Predictive battery pre-discharge pre-cooling method, device, apparatus and storage medium

Abstract

The application discloses a predictive battery pre-discharge pre-cooling method, device, equipment and storage medium, relates to the electric vehicle thermal management technical field, and the method comprises the following steps: acquiring front road navigation information, vehicle operation parameters and battery state of charge; according to the navigation information, the front road working condition type is predicted, and the working condition type comprises uphill and downhill; according to the navigation information, the operation parameters and the state of charge, the battery load prediction information is determined based on a thermal load prediction model, including expected charging and discharging power and expected heat production; when predicting uphill, pre-cooling control is performed on the battery according to the battery load prediction information; when predicting downhill, pre-discharge control is performed on the battery according to the battery state of charge and the battery load prediction information. The application realizes the collaborative optimization of battery thermal management and energy management by pre-identifying the front slope working condition, and executing differentiated pre-cooling and pre-discharge strategies for uphill and downhill respectively.

Description

Technical Field

[0001] This application relates to the field of thermal management technology for electric vehicles, and in particular to predictive battery pre-discharge and pre-cooling methods, apparatus, equipment, and storage media. Background Technology

[0002] Pure electric heavy-duty trucks frequently encounter hill-climbing conditions in actual operation. When climbing, the battery continuously outputs high-power drive torque, and the surge in discharge current leads to rapid accumulation of Joule heat. When descending, energy is recovered through regenerative braking of the motor, requiring the battery to receive charging current at high power, which also generates significant heat accumulation. If this heat is not effectively managed, the battery temperature will continue to rise. Overheating not only triggers the system's power limiting protection, affecting the vehicle's power performance and transportation efficiency, but also accelerates battery aging and shortens cycle life.

[0003] To prevent battery overheating during incline driving, current thermal management systems primarily rely on real-time feedback signals from temperature and current sensors to initiate cooling. Additionally, some solutions utilize electronic maps for predictive thermal management, such as triggering heating or cooling operations by identifying when a vehicle is about to enter an incline. However, these solutions employ a zone-triggered approach, using only the presence of an incline as the control trigger condition. They fail to develop differentiated strategies based on finer parameters such as slope gradient, slope length, and expected charge / discharge power, nor do they differentiate the varying battery thermal management requirements for different incline conditions. This results in a mismatch between the control strategy and the operating conditions, leading to a lag in cooling effectiveness. Consequently, their heat dissipation efficiency remains low, failing to achieve effective battery thermal management during incline driving.

[0004] Therefore, how to solve the problem of delayed response of battery thermal management and energy management and mismatch between control strategies and operating conditions caused by the lack of foresight of the road conditions ahead is an urgent problem to be solved.

[0005] The above content is only used to help understand the technical solution of this application and does not represent an admission that the above content is prior art. Summary of the Invention

[0006] The main objective of this application is to provide a predictive battery pre-discharge and pre-cooling method, apparatus, device, and storage medium, aiming to solve the technical problem of how to address the lag in battery thermal management and energy management response and the mismatch between control strategies and operating conditions caused by the lack of predictability of road conditions ahead.

[0007] To achieve the above objectives, this application proposes a predictive battery pre-discharge pre-cooling method, the method comprising: Obtain navigation information about the road ahead, current vehicle operating parameters, and current battery charge status; Based on the navigation information, the road condition type ahead is predicted, wherein the road condition type includes a first road condition and a second road condition. Based on the navigation information, the vehicle's current operating parameters, and the vehicle's current battery state of charge, and based on a preset heat load prediction model, the battery load prediction information of the vehicle during the driving process under the specified operating condition is determined, wherein the battery load prediction information includes at least the expected charging power, the expected discharging power, and the expected heat generation. When the prediction result is the first operating condition, pre-cooling control is performed on the vehicle battery according to the battery load prediction information; When the prediction result is the second operating condition, pre-discharge control is performed on the vehicle battery based on the current battery state of charge and the battery load prediction information.

[0008] In one embodiment, the step of performing pre-cooling control on the vehicle battery based on the battery load prediction information includes: If the expected heat generation exceeds a preset heat generation threshold and / or the expected discharge power exceeds a preset power threshold, then the target pre-cooling temperature of the battery is calculated based on the expected heat generation and the slope value and slope length in the navigation information, wherein the target pre-cooling temperature of the battery is negatively correlated with the slope value and the slope length, and the target pre-cooling temperature of the battery is not lower than a preset safe temperature lower limit. Before reaching the starting point of the ramp in the navigation information, the battery cooling circuit is activated for pre-cooling.

[0009] In one embodiment, the step of performing pre-discharge control on the vehicle battery based on the vehicle's current battery state of charge and the battery load prediction information includes: If the current state of charge of the vehicle's battery exceeds a preset state of charge threshold, a target state of charge is calculated based on the expected charging power, wherein the target state of charge is negatively correlated with the expected charging power, and the target state of charge is not lower than a preset safe state of charge limit. Before reaching the starting point of the slope in the navigation information, the current state of charge of the vehicle's battery is reduced to the target state of charge by increasing the vehicle's power consumption, so as to leave sufficient charge capacity for energy recovery when going downhill.

[0010] In one embodiment, the step of reducing the current battery state of charge of the vehicle to the target state of charge by increasing vehicle power consumption includes: By increasing the output power of the motor, starting the air pump, or increasing the power of the air conditioning compressor, the instantaneous power consumption of the vehicle is increased, so as to reduce the current state of charge of the vehicle's battery to the target state of charge.

[0011] In one embodiment, the method further includes: When the prediction result is the second operating condition, the current battery temperature and ambient temperature are obtained from the vehicle's current operating parameters. If the current battery temperature is lower than the preset optimal charging temperature range, then the target preheating temperature is calculated based on the expected charging power and the ambient temperature. Before reaching the ramp start point in the navigation information, the battery heating circuit is activated to raise the current battery temperature to the target preheating temperature.

[0012] In one embodiment, the step of determining the battery load prediction information of the vehicle during driving under the specified operating condition based on the navigation information, the vehicle's current operating parameters, and the vehicle's current battery state of charge, and using a preset thermal load prediction model, includes: If the prediction result is the first working condition, then the required traction power is calculated based on the slope value in the navigation information and the current operating parameters of the vehicle; The required traction power is converted into the expected discharge power, and the expected heat generation is calculated in conjunction with the battery electrochemical heat generation model. If the prediction result is the second working condition, then the energy recovery power is calculated based on the slope value in the navigation information and the current operating parameters of the vehicle; The energy recovery power is converted into the expected charging power, and the heat generated during the charging process is calculated as the expected heat generation.

[0013] In one embodiment, the step of predicting the road condition type ahead based on the navigation information includes: Obtain the slope value from the navigation information; If the slope value is greater than or equal to a preset first threshold, the predicted road condition type is the first condition. If the slope value is less than or equal to a preset second threshold, the predicted road condition type ahead is the second condition.

[0014] Furthermore, to achieve the above objectives, this application also proposes a predictive battery pre-discharge pre-cooling device, which includes: The information acquisition module is used to acquire navigation information of the road ahead of the vehicle, the vehicle's current operating parameters, and the vehicle's current battery charge status. The working condition prediction module is used to predict the working condition type of the road ahead based on the navigation information, wherein the working condition type includes a first working condition and a second working condition. The load prediction module is used to determine the battery load prediction information of the vehicle during the driving process under the specified operating condition based on the navigation information, the current operating parameters of the vehicle and the current battery state of charge of the vehicle, and a preset thermal load prediction model. The battery load prediction information includes at least the expected charging power, the expected discharging power and the expected heat generation. The pre-cooling control module is used to perform pre-cooling control on the vehicle battery based on the battery load prediction information when the prediction result is the first operating condition. The pre-discharge control module is used to perform pre-discharge control on the vehicle battery based on the current battery state of charge and the battery load prediction information when the prediction result is the second operating condition.

[0015] In addition, to achieve the above objectives, this application also proposes a predictive battery pre-discharge and pre-cooling device, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the predictive battery pre-discharge and pre-cooling method as described above.

[0016] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the predictive battery pre-discharge and pre-cooling method described above.

[0017] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the predictive battery pre-discharge and pre-cooling method described above.

