Method and system for low-temperature protection of battery cell

Abstract

A method and system for low-temperature protection of a battery cell, which method and system relate to the technical field of automobile batteries. The method comprises: acquiring first sensing information of a vehicle every a first time period, wherein the first sensing information comprises the temperature of a battery cell, the duration of the first time period is positively correlated with the temperature of the battery cell and / or a first ambient temperature of the vehicle, and the first ambient temperature is used for indicating the temperature of the environment where the vehicle is located; and on the basis of the first sensing information, heating the battery cell. On the basis of the method, a battery cell can be monitored at relatively low energy consumption overheads, and when the battery cell is at risk of failure to discharge due to a low temperature, the battery cell is heated in a timely manner, so as to ensure that the battery cell can also operate normally to provide electrical energy for a vehicle even in cold climates.

Description

Method and system for protecting battery cell at low temperature TECHNICAL FIELD

[0001] The present application relates to the technical field of automobile battery, in particular to a method and system for protecting battery cell at low temperature. BACKGROUND

[0002] With the development of new energy automobile technology, the scale of user groups is gradually expanding. In order to further expand the user groups and attract users in areas with cold climate, it is necessary to enhance the applicability of power batteries in such cold climate.

[0003] However, the current mainstream power batteries generally have low temperature performance defects. After the vehicle is parked, and when the battery cell temperature is lower than a certain threshold, the power battery will not be able to discharge, resulting in that the current vehicle cannot be started, which is one of the important factors that new energy vehicles are difficult to popularize in these cold areas.

[0004] Therefore, a method for protecting battery cell at low temperature of a new energy battery is urgently needed.

[0005] SUMMARY

[0006] The embodiments of the present application provide a method and system for protecting battery cell at low temperature, which can monitor the battery cell with low energy consumption, and heat the battery cell in time when the battery cell has the risk of being unable to discharge due to low temperature, so as to ensure that the battery cell can work normally in cold climate and provide power for the vehicle.

[0007] In a first aspect, a method for protecting battery cell at low temperature is provided, which comprises: obtaining first perception information of a vehicle at intervals of a first time period, the first perception information including a battery cell temperature, the length of the first time period being positively correlated with the battery cell temperature and / or a first ambient temperature of the vehicle, the first ambient temperature being used to indicate the temperature of the environment in which the vehicle is located; and heating the battery cell according to the first perception information.

[0008] For example, after obtaining the battery cell temperature, the battery cell temperature can be compared with a preset first temperature threshold. When it is determined that the battery cell temperature is less than or equal to the first temperature threshold, the operation of heating the battery cell according to the first perception information is entered, so as to avoid frequent entering into the judgment of determining whether to heat the battery cell according to the first perception information, thereby saving the corresponding data processing overhead.

[0009] Based on the above technical solution, the temperature sensing is triggered at a fixed time interval, and the battery temperature and other sensing information is obtained once every first time interval. The battery is heated based on the sensing information, thereby realizing low-temperature protection of the battery, ensuring that the user can normally use the vehicle without the need for continuous temperature sensing and analysis of the battery, thereby greatly reducing the energy consumption of temperature sensing and analysis, and reducing the corresponding performance overhead.

[0010] In combination with the first aspect, in some implementations of the first aspect, the smaller value between the battery temperature and the first ambient temperature is used as a basis for determining the length of the first time interval.

[0011] For example, the length of the first time interval is a dynamic value, which can be determined by the following methods: the length of the next first time interval is positively correlated with the current battery temperature, and / or the length of the next first time interval is positively correlated with the first ambient temperature, and / or the length of the next first time interval is positively correlated with a second ambient temperature, which is used to indicate the air temperature of the first location where the vehicle is located.

[0012] Therefore, the length of the next first time interval needs to consider at least one of the current battery temperature, the first ambient temperature, and the second ambient temperature.

[0013] For example, before determining the length of the next first time interval based on the current second ambient temperature, the first location information of the vehicle is also needed, which is used to indicate the first location where the vehicle is currently located. Then, based on the first location, the weather information of the first location can be obtained through the Internet, which can include the first ambient temperature mentioned above.

[0014] Based on the above technical solution, the first sensing information is obtained once every first time interval, instead of continuously obtaining the first sensing information, thereby reducing the overhead caused by the operation of obtaining the first sensing information. Moreover, the first time interval can be determined based on the battery temperature or the first ambient temperature, thereby reasonably planning the length of the next first time interval, thereby effectively avoiding the situation that the length of the first time interval is too long, and the battery temperature cannot be detected in time when it decreases to the first temperature threshold, and the operation of determining whether to heat the battery based on the first sensing information cannot be triggered in time.

[0015] In some implementations of the first aspect, the first perception information further includes at least one of a first ambient temperature, a second ambient temperature, and state information, the state information is used to indicate whether the vehicle is in a charging state, the second ambient temperature is used to indicate an air temperature of a first location where the vehicle is located, the battery cell temperature is less than or equal to a first temperature threshold, the first prediction result is determined according to the first perception information, the first prediction result is used to indicate whether there is a risk that the battery cell temperature is lower than a discharge temperature threshold when the user uses the vehicle next time, and the battery cell is heated according to the first prediction result.

[0016] For example, the first temperature threshold can be a preset threshold, and the first temperature threshold can be greater than or equal to the discharge temperature threshold.

[0017] For example, during the heating of the battery cell, the interval first time period in the subsequent cycle can be stopped, and the operation of obtaining the first perception information of the vehicle can also be stopped. In the foregoing example, the operation of comparing the battery cell temperature with the first temperature threshold is stopped. Because the heating of the battery cell is triggered, the battery cell is protected from low temperature, and it is not necessary to determine whether the operation of protecting the battery cell from low temperature is triggered, so that the energy consumption of the implementation of the solution is saved.

[0018] In some implementations of the first aspect, the first perception information includes state information, and when the state information is used to indicate that the vehicle is in a charging state, the first prediction result indicates that there is no risk that the battery cell temperature is lower than the discharge temperature threshold when the user uses the vehicle next time.

[0019] For example, the state information can include a plug-in signal of the vehicle, and the plug-in signal is used to indicate that the vehicle is charging. Because the battery cell itself generates heat during charging, the battery cell temperature cannot be reduced to the discharge temperature threshold in a low temperature environment.

[0020] For example, the state information can be used to indicate that the charging state of the vehicle is fast charging or slow charging. When the plug-in signal is used to indicate that the charging state of the vehicle is slow charging, it can be determined that the first prediction result indicates that there is no risk that the battery cell temperature is lower than the discharge temperature threshold when the user uses the vehicle next time. When the plug-in signal is used to indicate that the charging state of the vehicle is fast charging, it can be determined that there is a risk that the battery cell temperature is lower than the discharge temperature threshold when the user uses the vehicle next time, for example, the vehicle needs to be parked for a long time, and there is a risk that the battery cell temperature is lower than the discharge temperature threshold.

[0021] Based on the technical solution, considering that the battery cell will also heat up during charging of the vehicle, especially when the vehicle is slow charging, the battery cell does not have a risk of low-temperature failure for a long time (for example, in the next first time period), so the operation of heating the battery cell does not need to be triggered at present, and when the state information indicating the charging state of the vehicle is obtained, it can be determined that the first prediction result indicates that there is no risk of the battery cell temperature being lower than the discharge temperature threshold when the user uses the vehicle next time, so that a relatively complex analysis operation is not needed, and the calculation overhead of the battery cell risk prediction can be effectively reduced.

[0022] In combination with the first aspect, in some implementations of the first aspect, the first perception information includes the first ambient temperature, and when the first ambient temperature is less than the discharge temperature threshold, it is determined that the first prediction result indicates that there is a risk of the battery cell temperature being lower than the discharge temperature threshold when the user uses the vehicle next time.

[0023] For example, when the difference between the first ambient temperature and the second ambient temperature is greater than or equal to a third temperature threshold, it can be determined that the first prediction result indicates that there is no risk of the battery cell temperature being lower than the discharge temperature threshold when the user uses the vehicle next time; or when the difference between the first ambient temperature and the second ambient temperature is less than the third temperature threshold, it can be determined that the first prediction result indicates that there is a risk of the battery cell temperature being lower than the discharge temperature threshold when the user uses the vehicle next time.

[0024] For example, the third temperature threshold can be preconfigured, or the third temperature threshold can also be dynamically configured according to the following configuration: the third temperature threshold can be greater than the difference between the lowest ambient temperature and the discharge temperature threshold, where the lowest ambient temperature is the smaller one of the first ambient temperature and the second ambient temperature.

[0025] Based on the technical solution, when it is determined that the first ambient temperature is less than the discharge temperature threshold, it can be directly determined that there is a risk of the battery cell temperature being lower than the discharge temperature threshold when the user uses the vehicle next time, so that a relatively complex analysis operation is not needed, and the calculation overhead of the battery cell risk prediction can be effectively reduced. In addition, when it is determined that the first ambient temperature is greater than or equal to the discharge temperature threshold, the environment in which the vehicle is currently located can be further determined according to the size relationship between the first ambient temperature and the discharge temperature threshold, that is, whether the environment is indoor or outdoor, and when it is determined that the vehicle is located indoors where the heat preservation condition is good, it can be directly determined that the battery cell does not have a risk of low-temperature failure, and a relatively complex analysis operation is not needed, and the calculation overhead of the battery cell risk prediction can be effectively reduced.

[0026] In combination with the first aspect, in some implementations of the first aspect, the first perception information includes the first ambient temperature and / or the second ambient temperature, the battery cell temperature reduction period experienced when the battery cell temperature is reduced to the discharge temperature threshold is determined according to the first perception information, and the first prediction result is determined according to the battery cell temperature reduction period.

[0027] For example, the above-mentioned battery cooling period can be determined in combination with the smaller value of the first and second ambient temperatures, the battery temperature, and the temperature insulation performance of the battery, wherein the temperature insulation performance of the battery is used to indicate the cooling rate of the battery under different temperature differences, and the temperature difference refers to the difference between the battery temperature and the ambient temperature. In the embodiments of the present application, the ambient temperature refers to the smaller value of the first and second ambient temperatures. It should be understood that when the first and second ambient temperatures are equal, the ambient temperature can be directly equal to the first or second ambient temperature.

[0028] For example, the above-mentioned cooling rate can be associated with the difference between the battery temperature and the ambient temperature, i.e., there is a corresponding relationship, which can be expressed by a relationship table or a function expression, etc.

[0029] For example, when the length of the battery cooling period is greater than the preset length, it can be determined that the first prediction result indicates that there is no risk of the battery temperature being lower than the discharge temperature threshold when the user uses the vehicle next time.

[0030] In combination with the first aspect, in some implementations of the first aspect, the first user intention of the user is obtained, and the first user intention is used to indicate a vehicle stationary period between the current time and the time when the user uses the vehicle next time. When the length of the vehicle stationary period is less than the length of the battery cooling period, it is determined that the first prediction result indicates that there is no risk of the battery temperature being lower than the discharge temperature threshold when the user uses the vehicle next time.

