Whole-vehicle heating method, apparatus, and device for low-temperature environment, and storage medium

Abstract

The present application discloses a whole-vehicle heating method, apparatus, and device for a low-temperature environment, and a storage medium. The method of the present application comprises: acquiring in real time a minimum temperature of a battery cell, an ambient temperature, and a driving state of a vehicle; on the basis of the minimum temperature of the battery cell and the ambient temperature, determining a heating flag bit; determining a desired power generation power by means of the heating flag bit and the driving state of the vehicle; and performing whole-vehicle heating by means of the desired power generation power.

Description

Vehicle heating methods, devices, equipment and storage media in low-temperature environments

[0001] Related applications

[0002] This application claims priority to Chinese patent application No. 202410801731.X, filed on June 20, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application relates to the technical field of thermal management for hybrid electric vehicles, and more particularly to a method, apparatus, equipment, and storage medium for vehicle heating in low-temperature environments. Background Technology

[0004] In extremely low-temperature environments, the battery's allowable charge and discharge power is also very low due to the low battery temperature. This low allowable discharge power prevents high-pressure heat-generating components such as PTC (Positive Temperature Coefficient) electric heaters or heat pump air conditioners from operating at full power, resulting in low heating efficiency. Simultaneously, due to the low allowable charging power, when starting the engine for auxiliary heating, the engine speed and torque are low due to the small power generation, resulting in a slow rise in engine coolant temperature and minimal contribution to overall vehicle heating. In conclusion, under extremely low-temperature conditions, the vehicle's overall heating performance is poor.

[0005] Therefore, improving the vehicle's heating efficiency in extremely low temperature environments is a problem that urgently needs to be solved. Summary of the Invention

[0006] The main objective of this application is to provide a vehicle heating method, apparatus, equipment, and storage medium for low-temperature environments, aiming to solve the technical problem of how to improve the vehicle heating efficiency in extremely low-temperature environments.

[0007] To achieve the above objectives, this application proposes a vehicle heating method for low-temperature environments, the method comprising:

[0008] It can acquire the lowest temperature of the battery cells, the ambient temperature, and the vehicle's driving status in real time.

[0009] The heating flag is determined based on the lowest temperature of the battery cell and the ambient temperature.

[0010] The desired power generation is determined by the heating flag and the vehicle's driving status.

[0011] The vehicle is heated by the desired power generation.

[0012] In one embodiment, the step of determining the heating flag bit based on the lowest temperature of the battery cell and the ambient temperature includes:

[0013] When the lowest temperature of the battery cell is lower than the first battery cell temperature and the ambient temperature is lower than the first ambient temperature, the heating flag is determined to be the first heating flag.

[0014] When the lowest temperature of the battery cell is greater than the temperature of the second battery cell, the heating flag is determined to be the second heating flag, wherein the temperature of the second battery cell is greater than the temperature of the first battery cell.

[0015] In one embodiment, the step of determining the desired power generation capacity based on the heating flag and the vehicle's driving status includes:

[0016] When the heating flag is the first heating flag, the power limit of the electric heater is released, and the current torque control mode is obtained;

[0017] Switch the torque control mode to a reduced-efficiency torque control mode;

[0018] When the heating flag is the second heating flag, the power limit of the electric heater is activated, and the current torque control mode is switched to the normal torque control mode.

[0019] The desired power generation is determined by the current torque control mode and the vehicle's driving status.

[0020] In one embodiment, the step of determining the desired power generation based on the current torque control mode and the vehicle's driving state includes:

[0021] Obtain the actual power of the electric heater, the allowable charging power of the battery, and the actual power consumption of the drive motor;

[0022] Based on the current torque control mode and the vehicle's driving state, at least one of the actual power, the charging power, and the actual power consumption is calculated to obtain the desired power generation.

[0023] In one embodiment, the step of calculating at least one of the actual power, the charging power, and the actual power consumption based on the current torque control mode and the vehicle's driving state to obtain the desired power generation includes:

[0024] When the current torque control mode is a degraded torque control mode and the vehicle is in a moving state, the first expected power generation is calculated based on the actual power, the charging power, and the actual power consumption.

[0025] When the current torque control mode is the degraded torque control mode and the vehicle is stationary, the second expected power generation is calculated based on the actual power and the charging power.

[0026] When the current torque control mode is normal torque control mode and the vehicle is in a moving state, the third expected power generation is calculated based on the actual power, the charging power and the actual power consumption.

