than the preset temperature difference value, it is determined that the battery has an excessive temperature difference and requires temperature equalization. Thus, the pre-management strategy is determined to be a temperature equalization strategy. When the temperature equalization strategy is executed, the temperature equalization pipeline in the battery thermal management pipeline on the vehicle is activated. The temperature equalization pipeline includes the circulation device, which is used to move the medium in the pipeline to equalize the temperature at various locations of the battery, thereby achieving temperature equalization of the battery.

[0076] In this embodiment, by determining the relationship between the ambient temperature and the first and second thresholds, a thermal management strategy for the vehicle battery is determined. When the ambient temperature is greater than the first threshold, a cooling strategy is implemented to cool the battery so that its temperature drops to the optimal charging window when the vehicle arrives at the charging station, thus improving charging efficiency. When the ambient temperature is less than the second threshold, a heating strategy is implemented to heat the battery so that its temperature rises to the optimal charging window when the vehicle arrives at the charging station, thus improving charging efficiency. When the ambient temperature is between the first and second thresholds, the maximum battery temperature difference is determined, and compared with a preset temperature difference value. If the maximum battery temperature difference is greater than the preset temperature difference value, a temperature equalization strategy is implemented to reduce the maximum battery temperature difference, preventing excessive temperature differences from affecting charging efficiency during charging, thus improving charging efficiency.

[0077] In some embodiments, the method further includes: S601, Identify the target charging pile within the charging station.

[0078] Specifically, the vehicle controller can obtain information about each charging pile in the charging station through the vehicle network system, including queuing time, discharge power, and other information. The vehicle controller can determine the target charging pile based on the queuing time of each charging pile in the charging station, or based on the discharge power of each charging pile in the charging station, or based on both the discharge power and queuing time of each charging pile in the charging station.

[0079] For example, when determining the target charging pile based on the queuing time, the charging pile with the shortest queuing time is determined as the target charging pile; when determining the target charging pile based on the discharge power, the charging pile with the maximum discharge power that does not exceed the vehicle's safe charging power range is determined as the target charging pile.

[0080] S602, determine the charging efficiency based on the discharge power of the target charging pile and the charging power of the battery.

[0081] Specifically, after identifying the target charging station, the discharge power of the target charging station can be determined according to the vehicle networking system. The charging power of the battery is a pre-stored fixed value. By comparing the discharge power of the target charging station and the charging power of the battery, the charging power of the target charging station when charging the battery is determined. That is, the minimum value between the discharge power of the target charging station and the charging power of the battery is taken as the charging power of the target charging station when charging the battery. Thus, the charging efficiency can be determined based on the charging power of the target charging station when charging the battery.

[0082] It should be noted that the charging power of the target charging pile when charging the battery can be compared with the pre-stored charging efficiency judgment power. When the charging power of the target charging pile when charging the battery is greater than the charging efficiency judgment power, the charging efficiency is determined to be fast. When the charging power of the target charging pile when charging the battery is less than the charging efficiency judgment power, the charging efficiency is determined to be slow. When the charging power of the target charging pile when charging the battery is equal to the charging efficiency judgment power, the charging efficiency is determined to be normal.

[0083] For example, if the discharge power of the target charging pile is 15kW and the charging power of the battery is 20kW, then the charging power of the target charging pile when charging the battery is determined to be 15kW, and the charging efficiency judgment power is 20kW. If 20kW > 15kW, then the charging efficiency can be determined to be relatively slow.

[0084] S603, determine the start-up power of the cooling device or heating device corresponding to the pre-management strategy based on the charging efficiency and battery temperature.

[0085] Specifically, the absolute value of the difference between the target battery temperature and the battery temperature corresponding to the pre-management strategy is determined. The battery temperature refers to the temperature at various locations within the battery. That is, when the pre-management strategy is a cooling strategy, the absolute value of the difference between the target battery temperature and the maximum battery temperature is determined; when the pre-management strategy is a heating strategy, the absolute value of the difference between the target battery temperature and the minimum battery temperature is determined. Based on the absolute value of the difference and the charging efficiency, the starting power of the cooling or heating device is controlled when the pre-management strategy is executed.

