Battery management method and apparatus

Abstract

A battery management method and apparatus, used for improving the charging speed and utilizing the charging capability of a battery as fully as possible. The method comprises: a vehicle acquiring a first charging power, wherein the first charging power comprises a charging power of a first charging apparatus used for supplying power to a battery of the vehicle in the future, or comprises an average charging power of a second charging apparatus used during m historical charging sessions of the battery of the vehicle, m being an integer greater than or equal to 2; estimating a first battery state of charge (SOC) when the vehicle reaches a target charging apparatus; on the basis of the first charging power and the first SOC, determining a target temperature; and pre-adjusting a battery temperature of the vehicle to the target temperature, the target temperature being an initial battery temperature when the vehicle is charged at the target charging apparatus.

Description

A battery management method and apparatus Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a battery management method and apparatus. Background Technology

[0002] With the development of new energy technologies, these technologies are being widely applied. Among these, new energy vehicles, especially electric vehicles (including battery electric vehicles (BEVs) and hybrid electric vehicles (HEVs), are typically equipped with a battery management system (BMS) to intelligently manage the battery, monitor its status, and extend its lifespan.

[0003] In one implementation scenario, before charging the vehicle battery, the BMS adjusts the battery temperature to a target temperature so that charging can begin when the battery is at the target temperature, thereby improving charging speed, protecting battery life, and enhancing battery safety. However, how to adaptively and dynamically adjust the battery's initial charging temperature to a reasonable target temperature remains a crucial problem that urgently needs to be solved. Summary of the Invention

[0004] This application provides a battery management method and apparatus for adaptively and dynamically pre-adjusting the temperature of a vehicle battery to improve charging speed and maximize the battery's charging capacity.

[0005] Firstly, this application provides a battery management method, which can be implemented by a battery management device deployed on the vehicle side. For example, it can be a vehicle control unit (VCU), a vehicle domain controller (VDC), or other control units that implement vehicle control; or it can be a smart driving domain control unit, a mobile data center (MDC), or a smart cockpit domain controller (CDC), or other control units used to implement intelligent driving or assisted driving functions. This application does not limit the product form of the battery management device. The vehicle has the function of driving the vehicle by an electric motor, and can be a pure electric vehicle or a hybrid electric vehicle. The motor drive type can be front-wheel drive, rear-wheel drive, or four-wheel drive. This application does not limit the driving method of the vehicle.

[0006] In specific implementation, the method may include: obtaining a first charging power, wherein the first charging power includes the charging power of a first charging device that will supply power to the vehicle's battery in the future, or includes the average charging power of a second charging device used in the vehicle's battery's historical m charging operations, where m is an integer greater than or equal to 2; estimating a first battery state of charge (SOC) when the vehicle reaches the target charging device; determining a target temperature based on the first charging power and the first SOC; and pre-adjusting the vehicle's battery temperature to the target temperature, wherein the target temperature is the initial battery temperature of the vehicle when charging at the target charging device.

[0007] Using the above method, the battery management device can adaptively adjust the vehicle battery temperature during vehicle operation by combining information such as the charging power of the charging device. This ensures the battery has an optimal starting temperature for charging and achieves the best charging speed on charging devices with different power ratings, thus ensuring compatibility with various charging devices. This method matches the allowable charging power at the start of battery charging with the power of the charging device, maximizing the utilization of the charging device's capacity during battery charging while avoiding energy waste in the vehicle's battery thermal management system.

[0008] It should be understood that in the embodiments of this application, the target temperature can be higher or lower than the current temperature of the vehicle battery. When the battery management device implements the pre-temperature adjustment process in the method of the embodiments of this application, it can heat the vehicle battery to the target temperature, cool the vehicle battery to the target temperature, or perform temperature equalization on the vehicle battery, for example, by adjusting the difference between the highest and lowest temperatures of the battery cells. More specifically, if the vehicle battery includes multiple cells, the above-mentioned pre-adjustment of the battery temperature can be replaced by pre-adjustment of the temperature of the target cell, including heating, cooling, or equalizing the temperature of the target cell. The possible implementations described below will not be further distinguished or elaborated upon one by one.

[0009] It should be understood that the above method uses the first charging power as an example only and does not constitute any limitation. In other embodiments, the first charging power can be replaced by a first charging current or a first charging rate, and the method for obtaining the first charging current or the first charging rate can be the same as the method for obtaining the first charging power. For example, the first charging current may include the charging current of a first charging device that will power the vehicle's battery in the future, or it may include the average charging current of a second charging device used in the vehicle's battery's historical m charging operations, where m is an integer greater than or equal to 2. The first charging rate may include the charging rate of a first charging device that will power the vehicle's battery in the future, or it may include the average charging rate of a second charging device used in the vehicle's battery's historical m charging operations, where m is an integer greater than or equal to 2. In other embodiments, the first charging power can be replaced by other parameters to determine a reasonable target temperature, and this application does not specifically limit this.

[0010] In conjunction with the first aspect, in one possible implementation, if the first charging power is the charging power of the first charging device, obtaining the first charging power includes: determining the first charging device as the target charging device based on the navigation planning path; and obtaining the charging power of the first charging device as the first charging power.

[0011] Using the above method, the battery management device can determine the target charging device to power the vehicle battery based on the navigation planning path, and adaptively determine the target temperature for pre-adjusting the vehicle battery temperature, i.e. the battery initial charging temperature, by combining information such as the charging power of the target charging device. This allows the battery temperature to be adaptively pre-adjusted to the target temperature, so that the vehicle battery capacity is adapted to the target charging device. This ensures that the capacity of the target charging device is utilized as fully as possible during the charging process, while avoiding energy waste in the vehicle's battery thermal management system.

[0012] In conjunction with the first aspect, in one possible implementation, if the first charging power is the average charging power of the second charging device used in the vehicle's battery history m charging times, obtaining the first charging power includes: calculating the average charging power based on the maximum charging power of the second charging device used in the vehicle's battery history m charging times; and using the average charging power as the first charging power.

[0013] Using the above method, the battery management device can perform statistical analysis based on the historical charging behavior of the vehicle battery, predict the charging habits of the vehicle battery, and calculate the average charging power. The average charging power is then used as the first charging power, so that the target temperature determined in conjunction with the first charging power is as compatible as possible with the target charging device that supplies power to the vehicle battery.

[0014] In conjunction with the first aspect, in one possible implementation, determining the target temperature based on the first charging power and the first SOC includes: acquiring mapping information, the mapping information being used to characterize the mapping relationship between SOC, the charging power of the charging device, and the battery temperature; and querying the target temperature from the mapping information based on the first charging power and the first SOC.

[0015] In one example, the mapping information can be implemented as a thermal management strategy mapping (map) table, which represents that different SOCs and different power levels correspond to different battery temperatures and thermal management levels. The battery management device can query the target temperature from the mapping information based on the first charging power and the first SOC.

[0016] In another example, the mapping information may also include battery charging window mapping (Map) information. Specifically, querying the target temperature in the mapping information based on the first charging power and the first SOC may include: if the first charging power is greater than a first threshold, and the first threshold is the maximum charging power in the second SOC interval of the battery charging window mapping information, then when the battery charging window mapping information conforms to the optimal temperature rise curve, the temperature corresponding to the first SOC is taken as the target temperature, wherein the second SOC interval is the interval where the SOC is greater than or equal to the first SOC. In specific implementations, the vehicle battery may have an extreme pre-temperature adjustment function (or rapid pre-temperature adjustment function, one-click temperature adjustment function, etc.). If the first charging power is greater than the first threshold, the battery management device can activate this extreme pre-temperature adjustment function, utilizing the maximum heating or cooling power of the battery thermal management system to quickly adjust the vehicle battery temperature to the target temperature.

[0017] Alternatively, for example, if the first charging power is less than or equal to a second threshold, the temperature corresponding to the second charging power in the battery charging window mapping information is taken as the target temperature, wherein the second charging power is the charging power with the smallest difference from the first charging power among multiple charging powers corresponding to the first SOC. In specific implementation, the second threshold can be the charging power of the vehicle battery or it can be configured based on experience; this application embodiment does not specifically limit this. When the battery management device queries the target temperature in the mapping information based on the first charging power and the first SOC, it can specifically query the temperature corresponding to the first charging power in a column of data corresponding to the first SOC in the battery charging window MAP, to ensure that the vehicle battery charging power determined based on the above method does not far exceed the target charging device power.

[0018] In conjunction with the first aspect, in one possible implementation, estimating the first battery state of charge (SOC) when the vehicle arrives at the target charging device includes: estimating the first SOC based on the navigation-planned path; or, estimating the first SOC based on the average mileage traveled to the second charging device during the vehicle's m previous charging trips. Specifically, for example, the first SOC can be estimated based on the average mileage and the vehicle's energy consumption per 100 kilometers.

[0019] In conjunction with the first aspect, in one possible implementation, pre-adjusting the vehicle's battery temperature to the target temperature includes: if the vehicle's battery temperature is not equal to the target temperature, and the vehicle's current second SOC is less than or equal to the third SOC, reminding the driver of the vehicle to charge the vehicle's battery and activate the pre-heating function before charging the battery through a human-machine interface or voice broadcast, wherein the third SOC is the average value of the initial SOC of the vehicle during m historical charging cycles; and pre-adjusting the vehicle's battery temperature to the target temperature based on confirmation information from the driver of the vehicle.

[0020] In conjunction with the first aspect, in one possible implementation, the vehicle is at least one of a pure electric vehicle and / or a hybrid electric vehicle. It should be understood that this method is also applicable to future vehicles with charging capabilities or other types of terminal devices, and this application embodiment does not specifically limit this application.