[0031] For example, the method can be executed when it is determined that the length of the battery cooling period is less than or equal to the preset length.

[0032] For example, the above-mentioned first user intention can be obtained by pushing a query information to a related software application of the terminal device, and the query information is used to query the user feedback of the next use time.

[0033] For example, the possible use time of the user can be inferred according to the historical use data of the vehicle, so as to obtain the above-mentioned first user intention.

[0034] Based on the above technical solution, by combining the first and second ambient information, the battery temperature, and the temperature insulation performance of the battery, the battery cooling period is determined, and according to the size relationship between the battery cooling period and the vehicle stationary period, it is predicted whether there is a risk of the battery temperature being lower than the discharge temperature threshold when the user uses the vehicle next time. In the case of no risk, the battery does not need to be heated, instead of triggering the heating operation of the battery as long as the battery temperature is lower than a certain threshold, thereby reducing the energy consumption of the low-temperature protection of the battery.

[0035] With reference to the first aspect, in some implementations of the first aspect, when the length of the vehicle stationary period is greater than or equal to the length of the battery temperature reduction period, a temperature variation trend of the second ambient temperature in the vehicle stationary period is obtained; and based on the battery temperature and the temperature variation trend, a reference temperature of the battery after the vehicle stationary period is predicted, and when the reference temperature is less than or equal to the discharge temperature threshold, it is determined that the first prediction result indicates that there is a risk that the battery temperature is lower than the discharge temperature threshold when the user uses the vehicle next time, or when the reference temperature is greater than the discharge temperature threshold, it is determined that the first prediction result indicates that there is no risk that the battery temperature is lower than the discharge temperature threshold when the user uses the vehicle next time.

[0036] For example, the temperature variation trend of the second ambient temperature can be obtained from the Internet according to a first location where the vehicle is located, weather information of the first location in a future period including the vehicle stationary period is obtained, and the weather information includes the temperature variation trend of the second ambient temperature in the future period.

[0037] For example, before obtaining the temperature variation trend of the second ambient temperature in the vehicle stationary period, whether the first ambient temperature changes with the second ambient temperature can be determined according to a plurality of first ambient temperatures and a plurality of second ambient temperatures obtained in the past, so as to determine whether the environment where the vehicle is located is outdoor or indoor with poor heat preservation capability, and when it is determined that the first ambient temperature changes with the second ambient temperature, the reference temperature of the battery after the vehicle stationary period can be predicted based on the temperature variation trend of the second ambient temperature and in combination with the battery temperature, so as to ensure the rationality of the scheme.

[0038] For example, the reference temperature can be determined according to the temperature variation trend of the second ambient temperature in the vehicle stationary period, the current battery temperature and the temperature rise rate of the battery. The temperature rise rate of the battery is related to the temperature insulation performance of the battery, and the temperature rise rate can be associated with the difference between the battery temperature and the ambient temperature, that is, there is a corresponding relationship, which can be expressed by a relationship table or a function expression.

[0039] For example, after obtaining the temperature variation trend of the second ambient temperature in the vehicle stationary period, the current battery temperature and the temperature rise rate, the vehicle stationary period can be divided into M sub-periods, M is greater than 1, and then the battery temperature after each sub-period is determined in combination with the current battery temperature, the temperature rise rate of the battery and the second ambient temperature corresponding to each sub-period. The battery temperature after the last sub-period is determined as the reference temperature.

[0040] For example, the average value of the second ambient temperature in each period can be calculated by an integral operation method, and the battery temperature after each period is calculated based on the average value, the battery temperature in the current sub-period and the temperature rise rate of the battery.

[0041] For example, according to the battery cell temperature, the discharge temperature threshold, the temperature change trend of the temperature insulation performance and the second environment temperature, a reference temperature of the battery cell after a vehicle standing period is predicted, and the reference temperature is compared with the discharge temperature threshold to determine whether there is a risk of the battery cell temperature being lower than the discharge temperature threshold when the user next uses the vehicle. Only when it is predicted that there is a risk, the battery cell management module is triggered to heat the battery cell. When it is predicted that there is no risk, the battery cell management module is not triggered to heat the battery cell, thereby avoiding unnecessary heating of the battery cell and causing unnecessary energy consumption.

[0042] With reference to the first aspect, in some implementations of the first aspect, the battery cell is heated for a first duration.

[0043] For example, the first duration can be a preset duration.

[0044] With reference to the first aspect, in some implementations of the first aspect, the battery cell temperature is obtained at intervals of a second period; and when the battery cell temperature is lower than a second temperature threshold, the battery cell is heated for a second duration.

[0045] For example, the second duration and the first duration can be equal.

[0046] Based on the above technical solution, when it is determined that the first prediction result is that there is a risk of the battery cell temperature being lower than the discharge temperature threshold when the user next uses the vehicle, the battery cell is not immediately heated continuously, but intermittent heating of the battery cell is triggered when the battery cell temperature is lower than the second temperature threshold, thereby helping to save energy consumption for heating the battery cell.

[0047] With reference to the first aspect, in some implementations of the first aspect, when the state of charge (SOC) value of the battery cell is detected to decrease to an SOC threshold, the heating of the battery cell is stopped.

[0048] For example, when the battery cell temperature is detected to reach a third temperature threshold, the heating of the battery cell is stopped, wherein the third temperature threshold is greater than or equal to the second temperature threshold.

[0049] Based on the above technical solution, it can be effectively avoided that excessive electrical energy is consumed in the process of heating the battery cell, resulting in a situation that the electrical energy remaining amount is insufficient to meet the user's intention to use the vehicle next time.

[0050] With reference to the first aspect, in some implementations of the first aspect, before the first perception information of the vehicle is obtained at intervals of a first period, it is detected that the user leaves the cabin of the vehicle, and the first environment temperature is less than or equal to a third temperature threshold.

[0051] In a second aspect, a system for low-temperature protection of a battery cell is provided. The system includes: a perception module configured to obtain first perception information of a vehicle at intervals of a first time period, the first perception information including a battery cell temperature, a length of the first time period being positively correlated with the battery cell temperature and / or a first ambient temperature of the vehicle, the first ambient temperature being indicative of a temperature of an environment in which the vehicle is located; an analysis module configured to determine, based on the first perception information, whether to heat the battery cell; and a heating module configured to heat the battery cell.

[0052] With reference to the second aspect, in some implementations of the second aspect, a smaller one of the battery cell temperature and the first ambient temperature is used as a basis for determining the length of the first time period.

[0053] With reference to the second aspect, in some implementations of the second aspect, the first perception information further includes at least one of the first ambient temperature, a second ambient temperature, and state information, the state information being indicative of whether the vehicle is in a charging state, the second ambient temperature being indicative of an air temperature of a first location where the vehicle is located, the battery cell temperature being less than or equal to a first temperature threshold, and the analysis module is specifically configured to: determine, based on the first perception information, a first prediction result, the first prediction result being indicative of whether there is a risk that the battery cell temperature will be lower than a discharge temperature threshold when a user next uses the vehicle; and heat the battery cell based on the first prediction result.

[0054] With reference to the second aspect, in some implementations of the second aspect, the first perception information includes the state information, and the analysis module is specifically configured to: when the state information is indicative of the vehicle being in the charging state, determine that the first prediction result is indicative of no risk that the battery cell temperature will be lower than the discharge temperature threshold when the user next uses the vehicle.

[0055] With reference to the second aspect, in some implementations of the second aspect, the first perception information includes the first ambient temperature, and the analysis module is specifically configured to: when the first ambient temperature is less than the discharge temperature threshold, determine that the first prediction result is indicative of a risk that the battery cell temperature will be lower than the discharge temperature threshold when the user next uses the vehicle.

[0056] With reference to the second aspect, in some implementations of the second aspect, the first perception information includes the first ambient temperature and the second ambient temperature, and the analysis module is specifically configured to: determine, based on the first perception information, a battery cell cooling time period during which the battery cell temperature decreases to the discharge temperature threshold; and determine the first prediction result based on the battery cell cooling time period.

[0057] With reference to the second aspect, in some implementations of the second aspect, the analysis module is specifically configured to: obtain a first user intention of the user, the first user intention being used to indicate a vehicle static period from a current time to a time when the user next uses the vehicle; and determine that the first prediction result indicates that there is no risk of the battery temperature being lower than the discharge temperature threshold when the user next uses the vehicle, when a length of the vehicle static period is less than a length of the battery temperature reduction period.

[0058] With reference to the second aspect, in some implementations of the second aspect, when the length of the vehicle static period is greater than or equal to the length of the battery temperature reduction period, the analysis module is further configured to: obtain a temperature variation trend of the second ambient temperature in the vehicle static period; and predict a reference temperature of the battery after the vehicle static period according to the battery temperature and the temperature variation trend, and determine that the first prediction result indicates that there is a risk of the battery temperature being lower than the discharge temperature threshold when the user next uses the vehicle, when the reference temperature is less than or equal to the discharge temperature threshold, or determine that the first prediction result indicates that there is no risk of the battery temperature being lower than the discharge temperature threshold when the user next uses the vehicle, when the reference temperature is greater than the discharge temperature threshold.

[0059] With reference to the second aspect, in some implementations of the second aspect, the heating module is specifically configured to: heat the battery for a first time length.

[0060] With reference to the second aspect, in some implementations of the second aspect, the sensing module is further configured to: obtain the battery temperature at intervals of a second period; and the heating module is specifically configured to: heat the battery for a second time length when the battery temperature is lower than a second temperature threshold.

[0061] With reference to the second aspect, in some implementations of the second aspect, the heating module is further configured to: stop heating the battery when it is detected that the SOC value of the battery decreases to an SOC threshold.

[0062] With reference to the second aspect, in some implementations of the second aspect, before the sensing module obtains the first sensing information of the vehicle at intervals of the first period, the sensing module is further configured to: detect that the user leaves a cabin of the vehicle, and the first ambient temperature is less than or equal to a third temperature threshold.

[0063] With reference to the second aspect, in some implementations of the second aspect, the analysis module is deployed on a cloud processor.

[0064] The third aspect provides a vehicle controller, which is configured to execute the method in any one of the possible implementation manners of the method design of the first aspect.

[0065] The fourth aspect provides a vehicle, which comprises the system in any one of the possible implementation manners of the system design of the second aspect, or comprises the controller in any one of the possible implementation manners of the vehicle controller design of the third aspect.

[0066] In a fifth aspect, a computer program product is provided, which computer program code or instructions, when executed on a computer, cause the computer to perform the method of any of the possible implementation manners of the method design of the first aspect.

