WO2022266912A1 - 一种电池的加热方法以及加热装置 - Google Patents

一种电池的加热方法以及加热装置 Download PDF

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Publication number
WO2022266912A1
WO2022266912A1 PCT/CN2021/101952 CN2021101952W WO2022266912A1 WO 2022266912 A1 WO2022266912 A1 WO 2022266912A1 CN 2021101952 W CN2021101952 W CN 2021101952W WO 2022266912 A1 WO2022266912 A1 WO 2022266912A1
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Prior art keywords
temperature
battery
time
moment
wake
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PCT/CN2021/101952
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English (en)
French (fr)
Inventor
杨淞
廖军华
杨凯
李臻
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华为技术有限公司
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Application filed by 华为技术有限公司 filed Critical 华为技术有限公司
Priority to EP21946409.6A priority Critical patent/EP4343925A1/en
Priority to PCT/CN2021/101952 priority patent/WO2022266912A1/zh
Priority to CN202180007182.3A priority patent/CN115720690A/zh
Publication of WO2022266912A1 publication Critical patent/WO2022266912A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12—Recording operating variables ; Monitoring of operating variables
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
    • H01M10/486—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte for measuring temperature
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/63—Control systems
    • H01M10/633—Control systems characterised by algorithms, flow charts, software details or the like
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/63—Control systems
    • H01M10/635—Control systems based on ambient temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/66—Ambient conditions
    • B60L2240/662—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/44—Control modes by parameter estimation
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries

Definitions

  • the present application relates to the field of battery heating, in particular to a heating method and a heating device for a battery of an electric vehicle.
  • the battery manufacturer usually provides the minimum temperature at which the battery can operate normally. When the battery is lower than the minimum temperature, the battery management system will limit the output power of the battery to avoid the battery short circuit. However, this will render the vehicle unable to perform some driving maneuvers.
  • the vehicle In order to prevent the battery from falling below the minimum temperature in a cold environment, the vehicle is usually kept powered on, and the battery temperature is detected in real time.
  • the battery When the battery is lower than the preset temperature, the battery is heated; or, the powered-off vehicle is periodically woken up , and detect the battery temperature when waking up, and heat the battery when the battery is lower than the preset temperature.
  • the above method of heating the battery consumes a lot of power, needs to wake up the vehicle frequently, and the temperature used to make the battery reach cannot be optimal, resulting in poor user experience.
  • the present application provides a battery heating method and a heating device.
  • a battery heating method including: determining the wake-up time before the battery temperature is lower than the first preset temperature threshold according to the battery temperature of the vehicle, the ambient temperature, and the meteorological temperature model, wherein the meteorological temperature model Describes the variation relationship of ambient temperature with time; at the time of wake-up, the battery is controlled to be heated.
  • the battery is controlled to be heated before the battery temperature is lower than the first preset temperature threshold, so as to avoid battery failure while reducing the number of wake-up times of the vehicle and reducing battery power consumption.
  • determining the wake-up time before the battery temperature is lower than the first preset temperature threshold includes: time, according to the ambient temperature at the moment when the vehicle is powered off and the meteorological temperature model, determine the ambient temperature at multiple sub-moments; Battery temperature: the sub-moment before the sub-moment corresponding to the battery temperature lower than the first preset temperature threshold is taken as the wake-up time.
  • the time before the battery temperature is lower than the first preset temperature threshold can be determined relatively accurately, so as to avoid battery failure and improve user experience.
  • controlling the heating of the battery includes: when the battery temperature at the wake-up time is lower than the first preset temperature threshold and higher than the second preset temperature threshold, according to the wake-up
  • the battery temperature at the time, the ambient temperature at the wake-up time and the meteorological temperature model determine the target temperature for heating the battery to reach the battery; heat the battery until the battery reaches the target temperature.
  • the vehicle is controlled to be powered off.
  • determining the target temperature for heating the battery so that the battery reaches includes: determining the temperature of the current battery temperature and the battery temperature at the wake-up time difference; when the temperature difference is less than the preset temperature difference, according to the current battery temperature, the current ambient temperature and the meteorological temperature model, determine the failure time when the battery temperature is lower than the second preset temperature threshold, and the second preset temperature threshold is smaller than the first preset temperature threshold. Set the temperature threshold; when the failure time is before the threshold time, increase the current battery temperature by the first temperature, and the threshold time is the first time after the power-off time of the vehicle.
  • the target temperature of the battery can be accurately determined at the speed of increasing the first temperature at a time; the battery temperature can be kept above the failure temperature before the threshold time, the number of wake-ups can be reduced, and the target temperature of the battery can be avoided. High, reducing the heating power consumption of the battery.
  • the current battery temperature is used as the target temperature for heating the battery to reach the battery.
  • the target temperature of the battery is avoided from being too high, the heating power consumption is reduced, and the user experience is improved.
  • the current battery temperature is used as the target temperature for heating the battery to reach the battery.
  • controlling the heating of the battery includes: acquiring the battery temperature at the wake-up time, and when the battery temperature at the wake-up time is lower than the third preset temperature threshold, adopting the first mode heating the battery; when the battery temperature at the wake-up moment is higher than the third preset temperature threshold, the second mode is used to heat the battery, wherein, in the first mode, the heating power of the battery is greater than that of the second mode.
  • the heating mode with low heating power can be adopted when the battery temperature at the wake-up time is high, saving heating power consumption; when the battery temperature at the wake-up time is low, the heating mode with high heating power can be adopted, Increase heating speed to avoid battery failure.
  • the meteorological temperature model includes: an offline preset meteorological temperature model and an online meteorological temperature model, and the offline preset meteorological temperature model is established according to the meteorological temperature data of the month in which the average ambient temperature is lower than the preset ambient temperature;
  • the online meteorological temperature model is established based on the meteorological temperature data predicted by the weather forecast.
  • the failure time of the battery below the first preset temperature threshold can be determined even in the case of network disconnection, and the battery can be heated at this time to avoid failure of the battery in a low temperature environment.
  • a battery heating device including: a determination module, configured to determine the wake-up time before the battery temperature is lower than the first preset temperature threshold according to the battery temperature of the vehicle, the ambient temperature and the meteorological temperature model, Among them, the meteorological temperature model describes the relationship of the ambient temperature with time; the control module is used to control the heating of the battery at the time of waking up.
  • the determining module is specifically configured to: set multiple sub-moments from the moment when the vehicle is powered off, and determine the ambient temperature at the multiple sub-moments according to the ambient temperature at the moment when the vehicle is powered off and the meteorological temperature model ;According to the battery temperature at the moment when the vehicle is powered off and the ambient temperature at multiple sub-moments, determine the battery temperature at multiple sub-moments; use the sub-moment before the sub-moment corresponding to the battery temperature lower than the first preset temperature threshold as the wake-up time .
  • control module is specifically configured to: when the battery temperature at the wake-up time is lower than the first preset temperature threshold and higher than the second preset temperature threshold, according to the battery temperature at the wake-up time, the temperature at the wake-up time Ambient temperature and meteorological temperature model to determine the target temperature for heating the battery to reach the battery; heat the battery until the battery reaches the target temperature.