[0018] This application provides a predictive battery pre-discharge and pre-cooling method. First, navigation information of the road ahead is acquired, and the operating condition type of the road ahead is predicted based on this information to determine whether the vehicle will encounter a first or second operating condition, thus providing a basis for selecting a subsequent differentiated control strategy. Simultaneously, the vehicle's current operating parameters and the current battery state of charge are acquired. Based on the navigation information, the current operating parameters, and the current battery state of charge, and using a preset thermal load prediction model, the battery load prediction information for the vehicle during driving under the stated operating condition is determined. The battery load prediction information includes at least the expected charging power, expected discharging power, and expected heat generation. Through this step, this application can predict the electrical load characteristics (expected charging / discharging power) and thermal load characteristics (expected heat generation) of the battery on the upcoming incline before the vehicle actually enters the slope, thereby transforming traditional "response-based" passive control into "predictive" active control, solving the problem of delayed battery thermal and energy management response caused by a lack of foresight regarding the road conditions ahead. Based on this, when the prediction result is the first operating condition, pre-cooling control is performed on the vehicle battery according to the battery load prediction information, so that the battery enters the first operating condition at a lower temperature, reserving sufficient space for temperature rise; when the prediction result is the second operating condition, pre-discharge control is performed on the vehicle battery according to the current state of charge of the vehicle battery and the battery load prediction information, so that the battery is in a state of charge that matches the expected charging power before entering the second operating condition, reserving sufficient battery capacity for energy recovery.

[0019] In summary, this application achieves differentiated pre-adjustment control of the battery by predicting the road conditions ahead based on navigation information and determining battery load prediction information based on a thermal load prediction model. This overcomes the technical defects in the prior art, such as delayed response of battery thermal management and energy management and mismatch between control strategies and operating conditions, caused by the lack of foresight regarding the road conditions ahead. It realizes the synergistic optimization of battery thermal management and energy management. Attached Figure Description

[0020] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

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

[0022] Figure 1This is a schematic flowchart of an embodiment of the predictive battery pre-discharge and pre-cooling method of this application; Figure 2 A simplified flowchart illustrating the predictive battery pre-discharge and pre-cooling method provided in Embodiment 1 of this application; Figure 3 This is a schematic flowchart of Embodiment 2 of the predictive battery pre-discharge and pre-cooling method of this application; Figure 4 This is a schematic flowchart of Embodiment 3 of the predictive battery pre-discharge and pre-cooling method of this application; Figure 5 This is a schematic diagram of the module structure of the predictive battery pre-discharge and pre-cooling device according to an embodiment of this application; Figure 6 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the predictive battery pre-discharge and pre-cooling method in the embodiments of this application.

[0023] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0024] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0025] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0026] The main solution of this application embodiment is as follows: Obtain navigation information of the road ahead, the vehicle's current operating parameters, and the vehicle's current battery state of charge; predict the operating condition type of the road ahead based on the navigation information, wherein the operating condition type includes a first operating condition and a second operating condition; determine the battery load prediction information of the vehicle during driving in the specified operating condition based on the navigation information, the vehicle's current operating parameters, and the vehicle's current battery state of charge, using a preset heat load prediction model, wherein the battery load prediction information includes at least the expected charging power, the expected discharging power, and the expected heat generation; when the prediction result is the first operating condition, perform pre-cooling control on the vehicle battery based on the battery load prediction information; when the prediction result is the second operating condition, perform pre-discharge control on the vehicle battery based on the vehicle's current battery state of charge and the battery load prediction information.

[0027] Currently, existing thermal management systems primarily rely on real-time feedback signals from temperature and current sensors to initiate cooling. In addition, some solutions utilize electronic maps for predictive thermal management, such as triggering heating or cooling operations by identifying when a vehicle is about to enter a slope. However, these solutions use a zone-triggered approach, relying solely on the presence of a slope as the control trigger condition. They fail to develop differentiated strategies based on finer parameters such as slope gradient, slope length, and expected charge / discharge power, nor do they differentiate the varying battery thermal management requirements for different slope conditions. This leads to a mismatch between the control strategy and the operating conditions, resulting in a lag in cooling performance. Consequently, their heat dissipation efficiency remains low, failing to achieve effective battery thermal management during incline driving. Therefore, resolving the issues of delayed battery thermal and energy management response and mismatch between control strategies and operating conditions caused by a lack of predictability regarding upcoming slope conditions is a pressing problem that needs to be addressed.

[0028] This application achieves differentiated pre-adjustment control of the battery by predicting the road conditions ahead based on navigation information and determining battery load prediction information based on a thermal load prediction model. This overcomes the technical defects in the prior art, which are caused by the lack of foresight regarding the road conditions ahead, resulting in delayed response of battery thermal management and energy management, and mismatch between control strategies and operating conditions. It realizes the synergistic optimization of battery thermal management and energy management.

[0029] It should be noted that the executing entity in this embodiment can be a predictive battery pre-discharge and pre-cooling system, or a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or a thermal management device capable of implementing the above functions. This embodiment does not specifically limit it in this way. The following uses the predictive battery pre-discharge and pre-cooling system as the executing entity as an example to describe this embodiment and the following embodiments.

[0030] Based on this, the embodiments of this application provide a predictive battery pre-discharge pre-cooling method, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the predictive battery pre-discharge and pre-cooling method of this application.

[0031] In this embodiment, the predictive battery pre-discharge pre-cooling method includes steps S10 to S40: Step S10: Obtain navigation information of the road ahead of the vehicle, the vehicle's current operating parameters, and the vehicle's current battery charge status; It should be noted that navigation information refers to road information within a set distance ahead of the vehicle, obtained through an in-vehicle high-precision map navigation system. This includes at least the road's gradient, slope length, and the coordinates of the slope's starting point. The gradient value uses a positive or negative sign to distinguish the slope direction—a positive value indicates uphill, and a negative value indicates downhill; the absolute value indicates the magnitude of the gradient. Current vehicle operating parameters include at least the current vehicle speed, current motor output power, current throttle opening, current battery temperature, and ambient temperature. The vehicle's current state of charge (SOC) refers to the remaining percentage of charge in the battery, ranging from 0% to 100%.

[0032] Additionally, it should be noted that the specific value of the predicted distance ahead of the vehicle can be dynamically determined based on the current vehicle speed and the response time of the thermal management system. For example, when the vehicle speed is high, a greater predicted distance is needed to ensure sufficient pre-adjustment time; when the vehicle speed is low, the predicted distance can be appropriately shortened to reduce unnecessary computational overhead. The range of the predicted distance can be 1 to 5 kilometers, and the specific value can be calibrated according to the actual vehicle model and system response characteristics. This embodiment does not impose a specific limitation on this.

[0033] Furthermore, during vehicle operation, updated navigation information is continuously acquired from high-precision maps, and subsequent control strategies are dynamically adjusted based on the latest slope prediction information. If the predicted slope conditions change (e.g., the uphill length is longer than expected, the slope is steeper than expected, or a new slope is added ahead), subsequent condition type predictions, battery load predictions, and corresponding pre-cooling / pre-discharging control steps are re-executed. Control parameters such as target pre-cooling temperature, target pre-heating temperature, and target state of charge are corrected online, ensuring that the entire control strategy always matches the actual road conditions ahead, thereby achieving adaptive closed-loop control. The update frequency of navigation information can be dynamically determined based on the current vehicle speed and the response time of the thermal management system, or it can be updated periodically at fixed time intervals (e.g., 1Hz, 5Hz, or 10Hz). This embodiment does not specifically limit this.

[0034] Understandably, because this step obtains information about the upcoming slope using high-precision maps, subsequent control steps can obtain sufficient predictive data before the vehicle actually enters the slope, thus providing data support for overcoming the response lag problem of traditional thermal management systems. Simultaneously, by continuously updating navigation information and dynamically correcting the control strategy, the control scheme can maintain real-time matching with the actual situation even under complex road conditions, further improving the method's adaptability and robustness.

[0035] Step S20: Based on the navigation information, predict the working condition type of the road ahead, wherein the working condition type includes a first working condition and a second working condition; It should be noted that the first driving condition refers to uphill driving, and the second driving condition refers to downhill driving. The driving condition type is predicted by comparing the slope value in the navigation information with preset uphill and downhill thresholds: if the slope value is greater than or equal to the preset first threshold (uphill threshold), the driving condition type of the road ahead is predicted to be the first driving condition; if the slope value is less than or equal to the preset second threshold (downhill threshold), the driving condition type of the road ahead is predicted to be the second driving condition. The first and second thresholds are pre-calibrated slope determination values, and their specific values ​​can be set according to vehicle type, load conditions, or calibration test results. For example, the first threshold can be set to +1°, and the second threshold can be set to -1°. This embodiment does not specifically limit these values.