[0067] In a sixth aspect, a computer readable storage medium is provided, which stores computer program or instructions for implementing the method of any of the possible implementation manners of the method design of the first aspect. BRIEF DESCRIPTION OF DRAWINGS

[0068] FIG. 1 is a functional schematic block diagram of a vehicle 100 according to an embodiment of the present application;

[0069] FIG. 2 is an architecture schematic diagram of a power battery low-temperature protection system 200 according to an embodiment of the present application;

[0070] FIG. 3 is an architecture schematic diagram of a method 300 for protecting a battery cell from low temperature according to an embodiment of the present application;

[0071] FIG. 4 is a flow schematic diagram of another method 400 for protecting a battery cell from low temperature according to an embodiment of the present application;

[0072] FIG. 5 is a flow schematic diagram of another method 500 for protecting a battery cell from low temperature according to an embodiment of the present application;

[0073] FIG. 6 is a schematic block diagram of a system 600 for protecting a battery cell from low temperature according to an embodiment of the present application. DETAILED DESCRIPTION

[0074] It should be noted that, in the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B; "and / or" in the present text only means a description of the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which means that there are three cases of A alone, A and B together, and B alone.

[0075] In the embodiments of the present application, the terms "first", "second" are only used for description purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more of the features. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two, "at least one" and "one or more" means one, two or more than two. The singular expression "one", "a kind", "the", "the above", "the" and "this" is intended to also include, for example, the expression "one or more", unless there is clear indication to the contrary in the context.

[0076] Reference throughout this specification to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the application. Thus, the appearances of the phrases "in one embodiment" or "in an embodiment" or "in other embodiments" or "in some embodiments" in various places throughout this specification are not necessarily all referring to the same embodiment, but can refer to one or more but not all embodiments, unless otherwise specifically stated. The terms "including," "comprising," "having" and variations thereof herein are meant to be open-ended and do not limit the application to the recited components, unless otherwise specifically stated. The terms "consisting of" and variations thereof are meant to be closed-ended and do not allow for the inclusion of additional components, unless otherwise specifically stated.

[0077] The technical solutions in the embodiments of the present application will be described below with reference to the drawings.

[0078] FIG. 1 is a functional schematic block diagram of a vehicle 100 according to an embodiment of the present application.

[0079] The vehicle 100 can include a perception system 110, a display device 130, and a computing platform 120, wherein the perception system 110 can include several sensors that sense information about the environment surrounding the vehicle 100. For example, the perception system 110 can include a positioning system, which can be a global positioning system (GPS), a Beidou system, or other positioning systems, an inertial measurement unit (IMU), a laser radar, a millimeter wave radar, an ultrasonic radar, and a camera.

[0080] Some or all of the functionality of the vehicle 100 can be controlled by the computing platform 120. The computing platform 120 can include processors 121-12n (n being a positive integer), which are circuits having a processing capability for signals. In one implementation, the processors can be circuits having an instruction reading and running capability, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which can be understood as a kind of microprocessor), a digital signal processor (DSP), etc. In another implementation, the processors can be circuits having a fixed or reconfigurable logical relationship to implement certain functions, such as an application-specific integrated circuit (ASIC) or a programmable logic device (PLD) implemented hardware circuit, e.g., a field programmable gate array (FPGA). In the reconfigurable hardware circuit, the processor loads a configuration document to implement the hardware circuit configuration, which can be understood as the processor loading instructions to implement the functions of the above part or all units. In addition, it can also be a hardware circuit designed for artificial intelligence, which can be understood as a kind of ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc. In addition, the computing platform 120 can also include a memory for storing instructions, and some or all of the processors 121-12n can call the instructions in the memory to implement the corresponding functions described in the embodiments of the present application.

[0081] The vehicle involved in the present application can include a road vehicle, a water vehicle, an air vehicle, an industrial device, an agricultural device, or an entertainment device, etc. For example, the vehicle can include an unmanned vehicle, which is a vehicle in a broad sense, and can be a vehicle (such as a commercial vehicle, a passenger vehicle, a motorcycle, a flying vehicle, a train, etc.), an industrial vehicle (such as a forklift, a trailer, a tractor, etc.), an engineering vehicle (such as an excavator, a bulldozer, a crane, etc.), an agricultural device (such as a mower, a harvester, etc.), an amusement device, a toy vehicle, etc. The embodiments of the present application do not specifically limit the type of vehicle. For the convenience of description, the embodiments of the present application will be described in detail taking a new energy vehicle as an example.

[0082] In order to further expand the user group, it is necessary to enhance the applicability of the power battery in such cold climate to attract users in areas with cold climate.

[0083] However, the current mainstream power battery generally has the defect of low temperature performance. After the vehicle is parked, when the temperature of the battery cell is lower than a certain threshold, the power battery will not be able to discharge, resulting in that the vehicle cannot be started at this time.

[0084] For example, the above-mentioned certain threshold (also referred to as discharge temperature threshold) is related to the performance parameters of the power battery, and is usually-30℃. When the temperature of the battery cell is lower than-30℃, the power battery will not be able to discharge, and the vehicle will not be able to start at this time.

[0085] Therefore, in cold climate areas, new energy vehicles have a high possibility of being unable to start due to low temperature, which is one of the important factors that new energy vehicles are difficult to popularize in these cold areas.

[0086] Therefore, in order to prevent the temperature of the battery cell of the new energy vehicle from being lower than the discharge temperature threshold of the battery cell in cold weather, the vehicle needs to trigger the heating operation of the battery cell at the necessary time.

[0087] FIG. 2 is a schematic diagram of an architecture of a power battery low temperature protection system 200 proposed at the present stage.

[0088] Referring to FIG. 2, the system 200 includes a power battery, a temperature detection circuit, a control module, and a heating module.

[0089] The power battery is connected with the temperature detection circuit, the temperature detection circuit is connected with the control module, and the control module is connected with the heating module.

[0090] The temperature detection circuit is used to detect the ambient temperature of the power battery, wherein the ambient temperature of the power battery can be understood as the battery pack temperature, or can be directly considered as the battery or battery cell temperature; when detecting that the ambient temperature of the power battery is lower than a preset temperature threshold, an awakening signal is sent to the control module.

[0091] The control module is used to send a heating instruction to the heating module after receiving the awakening signal.

[0092] The heating module is used to perform a heating operation on the power battery within a preset period after receiving the heating instruction, so that the temperature of the power battery is higher than its discharge temperature threshold and reaches a temperature range suitable for the operation of the power battery, so that the power battery can discharge when the user uses the vehicle at this time, and the vehicle can be started smoothly.

[0093] However, the power battery low temperature protection mechanism of the system 200 has obvious defects, that is, the operation principle of the mechanism is very simple, only heating logic is provided, and the influence of the operation of heating the power battery on the energy consumption of the entire electric power system of the vehicle is not considered. The analysis is as follows:

[0094] The temperature detection circuit needs to continuously detect the ambient temperature of the power battery. However, the occurrence of extremely cold weather is not frequent, and in some areas, the temperature may not be lower than -30℃ throughout the winter. However, the system 200 needs to continuously detect the ambient temperature of the power battery, which is additional unnecessary power consumption in most scenarios. If the vehicle is parked for a long time, the modules in the system 200 need to repeatedly cycle the operations and interactions between the modules mentioned above, so that the remaining power of the power battery gradually decreases. When the user uses the vehicle, the remaining power of the power battery may not be able to support the user to complete the current user intent.

[0095] Therefore, the embodiments of the present application propose a method and system for low temperature protection of an electric core. Based on a more reasonable electric core temperature detection and electric core heating mechanism, the electric core in a low temperature environment is dynamically and intermittently detected, and whether the electric core temperature is lower than the discharge temperature threshold of the electric core is predicted next time the user uses the vehicle. Based on the prediction result, it is determined whether to trigger the heating operation of the electric core, so as to more reasonably protect the electric core from low temperature, while ensuring that the electric core can work normally in cold weather, and also saving the power consumption caused by the low temperature protection process.

[0096] FIG. 3 is a flow diagram of a method 300 for low temperature protection of an electric core according to an embodiment of the present application.

[0097] Referring to FIG. 3, the method 300 includes the following steps:

[0098] S310: Intervals of a first period, obtain the first perception information of the vehicle, and the first perception information includes the temperature of the electric core, wherein the length of the first period is positively correlated with the temperature of the electric core and / or the first ambient temperature of the vehicle, and the first ambient temperature is used to indicate the temperature of the environment in which the vehicle is located.

[0099] It should be understood that the above-mentioned interval of the first period, obtaining the first perception information of the vehicle, means obtaining the first perception information of the vehicle at the end of the first period. And the above-mentioned S310 can be an operation performed after every first period.

[0100] In some possible embodiments, considering that the power battery generally includes a plurality of battery cells, and the temperature distribution of the power battery is not uniform, the battery cell temperature can be the minimum value of the temperatures of the plurality of battery cells of the power battery, or the average value or weighted average value of the temperatures of the plurality of battery cells.

[0101] In some possible embodiments, based on the S310, the length of the first time period is a dynamic value, and the length of the first time period can be determined in the following manner.

[0102] The length of the next first time period is positively correlated with the current battery cell temperature, and / or the length of the next first time period is positively correlated with the first ambient temperature, and / or the length of the next first time period is positively correlated with a second ambient temperature, which is used to indicate the air temperature of the first location where the vehicle is located.

[0103] Therefore, the length of the next first time period needs to consider at least one of the current battery cell temperature, the first ambient temperature and the second ambient temperature.

[0104] In some possible embodiments, before the length of the next first time period needs to be set according to the current second ambient temperature, the first location information of the vehicle needs to be obtained, which is used to indicate the first location where the vehicle is currently located, and then based on the first location, the weather information of the first location can be obtained through the Internet, and the weather information can include the first ambient temperature.

[0105] In some possible embodiments, the minimum value (or smaller value) of the current first ambient temperature and the battery cell temperature can be used as the basis for determining the length of the first time period. It should be understood that the determination of the length of the first time period refers to the determination of the length of the next first time period after the current time.

[0106] For the convenience of description, the first ambient temperature is denoted as T1, the battery cell temperature is denoted as T0, and then the minimum value of the first ambient temperature and the battery cell temperature is denoted as T3, i.e., T3 = min{T0, T1}.

[0107] For example, when T3≥20℃ at the current time, the next first time period can be set to 12h; when 0℃≤T3<20℃, the next first time period can be set to 6h; when -10℃≤T3<0℃, the next first time period can be set to 3h; and when -20℃≤T3<-10℃, the next first time period can be set to 1h.

[0108] In some possible embodiments, the length of the next first time period can be set according to the minimum (or smaller) of the current first ambient temperature and the second ambient temperature, and the current cell temperature. For the convenience of description, the first ambient temperature is denoted as T1, the second ambient temperature is denoted as T2, the cell temperature is denoted as T0, and the minimum of the first ambient temperature and the second ambient temperature is denoted as T4, i.e., T4 = min{T1, T2}.

[0109] For example, when T4≥20℃ at the current time, the next first time period can be set to 12h; when 0℃≤T4<20℃, the next first time period can be set to 6h; when -10℃≤T4<0℃, the next first time period can be set to 4h; when -20℃≤T4<-10℃, the next first time period can be set to 2h; when T4<-20℃ and T0≥0℃, the next first time period can be set to 2h; and when T4<-20℃ and T0<0℃, the next first time period can be set to 1h.