[0027] When the current torque control mode is normal torque control mode and the vehicle is stationary, the fourth expected power generation is calculated based on the actual power and the charging power.

[0028] In one embodiment, after determining the heating flag as the first heating flag when the lowest cell temperature is lower than the first cell temperature and the ambient temperature is lower than the first ambient temperature, the method further includes:

[0029] Remove the discharge power limit of the battery management system to obtain the maximum discharge power;

[0030] The vehicle's engine is started according to the maximum discharge power.

[0031] In one embodiment, after determining that the heating flag is the second heating flag when the lowest cell temperature is greater than the second cell temperature, the method further includes:

[0032] When the lowest temperature of the battery cell is greater than the temperature of the third battery cell and the state of charge of the battery is greater than the first state of charge, the engine is controlled to stop and the vehicle is heated by the electric heater, wherein the temperature of the third battery cell is greater than or equal to the temperature of the second battery cell.

[0033] Furthermore, to achieve the above objectives, this application also proposes a vehicle heating device for low-temperature environments, the device comprising:

[0034] The temperature acquisition module is used to acquire the lowest cell temperature, ambient temperature, and vehicle driving status in real time.

[0035] The information processing module is used to determine the heating flag bit based on the lowest temperature of the battery cell and the ambient temperature;

[0036] A power calculation module is used to determine the desired power generation capacity based on the heating flag and the vehicle's driving status.

[0037] The vehicle heating module is used to heat the vehicle using the desired power generation.

[0038] In addition, to achieve the above objectives, this application also proposes a vehicle heating device for low-temperature environments, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the vehicle heating method for low-temperature environments as described above.

[0039] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the vehicle heating method in a low-temperature environment as described above.

[0040] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the vehicle heating method in a low-temperature environment as described above.

[0041] This application provides a vehicle heating method for low-temperature environments. The method involves real-time acquisition of the lowest cell temperature, ambient temperature, and vehicle driving status; determining a heating flag based on the lowest cell temperature and ambient temperature; determining the desired power generation based on the heating flag and the vehicle driving status; and then heating the entire vehicle using the desired power generation. In summary, this application activates a corresponding rapid heating flag in extremely low-temperature environments to heat the entire vehicle, ensuring that the battery is not overcharged or over-discharged while maximizing the heating effect. This solves the problem of how to improve the vehicle heating efficiency in extremely low-temperature environments and enhances the overall vehicle heating efficiency in such conditions. Attached Figure Description

[0042] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0043] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0044] Figure 1 is a schematic flowchart of the first embodiment of the vehicle heating method in a low-temperature environment according to this application;

[0045] Figure 2 is a schematic diagram of information transmission in the vehicle heating system under low-temperature conditions according to this application;

[0046] Figure 3 is a flowchart illustrating the second embodiment of the vehicle heating method for low-temperature environments provided in this application;

[0047] Figure 4 is a simplified flowchart of an embodiment of the vehicle heating method in a low-temperature environment according to this application;

[0048] Figure 5 is a schematic diagram of the module structure of the vehicle heating device in a low-temperature environment according to an embodiment of this application;

[0049] Figure 6 is a schematic diagram of the equipment structure of the hardware operating environment involved in the vehicle heating method in a low-temperature environment according to the embodiments of this application.

[0050] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0051] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0052] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0053] The main solution of this application embodiment is: to acquire the lowest cell temperature, ambient temperature and vehicle driving status in real time; to determine the heating flag bit based on the lowest cell temperature and the ambient temperature; to determine the expected power generation based on the heating flag bit and the vehicle driving status; and to heat the whole vehicle based on the expected power generation.

[0054] In extremely low-temperature environments, the battery's allowable charge and discharge power is also very low due to the low battery temperature. This low allowable discharge power prevents high-pressure heat-generating components such as PTC heaters or heat pump air conditioners from operating at full power, resulting in poor heating efficiency. Simultaneously, due to the low allowable charging power, when starting the engine for auxiliary heating, the engine speed and torque are low due to the small power generation, leading to a slow rise in engine coolant temperature and minimal contribution to overall vehicle heating. In summary, the vehicle's heating performance is poor under extremely low-temperature conditions. Therefore, improving the vehicle's heating efficiency in extremely low-temperature environments is a pressing issue that needs to be addressed.

[0055] This application activates the corresponding rapid heating flag in an extremely low temperature environment to heat the entire vehicle, ensuring that the battery is not overcharged or over-discharged while maximizing the heating effect. This solves the problem of how to improve the vehicle's heating efficiency in extremely low temperature environments and improves the overall vehicle heating efficiency in such environments.

