Charging heat management method and system of vehicle and electric vehicle

Abstract

The invention provides a vehicle charging heat management method and system and an electric vehicle. The method comprises the steps that under the condition that charging connection is established between a battery and a charging pile, the rated power of the charging pile, vehicle load power consumption and the current state of a vehicle battery are obtained; according to the charging pile rated power and the vehicle load power consumption, the actual available power of a vehicle battery is determined; determining corresponding feasible charging power based on the current state of the vehicle battery; and under the condition that the actual available power is greater than the feasible charging power, performing charging heat management on the battery. The thermal management system is prevented from consuming extra energy, so that the overall energy efficiency of the charging system is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle system management technology, and in particular to a charging thermal management method, system and electric vehicle for vehicles. Background Technology

[0002] With the rapid popularization of new energy vehicles, improving charging efficiency has become a key goal for the industry. Currently, the charging capacity of new energy vehicle batteries is generally higher than the actual output power of mainstream fast charging piles. Especially in public fast charging scenarios, the power of charging piles often becomes a bottleneck restricting charging speed. Therefore, the overall energy efficiency optimization of the charging system is particularly important. As a core component affecting charging power and battery safety, battery thermal management requires a management strategy design that takes into account both battery characteristics and the actual capabilities of charging facilities.

[0003] Existing battery thermal management strategies primarily adjust temperature based on the battery's temperature state and state of charge (SOC) to ensure the battery accepts charging within its optimal temperature range. Current solutions only focus on the battery's charging capacity, which means that even if the battery temperature is adjusted to support higher charging power, insufficient charging station power may prevent faster charging. This results in the thermal management system consuming extra energy without improving charging efficiency. Summary of the Invention

[0004] This application provides a method, apparatus, device, and product for vehicle charging thermal management, aiming to solve the technical problem of thermal management systems consuming additional energy in related technologies.

[0005] In a first aspect, this application provides a charging thermal management method for a vehicle, the vehicle being equipped with a battery, the method comprising: When the battery establishes a charging connection with the charging pile, the rated power of the charging pile, the vehicle load power consumption, and the current state of the vehicle battery are obtained. The actual usable power of the vehicle battery is determined based on the rated power of the charging pile and the vehicle load power consumption. Based on the current state of the vehicle battery, determine the corresponding feasible charging power; When the actual available power is greater than the feasible charging power, charging thermal management is performed on the battery.

[0006] In some possible implementations, the current state of the vehicle battery includes battery temperature and state of charge, and the charging thermal management of the battery when the actual available power is greater than the feasible charging power includes: Based on the state of charge, determine the battery charging power and the corresponding charging temperature; Based on the charging temperature, thermal management of the battery is performed.

[0007] In some possible implementations, determining the battery charging power and corresponding charging temperature based on the state of charge includes: When the actual available power is greater than or equal to the feasible charging power, the corresponding maximum charging power and the corresponding first charging temperature are determined based on the state of charge; the maximum charging power is determined as the battery charging power, and the first charging temperature is determined as the charging temperature; The step of performing charging thermal management on the battery based on the charging temperature includes: When the actual available power is greater than or equal to the feasible charging power, battery thermal management is performed with the first charging temperature as the target temperature so that the battery reaches the first charging temperature.

[0008] In some possible implementations, determining the battery charging power and corresponding charging temperature based on the state of charge includes: If the actual available power is less than the feasible charging power, the actual available power is determined as the battery charging power; based on the actual available power and the state of charge, the corresponding second charging temperature is determined and used as the charging temperature. The step of performing charging thermal management on the battery based on the charging temperature includes: If the actual available power is less than the feasible charging power, battery thermal management is performed with the second charging temperature as the target temperature so that the battery reaches the second charging temperature.

[0009] In some possible implementations, the current state of the vehicle battery also includes the battery health state, and determining the corresponding feasible charging power based on the current state of the vehicle battery includes: Based on the battery temperature and the state of charge, a preset mapping table is consulted to determine the corresponding theoretical charging power; Based on the battery health status, the charging power attenuation coefficient corresponding to the vehicle battery is obtained; The theoretical charging power is corrected based on the charging power attenuation coefficient to determine the corresponding feasible charging power.

[0010] In some possible implementations, determining the corresponding maximum charging power and the corresponding first charging temperature based on the state of charge includes: Based on the state of charge, a preset mapping table is looked up to determine the corresponding theoretical maximum charging power; The theoretical maximum charging power is corrected according to the charging power attenuation coefficient to obtain the corresponding maximum charging power. The corresponding first charging temperature is determined by looking up a preset mapping table based on the highest charging power.