[0021] Secondly, this application provides a battery management method, which can be implemented by a battery management device. This battery management device can be deployed on the vehicle side, such as a battery management system (BMS) or other control unit used to manage the vehicle's battery. This application does not limit the product form of this battery management device. The vehicle has the function of being driven by an electric motor, and can be a pure electric vehicle or a hybrid electric vehicle. The motor drive type can be front-wheel drive, rear-wheel drive, or four-wheel drive. This application does not limit the drive method of the vehicle.

[0022] In specific implementation, the method may include: obtaining a first charging power and an estimated first state of charge (SOC) when the vehicle arrives at the target charging device, wherein the first charging power includes the charging power of a first charging device that will supply power to the vehicle's battery in the future, or includes the average charging power of a second charging device used in m historical charging cycles of the vehicle's battery, where m is an integer greater than or equal to 2; determining a target temperature based on the first charging power and the first SOC; and pre-adjusting the vehicle's battery temperature to the target temperature, wherein the target temperature is the initial battery temperature of the vehicle when it is charging at the target charging device.

[0023] In conjunction with the second aspect, in one possible implementation, if the first charging power is the charging power of the first charging device, and the first charging device is the target charging device, obtaining the first charging power includes: obtaining the charging power of the first charging device from the vehicle's in-vehicle navigation module as the first charging power.

[0024] In conjunction with the second aspect, in one possible implementation, if the first charging power is the average charging power of the second charging device used in the vehicle's battery history of m charging cycles, obtaining the first charging power includes: obtaining the average charging power from the vehicle's thermal management module as the first charging power.

[0025] In conjunction with the second aspect, in one possible implementation, determining the target temperature based on the first charging power and the first SOC includes: acquiring mapping information, the mapping information being used to characterize the mapping relationship between SOC, charging power, and battery temperature; and querying the target temperature from the mapping information based on the first charging power and the first SOC.

[0026] In conjunction with the second aspect, in one possible implementation, querying the target temperature in the mapping information based on the first charging power and the first SOC may include: if the first charging power is greater than a first threshold, and the first threshold is the maximum charging power in the second SOC interval of the battery charging window mapping information, when the battery charging window mapping information conforms to the optimal temperature rise curve, the temperature corresponding to the first SOC is taken as the target temperature, wherein the second SOC interval is the interval where the SOC is greater than or equal to the first SOC.

[0027] In conjunction with the second aspect, in one possible implementation, querying the target temperature in the mapping information based on the first charging power and the first SOC may include: if the first charging power is less than or equal to a second threshold, taking the temperature corresponding to the second charging power in the battery charging window mapping information as the target temperature, wherein the second charging power is the charging power with the smallest difference from the first charging power among the multiple charging powers corresponding to the first SOC.

[0028] In conjunction with the second aspect, in one possible implementation, obtaining the first SOC when the vehicle arrives at the target charging device includes: obtaining the first SOC when the vehicle arrives at the target charging device from the vehicle's in-vehicle navigation module, wherein the first SOC is estimated by the in-vehicle navigation module based on the navigation planning path; or, obtaining the average mileage traveled by the vehicle to the second charging device during its m historical charging trips from the vehicle's statistics module, and estimating the first SOC when the vehicle arrives at the target charging device based on the average mileage.

[0029] In conjunction with the second aspect, in one possible implementation, pre-adjusting the vehicle's battery temperature to the target temperature includes: if the vehicle's battery temperature is not equal to the target temperature, and the vehicle's current second SOC is less than or equal to the third SOC, reminding the driver to charge the vehicle's battery and activate the pre-heating function before charging via a human-machine interface or voice broadcast, wherein the third SOC is the average of the initial SOC of the vehicle's m historical charging cycles; and pre-adjusting the vehicle's battery temperature to the target temperature based on confirmation information from the driver.

[0030] In conjunction with the second aspect, in one possible implementation, the vehicle is at least one of a pure electric vehicle and / or a hybrid electric vehicle.

[0031] Thirdly, this application provides a vehicle, comprising: an acquisition unit for acquiring a first charging power, wherein the first charging power includes the charging power of a first charging device that will supply power to the vehicle's battery in the future, or includes the average charging power of a second charging device used in m historical charging cycles of the vehicle's battery, where m is an integer greater than or equal to 2; an estimation unit for estimating a first battery state of charge (SOC) when the vehicle reaches a target charging device; and a battery management unit for determining a target temperature based on the first charging power and the first SOC; and pre-adjusting the vehicle's battery temperature to the target temperature, wherein the target temperature is the initial battery temperature of the vehicle when charging at the target charging device.

[0032] Fourthly, this application provides a battery management device, comprising: an acquisition unit, configured to acquire a first charging power and a first state of charge (SOC) when the vehicle arrives at a target charging device, wherein the first charging power includes the charging power of a first charging device that will supply power to the vehicle's battery in the future, or includes the average charging power of a second charging device used in m historical charging cycles of the vehicle's battery, where m is an integer greater than or equal to 2; a determination unit, configured to determine a target temperature based on the first charging power and the first SOC; and a temperature adjustment unit, configured to pre-adjust the battery temperature of the vehicle to the target temperature, wherein the target temperature is the initial battery temperature of the vehicle when it is charging at the target charging device.

[0033] In conjunction with the fourth aspect, in one possible implementation, if the first charging power is the charging power of the first charging device, and the first charging device is the target charging device, the acquisition unit is specifically used to: acquire the charging power of the first charging device from the vehicle's in-vehicle navigation module as the first charging power.

[0034] In conjunction with the fourth aspect, in one possible implementation, if the first charging power is the average charging power of the second charging device used in the vehicle's battery history of m charging cycles, the acquisition unit is specifically used to: acquire the average charging power from the vehicle's thermal management module as the first charging power.

[0035] In conjunction with the fourth aspect, in one possible implementation, the determining unit is specifically used to: acquire mapping information, the mapping information being used to characterize the mapping relationship between SOC, charging power of the charging device, and battery temperature; and query the target temperature from the mapping information based on the first charging power and the first SOC.

[0036] In conjunction with the fourth aspect, in one possible implementation, the determining unit is specifically used to: if the first charging power is greater than the first threshold, and the first threshold is the maximum charging power in the second SOC interval of the battery charging window mapping information, when the battery charging window mapping information conforms to the optimal temperature rise curve, the temperature corresponding to the first SOC is taken as the target temperature, wherein the second SOC interval is the interval where the SOC is greater than or equal to the first SOC.

[0037] In conjunction with the fourth aspect, in one possible implementation, the determining unit is specifically used to: if the first charging power is less than or equal to the second threshold, take the temperature corresponding to the second charging power in the battery charging window mapping information as the target temperature, wherein the second charging power is the charging power with the smallest difference from the first charging power among the multiple charging powers corresponding to the first SOC.

[0038] In conjunction with the fourth aspect, in one possible implementation, the acquisition unit is specifically used to: acquire the first SOC (State of Charge) of the vehicle when it arrives at the target charging device from the vehicle's in-vehicle navigation module, wherein the first SOC is estimated by the in-vehicle navigation module based on the navigation planning path; or, acquire the average mileage traveled by the vehicle to the second charging device during its m historical charging trips from the vehicle's statistics module, and estimate the first SOC of the vehicle when it arrives at the target charging device based on the average mileage. For example, the first SOC of the vehicle when it arrives at the target charging device can be estimated based on the average mileage and energy consumption per 100 kilometers.

[0039] In conjunction with the fourth aspect, in one possible implementation, the temperature control unit is specifically used to: if the vehicle's battery temperature is not equal to the target temperature, and the vehicle's current second SOC is less than or equal to the third SOC, remind the vehicle's driver to charge the vehicle's battery and activate the pre-charging temperature control function via a human-machine interface or voice broadcast, wherein the third SOC is the average value of the initial SOC of the vehicle during m historical charging cycles; and pre-adjust the vehicle's battery temperature to the target temperature based on confirmation information from the vehicle's driver.

[0040] In conjunction with the fourth aspect, in one possible implementation, the vehicle is at least one of a pure electric vehicle and / or a hybrid electric vehicle.

[0041] Fifthly, this application provides a computer-readable storage medium storing program code that, when executed on a computer, causes the computer to perform the method as described in the first aspect and any possible implementation thereof, or to perform the method as described in the second aspect and any possible implementation thereof.

[0042] In a sixth aspect, this application provides a computer program product that, when run on a computer, causes the computer to perform the method described in the first aspect and any possible implementation thereof, or to perform the method described in the second aspect and any possible implementation thereof.

[0043] In a seventh aspect, this application provides a vehicle including a battery management device as described in the fourth aspect and any possible implementation thereof.

[0044] Eighthly, embodiments of this application provide a terminal device, including units for implementing the method as described in the first aspect and any possible design of the first aspect, or for implementing the method as described in the second aspect and any possible design of the second aspect. For example, the terminal device includes, but is not limited to: intelligent transportation equipment (such as automobiles, ships, drones, trains, freight trucks, etc.), intelligent manufacturing equipment (such as robots, industrial equipment, intelligent logistics, intelligent factories, etc.), and intelligent terminals (mobile phones, computers, tablets, PDAs, desktop computers, headphones, speakers, wearable devices, in-vehicle equipment, etc.).

[0045] Based on the implementations provided in the above aspects, the embodiments of this application can be further combined to provide more implementations.