[0086] The urgency of executing the pre-management strategy is determined based on the absolute value of the difference. Specifically, the larger the absolute value of the difference, the more urgent the execution of the pre-management strategy; the smaller the absolute value of the difference, the less urgent the execution of the pre-management strategy. (The urgency can be determined by comparing the absolute value of the difference with a preset benchmark value.) When the urgency of executing the pre-management strategy is determined to be relatively urgent, and the charging efficiency is relatively fast, the starting power of the device corresponding to the pre-management strategy is determined to be relatively high (e.g., 30% of its rated power). When the urgency of executing the pre-management strategy is determined to be relatively urgent, and the charging efficiency is not relatively fast, the starting power of the device corresponding to the pre-management strategy is determined to be moderate (e.g., 20% of its rated power). When the urgency of executing the pre-management strategy is determined to be not relatively urgent, regardless of the charging efficiency, the starting power of the device corresponding to the pre-management strategy is determined to be relatively low (e.g., 10% of its rated power).

[0087] It should be noted that when the pre-management strategy is a cooling strategy, the starting power of the cooling device is determined; when the pre-management strategy is a heating strategy, the starting power of the heating device is determined.

[0088] In this embodiment, by identifying the target charging pile within the charging station, the charging efficiency of the vehicle when charging through the target charging pile is determined based on the discharge power of the target charging pile and the charging power of the battery. The starting power of the cooling or heating device corresponding to the pre-management strategy is determined based on the charging efficiency and the battery temperature. This ensures that the starting power of the cooling or heating device is combined with the urgency of executing the pre-management strategy and the charging efficiency at the target charging pile. When the urgency of executing the pre-management strategy is determined to be relatively high, the starting power is determined based on the charging efficiency, making the energy consumption of executing the pre-management strategy proportional to the charging efficiency. This avoids unnecessary energy consumption that could affect charging efficiency and is beneficial for improving charging efficiency.

[0089] In some embodiments, after S103: executing the pre-management policy, the following is included: S701, in response to determining that the difference between the vehicle arrival time and the pre-management time is less than or equal to a first preset difference, the output power of the cooling device or heating device corresponding to the pre-management strategy is controlled to be increased to a first power; wherein, the first preset difference is less than a second preset difference, and the first power is greater than the second power and greater than the starting power.

[0090] Specifically, given the known vehicle arrival time and the pre-management time, and provided that the vehicle arrival time is greater than or equal to the pre-management time, the difference between the vehicle arrival time and the pre-management time is determined. This difference is then compared with a first preset difference and a second preset difference. If the difference is less than or equal to the first preset difference, it is determined that the pre-management strategy can only be completed within a short period before the vehicle arrives at the charging station, meaning the battery temperature can only reach the target battery temperature. To ensure that the battery temperature reaches the target battery temperature within the pre-management time, the output power of the cooling or heating device corresponding to the pre-management strategy is increased to the first power level. This is to avoid the situation where the output power of the cooling or heating device exceeds the limit due to a "last-minute sprint" caused by the low output power of the cooling or heating device corresponding to the pre-management strategy.

[0091] For example, the first power is 80% of the rated power of the cooling or heating device corresponding to the pre-management strategy.

[0092] S702, in response to determining that the difference between the vehicle arrival time and the pre-management time is less than a second preset difference and greater than the first preset difference, the output power of the cooling device or heating device corresponding to the pre-management strategy is controlled to be increased to the second power.

[0093] Specifically, when the difference is determined to be less than the second preset difference and greater than the first preset difference, that is, when the vehicle arrives at the charging station, the pre-management strategy can only be completed within a short period of time, i.e., the battery temperature can only reach the target battery temperature. In order to ensure that the battery temperature can reach the target battery temperature within the pre-management period, the output power of the cooling device or heating device corresponding to the pre-management strategy is controlled to be increased from the starting power to the second power, so as to avoid the situation where the output power of the cooling device or heating device corresponding to the pre-management strategy exceeds the limit due to the low output power of the cooling device or heating device.

[0094] For example, the second power is 50% of the rated power of the cooling or heating device corresponding to the pre-management strategy.

[0095] S703, in response to determining that the difference between the vehicle arrival time and the pre-management time is greater than or equal to the second preset difference, the output power of the cooling device or heating device corresponding to the pre-management strategy is controlled to be maintained at the starting power; Specifically, when the difference is greater than or equal to the second preset difference, it is determined that the pre-management strategy will be completed within a relatively long period before the vehicle arrives at the charging station. In order to avoid the output power of the cooling or heating devices corresponding to the pre-management strategy being too high, which would cause the battery temperature to reach the target battery temperature too early and require additional energy to maintain the target battery temperature, resulting in energy waste, the output power of the cooling or heating devices corresponding to the pre-management strategy will not be adjusted. Instead, the output power will be kept at the starting power to adjust the battery temperature to the target battery temperature. This can minimize the energy consumption of executing the pre-management strategy and greatly reduce energy waste.