[0011] In some possible implementations, determining the actual available power of the vehicle battery based on the rated power of the charging pile and the vehicle load power consumption includes: Calculate the difference between the rated power of the charging pile and the power consumption of the vehicle load; The difference is taken as the actual usable power of the vehicle battery.

[0012] In some possible implementations, obtaining the rated power of the charging pile, the vehicle load power consumption, and the current state of the vehicle battery when the battery establishes a charging connection with the charging pile includes: When the battery establishes a charging connection with the charging pile, an information acquisition request is sent to the charging pile to obtain the rated power of the charging pile. Send an information acquisition request to the vehicle controller to obtain the vehicle load power consumption and the current status of the vehicle battery.

[0013] Secondly, this application provides a vehicle charging thermal management system, which includes a battery management system and a thermal management controller. The battery management system is configured to perform the steps described above; The thermal management controller is configured to heat or cool the battery according to instructions from the battery management system.

[0014] Thirdly, this application provides an electric vehicle that includes a vehicle charging thermal management system as described above.

[0015] Fourthly, this application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the method described above.

[0016] The vehicle charging thermal management method, device, equipment, and product provided in this application obtain the rated power of the charging pile and the vehicle load power consumption, accurately calculate the actual available power that can be used by the battery, and then dynamically decide on the thermal management strategy and target charging power in combination with the current state of the battery. This ensures that the thermal management system matches the actual charging power supply capacity, thereby avoiding energy waste caused by thermal management when the output capacity of the charging pile, that is, the actual available power, is insufficient, and avoiding the thermal management system consuming extra energy, thereby improving the overall energy efficiency of the charging system. Attached Figure Description

[0017] This application can be better understood from the following description of specific embodiments in conjunction with the accompanying drawings, wherein: Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings, wherein the same or similar reference numerals denote the same or similar features.

[0018] Figure 1 This is a flowchart of a vehicle charging thermal management method provided in one embodiment of this application; Figure 2 This is a flowchart of a vehicle charging thermal management method provided in another embodiment of this application; Figure 3 This is a flowchart of a vehicle charging thermal management method provided in another embodiment of this application; Figure 4 This is a schematic diagram of the overall process of a vehicle charging thermal management method provided in one embodiment of this application; Figure 5 This is a schematic diagram of the hardware structure of the vehicle charging thermal management device provided in the embodiments of this application. Detailed Implementation

[0019] The features and exemplary embodiments of various aspects of this application will be described in detail below. To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain this application and not to limit it. For those skilled in the art, this application can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this application by illustrating examples.

[0020] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes said element.

[0021] With the widespread adoption of new energy vehicles, charging efficiency has become a crucial indicator of their performance. Currently, most fast charging stations on the market have an output power of less than 150kW, while battery charging capabilities generally exceed 150kW. However, current charging thermal management strategies primarily consider whether the battery temperature can reach the cell's maximum charging capacity, neglecting the fact that the charging station may not be able to provide sufficient power output when the cell's maximum charging capacity is reached. This leads to overuse of thermal management, consuming more energy without achieving higher charging power, resulting in energy loss. A comprehensive approach is needed, considering factors such as cell charging capacity and charging station output capacity to dynamically adjust thermal management strategies.

[0022] To address the problems of the prior art, embodiments of this application provide a method, apparatus, device, and product for vehicle charging thermal management. The vehicle charging thermal management method provided in this application embodiment will be described first below.

[0023] Figure 1 This illustration shows a flowchart of a vehicle charging thermal management method according to an embodiment of this application. The vehicle is equipped with a battery, such as... Figure 1 As shown, the method includes the following steps: S101 to S103.

[0024] S101: When a charging connection is established between the battery and the charging pile, obtain the rated power of the charging pile, the vehicle load power consumption, and the current status of the vehicle battery.

[0025] S102: Determine the actual available power of the vehicle battery based on the rated power of the charging pile and the vehicle load power consumption.

[0026] S103: Determine the corresponding feasible charging power based on the current state of the vehicle battery.

[0027] S104: When the actual available power is greater than the feasible charging power, perform charging thermal management on the battery.

[0028] In a specific implementation of S101, when a charging connection is established between the battery and the charging pile, the vehicle receives rated power parameters representing its maximum output capacity from the charging pile via the communication link established between the vehicle and the charging pile. Simultaneously, by monitoring the real-time operating current and voltage of the vehicle's internal electrical systems, the vehicle's load power consumption is calculated and obtained. For example, this can be obtained by collecting and summing the power consumption of the air conditioning system, the in-vehicle infotainment system, and each controller module. Furthermore, the current state of the vehicle battery is read and obtained in real-time through the vehicle battery management system (BMS). This state includes at least one or more parameters among the battery's current state of charge (SOC), temperature, and state of health (SOH).

