A battery temperature control method, device, apparatus and medium

Abstract

The application discloses a battery temperature control method, device, equipment and medium, through vehicle power-off snapshot data, environment data, height-radiation coupling model, equivalent external heat source temperature, battery pack thermal inertia coefficient and battery temperature rise prediction model, a forward-looking battery temperature control mechanism is constructed. The vehicle does not take action until the battery temperature is too high, but predicts the rising trend of the battery temperature, and when the battery temperature rises to the battery safety temperature threshold, the vehicle is actively awakened and the heat management system is started to cool the battery. In this way, the overheat of the battery can be effectively avoided when the battery is parked for a long time in a high temperature environment, thereby prolonging the service life of the battery and improving the safety of the battery.

Description

Technical Field

[0001] This application relates to the field of battery temperature control technology, specifically to a battery temperature control method, device, equipment, and medium. Background Technology

[0002] In extreme summer temperatures, prolonged exposure to direct sunlight can cause a rapid rise in the temperature of the battery cells inside the battery pack. This not only accelerates the consumption of active materials within the battery, leading to irreversible damage to its lifespan, but also poses a safety hazard of thermal runaway. Furthermore, when passengers enter a sun-exposed cabin, the extremely high temperature inside creates intense heat and discomfort, resulting in a deteriorated driving experience. Summary of the Invention

[0003] In view of the shortcomings of the prior art described above, the purpose of this application is to provide a battery temperature control method, apparatus, device and medium to solve at least one of the above-mentioned defects.

[0004] In a first aspect, this application provides a battery temperature control method, comprising: Acquire vehicle power-off snapshot data and environmental data of the vehicle parking area; wherein, the vehicle power-off snapshot data includes the initial temperature of the battery cells and the current chassis height, and the environmental data includes the ambient temperature of the vehicle parking area and the ground temperature; Based on the current chassis height and the pre-constructed height-radiation coupling model, the thermal radiation interception rate is obtained; wherein, in the height-radiation coupling model, the chassis height and the thermal radiation interception rate are negatively correlated. The equivalent external heat source temperature is obtained based on the ambient temperature, the ground temperature, and the heat radiation interception rate. Based on the equivalent external heat source temperature, the battery pack thermal inertia coefficient, and the pre-built battery temperature rise prediction model, the vehicle wake-up time is obtained; wherein, the vehicle wake-up time represents the time required for the cell temperature to rise from the initial cell temperature to the preset cell safety temperature threshold; the battery pack thermal inertia coefficient represents the rate of temperature change of the battery pack when absorbing thermal radiation, and the battery temperature rise prediction model represents the dynamic process of cell temperature change over time; In response to the vehicle's sleep time reaching the wake-up time, a pre-cooling start command is sent to the vehicle, which instructs the thermal management system to control the battery temperature.

[0005] This application constructs a forward-looking battery temperature control mechanism by utilizing vehicle power-off snapshot data, environmental data, a height-radiation coupling model, equivalent external heat source temperature, battery pack thermal inertia coefficient, and a battery temperature rise prediction model. Instead of waiting until the cell temperature is already too high before taking action, the vehicle actively wakes up and activates the thermal management system to cool the battery when the battery temperature rises to the cell's safe temperature threshold, based on the predicted upward trend of the cell temperature. This effectively prevents the battery from overheating during prolonged parking in high-temperature environments, thereby extending battery life and improving battery safety.

[0006] In one embodiment of this application, the method for determining the ground temperature includes: Identify the ground type of the vehicle parking area; Radiation compensation is obtained based on the ground type and a pre-established first correlation; wherein, the first correlation represents the correspondence between ground type and radiation compensation. The ambient temperature is corrected based on the radiation compensation to obtain the ground temperature.

[0007] This application identifies the ground type of the vehicle parking area and obtains radiation compensation based on a pre-established first correlation, and then corrects the ambient temperature based on the radiation compensation to obtain a more accurate ground temperature.

[0008] In one embodiment of this application, the method for determining the thermal inertia coefficient of the battery pack includes: Obtain the equivalent thermal resistance and equivalent heat capacity of the battery pack; The thermal inertia coefficient of the battery pack is obtained based on the equivalent thermal resistance and the equivalent thermal capacity.

[0009] In one embodiment of this application, the method for determining the thermal inertia coefficient of the battery pack further includes a first correction step, which includes: Obtain the real-time wind speed in the vehicle parking area; The correction coefficient is determined based on the real-time wind speed and the pre-established second correlation relationship; wherein the second correlation relationship represents the correspondence between wind speed and correction coefficient. The equivalent thermal resistance is corrected based on the correction factor.

[0010] This application quantifies the impact of ambient wind speed on dynamic heat loss by acquiring real-time wind speed and using it to dynamically correct the equivalent thermal resistance, thereby improving the prediction accuracy of the battery temperature rise prediction model and making the prediction of vehicle wake-up time more accurate.

[0011] In one embodiment of this application, the method for determining the thermal inertia coefficient of the battery pack further includes a second correction step, the second correction step including: Get battery health status; Based on the preset aging sensitivity coefficient and the battery health status, the aging factor coefficient is obtained; The equivalent heat capacity is corrected using the aging factor coefficient.

[0012] This application obtains the battery health status and the aging factor coefficient based on a preset aging sensitivity coefficient, and then corrects the equivalent heat capacity, making the calculation of the battery pack thermal inertia coefficient closer to the actual working conditions of the battery, further improving the accuracy of the battery temperature rise prediction model, and thus making the prediction of vehicle wake-up time more accurate.

[0013] In one embodiment of this application, the control method further includes an equivalent external heat source temperature correction step, the equivalent external heat source temperature correction step comprising: Obtain the actual cell temperature when the vehicle is woken up during the current work cycle; one work cycle is the complete process of the vehicle being woken up from hibernation, performing battery cooling operation, and then being powered down and hibernating again. Using a pre-built battery temperature rise prediction model, the predicted cell temperature when the vehicle is woken up is predicted. Calculate the first temperature deviation between the actual temperature of the battery cell and the initial temperature of the battery cell, and the second temperature deviation between the predicted temperature of the battery cell and the initial temperature of the battery cell; A correction factor is determined based on the first temperature deviation and the second temperature deviation, and the correction factor is used to characterize the ratio of the first temperature deviation to the second temperature deviation. The correction factor calculated in the current work cycle is weighted and fused with the historical correction factor from the previous work cycle to update the correction factor and obtain the adaptive correction factor. The equivalent external heat source temperature is corrected using the adaptive correction factor to obtain the corrected equivalent external heat source temperature.

[0014] This application corrects the equivalent external heat source temperature based on the predicted temperature rise (second temperature deviation) and the actual temperature rise (first temperature deviation), making the subsequent wake-up time prediction more accurate. This allows for more reasonable scheduling of the thermal management system to cool the battery, effectively preventing the battery from aging faster due to overheating and improving battery safety and lifespan.