[0110] It should be noted that the cell low-temperature protection method proposed in the embodiments of the present application is mainly for low-temperature environments, but in the process of determining the length of the next first time period, the case of T4≥20℃ is also considered, which is for the vehicle transportation scenario. Before the vehicle is transported, the transportation starting point can be located in a region with a relatively high temperature, but the transportation end point or the region near the end point can be located in a region with a relatively low temperature. Therefore, it is necessary to set the next first time period to 12h, so as to obtain the cell temperature after 12h. At this time, the vehicle can have arrived in a region with a relatively low temperature, so it is necessary to trigger the operation of obtaining the cell temperature at this time.

[0111] It should be understood that the above examples involve only numerical values, and do not limit the basis for dynamically adjusting the length of the first time period proposed in the embodiments of the present application. As can be seen, for different vehicle models or cell performance, the temperature intervals corresponding to T3 and T4 at the current time, the length of the next first time period, and the correspondence between the temperature intervals corresponding to T3 and T4 at the current time and the length of the next first time period can also be different.

[0112] S320: heating the cell according to the first perception information.

[0113] It should be understood that the above operation of heating the cell is an operation of low-temperature protection of the cell.

[0114] In some possible embodiments, the above heating the cell according to the first perception information can include the following two cases: case 1, determining that the cell needs to be heated according to the first perception information; and case 2, determining that the cell does not need to be heated according to the first perception information.

[0115] In some possible embodiments, after the battery cell temperature is acquired, the battery cell temperature can be compared with a preset first temperature threshold, and when it is determined that the battery cell temperature is less than or equal to the first temperature threshold, the method proceeds to S320, so as to avoid frequent entry into the determination of whether to heat the battery cell according to the first sensing information, thereby saving the corresponding data processing overhead.

[0116] Based on the technical solution, the battery cell temperature and other sensing information is acquired every first time period by means of time-triggered temperature sensing, and the battery cell is heated based on the sensing information, so as to realize low-temperature protection of the battery cell, and ensure that the user can use the vehicle normally without the need for continuous temperature sensing and analysis of the battery cell, thereby greatly reducing the energy consumption of temperature sensing and analysis and reducing the corresponding performance overhead.

[0117] In addition, the first sensing information is acquired every first time period instead of being acquired continuously, so as to reduce the overhead caused by the operation of acquiring the first sensing information, and the first time period can be determined according to the battery cell temperature or the first ambient temperature, so as to reasonably plan the length of the next first time period, thereby effectively avoiding the situation that the length of the first time period is too long and the battery cell temperature cannot be detected in time when it is reduced to the first temperature threshold, and the operation of determining whether to heat the battery cell based on the first sensing information cannot be triggered in time.

[0118] In some possible embodiments, the first sensing information further includes at least one of the first ambient temperature, the second ambient temperature, and state information, wherein the state information is used to indicate whether the vehicle is in a charging state, and when the battery cell temperature is less than or equal to the first temperature threshold, whether to heat the battery cell, that is, to protect the battery cell from low temperature, can be determined by the following operation.

[0119] FIG. 4 is a flow diagram of another method 400 for battery cell low-temperature protection according to an embodiment of the present application. Before the method 400 is executed, S310 in the method 300 described above needs to be executed to acquire the first sensing information of the current vehicle, and the method 400 includes the following steps.

[0120] S410: determining a first prediction result according to the first sensing information, the first prediction result being used to indicate whether there is a risk that the battery cell temperature is lower than a discharge temperature threshold when the user uses the vehicle next time.

[0121] S420: heating the battery cell according to the first prediction result.

[0122] Similarly, the heating the battery based on the first prediction result can include the following two cases: case 1, when the first prediction result indicates that there is a risk that the battery temperature will be lower than the discharge temperature threshold when the user uses the vehicle next time, it is determined to heat the battery; case 2, when the first prediction result indicates that there is no risk that the battery temperature will be lower than the discharge temperature threshold when the user uses the vehicle next time, it is determined not to heat the battery.

[0123] It should be noted that although the first prediction result is used to indicate whether there is a risk that the battery temperature will be lower than the discharge temperature threshold when the user uses the vehicle next time, the first prediction result is determined based on the currently obtained first perception information, and the operation of determining the first prediction result can be triggered only when the battery temperature is less than or equal to the first temperature threshold. Therefore, assuming that after the next first time period, if the battery temperature is detected to be less than or equal to the first temperature threshold, the operation of re-determining the first prediction result based on the first perception information at that time will be triggered, and the first prediction result determined at that time can be different from the currently determined first prediction result.

[0124] It should be understood that the discharge temperature threshold of the battery can be understood as the minimum temperature at which the battery can work normally. When the battery temperature is lower than the discharge temperature threshold, the battery will not be able to discharge, and at this time the vehicle will have a hibernation phenomenon.

[0125] In some possible embodiments, the first temperature threshold can be a preset threshold, and the first temperature threshold can be greater than or equal to the discharge temperature threshold.

[0126] In some possible embodiments, the second ambient temperature can be obtained by the following operations: obtaining position information of the vehicle, the position information being used to indicate a first location where the vehicle is located; and then obtaining weather information of the first location from the Internet, the weather information including the second ambient temperature.

[0127] In some possible embodiments, during the heating of the battery, the above S310 performed in the subsequent cycle can be stopped, and the operation of comparing the battery temperature with the first temperature threshold mentioned in the foregoing embodiments can also be stopped. Because the related process of heating the battery is currently triggered, the battery has started to be protected from low temperature, so there is no need to judge whether to trigger the operation of protecting the battery from low temperature, thereby saving the energy consumption of executing the method 300.

[0128] Based on the above technical solution, when the battery cell temperature is less than or equal to the first temperature threshold, the next time the user uses the vehicle, whether there is a risk that the battery cell temperature is lower than the discharge temperature threshold of the battery cell is predicted based on the first sensing information, thereby reducing the overhead of risk analysis, and only in the case where it is determined that there is a risk, the heating operation of the battery cell is triggered, the low-temperature protection of the battery cell is performed, so as to ensure that the user can normally use the vehicle, thereby avoiding unnecessary heating operation of the battery cell, thereby causing corresponding energy waste.

[0129] In some possible embodiments, considering the non-transportation application scenario of the vehicle, when the environment climate where the vehicle is located is not cold, the low-temperature protection of the battery cell does not need to be started, thereby reducing the energy consumption caused by the temperature sensing and analysis, and in addition, during the use of the vehicle by the user, since the battery cell also generates heat during the discharge process, the low-temperature protection of the battery cell does not need to be started, so before the S310, it is detected that the user leaves the cabin of the vehicle, and the first environment temperature is less than or equal to the third temperature threshold, and then the method 300 is entered.

[0130] In some possible embodiments, the third temperature threshold can be a preconfigured value, and the third temperature threshold can be related to the discharge temperature threshold of the battery cell.

[0131] Based on the above technical solution, it can be avoided that the low-temperature protection of the battery cell is started when the low-temperature protection of the battery cell is not needed, thereby avoiding unnecessary low-temperature protection of the battery cell, and further reducing unnecessary energy consumption caused by temperature sensing of the battery cell, the environment, and the like.

[0132] The embodiments of the present application correspondingly propose different risk prediction mechanisms for different contents included in the first sensing information, and different risk prediction mechanisms can be used in combination.

[0133] For mechanism 1: under the mechanism 1, the first sensing information includes state information, when the state information is used to indicate that the vehicle is in a charging state, it is determined that the first prediction result indicates that there is no risk that the battery cell temperature is lower than the discharge temperature threshold when the user uses the vehicle next time.

[0134] In some possible embodiments, the state information can include a plug-in signal of the vehicle, which is used to indicate that the vehicle is charging, because during the charging process of the battery cell, the battery cell itself also generates heat, which makes the battery cell temperature generally unable to be reduced to the discharge temperature threshold even in a low-temperature environment, so at least during the charging of the vehicle, the battery cell does not have a low-temperature failure risk, also known as a hibernation risk, or a low-temperature hibernation risk.

[0135] In some possible embodiments, the state information can be used to indicate that the charging state of the vehicle is fast charging or slow charging, and when the plug-in signal is used to indicate that the charging state of the vehicle is slow charging, it can be determined that the first prediction result indicates that there is no risk of the battery cell temperature being lower than the discharge temperature threshold when the user uses the vehicle next time; and when the plug-in signal is used to indicate that the charging state of the vehicle is fast charging, it can be determined that there is a risk of the battery cell temperature being lower than the discharge temperature threshold when the user uses the vehicle next time, for example, the vehicle needs to be parked for a long time, and there is a risk of the battery cell temperature being lower than the discharge temperature threshold.

[0136] In some possible embodiments, when the state information is used to indicate that the vehicle is not in a charging state, the first prediction result indicating whether there is a risk of the battery cell temperature being lower than the discharge temperature threshold when the user uses the vehicle next time can be determined through a subsequent judgment mechanism.

[0137] Based on the technical solutions described above, considering that the battery cell itself will also heat up during charging of the vehicle, especially when the vehicle is slow charging, the battery cell does not have a risk of low-temperature failure for a long time (for example, within the next first time period), so the operation of heating the battery cell does not need to be triggered at the moment, and when the state information indicating the charging state of the vehicle is obtained, it can be determined that the first prediction result indicates that there is no risk of the battery cell temperature being lower than the discharge temperature threshold when the user uses the vehicle next time, so that a relatively complex analysis operation is not needed, and the calculation overhead of battery cell risk prediction can be effectively reduced.

[0138] For mechanism 2: under this mechanism 2, the first perception information includes the first ambient temperature, and when the first ambient temperature is less than the discharge temperature threshold, it is determined that the first prediction result indicates that there is a risk of the battery cell temperature being lower than the discharge temperature threshold when the user uses the vehicle next time.

[0139] In some possible embodiments, when the first ambient temperature is greater than or equal to the discharge temperature threshold, it cannot be directly determined that the first prediction result indicates that there is no risk of the battery cell temperature being lower than the discharge temperature threshold when the user uses the vehicle next time. Considering that the first ambient temperature of the vehicle and the second ambient temperature of the first location where the vehicle is located can not be equal in value, for example, when the first ambient temperature is greater than or equal to the discharge temperature threshold, the second ambient temperature can be less than the discharge temperature threshold, and if the environment where the vehicle is located is an indoor environment with poor heat preservation capability, there can also be a risk of the battery cell temperature being lower than the discharge temperature threshold when the user uses the vehicle next time. In view of this, the mechanism 2 described above can be extended as follows:

[0140] When the difference between the first ambient temperature and the second ambient temperature is greater than or equal to a third temperature threshold, it can be determined that the first prediction result indicates that there is no risk of the battery cell temperature being lower than the discharge temperature threshold when the user uses the vehicle next time;

[0141] When the difference between the first ambient temperature and the second ambient temperature is less than the third temperature threshold, it can be determined that the first prediction result indicates that there is a risk that the battery cell temperature will be below the discharge temperature threshold when the user next uses the vehicle, and that the subsequent mechanism needs to be further used to predict whether there is a risk that the battery cell temperature will be below the discharge temperature threshold when the user next uses the vehicle.