[0029] In order to quickly obtain the charging pile output power, vehicle load power consumption and the current status of the vehicle battery, in some embodiments, S101 includes the following steps: S1011 to S1012.

[0030] S1011: When a charging connection is established between the battery and the charging pile, send an information acquisition request to the charging pile to obtain the rated power of the charging pile.

[0031] S1012: Sends an information acquisition request to the vehicle controller to obtain the vehicle load power consumption and the current status of the vehicle battery.

[0032] In the specific implementation of S1011, the vehicle's onboard controller actively initiates a request via a communication link carried by the physically connected charging interface, such as a control guidance circuit or a dedicated communication network. Specifically, it constructs and sends a data frame containing a specific command identifier to the charging pile according to a preset communication protocol. Upon receiving the request, the charging pile parses the command and reads its configured maximum output power value from its internal storage unit as the rated power. Subsequently, it sends back a response data frame containing the rated power parameter via the same communication link. The vehicle's controller continuously monitors the communication link. Upon receiving the response frame, it parses the frame structure and extracts the numerical information from the data field to obtain the rated power of the charging pile.

[0033] In the specific implementation of S1012, data requests are sent to the relevant subsystem controllers via the vehicle's internal network. Specifically, a request is sent to the vehicle controller or power management module responsible for managing the vehicle's electrical components. This controller, by monitoring the current and voltage of each branch in real time or through internal power calculations, summarizes the total power consumption of the vehicle's load at the current moment and returns this data via the internal network. Additionally, a request is sent to the battery management system (BMS). Upon receiving the request, the BMS returns a battery status data packet containing key parameters such as SOC, temperature, and SOH. The system receives response messages from the aforementioned controllers and extracts the specific values ​​of the vehicle's load power consumption and the specific parameters of the battery's current state from specified bytes in the message or by parsing predefined signals.

[0034] The above-described implementation of this application's embodiments, by sending an information acquisition request to the charging pile to obtain the rated power of the charging pile when a charging connection is established between the battery and the charging pile, and then sending an information acquisition request to the vehicle controller to obtain the vehicle load power consumption and the current state of the vehicle battery, thereby quickly obtaining the charging pile output power, vehicle load power consumption, and the current state of the vehicle battery.

[0035] In the specific implementation of S102, the obtained rated power of the charging pile is subtracted from the vehicle's load power consumption. The power consumed by the vehicle in real time is subtracted from the total power that the charging pile can provide, thus obtaining the theoretically upper limit of power that can be directly used for battery charging. Furthermore, in practical applications, the conversion efficiency of the charging system can also be considered. For example, the above difference can be multiplied by a preset efficiency coefficient to more accurately reflect the actual power that can be transferred to the battery.

[0036] In order to accurately determine the actual available power of the vehicle battery, in some embodiments, S102 includes the following steps: S1021 to S1022.

[0037] S1021: Calculate the difference between the rated power of the charging pile and the power consumption of the vehicle load.

[0038] S1022: Use the difference as the actual usable power of the vehicle battery.

[0039] In the specific implementation of S1021, the rated power of the charging pile and the vehicle load power consumption, which were acquired and stored by S101, are first read. Then, the read value of the "rated power of the charging pile" is used as the minuend, and the read value of the "vehicle load power consumption" is used as the subtrahend; the values ​​are subtracted to obtain the corresponding difference. This difference represents the net power theoretically available to the battery after deducting the vehicle's own consumption from the total power input from the charging pile.

[0040] In the specific implementation of S1022, the calculated difference is identified as the maximum power limit that can be used for battery charging, and is used as the actual usable power of the vehicle battery.

[0041] The above-described embodiments of this application calculate the difference between the rated power of the charging pile and the power consumption of the vehicle load, and then use the difference as the actual usable power of the vehicle battery, thereby accurately determining the actual usable power of the vehicle battery.

[0042] In the specific implementation of S103, the acquired current battery state parameters, such as the battery's SOC and temperature, are parsed. Then, by querying a charging power mapping table pre-stored in the battery management system or calling a calculation function built based on the battery's chemical characteristics and thermal model, the maximum charging power that the battery can safely accept in the current state, i.e., the feasible charging power, is determined based on the current SOC and temperature. The mapping table defines the maximum allowable charging rate under different combinations of SOC and temperature to ensure battery life and safety.