  • control module is further configured to: control the vehicle to be powered off when the battery reaches the target temperature.
  • control module is specifically configured to: determine the temperature difference between the current battery temperature and the battery temperature at the wake-up moment; when the temperature difference is less than the preset temperature difference, The temperature model determines the failure time when the battery temperature is lower than the second preset temperature threshold, and the second preset temperature threshold is smaller than the first preset temperature threshold; when the failure time is before the threshold time, the current battery temperature is increased by the first temperature, The threshold time is the time that is the first time after the time when the vehicle is powered off.
  • control module is specifically further configured to: when the temperature difference is greater than a preset temperature difference, use the current battery temperature as a target temperature for heating the battery to reach the battery.
  • control module is specifically further configured to: when the failure time is after the threshold time, use the current battery temperature as the target temperature for heating the battery to reach the battery.
  • the control module is specifically configured to: obtain the battery temperature at the wake-up moment, and use the first mode to heat the battery when the battery temperature at the wake-up moment is lower than the third preset temperature threshold; When the battery temperature at the moment is higher than the third preset temperature threshold, the battery is heated in the second mode, wherein, in the first mode, the heating power of the battery is greater than that in the second mode.
  • the meteorological temperature model includes: an offline preset meteorological temperature model and an online meteorological temperature model, and the offline preset meteorological temperature model is established according to the meteorological temperature data of the month in which the average ambient temperature is lower than the preset ambient temperature; The online meteorological temperature model is established based on the meteorological temperature data predicted by the weather forecast.
  • an electronic device including a memory and a processor, executable code is stored in the memory, and the processor executes the executable code, so as to implement the first aspect of the present application and any possible implementation thereof. Battery heating method.
  • the fourth aspect of the present application provides a computer-readable storage medium, on which program instructions are stored.
  • the program instructions are executed by a computer
  • the computer executes the battery provided by the first aspect of the present application and any possible implementation thereof. heating method.
  • a computer program product is provided.
  • the computing device is made to execute the battery heating method provided in the first aspect of the present application and any possible implementation thereof.
  • the sixth aspect of the present application provides a vehicle, including the battery heating device and the battery pack provided in the second aspect of the present application.
  • Figure 1a is a flow chart of the battery heating method provided by the embodiment of the present application.
  • Fig. 1b-Fig. 1f are the sub-flow charts of the battery heating method provided by the embodiment of the present application.
  • Fig. 2a is a flow chart of a specific implementation of the battery heating method provided in the embodiment of the present application.
  • Fig. 2b is a sub-flow chart of a specific implementation of the battery heating method provided in the embodiment of the present application;
  • Fig. 3 is a block diagram of a battery heating device provided in an embodiment of the present application.
  • FIG. 4 is a schematic block diagram of a computing device provided by an embodiment of the present application.
  • 5-8 are schematic diagrams of coordinates of ambient temperature and time provided in the embodiments of the present application.
  • the remaining power refers to the ratio of the available power in the battery to the nominal capacity. It is an important monitoring data of the battery management system.
  • the battery management system can control the working state of the battery according to the SOC value.
  • the remaining power of the battery also reflects the state of charge of the battery.
  • Battery Management System (Battery Management System, BMS), BMS is mainly used for real-time monitoring of power battery parameters of electric vehicles, fault diagnosis, estimation of remaining power, mileage estimation, short circuit protection, leakage monitoring, display alarm, charging and discharging mode selection Wait.
  • the thermal management system (Thermal Management System, TMS) is used to heat and cool the battery, which mainly includes: a heater, a radiator, and a controller.
  • the battery heating method provided in the embodiment of the present application can be applied to a vehicle-mounted power battery or a vehicle-mounted storage battery.
  • a vehicle-mounted power battery or a vehicle-mounted storage battery In an extremely cold environment where the ambient temperature is lower than -20°C, avoid affecting the normal operation of the vehicle due to a short circuit of the on-board power battery or on-board storage battery.
  • the battery heating method in the embodiment of the present application can be executed by a terminal, such as a terminal such as a vehicle, or by an electronic device applied in a vehicle, such as an electronic control unit (Electronic Control Unit, ECU), a system chip and general-purpose chips, etc.
  • ECU Electronic Control Unit
  • the ECU can process the data of battery temperature and ambient temperature collected by the temperature sensor, and output corresponding control signals to the thermal management system, and then control the heating of the battery.
  • Figure 1a shows a flow chart of a battery heating method provided in the embodiment of the present application, and the battery heating method provided in the embodiment of the present application includes the following steps:
  • Step S100 According to the battery temperature of the vehicle, the ambient temperature and the meteorological temperature model, determine the wake-up time before the battery temperature is lower than the first preset temperature threshold.
  • the battery temperature and the ambient temperature can be obtained periodically through the temperature sensor of the BMS. For example, it can be collected every 10-30 minutes, or even shorter, every 1 minute.
  • the battery temperature and ambient temperature obtained last time before the vehicle is powered off can be used as the battery temperature and ambient temperature when the vehicle is powered off.
  • the meteorological temperature model describes the relationship between the ambient temperature and the time.
  • the first preset temperature threshold can be -20°C-35°C, and the first preset temperature threshold can be set according to the battery model, which is not limited in this application.
  • the meteorological temperature model may include: an offline preset meteorological temperature model and an online meteorological temperature model, and the offline preset meteorological temperature model is established according to the meteorological temperature data of months in which the average ambient temperature is lower than the preset ambient temperature;
  • the online meteorological temperature model is established based on the meteorological temperature data predicted by the weather forecast.
  • step S2 For the description of the meteorological temperature model, refer to the description in step S2 in the second embodiment shown in FIG. 2 a , and for the sake of brevity, details are not repeated here.
  • Step S200 at the wake-up time, control heating of the battery.
  • the BMS When the vehicle wakes up, only the BMS and TMS of the vehicle can be controlled to be powered on, while other components are powered off.
  • the BMS When the BMS receives the wake-up signal, it can send a heating command to the TMS to heat the battery through the TMS.
  • step S100 may include the following sub-steps:
  • Step S110 Set a plurality of sub-times from the time when the vehicle is powered off, and determine the ambient temperature at the multiple sub-times according to the ambient temperature when the vehicle is powered off and the meteorological temperature model.
  • step S110 when the moment when the vehicle is powered off is located in the warming zone, the period from the moment when the vehicle is powered off to the end of the warming zone can be divided into multiple sub-moments, and the interval between two adjacent sub-moments does not exceed 1 hour; known
  • the ambient temperature at each sub-moment can be determined according to the temperature rise rate ⁇ of the ambient temperature provided by the meteorological temperature model (see Table 1 or Table 2).
  • the period from the moment when the vehicle is powered off to the end of the cooling zone can be divided into multiple sub-moments, and the interval between two adjacent sub-moments does not exceed 1 hour;
  • Ambient temperature according to the cooling rate ⁇ of the ambient temperature provided by the meteorological temperature model (see Table 1 or Table 2), the ambient temperature at each sub-moment can be determined.