[0096] For example, the startup power is 10%, 20%, or 30% of the rated power of the cooling or heating device corresponding to the pre-management strategy.

[0097] It should be noted that the output power of the cooling or heating device corresponding to the pre-management strategy is dynamically adjusted according to the difference between the vehicle arrival time and the pre-management time. This ensures that the pre-management strategy can make the battery temperature reach the target battery temperature, and also avoids energy waste caused by fixed output power. Battery energy consumption is reduced, and the energy required for charging is also reduced, which further helps to improve charging efficiency.

[0098] For example, the first preset difference is 5 minutes, and the second preset difference is 10 minutes.

[0099] In this embodiment, based on the execution of the pre-management strategy, i.e., activating the heating or cooling device corresponding to the pre-management strategy with the starting power, the difference between the vehicle arrival time and the pre-management time is judged to determine the relationship between this difference and the first preset difference and the second preset difference. The urgency of the pre-management strategy is determined based on this relationship. When the difference is less than the first preset difference, the pre-management strategy is deemed urgent, requiring the battery temperature to reach the target battery temperature as quickly as possible. In this case, the output power of the heating or cooling device corresponding to the pre-management strategy is increased to the first power. When the difference is greater than or equal to the first preset difference and less than the second preset difference, the pre-management strategy is deemed urgent, requiring an increase in the output power of the heating or cooling device corresponding to the pre-management strategy to accelerate the rate at which the battery temperature reaches the target battery temperature. In this case, the output power of the heating or cooling device corresponding to the pre-management strategy is increased to the second power. This achieves dynamic adjustment of the output power of the heating or cooling device corresponding to the pre-management strategy, avoiding unnecessary energy consumption due to the execution of the pre-management strategy and improving the practicality of the method.

[0100] In some embodiments, the method further includes: S801, in response to determining that the queuing time of the target charging pile is greater than a first preset time, the execution of the pre-management strategy is delayed until the queuing time is less than or equal to the first preset time.

[0101] Specifically, after obtaining the queuing time of the target charging station through the vehicle network system, the vehicle controller compares the queuing time with the first preset time to determine whether the queuing time of the target charging station will lead to energy waste in executing the pre-management strategy. That is, if the queuing time is long (i.e., the queuing time is longer than the first preset time), even if the battery temperature is at the target battery temperature (i.e., the optimal charging window) when the vehicle arrives at the charging station, it still needs to wait in line for the target charging station. To avoid energy waste caused by the increased execution time of the pre-management strategy due to the interference of the queuing time, the execution of the pre-management strategy is delayed. If the queuing time is not very long, the queuing time can be ignored, and the pre-management strategy can be executed.

[0102] For example, the first preset duration is 15 minutes.

[0103] In this embodiment, after determining whether to execute the pre-management strategy based on the vehicle arrival time, pre-management time, and pre-management energy consumption, the queuing time of the target charging station is judged to further determine whether to execute the pre-management strategy. If the queuing time is longer than the first preset time, the execution of the pre-management strategy is delayed. This avoids energy waste caused by the extended execution time of the pre-management strategy due to the queuing time, thereby avoiding energy waste and improving the practicality of the method. Furthermore, reducing the energy waste of the battery in executing the pre-management strategy can reduce the charging energy of the vehicle, thereby improving charging efficiency.

[0104] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0105] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0106] Based on the same inventive concept, corresponding to any of the above-described embodiments, this application also provides a vehicle battery pre-management device.

[0107] refer to Figure 2 The vehicle battery pre-management device includes: The acquisition module 100 is configured to acquire ambient temperature, battery temperature, vehicle arrival time, and remaining battery charge in response to the vehicle's destination being a charging station. The determination module 200 is configured to determine a pre-management strategy for the vehicle battery based on the ambient temperature, and to determine the pre-management duration and pre-management energy consumption corresponding to the pre-management strategy based on the battery temperature and the ambient temperature. The execution module 300 is configured to execute the pre-management strategy in response to determining that the vehicle arrival time is greater than or equal to the pre-management time and the pre-management energy consumption is less than or equal to the available battery capacity. The pre-management strategy includes at least a cooling or heating strategy for the battery; the available battery capacity is the estimated remaining charge when the vehicle arrives at the charging station.

