Vehicle thermal management method and related apparatus

Abstract

Provided in the present application are a vehicle thermal management method and a related apparatus, the method comprising: in response to a starting operation of a vehicle in a first driving process, identifying among a plurality of preset driving scenarios a target driving scenario to which the first driving process belongs, the first driving process involving the process from starting the vehicle to completing the driving; acquiring target driving condition information, the target driving condition information comprising driving condition information of m historical driving processes belonging to the target driving scenario, and m being an integer greater than 1; and, on the basis of the target driving condition information and battery state information after starting the vehicle, controlling a target thermal management operation, the target thermal management operation comprising a battery heating operation and / or a cabin temperature regulating operation for the vehicle in the first driving process. The embodiments of the present application can be used to achieve vehicle thermal management in low-temperature environments, thereby satisfying the requirements for the driving mileage and heating for users.

Description

Vehicle thermal management method and related device

[0001] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office of China on September 18, 2023, with application number 202311210846.3, and priority to the Chinese patent application entitled “Vehicle Thermal Management Method and Related Devices”, all contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of vehicle technology, and in particular to a vehicle thermal management method and related devices. Background Art

[0003] Thermal management of vehicles in low-temperature environments is a key technical challenge. Low temperatures reduce battery capacity and power performance, resulting in shorter driving range and reduced power output. Furthermore, low temperatures increase the need for interior heating, further increasing vehicle energy consumption and the output load of the power battery. Therefore, achieving vehicle thermal management in low-temperature environments to meet driving range and user heating requirements is a pressing technical challenge facing those skilled in the art.

[0004] Summary of the Invention

[0005] The present application provides a vehicle thermal management method and related devices, which can achieve vehicle thermal management in a low-temperature environment to meet driving mileage and user heating needs.

[0006] In a first aspect, the present application provides a vehicle thermal management method, the method comprising:

[0007] In response to a vehicle start operation during a first driving process, identifying a target driving scenario to which the first driving process belongs from a plurality of preset driving scenarios; the first driving process includes a process from the vehicle start to the completion of the driving process;

[0008] Obtaining target driving condition information; the target driving condition information includes driving condition information of m historical driving processes belonging to the target driving scenario; m is an integer greater than 1;

[0009] The target thermal management operation is controlled based on the target driving condition information and the battery status information after the vehicle is started; the target thermal management operation includes the battery heating operation during the first driving process and / or the cabin temperature adjustment operation of the vehicle.

[0010] In the above solution, after the vehicle is started, the battery heating and / or cabin temperature adjustment are controlled based on the driving situation information of multiple historical driving processes in similar driving scenarios and the current state of the vehicle battery. That is, based on the driving situation of the historical driving process, the current battery state is comprehensively considered to ensure that the energy consumption requirements generated by driving and user heating during the driving process are met. In addition, compared with the use of a unified thermal management solution, this solution can provide the required thermal management for different driving scenarios. While adaptively meeting the thermal management requirements of different driving scenarios, it can also improve the vehicle's operating efficiency in low-temperature environments and reduce unnecessary energy waste.

[0011] In one possible implementation, the target driving condition information includes m energy consumption information, where the i-th energy consumption information belongs to the energy consumption information of the i-th historical driving process, and the value of i is an integer from 1 to m; and the control of the target thermal management operation based on the target driving condition information and the battery status information after the vehicle is started includes:

[0012] Predicting a target total energy consumption required in the first driving process based on the m pieces of energy consumption information;

[0013] A target thermal management operation is controlled based on the aforementioned target total energy consumption and the aforementioned battery status information.

[0014] This solution uses energy consumption information from multiple historical driving processes to predict the energy consumption required for the current driving process, and comprehensively considers the battery status to control thermal management operations, so as to rationally utilize the battery energy and reduce energy waste while ensuring the energy consumption requirements of the trip.

[0015] In one possible implementation, the target thermal management operation includes the battery heating operation; the target driving condition information further includes m items of battery output power, wherein the i-th item of battery output power belongs to the battery output power of the i-th historical driving process;

[0016] The aforementioned controlling the target thermal management operation based on the aforementioned target total energy consumption and the aforementioned battery status information includes:

[0017] The battery heating operation is controlled based on the target total energy consumption, the target battery output power, and the battery status information; the target battery output power is the battery output power required in the first driving process predicted based on the m items of battery output power.

[0018] In this solution, the energy consumption required for this driving process, the battery output power and the battery status are comprehensively considered to control battery heating to improve the battery performance and thus improve the vehicle's power performance.

[0019] In one possible implementation, the battery status information includes the remaining power and allowed output power of the battery;

[0020] The controlling of the battery heating operation based on the target total energy consumption, the target battery output power, and the battery status information includes:

[0021] When the allowed output power meets the target battery output power requirement, and the remaining power meets the target total energy consumption requirement and the energy consumption requirement of the battery heating operation, the battery heating operation is started.

[0022] This solution is a lower-level implementation solution for controlling battery heating. The battery heating operation is only started when the battery can afford the energy consumption requirements of the current journey and the energy consumption requirements of battery heating, so as to avoid occupying the energy consumption requirements of the journey and making it impossible to complete the driving process.

[0023] In a possible implementation, the battery heating operation indicates heating the battery to a target temperature, where the target temperature is determined based on the target battery output power.

[0024] In this solution, the battery heating temperature can also be set based on the battery output capacity required for the current journey to better meet the power requirements of the current driving process.

[0025] In a possible implementation, the aforementioned remaining power includes the power increased after performing the aforementioned battery heating operation.

[0026] This solution also takes into account the battery heating benefits to improve the utilization rate of battery energy.

[0027] In one possible implementation, the target thermal management operation includes the cabin temperature adjustment operation; the target driving condition information further includes m pieces of thermal comfort preference information, where the i-th piece of thermal comfort preference information is determined based on the cabin environment during the i-th historical driving process;

[0028] The aforementioned controlling the target thermal management operation based on the aforementioned target total energy consumption and the aforementioned battery status information includes:

[0029] The cabin temperature adjustment operation is controlled based on the target total energy consumption, the target thermal comfort preference information, and the battery status information; the target thermal comfort preference information is the thermal comfort preference information predicted during the first driving process based on the m pieces of thermal comfort preference information.

[0030] In this solution, the energy consumption required for the driving process, the user's thermal comfort and the battery status are comprehensively considered to control the cabin temperature adjustment operation to better meet the user's heating needs.

[0031] In one possible implementation, the battery status information includes the remaining charge of the battery; and controlling the cabin temperature adjustment operation based on the target total energy consumption, the target thermal comfort preference information, and the battery status information includes:

[0032] When the remaining power satisfies the target total energy consumption and the energy consumption required for the cabin temperature adjustment operation, the cabin temperature adjustment operation is controlled based on the target thermal comfort preference information.

[0033] In this solution, the cabin temperature is adjusted based on the user's thermal comfort preferences only when the remaining battery power meets the energy consumption requirements of the trip, prioritizing the power consumption requirements of the trip to avoid occupying the power consumption requirements and causing the driving process to be unable to be completed.

[0034] In one possible implementation, the cabin temperature adjustment operation includes an air conditioning heating operation; and controlling the cabin temperature adjustment operation based on the target thermal comfort preference information includes:

[0035] searching a target outlet air temperature and / or target wind speed for the air conditioner in a first preset relationship table based on the target thermal comfort preference information and the cabin temperature; the first preset relationship table recording the outlet air temperatures and / or wind speeds of the air conditioner corresponding to various thermal comfort preference information and various cabin temperatures;

[0036] The air conditioning heating operation is started based on the target air outlet temperature and / or target wind speed.

[0037] In this solution, the air conditioning heating temperature and / or wind speed can also be set based on the user's thermal comfort preferences during the current trip to better meet the user's heating needs.

[0038] In one possible implementation, starting the air conditioning heating operation based on the target air outlet temperature and / or target wind speed includes:

[0039] recommending the aforementioned target air outlet temperature and / or target wind speed to the user through a human-computer interaction interface;

[0040] In response to the user's confirmation operation, the air conditioning heating operation is started based on the target air outlet temperature and / or target wind speed.

[0041] This solution can also interact with users, recommend relevant adjustment parameters to users, and start corresponding heating operations based on user confirmation operations, thereby increasing user perception and improving user experience.

[0042] In one possible implementation, the cabin temperature adjustment operation includes a heating operation of a target device, and the target device includes at least one of a steering wheel, a seat, and a front windshield;

[0043] The controlling of the cabin temperature adjustment operation based on the target thermal comfort preference information includes:

[0044] searching a second preset relationship table for a target heating level of the target device based on a deviation between the target thermal comfort preference information and the current thermal comfort preference information; the second preset relationship table records the target heating levels of the target device corresponding to various deviation ranges of the thermal comfort preference information; the current thermal comfort preference information is determined based on the cabin environment after the vehicle is started during the first driving process;

[0045] A heating operation of the aforementioned target device is initiated based on the aforementioned target heating level.

[0046] In this solution, the heating level of devices such as the steering wheel and seats can also be set based on the predicted thermal comfort preferences and the current thermal comfort in the cabin to better meet the user's heating needs.

[0047] In one possible implementation, the initiating a heating operation of the target device based on the target heating level includes:

[0048] recommending the aforementioned target heating level to the user through a human-computer interaction interface;

[0049] A heating operation of the aforementioned target device is started based on the aforementioned target heating level in response to a confirmation operation of the user.

[0050] This solution can also interact with users, recommend relevant adjustment parameters to users, and start corresponding heating operations based on user confirmation operations, thereby increasing user perception and improving user experience.

[0051] In one possible implementation, in response to a vehicle start operation during the first driving process, identifying a target driving scenario to which the first driving process belongs from a plurality of preset driving scenarios includes:

[0052] Acquiring startup information of the vehicle during the first driving process; the startup information includes startup time and / or location information of the vehicle at startup;

[0053] The target driving scene to which the first driving process belongs is identified from the plurality of preset driving scenes based on the startup information.

[0054] In this solution, the driving process of the same driving scene is identified based on the vehicle startup information, which is simple and easy to implement, and can accurately and effectively identify the driving scene to which the driving process belongs.

[0055] In one possible implementation, the startup information includes the startup time; and the identifying, based on the startup information, a target driving scenario to which the first driving process belongs from a plurality of preset driving scenarios includes:

[0056] Matching the aforementioned start time with multiple time periods; the aforementioned multiple time periods correspond one-to-one to the aforementioned multiple preset driving scenarios, and the aforementioned multiple time periods are different time periods of the day;

[0057] In a case where the aforementioned start time belongs to a time period corresponding to the aforementioned target driving scene, the driving scene to which the aforementioned first driving process belongs is identified as the aforementioned target driving scene.

[0058] In this solution, the target driving scenario is identified by matching the time period of the start time.

[0059] In one possible implementation, the startup information includes the vehicle's position information at the time of startup; and the identifying, based on the startup information, a target driving scenario to which the first driving process belongs from a plurality of preset driving scenarios, includes:

[0060] Matching the vehicle's location information at the time of startup with the location information corresponding to the plurality of preset driving scenarios;

[0061] In a case where the position information of the vehicle at the time of the aforementioned startup belongs to the position information corresponding to the aforementioned target driving scene, the driving scene to which the aforementioned first driving process belongs is identified as the aforementioned target driving scene.

[0062] In this solution, the target driving scene can also be identified by matching the vehicle's position information at startup.