  • the period from the moment when the vehicle is powered off to the end of the constant temperature zone can be divided into multiple sub-moments, and the interval between two adjacent sub-moments is not more than 1 hour; Ambient temperature.
  • the meteorological temperature model see Table 1 or Table 2
  • the period from the time when the vehicle is powered off to the threshold time can also be divided into multiple sub-times, or the period from the time when the vehicle is powered off to any time can be divided into multiple sub-times.
  • Step S120 Determine the battery temperature at the multiple sub-times according to the battery temperature when the vehicle is powered off and the ambient temperature at the multiple sub-times.
  • the temperature difference between the ambient temperature and the battery temperature determines the cooling rate of the battery, and each temperature difference has a corresponding cooling rate of the battery, which can be obtained according to the calibration value comparison table provided by the battery manufacturer.
  • the temperature difference between the ambient temperature and the battery temperature when the vehicle is powered off (moment) can be obtained; according to the calibration value provided by the battery manufacturer
  • the cooling rate of the battery temperature from when the vehicle is powered off (time) to the second set sub-time can be obtained; according to the battery temperature and the cooling rate of the battery when the vehicle is powered off (moment), the following
  • the battery temperature at a sub-moment (the second sub-moment provided); the ambient temperature of the vehicle at all sub-moments is known by step S120, then the temperature difference between the ambient temperature and the battery temperature at the next sub-moment can be obtained, so that By analogy, the battery temperature at each sub-moment can be obtained recursively.
  • Step S130 Set the sub-time before the sub-time corresponding to the battery temperature lower than the first preset temperature threshold as the wake-up time.
  • the recursive 11th sub-moment is taken as the wake-up time.
  • the power of the battery will become less and less.
  • a certain period of time is usually set from the time when the vehicle is powered off (in this application Also referred to as the threshold moment of the first duration), when the recursive sub-moment when the battery temperature is lower than the second preset temperature threshold (the second preset temperature threshold is lower than the first preset temperature threshold) exceeds the threshold moment, The vehicle may not be woken, and the battery may not be heated.
  • step S200 may include the following sub-steps:
  • Step S210 Obtain the battery temperature at the wake-up moment.
  • the battery temperature at the wake-up moment may be higher than the preset temperature threshold or lower than the preset temperature threshold. Therefore, it needs to be obtained again at the wake-up moment. battery temperature.
  • Step S220 heating the battery when the battery temperature at the wake-up moment is lower than the first preset temperature threshold and higher than the second preset temperature threshold.
  • the battery temperature When the battery temperature is lower than the first preset temperature threshold and higher than the second preset temperature threshold, it indicates that the battery is about to fail, but the battery can guarantee its own normal heating at the current temperature; when the battery temperature is high When it is at the first preset temperature threshold, it indicates that there is still a certain period of time before the battery fails. In order to ensure that the remaining power of the battery will not be too low, there is no need to consume its own power to heat itself; when the battery temperature is lower than the second preset temperature When the threshold is reached, it indicates that the battery has failed. At this temperature, the battery cannot heat itself, and the vehicle is controlled to be powered off.
  • step S220 may include the following sub-steps:
  • Step S221 A target temperature for heating the battery to reach is determined according to the ambient temperature at the wake-up time, the battery temperature at the wake-up time, and the meteorological temperature model.
  • the temperature difference between the target temperature and the temperature of the battery at the wake-up moment is smaller than a preset temperature difference.
  • a preset temperature difference is set, when the current temperature of the battery (the temperature of the battery with the first temperature added) is different from the temperature of the battery at the wake-up time
  • the temperature difference reaches the preset temperature difference, stop increasing the first temperature, and use the current battery temperature as the target temperature for the battery to reach.
  • Step S222 heating the battery until the battery reaches the target temperature.
  • the vehicle is controlled to be powered off.
  • step S221 may include the following sub-steps:
  • Step S2211 increasing the first temperature to the battery temperature at the wake-up moment.
  • the first temperature may be 0.5°C-3°C, for example, the first temperature may be 1°C.
  • the current battery temperature T p -22°C.
  • Step S2212 Determine the temperature difference between the current battery temperature and the battery temperature at the wake-up moment.
  • the temperature difference between the current battery temperature T p and the battery temperature T b at the wake-up time is 1°C.
  • step S2213 determine the failure time when the battery temperature is lower than the preset temperature threshold according to the current battery temperature, the ambient temperature at the wake-up moment, and the meteorological temperature model.
  • the method of using the current battery temperature to determine the failure time when the battery temperature is lower than the preset temperature threshold is the same as the method described in step S100 , and for the sake of brevity, details are not repeated here.
  • step S2214 take the current battery temperature as the target temperature for the battery to reach.
  • step S2215 increase the first temperature to the current battery temperature.
  • the failure time is before the threshold time, it means that after the battery is heated to the current battery temperature, the vehicle will be awakened again before the threshold time.
  • the current battery temperature Increase the first temperature again.
  • step S2212 and step S2213 are executed again until the target temperature at which the failure time lower than the first preset temperature threshold is determined after the threshold time is determined.
  • step S2215 use the current battery temperature as the target temperature for the battery to reach.
  • a preset temperature difference is set, when the current battery temperature (the battery temperature with the first temperature added) and the temperature of the battery at the time of wake-up When the difference reaches the preset temperature difference, stop increasing the first temperature, and use the current battery temperature as the target temperature for the battery to reach.
  • step S200 may include the following sub-steps:
  • Step S201 Obtain the battery temperature at the wake-up moment.
  • the battery temperature at the wake-up moment may be higher than the preset temperature threshold or lower than the preset temperature threshold. Therefore, it needs to be obtained again at the wake-up moment. battery temperature.
  • Step S202 When the battery temperature at the wake-up moment is lower than the third preset temperature threshold, use the first mode to heat the battery; when the battery temperature at the wake-up moment is higher than the third preset temperature threshold When the temperature threshold is reached, the battery is heated in a second mode.
  • the heating power of the battery is greater than that in the second mode.
  • the third preset temperature threshold may be between the first preset temperature threshold and the second preset temperature threshold, and the third preset temperature threshold may be equal to or lower than the preset temperature threshold.
  • the battery temperature at the wake-up moment is lower than the third preset temperature threshold, it indicates that the battery temperature is too low, and the battery is about to fail, and the battery temperature needs to be raised as soon as possible, so a higher power heating mode is adopted to improve heating Speed; when the battery temperature at the wake-up moment is higher than the third preset temperature threshold, it indicates that the battery will not fail too quickly, and a lower power heating mode can be used to heat the battery to reduce the heating power consumption of the battery.
  • the heating mode with low heating power can be adopted when the battery temperature at the wake-up time is high, saving heating power consumption; when the battery temperature at the wake-up time is low, the heating mode with high heating power can be adopted, Increase heating speed to avoid battery failure.
  • Fig. 2a shows a flowchart of a specific implementation of a battery heating method provided in the embodiment of the present application.