[0108] Furthermore, the determining module 200 is also configured to determine the target battery temperature and temperature change rate based on the ambient temperature; determine the battery reference temperature corresponding to the pre-management strategy based on the battery temperature, and determine the pre-management power corresponding to the pre-management strategy; determine the pre-management duration based on the target battery temperature, temperature change rate, and battery reference temperature; and determine the pre-management energy consumption based on the pre-management duration and pre-management power.

[0109] Furthermore, the determining module 200 is also configured to acquire the remaining battery charge, remaining battery power, current battery internal resistance, and average battery power; determine the temperature to be corrected based on the remaining battery power and current battery internal resistance; determine the temperature correction coefficient based on the remaining battery charge and ambient temperature; determine the target battery temperature based on the temperature correction coefficient and the temperature to be corrected; and determine the temperature change rate based on the ambient temperature and the average battery power.

[0110] Furthermore, the determining module 200 is also configured to determine the absolute value of the difference between the target battery temperature and the battery reference temperature; determine the target management duration based on the absolute value of the difference and the temperature change rate; and perform gain compensation on the target management duration to obtain the pre-management duration.

[0111] Furthermore, the determining module 200 is also configured to, in response to determining that the ambient temperature is greater than a first threshold, determine the pre-management strategy as a cooling strategy: activate the circulation device and cooling device of the battery thermal management circuit; in response to determining that the ambient temperature is less than a second threshold, determine the pre-management strategy as a heating strategy: activate the circulation device and heating device of the battery thermal management circuit; in response to determining that the ambient temperature is between the first threshold and the second threshold, determine the maximum battery temperature difference based on the battery temperature; in response to determining that the maximum battery temperature difference is greater than a preset temperature difference value, determine the pre-management strategy as a temperature equalization strategy: activate the circulation device of the battery thermal management circuit; wherein, the first threshold is greater than the second threshold.

[0112] Furthermore, the device is also configured to identify a target charging pile within the charging station; determine a charging efficiency based on the discharge power of the target charging pile and the charging power of the battery; and determine the start-up power of the cooling device or heating device corresponding to the pre-management strategy based on the charging efficiency and the battery temperature.

[0113] Furthermore, the device is also configured to, in response to determining that the difference between the vehicle arrival time and the pre-management time is less than or equal to a first preset difference, control the output power of the cooling device or heating device corresponding to the pre-management strategy to increase to a first power; in response to determining that the difference between the vehicle arrival time and the pre-management time is less than a second preset difference and greater than the first preset difference, control the output power of the cooling device or heating device corresponding to the pre-management strategy to increase to a second power; in response to determining that the difference between the vehicle arrival time and the pre-management time is greater than or equal to the second preset difference, control the output power of the cooling device or heating device corresponding to the pre-management strategy to remain at the starting power; wherein, the first preset difference is less than the second preset difference, and the first power is greater than the second power and greater than the starting power.

[0114] Furthermore, the device is also configured to delay the execution of the pre-management strategy in response to determining that the queuing time of the target charging station is greater than a first preset time, until the queuing time is less than or equal to the first preset time.

[0115] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0116] The apparatus of the above embodiments is used to implement the corresponding battery control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0117] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the battery control method described in any of the above embodiments.

[0118] Figure 3 This embodiment illustrates a more specific hardware structure of an electronic device. The device may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0119] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0120] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0121] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0122] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0123] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0124] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0125] The electronic devices described above are used to implement the corresponding battery control methods in any of the foregoing embodiments and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0126] Based on the same inventive concept, this application also provides a vehicle that includes an electronic device as described above, the beneficial effects of which are the same as those of the aforementioned electronic device, and will not be repeated here.

[0127] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to execute the battery control method as described in any of the above embodiments.

[0128] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0129] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the battery control method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0130] Based on the same concept, corresponding to any of the above embodiments, this application also provides a computer program product, including computer program instructions, which, when run on a computer, cause the computer to perform the method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0131] It is understood that before using the technical solutions of the various embodiments in this disclosure, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0132] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations of this disclosed technical solution.

[0133] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0134] It is understood that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of this disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this disclosure.