[0142] It should be understood that the above embodiments are essentially to identify whether the vehicle parking scenario is indoor or outdoor, and when the difference between the first ambient temperature and the second ambient temperature is greater than or equal to the third temperature threshold, that is, the first ambient temperature is greater than the second ambient temperature, and the first ambient temperature and the second ambient temperature are not close in value, it means that the current vehicle is parked in an indoor environment with good heat preservation conditions (for example, an indoor parking lot), so the vehicle is generally not likely to have a risk that the battery cell temperature will be below the discharge temperature threshold when the user next uses the vehicle. Similarly, when the difference between the first ambient temperature and the second ambient temperature is less than the third temperature threshold, and it can be determined that the battery cell temperature is below the first temperature threshold at this time, the first temperature threshold is generally set to minus 10 degrees Celsius, it can be determined that the current vehicle is parked outdoors or in an indoor environment with poor heat preservation conditions, so the vehicle can have a risk that the battery cell temperature will be below the discharge temperature threshold when the user next uses the vehicle.

[0143] In some possible embodiments, the third temperature threshold described above can be preconfigured (for example, set to 15°C, etc.); of course, the third temperature threshold described above can also be dynamically configured according to the following configuration: the third temperature threshold can be greater than the difference between the lowest ambient temperature and the discharge temperature threshold, wherein the lowest ambient temperature is the smaller one of the first ambient temperature and the second ambient temperature.

[0144] In some possible embodiments, in some extreme scenarios, the first ambient temperature can be less than the second ambient temperature, and at this time it can be determined that the battery cell temperature is below the first temperature threshold, indicating that the temperature of the current vehicle environment is low and lower than the outdoor weather temperature (i.e., the second ambient temperature), and the current vehicle can be in an indoor low-temperature test scenario, and the subsequent first ambient temperature can be more extreme. In order to cope with the subsequent low-temperature test scenario, it can be determined that the first prediction result indicates that there is a risk that the battery cell temperature will be below the discharge temperature threshold when the user next uses the vehicle, which is used as a further extension of the above mechanism 2.

[0145] Based on the technical solution, when it is determined that the first environment temperature is less than the discharge temperature threshold, it can be directly determined that there is a risk that the battery cell temperature is lower than the discharge temperature threshold when the user uses the vehicle next time, so that relatively complex analysis operations are not required, and the calculation overhead of the battery cell risk prediction can be effectively reduced. In addition, when it is determined that the first environment temperature is greater than or equal to the discharge temperature threshold, the environment in which the vehicle is currently located can be further determined to be indoor or outdoor according to the size relationship between the first environment temperature and the discharge temperature threshold, and when it is determined that the vehicle is located indoors with good heat preservation conditions, it can be directly determined that the battery cell does not have a low-temperature failure risk, and again, relatively complex analysis operations are not required, and the calculation overhead of the battery cell risk prediction can be effectively reduced.

[0146] For mechanism 3: Under mechanism 3, the first perception information includes the first environment temperature and / or the second environment temperature, the battery cell temperature reduction period experienced when the battery cell temperature is reduced to the discharge temperature threshold can be determined according to the first perception information, and the first prediction result is determined according to the battery cell temperature reduction period.

[0147] In some possible embodiments, the battery cell temperature reduction period is related to a temperature difference between the smaller value of the first environment temperature and the second environment temperature and the battery cell temperature.

[0148] In some possible embodiments, the battery cell temperature reduction period can be determined in combination with the smaller value of the first environment temperature and the second environment temperature, the battery cell temperature, and the temperature insulation performance of the battery cell, wherein the temperature insulation performance of the battery cell is used to indicate the battery cell temperature reduction rate under different temperature differences, and the temperature difference refers to the difference between the battery cell temperature and the environment temperature. In the embodiments of the present application, the environment temperature refers to the smaller value of the first environment temperature and the second environment temperature. It should be understood that when the first environment temperature is equal to the second environment temperature, the environment temperature can be directly equal to the first environment temperature or the second environment temperature.

[0149] In some possible embodiments, the temperature reduction rate can be associated with the difference between the battery cell temperature and the environment temperature, that is, there is a corresponding relationship, which can be expressed by a relationship table or a function expression. In order to facilitate understanding, the following will be represented by Table 1 (which can be referred to as a battery cell temperature reduction rate relationship table).

[0150] Table 1

[0151] Wherein, △T refers to the difference between the environment temperature and the battery cell temperature, and the above α refers to the temperature reduction rate of the battery cell.

[0152] It should be understood that for different battery cell models, the content of Table 1 can also be adjusted correspondingly.

[0153] In some possible embodiments, different models of battery cells can correspond to different battery cell cooling rate relationship tables, and different vehicle models can also correspond to different battery cell cooling rate relationship tables, considering that battery cell models can also be related to vehicle models.

[0154] In some possible embodiments, when the length of the battery cell cooling period is greater than the preset length, it can be determined that the first prediction result indicates that there is no risk that the battery cell temperature will be lower than the discharge temperature threshold when the user uses the vehicle next time.

[0155] In some possible embodiments, when the length of the battery cell cooling period is less than or equal to the preset length, it can be further determined whether there is a risk that the battery cell temperature will be lower than the discharge temperature threshold when the user uses the vehicle next time in the following manner:

[0156] The first user intention of the user is obtained, the first user intention being used to indicate a vehicle standing period elapsed between the current time and the time when the user uses the vehicle next time; and when the length of the vehicle standing period is less than or equal to the length of the battery cell cooling period, it is determined that the first prediction result indicates that there is no risk that the battery cell temperature will be lower than the discharge temperature threshold when the user uses the vehicle next time. Therefore, the battery cell does not need to be heated subsequently.

[0157] It should be understood that, since the length of the vehicle standing period is less than the length of the battery cell cooling period, the user will start the vehicle before the battery cell temperature is reduced to the discharge temperature threshold, at which time the battery cell can normally discharge and generate heat during the discharge process. Under the condition that the vehicle is normally operated, the battery cell temperature will not be reduced to the discharge temperature threshold at least during the use of the vehicle this time.

[0158] For ease of understanding, the method of predicting whether there is a risk that the battery cell temperature will be lower than the discharge temperature threshold when the user uses the vehicle next time is described in detail below through an example:

[0159] Suppose that the vehicle standing period is 3h, the ambient temperature at the current time is -38℃ and remains unchanged, the battery cell temperature is -28℃, and the discharge temperature threshold of the battery cell is -30℃. The cooling rate of the battery cell can be represented by Table 1 described above. The difference between the current battery cell temperature and the ambient temperature is 10℃, so the cooling rate of the battery cell is -0.5℃ / h. Under the condition that the ambient temperature remains unchanged, 4h is needed for the battery cell temperature to be reduced to the discharge temperature threshold, that is, the length of the battery cell cooling period is 4h. Since the length of the vehicle standing period is less than or equal to the length of the battery cell cooling period, it can be determined that the first prediction result indicates that there is no risk that the battery cell temperature will be lower than the discharge temperature threshold when the user uses the vehicle next time, so the battery cell does not need to be heated subsequently.

[0160] However, considering that the accuracy of the above prediction method is limited, when comparing the predicted battery temperature with the discharge temperature threshold, an error margin A can be set for the discharge temperature threshold. A can be a preset value, for example, 3°C.

[0161] It should be understood that each threshold mentioned in the embodiments of the present application can consider adding an error margin based on the threshold. In other words, each threshold mentioned in the embodiments of the present application includes an error margin.

[0162] In some possible embodiments, the above first user intention can be obtained through the following two ways:

[0163] Way 1: The inquiry information can be pushed to the relevant software application of the terminal device, which is used to inquire the user feedback next time of use.

[0164] In some possible embodiments, the above inquiry information can also carry the battery low-temperature risk detected by the vehicle end, for example, there is a low-temperature hibernation risk in the vehicle in the first time period, and the user is reminded to take relevant measures such as charging and moving the vehicle.

[0165] If the user has feedback, the vehicle end directly obtains the above first user intention, thereby determining the above vehicle static period, and then performing the related operation of the above battery low-temperature protection. If the user does not feedback, the above first perception information can be updated every preset period (for example, 1h, etc.), and the operation process of determining the first prediction result based on the latest first perception information based on mechanism 3 is re-entered. If the first user intention still needs to be obtained in this process, the above inquiry information is sent to the user again, and if the user still does not feedback, the above process can be repeated. If the inquiry information is sent to the user N times and still no feedback, N is greater than 1, it is considered that the user has no intention to use the vehicle for a long time (for example, more than 12h), or the use intention of the user is analyzed through the following way 2.

[0166] Way 2: The possible use time of the user can be inferred according to the historical use data of the vehicle. That is, according to big data analysis, the possible use time of the user on weekdays and non-weekdays is analyzed respectively. 24h in a day is divided into 1h intervals, and the number of vehicle starts in each time interval is analyzed. If the start probability in a certain interval is ≥10%, the interval is defined as the possible use time of the user. The next use time of the user is equal to the minimum value closest to the time interval, thereby determining the above vehicle static period.

[0167] Based on the above technical solution, by combining the first environment information, the second environment information, the temperature of the battery cell and the temperature insulation performance of the battery cell, the battery cell cooling period is determined, and according to the size relationship between the battery cell cooling period and the vehicle standing period, it is predicted whether there is a risk that the temperature of the battery cell is lower than the discharge temperature threshold when the user uses the vehicle next time, and in the case of no risk, the battery cell does not need to be heated. Instead of triggering the heating operation of the battery cell as soon as the temperature of the battery cell is lower than a certain threshold, the energy consumption of the low-temperature protection of the battery cell is reduced.

[0168] In some possible embodiments, whether there is a risk that the temperature of the battery cell is lower than the discharge temperature threshold when the user uses the vehicle next time can also be determined in the following way:

[0169] The first user intention of the user is obtained, which is used to indicate the vehicle standing period from the current time to the time when the user uses the vehicle next time; the temperature of the battery cell after the vehicle standing period is determined according to the smaller value of the above-mentioned battery cell temperature, the first environment temperature and the second environment temperature and the temperature insulation performance of the battery cell; when the temperature of the battery cell after the vehicle standing period is greater than or equal to the discharge temperature threshold, it is determined that the first prediction result indicates that there is no risk that the temperature of the battery cell is lower than the discharge temperature threshold when the user uses the vehicle next time.

[0170] For ease of understanding, the method of predicting whether there is a risk that the temperature of the battery cell is lower than the discharge temperature threshold when the user uses the vehicle next time is described in detail through an example as follows:

[0171] Suppose the vehicle standing period is 3h, the environment temperature at the current time is-38℃, the temperature of the battery cell is-28℃, and the discharge temperature threshold of the battery cell is-30℃. The cooling rate of the battery cell can be represented by the above-mentioned Table 1. The difference between the current temperature of the battery cell and the environment temperature is 10℃, so the cooling rate of the battery cell is-0.5℃ / h. In the case where the environment temperature remains unchanged, after the vehicle standing period, the temperature of the battery cell at that time reaches-29.5℃, and since the temperature of the battery cell after the vehicle standing period is greater than the discharge temperature threshold, it can be determined that the first prediction result indicates that there is no risk that the temperature of the battery cell is lower than the discharge temperature threshold when the user uses the vehicle next time.