[0056] The executing entity in this embodiment can be a vehicle heating system for low-temperature environments, or a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device capable of realizing the aforementioned vehicle heating function in low-temperature environments. This embodiment is not specifically limited to any particular type. The following description uses a vehicle heating system for low-temperature environments as an example to illustrate this embodiment and the subsequent embodiments.

[0057] Based on this, the present application provides a vehicle heating method in a low-temperature environment. Referring to Figures 1 and 2, Figure 1 is a flowchart of the first embodiment of the vehicle heating method in a low-temperature environment of the present application, and Figure 2 is a schematic diagram of information transmission of the vehicle heating system in a low-temperature environment of the present application.

[0058] The vehicle heating system for low-temperature environments includes the following components:

[0059] BMS (Battery Management System) is used to provide real-time feedback to PDCU (Power Domain Control Unit) parameters such as the lowest cell temperature and the maximum allowable charge and discharge power.

[0060] EMS (Engine Management System) is used to receive engine start / stop commands and torque commands from PDCU, and cooperate with P1 motor as needed to complete the target power generation request of PDCU.

[0061] The GCU (Generator Control Unit) is used to receive torque requests from the PDCU, adjust the engine speed, and cooperate with the engine as needed to complete the target power generation request from the PDCU.

[0062] The MCU (Motor Control Unit) is used to receive operating mode requests from the PDCU, execute torque commands from the PDCU, and feed back the current speed and actual torque to the PDCU.

[0063] High-pressure heating components such as PTC are used to execute the target power of PDCU and provide real-time feedback of the actual power to PDCU;

[0064] The PDCU is used to determine that the vehicle is in extremely low temperature conditions. It coordinates the high-voltage components of the vehicle to maximize the heating power of the high-voltage heating components while making the most of the engine's heating capacity. This improves the temperature of the battery pack and the vehicle compartment in a short time, achieving effective vehicle heating control.

[0065] In this embodiment, the vehicle heating method for low-temperature environments includes steps S10 to S40:

[0066] Step S10: Real-time acquisition of the lowest cell temperature, ambient temperature, and vehicle driving status.

[0067] The minimum cell temperature refers to the temperature of the lowest-temperature cell in the battery pack, and the ambient temperature refers to the air temperature of the vehicle's external environment. In this step, the minimum cell temperature and ambient temperature are acquired in real time to determine whether the vehicle is operating in an extremely low-temperature environment. This step is accomplished through the BMS (Battery Management System) and temperature sensors. The BMS monitors and reports the minimum cell temperature in real time, and the temperature sensors monitor and report the ambient temperature around the vehicle in real time. Additionally, the vehicle's driving state refers to its current motion state, used to distinguish the vehicle's current operating state. In this embodiment, the vehicle's driving state is divided into moving and stationary states. The vehicle's driving state can be determined by various sensors installed on the vehicle, such as speed sensors, acceleration sensors, wheel speed sensors, steering angle sensors, and engine speed sensors. This embodiment does not impose any limitations on this.

[0068] Step S20: Determine the heating flag bit based on the lowest temperature of the battery cell and the ambient temperature.

[0069] Specifically, in this step, logical judgments are made based on the real-time acquired minimum cell temperature and ambient temperature to determine the current heating flag of the vehicle. The heating flag indicates whether the vehicle needs to activate the heating strategy. The heating flag can be a binary identifier or other forms of identifier. For example, when the minimum cell temperature is below a certain threshold and the ambient temperature is also below another threshold, the heating flag is activated, indicating that the heating strategy needs to be activated.

[0070] In addition, in this step, the vehicle's heating system in low-temperature environments receives ambient temperature feedback from the temperature sensor and minimum cell temperature feedback from the BMS via the PDCU. It then determines whether the vehicle's rapid heating flag is activated based on the ambient temperature and the minimum cell temperature.

[0071] In one embodiment, step S20 specifically includes:

[0072] Step S201: When the lowest temperature of the battery cell is lower than the first battery cell temperature and the ambient temperature is lower than the first ambient temperature, the heating flag is determined to be the first heating flag.

[0073] The specific values ​​of the first cell temperature and the first ambient temperature can be set and adjusted according to the specific model of the hybrid vehicle, battery performance, and usage environment to achieve the best heating effect and energy efficiency.