[0015] In one embodiment of this application, the pre-cooling start-up command carries a target cooling strategy, and the generation of the target cooling strategy includes: Obtain the actual temperature of the battery cells when the vehicle is woken up; The actual temperature of the battery cell is compared with multiple preset temperature ranges to determine the temperature range in which the actual temperature of the battery cell is located, which is then used as the target temperature range. Based on the target temperature range and the third correlation, a target cooling strategy is determined so that the thermal management system can cool the battery according to the target cooling strategy. The third correlation represents the correspondence between the temperature range and the cooling strategy.

[0016] After the vehicle is activated, this application dynamically determines the target cooling strategy based on the actual temperature of the battery cells, thereby achieving precise control of the battery cell temperature. This avoids the problem of insufficient cooling that may be caused by using a single cooling strategy to a certain extent and improves cooling efficiency.

[0017] Secondly, this application provides a battery temperature control device, comprising: The data acquisition module is used to acquire vehicle power-off snapshot data and environmental data of the vehicle parking area; wherein, the vehicle power-off snapshot data includes the initial temperature of the battery cells and the current chassis height, and the environmental data includes the ambient temperature of the vehicle parking area and the ground temperature; The thermal radiation interception rate calculation module is used to calculate the thermal radiation interception rate based on the current chassis height and the pre-built height-radiation coupling model; wherein, in the height-radiation coupling model, the chassis height and the thermal radiation interception rate are negatively correlated. The equivalent external heat source temperature calculation module is used to calculate the equivalent external heat source temperature based on the ambient temperature, the ground temperature, and the heat radiation interception rate. The wake-up time calculation module is used to obtain the vehicle wake-up time based on the equivalent external heat source temperature, the battery pack thermal inertia coefficient, and a pre-built battery temperature rise prediction model. The vehicle wake-up time represents the time required for the cell temperature to rise from its initial temperature to a preset cell safety temperature threshold. The battery pack thermal inertia coefficient represents the rate of temperature change of the battery pack when absorbing thermal radiation, and the battery temperature rise prediction model represents the dynamic process of cell temperature change over time. The control module is used to send a pre-cooling start command to the vehicle in response to the vehicle's sleep time reaching the wake-up time. The pre-cooling start command is used to instruct the thermal management system to control the battery temperature.

[0018] Thirdly, this application provides an electronic device, comprising: One or more processors; and A memory for storing one or more programs that, when executed by one or more processors, cause the processors to implement the method.

[0019] Fourthly, this application provides a machine-readable medium having instructions stored thereon that, when executed by one or more processors, cause the processors to perform the method described thereon.

[0020] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0021] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of an exemplary battery temperature control method implementation environment according to this application; Figure 2 This is a schematic flowchart of a battery temperature control method according to an exemplary embodiment of this application; Figure 3 This is a schematic flowchart of a method for determining ground temperature according to an exemplary embodiment of this application; Figure 4 This is a schematic flowchart illustrating the equivalent external heat source temperature correction steps of an exemplary embodiment of this application; Figure 5 This is a schematic diagram of a process for controlling the temperature of a battery with a corresponding target cooling strategy, as an exemplary embodiment of this application. Figure 6 This is a schematic diagram of a battery temperature control device according to an exemplary embodiment of this application; Figure 7 A schematic diagram of a computer system suitable for implementing the memory of the embodiments of this application is shown. Detailed Implementation

[0023] The embodiments of this application will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be understood that the preferred embodiments are only for illustrating this application and are not intended to limit the scope of protection of this application.

[0024] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. Therefore, the drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0025] In the following description, numerous details are explored to provide a more thorough explanation of embodiments of the present application. However, it will be apparent to those skilled in the art that embodiments of the present application may be practiced without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring embodiments of the present application.

[0026] Figure 1 This is a schematic diagram illustrating the implementation environment of an exemplary battery temperature control method according to this application. Please refer to... Figure 1 This implementation environment includes vehicle-side and cloud servers, which communicate with each other via a communication module. The vehicle-side components include: Vehicle Controller (VDC), Battery Management System (BMS), and Thermal Management System (TMS).

[0027] The cloud server is configured to integrate vehicle power-off snapshot data and environmental data from the vehicle's parking area to build a battery temperature rise prediction model. The vehicle power-off snapshot data includes the initial cell temperature and current chassis height, while the environmental data includes the ambient temperature and ground temperature of the parking area. Ambient temperature can be obtained externally via a meteorological data input interface. This interface, acting as a channel for the cloud server to obtain external environmental information, can interface with the API (Application Programming Interface) of third-party commercial meteorological service providers to retrieve the ambient temperature of the vehicle's location for the next several hours to tens of hours in real time. The environmental data also includes real-time wind speed in the parking area.

[0028] The communication module communicates with the cloud server to receive control commands from the cloud server and is responsible for uploading data from the vehicle to the cloud server. The communication module can be an in-vehicle communication terminal (Telematics Box, or TBOX for short). The TBOX integrates a cellular network communication module (such as a 4G / 5G module), a satellite positioning module, and an in-vehicle bus transceiver, serving as a gateway for information exchange between the vehicle and the outside world.

[0029] The Vehicle Domain Controller (VDC) is electrically connected to the onboard communication terminal TBOX and is configured to wake up the vehicle according to control commands and schedule the thermal management system to control the battery temperature (specifically, to cool the battery). The VDC is the core hub of the vehicle control system, responsible for coordinating the operation of various subsystems. In this application, the VDC interacts with the TBOX at high speed via an onboard Ethernet or CAN (Controller Area Network) bus.

[0030] The Battery Management System (BMS) is electrically connected to the vehicle controller to monitor battery status in real time, including cell temperature, State of Health (SOH), and State of Charge (SOC). This data is uploaded to a cloud server by the vehicle controller's VDC.

[0031] The Thermal Management System (TMS) is electrically connected to the vehicle controller and is configured to cool the battery under the control of the vehicle controller. The TMS is a complex electromechanical-hydraulic system that may include actuators such as an air conditioning compressor, battery cooler, battery electronic expansion valve (BEXV), electronic water pump (EWP), three-way valve, cooling fan, and liquid cooling / heat-dissipating plates distributed throughout the bottom of the battery pack. All actuators in the TMS are electrically connected to and controlled by the vehicle controller.

[0032] Please see Figure 2 , Figure 2 This is a schematic flowchart of a battery temperature control method according to an exemplary embodiment of this application. The battery temperature control method includes at least steps S210 to S250, which are described in detail below: Step S210: Obtain vehicle power-off snapshot data and environmental data of the vehicle parking area; wherein, the vehicle power-off snapshot data includes the initial temperature of the battery cells and the current chassis height, and the environmental data includes the ambient temperature and the ground temperature; Chassis height refers to the vertical distance between the lowest physical point of the vehicle's chassis and the ground where it is parked. For vehicles equipped with air suspension systems, chassis height can be collected by air suspension height sensors; for vehicles with fixed suspension, chassis height can be the ground clearance specified at the factory.