[0135] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application is limited to these examples; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0136] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0137] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0138] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the claims of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A battery control method characterized by, The method comprises: in response to the driving destination of the vehicle being a charging station, obtaining an ambient temperature, a battery temperature, a vehicle arrival time length, and a battery available margin; determining a pre-management strategy for the battery of the vehicle based on the ambient temperature, and determining a pre-management time length and a pre-management energy consumption corresponding to the pre-management strategy based on the battery temperature and the ambient temperature; in response to determining that the vehicle arrival time length is greater than or equal to the pre-management time length and the pre-management energy consumption is less than or equal to the battery available margin, executing the pre-management strategy; wherein the pre-management strategy at least includes a cooling or heating strategy for the battery; and the battery available margin is an estimated remaining power of the vehicle when arriving at the charging station.

2. The method of claim 1, wherein, The determination of the pre-management time length and the pre-management energy consumption corresponding to the pre-management strategy based on the battery temperature and the ambient temperature comprises: determining a target battery temperature and a temperature change rate based on the ambient temperature; determining a battery reference temperature corresponding to the pre-management strategy based on the battery temperature, and determining a pre-management power corresponding to the pre-management strategy; determining the pre-management time length based on the target battery temperature, the temperature change rate, and the battery reference temperature; determining the pre-management energy consumption based on the pre-management time length and the pre-management power.

3. The method of claim 2, wherein, The determination of the target battery temperature and the temperature change rate based on the ambient temperature comprises: obtaining a battery remaining power, a battery remaining power, a battery current internal resistance, and a battery average power; determining a temperature to be corrected based on the battery remaining power and the battery current internal resistance, and determining a temperature correction coefficient to be corrected based on the battery remaining power and the ambient temperature; determining the target battery temperature based on the temperature correction coefficient to be corrected and the temperature to be corrected; determining the temperature change rate based on the ambient temperature and the battery average power.

4. The method of claim 2, wherein, The determination of the pre-management time length based on the target battery temperature, the temperature change rate, and the battery reference temperature comprises: determining an absolute value of a difference between the target battery temperature and the battery reference temperature; determining a target management time length based on the absolute value of the difference and the temperature change rate; performing gain compensation on the target management time length to obtain the pre-management time length.

5. The method of claim 1, wherein, The determination of the pre-management strategy for the battery of the vehicle based on the ambient temperature comprises: in response to determining that the ambient temperature is greater than a first threshold value, determining that the pre-management strategy is a cooling strategy: starting a circulating device and a cooling device of a battery thermal management pipeline; in response to determining that the ambient temperature is less than a second threshold value, determining that the pre-management strategy is a heating strategy: starting a circulating device and a heating device of a battery thermal management pipeline; in response to determining that the ambient temperature is between the first threshold value and the second threshold value, determining a maximum battery temperature difference based on the battery temperature; in response to determining that the maximum battery temperature difference is greater than a preset temperature difference value, determining that the pre-management strategy is an equalization strategy: starting a circulating device of a battery thermal management pipeline; wherein the first threshold value is greater than the second threshold value.

6. The method of claim 5, wherein, The method further comprises: determining a target charging pile in the charging station; determining a charging efficiency based on a discharging power of the target charging pile and a charging power of the battery; determining a starting power of the cooling device or the heating device corresponding to the pre-management strategy based on the charging efficiency and the battery temperature.

7. The method of claim 6, wherein, After the pre-management strategy is executed, comprising: in response to determining that the difference between the vehicle arrival time length and the pre-management time length is less than or equal to a first preset difference, controlling the output power of the cooling device or the heating device corresponding to the pre-management strategy to rise to a first power; in response to determining that the difference between the vehicle arrival time length and the pre-management time length is less than a second preset difference and greater than the first preset difference, controlling the output power of the cooling device or the heating device corresponding to the pre-management strategy to rise to a second power; in response to determining that the difference between the vehicle arrival time length and the pre-management time length is greater than or equal to the second preset difference, controlling the output power of the cooling device or the heating device corresponding to the pre-management strategy to remain at the starting power; wherein the first preset difference is less than the second preset difference, the first power is greater than the second power, and the second power is greater than the starting power.

8. The method of claim 6, wherein, Further comprising: in response to determining that the queuing time length of the target charging pile is greater than a first preset time length, delaying the execution of the pre-management strategy until the queuing time length is less than or equal to the first preset time length.

9. An electronic device comprising a memory, a processor, and a computer program stored on the memory and running on the processor, characterized in that, The processor implements the method of any one of claims 1-8 when executing the program.

10. A vehicle characterized by comprising: An electronic device as claimed in claim 9. An electronic device as claimed in claim 9.

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