[0074] Additionally, in this step, when the detected minimum cell temperature is lower than the first cell temperature threshold set within the system (e.g., -5°C), and the ambient temperature is also lower than the first ambient temperature threshold set within the system (e.g., -10°C), the system determines that the vehicle is currently in an extremely low-temperature operating condition and needs to enter rapid heating mode. At this time, the heating flag is set to the first heating flag, which will trigger a series of operations, including but not limited to: actively starting the engine, releasing the power limit on high-pressure heat-generating components such as the PTC, and adjusting the motor control strategy to reduce motor efficiency to increase its power consumption, thereby increasing the engine's power generation, which in turn increases the engine speed and torque, causing the engine coolant temperature to rise rapidly and participate in vehicle heating. For example, in cold winters, when a hybrid vehicle is parked outdoors overnight, both the cell temperature and the ambient temperature are far below normal values. At this time, the system detects that both the minimum cell temperature and the ambient temperature are lower than the set thresholds, and the heating flag is set to the first heating flag. The system then starts the engine and, through adjustments to the motor control strategy, increases the engine's power generation, causing the engine coolant temperature to rise rapidly. It then provides fast and efficient heating to the vehicle interior through high-pressure heat dissipation components such as the PTC.

[0075] Step S202: When the lowest temperature of the battery cell is greater than the temperature of the second battery cell, the heating flag is determined to be the second heating flag, wherein the temperature of the second battery cell is greater than the temperature of the first battery cell.

[0076] The temperature of the second cell is higher than that of the first cell. The specific value of the second cell temperature can be set and adjusted according to factors such as the specific model of the hybrid vehicle, battery performance, and usage environment to achieve the best heating effect and energy efficiency.

[0077] Additionally, in this step, when the minimum cell temperature rises above the second cell temperature value (e.g., 0°C), the system determines that although the vehicle is in a low-temperature environment, the heating strategy is no longer needed. At this time, the heating flag is set to the second flag, meaning the rapid heating state is exited and the system returns to normal operation. In this state, the system maintains engine operation but does not release power limits on high-pressure heat-generating components such as the PTC, or reduces the motor's power consumption to reduce the engine's power output, thereby maintaining a certain heating effect while improving energy efficiency. For example, after the vehicle has been driven for a period of time, the cell temperature gradually rises. When the minimum cell temperature is above 0°C, the system adjusts the heating flag to the second heating flag, returning to normal heating mode. At this time, the system will choose to maintain engine operation.

[0078] In this embodiment, the vehicle is determined to be in an extremely low-temperature operating environment by measuring the lowest temperature of the battery cell and the ambient temperature, thereby entering different heating states and executing corresponding heating strategies. This achieves heating methods tailored to different operating conditions, improving energy utilization efficiency while ensuring normal vehicle heating.

[0079] In one embodiment, after step S201, the method further includes:

[0080] Step A10: Remove the discharge power limit of the battery management system to obtain the maximum discharge power.

[0081] Maximum discharge power refers to the maximum discharge power allowed by the BMS. In this step, the system removes the limitation on the battery discharge power through the BMS, allowing the battery to output its maximum discharge power.

[0082] Because battery performance is limited in extremely low temperatures and vehicles urgently need to heat up quickly, removing the limitation on battery discharge power ensures that the GCU can obtain enough power to drive the engine to start speed and thus start the engine.

[0083] Step A20: Control the vehicle's engine to start according to the maximum discharge power.

[0084] Specifically, after obtaining the battery's maximum discharge power, the system will start the engine via EMS based on this power value. After the engine starts, it will operate according to the control commands sent by the PDCU, causing the engine coolant temperature to rise rapidly and participate in the vehicle's heating process to provide the heat required for the entire vehicle.

[0085] In this embodiment, by removing the discharge power limit of the battery management system under extreme low-temperature operating conditions, all discharge power is used to support the P1 motor in starting the engine. This enables the engine to start normally in extremely low-temperature environments, allowing the engine coolant temperature to rise rapidly and participate in the vehicle's heating process, providing the heat required for the vehicle's overall heating.

[0086] In one embodiment, after step S202, the method further includes:

[0087] Step B10: When the lowest temperature of the battery cell is greater than the temperature of the third battery cell and the state of charge of the battery is greater than the first state of charge, control the engine to stop and use the electric heater to heat the whole vehicle, wherein the temperature of the third battery cell is greater than or equal to the temperature of the second battery cell.

[0088] The state of charge (SOC) of a battery reflects its remaining capacity and is usually expressed as a percentage. Its value ranges from 0 to 1; when SOC = 0, the battery is fully discharged, and when SOC = 1, the battery is fully charged. The settings of the third cell temperature threshold and the first SOC threshold are based on a comprehensive consideration of battery performance and state of charge, aiming to achieve optimal heating effect and energy utilization efficiency.