  • a battery heating method provided in the embodiment of the present application includes the following steps:
  • Step S1 Obtain the battery temperature when the vehicle is powered off and the ambient temperature when the vehicle is powered off.
  • the battery temperature and the ambient temperature can be acquired periodically through the temperature sensor of the BMS, for example, once every 10-30 minutes, or even shorter, once every one minute.
  • the battery temperature and ambient temperature obtained last time before the vehicle is powered off are used as the battery temperature and ambient temperature when the vehicle is powered off.
  • Step S2 Determine the minimum ambient temperature before the threshold time according to the meteorological temperature model.
  • the threshold time is the time after the preset time period elapses from the time when the vehicle is powered off. Since the remaining power of the battery will gradually decrease with the passage of time, in order to prevent the remaining power of the battery from being too low and affecting the subsequent use of the vehicle, a threshold time will be set. Time is used as the threshold time, and the preset duration can also be set shorter or longer, such as 24 hours, 93 hours, etc. When the threshold moment is exceeded, if the remaining power of the battery is used to heat the battery, it will undoubtedly affect the use of subsequent vehicles. Therefore, the minimum ambient temperature before the threshold moment is determined according to the meteorological temperature model.
  • the meteorological temperature model describes the relationship of ambient temperature with time, which reflects the ambient temperature at different times.
  • Meteorological temperature models include: offline preset meteorological temperature models and online meteorological temperature models.
  • the offline preset meteorological temperature model is established according to the meteorological temperature data of the month when the average ambient temperature is lower than the preset ambient temperature; the offline preset meteorological temperature model can be pre-stored in the memory, when the online meteorological temperature cannot be obtained due to disconnection
  • the offline preset meteorological temperature model can be used to determine the wake-up time when the battery temperature is lower than the first preset temperature.
  • the online meteorological temperature model is established according to the meteorological temperature data predicted by the weather forecast. When the vehicle is connected to the Internet, the online meteorological temperature data obtained when the vehicle is powered off can be used to establish a meteorological temperature model.
  • meteorological temperature data please refer to Table 1 and Table 2.
  • the change relationship of the ambient temperature with time can be represented by the schematic diagram of temperature-time coordinates shown in FIG. 5 , wherein the abscissa is time, and the ordinate is the ambient temperature.
  • a day can be divided into different time periods: morning constant temperature zone, heating zone, cooling zone and night constant temperature zone. Since the constant temperature zone in the early morning and the constant temperature zone in the night are connected, when calculating, only divide the day into three time periods: the constant temperature zone, the heating zone and the cooling zone. In the constant temperature zone, the variation of ambient temperature is within ⁇ 2°C.
  • Table 1 The explanation of the relevant parameters in Figure 5 can be found in Table 1.
  • the meteorological temperature model when the meteorological temperature model is an offline preset meteorological temperature model, the relationship between ambient temperature and time is similar to that shown in FIG. 5 .
  • the relevant parameters in the offline preset meteorological temperature model are the same as those in the online meteorological temperature model, and only the values of the parameters are different.
  • the parameters of the offline preset meteorological temperature model can be found in Table 2.
  • the minimum ambient temperature that the ambient temperature reaches before 19:00 on January 6, 2020 can be determined.
  • Step S3 Determine whether the minimum ambient temperature is higher than a preset minimum ambient temperature.
  • the minimum ambient temperature is higher than the preset minimum ambient temperature, it indicates that even if the ambient temperature reaches the minimum ambient temperature, the battery will not fail, so there is no need to heat the battery, and the calculation ends.
  • the ambient temperature will definitely not be lower than 0°C before the threshold time, and no subsequent steps are required.
  • the minimum ambient temperature is lower than the preset minimum ambient temperature, it indicates that the battery will fail when the ambient temperature reaches the minimum ambient temperature, so the battery needs to be heated. For example, when the vehicle is powered off at 19:00 on January 1 in the northern hemisphere, and before the threshold time, according to the meteorological temperature model, it is determined that the ambient temperature will be lower than -30°C before the threshold time, then follow-up steps are required.
  • step S4 is performed: according to the battery temperature when the vehicle is powered off, the ambient temperature when the vehicle is powered off, and the meteorological temperature model, determine when the battery temperature is lower than the first preset temperature threshold Wake up time.
  • the battery can heat itself at a first preset temperature, and the first preset temperature threshold is higher than the failure temperature of the battery.
  • step S4 the following sub-steps are included:
  • Step S4.1 Divide the period from the time when the vehicle is powered off to the threshold time into multiple sub-times.
  • the time interval between two adjacent sub-times may be the same or different, wherein, the time interval between two adjacent sub-times is less than 1 hour.
  • Table 1 or Table 2 it can be known that there are three different time zones in one day: constant temperature zone, heating zone and cooling zone. As shown in Figures 6-8, the temperature rise zone, temperature drop zone, and constant temperature zone can be divided into multiple sub-times, or multiple sub-times can be set between the time when the battery is powered off and the threshold time.
  • the first sub-moment t 0 in the heating zone can be the moment when the vehicle is powered off, the last sub-moment in the constant temperature zone, or the starting moment of heating, and a total of n+1 sub-moments D 0 to D n can be obtained ;
  • the first sub-moment t 0 in the cooling zone can be the moment when the vehicle is powered off, the last sub-moment in the heating zone or the start time of cooling, and there are n+1 sub-moments in total from D 0 to D n ;
  • the first sub-moment in the constant temperature zone can be the time when the vehicle is powered off, the last sub-moment in the cooling zone or the start time of constant temperature D 0 ⁇ D n total n+1 sub-moments.
  • Step S4.2 Determine the ambient temperature at the multiple sub-moments according to the ambient temperature when the vehicle is powered off and the meteorological temperature model.
  • the ambient temperature of the vehicle at the moment of power-off (or the ambient temperature of the last sub-moment in the constant temperature zone) is known, according to formula 1, the ambient temperature of the vehicle at all sub-moments can be sequentially obtained.
  • the ambient temperature of the vehicle at the moment of power-off (or the ambient temperature of the last sub-moment in the heating zone) is known, according to formula 2, the ambient temperature of the vehicle at all sub-moments can be sequentially obtained.
  • the ambient temperature of the vehicle at the moment of power-off (or the ambient temperature of the last sub-moment in the cooling zone) is known, according to formula 3, the ambient temperature of the vehicle at all sub-moments can be sequentially obtained.
  • Step S4.3 Determine the battery temperature at the multiple sub-times according to the battery temperature when the vehicle is powered off and the ambient temperature at the multiple sub-times.
  • each temperature difference has a corresponding battery cooling rate, which can be obtained through the calibration value provided by the battery manufacturer.
  • the battery temperature at the first sub-moment that is, the battery temperature when the vehicle is powered off or the battery temperature at the beginning of the heating zone
  • the ambient temperature at the first sub-moment that is, the ambient temperature when the vehicle is powered off or the ambient temperature at the beginning of the heating zone
  • the battery temperature from the first sub-moment t0 to the second sub-moment t1 can be calculated.