[0063] In a second aspect, the present application provides a vehicle thermal management device, the device comprising:

[0064] an identification unit configured to, in response to a vehicle startup operation during a first driving process, identify a target driving scenario to which the first driving process belongs from a plurality of preset driving scenarios; the first driving process comprising a process from the startup of the vehicle to the completion of the driving process;

[0065] an acquiring unit, configured to acquire target driving condition information; the target driving condition information includes driving condition information of m historical driving processes belonging to the target driving scenario; m is an integer greater than 1;

[0066] A control unit is used to control a target thermal management operation based on the aforementioned target driving condition information and the aforementioned battery status information after the vehicle is started; the aforementioned target thermal management operation includes the aforementioned battery heating operation during the aforementioned first driving process and / or the aforementioned vehicle cabin temperature adjustment operation.

[0067] In one possible implementation, the target driving condition information includes m energy consumption information, where the i-th energy consumption information belongs to the energy consumption information of the i-th historical driving process, and the value of i is an integer from 1 to m; the control unit is specifically configured to:

[0068] Predicting a target total energy consumption required in the first driving process based on the m pieces of energy consumption information;

[0069] A target thermal management operation is controlled based on the aforementioned target total energy consumption and the aforementioned battery status information.

[0070] In one possible implementation, the target thermal management operation includes the battery heating operation; the target driving condition information further includes m items of battery output power, wherein the i-th item of battery output power belongs to the battery output power of the i-th historical driving process;

[0071] The aforementioned control unit is specifically used for:

[0072] The battery heating operation is controlled based on the target total energy consumption, the target battery output power, and the battery status information; the target battery output power is the battery output power required in the first driving process predicted based on the m items of battery output power.

[0073] In one possible implementation, the battery status information includes the remaining power and allowed output power of the battery;

[0074] The aforementioned control unit is specifically used for:

[0075] When the allowed output power meets the target battery output power requirement, and the remaining power meets the target total energy consumption requirement and the energy consumption requirement of the battery heating operation, the battery heating operation is started.

[0076] In a possible implementation, the battery heating operation indicates heating the battery to a target temperature, where the target temperature is determined based on the target battery output power.

[0077] In a possible implementation, the aforementioned remaining power includes the power increased after performing the aforementioned battery heating operation.

[0078] In one possible implementation, the target thermal management operation includes the cabin temperature adjustment operation; the target driving condition information further includes m pieces of thermal comfort preference information, where the i-th piece of thermal comfort preference information is determined based on the cabin environment during the i-th historical driving process;

[0079] The aforementioned control unit is specifically used for:

[0080] The cabin temperature adjustment operation is controlled based on the target total energy consumption, the target thermal comfort preference information, and the battery status information; the target thermal comfort preference information is the thermal comfort preference information predicted during the first driving process based on the m pieces of thermal comfort preference information.

[0081] In one possible implementation, the battery status information includes the remaining power of the battery; and the control unit is specifically configured to:

[0082] When the remaining power satisfies the target total energy consumption and the energy consumption required for the cabin temperature adjustment operation, the cabin temperature adjustment operation is controlled based on the target thermal comfort preference information.

[0083] In one possible implementation, the cabin temperature adjustment operation includes an air conditioning heating operation; and the control unit is specifically configured to:

[0084] searching a target outlet air temperature and / or target wind speed for the air conditioner in a first preset relationship table based on the target thermal comfort preference information and the cabin temperature; the first preset relationship table recording the outlet air temperatures and / or wind speeds of the air conditioner corresponding to various thermal comfort preference information and various cabin temperatures;

[0085] The air conditioning heating operation is started based on the target air outlet temperature and / or target wind speed.

[0086] In one possible implementation, the control unit is specifically configured to:

[0087] recommending the aforementioned target air outlet temperature and / or target wind speed to the user through a human-computer interaction interface;

[0088] In response to the user's confirmation operation, the air conditioning heating operation is started based on the target air outlet temperature and / or target wind speed.

[0089] In one possible implementation, the cabin temperature adjustment operation includes a heating operation of a target device, and the target device includes at least one of a steering wheel, a seat, and a front windshield;

[0090] The aforementioned control unit is specifically used for:

[0091] searching a second preset relationship table for a target heating level of the target device based on a deviation between the target thermal comfort preference information and the current thermal comfort preference information; the second preset relationship table records the target heating levels of the target device corresponding to various deviation ranges of the thermal comfort preference information; the current thermal comfort preference information is determined based on the cabin environment after the vehicle is started during the first driving process;

[0092] A heating operation of the aforementioned target device is initiated based on the aforementioned target heating level.

[0093] In one possible implementation, in response to a vehicle start operation during the first driving process, identifying a target driving scenario to which the first driving process belongs from a plurality of preset driving scenarios includes:

[0094] Acquiring startup information of the vehicle during the first driving process; the startup information includes startup time and / or location information of the vehicle at startup;

[0095] The target driving scene to which the first driving process belongs is identified from the plurality of preset driving scenes based on the startup information.

[0096] In a third aspect, the present application provides a vehicle thermal management device, which includes a processor, a communication interface and a memory, wherein the communication interface is used to realize the reception and transmission of data, the memory is used to store computer programs or computer instructions, and the processor is used to execute the computer programs or computer instructions stored in the memory, so that the vehicle thermal management device performs the method described in any one of the first aspect and its possible implementation methods.

[0097] In a fourth aspect, the present application provides a vehicle comprising the vehicle thermal management device as described in any one of the second or third aspects above.

[0098] In a fifth aspect, the present application provides a chip, which includes a processor, a communication interface and a memory, wherein the communication interface is used to realize the reception and transmission of data, the memory is used to store computer programs or computer instructions, and the processor is used to execute the computer programs or computer instructions stored in the memory, so that the chip executes the method as described in any one of the first aspect and its possible implementation methods.

[0099] In a sixth aspect, the present application provides a computer-readable storage medium, which stores a computer program or computer instructions, and the aforementioned computer program or computer instructions are executed by a processor to implement a method as described in any one of the above-mentioned first aspect and its possible implementation methods.

[0100] In a seventh aspect, the present application provides a computer program product. When the computer program product is executed by a processor, the method as described in any one of the above-mentioned first aspect and its possible implementation methods will be implemented.

[0101] The solutions provided in the second to seventh aspects are used to implement or cooperate with the corresponding methods provided in the first aspect, and therefore can achieve the same or corresponding beneficial effects as the corresponding methods in the first aspect, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0102] FIG1 is a schematic diagram showing the structure of a thermal management system provided in an embodiment of the present application;

[0103] Figures 2 and 3 are schematic flow charts of the method provided in the embodiments of the present application;

[0104] 4 and 5 are schematic diagrams showing the structure of the device provided in the embodiments of the present application. DETAILED DESCRIPTION

[0105] In the embodiment of the present application, "multiple" refers to two or more. In the embodiment of the present application, "and / or" is used to describe the association relationship of associated objects, indicating three relationships that can exist independently. For example, A and / or B can be expressed as follows: A exists alone, B exists alone, or A and B exist at the same time. The description methods such as "at least one of a1, a2, ... and an" used in the embodiment of the present application include the situation where any one of a1, a2, ... and an exists alone, and also include any combination of any multiple of a1, a2, ... and an, each of which can exist alone; for example, the description method of "at least one of a, b and c" includes the situation where a is alone, b is alone, c is alone, a and b combination, a and c combination, b and c combination, or abc combination.

[0106] In the various embodiments of the present application, unless otherwise specified or there is a logical conflict, the terms and / or descriptions between the various embodiments are consistent and can be referenced by each other. The technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0107] In order to achieve vehicle thermal management in low-temperature environments to meet driving mileage and user heating requirements, the embodiments of the present application provide a vehicle thermal management method and related devices. The following first describes the architecture of the thermal management system in the vehicle involved in the embodiments of the present application with reference to Figure 1.

[0108] 1 shows a schematic structural diagram of a thermal management system 100 . It can be seen that the thermal management system 100 includes a control device 110 , a battery thermal management execution module 120 , a cabin thermal management execution module 130 , and a human-computer interaction unit 140 .

[0109] For example, the control device 110 may be a domain controller, a vehicle central computer (VCC), or other control module in a vehicle. For example, the domain controller may be a power domain controller, a chassis domain controller, a vehicle domain controller, a cockpit domain controller, or an autonomous driving domain controller in a vehicle. It should be understood that the description of the control device 110 herein is merely illustrative and does not constitute a limitation on the embodiments of the present application.

[0110] For example, the battery thermal management execution module 120 may include a heating component such as a positive temperature coefficient (PTC) heater. Alternatively, the battery thermal management execution module 120 may include an electric heating film preheating system. This electric heating film preheating system uses an electric heating film as a heating element and adjusts the heating power by adjusting the applied voltage, which has the advantages of uniform heating and a wide power adjustment range. Alternatively, the battery thermal management execution module 120 may include a liquid cooling preheating system. This liquid cooling preheating system utilizes a liquid cooling system consisting of a liquid cooling radiator, a coolant circulation pipeline, a heat exchange system, and a liquid circulation power source to achieve cooling and heating of the power battery, with the advantages of high heating efficiency, good thermal insulation, and strong adaptability. Alternatively, the battery thermal management execution module 120 may include a heat pipe preheating system. This heat pipe preheating system uses heat pipes as highly efficient heat transfer devices to transfer heat from an external heater to the interior of the battery pack. For example, the battery may be a power battery in a vehicle, for example.

[0111] For example, the control device 110 may send a control instruction to the battery thermal management execution module 120 to control the module to perform a battery heating operation.

[0112] Illustratively, the cabin thermal management execution module 130 may include one or more of the following: an air conditioning module, a steering wheel heating module, a seat heating module, and a windshield heating module. Illustratively, the air conditioning module may include a heat pump and other devices. The steering wheel heating module, seat heating module, or windshield heating module may include components such as heating resistors.

[0113] Exemplarily, the control device 110 may send a control instruction to the air conditioning adjustment module to control the module to perform an air conditioning heating operation. The air conditioning heating operation may include outputting hot air into the cabin based on a set temperature and / or wind speed. Exemplarily, the control device 110 may send a control instruction to the steering wheel heating module to control the module to perform an operation of heating the steering wheel. Exemplarily, the control device 110 may send a control instruction to the seat heating module to control the module to perform an operation of heating the seat. Exemplarily, the control device 110 may send a control instruction to the front windshield heating module to control the module to perform an operation of heating the front windshield.

[0114] Exemplarily, the human-machine interface unit 140 may include a human-machine interface (HMI) module and / or an in-vehicle voice prompt module. Exemplarily, the control device 110 may recommend information to a user via the human-machine interface unit 140. For example, the recommended information may be displayed to the user via the HMI module. Alternatively, the recommended information may be voice-announced to the user via the in-vehicle voice prompt module.

[0115] It should be understood that the thermal management system 100 shown in FIG1 is merely an example and does not constitute a limitation to the embodiments of the present application.

[0116] For example, the above-mentioned control instructions may be control instructions generated by the control device 110 based on the vehicle thermal management method provided by the embodiment of the present application. The following is an exemplary introduction to the implementation of the vehicle thermal management method.

[0117] For example, see Figure 2, which is a flow chart of a vehicle thermal management method provided by an embodiment of the present application. The method may include but is not limited to the following operations.

[0118] S201. In response to a vehicle startup operation during a first driving process, a control device identifies a target driving scenario to which the first driving process belongs from a plurality of preset driving scenarios; the first driving process includes a process from vehicle startup to driving completion.

[0119] For example, the control device may be the control device 110 shown in FIG1 . The first driving process may be any driving process belonging to the target driving scenario. A driving process refers to the process from vehicle startup to driving completion.

[0120] For example, situations that fall under the category of vehicle startup may include, but are not limited to, the following: the driver turns the key to start the vehicle, presses the start button to start the vehicle, unlocks the door, opens the door, or powers on the control device, etc., and the embodiments of the present application do not limit this. For example, situations that fall under the category of driving completion may include, but are not limited to, the following: the driver turns the key or presses a button to power off the vehicle, locks the door after getting off the vehicle, or powers off the control device, etc., and the embodiments of the present application do not limit this. For example, the above-mentioned driving process may be a driving cycle between powering on and powering off the vehicle.