[0043] In the specific implementation of S104, the actual available power calculated in S102 is numerically compared with the feasible charging power determined in S103. If the comparison result shows that the actual available power is greater than the feasible charging power, it is determined that the power provided by the charging pile exceeds the safe charging capacity of the battery in its current state, and active thermal management needs to be activated. Charging thermal management can specifically involve activating or adjusting the battery cooling system, such as the speed of the liquid cooling pump or the setting of the cooling fan, to enhance heat dissipation.

[0044] The vehicle charging thermal management method provided in this application obtains the rated power of the charging pile and the vehicle load power consumption, accurately calculates the actual available power that can be used by the battery, and then dynamically decides the thermal management strategy and target charging power in combination with the current state of the battery. This ensures that the thermal management system matches the actual charging power supply capacity, thereby avoiding energy waste caused by thermal management when the output capacity of the charging pile, that is, the actual available power, is insufficient, and avoiding the thermal management system consuming extra energy, thereby improving the overall energy efficiency of the charging system.

[0045] For precise control, in some implementations, the current state of the vehicle battery includes battery temperature and state of charge, as referenced. Figure 2 S104 includes the following steps: S201 to S202.

[0046] S201: Determine the battery charging power and corresponding charging temperature based on the state of charge.

[0047] S202: Performs charging thermal management on the battery based on the charging temperature.

[0048] In the specific implementation of S201, the current state of charge (SOC) value of the battery, which is monitored and calculated in real time by sensors, is first read from internal storage. Then, a pre-calibrated and stored data structure mapping charging power to temperature is invoked, using the read SOC value as the input index or independent variable. By querying this lookup table or calculating the function, two related parameters are output: one is the recommended or maximum charging power value allowed under this SOC, and the other is the recommended operating temperature range or target temperature value for the battery to achieve safe and efficient charging at this power. This mapping relationship is calibrated based on experimental data of the battery's electrochemical and thermal characteristics.

[0049] In the specific implementation of S202, based on the corresponding charging temperature determined in S201, the current actual battery temperature, collected in real time by a temperature sensor, is simultaneously acquired. Then, the actual battery temperature is compared with the charging temperature, and a specific temperature adjustment command is generated based on the comparison result. Finally, the command is executed to implement thermal management. Specifically, if the actual temperature is higher than the charging temperature, a control signal is sent to the battery thermal management system to initiate or enhance cooling actions, such as increasing the speed of the cooling pump in the liquid cooling circuit, increasing the speed of the cooling fan, or adjusting the opening of the electronic valve, thereby increasing heat dissipation capacity; if the actual temperature is lower than the charging temperature, a control signal is sent to initiate or enhance heating actions, such as activating the heating film inside the battery or guiding waste heat from the drive system to the battery pack. Temperature changes are continuously monitored and thermal management actions are dynamically adjusted to keep the battery temperature close to and maintained near the charging temperature.

[0050] The embodiments described above in this application determine the battery charging power and corresponding charging temperature based on the state of charge. Then, based on the charging temperature, thermal management is performed on the battery to handle different situations, such as not activating thermal management when the power is insufficient, thus achieving precise control.

[0051] In order to accurately determine the charging power and the corresponding charging temperature, in some embodiments, S201 includes the following steps: When the actual available power is greater than or equal to the feasible charging power, the corresponding maximum charging power and the corresponding first charging temperature are determined based on the state of charge. The maximum charging power is defined as the battery charging power, and the first charging temperature is defined as the charging temperature.

[0052] In the specific implementation, the pre-calculated values ​​of "actual available power" and "feasible charging power" are read and compared. If the comparison result is that "actual available power is greater than or equal to feasible charging power," based on the currently acquired battery state of charge value, a predefined optimization relationship mapping table is consulted to determine a "maximum charging power" value uniquely corresponding to this state of charge and a preset "first charging temperature" value for matching this power. The maximum charging power is determined as the battery charging power, and the first charging temperature is determined as the charging temperature.

[0053] S202 includes: When the actual available power is greater than or equal to the feasible charging power, battery thermal management is performed with the first charging temperature as the target temperature so that the battery can reach the first charging temperature.

[0054] In the specific implementation, real-time temperature data fed back from the battery temperature sensor is acquired and compared with the "first charging temperature," which serves as the target temperature, to calculate the temperature deviation. Based on this deviation, control commands are generated. If the real-time temperature is lower than the first charging temperature, a heating command is generated, such as controlling the activation of the internal heating element of the battery or adjusting the heat pump system to deliver heat to the battery pack; if the real-time temperature is higher than the first charging temperature, a cooling command is generated, such as increasing the speed of the cooling pump in the battery liquid cooling system or increasing the ventilation volume of the electric fan.