[0033] In this step, at the instant the vehicle ends its journey, the driver locks the vehicle, and triggers the vehicle power-down process, the vehicle controller initiates the power-down snapshot data collection process. The vehicle controller sends a data request command to the battery management system via the CAN bus to obtain data collected by the battery management system, including the initial temperature of the battery cells (which could be the average temperature of all cells), SOC, and SOH (State of Health, typically referring to the degree of degradation of battery capacity, internal resistance, etc., relative to the initial state). Simultaneously, the vehicle controller sends a height request command to the air suspension controller to obtain the current chassis height measured by the air suspension height sensor. After obtaining the above data, the vehicle controller constructs the vehicle power-down snapshot data. At the same time, the TBOX obtains the current GPS (Global Positioning System) coordinates and uploads them to the cloud server. Upon receiving the coordinates, the cloud server retrieves environmental data for that location via a meteorological interface, including ambient temperature and ground temperature.

[0034] Step S220: Based on the current chassis height and the pre-built height-radiation coupling model, the thermal radiation interception rate is obtained; wherein, in the height-radiation coupling model, the chassis height and the thermal radiation interception rate are negatively correlated. The height-radiation coupling model is a pre-established mathematical model that represents the relationship between vehicle chassis height and the thermal radiation interception rate of the battery pack. In this model, increasing chassis height leads to a decrease in thermal radiation interception rate, and vice versa.

[0035] The establishment of the high-radial coupling model includes: Step 1: Establish a thermal radiation distribution model. Assume the total upward radiation flux emitted from the region directly beneath the ground is... The effective heat radiation intercepted by the bottom surface of the battery pack is The heat radiation that escapes from the sides of the chassis into the atmosphere is According to the law of conservation of energy, the following heat distribution equation applies: .

[0036] Step 2: Introducing Geometric Feature Correlation. The heat radiation interception capability (also called heat radiation interception rate) of a battery pack is directly related to its bottom area. With a fixed battery pack length, the heat radiation interception capability is directly proportional to the battery pack width W; that is, the larger the battery pack width W, the more heat radiation is intercepted. The ability of heat radiation to escape in all directions is directly proportional to the chassis height. The higher the chassis height, the larger the lateral open space between the chassis and the ground, and the more heat radiation leaks out and escapes into the atmosphere. Simultaneously, considering that the car chassis is not perfectly flat and has obstructions such as tires and suspension arms, these obstructions scatter heat, thereby reducing the heat radiation ultimately reaching the bottom of the battery pack. Based on this, this application provides an empirical scattering coefficient. This scattering effect is quantified. For example, based on engineering experience, an empirical scattering coefficient is used. It is 1.5.

[0037] Step 3: Effective thermal radiation With battery pack width W Proportional to the thermal radiation escaping into the atmosphere. With chassis height and scattering empirical coefficient The product is proportional. Radiation interception rate is defined as the effective thermal radiation intercepted by the battery pack. With total radiation flux The ratio is expressed as: = , The radiation interception rate is 0 to 1, and W is the width of the battery pack in meters. This is the current chassis height, in meters (m). k Scattering empirical coefficient.

[0038] When the chassis is completely grounded under extreme conditions (i.e., the air suspension is at its lowest setting) When =0), the result is calculated according to the radiation interception rate calculation formula. Approximately equal to 1, indicating that 100% of the infrared thermal radiation emitted from the ground is intercepted and absorbed by the bottom of the battery pack; when the chassis is raised indefinitely (i.e., When the value approaches infinity, the radiation interception rate is calculated according to the formula. A value approximately equal to 0 indicates that the radiation from the ground is completely dispersed in space, having no thermal impact on the battery pack. Through this coupled model, the cloud server can accurately quantify the proportion of surface radiant heat intercepted by the chassis based on the actual chassis height uploaded when the vehicle is powered off, eliminating calculation errors in heat load caused by variations in chassis height.

[0039] Step S230: Obtain the equivalent external heat source temperature based on the ambient temperature, ground temperature, and heat radiation interception rate; In this step, the equivalent external heat source temperature can be obtained based on the acquired ambient temperature, ground temperature, and calculated heat radiation interception rate. The equivalent external heat source temperature can be obtained using a preset calculation formula, for example... ,in, Indicates the equivalent external heat source temperature. Indicates ambient temperature. Indicates ground temperature. This indicates the thermal radiation interception rate.

[0040] In this formula, the lower the chassis suspension (i.e. The smaller, When the temperature of the equivalent external heat source is larger, the equivalent external heat source temperature is... The closer to the ground temperature This indicates that the stronger the heating effect of ground thermal radiation on the bottom of the battery pack; the higher the suspension (i.e., The larger, When the value is smaller, the equivalent external heat source temperature is... The closer to the ambient temperature This indicates that the impact of ground radiation has weakened.

[0041] Step S240: Based on the equivalent external heat source temperature, the battery pack thermal inertia coefficient, and the pre-built battery temperature rise prediction model, the vehicle wake-up time is obtained; wherein, the vehicle wake-up time represents the time required for the cell temperature to rise from the initial cell temperature to the preset cell safety temperature threshold; the battery pack thermal inertia coefficient represents the rate of temperature change of the battery pack when absorbing thermal radiation, and the battery temperature rise prediction model represents the dynamic process of cell temperature change over time; As a complex physical system with a large heat capacity, the battery pack exhibits significant thermal inertia in its temperature changes, meaning that temperature changes lag behind changes in the external heat source. To describe this dynamic physical process, embodiments of this application construct a first-order thermal inertia model, namely a battery temperature rise prediction model.

[0042] The process of building a battery temperature rise prediction model includes: Step 1: The rate of change of cell temperature is directly proportional to the equivalent ambient temperature difference, that is... ,in, for The cell temperature at any given time, in °C; The thermal inertia coefficient of the battery pack; This represents the equivalent external heat source temperature, expressed in °C.

[0043] Step 2: Solve the differential equation.

[0044] make This represents the difference between the cell temperature and the equivalent external heat source temperature. (Regarding time...) Taking the derivative, we get: Combining this with the formula in Step 1, we can obtain:

[0045] therefore, .

[0046] Integrating the above equation, we get: .

[0047] Substituting the initial conditions, when t When =0, The initial temperature difference is ,therefore Then Substituting the values, we get the final formula:

[0048] in, This represents the predicted cell temperature after a shutdown time t, in °C. The initial cell temperature in the power-down snapshot data is expressed in °C. This represents the thermal inertia coefficient of the battery pack; the larger the coefficient, the slower the battery pack heats up.