  • Cooling rate V 0 according to the battery temperature at the first sub-moment From the cooling rate V 0 of the battery between the first sub-moment t 0 and the second sub-moment t 1 , according to formula 4, the battery temperature at the second sub-moment can be calculated By analogy, the battery temperature at the ith sub-moment can be calculated recursively.
  • each temperature difference has a corresponding battery cooling rate, which can be obtained through the calibration value provided by the battery manufacturer.
  • the battery temperature at the first sub-moment that is, the battery temperature when the vehicle is powered off or the battery temperature at the beginning of the cooling zone
  • the ambient temperature at the first sub-moment that is, the ambient temperature when the vehicle is powered off or the ambient temperature at the beginning of the cooling zone
  • the battery temperature from the first sub-moment t0 to the second sub-moment t1 can be calculated.
  • Cooling rate V 0 according to the battery temperature at the first sub-moment From the cooling rate V 0 of the battery between the first sub-moment t 0 and the second sub-moment t 1 , according to formula 5, the battery temperature at the second sub-moment can be calculated By analogy, the battery temperature at the ith sub-moment can be calculated recursively.
  • each temperature difference has a corresponding battery cooling rate, which can be obtained through the calibration value provided by the battery manufacturer.
  • the battery temperature at the first sub-moment that is, the battery temperature when the vehicle is powered off or the battery temperature at the beginning of the constant temperature zone
  • the ambient temperature at the first sub-moment that is, the ambient temperature when the vehicle is powered off or the ambient temperature at the beginning of the constant temperature zone
  • the battery temperature between the first sub-moment t0 and the second sub-moment t1 can be calculated.
  • Cooling rate V 0 according to the battery temperature at the first sub-moment From the cooling rate V 0 of the battery between the first sub-moment t 0 and the second sub-moment t 1 , according to formula 6, the battery temperature at the second sub-moment can be calculated By analogy, the battery temperature at the ith sub-moment can be calculated recursively.
  • Step S4.4 Set the sub-moment before the sub-moment corresponding to the first preset temperature threshold as the wake-up time.
  • the heating zone when the battery temperature at the i-th sub-moment is recursively less than or equal to the first preset temperature, set the wake-up time as the i-1th time; when the battery temperature at the last sub-moment is greater than the first preset temperature
  • the battery temperature and ambient temperature at the last sub-moment (or the start time of the cooling zone) are used as the battery temperature and ambient temperature at the first sub-moment of the cooling zone, and step S4.3 is executed.
  • step S4.3 when the recursive battery temperature at the i-th sub-moment is less than or equal to the first preset temperature, set the wake-up time as the i-1th time; in the cooling zone, recursively get the battery at the last sub-moment
  • the battery temperature and ambient temperature at the last sub-moment or the start time of the constant temperature zone are used as the battery temperature and ambient temperature at the first sub-moment of the constant temperature zone, and step S4.3 is executed.
  • the battery temperature at the i-th sub-moment when the battery temperature at the i-th sub-moment is recursively less than or equal to the first preset temperature, set the wake-up time as the i-1th time; in the constant temperature zone, recurse the battery at the last sub-moment
  • the battery temperature and ambient temperature at the last sub-moment (or the start time of the heating zone) are used as the battery temperature and ambient temperature at the first sub-moment of the heating zone to determine the wake-up time of the battery in the heating zone .
  • S5 Determine whether the wake-up time is before the threshold time.
  • step S6 is performed: at the wake-up time, the vehicle is woken up, and the vehicle is partially powered on.
  • the BMS and TMS of the vehicle are powered on, and other components are powered off.
  • the BMS After receiving the wake-up signal, the BMS sends a heating command to the TMS to heat the battery through the TMS.
  • Step S7 Obtain the battery temperature at the wake-up moment and the ambient temperature at the wake-up moment.
  • the battery temperature and the ambient temperature can be obtained through the temperature sensor of the BMS. Since the ambient temperature changes in real time, the battery temperature will also change according to the ambient temperature. Therefore, it is necessary to obtain the battery temperature and the ambient temperature again at the wake-up time.
  • Step S8 Determine whether the battery temperature at the wake-up moment is lower than a second preset temperature threshold.
  • the second preset temperature threshold is lower than the first preset temperature threshold and higher than or equal to the failure temperature of the battery.
  • the battery is lower than the second preset temperature threshold, the battery is about to fail or has failed. At this time, the battery can no longer be used for heating. At this time, the calculation is ended and the vehicle is powered off.
  • step S9 is performed: determining whether the battery temperature at the wake-up moment is lower than the first preset temperature threshold.
  • step S16 is performed: powering off the vehicle. After step S16 is executed, return to step S1 and subsequent steps.
  • the battery temperature at the wake-up moment is lower than the first preset temperature threshold, it indicates that the battery is about to fail, and the battery needs to be heated immediately.
  • the battery management system BMS of the vehicle receives a heating command, the battery management system BMS and the thermal management system TMS are powered on, and the thermal management system is controlled to complete the heating of the battery.
  • Heating the battery involves the following steps:
  • Step S10 increasing the battery temperature by a first temperature as the target temperature.
  • the battery temperature is represented by T b
  • the target temperature is represented by T p
  • the first temperature may be 0.5°C ⁇ 3°C, for example, the first temperature may be 1°C.
  • the target temperature T p -22°C.
  • Step S11 Determine the temperature difference between the target temperature and the battery temperature at the wake-up time.
  • the temperature difference between the target temperature T p and the battery temperature T b at the wake-up time is 1°C.
  • Step S12 Determine whether the temperature difference is greater than a preset temperature difference.
  • the preset temperature difference is used to save battery power consumption and avoid excessive heating power consumption of the battery caused by repeatedly increasing the first temperature.
  • the temperature difference at the moment reaches the preset temperature difference stop increasing the first temperature, and use the current temperature of the battery as the target temperature for the battery to reach.
  • the preset temperature difference may be between 3°C and 6°C.
  • step S15 is performed: heating the battery to the target temperature.
  • step S13 is performed: according to the target temperature, the meteorological temperature model and the ambient temperature at the wake-up time, determine the failure time when the battery temperature is lower than the second preset temperature threshold.
  • the method of using the battery temperature as the target temperature Tp to determine the failure time when the battery temperature is lower than the second preset temperature threshold is the same as the method described in step S4, and for the sake of brevity, details are not repeated here.
  • Step S14 Determine whether the failure time is before the threshold time.
  • step S15 is performed: heating the battery to the target temperature.
  • the target temperature is used as the temperature for the battery to reach.
  • the effectiveness of the battery before the threshold time is guaranteed, the number of wake-ups is reduced as much as possible and the heating power consumption of the battery is reduced.
  • Step S16 power off the vehicle.
  • the vehicle After the battery is heated to the target temperature, the vehicle is controlled to be powered off, and returns to step S1 and its subsequent steps.
  • Fig. 3 shows a schematic diagram of modules of a battery heating device provided by an embodiment of the present application.
  • Fig. Module 1000 configured to determine the wake-up time before the battery temperature is lower than the first preset temperature threshold according to the vehicle's battery temperature, ambient temperature, and meteorological temperature model, wherein the meteorological temperature model describes the relationship of ambient temperature with time ;
  • the control module 2000 is configured to control heating of the battery at the wake-up moment.