[0046] The technical effects that can be achieved by any possible implementation of any aspect from the second to the eighth aspect above can be described with reference to the technical effects that can be achieved by any possible implementation of any aspect from the first aspect above, and the repetitions will not be discussed. Attached Figure Description

[0047] Figure 1 illustrates a schematic diagram of an application scenario applicable to the embodiments of this application;

[0048] Figure 2 shows a schematic diagram of the structure of a battery management device according to an embodiment of this application;

[0049] Figure 3 shows a schematic flowchart of the battery management method according to an embodiment of this application;

[0050] Figure 4 shows a flowchart illustrating different branches of the battery management method according to an embodiment of this application;

[0051] Figure 5 shows a schematic diagram of the structure of a battery management device according to another example of an embodiment of this application;

[0052] Figure 6 shows a schematic flowchart of the battery management method according to an embodiment of this application;

[0053] Figure 7 shows a schematic diagram of the structure of a battery management device according to an embodiment of this application. Detailed Implementation

[0054] This application provides a battery management method and apparatus for adaptively pre-adjusting the temperature of a vehicle battery to improve charging speed and maximize the battery's charging capacity. The method and apparatus are based on the same technical concept. Since the principles underlying the problems solved by the method and apparatus are similar, their implementations can be mutually referenced, and repeated details will not be repeated. Furthermore, in the various embodiments of this application, unless otherwise specified or logically conflicting, the terminology and / or descriptions between the embodiments are consistent and can be mutually referenced. Technical features in different embodiments can be combined to form new embodiments based on their inherent logical relationships.

[0055] The battery management solution in this application embodiment can be applied to vehicle-to-everything (V2X), long-term evolution-vehicle (LTE-V), and vehicle-to-vehicle (V2V) communication. For example, it can be applied to vehicles with driving mobility functions, or other devices within vehicles with driving mobility functions. These other devices include, but are not limited to, vehicle-mounted terminals, vehicle-mounted control units, vehicle-mounted modules, vehicle-mounted components, vehicle-mounted chips, vehicle-mounted units, vehicle-mounted radar, or vehicle-mounted cameras, and other sensors. Vehicles can implement the battery management method provided in this application embodiment through these vehicle-mounted terminals, vehicle-mounted control units, vehicle-mounted modules, vehicle-mounted components, vehicle-mounted chips, vehicle-mounted units, vehicle-mounted radar, or vehicle-mounted cameras. Of course, the battery management solution in this application embodiment can also be used in other intelligent terminals with mobility control functions besides vehicles, or installed in other intelligent terminals with mobility control functions besides vehicles, or installed in components of such intelligent terminals. These intelligent terminals can be intelligent transportation equipment, smart home devices, robots, etc. Examples include, but are not limited to, smart terminals or control units, chips, radar or cameras, and other sensors and components within smart terminals.

[0056] In the embodiments of this application, "at least one" refers to one or more, and "more than one" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, or c can represent: a, b, c, a and b, a and c, b and c, or a and b and c, where a, b, and c can be single or multiple.

[0057] Furthermore, unless otherwise specified, the ordinal numbers such as "first" and "second" mentioned in the embodiments of this application are used to distinguish multiple objects and are not used to limit the priority or importance of multiple objects. For example, "first charging device" and "second charging device" are only used to distinguish different charging devices, not to indicate that the two charging devices have different priorities or importance. For example, in some embodiments, the first charging device and the second charging device may be the same charging device.

[0058] The embodiments of this application will now be described in conjunction with the accompanying drawings.

[0059] Figure 1 illustrates a schematic diagram of an application scenario applicable to the embodiments of this application. This application scenario may include a vehicle 100. In one possible implementation, the application scenario may further include a cloud server 200, and the vehicle 100 and the cloud server 200 can communicate via a network. In one embodiment, the cloud server 200 may also be implemented using a virtual machine.

[0060] Some or all of the functions of vehicle 100 are controlled by computing platform 150 (or computer system). Computing platform 150 may include at least one processor 151, which can execute instructions 153 stored in a non-transitory computer-readable medium such as memory 152. In some embodiments, computing platform 150 may also be multiple computing devices that control individual components or subsystems of vehicle 100 in a distributed manner. Processor 151 may be any conventional processor, such as a central processing unit (CPU). Alternatively, processor 151 may also include graphics processing unit (GPU), field-programmable gate array (FPGA), system-on-chip (SoC), application-specific integrated circuit (ASIC), or combinations thereof.

[0061] Optionally, the vehicle 100 can be a car, truck, motorcycle, bus, ship, airplane, helicopter, lawnmower, recreational vehicle, amusement park vehicle, construction equipment, tram, golf cart, train, etc., and this application embodiment does not impose any particular limitation. In one possible implementation, the vehicle 100 can be an electric vehicle (EV), such as at least one of front-wheel drive EV, rear-wheel drive EV, or four-wheel drive EV, or a hybrid electric vehicle (HEV), and this application embodiment does not impose any limitation in this regard.

[0062] The structure of the vehicle in Figure 1 should not be construed as a limitation on the embodiments of this application.

[0063] The battery management method of this application embodiment can be implemented by a battery management device. The battery management device can be an independent device, a chip or component in the vehicle 100 shown in FIG1, or a software module that can be deployed on the relevant vehicle equipment of the vehicle 100. This application embodiment does not limit the product form and deployment method of the battery management device.

[0064] To facilitate understanding, the implementation methods of the battery management device in this application and the specific implementation details of the battery management method implemented by the battery management device are described below with different examples.

[0065] Example 1:

[0066] As shown in Figure 2, the battery management device can be implemented as the battery management system (BMS) of the vehicle 100 in Figure 1, used to manage the vehicle's battery. The vehicle's battery can be a single cell or include multiple cells. The vehicle 100 may also include, but is not limited to, at least one of the following functional modules / units: a vehicle navigation module (or in-vehicle navigation module), a thermal management module, and a statistics module. Different functional modules / units of the BMS can interact with other functional modules / units of the vehicle, using information obtained from other modules of the vehicle for fusion analysis and decision-making to implement the battery management method of this application embodiment.

[0067] In one example, the vehicle navigation module can be the vehicle's smart cockpit domain controller (CDC), capable of using the vehicle's positioning system and electronic maps to perform various functions such as navigation, route recommendation, information query, and video or audio playback. If the vehicle navigation module is used for navigation or other functions during driving, the BMS's acquisition unit can obtain information associated with the target charging device (or charging pile) that powers the vehicle's battery from the vehicle navigation module, in order to combine this information with the battery management method of this embodiment.

[0068] The vehicle navigation module can generate a planned navigation route for the vehicle based on the navigation map, determine the target charging device based on the planned route, and obtain map data from the navigation map (or cloud server). This map data may include, for example, the installation location and charging capacity information of the target charging device. The BMS acquisition unit can obtain map data from the vehicle navigation module via the in-vehicle communication network, such as the installation location of the target charging device, the remaining planned route between the vehicle's current location and the target charging device, or the charging capacity information of the target charging device. The charging capacity information of the target charging device may include, but is not limited to, the charging speed, power rating, charging current, charging rate, compatible device types, and safety information of the target charging device. Optionally, if the vehicle's BMS has network connectivity, after determining the target charging device from the vehicle navigation module, the BMS can obtain the charging capacity information of the target charging device from a cloud server or roadside unit (RSU) via the network.

[0069] The BMS's determination unit can determine the target temperature suitable for the target charging device by combining the charging capacity information of the target charging device. Optionally, the BMS can estimate the battery's state of charge (SOC) when the vehicle arrives at the target charging device by combining the remaining planned path between the vehicle's current location and the target charging device. The BMS's determination unit can then determine the target temperature suitable for the vehicle's battery based on the target charging device's charging capacity information and the estimated battery SOC. Before the vehicle arrives at the target charging device for charging, the BMS's temperature control unit can pre-adjust the vehicle's battery temperature to this target temperature to maximize the utilization of the target charging device's capacity during charging while avoiding energy waste in the vehicle's battery thermal management system.

[0070] It should be understood that in the embodiments of this application, the target temperature can be higher or lower than the current temperature of the vehicle battery. When the temperature control unit of the BMS implements the pre-temperature control process in the method of the embodiments of this application, it can heat the vehicle battery to the target temperature, cool the vehicle battery to the target temperature, or perform temperature equalization on the vehicle battery, such as adjusting the difference between the highest and lowest temperatures of the battery cells. More specifically, if the vehicle battery includes multiple cells, the above-mentioned pre-adjustment of the battery temperature can be replaced by pre-adjustment of the temperature of the target cell, including heating, cooling, or equalizing the temperature of the target cell. The possible implementations below will not be distinguished or described in detail.

[0071] In an optional implementation, the vehicle 100 can also communicate with peripheral devices, such as the smartphones of vehicle occupants. The vehicle 100 can establish a communication connection with the user's smartphone via short-range communication methods such as Bluetooth or GPS. During driving, the user can also use the vehicle occupant's smartphone to perform functions such as navigation, route recommendation, and information inquiry. In this case, the vehicle navigation module can also obtain information from the smartphone via short-range communication to assist the BMS in implementing the battery management method of this application embodiment.