[0089] Additionally, in this step, when the minimum cell temperature further rises above the third cell temperature threshold (which is greater than or equal to the second cell temperature threshold), and the battery state of charge (SOC) is higher than the preset first SOC threshold, the system determines that the battery performance and charge are in good condition, and the vehicle can be heated by the PTC without the need for engine auxiliary heating. At this time, the system will cut off the engine fuel supply via the EMS and simultaneously control the GCU to stop the engine, using only heaters such as the PTC for vehicle heating.

[0090] In this embodiment, by stopping the engine when the cell temperature reaches its lowest point and the battery state of charge reaches a preset range, and maintaining the vehicle interior temperature solely through the PTC electric heater, energy consumption is reduced and the overall vehicle heating efficiency is improved.

[0091] Step S30: Determine the desired power generation capacity based on the heating flag and the vehicle's driving status.

[0092] The expected power generation refers to the actual power that the P1 motor can use under the current vehicle conditions. Specifically, after the heating flag is activated, the vehicle heating system in low-temperature environments will determine the range of expected power generation based on whether the heating flag is activated and the vehicle's driving status.

[0093] Since the power generation of the P1 motor is affected by multiple devices, in order to ensure that the power consumed by the PTC can be replenished in a timely manner without overcharging the battery, and to maximize the power generation of the P1 motor, thereby increasing the speed and torque of the engine, it is necessary to limit the expected power generation of the P1 motor to a specified range.

[0094] Step S40: Heat the entire vehicle using the desired power generation.

[0095] After determining the desired power generation, the PDCU sends instructions to the EMS and GCU to control the operation of the engine and generator to achieve the desired power generation. Simultaneously, the BMS and MCU adjust the battery charging and discharging strategies and the motor's operating mode to support vehicle heating. For example, during heating, the engine is actively started and maintained at a higher speed and torque to increase power generation. At the same time, the MCU actively reduces motor efficiency, increasing the motor's power consumption while maintaining the same torque requirement, further enhancing the engine's power generation. These measures work together to improve the vehicle's heating system, increasing heating efficiency and shortening heating time.

[0096] This embodiment provides a vehicle heating method for low-temperature environments. This embodiment acquires the lowest cell temperature, ambient temperature, and vehicle driving status in real time; determines a heating flag based on the lowest cell temperature and ambient temperature; determines the desired power generation based on the heating flag and the vehicle driving status; and heats the entire vehicle using the desired power generation. In summary, this application, by activating a corresponding rapid heating flag in extremely low-temperature environments to heat the entire vehicle, ensures that the battery is not overcharged or over-discharged while maximizing the heating effect, thus solving the problem of how to improve the vehicle heating efficiency in extremely low-temperature environments and improving the overall vehicle heating efficiency in such environments.

[0097] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in the first embodiment can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to Figures 3 and 4. Figure 3 is a flowchart illustrating the second embodiment of the vehicle heating method in a low-temperature environment of this application, and Figure 4 is a simplified flowchart illustrating the first embodiment of the vehicle heating method in a low-temperature environment of this application. Step S30 further includes:

[0098] Step S301: When the heating flag is the first heating flag, release the power limit of the electric heater and obtain the current torque control mode.

[0099] Torque control mode is a control mode that achieves smooth acceleration, deceleration, and stable driving of a vehicle by adjusting the torque output of the drive motor. It is generally used to ensure that the vehicle maintains optimal performance and stability under various operating conditions. In this embodiment, the vehicle's torque control mode is divided into a degraded torque control mode and a normal torque control mode. Adjusting the torque control mode is to increase the power consumed by the generator by adjusting the torque output.

[0100] Additionally, in this step, when the heating flag is set to the first heating flag, the system first removes the power limit on high-voltage heating components such as the electric heater, allowing them to operate at full power to improve heating efficiency. Subsequently, the system acquires the current torque control mode. This is understandably to allow for subsequent adjustments to the torque control strategy based on heating demands and vehicle driving conditions.

[0101] Step S302: Switch the torque control mode to the degraded torque control mode.

[0102] In this step, to increase the power consumption of the motor, the system switches the torque control mode from normal mode to degraded torque control mode. In this mode, the motor reduces efficiency while maintaining the same torque output, thereby increasing power consumption. This also increases the engine's power output, leading to increased engine speed and torque, allowing the engine coolant temperature to rise rapidly and providing more heat to the entire vehicle.