[0172] In order to further improve the prediction accuracy of the above-mentioned prediction method, the environment can be re-acquired every specified time length, and the battery cell cooling period is predicted.

[0173] For example, assuming that the vehicle stationary period is 3h, the vehicle stationary period can be divided into 3 segments (including segment 1, segment 2 and segment 3), each segment is 1h, the ambient temperature at the current time is -38℃ and remains unchanged, the battery cell temperature is -28℃, and the discharge temperature threshold of the battery cell is -30℃. The battery cell cooling rate can be represented by Table 1 described above. Then in segment 1, the difference between the battery cell temperature and the first ambient temperature is 10℃, so the battery cell cooling rate is -0.5℃ / h, and then after segment 1, the battery cell temperature is predicted to be -28.5℃; in segment 2, the difference between the battery cell temperature and the first ambient temperature is 9.5℃, so the battery cell cooling rate is -0.5℃ / h, and then after segment 2, the battery cell temperature is predicted to be -29℃; in segment 3, the difference between the battery cell temperature and the first ambient temperature is 9℃, so the battery cell cooling rate is -0.5℃ / h, and then after segment 3, the battery cell temperature is predicted to be -29.5℃, since the battery cell temperature after the vehicle stationary period is greater than the discharge temperature threshold, it can be determined that the first prediction result indicates that there is no risk of the battery cell temperature being below the discharge temperature threshold when the user next uses the vehicle.

[0174] Based on the above technical solution, by combining the first ambient information, the second ambient information, the battery cell temperature and the temperature insulation performance of the battery cell, the battery cell temperature after the vehicle stationary period is determined, and according to the size relationship between the battery cell temperature after the vehicle stationary period and the discharge temperature threshold, it is predicted whether there is a risk of the battery cell temperature being below the discharge temperature threshold when the user next uses the vehicle, and in the case of no risk, the battery cell does not need to be heated, instead of triggering the heating operation of the battery cell as long as the battery cell temperature is below a certain threshold, thereby reducing the energy consumption of the battery cell low temperature protection.

[0175] In some possible embodiments, when it is determined that the length of the vehicle stationary period is greater than or equal to the length of the battery cell cooling period, or when it is determined that the battery cell temperature after the vehicle stationary period is less than the discharge temperature threshold, the first prediction result cannot be directly determined to indicate that there is no risk of the battery cell temperature being below the discharge temperature threshold when the user next uses the vehicle. Considering that the second ambient temperature is continuously changing, the battery cell temperature may, based on the influence of the second ambient temperature, rise to be greater than or equal to the discharge temperature threshold before the user next uses the vehicle. In view of this, the above mechanism 3 can be extended as follows:

[0176] obtaining a temperature change trend of the second ambient temperature in the vehicle standing period; and predicting a reference temperature of the battery cell after the vehicle standing period according to the battery cell temperature and the temperature change trend, and determining that the first prediction result indicates that there is a risk that the battery cell temperature is lower than the discharge temperature threshold when the user uses the vehicle next time, or determining that the first prediction result indicates that there is no risk that the battery cell temperature is lower than the discharge temperature threshold when the user uses the vehicle next time, when the reference temperature is less than or equal to the discharge temperature threshold.

[0177] In some possible embodiments, the temperature change trend of the second ambient temperature can be obtained from the Internet according to a first location where the vehicle is located, weather information of the first location in a future period including the vehicle standing period, the weather information including the temperature change trend of the second ambient temperature in the future period.

[0178] In some possible embodiments, before obtaining the temperature change trend of the second ambient temperature in the vehicle standing period, whether the first ambient temperature changes with the second ambient temperature can be determined according to a plurality of first ambient temperatures and a plurality of second ambient temperatures obtained in the past, so as to determine whether the environment where the vehicle is located is outdoor or indoor with poor heat preservation capability, and when the first ambient temperature changes with the second ambient temperature, the reference temperature of the battery cell after the vehicle standing period can be predicted based on the temperature change trend of the second ambient temperature and in combination with the battery cell temperature, so as to guarantee the rationality of the scheme.

[0179] In some possible embodiments, the temperature insulation performance of the battery cell can also be represented by a temperature rise rate of the battery cell, which can be associated with a difference between the battery cell temperature and the ambient temperature, that is, there is a corresponding relationship, which can be represented by a relationship table or a function expression. In order to facilitate understanding, the corresponding relationship is represented by Table 2 (which can be referred to as a battery cell temperature rise rate relationship table) as follows.

[0180] Table 2

[0181] In the table, △T refers to a difference between the ambient temperature and the battery cell temperature, and a refers to a temperature drop rate of the battery cell.

[0182] It should be understood that the content of Table 2 can also be adjusted correspondingly for different battery cell models.

[0183] In some possible embodiments, different models of battery cells can correspond to different contents of the battery cell temperature rise rate relationship table, and considering that the battery cell model can also be related to the vehicle model, different vehicle models can also correspond to different contents of the battery cell temperature rise rate relationship table.

[0184] In some possible embodiments, after the temperature variation trend of the second ambient temperature, the current battery cell temperature and the temperature rising rate in the vehicle stationary period are acquired, the vehicle stationary period can be divided into M sub-periods, M is greater than 1, and then the battery cell temperature after each sub-period is determined in combination with the current battery cell temperature, the battery cell temperature rising rate and the second ambient temperature corresponding to each sub-period.

[0185] In some possible embodiments, the average value of the second ambient temperature in each period can be calculated by an integral operation method or the like, and the battery cell temperature after each period is calculated based on the average value, the battery cell temperature in the current sub-period and the battery cell temperature rising rate.

[0186] For ease of understanding, the method for predicting the battery cell temperature is described in detail below through an example.

[0187] Suppose the vehicle stationary period is 3 hours, the vehicle stationary period can be divided into three periods (including period 1, period 2 and period 3), and each period is 1 hour. It is known through the weather information that the average value of the second ambient temperature in period 1 is -20℃, the average value of the second ambient temperature in period 2 is -23℃, the average value of the second ambient temperature in period 3 is -20℃, the current battery cell temperature is -31℃, and the discharge temperature threshold of the battery cell is -30℃. The temperature rising rate of the battery cell can be represented by Table 2. In period 1, the difference between the battery cell temperature and the first ambient temperature is -11℃, so the temperature rising rate of the battery cell is 0.9℃ / h, and it can be predicted that the reference temperature of the battery cell is -30.1℃ after period 1. In period 2, the difference between the battery cell temperature and the second ambient temperature is -7.1℃, so the temperature rising rate of the battery cell is 0.5℃ / h, and it can be predicted that the reference temperature of the battery cell is -29.6℃ after period 2. In period 3, the difference between the battery cell temperature and the second ambient temperature is -9.6℃, so the temperature rising rate of the battery cell is 0.5℃ / h, and it can be predicted that the reference temperature of the battery cell is -29.1℃ after period 3, and since -29.1℃ > -30℃, the battery cell temperature can rise to a temperature greater than the discharge temperature threshold after the vehicle stationary period, so it can be determined that the first prediction result indicates that there is no risk of the battery cell temperature being lower than the discharge temperature threshold when the user uses the vehicle next time.

[0188] Similarly, assuming that the current cell temperature is -33℃, and other parameters remain unchanged, then in the time period 1, the difference between the cell temperature and the second ambient temperature is -13℃, and the cell temperature rising rate is 1℃ / h, so it can be predicted that after the time period 1, the reference temperature of the cell is -32℃; in the time period 2, the difference between the cell temperature and the second ambient temperature is -9℃, and the cell temperature rising rate is 0.5℃ / h, so it can be predicted that after the time period 2, the reference temperature of the cell becomes -31.5℃; in the time period 3, the difference between the cell temperature and the second ambient temperature is -11.5℃, and the cell temperature rising rate is 1℃ / h, so it can be predicted that after the time period 3, the reference temperature of the cell becomes -30.5℃, and since -30.5℃ < -30℃, the cell temperature cannot be raised to a temperature greater than the discharge temperature threshold after the above vehicle standing time period, so it can be determined that the first prediction result indicates that there is a risk of the cell temperature being lower than the discharge temperature threshold when the user uses the vehicle next time.

[0189] However, considering that the above prediction method has a prediction error, when comparing the predicted cell temperature with the discharge temperature threshold, a corresponding error margin A℃ can be considered for setting the discharge temperature threshold, A can be a preset value, for example, a reasonable value such as 3, and the preset value can be calibrated by a pre-experiment method.

[0190] It should be noted that when the vehicle is in an indoor environment with good heat preservation ability, based on the foregoing risk prediction mechanism, it can be known that the user will not have the risk of the cell temperature being lower than the discharge temperature threshold when using the vehicle next time, so it will not enter the risk prediction process proposed in the embodiment, and when the vehicle is in an indoor environment with poor heat preservation ability or directly in an outdoor environment, the first ambient temperature is greatly affected by the second ambient temperature, and the second ambient temperature is at least greater than or equal to the first ambient temperature, so it is reasonable to determine the prediction result based on the temperature change trend of the second ambient temperature.

[0191] Based on the above technical solution, according to the cell temperature, the discharge temperature threshold, the temperature change trend of the second ambient temperature, and the temperature change trend of the second ambient temperature, the reference temperature of the cell after the vehicle standing time period is predicted, and the reference temperature is compared with the discharge temperature threshold to determine whether there is a risk of the cell temperature being lower than the discharge temperature threshold of the cell when the user uses the vehicle next time. Only in the case where the risk is predicted, the operation of heating the cell by the cell management module is triggered, and in the case where the risk is not predicted, the operation of heating the cell by the cell management module is not triggered, thereby avoiding unnecessary heating of the cell and causing unnecessary energy consumption.

[0192] In some possible embodiments, the analysis module described above can be equipped with a prediction model, such as a neural network model, and then the obtained first perception information, the discharge temperature threshold, and the temperature insulation performance of the battery cell are input into the prediction model, and then the first perception information, the discharge temperature threshold, and the temperature insulation performance of the battery cell are analyzed by the analysis logic formed by training of the prediction model to determine whether the first prediction result indicates that there is a risk that the temperature of the battery cell is lower than the discharge temperature threshold when the user uses the vehicle next time.

[0193] It should be understood that the above mechanism 1, mechanism 2, and mechanism 3 can also be used in combination, and the method flow of the combination of the three risk judgment mechanisms is described in detail below through an embodiment.

[0194] FIG. 5 is a flow diagram of another method 500 for battery cell low-temperature protection according to an embodiment of the present application. Before the method 500 is performed, the step S310 in the method 300 described above needs to be performed to obtain the first perception information of the current vehicle, and the method 500 includes the following steps.