[0121] The target driving scenario is one of a plurality of preset driving scenarios. The plurality of preset driving scenarios are driving scenarios obtained based on an analysis of the vehicle's historical operating data. Exemplarily, the plurality of preset driving scenarios can be distinguished at least by time periods and / or preset positions of the vehicle. Specifically, each preset driving scenario can correspond to a time period and / or a preset position. If the start time of the driving process falls within a time period corresponding to a preset driving scenario and / or the position of the vehicle at the time of start belongs to a preset position, then the driving process belongs to the driving process of the preset driving scenario. For details, please refer to the exemplary description below. The following exemplary description is a process of analyzing a plurality of preset driving scenarios.

[0122] In one possible implementation, the control device may obtain information about the driving process over a period of time in the past, and then obtain the above-mentioned multiple preset driving scenarios based on the obtained information about the driving process and the preset driving scenario determination conditions.

[0123] For example, the past period of time may be one or more weeks before the control device acquires the information. Alternatively, the past period of time may be one or more months before the control device acquires the information. The present embodiment of the application does not limit the past period of time.

[0124] Exemplarily, the driving process information obtained above may include some or all of the following information during each driving process: vehicle start time, vehicle location information, driving time, driving energy consumption, driving mileage, speed, battery output power, battery temperature, ambient temperature (e.g., cabin temperature, cabin temperature, steering wheel temperature, and windshield heating level), remaining battery charge, air conditioning set temperature, seat heating level, steering wheel heating level, and windshield heating level. Exemplarily, this information may be collected via one or more of a controller area network (CAN) bus, an input / output (I / O) bus, a local interconnect network (LIN) bus, and an Ethernet bus. Exemplarily, this information may be pre-processed and stored in a preset storage space. This pre-processing may include, for example, removing outliers, missing values, and duplicate values, as well as performing format conversion, unit unification, and time alignment.

[0125] In one possible implementation, after obtaining the information about the driving process over the past period of time, the obtained information can be first screened to filter out information that is of little reference value. For example, information about driving processes with a driving time greater than a preset time, a driving mileage greater than a preset mileage, and a driving process on weekdays can be retained, and the rest of the information can be discarded. Alternatively, it is not limited to driving mileage on weekdays, as long as the driving time is greater than a preset time and the driving mileage is greater than a preset mileage, the information about the driving process can be retained, and so on. The embodiment of the present application does not impose any restrictions on the conditions for this screening. For example, the preset time can be, for example, 10 minutes, 15 minutes, or 20 minutes, and so on, and the embodiment of the present application does not impose any restrictions on this. The preset mileage can be, for example, 1 kilometer, 3 kilometers, or 5 kilometers, and so on, and the embodiment of the present application does not impose any restrictions on this. Optionally, in another possible implementation, screening may not be performed, and the information about the driving process after screening will be used as an example for introduction.

[0126] After obtaining the information of the driving process after the above screening, the above-mentioned multiple preset driving scenarios can be analyzed in combination with the above-mentioned preset driving scenario determination conditions.

[0127] For example, the above-mentioned preset driving scenario determination conditions are associated with multiple time periods. These multiple time periods refer to different time periods divided from a 24-hour day. For example, the 24-hour day can be divided into 12 time periods. These 12 time periods may include, for example, the following time periods: 0:00-1:59:59, 2:00-3:59:59, 4:00-5:59:59, ..., 20:00-21:59:59, 22:00-23:59:59. Alternatively, for example, only the time period between 6:00 and 22:00 may be divided to obtain 8 time periods. These 8 time periods may include, for example, the following time periods: 6:00-7:59:59, 8:00-9:59:59, 10:00-11:59:59, ..., 18:00-19:59:59, 20:00-21:59:59. It will be understood that the division of time periods herein is merely illustrative and does not constitute a limitation on the embodiments of the present application. In specific implementations, other methods can also be used to divide time periods, and the embodiments of the present application do not limit this.

[0128] Based on the multiple time periods obtained from the above division and the filtered driving processes, the vehicle usage frequency for each time period is calculated. The vehicle usage frequency for a time period can be represented by the percentage of driving processes after the filtering that had their start time fall within that time period. For example, assume that the filtered driving processes include 100 driving processes, and the multiple time periods are the 12 time periods mentioned above. Of these, 40 driving processes had their start time fall between 6:00 and 7:59:59 (referred to as Time Period 1), 40 driving processes had their start time fall between 18:00 and 19:59:59 (referred to as Time Period 2), 20 driving processes had their start time fall between 10:00 and 11:59:59 (referred to as Time Period 3), and no driving processes fell within other time periods. Therefore, the vehicle usage frequency in both Time Period 1 and Time Period 2 is 40 / 100 = 0.4. The vehicle usage frequency in Time Period 3 is 20 / 100 = 0.2. The vehicle usage frequency in other time periods is 0.

[0129] Alternatively, in another possible implementation, the frequency of car use in a period can be represented by the weighted proportion of the number of times the start time of the driving process after the above screening falls within the period. Based on the previous description, it can be seen that the above-mentioned past period can be, for example, one or more weeks, or one or more months before the control device obtains the information. For ease of understanding, the past period of time is taken as 4 weeks as an example. Then, the frequency of car use in a period can be calculated by the following formula:

[0130] Among them, w i is the weight of the ith week. The denominator is 5, which means there are 5 working days in a week. It is used to adjust the weight coefficient w i N ki The number of times the vehicle's start time falls within the kth time period during the i-th week. The value range of k is determined by the number of time periods obtained from the above division. For example, if the above division results in 12 time periods, the value of k is an integer between 1 and 12. If the above division results in 8 time periods, the value of k is an integer between 1 and 8. It should be understood that the description herein is merely illustrative and does not constitute a limitation of the embodiments of the present application.

[0131] For example, the frequency of car use in each time period can be uniformly expressed by the following formula:

[0132] P={(p1,r1),…,(p k ,r k ),…,(p n ,r n )}.

[0133] Among them, P represents the frequency set of car use, where p k represents the kth period, rk Indicates the frequency of car use in the kth period.

[0134] After obtaining the frequency of vehicle use in each of the above time periods, the preset driving scene can be further determined based on the above preset driving scene determination conditions. For example, the preset driving scene determination conditions include the following two conditions:

[0135] 1) The vehicle usage frequency during the time period is greater than a preset vehicle usage frequency; 2) After the aforementioned screening, the dispersion of the mileage of multiple driving processes with start times falling within the time period is less than a preset dispersion. This dispersion can be represented, for example, by variance, standard deviation, or mean deviation.

[0136] In another possible implementation, the above-mentioned preset driving scene determination conditions may further include the following conditions: 3) the location information when the vehicle is started belongs to the preset location information.

[0137] Alternatively, in another possible implementation, the above-mentioned preset driving scene determination conditions only include the above-mentioned conditions 1) and 3).

[0138] The above-mentioned preset vehicle frequency, preset discreteness, and preset location information can be set according to actual application, and the embodiments of this application do not limit this. It is understood that the above-mentioned preset driving scene determination conditions are only examples and do not constitute a limitation on the embodiments of this application.

[0139] Only driving scenes corresponding to the time period that meets the above-mentioned preset driving scene determination conditions (i.e., driving scenes whose start time falls within this time period) are determined as the above-mentioned preset driving scenes. Based on the preset driving scene determination conditions, the above-mentioned multiple preset driving scenes can be determined.

[0140] In one possible implementation, after multiple preset driving scenarios are determined, they can be used continuously. In another possible implementation, considering that user driving habits may change over time, a certain time period may correspond to a preset driving scenario. However, after the user's driving habits change, this time period may no longer correspond to a preset driving scenario. Based on this, multiple preset driving scenarios can be periodically re-determined using the above-described method to ensure that the determined preset driving scenarios better meet user needs and improve the user experience.

[0141] In a specific implementation, the multiple preset driving scenarios are pre-determined, and the corresponding time periods and / or preset location information are stored. Based on this, after the vehicle is started during the first driving process, the control device can obtain vehicle startup information. This startup information may include the vehicle startup time and / or the vehicle's location information at the time of startup. Then, based on this startup information, the target driving scenario to which the first driving process belongs is identified from the multiple preset driving scenarios.

[0142] In one possible implementation, the target driving scenario to which the first driving process belongs can be identified based on the start time included in the start information. For example, the start time can be matched to multiple time periods corresponding to the multiple preset driving scenarios. If the start time falls within the time period corresponding to the target driving scenario, the driving scenario to which the first driving process belongs can be identified as the target driving scenario.

[0143] In one possible implementation, the target driving scenario to which the first driving process belongs can be identified based on the vehicle's location information included in the startup information. For example, the vehicle's location information can be matched with location information corresponding to multiple preset driving scenarios. If the vehicle's location information matches the location information corresponding to the target driving scenario, the driving scenario to which the first driving process belongs can be identified as the target driving scenario.

[0144] In one possible implementation, the target driving scenario to which the first driving process belongs can be identified based on the start time and vehicle location information included in the start information. For example, the start time can be matched with multiple time periods corresponding to the aforementioned pre-set driving scenarios. Furthermore, the vehicle location information can be matched with location information corresponding to the multiple pre-set driving scenarios. If the start time falls within the time period corresponding to the target driving scenario, and the vehicle location information falls within the location information corresponding to the target driving scenario, then the driving scenario to which the first driving process belongs can be identified as the target driving scenario.

[0145] In one possible implementation, if the start time included in the start information does not fall within a time period corresponding to any of the plurality of preset driving scenarios, and / or the vehicle location information included in the start information does not fall within a time period corresponding to any of the plurality of preset driving scenarios, then the operations of subsequent steps S202 and S203 may be discontinued, and the next driving process may be awaited.

[0146] It will be understood that the above description of the target driving scenario is merely an example and does not constitute a limitation to the embodiments of the present application.

[0147] S202. The control device obtains target driving condition information; the target driving condition information includes driving condition information of m historical driving processes belonging to the target driving scene; m is an integer greater than 1.

[0148] In a specific implementation, after identifying the target driving scenario to which the first driving process belongs, driving condition information for m historical driving processes under the target driving scenario can be obtained, i.e., the target driving condition information can be obtained. This target driving condition information can be used to predict the driving condition of the first driving process, serving as reference information for thermal management during the first driving process.

[0149] Exemplarily, the m historical driving processes are multiple driving processes prior to the first driving process that fall within the target driving scenario. For example, within the m historical driving processes, the vehicle startup time falls within a time period corresponding to the target driving scenario, and / or the vehicle startup location information falls within the location information corresponding to the target driving scenario. Exemplarily, the m historical driving processes are multiple driving processes that occurred in one or more weeks, or one or more months, prior to the first driving process. Exemplarily, the m historical driving processes may also be filtered historical driving processes, and the aforementioned implementation process for analyzing multiple preset driving scenarios may be referred to and will not be further described here.

[0150] The driving condition information of each of the above-mentioned historical driving processes may include, but is not limited to, one or more of the following information: energy consumption information, battery output power, thermal comfort preference information, driving mileage, and driving duration, etc. Among them, the energy consumption information of a historical driving process may be, for example, the total energy consumption of the historical driving process. The total energy consumption of a driving process may include, for example, but is not limited to, one or more of the following: energy consumption generated for realizing vehicle driving, lighting, ventilation, and thermal management, etc. It will be understood that this is only an example, and the total energy consumption of the driving process may also include energy consumption generated for realizing other functions, and the embodiments of the present application do not limit this.