[0049] Step 3: Determine the time it takes for the temperature rise to reach the threshold temperature by reversing the model.

[0050] In order to achieve the safe temperature threshold for the battery cell Precise vehicle wake-up time allows for battery cooling, predicting cell temperature after a parking time of t. = Then, by inversely solving the above equation, the precise time required to reach the cell's safe temperature threshold can be obtained. t (i.e., wake-up time):

[0051] in, t The wake-up time is measured in units of 1. h (Hour); This is a preset safe temperature threshold for the battery cell, expressed in °C. For example, the safe temperature threshold for the battery cell could be 45 °C, which is the upper limit of the comfort zone for mainstream ternary lithium and lithium iron phosphate batteries to maintain good electrochemical activity.

[0052] In step S250, in response to the vehicle's sleep time reaching the wake-up time, a pre-cooling start command is sent to the vehicle. The pre-cooling start command is used to instruct the thermal management system to control the battery temperature.

[0053] In this step, the cloud server starts an internal timer with the moment the vehicle is powered off as the zero point. When the sleep state reaches the wake-up time, the cloud server actively sends a pre-cooling start command to the vehicle. Upon receiving the command, the vehicle wakes up and, through the vehicle controller, instructs the thermal management system to control the battery temperature using appropriate target cooling strategies. For example, the thermal management system can activate cooling fans or an electric water pump to reduce the battery pack temperature.

[0054] This application constructs a forward-looking battery temperature control mechanism by utilizing vehicle power-off snapshot data, environmental data, a height-radiation coupling model, equivalent external heat source temperature, battery pack thermal inertia coefficient, and a battery temperature rise prediction model. Instead of waiting until the cell temperature is already too high before taking action, the vehicle actively wakes up and activates the thermal management system to cool the battery when the battery temperature rises to the cell's safe temperature threshold, based on the predicted upward trend of the cell temperature. This effectively prevents the battery from overheating during prolonged parking in high-temperature environments, thereby extending battery life and improving battery safety.

[0055] In some embodiments described above, using a fixed ground temperature when obtaining the ground temperature of the vehicle parking area may not accurately reflect the actual impact of ground heat radiation on the bottom of the vehicle battery pack. This is because the significant differences in the absorption, reflection, and heat dissipation capabilities of different ground materials are not considered, leading to a deviation between the actual ground temperature and the ambient temperature. This deviation affects the accuracy of the calculation of the equivalent external heat source temperature, thereby reducing the accuracy of the battery temperature rise prediction model; therefore, compensation is necessary. Please refer to... Figure 3 , Figure 3 This is a schematic flowchart illustrating a method for determining ground temperature according to an exemplary embodiment of this application. The method for determining ground temperature includes at least steps S310 to S330, which are described in detail below: Step S310: Identify the ground type of the vehicle parking area; In this step, the ground type can be identified using satellite surface data. Ground types include, but are not limited to, asphalt pavement and concrete pavement.

[0056] Step S320: Obtain radiation compensation based on the ground type and the pre-established first correlation relationship; wherein, the first correlation relationship represents the correspondence between the ground type and the radiation compensation. The first association represents the correspondence between ground type and radiation compensation. Essentially, it's a pre-established mapping rule used to quantify the impact of different ground types on thermal radiation. For example, the thermal radiation characteristics of different ground types under specific environmental conditions can be experimentally measured or simulated. Then, a lookup table can be created based on this data, with the ground type as input and the corresponding radiation compensation as output.

[0057] For example, if the ground type is identified as open-air concrete, then radiation compensation is used as the first radiation compensation. For instance, the first radiation compensation can be 5~15℃; If the ground type is identified as open asphalt, then radiation compensation is used as the second radiation compensation. For example, the second radiation compensation can be 10~25℃; If the ground type is identified as asphalt ground exposed to summer sun, then radiation compensation is used as the third radiation compensation. For example, the second radiation compensation can be 20~40°C.

[0058] Step S330: Correct the ambient temperature based on radiation compensation to obtain the ground temperature.

[0059] In this step, the obtained ambient temperature is calculated together with the radiation compensation obtained based on the ground type to obtain a ground temperature that is closer to the actual ground temperature and improve the accuracy of ground temperature estimation.

[0060] As a specific implementation method, the correction of ambient temperature can be accomplished using the following formula:

[0061] in, Indicates ground temperature. Indicates ambient temperature. This indicates radiation compensation.

[0062] This application identifies the ground type of the vehicle parking area and obtains radiation compensation based on a pre-established first correlation, and then corrects the ambient temperature based on the radiation compensation to obtain a more accurate ground temperature.

[0063] In one embodiment, the method for determining the thermal inertia coefficient of the battery pack includes: obtaining the equivalent thermal resistance and equivalent heat capacity of the battery pack; and obtaining the thermal inertia coefficient of the battery pack based on the equivalent thermal resistance and equivalent heat capacity.

[0064] Equivalent thermal resistance refers to the degree of obstruction to heat transfer within the battery pack or between the battery pack and the environment. Equivalent thermal capacity refers to the battery pack's ability to store thermal energy.

[0065] The thermal inertia coefficient of the battery pack is obtained based on equivalent thermal resistance and equivalent heat capacity as follows: The equivalent thermal resistance... With equivalent heat capacity Multiplying them yields the thermal inertia coefficient of the battery pack, which is used for... express.

[0066] In some of the embodiments described above, in actual vehicle usage scenarios, the parking environment after the vehicle is powered off has a decisive impact on the heat loss rate of the battery cells. For example, vehicles parked in indoor environments such as underground garages mainly involve natural convection heat exchange with relatively stable and windless indoor air; while vehicles parked in open-air parking lots need to deal with the impact of wind speed changes on the equivalent thermal resistance. If a uniform equivalent thermal resistance is used, the thermal inertia coefficient of the battery pack will be fixed, thereby further generating temperature prediction deviations. Therefore, this application uses a high-precision positioning module to collect vehicle data, and the cloud server determines whether the vehicle is in an indoor or outdoor environment based on the latitude and longitude coordinates, altitude, and satellite signal attenuation characteristics reported by the vehicle (for example, satellite signals are usually significantly weakened or lost in underground garages). Different methods are used for temperature prediction for indoor and outdoor environments. For vehicles identified as being in outdoor environments, this application provides a method for correcting equivalent thermal resistance, specifically including: obtaining the real-time wind speed of the vehicle parking area; determining a correction coefficient based on the real-time wind speed and a pre-established second correlation relationship; wherein the second correlation relationship represents the correspondence between wind speed and the correction coefficient; and correcting the equivalent thermal resistance based on the correction coefficient.

[0067] The second correlation refers to the pre-established correspondence between wind speed and correction coefficients. This correspondence can be obtained through experimental testing, numerical simulation, or other methods. For example, a lookup table can be created where different wind speed ranges correspond to different correction coefficient values.