[0036] In one feasible implementation, step S20 may include the steps of: obtaining the slope value in the navigation information; if the slope value is greater than or equal to a preset first threshold, predicting the road condition type ahead as a first condition; if the slope value is less than or equal to a preset second threshold, predicting the road condition type ahead as a second condition. It should be noted that when comparing the slope value with the preset threshold, a single judgment can be made based solely on the slope value of the nearest road segment corresponding to the vehicle's current location in the navigation information; alternatively, a comprehensive judgment can be made based on a sequence of slope values ​​from multiple road segments within a set distance ahead. For example, the first working condition can be determined only when the slope values ​​of multiple consecutive road segments are all greater than the first threshold; or the judgment can be based on the average slope value of the road ahead. This embodiment does not specifically limit the specific judgment method for predicting the working condition type. When determining the first working condition, the slope value being greater than or equal to the first threshold can be used as the judgment condition; alternatively, the slope value being greater than or equal to the first threshold, and further satisfying the condition that the slope length is greater than a preset slope length threshold, can be used to determine the first working condition, in order to avoid unnecessary energy consumption caused by triggering pre-cooling control due to excessively short slopes. Similarly, when determining the second working condition, the slope value being less than or equal to the second threshold can be used as the judgment condition; alternatively, the slope value being less than or equal to the second threshold, and further satisfying the condition that the slope length is greater than a preset slope length threshold, can be used to determine the second working condition. This embodiment does not specifically limit the auxiliary judgment conditions for predicting the working condition type.

[0037] Understandably, because this step predicts the operating condition type before the vehicle enters the slope, subsequent control steps can select differentiated control strategies in advance based on the different needs of going uphill or downhill, thus avoiding the shortcomings of the extensive control method in existing technologies that do not distinguish between operating conditions. At the same time, by comprehensively judging the slope values ​​of multiple road sections ahead, the accuracy and reliability of operating condition prediction can be further improved, avoiding the mis-triggering of control strategies due to accidental fluctuations in a single slope value.

[0038] Step S30: Based on the navigation information, the current operating parameters of the vehicle, and the current state of charge of the vehicle's battery, determine the battery load prediction information of the vehicle during the driving process under the specified operating condition, based on a preset heat load prediction model. The battery load prediction information includes at least the expected charging power, the expected discharging power, and the expected heat generation. It should be noted that the heat load prediction model is a prediction engine built based on the vehicle's longitudinal dynamics model and the battery's electrochemical heat generation model. Specifically, in the uphill condition (first condition), the required traction power of the vehicle is calculated based on the gradient value in the navigation information and the vehicle's current operating parameters (current vehicle speed, vehicle mass, etc.). The traction power is then divided by the combined efficiency of the drive motor and motor controller to convert it into the expected discharge power at the battery end, and the expected heat generation is calculated in conjunction with the battery's electrochemical heat generation model. In the downhill condition (second condition), the energy recovery power is calculated based on the gradient value and the vehicle's current operating parameters, and then multiplied by the battery charging efficiency to convert it into the expected charging power at the battery end, and the expected heat generation during the charging process is calculated. The vehicle mass, transmission efficiency, recovery efficiency, and other parameters involved in the above calculations are all known fixed values ​​obtained through calibration tests before the vehicle leaves the factory and can be pre-stored in the on-board controller. This embodiment will not elaborate on these parameters further.

[0039] Additionally, it should be noted that the expected charging power and expected discharging power in the battery load prediction information are output selectively depending on the operating condition—the expected discharging power is the primary output for the first operating condition, and the expected charging power is the primary output for the second operating condition. The expected heat generation is output in both operating conditions and is used to subsequently determine the triggering conditions for pre-cooling.

[0040] Understandably, because this step completes the synchronous prediction of electrical load (charging and discharging power) and thermal load (heat generation) before the vehicle enters the ramp, subsequent control steps can make collaborative decisions based on unified and complete battery load information, thereby achieving deep integration and collaborative optimization of power management and thermal management at the information level.

[0041] In one feasible implementation, step S30 may include steps A31 to A34: Step A31: If the prediction result is the first working condition, then calculate the required traction power based on the slope value in the navigation information and the current operating parameters of the vehicle; It should be noted that traction power refers to the mechanical power required by a vehicle to overcome gradient resistance, rolling resistance, air resistance, and acceleration resistance during uphill driving. When calculating the required traction power, parameters such as vehicle mass, rolling resistance coefficient, air resistance coefficient, and frontal area are known fixed values ​​obtained through calibration tests before the vehicle leaves the factory and can be pre-stored in the onboard controller; the current vehicle speed is obtained in real time via the vehicle's CAN bus.

[0042] Additionally, it should be noted that the traction power required for uphill driving is directly proportional to the gradient—the steeper the gradient, the higher the required traction power. Therefore, on uphill sections with steep gradients, the expected discharge power increases accordingly, and the battery heat generation also increases. If the gradient is positive and greater than or equal to a preset first threshold, then the traction power calculation in this step is performed.

[0043] Step A32: Convert the required traction power into the expected discharge power, and calculate the expected heat generation by combining the battery electrochemical heat generation model; It should be noted that when converting the required traction power to the expected discharge power, the combined efficiency of the drive motor and motor controller must be considered. The combined efficiency is the product of the drive motor efficiency and the motor controller efficiency; its specific value is a known fixed value obtained through bench testing before the vehicle leaves the factory and can be pre-stored in the onboard controller. The conversion method is: Expected discharge power = Required traction power / Combined efficiency.

[0044] Additionally, it should be noted that when calculating the expected heat generation using the battery electrochemical heat generation model, the heat generation calculation formula is as follows: Q = I² × R(T) × t In this calculation, I is calculated from the expected discharge power and the open-circuit voltage at the current SOC, R(T) is obtained through a pre-stored battery internal resistance-temperature characteristic lookup table, and t is estimated by dividing the slope length by the current vehicle speed. This calculation allows for an accurate prediction of the total battery heat generated during the entire uphill driving process.

[0045] Step A33: If the prediction result is the second working condition, then calculate the energy recovery power based on the slope value in the navigation information and the current operating parameters of the vehicle; It should be noted that energy recovery power refers to the maximum usable power that a vehicle can convert into electrical energy through regenerative braking via an electric motor while driving downhill. The calculation of energy recovery power is based on the vehicle's longitudinal dynamics model and is determined by parameters such as the gradient, current vehicle speed, vehicle mass, and the efficiency of the energy recovery system.

[0046] Additionally, it should be noted that the energy recovery power under downhill conditions is related to the gradient and vehicle speed—the greater the gradient (the larger the absolute value), the more drastic the change in vehicle potential energy, and the greater the energy recovery power; the higher the vehicle speed, the greater the energy recovery per unit time. If the gradient is negative and less than or equal to the preset second threshold, then the energy recovery power calculation in this step is performed.

[0047] Step A34: Convert the energy recovery power into the expected charging power, and calculate the heat generated during the charging process as the expected heat generated; It should be noted that when converting energy recovery power to expected charging power, battery charging efficiency must be considered. Charging efficiency refers to the battery's energy reception efficiency under high-power charging conditions. Its specific value is a known value obtained through individual battery cell testing before the vehicle leaves the factory and can be pre-stored in the vehicle's controller. The conversion method is: Expected charging power = Energy recovery power × Battery charging efficiency.

[0048] Additionally, it should be noted that the heat generated during the charging process is also based on the above heat generation calculation formula: Q = I² × R(T) × t Wherein, I is calculated from the expected charging power and the open-circuit voltage at the current SOC, R(T) is obtained through a pre-stored battery internal resistance-temperature characteristic lookup table, and t is estimated by dividing the slope length by the current vehicle speed. This expected heat generation is used to determine whether pre-cooling control needs to be implemented under downhill conditions—when the expected heat generation exceeds a preset threshold, pre-cooling needs to be activated even under downhill conditions to prevent the battery temperature from exceeding the limit due to high-power charging.

[0049] Step S40: When the prediction result is the first operating condition, pre-cooling control is performed on the vehicle battery according to the battery load prediction information. It should be noted that pre-cooling control refers to the proactive activation of the battery cooling circuit before the vehicle reaches the starting point of the slope when an uphill condition is predicted. This pre-cools the battery to lower its initial temperature, allowing it to enter the high-load uphill condition at a lower temperature. Specifically, if the expected heat generation exceeds a preset heat generation threshold and / or the expected discharge power exceeds a preset power threshold, the target pre-cooling temperature of the battery is calculated based on the expected heat generation and the slope and slope length in the navigation information. The target pre-cooling temperature is negatively correlated with the slope and slope length (i.e., the steeper the slope and the longer the slope, the lower the target pre-cooling temperature), and the target pre-cooling temperature is not lower than the preset lower limit of the safety temperature. The battery cooling circuit is activated for pre-cooling before reaching the starting point of the slope in the navigation information.