[0151] For example, the battery output power of a historical driving process may include one or more of the following: the maximum battery output power value during the historical driving process, a first battery output power, and a second battery output power. The first battery output power is the battery output power covering the driving time that corresponds to the first driving time percentage during the historical driving process. The second battery output power is the battery output power covering the driving time that corresponds to the second driving time percentage during the historical driving process. For example, the values ​​of the first driving time percentage and the second driving time percentage may range from 99% to 99.9% of the driving time percentage during the historical driving process. For ease of understanding, let's use an example. Assuming the driving time during the historical driving process is 10 minutes, and the first driving time percentage is 99.9%, the first battery output power is the battery output power covering 9.99 minutes of the historical driving process. That is, during the 10-minute historical driving process, the battery output power was the first battery output power for 9.99 minutes. The second driving time percentage is similar and will not be further described. The second driving time percentage is smaller than the first driving time percentage.

[0152] Exemplarily, thermal comfort preference information is used to indicate the user's preference for the level of hot and cold sensations in the cabin. In one possible implementation, the predicted mean vote (PMV) index (also known as the predicted mean thermal sensation index, etc.) can be used as a measure of the user's preference for hot and cold sensations. The thermal comfort preference information of a historical driving process can be determined based on the cabin environment of the historical driving process. For example, the PMV value of the historical driving process can be calculated using environmental information such as the local temperature and humidity of the cabin saved during the historical driving process. The calculation formula can be exemplified in the following introduction and will not be described in detail here. The PMV value can be used as the thermal comfort preference information of the historical driving process.

[0153] Alternatively, in another possible implementation, the thermal comfort preference information for a historical driving process may directly include one or more of the following information: cabin temperature, humidity, air conditioning temperature adjustment records, air volume adjustment records, air direction adjustment records, steering wheel heating level adjustment records, seat heating level adjustment records, and front windshield heating level adjustment records during the historical driving process. This one or more pieces of information may be referred to as a cabin heating device operation record.

[0154] Based on the above description, the target driving condition information may include one or more of the following: m energy consumption information, m battery output power items, and m thermal comfort preference information. The i-th energy consumption information item refers to the energy consumption information for the i-th historical driving process. The i-th battery output power item refers to the battery output power for the i-th historical driving process. The i-th thermal comfort preference information item refers to the thermal comfort preference information for the i-th historical driving process. The value of i is an integer from 1 to m.

[0155] For example, based on the foregoing description, a historical driving process can include one or more of the maximum battery output power, the first battery output power, and the second battery output power during the historical driving process. If the maximum battery output power value is included, then the m battery output power items include m maximum battery output powers. If the first battery output power is included, then the m battery output power items include m first battery output powers. If the second battery output power is included, then the m battery output power items include m second battery output powers. That is, the m battery output power items may include one or more of the following: m maximum battery output powers, m first battery output powers, and m second battery output powers. The i-th battery output power item may include one or more of the following: the maximum battery output power, the first battery output power, and the second battery output power during the i-th historical driving process.

[0156] S203. The control device controls a target thermal management operation based on the target driving condition information and the battery status information after the vehicle is started; the target thermal management operation includes a battery heating operation of the vehicle and / or a cabin temperature adjustment operation of the vehicle during the first driving process.

[0157] In a specific implementation, the control device can predict the driving condition of the first driving process based on the target driving condition information, and the obtained driving condition prediction information can be used as reference information for thermal management in the first driving process.

[0158] In one possible implementation, the control device may predict the target total energy consumption required during the first driving process based on the above-mentioned m energy consumption information. Exemplarily, the target total energy consumption may be, for example, the median (also referred to as the median) of the m energy consumption information. Alternatively, the target total energy consumption may be, for example, the average value of the m energy consumption information. Alternatively, the target total energy consumption may be, for example, the weighted average value of the m energy consumption information. It will be understood that the description herein is merely an example and does not constitute a limitation to the embodiments of the present application.

[0159] In one possible implementation, the control device may predict the battery output power required during the first driving process based on the above-mentioned m battery output power items (referred to as the target battery output power). Exemplarily, if the m battery output power items include the above-mentioned m battery maximum output power items, then the target battery output power includes the median, average, or weighted average of the m battery maximum output power items (referred to as the target battery maximum output power). If the m battery output power items include the above-mentioned m first battery output power items, then the target battery output power includes the median, average, or weighted average of the m first battery output power items (referred to as the target first battery output power). If the m battery output power items include the above-mentioned m second battery output power items, then the target battery output power includes the median, average, or weighted average of the m second battery output power items (referred to as the target second battery output power). That is, the target battery output power may include one or more of the target battery maximum output power, the target first battery output power, and the target second battery output power.

[0160] In one possible implementation, the control device may predict thermal comfort preference information for the first driving process (referred to as target thermal comfort preference information) based on the m pieces of thermal comfort preference information. For example, if the m pieces of thermal comfort preference information are m PMV values ​​from m historical driving processes, then the target thermal comfort preference information may be, for example, the median, average, or weighted average of these m PMV values ​​(referred to as the target PMV value). If the m pieces of thermal comfort preference information are cabin temperature, humidity, and heating equipment adjustment records from m historical driving processes, then the median, average, or weighted average of each item may be calculated. The resulting multiple calculation results constitute the target thermal comfort preference information, which will not be further described here.

[0161] For example, the driving condition prediction information may include one or more of the target total energy consumption, target battery output power, and target thermal comfort preference information. After obtaining the driving condition prediction information, the vehicle's thermal management operations may be controlled based on the driving condition prediction information and the battery status information of the vehicle after startup.

[0162] The battery status information may include one or more of the following: battery temperature, remaining battery capacity, and allowed output power, etc. For example, the remaining battery capacity can be represented by the state of charge (SoC), for example. The allowed output power can be represented by the state of power (SoP), for example, which represents the discharge capacity of the battery. For example, a SoP table may be pre-stored in the vehicle. The SoP table stores the correspondence between the battery temperature and the output power allowed by the battery. Therefore, the control device can query the SoP table based on the obtained battery temperature to obtain the output power allowed by the battery.

[0163] Illustratively, the target thermal management operation includes heating the vehicle's battery and / or adjusting the vehicle's cabin temperature during the first driving process. The cabin temperature adjustment operation includes adjusting the cabin's heating system. For example, it may include one or more of the following: air conditioning heating, steering wheel heating, seat heating, and windshield heating. It should be understood that this is merely an example and does not constitute a limitation of the present invention.

[0164] In one possible implementation, if the driving condition prediction information includes the target total energy consumption, then it is possible to determine whether the battery can meet the energy consumption requirements of the first driving process based on the battery status information and the target total energy consumption. Then, the corresponding thermal management operation is controlled based on the judgment result. For example, the energy that the battery can provide can be determined based on the remaining power of the battery. For example, the energy that the remaining power of the battery can provide can be queried from a table of correspondence between battery power and energy. Alternatively, the energy that can be provided can be directly calculated based on the remaining power of the battery. This embodiment of the present application does not impose any restrictions on this. For the convenience of the following introduction, the energy that can be provided by the remaining power of the battery is referred to as residual energy.

[0165] In one possible implementation, if the energy consumption generated by thermal management operations is taken into account when predicting the target total energy consumption, then after determining the remaining energy, this remaining energy can be compared with the target total energy consumption. If the remaining energy is less than the target total energy consumption, indicating that the remaining battery charge cannot meet the target total energy consumption, the control device will not initiate the target thermal management operation. This saves energy generated by thermal management operations, prioritizes energy consumption required for driving operations, and maximizes driving range.

[0166] If the remaining energy is greater than the target total energy consumption, it indicates that the remaining power of the battery can meet the target total energy consumption requirement. In this case, the control device can start the above-mentioned target thermal management operation. For example, take the thermal management system 100 shown in Figure 1 as an example. The control device can generate a control instruction and send the control instruction to the battery thermal management execution module 120 and / or the cabin thermal management execution module 130 to instruct the battery thermal management execution module 120 and / or the cabin thermal management execution module 130 to perform the corresponding thermal management operation. The specific thermal management operations performed by these two modules can be referred to the introduction of Figure 1 above and will not be repeated here.

[0167] In another possible implementation, if the energy consumption generated by thermal management operations is not considered during the prediction of the target total energy consumption, then, in determining whether the battery can meet the energy consumption requirements of the first driving process, the energy consumption generated by the target thermal management operations may be considered in addition to the target total energy consumption. Specifically, the sum of the target total energy consumption and the energy consumption generated by the target thermal management operations is the estimated energy consumption requirement for the first driving process. For ease of description, this sum is referred to as the comprehensive energy consumption. Based on this, after determining the remaining energy, the remaining energy can be compared with the comprehensive energy consumption. If the remaining energy is less than the comprehensive energy consumption, it indicates that the remaining battery charge cannot meet the comprehensive energy consumption requirement. The control device will then not initiate the target thermal management operations. This saves energy generated by thermal management operations, prioritizes energy required for driving operations, and maximizes driving range. If the remaining energy is greater than the comprehensive energy consumption, it indicates that the remaining battery charge can meet the comprehensive energy consumption requirement. In this case, the control device may initiate the target thermal management operations. For ease of understanding, the following example is provided.

[0168] In one possible implementation, the target thermal management operation includes a battery heating operation. Then, the energy consumption generated by the target thermal management operation includes the energy consumption required for the battery heating operation (referred to as battery heating energy consumption). The comprehensive energy consumption can be the sum of the target total energy consumption and the battery heating energy consumption. Based on this, after determining the residual energy, the residual energy can be compared with the comprehensive energy consumption. If the residual energy is less than the comprehensive energy consumption, it indicates that the remaining power of the battery cannot meet the requirements of the comprehensive energy consumption. The control device will not start the aforementioned battery heating operation. Thereby saving the energy consumption required for heating the battery, giving priority to the energy consumption required for driving operations, and extending the driving mileage as much as possible.

[0169] If the remaining energy is greater than the comprehensive energy consumption, it indicates that the remaining power of the battery can meet the demand of the comprehensive energy consumption. In this case, the control device can start the above-mentioned battery heating operation. For example, take the thermal management system 100 shown in Figure 1 as an example. The control device can generate a control instruction and send the control instruction to the battery thermal management execution module 120 to instruct the battery thermal management execution module 120 to perform the battery heating operation. In one possible implementation, the battery heating operation can heat the battery to a specified temperature. The temperature can be pre-set. The aforementioned battery heating energy consumption can be determined, for example, based on the difference between the specified temperature and the temperature of the battery before heating. For example, a correspondence table between the temperature difference and the energy consumption required for heating can be pre-set, and the battery heating energy consumption can be obtained by looking up the temperature difference in the table. It can be understood that this is only an example and does not constitute a limitation to the embodiments of the present application.

[0170] In one possible implementation, in addition to considering the comprehensive energy consumption requirement, the battery's allowable output power may also be considered when determining whether to initiate battery heating. Specifically, the driving condition prediction information may also include the target battery output power. Furthermore, the battery status information may also include the battery's allowable output power. Based on this, the allowable output power may be compared with the target battery output power to determine whether it meets the target battery output power requirement.

[0171] For example, based on the foregoing description, the target battery output power may include one or more of the target maximum battery output power, the target first battery output power, and the target second battery output power. In one possible implementation, the target battery output power includes only one of these three items. Taking the target maximum battery output power as an example, the other two items are similarly described and will not be further described. The allowable output power can then be compared with the target maximum battery output power. If the allowable output power is greater than the target maximum battery output power, this indicates that the battery output power can meet the battery output power required for the first driving process. Regardless of whether the remaining energy can meet the comprehensive energy consumption requirement, the control device will not initiate the aforementioned battery heating operation. Specifically, if both the battery output power and remaining energy can meet the requirements of the first driving process, additional battery heating is not required. If the battery output power meets the requirements of the first driving process, but the remaining energy does not, battery heating remains unattended. This conserves the energy required for battery heating, prioritizes energy consumption required for driving operations, and maximizes driving range.