[0068] For example, the cloud server obtains the real-time wind speed at the vehicle's location through a real-time wind speed acquisition interface, and uses this real-time wind speed to correct the equivalent thermal resistance of the battery pack. The correction formula is as follows:

[0069] in, This is the corrected actual equivalent thermal resistance. The basic equivalent thermal resistance of the battery pack in a windless state. This is the wind speed correction factor.

[0070] The cloud server matches the wind speed with a second correlation (as shown in Table 1) pre-established based on actual engineering experience to determine the wind speed correction coefficient. For example, when the wind speed is 0, the wind speed correction factor... The wind speed correction factor is 1 when the wind speed reaches 5 m / s. It may drop to 0.85. Multiply the wind speed correction factor by the original equivalent thermal resistance. Thus, the actual equivalent thermal resistance is obtained. .

[0071] Table 1

[0072] This application dynamically corrects the equivalent thermal resistance by real-time wind speed, quantifies the impact of ambient wind speed on dynamic heat loss, improves the prediction accuracy of the battery temperature rise prediction model, and thus makes the prediction of vehicle wake-up time more accurate.

[0073] In some embodiments described above in this application, a method for determining the thermal inertia coefficient of a battery pack is proposed. This method is based on the equivalent thermal resistance and equivalent heat capacity of the battery pack. However, during actual battery use, the battery's health status changes with usage time, leading to a change in heat capacity. Based on this equivalent heat capacity, the determined battery pack thermal inertia coefficient may not accurately reflect the battery's true thermal behavior, thus affecting the accuracy of the battery temperature rise prediction model and potentially causing deviations in the battery temperature control strategy. Therefore, embodiments of this application provide a second correction step for correcting the equivalent heat capacity. The second correction step includes: obtaining the battery's health status; obtaining an aging factor coefficient based on a preset aging sensitivity coefficient and the battery's health status; and correcting the equivalent heat capacity using the aging factor coefficient.

[0074] Battery State of Health (SOH) refers to information about the current performance degradation or aging level of the battery. This information can be acquired in real-time by the battery management system and then uploaded to the cloud server via the vehicle controller. The preset aging sensitivity coefficient is a pre-determined parameter used to quantify the sensitivity of the equivalent heat capacity to battery aging; it can be determined based on empirical summaries of a large amount of actual vehicle operating data. The aging factor coefficient is a correction factor calculated based on the battery state of health and the aging sensitivity coefficient. The aging factor coefficient is shown below:

[0075] in, Represents the aging factor coefficient. Indicates the aging sensitivity coefficient. Ultimately, equivalent heat capacity . This represents the equivalent heat capacity without modification.

[0076] This application obtains the battery health status and the aging factor coefficient based on a preset aging sensitivity coefficient, and then corrects the equivalent heat capacity, making the calculation of the battery pack thermal inertia coefficient closer to the actual working conditions of the battery, further improving the accuracy of the battery temperature rise prediction model, and thus making the prediction of vehicle wake-up time more accurate.

[0077] In some embodiments described above in this application, the vehicle is woken up after it stops and the predicted wake-up time has elapsed. At this time, there is a predicted cell temperature. And the actual temperature of the battery cells when the vehicle is woken up. At this time, there is a temperature difference. If e > 0, it indicates that the actual temperature is higher than the predicted temperature, and the battery temperature rise prediction model underestimates the temperature rise; if e < 0, it indicates that the actual temperature is lower than the predicted temperature, and the battery temperature rise prediction model overestimates the temperature rise. In this case, the calculated equivalent external heat source temperature cannot fully and accurately reflect the thermal impact on the battery pack during actual dormancy, resulting in a deviation in the prediction of vehicle wake-up time and affecting the accuracy of battery temperature control. Based on this, embodiments of this application provide an equivalent external heat source temperature correction step.

[0078] Please see Figure 4 , Figure 4 This is a flowchart illustrating the equivalent external heat source temperature correction step of an exemplary embodiment of this application. The equivalent external heat source temperature correction step includes at least steps S410 to S460, which are described in detail below: Step S410: Obtain the actual cell temperature when the vehicle is woken up in the current working cycle; wherein, one working cycle is the complete process of the vehicle being woken up from hibernation, performing battery cooling operation, and then being powered down and hibernating again. For example, when the vehicle is woken up, the Battery Management System (BMS) reads the initial cell temperature and simultaneously acquires the current real-time cell temperature. These two temperature values ​​will be used for subsequent calculations of temperature deviations and corrections for equivalent external heat source temperatures.

[0079] It should be noted that a complete work cycle begins when the vehicle is woken up from hibernation, performs battery cooling operations, and continues until the vehicle is powered down again and enters a low-power hibernation state.

[0080] Step S420: Using a pre-built battery temperature rise prediction model, predict the cell temperature when the vehicle is woken up. When the vehicle is powered off, the Battery Management System (BMS) records the initial temperature of the battery cells. Then, the initial temperature of the battery cell is... and equivalent external heat source temperature Substitute into the battery temperature rise prediction model In this process, the temperature change process of the battery during dormancy is simulated to obtain the predicted temperature of the cell.

[0081] Step S430: Calculate the first temperature deviation between the actual temperature of the cell and the initial temperature of the cell, and the second temperature deviation between the predicted temperature of the cell and the initial temperature of the cell. For example, the first temperature deviation can be determined by the actual temperature of the battery cell. Subtract the initial temperature of the battery cell It is found that the second temperature deviation can be used to predict the temperature of the battery cell. Subtract the initial temperature of the battery cell get.

[0082] Step S440: Determine a correction factor based on the first temperature deviation and the second temperature deviation. The correction factor is used to characterize the ratio of the first temperature deviation to the second temperature deviation. For example, the correction factor is used express:

[0083] in, This indicates the actual temperature rise, i.e., the first temperature deviation; This indicates the predicted temperature rise, i.e., the second temperature deviation.

[0084] Step S450: The correction factor calculated in the current work cycle is weighted and fused with the historical correction factor of the previous work cycle to update the correction factor and obtain the adaptive correction factor. The correction factor for the current work cycle can be used as follows: This indicates that the historical correction factor for the previous working period can be used... express.

[0085] For example, the method of fusing the correction factor of the current working cycle with the historical correction factor can be achieved by using a first-order low-pass filter.

[0086]

[0087] in, The corrected factor is the adaptive correction factor. The learning rate is 0.2. In this embodiment, the learning rate is specifically set to 0.2.

[0088] The correction factor, after weighted fusion processing, is used as a new, more reliable adaptive correction factor for subsequent equivalent external heat source temperature correction. The updated adaptive correction factor will replace the original historical correction factor and become the historical correction factor for the next duty cycle.