[0072] The BMS acquisition unit can also acquire information from peripheral devices to implement the battery management method of this application embodiment. For example, a navigation application (APP) on a smartphone generates a navigation planning path based on a navigation map and determines the target charging device based on the navigation planning path. This navigation APP can acquire map data from a navigation map (or a cloud server). The vehicle navigation module of the vehicle 100 can acquire map data from the smartphone navigation APP. The BMS acquisition unit can acquire map data from the vehicle navigation module. The map data may include, for example, the installation location of the target charging device, or the remaining planned path between the current location of the vehicle and the target charging device, or the charging capacity information of the target charging device. The charging capacity information of the target charging device may include, but is not limited to, the charging speed, power level, charging current, charging rate, compatible device type, and safety information of the target charging device. The BMS determination unit can combine the charging capacity information of the target charging device to determine the target temperature suitable for the target charging device in this application. Optionally, the BMS can estimate the State of Charge (SOC) of the vehicle upon arrival at the target charging station by considering the remaining planned path between the vehicle's current location and the target charging station. The BMS's determination unit can then determine the target temperature for the vehicle's battery to match that target charging station based on the charging capacity information and the estimated SOC. Before the vehicle arrives at the target charging station for charging, the BMS's temperature control unit can pre-adjust the battery temperature to this target temperature (including heating, cooling, or equalizing the battery) to maximize the utilization of the target charging station's capacity during charging while avoiding energy waste in the vehicle's battery thermal management system.

[0073] In another optional implementation, the vehicle navigation module (e.g., CDC) of vehicle 100 can also be associated with the vehicle's human-machine interface (HMI) or input devices such as microphones. During driving, users can also use their smartphones to perform functions such as navigation, route recommendation, and information query, and input map data into the vehicle navigation module of vehicle 100 through the vehicle's HMI or microphones to assist the BMS in implementing the battery management method of this application embodiment. Map data may include, for example, the installation location of the target charging device, or the remaining planned path between the vehicle's current location and the target charging device, or the charging capacity information of the target charging device. The charging capacity information of the target charging device may include, for example, including but not limited to, the charging speed, power level, charging current, charging rate, compatible device type, and safety information of the target charging device. The determination unit of the BMS can combine the charging capacity information of the target charging device to determine the target temperature suitable for the target charging device in this application. Optionally, the BMS can estimate the State of Charge (SOC) of the vehicle upon arrival at the target charging station by considering the remaining planned path between the vehicle's current location and the target charging station. The BMS's determination unit can then determine the target temperature for the vehicle's battery to match that target charging station based on the charging capacity information and the estimated SOC. Before the vehicle arrives at the target charging station for charging, the BMS's temperature control unit can pre-adjust the battery temperature to this target temperature (including heating, cooling, or equalizing the battery) to maximize the utilization of the target charging station's capacity during charging while avoiding energy waste in the vehicle's battery thermal management system.

[0074] In another example, with user authorization, the vehicle's statistics module can record information associated with each charging session, such as the installation location and charging capacity of the target charging device, the initial state of charge (SOC) of the battery before charging, the mileage traveled to the target charging device, the driving mode used before charging (e.g., human-driven or intelligent driving), or the time taken to reach the target charging device. The charging capacity information of the target charging device may include, but is not limited to, its charging speed, power rating, charging current, charging rate, compatible device types, and safety information.

[0075] The vehicle's statistics module itself can have computational capabilities and calculate the average values ​​of relevant indicators / parameters based on information associated with historical charging behavior. This information is then shared with the BMS (Battery Management System) so that the BMS can guide battery temperature management measures based on the vehicle's historical charging behavior and potential current charging scenarios. Alternatively, other computationally capable modules within the vehicle can obtain information from the statistics module, perform calculations, and then share the results with the BMS. This allows the BMS to further guide battery temperature management measures based on the vehicle's historical charging behavior and potential current charging scenarios.

[0076] Taking the vehicle's statistics module as an example, which has computing capabilities, the statistics module can calculate the average charging power of the target charging device used in the vehicle's m historical charging times, or calculate the average starting SOC of the vehicle during the vehicle's m historical charging times, or calculate the average driving distance to the target charging device during the vehicle's m historical charging times, or calculate the average time of the vehicle during the vehicle's m historical charging times, etc., where m is an integer greater than or equal to 2.

[0077] In practice, the BMS acquisition unit can obtain the average charging power from the statistics module, and the BMS determination unit can combine this average charging power to determine the target temperature of the vehicle battery suitable for the target charging device. Before the vehicle arrives at the target charging device for charging, the BMS temperature control unit can use this target temperature as the charging temperature of the vehicle battery at the target charging device to pre-adjust the temperature of the vehicle battery, so that when the vehicle arrives at the target charging device, the target temperature can be used as the starting charging temperature for charging the vehicle battery.

[0078] For example, the BMS acquisition unit can obtain the average initial SOC of the vehicle during m historical charging trips from the statistics module. When the vehicle's current SOC is less than or equal to this average, the BMS will remind the driver (or other occupants) to charge the vehicle's battery and activate the pre-charging temperature control function, as well as determine the target temperature of the vehicle's battery suitable for the current charging device. Alternatively, the BMS acquisition unit can obtain the average mileage to the target charging device during m historical charging trips from the statistics module. Based on this average mileage, the BMS can estimate the SOC of the vehicle upon arrival at the target charging device, reminding the driver to charge the battery, activate the pre-charging temperature control function, and determine the target temperature of the vehicle's battery suitable for the current charging device. If the driver (or other occupants) confirms their consent to the charging, the BMS's temperature control unit can pre-adjust the vehicle's battery temperature to the target temperature (including heating, cooling, or equalizing the battery) before the vehicle arrives at the target charging device. This ensures that the charging process utilizes the target charging device's capacity as fully as possible while avoiding energy waste in the vehicle's battery thermal management system.

[0079] Of course, if the above computing capabilities are achieved through other modules of the vehicle, the BMS can obtain the corresponding calculation results from the module that performs the above calculation process to implement the battery management method of this application embodiment.

[0080] For example, the thermal management module in Figure 2 can be the vehicle's battery thermal management module or the vehicle's thermal management module. This thermal management module can calculate the average value of the corresponding indicators / parameters based on the information related to the vehicle battery's historical charging behavior recorded in the statistics module, and inform the BMS of the relevant information so that the BMS can combine the vehicle battery's historical charging behavior to guide the battery temperature management measures under the possible charging behavior at the current moment.

[0081] For example, the thermal management module can calculate the average charging power based on the maximum charging power of the charging device used in the vehicle's battery history of m charges. The BMS can obtain the average charging power from the thermal management module to determine the target temperature of the vehicle battery for the current target charging device. Or, for example, the vehicle navigation module can calculate the average driving distance based on the driving distance to the corresponding target charging device during the vehicle's battery history of m charges. The BMS can obtain this average driving distance from the vehicle navigation module and estimate the SOC of the vehicle when it arrives at the current target charging device based on the average driving distance and energy consumption per 100 kilometers. This calculation process can satisfy the following expression (1):

[0082] Estimated initial charging SOC upon arrival at the charging device = current SOC - average driving distance before charging * energy consumption per 100 kilometers / total battery capacity (1);

[0083] Among them, the initial charging SOC upon reaching the charging device is the first SOC mentioned above, the current SOC is the second SOC of the vehicle at the current moment, the total battery capacity is in kWh, and the energy consumption per 100 kilometers is in kWh / 100km.

[0084] In other words, in this embodiment, the BMS acquisition unit can obtain information in any possible way. The BMS determination unit can determine the target temperature of the vehicle battery suitable for the target charging device based on the information obtained by the acquisition unit, and use this target temperature as the initial battery temperature when the vehicle battery is charging at the target charging device. Before the vehicle arrives at the target charging device for charging, the BMS temperature control unit can pre-adjust the vehicle's battery temperature to the target temperature (including heating, cooling, or equalizing the battery) to make full use of the target charging device's capacity during charging, while avoiding energy waste in the vehicle's battery thermal management system. This embodiment does not specifically limit the method of obtaining the above information.

[0085] It should be understood that Figure 2 is merely an illustrative example of the functional modules of vehicle 100 and does not constitute any limitation on the vehicle structure. In specific implementations, the aforementioned statistical module may also be integrated into the vehicle's in-vehicle navigation module or BMS, and the thermal management module may also be integrated into the BMS, which will not be elaborated further here. Optionally, vehicle 100 may also include a sensing system (not shown in the figure). The sensing system may include various types of sensors, which can be used to collect at least one driving parameter of the vehicle itself during vehicle operation, or to collect information about the environment in which the vehicle is located. The battery management device can directly or indirectly acquire various sensing information and perform fusion analysis and decision-making based on the acquired sensing information to realize the battery management method of this application embodiment, which will not be elaborated further here.

[0086] Based on the architecture shown in Figure 2, the following section will refer to the alternative charging device that will power the vehicle's battery in the future as the first charging device, and the target charging device that will power the vehicle's battery in the past as the second charging device, and introduce the specific implementation details of the battery management method implemented by the BMS.

[0087] As shown in Figure 3, the method may include the following steps:

[0088] S310: The BMS acquisition unit acquires the first charging power and the estimated first SOC when the vehicle arrives at the target charging device.

[0089] In this embodiment of the application, the first charging power may include the charging power of the first charging device that will power the vehicle's battery in the future, or the average charging power of the second charging device used in the vehicle's battery history of m charging, where m is an integer greater than or equal to 2.

[0090] Wherein, if the first charging power is the charging power of the first charging device, when implementing S310, the acquisition unit may obtain the charging power of the first charging device from the vehicle's in-vehicle navigation module as the first charging power. The in-vehicle navigation module may obtain the charging power of the first charging device from its own navigation map, from the user's smartphone, or receive the charging power of the first charging device input by the user through an HMI or microphone. Wherein, if the first charging power is the average charging power of the second charging device used in the vehicle's battery history of m charges, when implementing S310, the acquisition unit may obtain the average charging power from the vehicle's thermal management module, from the vehicle's statistics module, or from other modules with computing capabilities. This application embodiment does not specifically limit this.