[0055] The above-described embodiments of this application determine the corresponding maximum charging power and the corresponding first charging temperature based on the state of charge when the actual available power is greater than or equal to the feasible charging power. Accordingly, the maximum charging power is determined as the battery charging power, and the first charging temperature is determined as the charging temperature. Then, when the actual available power is greater than or equal to the feasible charging power, battery thermal management is performed with the first charging temperature as the target temperature so that the battery reaches the first charging temperature. This allows for accurate determination of the charging power and the corresponding charging temperature based on the state of charge.

[0056] In order to reasonably manage battery thermal activity, in some implementations, S201 includes the following steps: If the actual available power is less than the feasible charging power, the actual available power is determined as the battery charging power. Based on the actual available power and the state of charge, a corresponding second charging temperature is determined and used as the charging temperature.

[0057] In the specific implementation, the "actual available power" value is read. Then, this "actual available power" value is set as the "battery charging power". Using the "battery charging power" and "state of charge", the corresponding mapping database is queried to determine the corresponding second charging temperature, which is then used as the charging temperature.

[0058] S202 includes: When the actual available power is less than the feasible charging power, battery thermal management is performed with the second charging temperature as the target temperature so that the battery can reach the second charging temperature.

[0059] In the specific implementation, real-time temperature data uploaded by the battery temperature sensor is continuously received and subtracted from the "second charging temperature" used as the control target to obtain the real-time temperature deviation. Based on the magnitude of the deviation, battery thermal management is performed to ensure that the battery reaches the second charging temperature.

[0060] The embodiments described above in this application determine the battery charging power when the actual available power is less than the feasible charging power. Based on the actual available power and state of charge, a corresponding second charging temperature is determined and used as the charging temperature. Furthermore, when the actual available power is less than the feasible charging power, battery thermal management is performed with the second charging temperature as the target temperature to ensure the battery reaches the second charging temperature, thus achieving reasonable battery thermal management.

[0061] In order to accurately determine the feasible charging power, in some embodiments, the current state of the vehicle battery also includes the battery health state, S103, which includes the following steps: S1031 to S1033.

[0062] S1031: Based on the battery temperature and state of charge, look up the preset mapping table to determine the corresponding theoretical charging power.

[0063] S1032: Based on the battery health status, obtain the charging power attenuation coefficient corresponding to the vehicle battery.

[0064] S1033: Correct the theoretical charging power based on the charging power attenuation coefficient to determine the corresponding feasible charging power.

[0065] In the specific implementation of S1031, the voltage signal from the temperature sensor is read and converted into a precise battery temperature value. Simultaneously, the current state of charge (SOC) of the battery is calculated and obtained. Subsequently, based on a preset data mapping table, which uses battery temperature and SOC as indexes, the corresponding theoretical charging power is determined.

[0066] In the specific implementation of S1032, the battery health status parameter is read from the battery management system. This parameter reflects the degree of degradation of the battery's current maximum capacity relative to its initial rated capacity. Based on this SOH value, a corresponding "charging power degradation coefficient" is obtained.

[0067] In the specific implementation of S1033, the "theoretical charging power" is multiplied by the "charging power attenuation coefficient" to obtain a corrected power value. Then, the result of this multiplication operation is used as the final "feasible charging power" for decision-making and comparison in subsequent steps.

[0068] The above-described implementation method of this application determines the corresponding theoretical charging power by looking up a preset mapping table based on battery temperature and state of charge. Then, based on the battery health status, the charging power attenuation coefficient corresponding to the vehicle battery is obtained. The theoretical charging power is then corrected based on the charging power attenuation coefficient to determine the corresponding feasible charging power, thereby accurately determining the feasible charging power.

[0069] To accurately determine the corresponding first charging temperature, in some implementations, reference is made to... Figure 3 Based on the state of charge, the corresponding maximum charging power and the corresponding first charging temperature are determined, including the following steps: S301 to S303.

[0070] S301: Determine the corresponding theoretical maximum charging power by looking up a preset mapping table based on the state of charge.

[0071] S302: Correct the theoretical maximum charging power according to the charging power attenuation coefficient to obtain the corresponding maximum charging power.

[0072] S303: Based on the highest charging power, look up the preset mapping table to determine the corresponding first charging temperature.