[0172] If the allowable output power is less than the target maximum battery output power, it indicates that the battery output power cannot meet the battery output power required for the first driving process. In this case, if the remaining energy can meet the comprehensive energy consumption requirements, the battery heating operation can be initiated to optimize the battery's discharge performance. If the remaining energy cannot meet the comprehensive energy consumption requirements, the battery heating operation is not performed. This saves the energy required for battery heating, prioritizes the energy required for driving operations, and maximizes the driving range.

[0173] For ease of understanding, the above-mentioned several implementations of comprehensively considering the remaining energy of the battery and the allowed output power to determine whether to heat the battery can be exemplified as shown in Table 1 below.

[0174] Table 1

[0175] As can be seen in Table 1, the battery heating operation is initiated only when the battery's permitted output power is less than the target maximum battery output power, and the battery's remaining energy is greater than the overall energy consumption. It is not initiated in all other cases. The beneficial effects of each case can be found in the previous description and are not elaborated here.

[0176] In one possible implementation, the target battery output power may include any two of the target maximum battery output power, the target first battery output power, and the target second battery output power. For example, the target battery output power includes the target maximum battery output power and the target first battery output power, and the remaining examples are similar and will not be further described. For example, see Table 2.

[0177] Table 2

[0178] As can be seen in Table 2, the battery heating operation is activated only when the battery's allowed output power is less than the target battery's maximum output power, the battery's allowed output power is less than the target first battery output power, and the battery's remaining energy is greater than the comprehensive energy consumption. It is not activated in all other cases.

[0179] In one possible implementation, the target battery output power may include the target maximum battery output power, the target first battery output power, and the target second battery output power. Exemplarily, if all three power items are greater than the battery's allowable output power, i.e., if the battery's allowable output power is less than all three power items, the control device initiates the battery heating operation. Otherwise, the control device does not initiate the battery heating operation. Alternatively, exemplarily, if the battery's allowable output power is less than any two of the three power items, the control device initiates the battery heating operation. Otherwise, the control device does not initiate the battery heating operation.

[0180] In one possible implementation, the control device may further determine a target temperature for battery heating based on the target battery output power. As described above, the SoP table stores the correspondence between battery temperature and the battery's allowable output power. Therefore, given the target battery output power, the target temperature can be obtained by querying the SoP table based on the target battery output power. For example, since the target battery output power may include one or more of the target maximum battery output power, the target first battery output power, and the target second battery output power, the SoP table may be queried using any one of these three output power items. Alternatively, the SoP table may be queried using at least two of these three items. If multiple different temperatures are obtained, the median, average, or weighted average of these multiple temperatures may be used as the target temperature. This is not a limitation in the present embodiment. After obtaining the target temperature, when the control device sends the control instruction to the battery thermal management execution module 120, the control instruction may include information indicating the target temperature, thereby instructing the battery thermal management execution module 120 to heat the battery to the target temperature.

[0181] In one possible implementation, since the performance of the battery is increased after heating, the energy that the battery can provide can be increased. The increased energy can be referred to as heating gain energy. Exemplarily, the heating gain energy can be obtained in a calibrated manner by, for example, conducting experiments on the battery pack in advance. Therefore, in the implementation process of judging whether the battery can meet the energy consumption requirements of the first driving process based on the battery status information and the target total energy consumption, the heating gain energy can also be considered. For example, it can be assumed that the control device will start the battery heating operation. Based on this, the heating gain energy after heating the battery can be estimated first. In this case, the remaining energy of the battery can be the sum of the remaining energy of the battery before heating and the heating gain energy. Then, based on the remaining energy of the battery, it is judged whether the energy consumption requirements of the first driving process can be met, and then whether the battery heating operation is started is controlled. For the specific implementation, please refer to the above description and will not be repeated here.

[0182] In one possible implementation, the control device needs to meet a preset ambient temperature condition before starting the operation of heating the battery. For example, after the vehicle is started in the first driving process, the control device can obtain the temperature of the environment in which the vehicle is located (for the introduction of the ambient temperature, please refer to the above introduction, which will not be repeated here). If the obtained ambient temperature is less than the preset temperature threshold and meets the above conditions for starting the battery heating operation, the control device will start the battery heating operation. On the contrary, if the obtained ambient temperature is greater than the preset temperature threshold, the control device will not start the battery heating operation. The preset temperature threshold can be set according to the actual application, and the embodiment of the present application does not limit this. This implementation method can ensure that the battery is heated only in a low temperature environment, and only by heating the battery in a low temperature environment can the performance of the battery be effectively improved and the impact of the low temperature environment on the battery performance be reduced. In order to understand this implementation method more intuitively, please refer to Figure 3 for example. The specific implementation of each step in Figure 3 can refer to the above introduction, which will not be repeated here.

[0183] In one possible implementation, the target thermal management operation includes a cabin temperature adjustment operation. The energy consumption generated by the target thermal management operation includes the energy required for the cabin temperature adjustment operation (referred to as the cabin temperature adjustment energy consumption). The comprehensive energy consumption may be the sum of the target total energy consumption and the cabin temperature adjustment energy consumption. Based on this, after determining the remaining energy of the battery, the remaining energy can be compared with the comprehensive energy consumption. If the remaining energy is less than the comprehensive energy consumption, it indicates that the remaining battery charge cannot meet the comprehensive energy consumption requirement. The control device then does not initiate the cabin temperature adjustment operation. Alternatively, as discussed above, the cabin temperature adjustment operation may include one or more of the following: air conditioning heating, steering wheel heating, seat heating, and windshield heating. If the remaining energy is less than the comprehensive energy consumption, the control device may select and execute some of these operations according to a preset strategy. For example, the steering wheel heating and seat heating operations may be prioritized, while the air conditioning heating operation may be disabled or the air conditioning heating temperature may be lowered. This saves energy required for cabin temperature adjustment operations, prioritizes energy consumption required for driving operations, and maximizes driving mileage.

[0184] If the remaining energy is greater than the comprehensive energy consumption, it indicates that the remaining power of the battery can meet the comprehensive energy consumption requirement. In this case, the control device can start the above-mentioned cabin temperature adjustment operation. For example, take the thermal management system 100 shown in Figure 1 as an example. The control device can generate a control instruction and send the control instruction to the cabin thermal management execution module 130 to instruct the cabin thermal management execution module 130 to perform the cabin temperature adjustment operation. In one possible implementation, when the remaining energy is greater than the comprehensive energy consumption, the control device can also choose to perform some of these operations according to a preset strategy. The preset strategy can be set according to actual application requirements, and the embodiment of the present application does not limit this.

[0185] In one possible implementation, if the cabin temperature adjustment operation includes air conditioning heating, heating can be performed according to a pre-specified temperature and / or wind speed. The aforementioned cabin temperature adjustment energy consumption includes the energy required for the air conditioning heating operation. The energy required for the air conditioning heating operation can, for example, be determined based on the temperature and / or wind speed. For example, a table can be pre-set to correlate the required heating energy consumption with the air conditioning temperature and / or wind speed, and the required energy consumption can be obtained by looking up the table. It should be understood that this is merely an example and does not constitute a limitation of the embodiments of the present application.

[0186] In one possible implementation, if the cabin temperature adjustment operation includes a steering wheel heating operation, the steering wheel can be heated according to a pre-specified heating level. The aforementioned cabin temperature adjustment energy consumption includes the energy consumption required for steering wheel heating. The energy consumption required for steering wheel heating can be determined based on the level, for example. For example, a relationship table of heating energy consumption corresponding to each heating level can be pre-set, and the required energy consumption can be obtained by looking up the table. The seat heating operation and the front windshield heating operation are similar and will not be described in detail. It will be understood that this is only an example and does not constitute a limitation to the embodiments of the present application.

[0187] In one possible implementation, the decision on whether to activate cabin temperature control may include consideration of the user's thermal comfort preferences in addition to the comprehensive energy consumption requirements. Specifically, the driving condition prediction information may also include the target thermal comfort preference information. This target thermal comfort preference information reflects the user's thermal comfort preferences during driving, and thus, cabin temperature control parameters may be determined based on this information. For example, the temperature and / or wind speed during air conditioning heating operation, or the heating level during steering wheel heating, seat heating, or windshield heating, may be determined.

[0188] The following uses the target thermal comfort preference information as the target PMV value as an example to illustrate the implementation process of controlling the cabin temperature adjustment operation by comprehensively considering the above-mentioned comprehensive energy consumption requirements and the user's thermal comfort preferences.

[0189] For example, assume that the cabin temperature adjustment operation includes an air conditioning heating operation. Then, after obtaining the target PMV value, the control device can determine the target outlet air temperature and / or target wind speed for air conditioning heating based on the target PMV value and the current cabin temperature. For example, a first preset relationship table can be queried based on the target PMV value and the current cabin temperature to obtain the target outlet air temperature and / or target wind speed. The first preset relationship table can also be referred to as a mapping table. The first preset relationship table records the air conditioning outlet air temperature and / or wind speed corresponding to a variety of PMV values ​​and a variety of cabin temperatures. For ease of understanding, please refer to Table 3.

[0190] Table 3

[0191] As can be seen in Table 3, once a certain PMV value and cabin temperature are known, the corresponding air conditioning outlet temperature and wind speed can be found. The above Table 3 is only an example and does not constitute a limitation on the embodiments of the present application.

[0192] For example, the first preset relationship table may be set when the vehicle leaves the factory, or may be set in the vehicle through parameter setting or over-the-air (OTA) upgrade. The embodiment of the present application does not limit the setting method of the first preset relationship table. The setting method of the other relationship tables described in this application is similar and will not be repeated here.

[0193] In one possible implementation, the first preset relationship table may be updated as user data in the vehicle increases. For example, it may be updated in real time or periodically based on the user's air conditioning adjustment records during each driving process, and this embodiment of the present application does not limit this.

[0194] After obtaining the target air outlet temperature and / or target wind speed, the control device may determine the energy consumption required for the air conditioner's heating operation based on the target air outlet temperature and / or target wind speed. For example, a table may be pre-set to correlate the required heating energy consumption with the air conditioner's temperature and / or wind speed, and the required energy consumption may be obtained by looking up the table.

[0195] For example, assuming the cabin temperature adjustment operation also includes heating a target device. The target device includes at least one of a steering wheel, a seat, and a windshield. After obtaining the target PMV value, the control device may determine a target heating level for the target device based on the target PMV value and the current PMV value.

[0196] Exemplarily, the current PMV value is determined based on the cabin environment and human factors after the vehicle is started during the first driving process. For example, the PMV value is calculated based on the human body heat balance equation and experimental data on human thermal sensation, taking into account six factors: air temperature, average radiation temperature, air flow rate, air humidity, human metabolic rate, and clothing thermal resistance. Therefore, after the above-mentioned vehicle is started, based on the detection values ​​of the in-vehicle sensors, by estimating the values ​​of the six factors: in-vehicle air temperature, average radiation temperature, air flow rate, air humidity, human metabolic rate, and clothing thermal resistance, and then substituting them into the following formula, the current PMV value can be calculated:

[0197] PMV=[0.303×e -0.036M +0.0275]×[(MW)-CRE sk -E res ].

[0198] Among them, M is the metabolic rate of the human body, W is the external work done by the human body, C and R are the convection and radiation heat dissipation of the human body surface, and E sk and E res is the amount of heat dissipated by skin and respiration. These heat dissipations can be calculated using existing theoretical formulas. It should be understood that the PMV calculation method described here is merely an example and does not constitute a limitation of the embodiments of this application. Other methods for calculating PMV values ​​may also be used in the embodiments of this application, and this embodiment does not limit them.