[0195] S510: Determine the state information of the vehicle. When the state information indicates that the vehicle is in a charging state, it is determined that the first prediction result indicates that there is no risk that the temperature of the battery cell is lower than the discharge temperature threshold when the user uses the vehicle next time, and the flow ends. When the state information indicates that the vehicle is not in a charging state, go to S520.

[0196] The state information can be determined by whether the plug-in signal of the vehicle can be obtained.

[0197] S520: Determine the first temperature difference, which is the difference between the first ambient temperature and the second ambient temperature. When the first temperature difference is greater than or equal to a third temperature threshold, it can be determined that the first prediction result indicates that there is no risk that the temperature of the battery cell is lower than the discharge temperature threshold when the user uses the vehicle next time, and the flow ends. When the first temperature difference is less than the third temperature threshold, go to S530.

[0198] S530: Determine the battery cell cooling period experienced when the temperature of the battery cell decreases to the discharge temperature threshold according to the temperature of the battery cell, the first ambient temperature, and the cooling rate of the battery cell. When the length of the battery cell cooling period is greater than a preset length, it can be determined that the first prediction result indicates that there is no risk that the temperature of the battery cell is lower than the discharge temperature threshold when the user uses the vehicle next time, and the flow ends. When the length of the battery cell cooling period is less than or equal to the preset length, go to S540.

[0199] S540: Obtain a first user intention of the user, the first user intention being used to indicate a vehicle static period from a current time to a time when the user next uses the vehicle, and determine that the first prediction result indicates that there is no risk of the battery temperature being lower than the discharge temperature threshold when the user next uses the vehicle when the battery temperature drop period is greater than or equal to the vehicle static period, and the process ends; or go to S550 when the battery temperature drop period is less than the vehicle static period.

[0200] S550: Obtain a temperature change trend of the second ambient temperature in the vehicle static period.

[0201] The temperature change trend of the second ambient temperature can be obtained from the Internet according to a first location where the vehicle is located, weather information of the first location including the temperature change trend of the second ambient temperature in a future period, the future period including the vehicle static period.

[0202] S560: Predict a reference temperature of the battery after the vehicle static period according to the battery temperature and the temperature change trend, and determine that the first prediction result indicates that there is a risk of the battery temperature being lower than the discharge temperature threshold when the user next uses the vehicle when the reference temperature is less than or equal to the discharge temperature threshold, or determine that the first prediction result indicates that there is no risk of the battery temperature being lower than the discharge temperature threshold when the user next uses the vehicle when the reference temperature is greater than the discharge temperature threshold.

[0203] Based on the above technical solution, the low temperature protection of the battery can be triggered at the necessary time, that is, whether there is a risk of the battery temperature being lower than the discharge temperature threshold when the user next uses the vehicle is predicted based on at least one of the battery temperature, the first ambient temperature, the second ambient temperature, the temperature change trend of the second ambient temperature, and the state information, and only when there is a risk, the heating operation of the battery management module on the battery is triggered, thereby effectively avoiding unnecessary heating operation on the battery in a low temperature scenario, and the energy consumption of the low temperature protection of the battery can be effectively reduced.

[0204] In some possible embodiments, in the case that the first prediction result is determined to be that there is a risk of the battery temperature being lower than the discharge temperature threshold when the user next uses the vehicle after the above risk prediction, the operation of heating the battery can be triggered, for example, the battery is heated for a first duration.

[0205] In some possible embodiments, the first duration can be a preset duration.

[0206] In some possible embodiments, the battery can also be heated by the following method: the battery temperature is obtained at intervals of a second period, and the battery is heated for a second duration when the battery temperature is lower than a second temperature threshold.

[0207] In some possible embodiments, the second time length and the first time length described above can be equal.

[0208] Based on the technical solution described above, when it is determined that the first prediction result has a risk that the temperature of the battery cell is lower than the discharge temperature threshold in the next use of the vehicle by the user, the battery cell is not immediately continuously heated, but the intermittent heating of the battery cell is triggered again when the temperature of the battery cell is lower than the second temperature threshold, thereby helping to save the energy consumption of the heating of the battery cell.

[0209] In some possible embodiments, the heating of the battery cell is stopped when it is detected that the SOC value of the battery cell decreases to the SOC threshold.

[0210] Based on the technical solution described above, the excessive consumption of electric energy in the process of heating the battery cell can be effectively avoided, and the case that the remaining electric energy is insufficient to meet the intention of the next use of the vehicle by the user can be avoided.

[0211] In some possible embodiments, the heating of the battery cell is stopped when it is detected that the temperature of the battery cell reaches the third temperature threshold, where the third temperature threshold is greater than or equal to the second temperature threshold.

[0212] In some possible embodiments, after the SOC value decreases to the SOC threshold described above, when it is detected that the temperature of the battery cell decreases to the discharge temperature threshold, an alarm information is sent, where the alarm information is used to inform that there is a risk that the temperature of the battery cell is lower than the discharge temperature threshold of the battery cell in the next use of the vehicle by the user. In this way, the user can timely process the current problem.

[0213] Based on the technical solution described above, when the energy consumption of the low-temperature protection of the battery cell causes the SOC value of the power battery to be lower than the SOC threshold, an alarm information is also sent to the user, so as to give the user an opportunity to process the risk, and further reduce the risk that the battery cell cannot be discharged due to low temperature.

[0214] In some possible embodiments, during the heating of the battery cell described above, a second user intention can also be obtained, where the second user intention is used to indicate a driving distance of the next use of the vehicle by the user, and the SOC threshold is positively correlated with the driving distance. In this way, the SOC threshold is determined.

[0215] Based on the technical solution described above, the first use intention of the next use of the vehicle by the user is obtained, and the first driving distance is determined based on the use intention, so that the SOC threshold can be dynamically adjusted based on the first driving distance. In this way, the remaining electric energy of the power battery can be ensured to meet the intention of the next use of the vehicle by the user while the low-temperature protection of the battery cell is ensured, thereby improving the use experience of the user.

[0216] Further, the embodiments of the present application also provide a system for implementing any of the above methods, for example, a system for protecting a battery cell from low temperature, which comprises units (or means) for implementing any of the above methods for protecting a battery cell from low temperature.

[0217] FIG. 6 is a schematic block diagram of a system 600 for protecting a battery cell from low temperature according to an embodiment of the present application.

[0218] Referring to FIG. 6, the system 600 comprises:

[0219] a perception module 610, configured to acquire first perception information of the vehicle at intervals of a first time period, the first perception information comprising a battery cell temperature, a length of the first time period being positively correlated with the battery cell temperature and / or a first ambient temperature of the vehicle, the first ambient temperature being used to indicate a temperature of an environment in which the vehicle is located;

[0220] an analysis module 620, configured to determine whether to heat the battery cell according to the first perception information;

[0221] a heating module 630, configured to heat the battery cell.

[0222] In some possible embodiments, a smaller one of the battery cell temperature and the first ambient temperature is used as a basis for determining the length of the first time period.

[0223] In some possible embodiments, the first perception information further comprises at least one of the first ambient temperature, a second ambient temperature and state information, the state information being used to indicate whether the vehicle is in a charging state, the second ambient temperature being used to indicate an air temperature of a first location where the vehicle is located, the battery cell temperature being less than or equal to a first temperature threshold, and the analysis module 620 is specifically configured to: determine a first prediction result according to the first perception information, the first prediction result being used to indicate whether there is a risk that the battery cell temperature is below a discharge temperature threshold when a user next uses the vehicle; and heat the battery cell according to the first prediction result.

[0224] It should be understood that, before the analysis module 620 performs the corresponding operation, a prerequisite condition that the battery cell temperature is less than or equal to the first temperature threshold needs to be met, and therefore, when the perception module 610 determines that the prerequisite condition is met, the analysis module 620 can be triggered to perform the corresponding operation, at which time the perception module 610 enters a dormant state to save energy consumption; when the perception module 610 determines that the battery cell temperature is greater than the first temperature threshold, the perception module 610 can directly enter the dormant state and be woken up again after a next first time period to repeat the above actions to save energy consumption.

[0225] In some possible embodiments, the first perception information comprises the state information, and the analysis module 620 is specifically configured to: when the state information is used to indicate that the vehicle is in the charging state, determine that the first prediction result indicates that there is no risk that the battery cell temperature is below the discharge temperature threshold when the user next uses the vehicle.

[0226] In some possible embodiments, the first perception information comprises a first ambient temperature, and the analysis module 620 is specifically configured to: determine, when the first ambient temperature is less than the discharge temperature threshold, that the first prediction result indicates that there is a risk that the temperature of the battery cell is lower than the discharge temperature threshold when the user uses the vehicle next time.

[0227] In some possible embodiments, the first perception information comprises a first ambient temperature and a second ambient temperature, and the analysis module 620 is specifically configured to: determine, according to the first perception information, a battery cell cooling period experienced when the temperature of the battery cell decreases to the discharge temperature threshold; and determine the first prediction result according to the battery cell cooling period.

[0228] In some possible embodiments, the analysis module 620 is specifically configured to: obtain a first user intention of the user, the first user intention being used to indicate a vehicle standing period elapsed between a current time and a time when the user uses the vehicle next time; and determine, when a length of the vehicle standing period is less than a length of the battery cell cooling period, that the first prediction result indicates that there is no risk that the temperature of the battery cell is lower than the discharge temperature threshold when the user uses the vehicle next time.

[0229] In some possible embodiments, after the analysis module 620 determines that the first prediction result indicates that there is no risk that the temperature of the battery cell is lower than the discharge temperature threshold when the user uses the vehicle next time, the analysis can be exited, and a hibernation state is entered to wait to be woken up after the temperature of the battery cell next time meets the above premise condition, so as to save energy consumption.

[0230] In some possible embodiments, when the length of the vehicle standing period is greater than or equal to the length of the battery cell cooling period, the analysis module 620 is further configured to: obtain a temperature variation trend of the second ambient temperature in the vehicle standing period; predict a reference temperature of the battery cell after the vehicle standing period according to the temperature of the battery cell and the temperature variation trend, and determine, when the reference temperature is less than or equal to the discharge temperature threshold, that the first prediction result indicates that there is a risk that the temperature of the battery cell is lower than the discharge temperature threshold when the user uses the vehicle next time, or, when the reference temperature is greater than the discharge temperature threshold, that the first prediction result indicates that there is no risk that the temperature of the battery cell is lower than the discharge temperature threshold when the user uses the vehicle next time.

[0231] In some possible embodiments, the heating module 630 is specifically configured to: heat the battery cell for a first length of time.

[0232] In some possible embodiments, after the operation of triggering the heating module 630 to heat the battery cell, the analysis module 620 can enter a hibernation state to avoid triggering the operation of determining the first prediction result based on the current first perception information, which is unnecessary during the heating of the battery cell.

[0233] In some possible embodiments, the perception module 610 is further configured to: acquire the temperature of the battery cell at intervals of a second time period; and the heating module 630 is specifically configured to: heat the battery cell for a second time duration when the temperature of the battery cell is lower than a second temperature threshold.