[0073] In the specific implementation of S301, the precise value of the current battery state of charge (SOC) provided by the battery monitoring circuit is read. Then, a pre-stored first mapping table is accessed, which establishes a correspondence between different SOC values ​​and the maximum allowable charging power values ​​under a set of reference conditions. Using the read SOC value as the input index, an exact match is performed in the first mapping table, or a linear interpolation calculation is performed between adjacent values, thereby retrieving and outputting a "theoretical maximum charging power" value corresponding to that SOC.

[0074] In the specific implementation of S302, the "charging power attenuation coefficient" is read, and the "theoretical maximum charging power" is multiplied by the "charging power attenuation coefficient" to calculate a product. This product result is used as the corrected maximum charging power considering the battery's health state.

[0075] In the specific implementation of S303, the calculated "maximum charging power" value is read. Then, a second mapping table pre-stored in its program memory is accessed. This table defines the recommended target temperature values ​​for achieving optimal charging efficiency and safety at different charging power levels. Using the read "maximum charging power" value as the input index, the table is looked up, and a recommended temperature value uniquely corresponding to the input power value is retrieved and output. This value is then determined as the first charging temperature.

[0076] The above-described implementation of this application's embodiments determines the corresponding theoretical maximum charging power by looking up a preset mapping table based on the state of charge, then corrects the theoretical maximum charging power according to the charging power attenuation coefficient to obtain the corresponding maximum charging power, and then determines the corresponding first charging temperature by looking up the preset mapping table based on the maximum charging power, thereby accurately determining the corresponding first charging temperature.

[0077] As another implementation of this application, refer to Figure 4 The method includes the following steps: S401 to S406.

[0078] S401: Obtain charging data.

[0079] Specifically, the BMS interacts with the charging pile to obtain the charging pile's maximum output power P1; the BMS interacts with the vehicle controller to obtain the vehicle's current load energy consumption P2; the BMS uses a preset mapping table to look up the battery's charging power P3 under the current temperature and SOC conditions; the BMS uses the preset mapping table to look up the corresponding maximum charging power P4 and the corresponding temperature T under the current SOC conditions. As another implementation, a request message is sent to the battery management system via the controller area network bus to obtain the current state of the vehicle battery, which includes at least the state of charge, temperature, and health status; simultaneously, a request message is sent to the vehicle controller or power management module to obtain the real-time vehicle load power consumption; furthermore, messages periodically broadcast or responded to by the charging pile are received via the communication link between the vehicle and the charging pile, from which the rated power parameters of the charging pile are parsed. The controller decodes the response messages received from different sources and extracts the values ​​of the above parameters.

[0080] S402: Determine whether the charging pile capacity exceeds the current battery demand. If yes, do not activate thermal management; otherwise, execute S403.

[0081] Specifically, when the difference between P1 and P2, i.e., the power that can be charged into the battery, is less than P3, it indicates that the charging capacity of the current charging pile is lower than the charging capacity of the battery, and therefore, battery thermal management intervention is unnecessary. This is because even heating or cooling the current battery will not improve charging efficiency, and the energy consumed by heating and cooling the battery is ineffective. When the difference between P1 and P2 is greater than P3, thermal management is activated to optimize the battery's charging capacity. As one implementation method, the "charging pile rated power" and "vehicle load power consumption" are read, and the difference between the two is calculated as the actual available power. Simultaneously, based on the acquired battery status, a preset mapping table is consulted, and an attenuation coefficient is applied to calculate or determine the battery's current demand in the current state. The value of "charging pile capacity" is arithmetically compared with the value of "battery current demand." If the "charging pile capacity" is greater than the "battery current demand," it is determined that the external power supply capacity is sufficient, and active thermal management is not required; the process ends at this branch or enters standby mode. Otherwise, it is determined that the power supply capacity may become a limitation or that temperature control is necessary, and the process proceeds to step S403.

[0082] S403: Determine whether the charging station's capacity has reached the battery's maximum charging power. If yes, proceed to S404; otherwise, proceed to S405.

[0083] Specifically, the "maximum battery charging power" is determined. This power can be an absolute upper limit value obtained by looking up the battery's SOH and SOC, without considering current temperature limitations; that is, the theoretical maximum charging power after SOH attenuation. The controller compares the "charging station capacity" calculated in S402 with this "maximum battery charging power". If the "charging station capacity" is greater than or equal to the "maximum battery charging power", it is determined that the charging station can provide the theoretically acceptable maximum power of the battery, and S404 is executed; if the "charging station capacity" is less than the "maximum battery charging power", it is determined that the charging station's output capacity is insufficient, and the maximum charging power is limited by external power supply, and S405 is executed.