[0050] Additionally, it should be noted that the preset heat generation threshold and preset power threshold can be pre-calibrated fixed values, or they can be adaptively adjusted based on the current battery temperature, ambient temperature, or battery state of health (SOH). This embodiment does not impose specific limitations on these. When calculating the target pre-cooling temperature of the battery, the target temperature value can be directly calculated using a preset mathematical formula based on the expected heat generation, slope value, and slope length; alternatively, the target temperature value can be obtained by querying a pre-stored mapping table (such as a three-dimensional lookup table) based on the above parameters; or the target temperature value can be calculated by interpolation based on the above parameters. This embodiment does not impose specific limitations on the specific calculation method of the target pre-cooling temperature. The value of the safe lower limit can be pre-calibrated based on the battery characteristics and cooling system capacity. For example, it can be set to 15°C, meaning that the minimum pre-cooling target temperature is not lower than 15°C, to avoid excessive cooling and unnecessary energy consumption.

[0051] During pre-cooling control, cooling can be continuously performed at a fixed cooling power according to the calculated target pre-cooling temperature until the battery temperature reaches the target value. Alternatively, a segmented cooling strategy can be adopted, first rapidly cooling to near the target value with high power, and then precisely adjusting to the target temperature with low power. PID (Proportional-Integral-Derivative) closed-loop control can also be used to dynamically adjust the cooling power based on the deviation between the real-time battery temperature and the target temperature. This embodiment does not specifically limit the specific execution method of pre-cooling control. Simultaneously, corresponding coordinated control commands are generated and sent to the execution unit. These commands include at least: speed commands for the electric water pump and cooling fan in the battery cooling circuit, used to drive the cooling circuit to perform heat dissipation according to the calculated target pre-cooling temperature; and discharge power limit setting commands in the battery management system, used to ensure that the battery discharge power does not exceed the safety boundary under high-load conditions on an uphill slope.

[0052] Step S50: When the prediction result is the second operating condition, pre-discharge control is performed on the vehicle battery based on the current battery state of charge and the battery load prediction information. It should be noted that pre-discharge control refers to optimizing the battery state in advance for the upcoming high-power energy recovery process before the vehicle reaches the starting point of the slope, when a downhill condition is predicted. Specifically, the coordinated pre-adjustment for downhill conditions includes two aspects: battery capacity and temperature.

[0053] Regarding pre-adjustment of the battery charge dimension: If the current SOC (State of Charge) exceeds a preset SOC threshold, a target SOC is calculated based on the expected charging power. The target SOC is negatively correlated with the expected charging power (i.e., the higher the expected charging power, the lower the target SOC), and the target SOC is not lower than a preset safe SOC limit. Before reaching the starting point of the slope in the navigation information, the current SOC is reduced to the target SOC by increasing vehicle power consumption. Specifically, under the premise of safe vehicle operation, the instantaneous power consumption of the vehicle is increased by at least one of the following methods: increasing the motor output power, starting the air pump, or increasing the power of the air conditioning compressor. When performing the operation to increase power consumption, only one of the above methods can be used; multiple methods can be used simultaneously to increase power consumption; or the above methods can be activated sequentially according to a preset priority order. This embodiment does not specifically limit the specific implementation method of increasing vehicle power consumption. Simultaneously, a corresponding coordinated control instruction is generated and sent to the execution unit, including at least: an energy recovery power setting value instruction in the battery management system, used to set the upper limit of downhill energy recovery power to match the expected charging power.

[0054] Regarding temperature pre-adjustment: The current battery temperature and ambient temperature are obtained from the vehicle's current operating parameters. If the current battery temperature is lower than the preset optimal charging temperature range, the target preheating temperature is calculated based on the expected charging power and ambient temperature. Before reaching the starting point of the ramp in the navigation information, the battery heating circuit is activated to raise the current battery temperature to the target preheating temperature. The optimal charging temperature range can be a pre-calibrated fixed temperature range (e.g., 25℃~40℃), or it can be adaptively adjusted according to the current state of battery health (SOH) or aging degree. This embodiment does not specifically limit this. If the current battery temperature is predicted to exceed the safety limit due to high-power charging, pre-cooling control is performed similarly to the uphill condition.

[0055] Additionally, it's important to clarify that pre-discharge doesn't refer to replenishing the battery with energy before entering a downhill section. Rather, it refers to creating optimal battery receiving conditions in advance for the upcoming high-power charging process. High-power energy recovery under downhill conditions places strict requirements on both the battery's State of Charge (SOC) window and temperature window—the SOC window determines whether the battery can receive and recover energy, while the temperature window determines whether the battery can safely and efficiently receive and recover energy.

[0056] When activating the battery heating circuit before reaching the ramp start point, it can either continuously heat at a fixed heating power until the target preheating temperature is reached and then stop; or it can use PID closed-loop control to dynamically adjust the PTC (Positive Temperature Coefficient) heating power based on the deviation between the real-time battery temperature and the target temperature; or it can use different heating power levels for segmented heating based on the difference between the ambient temperature and the target temperature. This embodiment does not specifically limit the specific execution method of preheating control. Simultaneously, corresponding coordinated control commands are generated and sent to the execution unit, including at least: speed commands for the electric water pump and cooling fan in the battery cooling circuit.

[0057] Understandably, this step, by proactively identifying downhill conditions and pre-adjusting the battery and temperature states in advance, avoids both the problem of limited energy recovery due to excessively high SOC and the problem of decreased charging efficiency or charging safety risks due to excessively low battery temperature, thereby maximizing energy recovery efficiency while ensuring charging safety.

[0058] This embodiment provides a predictive battery pre-discharge and pre-cooling method. First, navigation information of the road ahead is acquired, and the operating condition type of the road ahead is predicted based on this information to determine whether the vehicle will face a first or second operating condition, thus providing a basis for selecting a differentiated control strategy. Simultaneously, the vehicle's current operating parameters and the current battery state of charge are acquired. Based on the navigation information, the current operating parameters, and the current battery state of charge, and using a preset thermal load prediction model, the battery load prediction information for the vehicle during driving under the stated operating condition is determined. The battery load prediction information includes at least the expected charging power, expected discharging power, and expected heat generation. Through this step, this embodiment can predict the electrical load characteristics (expected charging / discharging power) and thermal load characteristics (expected heat generation) of the battery on the upcoming slope before the vehicle actually enters the slope, thereby transforming traditional "response-based" passive control into "predictive" active control, solving the problem of delayed battery thermal and energy management response caused by a lack of foresight regarding the road conditions ahead. Based on this, when the prediction result is the first operating condition, pre-cooling control is performed on the vehicle battery according to the battery load prediction information, so that the battery enters the first operating condition at a lower temperature, reserving sufficient space for temperature rise; when the prediction result is the second operating condition, pre-discharge control is performed on the vehicle battery according to the current state of charge of the vehicle battery and the battery load prediction information, so that the battery is in a state of charge that matches the expected charging power before entering the second operating condition, reserving sufficient battery capacity for energy recovery.

[0059] In summary, this embodiment predicts the road conditions ahead based on navigation information and determines battery load prediction information based on a thermal load prediction model. By combining predictive judgment and load prediction, it achieves differentiated pre-adjustment control of the battery. This overcomes the technical defects in the prior art, such as delayed response of battery thermal management and energy management and mismatch between control strategies and operating conditions, caused by the lack of predictability of road conditions ahead. It achieves synergistic optimization of battery thermal management and energy management.

[0060] For example, to help understand the implementation process of the predictive battery pre-discharge and pre-cooling method obtained in this embodiment combined with the above embodiment one, please refer to... Figure 2 , Figure 2 A simplified flowchart of a predictive battery pre-discharge and pre-cooling method is provided, specifically: During normal vehicle operation, high-precision map information is first acquired, including the slope value, slope length, and coordinates of the starting point of the slope on the road ahead. Then, slope extraction and working condition classification are performed: if the slope value is greater than a preset threshold, it is determined as the first working condition (uphill working condition); if the slope value is less than the preset threshold, it is determined as the second working condition (downhill working condition).