[0091] The first State of Charge (SOC) when the vehicle arrives at the target charging device can be obtained by the BMS acquisition unit from the vehicle's in-vehicle navigation module. This first SOC is estimated by the in-vehicle navigation module based on the navigation route. Alternatively, the BMS acquisition unit can obtain the average mileage traveled to the second charging device during the vehicle's m historical charging trips from the vehicle's statistics module, and then estimate the first SOC based on this average mileage. Alternatively, if navigation is implemented using a user's smartphone, the in-vehicle navigation module can obtain the first SOC estimated by the navigation app from the smartphone, or it can receive the first SOC estimated by the navigation app input by the user through the vehicle's HMI or microphone. This application does not specifically limit the method of obtaining the first SOC.

[0092] It should be understood that the first charging power in this method embodiment is merely an example and does not constitute any limitation. In other embodiments, the first charging power can be replaced by a first charging current or a first charging rate, and the method for obtaining the first charging current or the first charging rate can be the same as the method for obtaining the first charging power. For example, the first charging current may include the charging current of a first charging device that will power the vehicle's battery in the future, or it may include the average charging current of a second charging device used in the vehicle's battery's historical m charging operations, where m is an integer greater than or equal to 2. The first charging rate may include the charging rate of a first charging device that will power the vehicle's battery in the future, or it may include the average charging rate of a second charging device used in the vehicle's battery's historical m charging operations, where m is an integer greater than or equal to 2. In other embodiments, the first charging power can be replaced by other parameters to determine a reasonable target temperature, and this application embodiment does not specifically limit this.

[0093] S320: The BMS determination unit determines the target temperature based on the first charging power and the first SOC.

[0094] In this embodiment, mapping information can be pre-stored in the storage medium accessible to the BMS determination unit. This mapping information can be implemented as a map table or a map curve, used to characterize the mapping relationship between SOC, charging power, and battery temperature. During S320, the BMS determination unit can query the target temperature from the mapping information based on the first charging power and the first SOC.

[0095] In a specific implementation, in one optional embodiment, the BMS can also perform graded management of battery temperature. For example, the charging power of different charging devices can be divided into different power levels, and different power levels correspond to different battery temperatures and thermal management levels. When implementing S320, the determination unit of the BMS can query the mapping information according to the power level corresponding to the first charging power to obtain the cell temperature and thermal management level corresponding to the first charging power and the first SOC. The queried cell temperature is used as the target temperature, and the battery management method of this application embodiment is implemented according to the corresponding thermal management level.

[0096] For example, the mapping information can be implemented as a thermal management strategy mapping (map) relationship table as shown in Table 1 below:

[0097] Table 1

[0098] In Table 1 above, "(" indicates an open interval that does not contain the corresponding value, and "]" indicates a closed interval that contains the corresponding value. For example, (0,120] means that the interval is greater than 0 and less than or equal to 120kW. Or, for example, (120,180] means that the interval is greater than 120kW and less than or equal to 180kW.

[0099] When querying based on Table 1, if the first SOC falls within the range of 80%-100%, the BMS's determining unit can set the queried cell temperature T0 as the target temperature, with a corresponding thermal management level of L0. Consequently, during subsequent charging, the vehicle battery can undergo trickle charging at temperature T0, avoiding energy waste in the vehicle's battery thermal management system.

[0100] Alternatively, when querying based on Table 1, if the first SOC falls within the range of 0%-80%, the BMS determination unit can query the corresponding cell temperature based on the first SOC and the first charging power. For example, as shown in Table 1, if the first SOC is 75% and the first charging power falls within the range of (0, 120] kW, the BMS determination unit can use the queried cell temperature T 11 The target temperature is determined, and the corresponding thermal management level is L1. If the first charging power falls within the range of (120, 180] kW, the BMS's determination unit can retrieve the cell temperature T. 12 The target temperature is determined, and the corresponding thermal management level is L2. If the first charging power falls within the range >180kW, the BMS's determination unit can retrieve the cell temperature T. 13 The target temperature is determined, and the corresponding thermal management level is L3. Similarly, for other SOC ranges or other charging powers, the corresponding target temperature and thermal management level can be determined by querying the map table using a similar method to the above, so as to adaptively implement the battery management method of this application embodiment, which will not be described in detail here.

[0101] It should be understood that Table 1 above is merely an example and does not constitute any limitation. In specific implementation, each row in each column of Table 1 can be a specific value of the corresponding parameter or a range of values ​​for the corresponding parameter; this application embodiment does not impose any specific limitations on this.

[0102] In another alternative implementation, the vehicle battery may have an extreme pre-temperature adjustment function (or a fast pre-temperature adjustment function, a one-click temperature adjustment function, etc.). If the first charging power is greater than the first threshold, the battery temperature associated with the first threshold can be used as the target temperature. The battery management device can activate the extreme pre-temperature adjustment function and use the maximum heating or cooling power of the battery thermal management system to quickly adjust the vehicle battery temperature to the target temperature.

[0103] In this scenario, taking a first threshold of 180kW as an example, for the range of charging power exceeding 180kW in Table 1 above, the mapped cell temperature and thermal management level no longer need to be set hierarchically. Instead, they can be uniformly set to the battery temperature (e.g., denoted as Topt) and thermal management level (e.g., L3) associated with 180kW. During S320, if the first charging power exceeds the first threshold, the BMS's determination unit can use the battery temperature associated with the first threshold as the target temperature. Correspondingly, during the subsequent pre-temperature adjustment process in S330, the BMS's temperature adjustment unit can activate the rapid heating / cooling / uniform temperature function of the battery to quickly adjust the battery temperature to Topt, so that the battery can be charged at Topt subsequently.

[0104] Alternatively, if the charging power of the charging device exceeds the first threshold, the mapping information may include battery charging window mapping information. During implementation S320, if the charging power of the charging device exceeds the first threshold, and the first threshold is the maximum charging power within the second SOC interval in the battery charging window mapping information, when the battery charging window mapping information conforms to the optimal temperature rise curve, the temperature corresponding to the first SOC is taken as the target temperature, and the second SOC interval is the interval where the SOC is greater than or equal to the first SOC. For example, the battery charging window mapping information can characterize the mapping relationship between cell temperature, SOC, and charging power, as shown in Table 2 below:

[0105] Table 2

[0106] In Table 2, the first column represents different temperatures, the first row represents different states of charge (SOC), and the other cells represent the charging power corresponding to the temperature in the corresponding row and the SOC in the corresponding column. n is an integer greater than 1. In practice, the battery management device can use the first SOC as the initial charging SOC and test the charging time at different initial charging temperatures (as shown in Table 2). The initial charging temperature corresponding to the shortest charging time is taken as the target temperature. For example, if the first SOC is 10%, and the charging time is shortest when the initial temperature is -15℃, then the battery management device can use the charging power P in the column corresponding to "10%" and the row containing "-15℃" in Table 2. 32 "As the target temperature."

[0107] In another alternative implementation, during the process of looking up the map table or map curve, the second threshold can also be used as the upper limit of the charging power to ensure that the first charging power is less than or equal to the second threshold. The second threshold can be the charging power of the vehicle battery or an empirical value, so as to fully utilize the charging terminal power during charging and avoid heating the vehicle battery to an excessively high temperature, which would cause energy waste.

[0108] For example, the above mapping information can be battery charging window mapping information, used to characterize the mapping relationship between cell temperature, SOC and charging power. When implementing S320, if the first charging power is less than or equal to the second threshold, the battery management device can use the temperature corresponding to the second charging power in the battery charging window mapping information as the target temperature, wherein the second charging power is the charging power with the smallest difference from the first charging power among the multiple charging powers corresponding to the first SOC.

[0109] Taking the battery charging window mapping information shown in Table 2 as an example, if the first SOC is 10%, when querying the battery charging window mapping information, the temperature corresponding to the charging power closest to the first charging power in the column of data (including multiple charging powers) corresponding to the first SOC can be used as the target temperature. For example, as shown in Table 2, for example, in the column of data corresponding to "10%", P 32 If it is the charging power closest to the first charging power, then P can be... 32 The corresponding temperature "-15℃" is used as the target temperature.

[0110] S330: The BMS temperature control unit pre-adjusts the vehicle's battery temperature to the target temperature, which is the initial battery temperature when the vehicle is charging at the target charging device.

[0111] For example, the vehicle battery can be pre-temperatured before it arrives at the target charging station to heat, cool, or homogenize the battery temperature to the target temperature in order to make the most of the capacity of the target charging station while avoiding energy waste in the battery thermal management system.

[0112] The specific implementation details of S330 may vary depending on the different driving modes currently being used by the vehicle.

[0113] For example, if the vehicle is driving in intelligent driving mode, after S320, the temperature control unit of the BMS can adaptively implement S330 to pre-adjust the vehicle's battery temperature to the corresponding target temperature before the vehicle arrives at the target charging device for charging. When the vehicle battery is at the target temperature, the target charging device will charge the vehicle battery to make full use of the target charging device's capacity while avoiding energy waste in the battery thermal management system.