[0234] In some possible embodiments, the heating module 630 is further configured to: stop heating the battery cell when it is detected that the SOC value of the battery cell decreases to an SOC threshold.

[0235] In some possible embodiments, before the perception module 610 acquires the first perception information of the vehicle at intervals of the first time period, the perception module 610 is further configured to: detect that a user leaves a cabin of the vehicle, and the first ambient temperature is less than or equal to a third temperature threshold.

[0236] In some possible embodiments, the analysis module 620 is deployed on a cloud processor.

[0237] In some possible embodiments, the heating module 630 described above can include a controller and a heater, and when the analysis module 620 determines that the first prediction result indicates that there is a risk that the temperature of the battery cell is lower than the discharge temperature threshold when the user next uses the vehicle, the analysis module 620 can send the first prediction result to the controller, and the controller can send control signaling to the heater after receiving the first prediction result, where the control signaling is used to trigger the heater to perform the heating operation proposed in any one of the embodiments described above.

[0238] Embodiments of the present application further provide a vehicle controller configured to perform any one of the methods for battery cell low-temperature protection proposed in the embodiments of the present application.

[0239] Embodiments of the present application further provide a vehicle including any one of the systems for battery cell low-temperature protection or the vehicle controller proposed in the embodiments of the present application.

[0240] In some possible embodiments, the vehicle controller described above can be a vehicle dynamic control (VDC).

[0241] Those skilled in the art can understand that the units and algorithm steps of the examples described in combination with the embodiments disclosed herein can be realized in electronic hardware, or a combination of computer software and electronic hardware. Whether the functions are performed in hardware or software depends on the specific application and design constraints of the technical solutions. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present application.

[0242] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the system, device and unit described above can refer to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0243] In several embodiments provided in the present application, it should be understood that the disclosed system, device and method can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of the units is only a logical function division, and actual implementation can have another division manner, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some interface, device or unit, and can be electrical, mechanical or other forms.

[0244] The units described as separate components can or can not be physically separate, and the components shown as units can or can not be physical units, that is, they can be located in one place, or can be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the embodiment scheme.

[0245] In addition, the functional units in each embodiment of the present application can be integrated in one processing unit, or each unit can be physically present separately, or two or more units can be integrated in one unit.

[0246] The functions can be realized in the form of software function units and sold or used as independent products when the functions are realized in the form of software function units and sold or used as independent products. Based on such understanding, the technical solutions of the present application can be embodied in the form of software product, and the computer software product is stored in a storage medium, including a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application.

[0247] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto, any person skilled in the art can easily think of changes or replacements within the technical range disclosed in the present application, which should be covered in the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A method of protecting an electrical cell from low temperatures, characterized by, The method comprises: acquiring first perception information of the vehicle at intervals of a first time period, the first perception information comprising a battery cell temperature, a length of the first time period being positively correlated with the battery cell temperature and / or a first ambient temperature of the vehicle, the first ambient temperature being used to indicate a temperature of an environment in which the vehicle is located; heating the battery cell according to the first perception information.

2. The method of claim 1, wherein, The smaller one of the battery cell temperature and the first ambient temperature is used as a basis for determining the length of the first time period.

3. The method according to claim 1 or 2, characterized in that, The first perception information further comprises at least one of the first ambient temperature, a second ambient temperature and state information, the state information being used to indicate whether the vehicle is in a charging state, the second ambient temperature being used to indicate an air temperature of a first location in which the vehicle is located, the battery cell temperature being less than or equal to a first temperature threshold, and the heating of the battery cell according to the first perception information comprises: determining a first prediction result according to the first perception information, the first prediction result being used to indicate whether there is a risk that the battery cell temperature is lower than a discharge temperature threshold when the user next uses the vehicle; heating the battery cell according to the first prediction result.

4. The method of claim 3, wherein, The first perception information comprises the state information, and the determination of the first prediction result according to the first perception information comprises: when the state information indicates that the vehicle is in the charging state, determining that the first prediction result indicates that there is no risk that the battery cell temperature is lower than the discharge temperature threshold when the user next uses the vehicle.

5. The method of claim 3, wherein, The first perception information comprises the first ambient temperature, and the determination of the first prediction result according to the first perception information comprises: when the first ambient temperature is less than the discharge temperature threshold, determining that the first prediction result indicates that there is a risk that the battery cell temperature is lower than the discharge temperature threshold when the user next uses the vehicle.

6. The method of claim 3, wherein, The first perception information comprises the first ambient temperature and / or the second ambient temperature, and the determination of the first prediction result according to the first perception information comprises: determining, according to the first perception information, a battery cell cooling time period during which the battery cell temperature decreases to the discharge temperature threshold; determining the first prediction result according to the battery cell cooling time period.

7. The method of claim 6, wherein, The determination of the first prediction result according to the battery cell cooling time period comprises: acquiring a first user intention of the user, the first user intention being used to indicate a vehicle stationary time period elapsed between the current time and a time at which the user next uses the vehicle; when a length of the vehicle stationary time period is less than a length of the battery cell cooling time period, determining that the first prediction result indicates that there is no risk that the battery cell temperature is lower than the discharge temperature threshold when the user next uses the vehicle.

8. The method of claim 7, wherein, when the length of the vehicle stationary time period is greater than or equal to the length of the battery cell cooling time period, the method further comprises: acquiring a temperature variation trend of the second ambient temperature within the vehicle stationary time period; According to the battery cell temperature and the temperature change trend, a reference temperature of the battery cell after the vehicle standing period is predicted, and when the reference temperature is less than or equal to the discharge temperature threshold, it is determined that the first prediction result indicates that there is a risk that the battery cell temperature is lower than the discharge temperature threshold when the user uses the vehicle next time, or when the reference temperature is greater than the discharge temperature threshold, it is determined that the first prediction result indicates that there is no risk that the battery cell temperature is lower than the discharge temperature threshold when the user uses the vehicle next time.

9. The method according to any one of claims 1 to 8, characterized in that, The heating of the battery cell includes: Heating the battery cell for a first time length.

10. The method according to any one of claims 1 to 8, characterized in that, The heating of the battery cell includes: Obtaining the battery cell temperature at intervals of a second period; When the battery cell temperature is lower than a second temperature threshold, heating the battery cell for a second time length.

11. The method according to claim 9 or 10, characterized in that, The method further includes: When the state of charge (SOC) value of the battery cell is detected to decrease to an SOC threshold, stopping heating the battery cell.

12. The method according to any one of claims 1 to 11, characterized in that, Before obtaining the first perception information of the vehicle at intervals of the first period, the method further includes: Detecting that a user leaves a cabin of the vehicle, and the first ambient temperature is less than or equal to a third temperature threshold.

13. A system for low temperature protection of an electric cell, characterized in that The system includes: A perception module, configured to obtain first perception information of a vehicle at intervals of a first period, the first perception information including a battery cell temperature, a time length of the first period being positively correlated with the battery cell temperature and / or a first ambient temperature of the vehicle, the first ambient temperature being used to indicate a temperature of an environment in which the vehicle is located; An analysis module, configured to determine, according to the first perception information, whether to heat the battery cell; A heating module, configured to heat the battery cell.

14. The system of claim 13, wherein, The smaller one of the battery cell temperature and the first ambient temperature is used as a basis for determining the time length of the first period.

15. The system of claim 13 or 14, wherein, The first perception information further includes at least one of the first ambient temperature, a second ambient temperature, and state information, the state information being used to indicate whether the vehicle is in a charging state, the second ambient temperature being used to indicate an air temperature of a first location where the vehicle is located, the battery cell temperature being less than or equal to a first temperature threshold, and the analysis module is specifically configured to: Determine, according to the first perception information, a first prediction result, the first prediction result being used to indicate whether there is a risk that the battery cell temperature is lower than a discharge temperature threshold when the user uses the vehicle next time; Heat the battery cell according to the first prediction result.

16. The system of claim 15, wherein, The first perception information includes the state information, and the analysis module is specifically configured to: When the state information indicates that the vehicle is in the charging state, determine that the first prediction result indicates that there is no risk that the battery cell temperature is lower than the discharge temperature threshold when the user uses the vehicle next time.

17. The system of claim 15, wherein, The first perception information includes the first ambient temperature, and the analysis module is specifically configured to: When the first ambient temperature is less than the discharge temperature threshold, determine that the first prediction result indicates that there is a risk that the battery cell temperature is lower than the discharge temperature threshold when the user uses the vehicle next time.

18. The system of claim 15, wherein, The first perception information includes the first ambient temperature and the second ambient temperature, and the analysis module is specifically configured to: determine, according to the first perception information, a battery temperature drop period experienced by the battery when the battery temperature drops to the discharge temperature threshold; determine the first prediction result according to the battery temperature drop period.

19. The system of claim 18, wherein, The analysis module is specifically configured to: obtain a first user intention of the user, the first user intention being used to indicate a vehicle static period elapsed between the current time and a time when the user next uses the vehicle; when a length of the vehicle static period is less than a length of the battery temperature drop period, determine that the first prediction result indicates that there is no risk that the battery temperature is below the discharge temperature threshold when the user next uses the vehicle.

20. The system of claim 19, wherein, when the length of the vehicle static period is greater than or equal to the length of the battery temperature drop period, the analysis module is further configured to: obtain a temperature variation trend of the second ambient temperature within the vehicle static period; predict a reference temperature of the battery after the vehicle static period according to the battery temperature and the temperature variation trend, and when the reference temperature is less than or equal to the discharge temperature threshold, determine that the first prediction result indicates that there is a risk that the battery temperature is below the discharge temperature threshold when the user next uses the vehicle, or when the reference temperature is greater than the discharge temperature threshold, determine that the first prediction result indicates that there is no risk that the battery temperature is below the discharge temperature threshold when the user next uses the vehicle.

21. The system of any one of claims 13 to 20, wherein, The heating module is specifically configured to: heat the battery for a first length of time.

22. The system of any one of claims 13 to 20, wherein, The perception module is further configured to: obtain the battery temperature at intervals of a second period. The heating module is specifically configured to: heat the battery for a second length of time when the battery temperature is below a second temperature threshold.

23. The system of claim 21 or 22, wherein, The heating module is further configured to: stop heating the battery when detecting that a state of charge (SOC) value of the battery drops to an SOC threshold.

24. The system of any one of claims 13 to 23, wherein, Before the perception module obtains the first perception information of the vehicle at intervals of a first period, the perception module is further configured to: detect that a user leaves a cabin of the vehicle, and the first ambient temperature is less than or equal to a third temperature threshold.

25. The system of any one of claims 13 to 24, wherein, The analysis module is deployed on a cloud processor.

26. A vehicle controller characterized by comprising: The controller is configured to perform the method of any one of claims 1 to 12.

27. A vehicle characterized by The system of any one of claims 13 to 24, or the vehicle controller of claim 26.

28. A computer program product, characterised in that, The instructions, when executed by a processor, cause the method of any one of claims 1 to 12 to be performed.

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