[0061] When the first operating condition is determined, the battery temperature is further identified: if the temperature is too high, the cooling circuit is activated in advance before reaching the starting point of the slope to lower the battery temperature so that the battery can enter the uphill operating condition at a lower temperature; if the temperature is moderate, the current state is maintained and pre-adjustment is not performed; if the temperature is too low, the PTC is activated in advance to heat the battery temperature to the high-efficiency range so that the battery can enter the uphill operating condition at a suitable temperature.

[0062] When the second operating condition is determined, the current State of Charge (SOC) is first identified: if the SOC is too high, the SOC is reduced by appropriately increasing power consumption before reaching the starting point of the slope, reserving sufficient battery capacity for downhill energy recovery; if the SOC is normal, no pre-regulation of the battery capacity is required. Further, the battery temperature is identified: if the temperature is too low, the PTC heater is activated in advance to raise the battery temperature to the high-efficiency range, ensuring the battery is in the optimal charging temperature range during high-power downhill energy recovery; if the temperature is too high, the cooling circuit is activated in advance to lower the battery temperature, reserving space for temperature rise during high-power charging; if the temperature is moderate, the current state is maintained.

[0063] Finally, based on the above control strategy, the execution layer performs coordinated control, including the coordinated execution of water pumps, fans, PTC and BMS, to achieve coordinated optimization of battery thermal management and energy management.

[0064] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the predictive battery pre-discharge and pre-cooling method of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0065] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 3 Step S40 may include steps S41 to S42: Step S41: If the expected heat generation exceeds a preset heat generation threshold and / or the expected discharge power exceeds a preset power threshold, then calculate the target pre-cooling temperature of the battery based on the expected heat generation and the slope value and slope length in the navigation information, wherein the target pre-cooling temperature of the battery is negatively correlated with the slope value and the slope length, and the target pre-cooling temperature of the battery is not lower than a preset safe temperature lower limit. It should be noted that the preset heat generation threshold and preset power threshold are pre-calibrated trigger conditions used to determine whether pre-cooling control is required. Specifically, the preset heat generation threshold is used to assess whether the battery's thermal load under uphill conditions reaches a level requiring early intervention, and the preset power threshold is used to assess whether the battery's discharge load reaches a level requiring early intervention. Both thresholds can be jointly calibrated based on the battery's thermal characteristics, the cooling system's heat dissipation capacity, and the battery's safe upper temperature limit. Alternatively, they can be adaptively adjusted based on the current battery temperature, ambient temperature, or battery state of health (SOH). This embodiment does not impose specific limitations on these adjustments.

[0066] Specifically, when the expected heat generation exceeds the preset heat generation threshold, it indicates that the battery will generate a large amount of heat during the uphill process. Real-time cooling after entering the slope may not be sufficient to control the temperature within a safe range, thus requiring pre-cooling. When the expected discharge power exceeds the preset power threshold, it indicates that the battery will continuously discharge at high power during the uphill process. The large current passing through the battery's internal resistance will generate significant heat accumulation, again requiring pre-cooling. When neither the expected heat generation nor the expected discharge power exceeds its corresponding threshold, it indicates that the battery load during the uphill operation is within a controllable range, and pre-cooling control can be omitted to save energy.

[0067] Additionally, it's important to note that the target pre-cooling temperature for the battery refers to the initial temperature that needs to be lowered before entering an uphill section in order to maintain the battery's temperature within a safe range during uphill driving. This target temperature is not a fixed value but is dynamically calculated based on the expected heat generation and the slope and length values ​​from the navigation information. The greater the expected heat generation, the greater the pre-cooling temperature needs to be lowered, and the lower the target pre-cooling temperature. A greater slope value means a greater demand for traction power during uphill driving, a larger discharge current, and a faster heat generation rate, thus requiring a lower initial temperature to allow for more temperature rise. A longer slope length means a longer duration of high-power discharge, resulting in more heat accumulation, again requiring a lower initial temperature to cope with the continuous temperature rise. In other words, the target pre-cooling temperature for the battery is negatively correlated with the slope value and slope length—the greater the slope and the longer the slope, the lower the target pre-cooling temperature.

[0068] When calculating the target pre-cooling temperature of the battery, the target temperature value can be directly calculated using a preset mathematical formula based on the expected heat generation, slope value, and slope length; alternatively, the target temperature value can be obtained by querying a pre-stored mapping table (such as a three-dimensional lookup table) based on the above parameters; or the target temperature value can be calculated by interpolation based on the above parameters. This embodiment does not specifically limit the specific calculation method for the target pre-cooling temperature. The target pre-cooling temperature of the battery is not lower than a preset safe lower limit. The value of the safe lower limit can be pre-calibrated according to the battery characteristics and cooling system capacity, for example, it can be set to 15°C. This embodiment does not specifically limit this value.

[0069] Understandably, because this step compares the predicted battery load information with a preset threshold before entering the uphill section to determine whether pre-cooling control needs to be triggered, the initiation of pre-cooling control has a clear quantitative basis, avoiding problems such as blind cooling or untimely cooling. This ensures both effective heat dissipation and optimized system energy efficiency. Furthermore, by negatively correlating the target pre-cooling temperature with the slope and slope length, adaptive adjustment is achieved, meaning "the greater the slope load, the deeper the pre-cooling," further enhancing the precision of pre-cooling control.

[0070] Step S42: Before reaching the starting point of the ramp in the navigation information, activate the battery cooling circuit for pre-cooling; It should be noted that pre-cooling refers to the process of actively activating the battery cooling circuit before the start of an uphill climb to pre-lower the battery's initial temperature. When activating the battery cooling circuit, it can include an electric water pump and a cooling fan. The electric water pump drives the coolant to circulate within the cooling circuit, while the cooling fan enhances the heat dissipation effect of the radiator. The coolant circulation flow rate can be controlled by adjusting the speed of the electric water pump, and the radiator ventilation volume can be controlled by adjusting the speed of the cooling fan, thereby achieving precise control of the battery cooling power.

[0071] When the battery cooling circuit is started for pre-cooling, cooling can be carried out continuously with a fixed cooling power according to the target pre-cooling temperature calculated in step S41 until the battery temperature reaches the target value; a segmented cooling strategy can also be adopted, first cooling down quickly to close to the target value with high power, and then adjusting to the target temperature with low power; PID closed-loop control can also be adopted to dynamically adjust the cooling power according to the deviation between the real-time battery temperature and the target temperature. This embodiment does not specifically limit the specific execution method of pre-cooling control.

[0072] Additionally, it should be noted that when activating the battery cooling circuit before reaching the starting point of the ramp indicated in the navigation information, the activation timing can be determined as follows: Based on the current vehicle speed and the distance between the vehicle's current position and the ramp's starting point, calculate the estimated remaining time for the vehicle to reach the ramp's starting point. If this estimated remaining time is greater than or equal to the time required to reduce the battery temperature from its current temperature to the target pre-cooling temperature, trigger the pre-cooling control. This method ensures that the battery reaches the target pre-cooling temperature just before the vehicle enters the ramp, avoiding energy waste due to premature activation or insufficient cooling due to late activation. If the estimated remaining time is less than the required cooling time, the cooling circuit is immediately activated to cool the battery at maximum cooling power, reducing the battery temperature as much as possible before entering the ramp.

[0073] When performing pre-cooling control, the energy efficiency ratio of the cooling system can be comprehensively considered during the pre-cooling process, preferably when the ambient temperature is low or the cooling system efficiency is high. For example, in the high-temperature environment of summer, the heat dissipation efficiency of the cooling system is low. At this time, pre-cooling can be started earlier to extend the cooling time and reduce the instantaneous cooling power demand, thereby improving the energy efficiency ratio. In the low-temperature environment of winter, the heat dissipation efficiency of the cooling system is high, and the pre-cooling time can be shortened appropriately. This embodiment does not specifically limit the specific selection method of the cooling timing.

[0074] Furthermore, while performing pre-cooling control, corresponding coordinated control commands are generated and sent to the execution unit. The coordinated control commands include at least: speed commands for the electronic water pump and cooling fan in the battery cooling circuit, used to drive the cooling circuit to perform heat dissipation according to the calculated target pre-cooling temperature; and discharge power limit setting commands in the battery management system, used to ensure that the battery discharge power does not exceed the safety boundary under uphill high-load conditions.