[0114] Alternatively, for example, if the vehicle is driving in human-driven mode or human-machine co-driving mode, when S330 is implemented, the BMS determination unit can also obtain a third SOC, such as the average of the initial SOC from m historical charging cycles. The BMS determination unit can also obtain the current battery temperature and second SOC. If the vehicle's battery temperature is not equal to the target temperature, and the current second SOC is less than or equal to the third SOC, the BMS temperature control unit can remind the driver to charge the vehicle's battery and activate the pre-charging temperature control function via HMI or voice prompts. If the driver confirms proceeding to the target charging station to charge the vehicle's battery and activate the pre-charging temperature control function, confirmation information can be input to the vehicle via HMI or voice input to instruct the driver to confirm proceeding to the target charging station to charge the vehicle's battery and activate the pre-charging temperature control function. The BMS temperature control unit can then pre-adjust the vehicle's battery temperature to the target temperature based on the driver's confirmation information.

[0115] Optionally, after the S330, the BMS can also remind the driver via HMI or voice broadcast that the vehicle battery pre-temperature adjustment has been completed.

[0116] Therefore, through the above method, regardless of whether it is in intelligent driving mode, human driving mode, or human-machine co-driving mode, the BMS can adaptively achieve dynamic pre-temperature adjustment of the battery by combining the charging power information of the charging device and the first SOC of the vehicle upon reaching the target charging device. This ensures that charging begins when the battery temperature reaches the target temperature, thereby maximizing the utilization of the target charging device's capacity while avoiding energy waste in the vehicle's thermal management system. This battery management solution allows vehicle batteries to be charged using public charging stations of different brands, improving the compatibility of different types of vehicle batteries with charging stations of different brands and specifications.

[0117] In practice, the battery management method shown in Figure 3 may include different process branches depending on the implementation method, which will be described below with reference to Figure 4.

[0118] As shown in Figure 4, the battery management method may include the following steps:

[0119] S401: Does the BMS determine the target charging device through the vehicle navigation module? If yes, proceed to S402; otherwise, proceed to S420.

[0120] S402: The BMS determines that the first charging device is the target charging device and obtains the charging power of the first charging device as the first charging power.

[0121] For example, if the vehicle uses its own navigation map to navigate, when implementing S402, the BMS can determine the first charging device as the target charging device based on the navigation planning path indicated by the vehicle navigation module, and obtain the charging power of the first charging device from the navigation map of the vehicle navigation module as the first charging power.

[0122] For example, if the vehicle uses a passenger's smartphone for navigation, when implementing S402, the vehicle navigation module can obtain the planned navigation route from the smartphone, determine the first charging device as the target charging device based on the planned route, and obtain the charging power of the first charging device from the smartphone as the first charging power. Alternatively, the vehicle navigation module can obtain the first charging device and its charging power input by the user through HMI or voice input, and the BMS can obtain the charging power of the first charging device from the vehicle navigation module as the first charging power.

[0123] S403: BMS acquires the first SOC when the vehicle arrives at the target charging device.

[0124] It should be understood that in the embodiments of this application, S402 and S403 can be executed sequentially according to the timing sequence, or S403 and S402 can be executed sequentially according to the timing sequence, or S402 and S403 can be executed in parallel. The embodiments of this application do not make specific limitations in this regard.

[0125] S404: The BMS determines the target temperature based on the first charging power and the first SOC. For example, the BMS can look up the mapped cell temperature in the mapping information shown in Table 1 or Table 2 above as the target temperature based on the first charging power and the first SOC.

[0126] For example, based on the mapping information shown in Table 1, if the first SOC > 80%, the queried cell temperature T0 will be used as the target temperature. Alternatively, for example, if the first SOC ≤ 80% and 0 < first charging power ≤ 120kW, the queried cell temperature T0 will be used as the target temperature. i1 As the target temperature. Or, for example, if the first SOC ≤ 80% and 120kW < first charging power ≤ 180kW, the cell temperature T will be retrieved. i2 As the target temperature. Or, for example, if the first SOC ≤ 80% and 180kW < the first charging power, the cell temperature T will be queried. i3 The target temperature is i, where i is an integer greater than or equal to 1 and less than or equal to n. Similarly, based on the mapping information shown in Table 2, the temperature mapped to the first SOC and the first charging power can also be queried as the target temperature, which will not be elaborated here.

[0127] S405: The BMS pre-adjusts the vehicle's battery temperature to the target temperature.

[0128] For example, in the different scenarios described in S404, the battery temperature is pre-adjusted to T0, T... i1 T i2 T i3 This allows the vehicle battery to be charged at the appropriate target temperature, thereby increasing the charging speed and maximizing the battery's charging capacity.

[0129] S420: The BMS obtains the average charging power of the second charging device used in the vehicle's battery history m charging times from the vehicle's thermal management module / statistics module, and uses this average charging power as the first charging power.

[0130] S421: The BMS obtains the average driving distance of the vehicle to the second charging device during the m historical charging times from the vehicle's thermal management module / statistics module, and estimates the first SOC of the vehicle when it arrives at the target charging device based on the average driving distance. For example, according to the expression (1) introduced above, the first SOC of the vehicle when it arrives at the target charging device is estimated based on the average driving distance and energy consumption per 100 kilometers.

[0131] S422: The BMS determines the target temperature based on the first charging power and the first SOC. For detailed implementation, please refer to the description above in conjunction with Figures 2 and 3 or S404; it will not be repeated here.

[0132] S423: The BMS analyzes whether the current battery temperature is not equal to (≠) the target temperature. If yes, proceed to S424; otherwise, return to S423.

[0133] S424: The BMS analyzes whether the vehicle battery's current SOC (represented as the second SOC) is less than or equal to (≤) the average initial SOC (the average of the initial SOCs from m historical charging cycles, which can also be represented as the third SOC). If yes, proceed to S425; otherwise, return to S424.

[0134] S425: The BMS reminds the driver to charge the vehicle's battery and activate the pre-heating function before charging the battery via HMI or voice broadcast.

[0135] S426: The vehicle driver inputs confirmation information into the vehicle's infotainment system (HMI) or via voice input, such as confirming that they are driving to the target charging station to charge the vehicle's battery and activating the pre-heating function before charging. Correspondingly, the BMS's acquisition unit can obtain the driver's confirmation information from the infotainment system and, based on this confirmation information, pre-adjust the vehicle's battery temperature to the target temperature.

[0136] It should be understood that the two branch processes described in Figure 4, combining S401-S405 and S401 and S420-S426, are merely examples and do not constitute any limitation. In other embodiments, such as during the implementation of S401-S405, the BMS may also remind the driver to charge the vehicle's battery via HMI or voice announcement, which will not be elaborated here.

[0137] Example 2:

[0138] As shown in Figure 5, the battery management device can be deployed on the vehicle 100 side. For example, it can be a vehicle control unit (VCU), a vehicle domain controller (VDC), or other control unit that implements vehicle control. Alternatively, it can be a smart driving domain control unit, a mobile data center (MDC), or a CDC, or other control unit used to implement smart driving or assisted driving functions. The vehicle 100 may also include a BMS and a battery. The functional modules of the BMS can be similar to those shown in Figure 2. The battery can be a single cell or include multiple cells. The vehicle 100 may also include, but is not limited to, at least one of the following functional modules / units: a vehicle navigation module (or in-vehicle navigation module), a thermal management module, and a statistics module. Different functional modules / units of the vehicle can work together to implement the battery management method of this application embodiment.

[0139] In one example, the vehicle navigation module can obtain map data from the vehicle navigation map or from a peripheral device (such as a passenger's smartphone) as described in Figure 2. This data includes, for example, the installation location of the target charging device, the remaining planned path between the vehicle's current location and the target charging device, or the charging capacity information of the target charging device. The charging capacity information of the target charging device may include, but is not limited to, its charging speed, power rating, charging current, charging rate, compatible device type, and safety information. The MDC / VCU / CDC can interact with the vehicle navigation module. Based on the navigation planning path, the MDC / VCU / CDC can determine the first charging device that will supply power to the vehicle's battery as the target charging device and obtain the charging power of the first charging device from the vehicle navigation module as the first charging power. Simultaneously, the MDC / VCU / CDC can estimate the first state of charge (SOC) when the vehicle reaches the target charging device based on the navigation planning path. The BMS can obtain the first charging power and the first SOC from the MDC / VCU / CDC and determine the target temperature based on these parameters. The BMS can adjust the vehicle's battery temperature to a target temperature so that the vehicle battery can be charged by the target charging device when the vehicle battery is at the target temperature.

[0140] In another example, the vehicle's statistics module, following the implementation shown in Figure 2, records information associated with each charging behavior. This includes, for example, the installation location and charging capacity information of the target charging device used for each charge, or the initial state of charge (SOC) of the vehicle battery before each charge, the mileage traveled to the target charging device during each charge, or the driving mode used by the vehicle before each charge (e.g., human-driven or intelligent driving). The charging capacity information of the target charging device may include, but is not limited to, the charging speed, power level, charging current, charging rate, compatible device type, and safety information of the target charging device. The MDC / VCU / CDC can interact with the vehicle's statistics module. The MDC / VCU / CDC can calculate the average charging power based on the maximum charging power of the second charging device used in the vehicle's battery history for m charges. The BMS can obtain the average charging power from the MDC / VCU / CDC as the first charging power; that is, the first charging power is the average charging power of the second charging device used in the vehicle's battery history for m charges, where m is an integer greater than or equal to 2. Simultaneously, the MDC / VCU / CDC can calculate the average mileage based on the vehicle's battery history (m charges to the second charging station) and estimate the first SOC (State of Charge) when the vehicle arrives at the target charging station. The BMS can obtain the first charging power and first SOC from the MDC / VCU / CDC and determine the target temperature based on these parameters. The BMS can adjust the vehicle's battery temperature to the target temperature so that the target charging station can charge the vehicle battery when it is at the target temperature.