[0089] Step S460: The equivalent external heat source temperature is corrected using an adaptive correction factor to obtain the corrected equivalent external heat source temperature.

[0090] The equivalent external heat source temperature can be corrected by incorporating an adaptive correction factor into the calculation logic of the equivalent heat source temperature using the following formula, so as to ensure that the corrected temperature can more accurately reflect the external thermal effects on the battery pack.

[0091] The corrected equivalent thermal environment temperature is:

[0092] This application corrects the equivalent external heat source temperature based on the predicted temperature rise (second temperature deviation) and the actual temperature rise (first temperature deviation), making the subsequent wake-up time prediction more accurate. This allows for more reasonable scheduling of the thermal management system to cool the battery, effectively preventing the battery from aging faster due to overheating and improving battery safety and lifespan.

[0093] Please see Figure 5 , Figure 5 This is a schematic flowchart illustrating the generation of a corresponding target cooling strategy in an exemplary embodiment of this application. The target cooling strategy is carried in the pre-cooling start-up command, and the generation of the target cooling strategy includes at least steps S510 to S530, detailed below: Step S510: Obtain the actual temperature of the battery cells when the vehicle is woken up; In this step, the actual temperature of the battery cell can be monitored in real time using an array of temperature sensors integrated within the battery management system. These sensors are typically located between the cells inside the battery pack or on the surface of the battery module. Once the actual cell temperature is collected, it is uploaded to a cloud server.

[0094] Step S520: Compare the actual temperature of the battery cell with multiple preset temperature ranges to determine the temperature range in which the actual temperature of the battery cell is located, and use it as the target temperature range. In this step, the actual temperature of the battery cell is matched with multiple preset temperature ranges to classify the actual temperature of the cell and categorize it into predefined temperature ranges so that different cooling strategies can be adopted for different temperature ranges. For example, a series of discrete temperature threshold points can be preset in the cloud server, such as (T1,T2], (T2,T3], (T3,T4], etc., and then the actual temperature of the battery cell is compared with these threshold points to determine which temperature range it falls into.

[0095] Step S530: Based on the target temperature range and the third correlation, determine the target cooling strategy so that the thermal management system can cool the battery according to the target cooling strategy. The third correlation represents the correspondence between the temperature range and the cooling strategy.

[0096] In this step, the most suitable cooling strategy is dynamically selected based on the specific temperature range of the battery to achieve efficient and precise temperature control. The third association can be a mapping table stored on a cloud server, which associates each temperature range with one or more predefined cooling strategies. After determining the target cooling strategy, the cloud server generates a wake-up command to wake up the vehicle. Once the vehicle is awakened, the vehicle controller controls the thermal management system to regulate the battery temperature, reducing the cell temperature to a safe range. The thermal management system, based on the determined target cooling strategy, sends instructions to the corresponding actuators, such as adjusting the cooling fan speed, controlling the electric water pump flow rate, and turning the air conditioning compressor on or off.

[0097] As a specific implementation method, the cloud server sends a pre-cooling start command to the vehicle so that after the vehicle is awakened, the thermal management system is scheduled by the vehicle controller to adjust the temperature according to the actual cell temperature. Implement the following gradual cooling strategy: Level 1: If the actual temperature of the battery cell If the temperature exceeds 45°C, it indicates that the battery is in an extremely high temperature danger zone. Control the air conditioner compressor to run at full speed and control the cooling fan to turn on the highest setting to provide maximum cooling capacity to quickly suppress the temperature rise.

[0098] Level 2: If the actual temperature of the battery cell When the temperature is greater than 35℃ and less than or equal to 45℃, the air conditioner compressor is controlled to operate within the set low-to-medium frequency range, the battery-side electronic expansion valve is opened, and the electronic water pump is controlled to operate at a power greater than the set power threshold, so that the refrigerant flows into the battery cooler and cools through active refrigerant.

[0099] Level 3: If the actual temperature of the battery cell The temperature is greater than 25℃ and less than or equal to 35℃, and the current ambient temperature is lower than the actual temperature of the battery cell. At this time, natural heat dissipation conditions are available. The air conditioning compressor is turned off, the electronic water pump is run, and the three-way valve is switched to external circulation mode, so that the coolant flows through the front radiator and the cooling fan performs natural heat exchange at a low speed, maximizing the saving of high-voltage power consumption.

[0100] If the actual temperature of the battery cell When the temperature drops below a comfortable level (e.g., 25°C), the vehicle's thermal management function will be stopped, and the vehicle will be powered off again to enter a sleep state.

[0101] As a specific implementation method, when executing the above-mentioned gradual cooling strategy, if the vehicle detects that the user has activated the remote pre-cooling request for the passenger compartment after being woken up, the vehicle controller will coordinate the opening of the passenger compartment air conditioning vents while scheduling the thermal management system to cool the battery pack, and dynamically adjust the compressor frequency according to the passenger compartment temperature. This will protect the battery and cool the passenger compartment in advance, eliminating the extreme discomfort in the cabin after being exposed to the summer sun, and greatly improving the user's travel experience.

[0102] After the vehicle is activated, this application dynamically determines the target cooling strategy based on the actual temperature of the battery cells, thereby achieving precise control of the battery cell temperature. This avoids the problem of insufficient cooling that may be caused by using a single cooling strategy to a certain extent and improves cooling efficiency.

[0103] In one embodiment, the temperature control method further includes: acquiring the rate of temperature change and / or the rate of wind speed change at the location of the vehicle; and recalculating the wake-up time in response to the rate of temperature change exceeding a first preset threshold and / or the rate of wind speed change exceeding a second preset threshold.

[0104] The temperature change rate refers to the amount of temperature change per unit time, i.e., how quickly the temperature changes over time; the wind speed change rate refers to the amount of wind speed change per unit time, i.e., how quickly the wind speed changes over time. A first preset threshold is used to determine if the temperature is abnormal; a second preset threshold is used to determine if the wind speed has changed significantly. These thresholds can be pre-calibrated.

[0105] The cloud server retrieves high-precision weather forecast data for the vehicle's location over the next few hours to tens of hours from a third-party platform via a meteorological data interface. This data includes, but is not limited to, ambient temperature and wind speed. Based on this weather forecast data, the wind speed change rate and temperature change rate can be obtained. After obtaining the temperature change rate and wind speed change rate, the temperature change rate is compared with a first preset threshold, and the wind speed change rate is compared with a second preset threshold. If either exceeds the preset threshold, the wake-up time required for the battery to rise from its current temperature to the cell's safe temperature threshold is recalculated, and the final wake-up time is updated accordingly.

[0106] As a specific implementation method, the first preset threshold is 3°C / h. This value is a typical critical value for identifying severe convective weather. That is, if the temperature change rate exceeds 3°C / h, it is considered that the temperature has undergone a continuous abnormal change, and the wake-up time needs to be recalculated.