[0075] Understandably, because this cooling process begins before the vehicle enters the uphill section, it overcomes the response lag issue caused by thermal inertia in existing thermal management systems. This allows the battery to maintain operation within a safe temperature range throughout the entire uphill climb, thus avoiding power limitations and battery life degradation due to overheating. Simultaneously, by setting a safe temperature limit and comprehensively considering the cooling system's energy efficiency ratio, it avoids energy waste caused by excessive cooling, achieving a balanced optimization of heat dissipation and energy consumption.

[0076] This embodiment compares the expected heat generation and / or expected discharge power with a preset threshold, ensuring that pre-cooling control is triggered only when the battery load reaches a level requiring intervention. This avoids problems of blind cooling or untimely cooling, ensuring both heat dissipation and energy efficiency optimization. Simultaneously, by dynamically calculating the target pre-cooling temperature based on the expected heat generation, slope value, and slope length, this temperature is negatively correlated with the slope value and slope length. This achieves adaptive adjustment where "the greater the slope load, the deeper the pre-cooling," avoiding the problem of "over-cooling on small slopes and insufficient cooling on large slopes" caused by a fixed target temperature.

[0077] Based on this, by activating the cooling circuit for pre-cooling before the vehicle reaches the starting point of the slope, the response lag problem caused by thermal inertia in the existing thermal management system is overcome, so that the battery can always be kept in a safe temperature range throughout the entire climbing process, avoiding power limitation and battery life degradation caused by overheating, and realizing refined adaptive control of battery thermal management under slope conditions.

[0078] Based on the first and / or second embodiments of this application, in the third embodiment of this application, the content that is the same as or similar to that in embodiments one and two above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 4 Step S50 may also include steps S51 to S52: Step S51: If the current state of charge of the vehicle battery exceeds the preset state of charge threshold, then calculate the target state of charge based on the expected charging power, wherein the target state of charge is negatively correlated with the expected charging power, and the target state of charge is not lower than the preset safe state of charge limit. It should be noted that the preset state of charge threshold is a pre-calibrated trigger condition used to determine whether the current SOC is too high and may limit downhill energy recovery. When the SOC exceeds this threshold, it indicates that the battery has a high remaining charge and limited rechargeable capacity. If high-power energy recovery is performed directly on the downhill slope, the BMS (Battery Management System) will limit the recovery power, resulting in wasted braking energy. Therefore, it is necessary to actively reduce the SOC before entering the downhill slope to reserve sufficient battery rechargeable capacity for the upcoming energy recovery process.

[0079] Additionally, it should be noted that the target state of charge (SOC) refers to the target value to which the SOC needs to be reduced before entering a downhill slope in order to match the expected downhill energy recovery power. The target SOC is negatively correlated with the expected charging power—the higher the expected charging power, the greater the energy recovery power during downhill driving, requiring a larger SOC window. Therefore, a lower target SOC ensures the battery has sufficient remaining capacity to receive recovered energy. The target SOC is not lower than a preset safe SOC limit. The safe SOC limit can be pre-calibrated based on battery characteristics and vehicle driving requirements; for example, it can be set to 20%, meaning the target SOC is no less than 20%, to avoid excessive power consumption affecting the vehicle's normal driving power output. This embodiment does not specifically limit this.

[0080] When calculating the target state of charge, the target SOC value can be directly calculated based on the expected charging power using a preset mathematical formula; the target SOC value can also be obtained by querying a pre-stored mapping table; or the target SOC value can be obtained by interpolation. This embodiment does not specifically limit the specific calculation method of the target state of charge.

[0081] Understandably, this step determines whether pre-adjustment of the power supply is needed based on the expected charging power and the current SOC before going downhill, and clarifies the specific target value to be reduced by calculating the target SOC. This provides a clear quantitative basis for subsequent power adjustment operations, avoiding the problem of excessively low SOC or insufficient reserved capacity caused by blindly consuming power.

[0082] Step S52: Before reaching the starting point of the slope in the navigation information, the current state of charge of the vehicle's battery is reduced to the target state of charge by increasing the vehicle's power consumption, so as to leave sufficient charge capacity for energy recovery when going downhill.

[0083] It should be noted that pre-discharge refers to creating optimal battery receiving conditions in advance for the upcoming high-power charging process. Specifically, in this step, it means actively consuming battery power by increasing vehicle power consumption to reduce the SOC to the target value, thereby freeing up sufficient battery receiving capacity for downhill energy recovery.

[0084] Before reaching the starting point of the ramp indicated in the navigation information, the current State of Charge (SOC) is reduced to the target SOC by increasing vehicle power consumption. The timing of this activation can be determined as follows: based on the current vehicle speed and the distance between the vehicle's current position and the ramp's starting point, calculate the estimated remaining time for the vehicle to reach the ramp's starting point. If this estimated remaining time is greater than or equal to the time required to reduce the current SOC from its current value to the target SOC, the power consumption increase operation is triggered to ensure that the SOC reaches the target value precisely before entering the downhill section.

[0085] Specifically, methods to increase vehicle power consumption include at least one of increasing motor output power, starting the air pump, or increasing the power of the air conditioning compressor. When performing the operation to increase power consumption, only one of the above methods can be used; multiple of the above methods can be used simultaneously to increase power consumption; or the above methods can be activated sequentially according to a preset priority order. This embodiment does not specifically limit the specific implementation method of increasing vehicle power consumption.

[0086] When increasing power consumption by increasing motor output power, one can increase the motor's copper losses by increasing the excitation current without changing the vehicle's driving force requirements, thus consuming additional energy without increasing the vehicle's driving power. Alternatively, a positive offset can be added to the actual required power to moderately increase the motor's output power, thereby accelerating energy consumption. When increasing power consumption by starting the air compressor, the air compressor can be actively triggered to inflate the air tank to its maximum pressure. When increasing power consumption by increasing the air conditioning compressor's power, the cooling or heating power of the air conditioning system can be appropriately increased within the permissible temperature range to consume additional energy. All three methods described above can achieve energy consumption without significantly affecting the vehicle's normal operation.

[0087] Additionally, it should be noted that if the State of Charge (SOC) has already decreased to the target state of charge during the process of increasing vehicle power consumption, the operation to increase power consumption will be stopped to avoid excessive power consumption. If the road conditions ahead change during the process of increasing power consumption (such as a decrease in downhill length or gradient leading to a reduction in expected charging power), step S51 will be re-executed, the target state of charge will be recalculated based on the updated expected charging power, and the duration and power of increasing power consumption will be dynamically adjusted.

[0088] Understandably, this step reduces the SOC to the target value by actively increasing power consumption before reaching the starting point of the slope. This avoids the problem of limited energy recovery due to excessively high SOC and reserves sufficient battery capacity for energy recovery during downhill driving, thereby maximizing energy recovery efficiency. At the same time, it reduces the load on mechanical braking and lowers the risk of brake system thermal degradation.

[0089] In another feasible implementation, step S50 may further include steps B51 to B53: Step B51: When the prediction result is the second operating condition, obtain the current battery temperature and ambient temperature from the vehicle's current operating parameters; It should be noted that the current battery temperature is used to assess whether the battery is in a suitable temperature range for high-power charging, while the ambient temperature is used to assist in calculating the target preheating temperature, because the ambient temperature determines the magnitude of the temperature difference that the heating circuit needs to overcome.

[0090] Step B52: If the current battery temperature is lower than the preset optimal charging temperature range, then calculate the target preheating temperature based on the expected charging power and the ambient temperature. It should be noted that the optimal charging temperature range refers to the temperature range within which the battery can safely and efficiently undergo high-power charging. When the battery temperature is below the lower limit of this range, the battery's internal resistance increases, charging efficiency decreases, and there are safety risks such as lithium plating. Therefore, it is necessary to raise the battery temperature to the suitable temperature range for high-power charging before entering a downhill section.

[0091] Specifically, the target preheating temperature is positively correlated with the expected charging power—the higher the expected charging power, the closer the required preheating temperature should be to the upper limit of the optimal charging temperature range, to ensure that the battery has the lowest internal resistance and highest charging efficiency during high-power charging. Simultaneously, the target preheating temperature is also related to the ambient temperature—the lower the ambient temperature, the greater the temperature difference that needs to be overcome. The determination of the target preheating temperature should comprehensively consider the impact of ambient temperature on the battery cooling rate, reserving a temperature decay margin before entering the ramp. This embodiment does not impose specific limitations on this.

[0092] When calculating the target preheating temperature, the target temperature value can be directly calculated based on the expected charging power and ambient temperature using a preset mathematical formula; the target temperature value can also be obtained by querying a pre-stored mapping table; or the target temperature value can be obtained by interpolation. This embodiment does not specifically limit the specific calculation method of the target preheating temperature.