[0141] Optionally, the vehicle 100 may further include a thermal management module, which may be a battery thermal management module or a vehicle-wide thermal management module. In implementing the battery management method of this application embodiment, the thermal management module may also calculate the average value of corresponding indicators / parameters based on information related to m historical charging behaviors of the vehicle battery recorded in the statistics module, such as average charging power, average driving range, and average initial SOC. The MDC / VCU / CDC may also obtain the average value of corresponding indicators / parameters from the thermal management module to assist the BMS in implementing the battery management method of this application embodiment.

[0142] Based on the architecture shown in Figure 5, the alternative charging device that will power the vehicle's battery in the future is represented as the first charging device, and the target charging device that will power the vehicle's battery in the past is represented as the second charging device. The specific implementation details of the battery management method implemented by the vehicle are introduced below.

[0143] As shown in Figure 6, the method may include the following steps:

[0144] S601: The vehicle navigation module / statistics module obtains the first charging power. The vehicle navigation module / statistics module can provide the first charging power to the vehicle's BMS via MDC / VCU / CDC.

[0145] In this embodiment of the application, the first charging power may include the charging power of the first charging device that will power the battery of the vehicle in the future, or the average charging power of the second charging device used in the past m charging of the battery of the vehicle, where m is an integer greater than or equal to 2.

[0146] For example, if the first charging power is the charging power of the first charging device, when implementing S601, the vehicle navigation module can determine the first charging device as the target charging device according to the navigation planning path, and obtain the charging power of the first charging device as the first charging power.

[0147] Alternatively, for example, if the first charging power is the average charging power of the second charging device used in the vehicle's battery history of m charges, when implementing S601, the statistics module can calculate the average charging power based on the maximum charging power of the second charging device used in the vehicle's battery history of m charges, and use this average charging power as the first charging power. Optionally, other modules with computing capabilities (e.g., thermal management module, MDC / VCU / CDC) can also calculate the average charging power based on the maximum charging power of the second charging device used in the vehicle's battery history of m charges, and use this average charging power as the first charging power.

[0148] It should be understood that the first charging power in this method embodiment is merely an example and does not constitute any limitation. In other embodiments, the first charging power can be replaced by a first charging current or a first charging rate, and the method for obtaining the first charging current or the first charging rate can be the same as the method for obtaining the first charging power. For example, the first charging current may include the charging current of a first charging device that will power the vehicle's battery in the future, or it may include the average charging current of a second charging device used in the vehicle's battery's historical m charging operations, where m is an integer greater than or equal to 2. The first charging rate may include the charging rate of a first charging device that will power the vehicle's battery in the future, or it may include the average charging rate of a second charging device used in the vehicle's battery's historical m charging operations, where m is an integer greater than or equal to 2. In other embodiments, the first charging power can be replaced by other parameters to determine a reasonable target temperature, and this application embodiment does not specifically limit this.

[0149] S602: The MDC / VCU / CDC can estimate the initial State of Charge (SOC) when the vehicle arrives at the target charging station. The MDC / VCU / CDC can provide the initial SOC to the vehicle's BMS.

[0150] For example, the MDC / VCU / CDC can interact with the vehicle navigation module to estimate the first SOC when the vehicle arrives at the target charging device based on the navigation planning path. Or, for example, the MDC / VCU / CDC can interact with the vehicle's statistics module to estimate the first SOC when the vehicle arrives at the target charging device based on the average mileage traveled to the second charging device during the vehicle's m historical charging trips. For example, according to the previously introduced expression (1), the first SOC when the vehicle arrives at the target charging device can be estimated based on the average mileage and energy consumption per 100 kilometers.

[0151] S603: The BMS determines the target temperature based on the first charging power and the first SOC. For details on the implementation, please refer to the descriptions in Figures 2-3, Tables 1 and 2, and S404 / S422 above; they will not be repeated here.

[0152] S604: The BMS pre-adjusts the vehicle's battery temperature to a target temperature, which is the initial battery temperature when the vehicle is charging at the target charging station. For example, in the different scenarios described in S404, the battery temperature is pre-adjusted to T0, T... i1 T i2 T i3 This is to charge the vehicle battery at the corresponding target temperature, thereby improving the charging speed and maximizing the battery's charging capacity. For specific implementation details, please refer to the descriptions above in conjunction with Figures 2-4 and S405, or the descriptions above in conjunction with Figures 2-4 and S423-S426; these will not be repeated here.

[0153] Thus far, we have introduced battery management methods under different architectures based on Examples 1 and 2 above. These methods enable vehicle batteries to adaptively set reasonable target temperatures for charging devices of different brands and specifications, and to adaptively and dynamically adjust the vehicle battery temperature in real time during driving / navigation, thereby improving charging speed and maximizing the battery's charging capacity. In this solution, based on driving navigation or the vehicle's historical charging habits, and considering the charging power of the target charging device and the estimated SOC upon reaching the target charging device, a more reasonable target temperature can be quickly obtained. This ensures that the charging capacity of the target charging device and the battery's charging capacity are fully utilized at different charging power levels, while avoiding energy waste in the vehicle's battery thermal management system.

[0154] Based on the same concept, embodiments of this application also provide a battery management device applicable to the system architecture shown in Figures 1, 2, or 5. Exemplarily, the battery management device may be a vehicle as shown in Figure 1, or it may be a functional element (such as a plug-in, component, or chip) installed in the vehicle, which has the function of implementing a battery management method. In one example, the battery management device may be the BMS shown in Figures 2 or 5. In another example, the battery management device may be another device located outside the vehicle (such as a server or cloud), or it may be a functional element with battery management function installed in another device, which has the function of implementing a battery management method.

[0155] It should be noted that the module division in Figure 2 or Figure 5 is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods. Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, exist as separate physical units, or be integrated into one unit by two or more units. For example, the aforementioned statistics module can be integrated with the BMS acquisition unit in the same module, or the aforementioned thermal management module can be integrated with the BMS acquisition unit into the same module. The integrated units can be implemented in hardware or as software functional units.

[0156] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, or a server, etc.) or processor to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, a portable hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0157] In a simplified embodiment, those skilled in the art will recognize that the battery management device in the above embodiments can all take the form shown in FIG7. This battery management device can be used to implement the technical solutions related to the BMS in the above method embodiments, and therefore can also achieve the beneficial effects of the battery management device in the above method embodiments.

[0158] As shown in Figure 7, the battery management device 700 includes a transceiver 710 and a processor 720. Optionally, the battery management device 700 also includes a memory 730. The transceiver 710, processor 720, and memory 730 are interconnected. When the battery management device 700 is used to implement the battery management method provided in the above embodiments, the transceiver 710 can be used to implement data transmission and reception functions; the processor 720 can be used to implement data processing, fusion analysis, and decision-making functions.

[0159] Optionally, the transceiver 710, processor 720, and memory 730 are interconnected via bus 740. Bus 740 can be a peripheral component interconnect (PCI) bus or an extended industry standard architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, only one thick line is used in Figure 7, but this does not indicate that there is only one bus or one type of bus.

[0160] Transceiver 710 is used to receive and send data. For example, taking transceiver 710 deployed in a vehicle as an example, transceiver 710 can be used to achieve communication with cloud devices, other vehicles, or roadside units. In one example, the transceiver can be a transceiver device with integrated data transmission and reception capabilities. In another example, the transceiver can also consist of a transmitter and a receiver, where the transmitter is used to send data and the receiver is used to receive data.

[0161] Optionally, transceiver 710 may include a transmitter and / or a receiver. The transmitter is used to send signals, messages, information, or data, etc. The receiver is used to receive signals, messages, information, or data, etc. For example, the transmitter sends signals, messages, information, or data, etc., under the control of processor 720. The receiver receives signals, messages, information, or data, etc., under the control of processor 720.

[0162] The functions of processor 720 can be referred to in the method embodiments shown in Figures 2-6 above, and will not be repeated here. Processor 720 can be a central processing unit (CPU), a network processor (NP), or a combination of CPU and NP, etc. Processor 720 may further include hardware chips. The aforementioned hardware chips can be application-specific integrated circuits (ASICs), programmable logic devices (PLDs), or combinations thereof. The aforementioned PLDs can be complex programmable logic devices (CPLDs), field-programmable gate arrays (FPGAs), generic array logic (GALs), or any combination thereof. When implementing the above functions, processor 720 can be implemented through hardware, or it can be implemented by hardware executing corresponding software.

[0163] The memory 730 may include volatile memory, such as random access memory (RAM), and may also include non-volatile memory, such as at least one disk storage device.

[0164] The memory 730 stores executable program code, and the processor 720 executes the executable program code to implement different functions of the aforementioned battery management device, thereby implementing the battery management method provided in this application embodiment. That is, the memory 730 stores computer program instructions for executing the battery management method.

[0165] Alternatively, the memory 730 stores executable code, which the processor 720 executes to implement the fusion analysis function involved in the aforementioned battery management method, thereby realizing the battery management method provided in this application embodiment. That is, the memory 730 stores computer program instructions for the battery management device to execute the battery management method provided in this application embodiment.

[0166] Based on the same concept, embodiments of this application also provide a possible battery management system, which may include one or more of MDC, CDC, industrial control computer or server (or cloud) to implement the battery management method of embodiments of this application.

[0167] Based on the same concept, this application also provides a computer program product, which includes a computer program or instructions that, when run on a computer, cause the computer to execute the battery management method provided in the above embodiments.