[0084] S404: Set the target power to the maximum charging power and determine the target temperature accordingly.

[0085] Specifically, using the maximum charging power as the key input parameter, a preset mapping table is consulted. This table defines the recommended battery temperature for achieving optimal charging efficiency and battery life at different power levels. Through the table lookup operation, the recommended temperature value matching the current target power is retrieved and set as the target temperature.

[0086] S405: Set the target power to the actual available power and look up the target temperature in the table.

[0087] Specifically, the actual available power calculated by S402 is set as the current target power. This power is the actual available power limited by external factors, not the theoretical maximum value of the battery. Therefore, the recommended temperature that matches this actual power level is obtained by looking up a table, and the controller sets this temperature value as the target temperature.

[0088] S406: Thermal management based on target temperature.

[0089] Specifically, the system continuously reads the actual temperature value fed back by the battery temperature sensor, compares it with the target temperature, calculates the temperature difference, and then performs thermal management.

[0090] In summary, when the difference between P1 and P2 is greater than or equal to P4, the optimized target power is P4, and the target temperature for thermal management is T. When the difference between P1 and P2 is less than P4, the optimized target power is set to the difference between P1 and P2, and the target temperature for thermal management is obtained by looking up the corresponding temperature T in a preset mapping table, combining the current SOC and the target power. P3, P4, SOC, and the target temperature T are dynamically adjusted as charging progresses.

[0091] By using the above methods, we can maximize the charging pile's capabilities and improve charging efficiency, while avoiding energy waste caused by excessive adjustment of the thermal management target temperature.

[0092] A vehicle charging thermal management system, comprising a battery management system and a thermal management controller.

[0093] The battery management system is configured to perform the steps of the charging thermal management method for any of the vehicles described in the above embodiments.

[0094] The thermal management controller is configured to heat or cool the battery according to instructions from the battery management system.

[0095] An electric vehicle includes a charging thermal management system as described above.

[0096] Figure 5 A schematic diagram of the structure of the vehicle charging thermal management hardware provided in an embodiment of this application is shown.

[0097] The vehicle's charging thermal management device may include a processor 501 and a memory 502 storing computer program instructions.

[0098] Specifically, the processor 501 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0099] Memory 502 may include mass storage for data or instructions. For example, and not limitingly, memory 502 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 502 may include removable or non-removable (or fixed) media. Where appropriate, memory 502 may be internal or external to the integrated gateway disaster recovery device. In a particular embodiment, memory 502 is non-volatile solid-state memory.

[0100] The memory may include read-only memory (ROM), random access memory (RAM), disk storage media devices, optical storage media devices, flash memory devices, and electrical, optical, or other physical / tangible memory storage devices. Therefore, typically, a memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described in the charging thermal management method for a vehicle according to any embodiment of this disclosure.

[0101] The processor 501 reads and executes computer program instructions stored in the memory 502 to implement any of the vehicle charging thermal management methods in the above embodiments.

[0102] In one example, the vehicle's charging thermal management device may also include a communication interface 503 and a bus 510. Wherein, as... Figure 5 As shown, the processor 501, memory 502, and communication interface 503 are connected through bus 510 and complete communication with each other.

[0103] The communication interface 503 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0104] Bus 510 includes hardware, software, or both, that couples components of an online data traffic metering device together. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or combinations of two or more of these. Where appropriate, bus 510 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, this application contemplates any suitable bus or interconnect.

[0105] Furthermore, in conjunction with the vehicle charging thermal management methods described in the above embodiments, this application embodiment can provide a computer storage medium for implementation. The computer storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement any of the vehicle charging thermal management methods described in the above embodiments.

[0106] This application also provides a computer program product, including a computer program that, when executed, implements any of the vehicle charging thermal management methods described in the above embodiments.

[0107] It should be clarified that this application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of this application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of this application.

[0108] The functional blocks shown in the above-described structural diagram can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, they can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. Programs or code segments can be stored on a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried on a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, fiber optic media, radio frequency (RF) links, etc. Code segments can be downloaded via computer networks such as the Internet, intranets, etc.

[0109] It should also be noted that the exemplary embodiments mentioned in this application describe methods or systems based on a series of steps or apparatus. However, this application is not limited to the order of the above steps; that is, the steps can be performed in the order mentioned in the embodiments, or in a different order, or several steps can be performed simultaneously.