[0199] For example, after obtaining the current PMV value, the control device may calculate the deviation between the current PMV value and the target PMV value. This deviation may be, for example, the difference between the current PMV value and the target PMV value, or the difference between the target PMV value and the current PMV value, or the absolute value of the difference between the two PMV values, etc., and this embodiment of the present application is not limited to this.

[0200] Since the above-mentioned target PMV value is the predicted user thermal comfort preference, and the above-mentioned current PMV value reflects the current thermal comfort situation in the cabin. Therefore, the above-mentioned deviation reflects the deviation between the thermal comfort situation in the current cabin and the thermal comfort situation expected by the user. It can be seen that the larger the deviation, the farther it is from the thermal comfort situation expected by the user, that is, the worse the thermal comfort experience. In a low temperature environment, the larger the deviation, the lower the temperature in the cabin, and the target device needs to be heated according to a higher heating level. To provide more heat for the user. Based on this, the second preset relationship table can be queried through the deviation to determine the specific heating level. The second preset relationship table records the target device heating levels corresponding to various thermal comfort deviation ranges. For ease of understanding, please refer to Table 4.

[0201] Table 4

[0202] As shown in Table 4, once a thermal comfort deviation is determined and the deviation range to which it belongs is determined, the corresponding heating level for the steering wheel, seat, or windshield can be found. The heating levels for the steering wheel, seat, and windshield corresponding to the same deviation can be the same or different, and can be set based on actual application, which is not limited in this embodiment of the present application. Table 4 is merely illustrative and does not constitute a limitation on the embodiments of the present application.

[0203] For example, the higher the heating level of the target device, the more heat it can provide to the user, and the more energy it requires. For example, the heating level of the target device can be divided into three levels, such as high, medium, and low. Or it can be divided into multiple levels such as the first level, the second level, or the third level. The embodiment of the present application does not limit the number and division of heating levels. It is understandable that the heating level can also be replaced by the heating temperature or the amount of heat that can be provided, etc., and the embodiment of the present application does not limit this. The embodiment of the present application mainly introduces the heating level as an example.

[0204] After obtaining the target heating level for the target device, the control device can determine the energy consumption required for heating the target device based on the target heating level. For example, a table can be pre-set to correlate the required heating energy consumption with the target device's heating level, and the required energy consumption can be obtained by looking up the table. In another possible implementation, to conserve computing resources, the control device can directly determine the energy consumption required for heating the target device based on the target device's highest level. It should be understood that the method for determining energy consumption described herein is merely illustrative and does not constitute a limitation on the embodiments of the present application.

[0205] In one possible implementation, after obtaining the energy consumption required for the air conditioning heating operation and the energy consumption required for the target device heating operation, the above-mentioned comprehensive energy consumption is obtained by adding the two energy consumptions to the above-mentioned target total energy consumption. Then, the comprehensive energy consumption is compared with the remaining energy of the above-mentioned battery. If the remaining energy is less than the comprehensive energy consumption, it indicates that the remaining power of the battery cannot meet the requirements of the comprehensive energy consumption. The control device will not start the air conditioning heating operation and the target device heating operation. Alternatively, the control device can choose to perform some of these operations according to a preset strategy. For example, the target device heating operation can be started first, the air conditioning heating operation can be not started, or the air conditioning heating temperature can be lowered. This saves the energy consumption required for the cabin temperature adjustment operation, prioritizes the energy consumption required for driving operations, and maximizes the driving mileage.

[0206] If the remaining energy is greater than the comprehensive energy consumption, it indicates that the remaining battery charge can meet the comprehensive energy consumption requirement. In this case, the control device can initiate the aforementioned air conditioning heating operation and the target device heating operation. In another possible implementation, when the remaining energy is greater than the comprehensive energy consumption, the control device can also select to perform some of these operations according to a preset strategy. This preset strategy can be set according to actual application requirements and is not limited in this embodiment of the present application.

[0207] To more intuitively understand the implementation process of controlling the cabin temperature adjustment operation by comprehensively considering the above-mentioned comprehensive energy consumption requirements and user thermal comfort preferences, the following example is provided with reference to Table 5.

[0208] Table 5

[0209] In Table 5, three exemplary thermal comfort deviation ranges are provided: absolute value of deviation > first threshold, second threshold ≤ absolute value of deviation ≤ first threshold, and 0 < absolute value of deviation ≤ second threshold. The first and second thresholds can be set based on practical application and are not limited in this embodiment. The absolute value of the deviation can, for example, be the absolute value of the difference between the current PMV value and the target PMV value.

[0210] In addition, in Table 5 above, the end point power is used to represent the remaining battery power after the vehicle reaches the end point during the first driving process. The end point power can be calculated based on the difference between the remaining battery energy and the comprehensive energy consumption. The larger the difference is, the larger the calculated end point power is. Conversely, the smaller the difference is, the smaller the calculated end point power is. The calculation process is not described in detail in this embodiment of the present application. In another possible implementation, the end point power in Table 5 above can be replaced by the difference between the remaining battery energy and the comprehensive energy consumption. The specific implementation logic is similar and will not be described in detail. The end point power also exemplarily gives three ranges: power < 0, 0 ≤ power ≤ Q1, and power > Q1. The value of Q1 can be set according to actual application, and this embodiment of the present application does not limit this.

[0211] Table 5 above also provides examples of the corresponding air conditioning heating operation and target device heating operation based on different thermal comfort deviation ranges and endpoint power consumption. These are described below.

[0212] For example, if the absolute value of the deviation is greater than the first threshold and the final battery level is less than 0, this indicates that cabin thermal comfort is poor and the remaining battery charge is insufficient to meet the energy consumption requirements during the first driving phase. In this case, the air conditioning and heating function is not activated. However, to meet the user's heating needs, the target device may be heated at a high level.

[0213] Exemplarily, if the absolute value of the deviation is greater than the first threshold, and 0≤end point power≤Q1. This indicates that the thermal comfort in the cabin is poor, and the remaining battery power can meet the energy consumption demand in the first driving process mentioned above. However, the remaining power is small. In order to cope with unexpected energy consumption needs, the temperature and / or wind speed can be lowered to start the air conditioning heating operation. This refers to lowering a certain temperature and / or wind speed based on the target air outlet temperature and / or wind speed determined above. The specific reduction can be set according to actual conditions, or the reduction can be determined based on the size of the end point power, and the embodiment of the present application does not limit this. In addition, the above-mentioned target device can also be heated at a mid-level. Since the air conditioning heating operation is started, the heating level of the target device can be reduced to a mid-level.

[0214] For example, if the absolute value of the deviation is greater than the first threshold, and the endpoint power level is greater than Q1, this indicates that cabin thermal comfort is poor and the remaining battery power is sufficient to meet the energy consumption requirements during the first driving phase. In this case, heating can be activated based on the target air outlet temperature and / or target wind speed. Furthermore, heating of the target device can be performed at a low level. Since the air conditioning heating operation is activated and the temperature and / or wind speed are both high, the heating level of the target device can be reduced to a low level.

[0215] For example, if the second threshold ≤ the absolute value of the deviation ≤ the first threshold, and the final battery level is less than 0, the cabin thermal comfort is better than when the absolute value of the deviation is greater than the first threshold, but still does not meet the user's comfort preference. Furthermore, the remaining battery charge is insufficient to meet the energy consumption requirements during the first driving phase. In this case, the air conditioning and heating function is still not activated. However, to meet the user's heating needs, the target device may be heated at a medium level.

[0216] Exemplarily, if the second threshold ≤ the absolute value of the deviation ≤ the first threshold, and 0 ≤ the terminal power ≤ Q1. This indicates that the thermal comfort in the cabin is better than the case where the absolute value of the deviation is greater than the first threshold, but it still does not meet the user's comfort preference. The remaining battery power can meet the energy consumption requirements during the first driving process. However, the remaining power is small. In order to cope with unexpected energy consumption requirements, the temperature and / or wind speed can be lowered to start the air conditioning heating operation. This refers to lowering a certain temperature and / or wind speed based on the target air outlet temperature and / or wind speed determined above. The specific reduction can be set according to actual conditions, or the reduction can be determined based on the size of the terminal power, and the embodiment of the present application does not limit this. In addition, the target device can also be heated at a low level. Since the air conditioning heating operation is started, the heating level of the target device can be reduced to a low level.

[0217] For example, if the second threshold ≤ the absolute value of the deviation ≤ the first threshold, and the endpoint power level > Q1, the cabin thermal comfort is better than when the absolute value of the deviation is greater than the first threshold, but still does not meet the user's comfort preference. The remaining battery charge is sufficient to meet the energy consumption requirements during the first driving process. In this case, heating can be activated based on the target air outlet temperature and / or target wind speed. Since the air conditioning heating operation is activated and the temperature and / or wind speed are both high, the heating operation of the target device can be deactivated.

[0218] For example, if 0 < absolute value of deviation ≤ second threshold, and the endpoint battery level < 0, the cabin thermal comfort level is close to the user's thermal comfort preference. Furthermore, the remaining battery charge is insufficient to meet the energy consumption requirements during the first driving phase. In this case, air conditioning and heating are still not activated. However, to meet the user's heating needs, the target device may be heated at a low level.

[0219] Exemplarily, if 0 < absolute value of deviation ≤ second threshold value, and 0 ≤ endpoint power ≤ Q1. This indicates that the thermal comfort in the cabin is close to the user's thermal comfort preference. In addition, the remaining battery power can meet the energy consumption requirements during the first driving process mentioned above. However, the remaining power is small. In order to cope with unexpected energy consumption requirements, the temperature and / or wind speed can be lowered to start the air conditioning heating operation. This refers to lowering a certain temperature and / or wind speed based on the target air outlet temperature and / or wind speed determined above. The specific reduction can be set according to actual conditions, or the reduction can be determined based on the size of the endpoint power, and the embodiment of the present application does not limit this. In addition, the above-mentioned target device can also be heated at a low level. Since the air conditioning heating operation is started, the heating operation of the target device can be disabled.

[0220] For example, if 0 < absolute value of deviation ≤ second threshold, and the endpoint power level > Q1, the cabin thermal comfort is close to the user's thermal comfort preference. Furthermore, the remaining battery charge is sufficient to meet the energy consumption requirements during the first driving phase. In this case, heating can be activated based on the target air outlet temperature and / or target wind speed. Since the air conditioning heating function is activated, the heating function of the target device can be disabled.

[0221] In another possible implementation, to better suit the user's thermal comfort preferences, the specific temperature and / or wind speed for air conditioning heating in Table 5, or the target device heating level in Table 5, can be adaptively adjusted based on the user's settings (e.g., based on the user's cabin heating equipment operation history). For example, adjustments can be made based on pre-set correspondences, and the specific amount of adjustment is not limited in this embodiment of the present application.

[0222] It is understood that the thermal management operation control strategy shown in Table 5 is only an example and does not constitute a limitation on the embodiments of the present application. In specific implementations, corresponding thermal management operation control strategies can also be set according to actual application requirements, and the embodiments of the present application do not limit this.

[0223] In one possible implementation, the target thermal management operation may include both the battery heating operation and the cabin temperature adjustment operation. The energy consumption generated by the target thermal management operation includes the energy required for the battery heating and cabin temperature adjustment operations (referred to as thermal management energy consumption). The combined energy consumption may be the sum of the target total energy consumption and the thermal management energy consumption. Only when the remaining energy in the battery can meet the combined energy consumption requirement will the control device activate the battery heating and cabin temperature adjustment operations, as described above. Conversely, when the remaining energy in the battery cannot meet the combined energy consumption requirement, the control device may activate the battery heating and cabin temperature adjustment operations. Alternatively, the control device may control whether the battery heating and cabin temperature adjustment operations are activated, or whether they are activated in a downgraded manner, according to a preset thermal management operation control strategy. For illustrative purposes, reference may be made to the relevant description in Table 5 above, which will not be elaborated here.