[0107] The second preset threshold can be 5 m / s. When the rate of change of wind speed exceeds the second preset threshold (e.g., an increment of 5 m / s), the system recalculates the wake-up time to avoid delaying wake-up due to the battery temperature rising too quickly caused by a sudden increase in wind speed.

[0108] This application effectively avoids the problem of the original wake-up time failing due to sudden weather changes by monitoring the rate of change of ambient temperature and wind speed at the vehicle parking point in real time, and triggering the recalculation of the wake-up time when one of them exceeds the corresponding threshold.

[0109] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0110] Figure 6 This is a schematic diagram of a battery temperature control device according to an exemplary embodiment of this application. Figure 5 As shown, a battery temperature control device includes: The data acquisition module 610 is used to acquire vehicle power-off snapshot data and environmental data of the vehicle parking area; wherein, the vehicle power-off snapshot data includes the initial temperature of the battery cells and the current chassis height, and the environmental data includes the ambient temperature of the vehicle parking area and the ground temperature; The thermal radiation interception rate calculation module 620 is used to calculate the thermal radiation interception rate based on the current chassis height and the pre-built height-radiation coupling model; wherein, in the height-radiation coupling model, the chassis height and the thermal radiation interception rate are negatively correlated. The equivalent external heat source temperature calculation module 630 is used to calculate the equivalent external heat source temperature based on the ambient temperature, ground temperature and heat radiation interception rate. The wake-up time calculation module 640 is used to obtain the vehicle wake-up time based on the equivalent external heat source temperature, the battery pack thermal inertia coefficient, and a pre-built battery temperature rise prediction model. The vehicle wake-up time represents the time required for the cell temperature to rise from the initial cell temperature to a preset cell safety temperature threshold. The battery pack thermal inertia coefficient represents the rate of temperature change of the battery pack when absorbing thermal radiation, and the battery temperature rise prediction model represents the dynamic process of cell temperature change over time. The control module 650 is used to send a pre-cooling start command to the vehicle in response to the vehicle's sleep time reaching the wake-up time. The pre-cooling start command is used to instruct the thermal management system to control the battery temperature.

[0111] In one embodiment, the vehicle-side server is further configured to identify the ground type of the vehicle parking area; obtain radiation compensation based on the ground type and a pre-established first association relationship; wherein the first association relationship represents the correspondence between the ground type and the radiation compensation; and correct the ambient temperature based on the radiation compensation to obtain the ground temperature.

[0112] In one embodiment, the thermal radiation interception rate calculation module is also used to obtain the equivalent thermal resistance and equivalent thermal capacity of the battery pack; and to obtain the thermal inertia coefficient of the battery pack based on the equivalent thermal resistance and equivalent thermal capacity.

[0113] In one embodiment, the thermal radiation interception rate calculation module is further used to obtain the real-time wind speed in the vehicle parking area; determine a correction coefficient based on the real-time wind speed and a pre-established second correlation relationship; wherein the second correlation relationship represents the correspondence between wind speed and correction coefficient; and correct the equivalent thermal resistance based on the correction coefficient.

[0114] In one embodiment, the thermal radiation interception rate calculation module is also used to obtain the battery health status; based on the preset aging sensitivity coefficient and the battery health status, an aging factor coefficient is obtained; and the equivalent heat capacity is corrected using the aging factor coefficient.

[0115] In one embodiment, the equivalent external heat source temperature calculation module is further used to obtain the actual cell temperature when the vehicle is woken up in the current working cycle; wherein, a working cycle is the complete process of the vehicle being woken up from hibernation, performing battery cooling operation, and then being powered down and hibernating again; using a pre-built battery temperature rise prediction model, the predicted cell temperature when the vehicle is woken up is predicted; a first temperature deviation between the actual cell temperature and the initial cell temperature, and a second temperature deviation between the predicted cell temperature and the initial cell temperature are calculated; a correction factor is determined based on the first temperature deviation and the second temperature deviation, the correction factor being used to characterize the ratio of the first temperature deviation to the second temperature deviation; the correction factor calculated in the current working cycle is weighted and fused with the historical correction factor of the previous working cycle to update the correction factor, obtaining an adaptive correction factor; the equivalent external heat source temperature is corrected using the adaptive correction factor to obtain the corrected equivalent external heat source temperature.

[0116] In one embodiment, the control module is further configured to acquire the actual temperature of the battery cell when the vehicle is woken up; compare the actual temperature of the battery cell with a plurality of preset temperature ranges to determine the temperature range in which the actual temperature of the battery cell is located, as the target temperature range; and determine a target cooling strategy based on the target temperature range and a third correlation relationship, so that the thermal management system cools the battery according to the target cooling strategy, wherein the third correlation relationship represents the correspondence between the temperature range and the cooling strategy.

[0117] It should be noted that the battery temperature control device and the battery temperature control method provided in the above embodiments belong to the same concept. The specific operation methods of each module and unit have been described in detail in the method embodiments and will not be repeated here. In practical applications, the battery temperature control device provided in the above embodiments can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. This is not a limitation here.

[0118] Embodiments of this application also provide an electronic device, including: one or more processors; and a memory for storing one or more programs, which, when executed by one or more processors, cause the memory to implement the battery temperature control method described in the above embodiments.

[0119] Embodiments of this application also provide a machine-readable medium having instructions stored thereon that, when executed by one or more processors, cause the processors to perform the battery temperature control method described in the above embodiments.

[0120] Figure 7 A schematic diagram of a computer system suitable for implementing the memory of embodiments of this application is shown. It should be noted that... Figure 7 The computer system with the memory shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0121] like Figure 7 As shown, the computer system 700 includes a Central Processing Unit (CPU) 710, which can perform various appropriate actions and processes, such as executing the methods described in the above embodiments, based on a program stored in Read-Only Memory (ROM) 720 or a program loaded from storage into Random Access Memory (RAM) 730. The RAM also stores various programs and data required for system operation. The CPU, ROM, and RAM are interconnected via a bus. An Input / Output (I / O) interface 750 is also connected to the bus 740.

[0122] The following components are connected to the I / O interface: an input section 760 including a keyboard, mouse, etc.; an output section 770 including a cathode ray tube (CRT), liquid crystal display (LCD), and speakers, etc.; a storage section 780 including a hard disk, etc.; and a communication section 790 including a network interface card such as a LAN (Local Area Network) card and a modem, etc. The communication section performs communication processing via a network such as the Internet. A drive 7100 is also connected to the I / O interface as needed. Removable media, such as disks, optical disks, magneto-optical disks, semiconductor memories, etc., are installed on the drive as needed so that computer programs read from them can be installed into the storage section as needed.

[0123] Specifically, according to embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program including methods for performing processes. Figure 2 The computer program for the battery temperature control method shown is described. In such an embodiment, the computer program can be downloaded and installed from a network via a communication component, and / or installed from a removable medium 7110. When the computer program is executed by the central processing unit (CPU), it performs various functions defined in the system of this application.