[0103] Step S303: When the heating flag is the second heating flag, the power limit of the electric heater is turned on, and the current torque control mode is switched to the normal torque control mode.

[0104] In this step, when the heating flag is set to the second heating flag, the system will re-enable the power limitation on high-pressure heating components such as the electric heater to avoid energy waste. Simultaneously, the torque control mode will be switched back to normal mode to ensure normal vehicle operation and energy efficiency.

[0105] Step S304: Determine the desired power generation capacity based on the current torque control mode and the vehicle's driving state.

[0106] After determining the current torque control mode and vehicle driving status, the system will combine this information to calculate the expected power generation. For example, in degraded torque control mode, the system will determine how to calculate the expected power generation based on the vehicle's driving status.

[0107] In one embodiment, step S304 specifically includes:

[0108] C10: Obtain the actual power of the electric heater, the allowable charging power of the battery, and the actual power consumption of the drive motor.

[0109] In this step, the system first acquires in real time the actual power of high-voltage heating components such as electric heaters, the allowable charging power of the battery, and the actual power consumed by the drive motor.

[0110] The actual power of high-voltage heating components such as electric heaters, the allowable charging power of batteries, and the actual power consumption of drive motors are the basis for calculating the expected power generation.

[0111] C20: Based on the current torque control mode and the vehicle's driving state, at least one of the actual power, the charging power, and the actual power consumption is calculated to obtain the desired power generation.

[0112] After determining the current torque control mode and vehicle driving status, the system will calculate the current expected power generation based on at least one of the actual power, charging power, and actual power consumption.

[0113] In this embodiment, by acquiring various data for calculating the desired power generation, different data are used to calculate the current power generation range of the vehicle under different actual operating conditions. This achieves auxiliary heating of the vehicle while avoiding excessive power generation that could lead to energy waste or affect vehicle performance.

[0114] In one embodiment, step C20 specifically includes:

[0115] C201: When the current torque control mode is the degraded torque control mode and the vehicle is in a moving state, the first expected power generation is calculated based on the actual power, the charging power and the actual power consumption.

[0116] When the current torque control mode is the degraded torque control mode and the vehicle is in a moving state, the specific calculation process is as follows: assuming the PDCU uses a monotonically increasing quadratic function to fit the relationship between the drive motor torque and the actual power consumption at different speeds, i.e., P = aT 2 +bT+c, where P is the actual power consumption, T is the PDCU torque command, and a, b, and c are fitting coefficients at different speeds, which vary under different torque control modes. In the degraded torque control mode, the allowable charging power is P. BattMin The actual power of high-pressure heating components such as PTC is P. PTCAct The actual power consumption is P. LowEffi =a LowEffi T 2 +b LowEffi T+c LowEffi The first expected power generation is the expected power generation P of motor P1. GenReq Restricted to [P] BattMin -P PTCAct -P LowWffi -P PTCAct -P LowEffi Within the range.

[0117] C202: When the current torque control mode is the degraded torque control mode and the vehicle is stationary, the second expected power generation is calculated based on the actual power and the charging power.

[0118] When the current torque control mode is the degraded torque control mode and the vehicle is stationary, the specific calculation process is as follows: assuming the allowable charging power is P... BattMin The actual power of high-pressure heating components such as electric heaters is P. PTCAct The second expected power generation is P1 expected power generation P GenReq Restricted to [P] BattMin -P PTCAct -P PTCAct Within the range.

[0119] C203: When the current torque control mode is normal torque control mode and the vehicle is in a moving state, the third expected power generation is calculated based on the actual power, the charging power and the actual power consumption.

[0120] When the current torque control mode is normal torque control mode and the vehicle is in a moving state, the specific calculation process is as follows: assuming the PDCU uses a monotonically increasing quadratic function to fit the relationship between the drive motor torque and the actual power consumption at different speeds, i.e., P = aT 2 +bT+c, where P is the actual power consumption, T is the PDCU torque command, and a, b, and c are fitting coefficients at different speeds, which vary under different torque control modes. In normal torque control mode, the allowable charging power is P. BattMin The actual power of high-pressure heating components such as PTC is P. PTCAct The actual power consumption is P. HighEffi =a LowEffi T 2 +b LowEffi T+c LowEffi The third expected power generation is the expected power generation P of motor P1. GenReq Restricted to [P] BattMin -P PTCAct -P HighEffi Within the range of 0.

[0121] C204: When the current torque control mode is the normal torque control mode and the vehicle is stationary, the fourth expected power generation is calculated based on the actual power and the charging power.