[0168] Based on the same concept, this application also provides a computer-readable storage medium storing a computer program or instructions, which, when executed by a computer, causes the computer to perform the battery management method provided in the above embodiments.

[0169] The storage medium can be any available medium that a computer can access. For example, but not limited to, a computer-readable medium can include RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage media or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer.

[0170] Based on the same concept, this application also provides a chip coupled to a memory, which is used to read a computer program stored in the memory to implement the battery management method provided in the above embodiments.

[0171] Based on the same concept, embodiments of this application also provide a chip system including a processor for supporting a computer device in implementing the functions involved in the battery management device in the above embodiments. In one possible design, the chip system further includes a memory for storing necessary programs and data of the computer device. The chip system may be composed of chips or may include chips and other discrete devices.

[0172] The methods provided in this application can be implemented entirely or partially through software, hardware, firmware, or any combination thereof. When implemented in software, they can be implemented entirely or partially in the form of a computer program product. This computer program product includes one or more computer instructions. When these computer instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium accessible to a computer or a data storage device such as a server or data center that integrates one or more available media. The available media can be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., high-density digital video discs (DVDs)), or semiconductor media (e.g., solid-state drives (SSDs)).

[0173] The steps of the methods described in the embodiments of this application can be directly embedded in hardware, a software unit executed by a processor, or a combination of both. The software unit can be stored in RAM, ROM, EEPROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium in the art. Exemplarily, the storage medium can be connected to the processor so that the processor can read information from the storage medium and write information to the storage medium. Optionally, the storage medium can also be integrated into the processor. The processor and the storage medium can be housed in an ASIC.

[0174] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to this application. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in one or more blocks of the flowchart illustrations and / or one or more blocks of the block diagrams.

[0175] These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process, such that the instructions, which execute on the computer or other programmable apparatus, provide steps for implementing the functions specified in one or more flowcharts and / or one or more block diagrams.

[0176] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A battery management method, characterized by, include: Obtain a first charging power, wherein the first charging power includes the charging power of a first charging device that will power the vehicle's battery in the future, or includes the average charging power of a second charging device used in m historical chargings of the vehicle's battery, where m is an integer greater than or equal to 2. Estimate the first state of charge (SOC) of the battery when the vehicle arrives at the target charging device; The target temperature is determined based on the first charging power and the first SOC; The battery temperature of the vehicle is pre-adjusted to the target temperature, which is the initial battery temperature of the vehicle when it is being charged by the target charging device.

2. The method of claim 1, wherein, If the first charging power is the charging power of the first charging device, obtaining the first charging power includes: The first charging device is determined to be the target charging device based on the navigation planning path; The charging power of the first charging device is obtained as the first charging power.

3. The method of claim 1, wherein, If the first charging power is the average charging power of the second charging device used in the vehicle's battery history of m charges, obtaining the first charging power includes: The average charging power is calculated based on the maximum charging power of the second charging device used during m charging history of the vehicle's battery. The average charging power is taken as the first charging power.

4. The method according to any one of claims 1 to 3, characterized in that, Determining the target temperature based on the first charging power and the first SOC includes: Obtain mapping information, which is used to characterize the mapping relationship between SOC, charging power, and battery temperature; Based on the first charging power and the first SOC, the target temperature is queried from the mapping information.

5. The method of claim 4, wherein, The mapping information is battery charging window mapping information. The step of querying the target temperature from the mapping information based on the first charging power and the first SOC includes: If the first charging power is greater than the first threshold, and the first threshold is the maximum charging power in the second SOC interval of the battery charging window mapping information, when the battery charging window mapping information conforms to the optimal temperature rise curve, the temperature corresponding to the first SOC is taken as the target temperature, wherein the second SOC interval is the interval where SOC is greater than or equal to the first SOC.

6. The method of claim 4, wherein, The mapping information is battery charging window mapping information. The step of querying the target temperature from the mapping information based on the first charging power and the first SOC includes: If the first charging power is less than or equal to the second threshold, the temperature corresponding to the second charging power in the battery charging window mapping information is taken as the target temperature, wherein the second charging power is the charging power with the smallest difference from the first charging power among the multiple charging powers corresponding to the first SOC.

7. The method according to any one of claims 1 to 6, characterized in that, The estimation of the first battery state of charge (SOC) when the vehicle arrives at the target charging device includes: The first SOC (State of Charge) of the vehicle when it arrives at the target charging device is estimated based on the navigation planning path; or... Based on the average mileage traveled to the second charging device during the vehicle's m historical charging trips, the first State of Charge (SOC) when the vehicle arrives at the target charging device is estimated.

8. The method according to any one of claims 1 to 7, characterized in that, Pre-adjusting the battery temperature of the vehicle to the target temperature includes: If the battery temperature of the vehicle is not equal to the target temperature, and the second SOC of the vehicle at the current moment is less than or equal to the third SOC, the driver of the vehicle is reminded to charge the battery of the vehicle and activate the pre-heating function before charging the battery through the human-machine interface or voice broadcast. The third SOC is the average value of the initial SOC of the vehicle during m historical charging times. Based on confirmation information from the driver of the vehicle, the battery temperature of the vehicle is pre-adjusted to the target temperature.

9. The method according to any one of claims 1-8, characterized in that, The vehicle is at least one of a pure electric vehicle and / or a hybrid electric vehicle.

10. A vehicle characterized by comprising: include: An acquisition unit is used to acquire a first charging power, wherein the first charging power includes the charging power of a first charging device that will supply power to the battery of the vehicle in the future, or includes the average charging power of a second charging device used in the past m charging of the battery of the vehicle, where m is an integer greater than or equal to 2. The estimation unit is used to estimate the first state of charge (SOC) of the battery when the vehicle arrives at the target charging device. The battery management unit is configured to determine a target temperature based on the first charging power and the first SOC; and to pre-adjust the battery temperature of the vehicle to the target temperature, wherein the target temperature is the initial battery temperature of the vehicle when it is charging at the target charging device.

11. A battery management device, characterized by, include: The acquisition unit is used to acquire a first charging power and an estimated first SOC when the vehicle arrives at the target charging device, wherein the first charging power includes the charging power of a first charging device that will supply power to the vehicle's battery in the future, or includes the average charging power of a second charging device used in the vehicle's battery history of m charging operations, where m is an integer greater than or equal to 2. A determining unit is configured to determine a target temperature based on the first charging power and the first SOC; A temperature control unit is used to pre-adjust the battery temperature of the vehicle to the target temperature, which is the initial battery temperature of the vehicle when it is being charged by the target charging device.

12. The apparatus of claim 11, wherein, If the first charging power is the charging power of the first charging device, and the first charging device is the target charging device, the acquisition unit is specifically used for: The charging power of the first charging device is obtained from the vehicle's in-vehicle navigation module as the first charging power.

13. The apparatus of claim 11, wherein, If the first charging power is the average charging power of the second charging device used in the vehicle's battery history of m charges, the acquisition unit is specifically used for: The average charging power is obtained from the vehicle's thermal management module as the first charging power.

14. The apparatus of any one of claims 11-13, wherein, The determining unit is specifically used for: Obtain mapping information, which is used to characterize the mapping relationship between SOC, charging power, and battery temperature; Based on the first charging power and the first SOC, the target temperature is queried from the mapping information.

15. The apparatus of claim 14, wherein, The determining unit is specifically used for: If the first charging power is greater than the first threshold, and the first threshold is the maximum charging power in the second SOC interval of the battery charging window mapping information, when the battery charging window mapping information conforms to the optimal temperature rise curve, the temperature corresponding to the first SOC is taken as the target temperature, wherein the second SOC interval is the interval where SOC is greater than or equal to the first SOC.

16. The apparatus of claim 14, wherein, The mapping information is battery charging window mapping information, and the determining unit is specifically used for: If the first charging power is less than or equal to the second threshold, the temperature corresponding to the second charging power in the battery charging window mapping information is taken as the target temperature, wherein the second charging power is the charging power with the smallest difference from the first charging power among the multiple charging powers corresponding to the first SOC.

17. The apparatus of any one of claims 11-16, wherein, The acquisition unit is specifically used for: The first State of Charge (SOC) of the vehicle upon arrival at the target charging device is obtained from the vehicle's in-vehicle navigation module, where the first SOC is estimated by the in-vehicle navigation module based on the navigation route planning; or... The average mileage traveled by the vehicle to the second charging device during the vehicle's m historical charging trips is obtained from the vehicle's statistics module, and the first state of charge (SOC) of the vehicle when it arrives at the target charging device is estimated based on the average mileage.

18. The apparatus of any one of claims 11-17, wherein, The temperature control unit is specifically used for: If the battery temperature of the vehicle is not equal to the target temperature, and the second SOC of the vehicle at the current moment is less than or equal to the third SOC, the driver of the vehicle is reminded to charge the battery of the vehicle and activate the pre-heating function before charging the battery through the human-machine interface or voice broadcast. The third SOC is the average value of the initial SOC of the vehicle during m historical charging times. Based on confirmation information from the driver of the vehicle, the battery temperature of the vehicle is pre-adjusted to the target temperature.

19. The apparatus of any one of claims 11-18, wherein, The vehicle is at least one of a pure electric vehicle and / or a hybrid electric vehicle.

20. A computer-readable storage medium, characterized in that, The computer-readable medium stores program code that, when run on a computer, causes the computer to perform the method as described in any one of claims 1-9.

21. A computer program product, characterised in that, When the computer program product is run on a computer, it causes the computer to perform the method as described in any one of claims 1-9.

22. A vehicle characterized by Includes the battery management device as described in any one of claims 11-19.

Images