[0224] In one possible implementation, after determining to initiate the battery heating operation, air conditioning heating operation, or target device heating operation, the control device may recommend these heating operations to the user through a human-computer interaction interface, and may also recommend the corresponding heating parameters to the user. For example, if a battery heating operation is recommended to the user, the target temperature for battery heating may also be recommended to the user. For example, if an air conditioning heating operation is recommended to the user, the target air outlet temperature and / or target wind speed corresponding to the air conditioning heating operation may also be recommended to the user. For example, if a target device heating operation is recommended to the user, the corresponding target heating level may also be recommended to the user. Exemplarily, the human-computer interaction interface may be, for example, the human-computer interaction unit 140 shown in FIG. 1 .

[0225] For example, after receiving the recommended information through the human-computer interaction unit 140, the user can then provide a confirmation command to the control device via the human-computer interaction unit 140. Upon receiving the confirmation command, the control device sends a control command to the corresponding execution module (e.g., the battery thermal management execution module 120 and / or the cabin thermal management execution module 130 shown in FIG1 ) to control the corresponding execution module to initiate the corresponding thermal management operation. For details, please refer to the previous description and will not be repeated here.

[0226] In one possible implementation, the above-described embodiment primarily uses heating in a low-temperature environment as an example. However, the present embodiment is not limited to use in low-temperature environments and can also be applied to cooling applications in high-temperature environments. Its specific implementation can be adaptively referenced to the aforementioned implementation of heating control in a low-temperature environment and will not be further described here.

[0227] In summary, in the embodiments of the present application, after the vehicle is started, the battery heating and / or cabin temperature adjustment is controlled based on the driving information of multiple historical driving processes in similar driving scenarios and the current state of the vehicle battery. This ensures that the vehicle's energy consumption requirements generated by driving and user heating during driving are met. In addition, compared to the unified use of a set of thermal management solutions, this solution can provide the required thermal management for different driving scenarios. While adaptively meeting the thermal management requirements of different driving scenarios, it can also improve the vehicle's operating efficiency in low-temperature environments and reduce unnecessary energy waste.

[0228] Furthermore, the embodiments of this application comprehensively consider the coupling relationship between vehicle performance, user thermal comfort needs, and thermal management functions, improving the user experience while optimizing vehicle performance. Furthermore, they can automatically identify vehicle usage scenarios and proactively recommend the optimal combination of enabled functions and function gear settings. This also enhances user perception of vehicle thermal management functions and improves power usage frequency.

[0229] The above mainly introduces the vehicle thermal management method provided by the embodiment of the present application. It can be understood that in order to realize the corresponding functions mentioned above, the above-mentioned control device includes hardware structures and / or software modules corresponding to the execution of each function. In combination with the units and steps of each example described in the embodiments disclosed herein, the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0230] The embodiment of the present application can divide the functional modules of the above-mentioned control device according to the above-mentioned method example. For example, each functional module can be divided according to each function, or two or more functions can be integrated into one module. The above-mentioned integrated module can be implemented in the form of hardware or in the form of software functional modules. It should be noted that the division of modules in the embodiment of the present application is schematic and is only a logical functional division. There may be other division methods in actual implementation.

[0231] In the case of dividing each functional module according to each function, an embodiment of the present application also provides a vehicle thermal management device for implementing any of the above methods. For example, a vehicle thermal management device is provided that includes units (or means) for implementing each step in any of the above methods.

[0232] For example, please refer to Figure 4, which is a schematic diagram of the structure of a vehicle thermal management device 400 provided in an embodiment of the present application. The vehicle thermal management device 400 can be a control device for implementing any of the embodiments of the vehicle thermal management method described above. The vehicle thermal management device 400 can include an identification unit 401, an acquisition unit 402, and a control unit 403. Among them:

[0233] an identification unit 401 for identifying, in response to a vehicle startup operation during a first driving process, a target driving scenario to which the first driving process belongs from a plurality of preset driving scenarios; the first driving process includes a process from vehicle startup to driving completion;

[0234] An acquisition unit 402 is configured to acquire target driving condition information; the target driving condition information includes driving condition information of m historical driving processes belonging to the target driving scenario; m is an integer greater than 1;

[0235] The control unit 403 is configured to control a target thermal management operation based on the target driving condition information and the battery status information after the vehicle is started; the target thermal management operation includes a battery heating operation during the first driving process and / or a cabin temperature adjustment operation of the vehicle.

[0236] In one possible implementation, the target driving condition information includes m energy consumption information, wherein the i-th energy consumption information belongs to the energy consumption information of the i-th historical driving process, and the value of i is an integer from 1 to m; the control unit 403 is specifically configured to:

[0237] predicting a target total energy consumption required during the first driving process based on the m pieces of energy consumption information;

[0238] A target thermal management operation is controlled based on the target total energy consumption and the battery status information.

[0239] In one possible implementation, the target thermal management operation includes the battery heating operation; the target driving condition information further includes m items of battery output power, wherein the i-th item of battery output power belongs to the battery output power of the i-th historical driving process;

[0240] The control unit 403 is specifically configured to:

[0241] The battery heating operation is controlled based on the target total energy consumption, the target battery output power, and the battery status information; the target battery output power is the battery output power required in the first driving process predicted based on the m items of battery output power.

[0242] In one possible implementation, the battery status information includes the remaining power of the battery and the allowed output power;

[0243] The control unit 403 is specifically configured to:

[0244] When the allowed output power meets the target battery output power requirement and the remaining power meets the target total energy consumption requirement and the energy consumption requirement of the battery heating operation, the battery heating operation is started.

[0245] In one possible implementation, the battery heating operation indicates heating the battery to a target temperature, where the target temperature is determined based on the target battery output power.

[0246] In a possible implementation, the remaining power includes the power increased after the battery heating operation is performed.

[0247] In one possible implementation, the target thermal management operation includes the cabin temperature adjustment operation; the target driving condition information further includes m pieces of thermal comfort preference information, wherein the i-th piece of thermal comfort preference information is determined based on the cabin environment during the i-th historical driving process;

[0248] The control unit 403 is specifically configured to:

[0249] The cabin temperature adjustment operation is controlled based on the target total energy consumption, target thermal comfort preference information, and the battery status information; the target thermal comfort preference information is thermal comfort preference information predicted during the first driving process based on the m thermal comfort preference information.

[0250] In one possible implementation, the battery status information includes the remaining power of the battery; the control unit 403 is specifically configured to:

[0251] In a case where the remaining power satisfies the target total energy consumption and the energy consumption required for the cabin temperature adjustment operation, the cabin temperature adjustment operation is controlled based on the target thermal comfort preference information.

[0252] In one possible implementation, the cabin temperature adjustment operation includes an air conditioning heating operation; the control unit 403 is specifically configured to:

[0253] searching, in a first preset relationship table, a target air outlet temperature and / or target wind speed for the air conditioner based on the target thermal comfort preference information and the cabin temperature; the first preset relationship table recording the air outlet temperatures and / or wind speeds of the air conditioner corresponding to a plurality of thermal comfort preference information and a plurality of cabin temperatures;

[0254] The air conditioning heating operation is started based on the target air outlet temperature and / or target wind speed.

[0255] In a possible implementation, the control unit 403 is specifically configured to:

[0256] recommending the target air outlet temperature and / or target wind speed to the user through a human-computer interaction interface;

[0257] In response to a confirmation operation by the user, the air conditioning heating operation is started based on the target air outlet temperature and / or the target wind speed.

[0258] In one possible implementation, the cabin temperature adjustment operation includes a heating operation of a target device, and the target device includes at least one of a steering wheel, a seat, and a front windshield;

[0259] The control unit 403 is specifically configured to:

[0260] searching a target heating level of the target device in a second preset relationship table based on a deviation between the target thermal comfort preference information and the current thermal comfort preference information; the second preset relationship table records the target heating level of the target device corresponding to a plurality of thermal comfort preference information deviation ranges; the current thermal comfort preference information is determined based on a cabin environment after the vehicle is started during the first driving process;

[0261] A heating operation of the target device is initiated based on the target heating level.

[0262] In one possible implementation, in response to a vehicle start operation during a first driving process, identifying a target driving scenario to which the first driving process belongs from a plurality of preset driving scenarios includes:

[0263] Obtaining startup information of the vehicle during the first driving process; the startup information includes startup time and / or location information of the vehicle at startup;

[0264] The target driving scene to which the first driving process belongs is identified from the plurality of preset driving scenes based on the startup information.

[0265] The specific operations and beneficial effects of each unit in the vehicle thermal management device 400 shown in Figure 4 can be found in the corresponding descriptions in Figure 2 and its possible embodiments, and will not be repeated here.

[0266] For example, see Figure 5, which is a schematic diagram of the structure of a possible physical entity of the vehicle thermal management device provided in this application. The vehicle thermal management device 500 shown in Figure 5 can be a control device for implementing any of the embodiments of the vehicle thermal management method described above. The vehicle thermal management device 500 includes a processor 501, a memory 502, and a communication interface 503. The processor 501, the communication interface 503, and the memory 502 can be interconnected or connected via a bus 504.

[0267] Exemplarily, the memory 502 is used to store computer programs and data of the vehicle thermal management device 500. The memory 502 may include but is not limited to random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM) or portable read-only memory (CD-ROM), etc.

[0268] The software or program codes required for all or part of the functions of the vehicle thermal management device in the above method embodiment may be stored in the memory 502 .

[0269] In one possible implementation, if the software or program code required for some functions is stored in the memory 502, the processor 501, in addition to calling the program code in the memory 502 to implement some functions, can also cooperate with other components (such as the communication interface 503) to jointly complete other functions described in the method embodiment (such as the function of receiving or sending data).

[0270] There may be multiple communication interfaces 503 for supporting the vehicle thermal management device 500 to communicate, such as receiving or sending data or messages.

[0271] Exemplarily, the processor 501 can be a processor that is a circuit with data processing capabilities. In one implementation, the processor can be a circuit with instruction reading and execution capabilities, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which can be understood as a microprocessor), or a digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationship of a hardware circuit, and the logical relationship of the hardware circuit is fixed or reconfigurable, such as a hardware circuit implemented by a processor as an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field programmable gate array (FPGA). In a reconfigurable hardware circuit, the process of the processor loading a configuration document to implement the hardware circuit configuration can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc. Alternatively, the processor 501 can be a combination of at least two of these processor types, etc.

[0272] The processor 501 may be configured to read the program stored in the memory 502 and execute the operations performed by the control device in FIG. 2 and its possible embodiments.

[0273] The specific operations and beneficial effects of each unit in the vehicle thermal management device 500 shown in Figure 5 can be found in the corresponding descriptions in Figure 2 and its possible embodiments, and will not be repeated here.

[0274] The present application also provides a vehicle, which includes the vehicle thermal management device as described in Figure 4 or Figure 5 above.

[0275] The present application also provides a chip, which includes a processor, a communication interface and a memory, wherein the communication interface is used to realize the reception and transmission of data, the memory is used to store computer programs or computer instructions, and the processor is used to execute the computer programs or computer instructions stored in the memory, so that the chip executes the method implemented by the control device in Figure 2 and any of its possible implementations.

[0276] An embodiment of the present application also provides a computer-readable storage medium, which stores a computer program or computer instructions, and the computer program or computer instructions are executed by a processor to implement the method implemented by the control device in Figure 2 and any of its possible implementations.

[0277] The embodiment of the present application further provides a computer program product. When the computer program product is read and executed by a computer, the method implemented by the control device in the above-mentioned FIG. 2 and any of its possible implementations will be executed.