[0122] When the current torque control mode is normal torque control mode and the vehicle is stationary, the specific calculation process is as follows: assuming the allowable charging power is P... BattMin The actual power of high-pressure heating components such as electric heaters is P. PTCAct The fourth expected power generation is P1 expected power generation P GenReq Restricted to [P] BattMin -P PTCAct Within the range of 0.

[0123] Without overcharging the battery, the SOC is maintained at the equilibrium point, and there is no need to increase the power generation capacity due to thermal management requirements.

[0124] In this embodiment, by limiting the power generation range of the P1 motor of the current vehicle under different torque control modes and different driving conditions, the power consumed by high-voltage heating components such as electric heaters can be replenished in a timely manner, while improving the heating efficiency of the entire vehicle without causing overcharging of the battery.

[0125] In this embodiment, by employing different torque control strategies under different low-temperature environments and operating conditions, the vehicle's heating efficiency is improved in extremely low-temperature environments, while ensuring the vehicle's power performance and energy-saving effect.

[0126] This application also provides a vehicle heating device for low-temperature environments. Referring to Figure 5, the vehicle heating device for low-temperature environments includes:

[0127] Temperature acquisition module 10 is used to acquire the lowest temperature of the battery cell, the ambient temperature, and the vehicle's driving status in real time.

[0128] Information processing module 20 is used to determine the heating flag bit based on the lowest temperature of the battery cell and the ambient temperature;

[0129] The power calculation module 30 is used to determine the desired power generation capacity based on the heating flag and the vehicle's driving status.

[0130] The vehicle heating module 40 is used to heat the vehicle using the desired power generation.

[0131] The vehicle heating device for low-temperature environments provided in this application, employing the vehicle heating method for low-temperature environments described in the above embodiments, can solve the technical problem of low vehicle heating efficiency in extremely low-temperature environments. Compared with the prior art, the beneficial effects of the vehicle heating device for low-temperature environments provided in this application are the same as those of the vehicle heating method for low-temperature environments provided in the above embodiments, and other technical features in the vehicle heating device for low-temperature environments are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0132] This application provides a vehicle heating device for low-temperature environments. The vehicle heating device for low-temperature environments includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the vehicle heating method for low-temperature environments described in Embodiment 1 above.

[0133] Referring to Figure 6 below, a schematic diagram of a vehicle heating device suitable for implementing the low-temperature environment of the embodiments of this application is shown. The low-temperature vehicle heating device in the embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. The low-temperature vehicle heating device shown in Figure 6 is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0134] As shown in Figure 6, the vehicle heating system for low-temperature environments may include a processing unit 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for the operation of the vehicle heating system for low-temperature environments. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the vehicle heating system in cryogenic environments to communicate wirelessly or wiredly with other devices to exchange data. Although a vehicle heating system in a cryogenic environment with various systems is shown in the figure, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems may be implemented alternatively.

[0135] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0136] The vehicle heating device for low-temperature environments provided in this application, employing the vehicle heating method for low-temperature environments described in the above embodiments, can solve the technical problem of low vehicle heating efficiency in extremely low-temperature environments. Compared with the prior art, the beneficial effects of the vehicle heating device for low-temperature environments provided in this application are the same as those of the vehicle heating method for low-temperature environments provided in the above embodiments, and other technical features of this vehicle heating device for low-temperature environments are the same as those disclosed in the method of the previous embodiment, and will not be repeated here.

[0137] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0138] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0139] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the vehicle heating method in a low-temperature environment as described in the above embodiments.

[0140] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0141] The aforementioned computer-readable storage medium may be included in the vehicle heating system in a low-temperature environment; or it may exist independently and not assembled into the vehicle heating system in a low-temperature environment.

[0142] The aforementioned computer-readable storage medium carries one or more programs that, when executed by a vehicle heating device in a low-temperature environment, cause the vehicle heating device in a low-temperature environment to: acquire in real time the lowest cell temperature, ambient temperature, and vehicle driving status; determine a heating flag bit based on the lowest cell temperature and the ambient temperature; determine the desired power generation based on the heating flag bit and the vehicle driving status; and perform vehicle heating based on the desired power generation.

[0143] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0144] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0145] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0146] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described vehicle heating method in a low-temperature environment, thereby solving the technical problem of low vehicle heating efficiency in extremely low-temperature environments. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the vehicle heating method in a low-temperature environment provided in the above embodiments, and will not be repeated here.