  • the determining module 1000 is specifically configured to: set a plurality of sub-moments from the moment when the vehicle is powered off, and determine the temperature at the moment according to the ambient temperature at the moment when the vehicle is powered off and the meteorological temperature model.
  • control module 2000 is specifically configured to: when the battery temperature at the wake-up time is lower than the first preset temperature threshold and higher than the second preset temperature threshold, according to the temperature at the wake-up time
  • the battery temperature, the ambient temperature at the wake-up time, and the meteorological temperature model determine a target temperature to be reached by heating the battery; and heat the battery until the battery reaches the target temperature.
  • control module 2000 is specifically configured to: determine the temperature difference between the current battery temperature and the battery temperature at the wake-up moment; when the temperature difference is less than a preset temperature difference, according to the current battery temperature , the current ambient temperature and the meteorological temperature model, determine the failure moment when the battery temperature is lower than the second preset temperature threshold, and the second preset temperature threshold is smaller than the first preset temperature threshold; when the failure When the time is before a threshold time, the current battery temperature is increased by a first temperature, and the threshold time is a time after a power-off time of the vehicle by a first time.
  • control module 2000 is further configured to: when the temperature difference is greater than the preset temperature difference, use the current battery temperature as a target temperature for heating the battery to reach the battery.
  • control module 2000 is specifically further configured to: when the failure time is after the threshold time, use the current battery temperature as a target temperature for heating the battery to reach the battery.
  • control module 2000 is specifically configured to: acquire the battery temperature at the wake-up moment, and use the first mode to heat the battery when the battery temperature at the wake-up moment is lower than the third preset temperature threshold the battery; when the battery temperature at the wake-up moment is higher than the third preset temperature threshold, adopting a second mode to heat the battery, wherein, in the first mode, the heating power of the battery greater than the second mode.
  • the meteorological temperature model includes: an offline preset meteorological temperature model and an online meteorological temperature model, and the offline preset meteorological temperature model is established according to the meteorological temperature data of months in which the average ambient temperature is lower than the preset ambient temperature ;
  • the online meteorological temperature model is established according to the meteorological temperature data predicted by the weather forecast.
  • the above-mentioned modules that is, the determination module 1000 and the control module 2000 are used to execute relevant steps of the above-mentioned method.
  • the determination module 1000 is used to execute the related content of step S100, step S110, step S221, step S2222, etc.
  • the control module 3000 is used to execute the related content of step S200, step S220, step S222, step S15, step S16, etc.
  • the battery heating device is presented in the form of a module.
  • a “module” here may refer to an application-specific integrated circuit (ASIC), a processor and memory executing one or more software or firmware programs, an integrated logic circuit, and/or other devices that can provide the above functions .
  • the above determination module 1000 and control module 2000 may be implemented by the processor 1510 of the computing device shown in FIG. 4 .
  • FIG. 4 is a schematic structural diagram of a computing device 1500 provided by an embodiment of the present application.
  • the computing device 1500 includes: a processor 1510 , a memory 1520 , a communication interface 1530 , and a bus 1540 .
  • the communication interface 1530 in the computing device 1500 shown in FIG. 4 can be used to communicate with other devices.
  • the processor 1510 may be connected to the memory 1520 .
  • the memory 1520 can be used to store the program codes and data. Therefore, the memory 1520 may be a storage unit inside the processor 1510, or an external storage unit independent of the processor 1510, or may include a storage unit inside the processor 1510 and an external storage unit independent of the processor 1510. part.
  • computing device 1500 may further include a bus 1540 .
  • the memory 1520 and the communication interface 1530 may be connected to the processor 1510 through the bus 1540 .
  • the bus 1540 may be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (Extended Industry Standard Architecture, EISA) bus or the like.
  • PCI Peripheral Component Interconnect
  • EISA Extended Industry Standard Architecture
  • the bus 1540 can be divided into address bus, data bus, control bus and so on. For ease of representation, only one line is used in FIG. 4 , but it does not mean that there is only one bus or one type of bus.
  • the processor 1510 may be a central processing unit (central processing unit, CPU).
  • the processor can also be other general-purpose processors, digital signal processors (digital signal processors, DSPs), application specific integrated circuits (application specific integrated circuits, ASICs), off-the-shelf programmable gate arrays (field programmable gate arrays, FPGAs) or other Programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.
  • a general-purpose processor may be a microprocessor, or the processor may be any conventional processor, or the like.
  • the processor 1510 adopts one or more integrated circuits for executing related programs, so as to implement the technical solutions provided by the embodiments of the present application.
  • the memory 1520 may include read-only memory and random-access memory, and provides instructions and data to the processor 1510 .
  • a portion of processor 1510 may also include non-volatile random access memory.
  • processor 1510 may also store device type information.
  • the processor 1510 executes computer-implemented instructions in the memory 1520 to perform the operation steps of the above method.
  • the computing device 1500 may correspond to a corresponding body executing the methods according to the various embodiments of the present application, and the above-mentioned and other operations and/or functions of the modules in the computing device 1500 are for realizing the present invention For the sake of brevity, the corresponding processes of the methods in the embodiments are not repeated here.
  • the disclosed systems, devices and methods may be implemented in other ways.
  • the device embodiments described above are only illustrative.
  • the division of the units is only a logical function division. In actual implementation, there may be other division methods.
  • multiple units or components can be combined or May be integrated into another system, or some features may be ignored, or not implemented.
  • the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces, and the indirect coupling or communication connection of devices or units may be in electrical, mechanical or other forms.
  • the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or may be distributed to multiple network units. Part or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.
  • each functional unit in each embodiment of the present application may be integrated into one processing unit, each unit may exist separately physically, or two or more units may be integrated into one unit.
  • the functions described above are realized in the form of software function units and sold or used as independent products, they can be stored in a computer-readable storage medium.
  • the technical solution of the present application is essentially or the part that contributes to the prior art or the part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including Several instructions are used to make a computer device (which may be a personal computer, a server, or a network device, etc.) execute all or part of the steps of the methods described in the various embodiments of the present application.
  • the aforementioned storage media include: U disk, mobile hard disk, read-only memory (Read-Only Memory, ROM), random access memory (Random Access Memory, RAM), magnetic disk or optical disc and other media that can store program codes. .
  • the embodiment of the present application also provides a computer-readable storage medium, on which a computer program is stored, and when the program is executed by a processor, it is used to execute a battery heating method, and the method includes the solutions described in the above-mentioned embodiments at least one.
  • the computer storage medium in the embodiments of the present application may use any combination of one or more computer-readable media.
  • the computer readable medium may be a computer readable signal medium or a computer readable storage medium.
  • a computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or device, or any combination thereof. More specific examples (non-exhaustive list) of computer readable storage media include: electrical connections with one or more leads, portable computer disks, hard disks, random access memory (RAM), read only memory (ROM), Erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination of the above.
  • a computer-readable storage medium may be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.