[0093] Understandably, this step determines whether preheating is needed based on the current battery temperature and ambient temperature before entering the downhill section, and accurately calculates the target preheating temperature based on the expected charging power when preheating is required. This provides a clear quantitative basis for the preheating operation, avoiding energy waste caused by blind heating or reduced charging efficiency due to insufficient heating.

[0094] Step B53: Before reaching the starting point of the ramp in the navigation information, activate the battery heating circuit to raise the current battery temperature to the target preheating temperature; It should be noted that the battery heating circuit includes a PTC heater, which heats the coolant before circulating it into the battery pack, thus heating the battery through heat exchange. The heating rate can be controlled by adjusting the power of the PTC heater when the battery heating circuit is activated.

[0095] When the battery heating circuit is activated before reaching the starting point of the ramp in the navigation information, the activation timing can be determined as follows: based on the current vehicle speed and the distance between the vehicle's current position and the starting point of the ramp, calculate the estimated remaining time for the vehicle to reach the starting point of the ramp, and when the estimated remaining time is greater than or equal to the time required to raise the battery temperature from the current temperature to the target preheating temperature, trigger the activation of the preheating control to ensure that the battery temperature can reach the target preheating temperature just before entering the downhill section.

[0096] When performing preheating control, heating can be carried out continuously at a fixed heating power until the target preheating temperature is reached and then stopped; alternatively, PID closed-loop control can be used to dynamically adjust the PTC heating power according to the deviation between the real-time battery temperature and the target temperature; or different heating power levels can be used for segmented heating according to the difference between the ambient temperature and the target temperature. This embodiment does not specifically limit the specific execution method of preheating control.

[0097] Furthermore, if the battery temperature is predicted to exceed the safety limit due to high-power charging, pre-cooling control is implemented similarly to the uphill operation to reduce the initial battery temperature before entering the downhill phase, reserving space for temperature rise during high-power charging. Simultaneously with the pre-cooling control, corresponding coordinated control commands are generated and sent to the execution unit, including at least: speed commands for the electronic water pump and cooling fan in the battery cooling circuit, and energy recovery power setpoint commands in the battery management system.

[0098] Understandably, because this step activates the battery heating circuit before reaching the starting point of the slope to raise the battery temperature to the target preheating temperature, the battery can always be in the optimal charging temperature range during the high-power energy recovery process downhill, thereby improving charging efficiency and charging safety.

[0099] This embodiment compares the current State of Charge (SOC) with a preset threshold, ensuring that pre-regulation only triggers when an excessively high SOC might limit energy recovery, thus avoiding unnecessary power consumption. Simultaneously, the target SOC is dynamically calculated based on the expected charging power, creating a negative correlation between the target value and the expected charging power—the higher the expected charging power, the lower the target SOC, achieving adaptive adjustment where "the greater the recovery power, the more reserved capacity." Furthermore, before reaching the ramp's starting point, power consumption is actively increased by at least one of the following methods: increasing motor output power, starting the air pump, or boosting the air conditioning compressor power, to reduce the SOC to the target value. This avoids the problem of limited energy recovery due to excessively high SOC, maximizing energy recovery efficiency.

[0100] On the other hand, by obtaining the current battery temperature and ambient temperature from the vehicle's current operating parameters, and dynamically calculating the target preheating temperature based on the expected charging power and ambient temperature when the battery temperature is below the optimal charging temperature range, the battery heating circuit is activated before reaching the start point of the slope to raise the battery temperature to the target value. This ensures that the battery remains within the optimal charging temperature range throughout the downhill energy recovery process, improving charging efficiency and safety. In summary, this embodiment maximizes downhill energy recovery efficiency while ensuring charging safety by coordinating the pre-adjustment of the battery's state of charge and temperature before descending the slope.

[0101] This application also provides a predictive battery pre-discharge pre-cooling device; please refer to [reference needed]. Figure 5 The predictive battery pre-discharge pre-cooling device includes: The information acquisition module 10 is used to acquire navigation information of the road ahead of the vehicle, the vehicle's current operating parameters, and the vehicle's current battery charge status. The working condition prediction module 20 is used to predict the working condition type of the road ahead based on the navigation information, wherein the working condition type includes a first working condition and a second working condition. The load prediction module 30 is used to determine the battery load prediction information of the vehicle during the driving process under the specified operating condition based on the navigation information, the current operating parameters of the vehicle and the current battery charge state of the vehicle, and a preset thermal load prediction model. The battery load prediction information includes at least the expected charging power, the expected discharging power and the expected heat generation. The pre-cooling control module 40 is used to perform pre-cooling control on the vehicle battery according to the battery load prediction information when the prediction result is the first operating condition. The pre-discharge control module 50 is used to perform pre-discharge control on the vehicle battery based on the current battery state of charge and the battery load prediction information when the prediction result is the second operating condition.

[0102] In one embodiment, the pre-cooling control module 40 is further configured to calculate the target pre-cooling temperature of the battery based on the expected heat generation and the slope value and slope length in the navigation information if the expected heat generation exceeds a preset heat generation threshold and / or the expected discharge power exceeds a preset power threshold, wherein the target pre-cooling temperature of the battery is negatively correlated with the slope value and the slope length, and the target pre-cooling temperature of the battery is not lower than a preset safe lower limit. Before reaching the starting point of the ramp in the navigation information, the battery cooling circuit is activated for pre-cooling.

[0103] In one embodiment, the pre-discharge control module 50 is further configured to calculate a target state of charge based on the expected charging power if the current state of charge of the vehicle battery exceeds a preset state of charge threshold, wherein the target state of charge is negatively correlated with the expected charging power and the target state of charge is not lower than a preset safe state of charge limit. Before reaching the starting point of the slope in the navigation information, the current state of charge of the vehicle's battery is reduced to the target state of charge by increasing the vehicle's power consumption, so as to leave sufficient charge capacity for energy recovery when going downhill.

[0104] In one embodiment, the pre-discharge control module 50 is further configured to increase the instantaneous power consumption of the vehicle by increasing the output power of the motor, starting the air pump, or increasing the power of the air conditioning compressor, so as to reduce the current state of charge of the vehicle's battery to the target state of charge.

[0105] In one embodiment, the pre-discharge control module 50 is further configured to obtain the current battery temperature and ambient temperature from the vehicle's current operating parameters when the prediction result is the second operating condition; If the current battery temperature is lower than the preset optimal charging temperature range, then the target preheating temperature is calculated based on the expected charging power and the ambient temperature. Before reaching the ramp start point in the navigation information, the battery heating circuit is activated to raise the current battery temperature to the target preheating temperature.

[0106] In one embodiment, the load prediction module 30 is further configured to calculate the required traction power based on the slope value in the navigation information and the current operating parameters of the vehicle if the prediction result is the first working condition; The required traction power is converted into the expected discharge power, and the expected heat generation is calculated in conjunction with the battery electrochemical heat generation model. If the prediction result is the second working condition, then the energy recovery power is calculated based on the slope value in the navigation information and the current operating parameters of the vehicle; The energy recovery power is converted into the expected charging power, and the heat generated during the charging process is calculated as the expected heat generation.

[0107] In one embodiment, the working condition prediction module 20 is further configured to obtain the slope value in the navigation information; If the slope value is greater than or equal to a preset first threshold, the predicted road condition type is the first condition. If the slope value is less than or equal to a preset second threshold, the predicted road condition type ahead is the second condition.

[0108] The predictive battery pre-discharge and pre-cooling device provided in this application, employing the predictive battery pre-discharge and pre-cooling method in the above embodiments, can solve the technical problem of how to address the lag in battery thermal management and energy management response and the mismatch between control strategies and operating conditions caused by a lack of predictability regarding the road conditions ahead. Compared with the prior art, the beneficial effects of the predictive battery pre-discharge and pre-cooling device provided in this application are the same as those of the predictive battery pre-discharge and pre-cooling method provided in the above embodiments, and other technical features in the predictive battery pre-discharge and pre-cooling device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0109] This application provides a predictive battery pre-discharge and pre-cooling device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, which are executed by the at least one processor to enable the at least one processor to perform the predictive battery pre-discharge and pre-cooling method in the above embodiment 1.