[0147] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the vehicle heating method in a low-temperature environment as described above.

[0148] The computer program product provided in this application can solve the technical problem of low vehicle heating efficiency in extremely low temperature environments. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as the beneficial effects of the vehicle heating method in low temperature environments provided in the above embodiments, and will not be repeated here.

[0149] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A method of heating a vehicle in a low temperature environment, wherein, The method comprises: real-time acquisition of the lowest temperature of the battery cell, the ambient temperature and the driving state of the vehicle; determination of a heating flag according to the lowest temperature of the battery cell and the ambient temperature; determination of the expected power generation according to the heating flag and the driving state of the vehicle; vehicle heating according to the expected power generation.

2. The method of claim 1, wherein, The step of determining the heating flag according to the lowest temperature of the battery cell and the ambient temperature comprises: when the lowest temperature of the battery cell is less than a first battery cell temperature and the ambient temperature is less than a first ambient temperature, determining the heating flag as a first heating flag; when the lowest temperature of the battery cell is greater than a second battery cell temperature, determining the heating flag as a second heating flag, wherein the second battery cell temperature is greater than the first battery cell temperature.

3. The method of claim 1, wherein, The step of determining the expected power generation according to the heating flag and the driving state of the vehicle comprises: when the heating flag is the first heating flag, releasing the power limit of the electric heater and acquiring the current torque control mode; switching the torque control mode to the reduced-efficiency torque control mode; when the heating flag is the second heating flag, starting the power limit of the electric heater and switching the current torque control mode to the normal torque control mode; determination of the expected power generation according to the current torque control mode and the driving state of the vehicle.

4. The method of claim 3, wherein, The step of determining the expected power generation according to the current torque control mode and the driving state of the vehicle comprises: acquisition of the actual power of the electric heater, the allowed charging power of the battery and the actual consumption power of the driving motor; calculation of at least one of the actual power, the charging power and the actual consumption power based on the current torque control mode and the driving state of the vehicle to obtain the expected power generation.

5. The method of claim 4, wherein, The step of calculating at least one of the actual power, the charging power and the actual consumption power based on the current torque control mode and the driving state of the vehicle to obtain the expected power generation comprises: when the current torque control mode is the reduced-efficiency torque control mode and the driving state of the vehicle is the moving state, calculation of the first expected power generation according to the actual power, the charging power and the actual consumption power; when the current torque control mode is the reduced-efficiency torque control mode and the driving state of the vehicle is the stationary state, calculation of the second expected power generation according to the actual power and the charging power; when the current torque control mode is the normal torque control mode and the driving state of the vehicle is the moving state, calculation of the third expected power generation according to the actual power, the charging power and the actual consumption power; when the current torque control mode is the normal torque control mode and the driving state of the vehicle is the stationary state, calculation of the fourth expected power generation according to the actual power and the charging power.

6. The method of claim 2, wherein, After the step of determining the heating flag as the first heating flag when the lowest temperature of the battery cell is less than the first battery cell temperature and the ambient temperature is less than the first ambient temperature, the method further comprises: canceling a discharge power limit of a battery management system to obtain a maximum discharge power; controlling an engine of the vehicle to start according to the maximum discharge power.

7. The method of claim 2, wherein, After determining the heating flag bit to be the second heating flag bit when the cell minimum temperature is greater than the second cell temperature, the method further comprises: controlling the engine to stop and controlling the vehicle to heat by the electric heater when the cell minimum temperature is greater than a third cell temperature and the battery state of charge is greater than a first state of charge, wherein the third cell temperature is greater than or equal to the second cell temperature.

8. A vehicle heating device for a low temperature environment, wherein, The device comprises: a temperature acquisition module configured to acquire a cell minimum temperature, an ambient temperature and a driving state of the vehicle in real time; an information processing module configured to determine a heating flag bit according to the cell minimum temperature and the ambient temperature; a power calculation module configured to determine an expected power generation according to the heating flag bit and the driving state of the vehicle; a vehicle heating module configured to heat the vehicle according to the expected power generation.

9. A vehicle heating device for a low temperature environment, wherein, The device comprises a memory, a processor and a computer program stored in the memory and executable on the processor, and the computer program is configured to implement the steps of the vehicle heating method in a low-temperature environment according to any one of claims 1 to 7.

10. A storage medium, wherein, The storage medium is a computer readable storage medium, and the storage medium stores a computer program, and the computer program is executed by a processor to implement the steps of the vehicle heating method in a low-temperature environment according to any one of claims 1 to 7.

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