  • a computer readable signal medium may include a data signal carrying computer readable program code in baseband or as part of a carrier wave. Such propagated data signals may take many forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the foregoing.
  • a computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in conjunction with an instruction execution system, apparatus, or device. .
  • Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.
  • Computer program code for performing the operations of the present application may be written in one or more programming languages, or combinations thereof, including object-oriented programming languages—such as Java, Smalltalk, C++, and conventional Procedural Programming Language—such as "C" or a similar programming language.
  • the program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server.
  • the remote computer can be connected to the user computer through any kind of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computer (such as via the Internet using an Internet service provider). connect).
  • LAN local area network
  • WAN wide area network
  • connect such as via the Internet using an Internet service provider
  • the present application also provides a computer program product.
  • the computer program product is run on a computing device, the computing device is made to execute the battery heating method provided in the embodiment of the present application.
  • the present application also provides a vehicle, including the above-mentioned battery heating device and a battery pack.

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Abstract

本申请提供了一种电池加热方法和电池加热装置，所述电池加热方法包括：根据车辆的电池温度、环境温度以及气象温度模型，确定电池温度低于第一预设温度阈值前的唤醒时刻，其中，所述气象温度模型描述了环境温度与时刻的变化关系；在所述唤醒时刻，控制对所述电池进行加热。通过本申请提供的方法，能够在电池温度即将低于第一预设温度阈值时加热电池，避免电池失效的同时减少车辆的唤醒次数，从而降低电池的加热功耗。

Description

一种电池的加热方法以及加热装置 技术领域
本申请涉及电池加热领域，具体涉及一种电动车辆的电池的加热方法以及加热装置。
背景技术
由于电池在寒冷的环境下会造成短路，因此，电池厂家通常会提供电池能够正常运行的最低温度，当电池低于该最低温度时，电池管理系统会限制电池的输出功率，以避免电池短路，但这样会导致车辆无法执行部分驾驶操作。
为了避免电池在寒冷的环境下低于该最低温度，通常使车辆保持上电状态，并实时检测电池温度，当电池低于预设温度时，加热电池；或者，周期性地唤醒下电的车辆，并在唤醒时检测电池温度，当电池低于预设温度时，加热电池。
上述的加热电池的方式耗电情况严重、需要频繁地唤醒车辆且用于使电池达到的温度无法做到最优，造成用户的体验较差。
因此，如何以低功耗、低车辆唤醒次数且使电池达到的最优的温度的方式加热电池成为业内亟需解决的问题。
发明内容
为了减少车辆的唤醒次数，以更节能的方式加热电池，本申请提供了一种电池的加热方法以及加热装置。
本申请第一方面，提供了一种电池加热方法，包括：根据车辆的电池温度、环境温度以及气象温度模型，确定电池温度低于第一预设温度阈值前的唤醒时刻，其中，气象温度模型描述了环境温度随时间的变化关系；在唤醒时刻，控制对电池进行加热。
通过上述设置，在电池温度低于第一预设温度阈值前控制对电池进行加热，避免电池失效的同时减少车辆的唤醒次数，降低电池的功耗。
在一种可能的实现方式中，根据车辆的电池温度、环境温度以及气象温度模型，确定电池温度低于第一预设温度阈值前的唤醒时刻，包括：从车辆的下电时刻起设置多个子时刻，根据车辆的下电时刻的环境温度以及气象温度模型，确定在多个子时刻下的环境温度；根据车辆下电时刻的电池温度以及多个子时刻下的环境温度，确定在多个子时刻下的电池温度；将电池温度低于第一预设温度阈值对应的子时刻前的子时刻作为唤醒时刻。
通过上述设置，能够相对准确的确定出电池温度低于第一预设温度阈值前的时刻，避免电池失效，提升用户体验。
在一种可能的实现方式中，在唤醒时刻，控制对电池进行加热，包括：当所述唤醒时刻的电池温度低于第一预设温度阈值并高于第二预设温度阈值时，根据唤醒时刻的电池温度、唤醒时刻的环境温度以及气象温度模型，确定加热电池使电池达到的目 标温度；加热电池，直至所述电池达到目标温度。
通过上述设置，当唤醒时刻的电池温度低于第一预设温度阈值并高于第二预设温度阈值时，表明电池即将失效，需要立即加热电池。
在一种可能的实现方式中，电池达到目标温度后，控制车辆下电。
在一种可能的实现方式中，根据唤醒时刻的电池温度、唤醒时刻的环境温度以及气象温度模型，确定加热电池使电池达到的目标温度包括：确定当前电池温度与唤醒时刻下的电池温度的温度差；当温度差小于预设温度差时，根据当前电池温度、当前环境温度以及气象温度模型，确定电池温度低于第二预设温度阈值的失效时刻，第二预设温度阈值小于第一预设温度阈值；当失效时刻在门限时刻前时，将当前电池温度增加第一温度，门限时刻为距离车辆的下电时刻后第一时长的时刻。
通过上述设置，能够以一次增加第一温度的速度，准确的确定出使电池达到的目标温度；使电池温度在门限时刻前保持在失效温度以上，减少唤醒次数，避免使电池达到的目标温度过高，降低电池的加热功耗。
在一种可能的实现方式中，当温度差大于预设温度差时，将当前电池温度作为加热电池使电池达到的目标温度。
通过上述设置，在减少唤醒次数的前提下，避免使电池达到的目标温度过高，降低加热功耗，提升用户体验。
在一种可能的实现方式中，当失效时刻在门限时刻后时，将当前电池温度作为加热电池使电池达到的目标温度。