[0110] The aspects of this disclosure have been described above with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block in the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that these instructions, executable via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions / actions specified in one or more blocks of the flowchart illustrations and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It is also understood that each block in the block diagrams and / or flowchart illustrations, and combinations of blocks in the block diagrams and / or flowchart illustrations, can also be implemented by an FPGA performing the specified functions or actions, or can be implemented by a combination of an FPGA and computer instructions.

[0111] The above description is merely a specific implementation of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A method for managing the charging thermal of a vehicle, characterized in that, The vehicle is equipped with a battery, and the method includes: When the battery establishes a charging connection with the charging pile, the rated power of the charging pile, the vehicle load power consumption, and the current state of the vehicle battery are obtained. The actual usable power of the vehicle battery is determined based on the rated power of the charging pile and the vehicle load power consumption. Based on the current state of the vehicle battery, determine the corresponding feasible charging power; When the actual available power is greater than the feasible charging power, charging thermal management is performed on the battery.

2. The vehicle charging thermal management method according to claim 1, characterized in that, The current state of the vehicle battery includes battery temperature and state of charge. The step of performing charging thermal management on the battery when the actual available power is greater than the feasible charging power includes: Based on the state of charge, determine the battery charging power and the corresponding charging temperature; Based on the charging temperature, thermal management of the battery is performed.

3. The vehicle charging thermal management method according to claim 2, characterized in that, The step of determining the battery charging power and corresponding charging temperature based on the state of charge includes: When the actual available power is greater than or equal to the feasible charging power, the corresponding maximum charging power and the corresponding first charging temperature are determined based on the state of charge; the maximum charging power is determined as the battery charging power, and the first charging temperature is determined as the charging temperature; The step of performing charging thermal management on the battery based on the charging temperature includes: When the actual available power is greater than or equal to the feasible charging power, battery thermal management is performed with the first charging temperature as the target temperature so that the battery reaches the first charging temperature.

4. The vehicle charging thermal management method according to claim 2, characterized in that, The process of determining the battery charging power and corresponding charging temperature based on the state of charge includes... If the actual available power is less than the feasible charging power, the actual available power is determined as the battery charging power. Based on the actual available power and the state of charge, a corresponding second charging temperature is determined and used as the charging temperature; The step of performing charging thermal management on the battery based on the charging temperature includes: If the actual available power is less than the feasible charging power, battery thermal management is performed with the second charging temperature as the target temperature so that the battery reaches the second charging temperature.

5. The vehicle charging thermal management method according to claim 3, characterized in that, The current state of the vehicle battery also includes the battery health status. Determining the corresponding feasible charging power based on the current state of the vehicle battery includes: Based on the battery temperature and the state of charge, a preset mapping table is consulted to determine the corresponding theoretical charging power; Based on the battery health status, the charging power attenuation coefficient corresponding to the vehicle battery is obtained; The theoretical charging power is corrected based on the charging power attenuation coefficient to determine the corresponding feasible charging power.

6. The vehicle charging thermal management method according to claim 5, characterized in that, The step of determining the corresponding maximum charging power and the corresponding first charging temperature based on the state of charge includes: Based on the state of charge, a preset mapping table is looked up to determine the corresponding theoretical maximum charging power; The theoretical maximum charging power is corrected according to the charging power attenuation coefficient to obtain the corresponding maximum charging power. The corresponding first charging temperature is determined by looking up a preset mapping table based on the highest charging power.

7. The vehicle charging thermal management method according to claim 1, characterized in that, The step of determining the actual usable power of the vehicle battery based on the rated power of the charging pile and the vehicle load power consumption includes: Calculate the difference between the rated power of the charging pile and the power consumption of the vehicle load; The difference is taken as the actual usable power of the vehicle battery.

8. The charging thermal management method for a vehicle according to any one of claims 1 to 7, characterized in that, When a charging connection is established between the battery and the charging pile, the process of acquiring the rated power of the charging pile, the vehicle load power consumption, and the current state of the vehicle battery includes: When the battery establishes a charging connection with the charging pile, an information acquisition request is sent to the charging pile to obtain the rated power of the charging pile. Send an information acquisition request to the vehicle controller to obtain the vehicle load power consumption and the current status of the vehicle battery.

9. A vehicle charging thermal management system, characterized in that, The vehicle's charging thermal management system includes a battery management system and a thermal management controller; The battery management system is configured to perform the steps of the method according to any one of claims 1 to 8; The thermal management controller is configured to heat or cool the battery according to instructions from the battery management system.

10. An electric vehicle, characterized in that, The electric vehicle includes the vehicle charging thermal management system as described in claim 9.

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