[0110] The following is for reference. Figure 6 The diagram illustrates a structural schematic suitable for implementing the predictive battery pre-discharge and pre-cooling device in the embodiments of this application. The predictive battery pre-discharge and pre-cooling device in the embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital broadcast receivers, PDAs (Personal Digital Assistants), tablets, PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 6 The predictive battery pre-discharge and pre-cooling device shown is merely an example and should not be construed as limiting the functionality and scope of the embodiments of this application.

[0111] like Figure 6As shown, the predictive battery pre-discharge and pre-cooling device may include a processing unit 1001 (e.g., a central processing unit, a graphics processor, etc.) that can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for the operation of the predictive battery pre-discharge and pre-cooling device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the predictive battery pre-discharge pre-cooling device to communicate wirelessly or wiredly with other devices to exchange data. Although the predictive battery pre-discharge pre-cooling device with various systems is shown in the figure, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems may be implemented alternatively.

[0112] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0113] The predictive battery pre-discharge and pre-cooling device provided in this application, employing the predictive battery pre-discharge and pre-cooling method described in the above embodiments, can solve the technical problem of how to address the lag in battery thermal management and energy management response and the mismatch between control strategies and operating conditions caused by a lack of predictability regarding the road conditions ahead. Compared with the prior art, the beneficial effects of the predictive battery pre-discharge and pre-cooling device provided in this application are the same as those of the predictive battery pre-discharge and pre-cooling method provided in the above embodiments, and other technical features of this predictive battery pre-discharge and pre-cooling device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0114] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0115] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0116] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to perform the predictive battery pre-discharge pre-cooling method in the above embodiments.

[0117] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0118] The aforementioned computer-readable storage medium may be included in the predictive battery pre-discharge and pre-cooling device; or it may exist independently and not assembled into the predictive battery pre-discharge and pre-cooling device.

[0119] The aforementioned computer-readable storage medium carries one or more programs that, when executed by the predictive battery pre-discharge and pre-cooling device, cause the predictive battery pre-discharge and pre-cooling device to: acquire navigation information of the road ahead, the vehicle's current operating parameters, and the vehicle's current battery state of charge; predict the operating condition type of the road ahead based on the navigation information, wherein the operating condition type includes a first operating condition and a second operating condition; determine the battery load prediction information of the vehicle during driving in the stated operating condition based on the navigation information, the vehicle's current operating parameters, and the vehicle's current battery state of charge, using a preset heat load prediction model, wherein the battery load prediction information includes at least expected charging power, expected discharging power, and expected heat generation; when the prediction result is the first operating condition, perform pre-cooling control on the vehicle battery based on the battery load prediction information; and when the prediction result is the second operating condition, perform pre-discharge control on the vehicle battery based on the vehicle's current battery state of charge and the battery load prediction information.

[0120] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0121] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0122] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0123] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the aforementioned predictive battery pre-discharge and pre-cooling method. This addresses the technical problem of delayed battery thermal and energy management response and mismatch between control strategies and operating conditions caused by a lack of foresight regarding road conditions ahead. Compared to the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the predictive battery pre-discharge and pre-cooling method provided in the above embodiments, and will not be elaborated upon here.

[0124] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the predictive battery pre-discharge and pre-cooling method described above.

[0125] The computer program product provided in this application can solve the technical problem of how to address the lag in battery thermal management and energy management response and the mismatch between control strategies and operating conditions caused by a lack of foresight regarding the road conditions ahead. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the predictive battery pre-discharge and pre-cooling method provided in the above embodiments, and will not be repeated here.

[0126] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A predictive battery pre-discharge pre-cooling method, characterized in that, The method includes: Obtain navigation information about the road ahead, current vehicle operating parameters, and current battery charge status; Based on the navigation information, the road condition type ahead is predicted, wherein the road condition type includes a first road condition and a second road condition. Based on the navigation information, the vehicle's current operating parameters, and the vehicle's current battery state of charge, and based on a preset heat load prediction model, the battery load prediction information of the vehicle during the driving process under the specified operating condition is determined, wherein the battery load prediction information includes at least the expected charging power, the expected discharging power, and the expected heat generation. When the prediction result is the first operating condition, pre-cooling control is performed on the vehicle battery according to the battery load prediction information; When the prediction result is the second operating condition, pre-discharge control is performed on the vehicle battery based on the current battery state of charge and the battery load prediction information.

2. The method as described in claim 1, characterized in that, The step of performing pre-cooling control on the vehicle battery based on the battery load prediction information includes: If the expected heat generation exceeds a preset heat generation threshold and / or the expected discharge power exceeds a preset power threshold, then the target pre-cooling temperature of the battery is calculated based on the expected heat generation and the slope value and slope length in the navigation information, wherein the target pre-cooling temperature of the battery is negatively correlated with the slope value and the slope length, and the target pre-cooling temperature of the battery is not lower than a preset safe temperature lower limit. Before reaching the starting point of the ramp in the navigation information, the battery cooling circuit is activated for pre-cooling.

3. The method as described in claim 1, characterized in that, The step of performing pre-discharge control on the vehicle battery based on the current state of charge of the vehicle battery and the battery load prediction information includes: If the current state of charge of the vehicle's battery exceeds a preset state of charge threshold, a target state of charge is calculated based on the expected charging power, wherein the target state of charge is negatively correlated with the expected charging power, and the target state of charge is not lower than a preset safe state of charge limit. Before reaching the starting point of the slope in the navigation information, the current state of charge of the vehicle's battery is reduced to the target state of charge by increasing the vehicle's power consumption, so as to leave sufficient charge capacity for energy recovery when going downhill.

4. The method as described in claim 3, characterized in that, The step of reducing the current battery state of the vehicle to the target state of charge by increasing vehicle power consumption includes: The instantaneous power consumption of the vehicle is increased by at least one of the following methods: increasing the output power of the motor, starting the air pump, or increasing the power of the air conditioning compressor, so as to reduce the current state of charge of the vehicle's battery to the target state of charge.

5. The method as described in claim 1, characterized in that, The method further includes: When the prediction result is the second operating condition, the current battery temperature and ambient temperature are obtained from the vehicle's current operating parameters. If the current battery temperature is lower than the preset optimal charging temperature range, then the target preheating temperature is calculated based on the expected charging power and the ambient temperature. Before reaching the ramp start point in the navigation information, the battery heating circuit is activated to raise the current battery temperature to the target preheating temperature.

6. The method as described in claim 1, characterized in that, The step of determining the predicted battery load information of the vehicle during driving under the specified operating condition based on the navigation information, the vehicle's current operating parameters, and the vehicle's current battery state of charge, and using a preset thermal load prediction model, includes: If the prediction result is the first working condition, then the required traction power is calculated based on the slope value in the navigation information and the current operating parameters of the vehicle; The required traction power is converted into the expected discharge power, and the expected heat generation is calculated in conjunction with the battery electrochemical heat generation model. If the prediction result is the second working condition, then the energy recovery power is calculated based on the slope value in the navigation information and the current operating parameters of the vehicle; The energy recovery power is converted into the expected charging power, and the heat generated during the charging process is calculated as the expected heat generation.

7. The method as described in claim 1, characterized in that, The step of predicting the road condition type ahead based on the navigation information includes: Obtain the slope value from the navigation information; If the slope value is greater than or equal to a preset first threshold, the predicted road condition type is the first condition. If the slope value is less than or equal to a preset second threshold, the predicted road condition type ahead is the second condition.

8. A predictive battery pre-discharge and pre-cooling device, characterized in that, The device includes: The information acquisition module is used to acquire navigation information of the road ahead of the vehicle, the vehicle's current operating parameters, and the vehicle's current battery charge status. The working condition prediction module is used to predict the working condition type of the road ahead based on the navigation information, wherein the working condition type includes a first working condition and a second working condition. The load prediction module is used to determine the battery load prediction information of the vehicle during the driving process under the specified operating condition based on the navigation information, the current operating parameters of the vehicle and the current battery state of charge of the vehicle, and a preset thermal load prediction model. The battery load prediction information includes at least the expected charging power, the expected discharging power and the expected heat generation. The pre-cooling control module is used to perform pre-cooling control on the vehicle battery based on the battery load prediction information when the prediction result is the first operating condition. The pre-discharge control module is used to perform pre-discharge control on the vehicle battery based on the current battery state of charge and the battery load prediction information when the prediction result is the second operating condition.

9. A predictive battery pre-discharge and pre-cooling device, characterized in that, The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the predictive battery pre-discharge pre-cooling method as described in any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the predictive battery pre-discharge and pre-cooling method as described in any one of claims 1 to 7.

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