[0124] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this application, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, carrying a computer-readable computer program. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media can also be any computer-readable medium other than computer-readable storage media, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The computer program contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0125] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. Each block in a flowchart or block diagram may represent a module, segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0126] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0127] Another aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a computer's processor, causes the computer to perform the aforementioned battery temperature control method. This computer-readable storage medium may be included in the memory described in the above embodiments, or it may exist independently and not incorporated into that memory.

[0128] Another aspect of this application provides a computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the battery temperature control method provided in the various embodiments described above.

[0129] The above embodiments are merely illustrative of the principles and effects of this application and are not intended to limit this application. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this application. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this application should still be covered by the claims of this application.

Claims

1. A battery temperature control method, characterized in that, include: Acquire vehicle power-off snapshot data and environmental data of the vehicle parking area; wherein, the vehicle power-off snapshot data includes the initial temperature of the battery cells and the current chassis height, and the environmental data includes the ambient temperature and the ground temperature; Based on the current chassis height and the pre-constructed height-radiation coupling model, the thermal radiation interception rate is obtained; wherein, in the height-radiation coupling model, the chassis height and the thermal radiation interception rate are negatively correlated. The equivalent external heat source temperature is obtained based on the ambient temperature, the ground temperature, and the heat radiation interception rate. Based on the equivalent external heat source temperature, the battery pack thermal inertia coefficient, and the pre-built battery temperature rise prediction model, the vehicle wake-up time is obtained; wherein, the vehicle wake-up time represents the time required for the cell temperature to rise from the initial cell temperature to the preset cell safety temperature threshold; the battery pack thermal inertia coefficient represents the rate of temperature change of the battery pack when absorbing thermal radiation, and the battery temperature rise prediction model represents the dynamic process of cell temperature change over time; In response to the vehicle's sleep time reaching the wake-up time, a pre-cooling start command is sent to the vehicle, which instructs the thermal management system to control the battery temperature.

2. The battery temperature control method according to claim 1, characterized in that, The method for determining the ground temperature includes: Identify the ground type of the vehicle parking area; Radiation compensation is obtained based on the ground type and a pre-established first correlation; wherein, the first correlation represents the correspondence between ground type and radiation compensation. The ambient temperature is corrected based on the radiation compensation to obtain the ground temperature.

3. The battery temperature control method according to claim 1, characterized in that, The method for determining the thermal inertia coefficient of the battery pack includes: Obtain the equivalent thermal resistance and equivalent heat capacity of the battery pack; The thermal inertia coefficient of the battery pack is obtained based on the equivalent thermal resistance and the equivalent thermal capacity.

4. The battery temperature control method according to claim 3, characterized in that, The method for determining the thermal inertia coefficient of the battery pack further includes a first correction step, which includes: Obtain the real-time wind speed in the vehicle parking area; The correction coefficient is determined based on the real-time wind speed and the pre-established second correlation relationship; wherein the second correlation relationship represents the correspondence between wind speed and correction coefficient. The equivalent thermal resistance is corrected based on the correction factor.

5. The battery temperature control method according to claim 3, characterized in that, The method for determining the thermal inertia coefficient of the battery pack further includes a second correction step, which includes: Get battery health status; Based on the preset aging sensitivity coefficient and the battery health status, the aging factor coefficient is obtained; The equivalent heat capacity is corrected using the aging factor coefficient.

6. The battery temperature control method according to claim 1, characterized in that, The control method further includes an equivalent external heat source temperature correction step, which includes: Obtain the actual cell temperature when the vehicle is woken up during the current work cycle; one work cycle is the complete process of the vehicle being woken up from hibernation, performing battery cooling operation, and then being powered down and hibernating again. Using a pre-built battery temperature rise prediction model, the predicted cell temperature when the vehicle is woken up is predicted. Calculate the first temperature deviation between the actual temperature of the battery cell and the initial temperature of the battery cell, and the second temperature deviation between the predicted temperature of the battery cell and the initial temperature of the battery cell; A correction factor is determined based on the first temperature deviation and the second temperature deviation, and the correction factor is used to characterize the ratio of the first temperature deviation to the second temperature deviation. The correction factor calculated in the current work cycle is weighted and fused with the historical correction factor from the previous work cycle to update the correction factor and obtain an adaptive correction factor. The equivalent external heat source temperature is corrected using the adaptive correction factor to obtain the corrected equivalent external heat source temperature.

7. The battery temperature control method according to claim 1, characterized in that, The pre-cooling start command carries a target cooling strategy, and the generation of the target cooling strategy includes: Obtain the actual temperature of the battery cells when the vehicle is woken up; The actual temperature of the battery cell is compared with multiple preset temperature ranges to determine the temperature range in which the actual temperature of the battery cell is located, which is then used as the target temperature range. Based on the target temperature range and the third correlation, a target cooling strategy is determined so that the thermal management system can cool the battery according to the target cooling strategy, wherein the third correlation represents the correspondence between the temperature range and the cooling strategy.

8. A battery temperature control device, characterized in that, include: The data acquisition module is used to acquire vehicle power-off snapshot data and environmental data of the vehicle parking area; wherein, the vehicle power-off snapshot data includes the initial temperature of the battery cells and the current chassis height, and the environmental data includes the ambient temperature of the vehicle parking area and the ground temperature; The thermal radiation interception rate calculation module is used to calculate the thermal radiation interception rate based on the current chassis height and the pre-built height-radiation coupling model; wherein, in the height-radiation coupling model, the chassis height and the thermal radiation interception rate are negatively correlated. The equivalent external heat source temperature calculation module is used to calculate the equivalent external heat source temperature based on the ambient temperature, the ground temperature, and the heat radiation interception rate. The wake-up time calculation module is used to obtain the vehicle wake-up time based on the equivalent external heat source temperature, the battery pack thermal inertia coefficient, and a pre-built battery temperature rise prediction model. The vehicle wake-up time represents the time required for the cell temperature to rise from its initial temperature to a preset cell safety temperature threshold. The battery pack thermal inertia coefficient represents the rate of temperature change of the battery pack when absorbing thermal radiation, and the battery temperature rise prediction model represents the dynamic process of cell temperature change over time. The control module is used to send a pre-cooling start command to the vehicle in response to the vehicle's sleep time reaching the wake-up time. The pre-cooling start command is used to instruct the thermal management system to control the battery temperature.

9. An electronic device, characterized in that, include: One or more processors; and A memory for storing one or more programs, which, when executed by one or more processors, cause the processors to implement the method as described in any one of claims 1 to 7.

10. A machine-readable medium, characterized in that, It stores instructions that, when executed by one or more processors, cause the processors to perform the method as described in any one of claims 1 to 7.

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