[0278] In this application, the terms "first," "second," and the like are used to distinguish between identical or similar items having substantially the same function or effect. It should be understood that "first," "second," and "nth" do not have a logical or temporal dependency, nor do they limit the quantity or order of execution. It should also be understood that although the following description uses the terms "first," "second," and the like to describe various elements, these elements should not be limited by these terms. These terms are simply used to distinguish one element from another.

[0279] It should also be understood that in the various embodiments of the present application, the size of the serial number of each process does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0280] It will also be understood that the term “comprise” (also known as “includes,” “including,” “comprises,” and / or “comprising”) when used in this specification specifies the presence of stated features, integers, steps, operations, elements, and / or components, but does not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.

[0281] It should also be understood that references throughout this specification to "one embodiment," "an embodiment," or "one possible implementation" mean that specific features, structures, or characteristics associated with that embodiment or implementation are included in at least one embodiment of the present application. Therefore, the appearance of "in one embodiment," "in an embodiment," or "one possible implementation" throughout this specification does not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.

[0282] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some or all of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A vehicle thermal management method, characterized in that: The method comprises: In response to a start operation of a vehicle in a first driving process, identifying a target driving scene to which the first driving process belongs from a plurality of preset driving scenes; the first driving process includes a process from the start of the vehicle to the completion of driving; Acquire target driving condition information; the target driving condition information includes driving condition information of m historical driving processes belonging to the target driving scene; m is an integer greater than 1; A target thermal management operation is controlled based on the target driving condition information and the battery status information after the vehicle is started; the target thermal management operation includes a battery heating operation during the first driving process and / or a cabin temperature adjustment operation of the vehicle.

2. The method according to claim 1, characterized in that: The target driving condition information includes m energy consumption information, wherein the i-th energy consumption information belongs to the energy consumption information of the i-th historical driving process, and the value of i is an integer from 1 to m; the target thermal management operation is controlled based on the target driving condition information and the battery status information after the vehicle is started, including: Predicting a target total energy consumption required in the first driving process based on the m energy consumption information; A target thermal management operation is controlled based on the target total energy consumption and the battery status information.

3. The method according to claim 2, characterized in that The target thermal management operation includes the battery heating operation; the target driving condition information also includes m items of battery output power, wherein the i-th item of battery output power belongs to the battery output power of the i-th historical driving process; The controlling a target thermal management operation based on the target total energy consumption and the battery status information comprises: The battery heating operation is controlled based on the target total energy consumption, the target battery output power and the battery status information; the target battery output power is the battery output power required in the first driving process predicted based on the m items of battery output power.

4. The method according to claim 3, characterized in that The battery status information includes the remaining power of the battery and the allowed output power; The controlling the battery heating operation based on the target total energy consumption, the target battery output power and the battery status information includes: In a case where the allowed output power meets the target battery output power requirement, and the remaining power meets the target total energy consumption requirement and the energy consumption requirement of the battery heating operation, the battery heating operation is started.

5. The method according to claim 4, characterized in that The battery heating operation instructs heating the battery to a target temperature, the target temperature being determined based on the target battery output power.

6. The method according to claim 4 or 5, characterized in that: The remaining power includes the power increased after the battery heating operation is performed.

7. The method according to any one of claims 2 to 6, characterized in that: The target thermal management operation includes the cabin temperature adjustment operation; the target driving condition information also includes m thermal comfort preference information, wherein the i-th thermal comfort preference information is determined based on the cabin environment in the i-th historical driving process; The controlling a target thermal management operation based on the target total energy consumption and the battery status information comprises: The cabin temperature adjustment operation is controlled based on the target total energy consumption, target thermal comfort preference information and the battery status information; the target thermal comfort preference information is thermal comfort preference information in the first driving process predicted based on the m thermal comfort preference information.

8. The method according to claim 7, characterized in that The battery status information includes the remaining power of the battery; and the controlling the cabin temperature adjustment operation based on the target total energy consumption, the target thermal comfort preference information and the battery status information includes: In a case where the remaining power satisfies the target total energy consumption and the energy consumption required for the cabin temperature adjustment operation, the cabin temperature adjustment operation is controlled based on the target thermal comfort preference information.

9. The method according to claim 8, characterized in that The cabin temperature adjustment operation includes an air conditioning heating operation; and controlling the cabin temperature adjustment operation based on the target thermal comfort preference information includes: The target air outlet temperature of the air conditioner is searched in a first preset relationship table based on the target thermal comfort preference information and the cabin temperature. and / or target wind speed; the first preset relationship table records the outlet air temperature and / or wind speed of the air conditioner corresponding to a variety of thermal comfort preference information and a variety of cabin temperatures; The air conditioning heating operation is started based on the target air outlet temperature and / or the target wind speed.

10. The method according to claim 9, characterized in that The starting the air conditioning heating operation based on the target air outlet temperature and / or the target wind speed includes: recommending the target air outlet temperature and / or target wind speed to the user through a human-computer interaction interface; In response to a confirmation operation of the user, the air conditioning heating operation is started based on the target air outlet temperature and / or the target wind speed.

11. The method according to any one of claims 8 to 10, characterized in that: The cabin temperature adjustment operation includes a heating operation of a target device, the target device including at least one of a steering wheel, a seat, and a front windshield; The controlling the cabin temperature adjustment operation based on the target thermal comfort preference information includes: searching the target heating level of the target device in a second preset relationship table based on the deviation between the target thermal comfort preference information and the current thermal comfort preference information; the second preset relationship table records the heating levels of the target device corresponding to the deviation ranges of the multiple thermal comfort preference information; the current thermal comfort preference information is determined based on the cabin environment after the vehicle is started during the first driving process; A heating operation of the target device is initiated based on the target heating level.

12. The method according to any one of claims 1 to 11, characterized in that: In response to a start operation of a vehicle in a first driving process, identifying a target driving scene to which the first driving process belongs from a plurality of preset driving scenes includes: Acquire startup information of the vehicle in the first driving process; the startup information includes startup time and / or location information of the vehicle at startup; The target driving scenario to which the first driving process belongs is identified from among the plurality of preset driving scenarios based on the startup information.

13. A vehicle thermal management device, characterized in that: The device comprises: an identification unit, configured to identify, in response to a start-up operation of a vehicle in a first driving process, a target driving scenario to which the first driving process belongs from a plurality of preset driving scenarios; the first driving process includes a process from the start-up of the vehicle to the completion of driving; an acquisition unit, configured to acquire target driving condition information; the target driving condition information includes driving condition information of m historical driving processes belonging to the target driving scene; m is an integer greater than 1; A control unit is used to control a target thermal management operation based on the target driving condition information and the battery status information after the vehicle is started; the target thermal management operation includes a battery heating operation during the first driving process and / or a cabin temperature adjustment operation of the vehicle.

14. The device according to claim 13, characterized in that The target driving condition information includes m energy consumption information, wherein the i-th energy consumption information belongs to the energy consumption information of the i-th historical driving process, and the value of i is an integer from 1 to m; the control unit is specifically used for: Predicting a target total energy consumption required in the first driving process based on the m energy consumption information; A target thermal management operation is controlled based on the target total energy consumption and the battery status information.

15. The device according to claim 14, characterized in that The target thermal management operation includes the battery heating operation; the target driving condition information also includes m items of battery output power, wherein the i-th item of battery output power belongs to the battery output power of the i-th historical driving process; The control unit is specifically used for: The battery heating operation is controlled based on the target total energy consumption, the target battery output power and the battery status information; the target battery output power is the battery output power required in the first driving process predicted based on the m items of battery output power.

16. The device according to claim 15, characterized in that The battery status information includes the remaining power of the battery and the allowed output power; The control unit is specifically used for: In a case where the allowed output power meets the target battery output power requirement, and the remaining power meets the target total energy consumption requirement and the energy consumption requirement of the battery heating operation, the battery heating operation is started.

17. The device according to claim 16, characterized in that The battery heating operation instructs heating the battery to a target temperature, the target temperature being determined based on the target battery output power.

18. The device according to claim 16 or 17, characterized in that The remaining power includes the power increased after the battery heating operation is performed.

19. The device according to any one of claims 14 to 18, characterized in that: The target thermal management operation includes the cabin temperature adjustment operation; the target driving condition information also includes m thermal comfort preference information, wherein the i-th thermal comfort preference information is determined based on the cabin environment in the i-th historical driving process; The control unit is specifically used for: The cabin temperature adjustment operation is controlled based on the target total energy consumption, target thermal comfort preference information and the battery status information; the target thermal comfort preference information is thermal comfort preference information in the first driving process predicted based on the m thermal comfort preference information.

20. The device according to claim 19, characterized in that The battery status information includes the remaining power of the battery; the control unit is specifically used for: In a case where the remaining power satisfies the target total energy consumption and the energy consumption required for the cabin temperature adjustment operation, the cabin temperature adjustment operation is controlled based on the target thermal comfort preference information.

21. The device according to claim 20, characterized in that The cabin temperature adjustment operation includes an air conditioning heating operation; the control unit is specifically used for: Based on the target thermal comfort preference information and the cabin temperature, searching the target air outlet temperature and / or target wind speed of the air conditioner in a first preset relationship table; the first preset relationship table records the air outlet temperature and / or wind speed of the air conditioner corresponding to a plurality of thermal comfort preference information and a plurality of cabin temperatures; The air conditioning heating operation is started based on the target air outlet temperature and / or the target wind speed.

22. The device according to claim 21, characterized in that The control unit is specifically used for: recommending the target air outlet temperature and / or target wind speed to the user through a human-computer interaction interface; In response to a confirmation operation of the user, the air conditioning heating operation is started based on the target air outlet temperature and / or the target wind speed.

23. The device according to any one of claims 20 to 22, characterized in that The cabin temperature adjustment operation includes a heating operation of a target device, the target device including at least one of a steering wheel, a seat, and a front windshield; The control unit is specifically used for: searching the target heating level of the target device in a second preset relationship table based on the deviation between the target thermal comfort preference information and the current thermal comfort preference information; the second preset relationship table records the heating levels of the target device corresponding to the deviation ranges of the multiple thermal comfort preference information; the current thermal comfort preference information is determined based on the cabin environment after the vehicle is started during the first driving process; A heating operation of the target device is initiated based on the target heating level.

24. The device according to any one of claims 13 to 23, characterized in that In response to a start operation of a vehicle in a first driving process, identifying a target driving scene to which the first driving process belongs from a plurality of preset driving scenes includes: Acquire startup information of the vehicle in the first driving process; the startup information includes startup time and / or location information of the vehicle at startup; The target driving scenario to which the first driving process belongs is identified from among the plurality of preset driving scenarios based on the startup information.

25. A vehicle thermal management device, characterized in that: The vehicle thermal management device includes a processor, a communication interface and a memory, wherein the communication interface is used to realize the reception and transmission of data, the memory is used to store computer programs or computer instructions, and the processor is used to execute the computer programs or computer instructions stored in the memory, so that the vehicle thermal management device executes the method according to any one of claims 1 to 12.

26. A vehicle, characterized in that: Comprising the vehicle thermal management device as described in claim 25.

27. A chip, characterized in that: The chip includes a processor, a communication interface and a memory, wherein the communication interface is used to realize data reception and transmission, the memory is used to store computer programs or computer instructions, and the processor is used to execute the computer programs or computer instructions stored in the memory, so that the chip executes the method described in any one of claims 1-12.

28. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program or computer instructions, and the computer program or computer instructions are executed by a processor to implement the method according to any one of claims 1 to 12.

29. A computer program product, characterized in that When the computer program product is executed by a processor, the method according to any one of claims 1 to 12 will be implemented.

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