通过上述设置，当电池在该目标温度下，其失效时刻在门限时刻后时，停止增加第一温度，从而避免使电池达到的目标温度过高，降低电池的加热功耗。
在一种可能的实现方式中，在唤醒时刻，控制对电池进行加热，包括：获取在唤醒时刻下的电池温度，当唤醒时刻下的电池温度低于第三预设温度阈值时，采用第一模式加热电池；当唤醒时刻下的电池温度高于第三预设温度阈值时，采用第二模式加热电池，其中，在第一模式下，电池的加热功率大于第二模式。
通过上述设置，能够在唤醒时刻下的电池温度较高的情况下采用低加热功率的加热模式，节省加热功耗；在唤醒时刻下的电池温度较低的情况下采用高加热功率的加热模式，提升加热速度，避免电池失效。
在一种可能的实现方式中，气象温度模型包括：离线预设气象温度模型和在线气象温度模型，离线预设气象温度模型根据平均环境温度低于预设环境温度的月份的气象温度数据建立；在线气象温度模型根据气象预报预测的气象温度数据建立。
通过上述设置，保证在断网情况下也能够确定电池低于第一预设温度阈值的失效时刻，并在该时刻实现对电池的加热，避免电池在低温环境下失效。
本申请第二方面，提供了一种电池加热装置，包括：确定模块，用于根据车辆的电池温度、环境温度以及气象温度模型，确定电池温度低于第一预设温度阈值前的唤醒时刻，其中，气象温度模型描述了环境温度随时间的变化关系；控制模块，用于在唤醒时刻，控制对电池进行加热。
在一种可能的实现方式中，确定模块具体用于：从车辆的下电时刻起设置多个子时刻，根据车辆的下电时刻的环境温度以及气象温度模型，确定在多个子时刻下的环 境温度；根据车辆下电时刻的电池温度以及多个子时刻下的环境温度，确定在多个子时刻下的电池温度；将电池温度低于第一预设温度阈值对应的子时刻前的子时刻作为唤醒时刻。
在一种可能的实现方式中，控制模块具体用于：当唤醒时刻的电池温度低于第一预设温度阈值并高于第二预设温度阈值时，根据唤醒时刻的电池温度、唤醒时刻的环境温度以及气象温度模型，确定加热电池使电池达到的目标温度；加热电池，直至电池达到目标温度。
在一种可能的实现方式中，控制模块还用于：当电池达到目标温度后，控制车辆下电。
在一种可能的实现方式中，控制模块具体用于：确定当前电池温度与唤醒时刻下的电池温度的温度差；当温度差小于预设温度差时，根据当前电池温度、当前环境温度以及气象温度模型，确定电池温度低于第二预设温度阈值的失效时刻，第二预设温度阈值小于第一预设温度阈值；当失效时刻在门限时刻前时，将当前电池温度增加第一温度，门限时刻为距离车辆的下电时刻后第一时长的时刻。
在一种可能的实现方式中，控制模块具体还用于：当温度差大于预设温度差时，将当前电池温度作为加热电池使电池达到的目标温度。
在一种可能的实现方式中，控制模块具体还用于：当失效时刻在门限时刻后时，将当前电池温度作为加热电池使电池达到的目标温度。
在一种可能的实现方式中，控制模块具体用于：获取在唤醒时刻下的电池温度，当唤醒时刻下的电池温度低于第三预设温度阈值时，采用第一模式加热电池；当唤醒时刻下的电池温度高于第三预设温度阈值时，采用第二模式加热电池，其中，在第一模式下，电池的加热功率大于第二模式。在一种可能的实现方式中，气象温度模型包括：离线预设气象温度模型和在线气象温度模型，离线预设气象温度模型根据平均环境温度低于预设环境温度的月份的气象温度数据建立；在线气象温度模型根据气象预报预测的气象温度数据建立。
本申请第二方面及其任一可能的实现方式所带来的技术效果与本申请第一方面及其任一可能的实现方式所带来的技术效果相同，为了简洁起见，在此不再赘述。
本申请第三方面，提供了一种电子设备，包括存储器和处理器，存储器中存储有可执行代码，处理器执行可执行代码，实现本申请第一方面及其任一可能的实现方式提供的电池加热方法。
本申请第四方面，提供了一种计算机可读存储介质，其上存储有程序指令，程序指令当被计算机执行时，使得计算机执行本申请第一方面及其任一可能的实现方式提供的电池加热方法。
本申请第五方面，提供了一种计算机程序产品，当计算机程序产品在计算设备上运行时，使得计算设备执行本申请第一方面及其任一可能的实现方式提供的电池加热方法。
本申请第六方面，提供了一种车辆，包括本申请第二方面提供的电池加热装置以及电池包。
本发明的这些和其它方面在以下(多个)实施例的描述中会更加简明易懂。
附图说明
以下参照附图来进一步说明本发明的各个特征和各个特征之间的联系。附图均为示例性的，一些特征并不以实际比例示出，并且一些附图中可能省略了本申请所涉及领域的惯常的且对于本申请非必要的特征，或是额外示出了对于本申请非必要的特征，附图所示的各个特征的组合并不用以限制本申请。另外，在本说明书全文中，相同的附图标记所指代的内容也是相同的。具体的附图说明如下：
图1a是本申请实施例提供的电池加热方法的流程图；
图1b-图1f是本申请实施例提供的电池加热方法的子流程图；
图2a是本申请实施例提供的电池加热方法的一具体实现方式的流程图；
图2b是本申请实施例提供的电池加热方法的一具体实现方式的子流程图；
图3是本申请实施例提供的电池加热装置的模块示意图；
图4是本申请实施例提供的计算设备的模块示意图；
图5-图8是本申请实施例提供的环境温度与时间的坐标示意图。
具体实施方式
说明书和权利要求书中的词语“第一、第二”或模块A、模块B、模块C等类似用语，仅用于区别类似的对象，不代表针对对象的特定排序，可以理解地，在允许的情况下可以互换特定的顺序或先后次序，以使这里描述的本申请实施例能够以除了在这里图示或描述的以外的顺序实施。
在以下的描述中，所涉及的表示步骤的标号，如S110、S120……等，并不表示一定会按此步骤执行，在允许的情况下可以互换前后步骤的顺序，或同时执行。
说明书和权利要求书中使用的术语“包括”不应解释为限制于其后列出的内容；它不排除其它的元件或步骤。因此，其应当诠释为指定所提到的所述特征、整体、步骤或部件的存在，但并不排除存在或添加一个或更多其它特征、整体、步骤或部件及其组群。因此，表述“包括装置A和B的设备”不应局限为仅由部件A和B组成的设备。
本说明书中提到的“一个实施例”或“实施例”意味着与该实施例结合描述的特定特征、结构或特性包括在本发明的至少一个实施例中。因此，在本说明书各处出现的用语“在一个实施例中”或“在实施例中”并不一定都指同一实施例，但可以指同一实施例。此外，在一个或多个实施例中，能够以任何适当的方式组合各特定特征、结构或特性，如从本公开对本领域的普通技术人员显而易见的那样。
剩余电量(State Of Charge，SOC)，是指电池内的可用电量占标称容量的比例，是电池管理系统的一个重要监控数据，电池管理系统可以根据SOC值控制电池工作状态。电池的剩余电量也即反映的是电池的荷电状态。
电池管理系统(Battery Management System，BMS)，BMS主要用于对电动汽车的动力电池参数进行实时监控、故障诊断、剩余电量估算、行驶里程估算、短路保护、漏电监测、显示报警，充放电模式选择等。
热管理系统(Thermal Management System，TMS)，用于对电池进行加热和降温，其主要包括：加热器、散热器、以及控制器。
除非另有定义，本文所使用的所有的技术和科学术语与属于本申请的技术领域的 技术人员通常理解的含义相同。如有不一致，以本说明书中所说明的含义或者根据本说明书中记载的内容得出的含义为准。另外，本文中所使用的术语只是为了描述本申请实施例的目的，不是旨在限制本申请。
应用场景
本申请实施例提供的电池加热方法可以应用于车载动力电池或车载蓄电池。在环境温度低于-20℃的极寒环境下，避免因车载动力电池或车载蓄电池的短路而影响车辆的正常运行。
实施例一：
下面，参照图1a-图1f对本申请实施例一提供的电池加热方法进行说明。
本申请实施例中的电池加热方法可以由终端执行，例如诸如车辆这样的终端，也可以是由应用在车辆内的电子装置来执行，例如：电子控制单元(Electronic Control Unit，ECU)、系统芯片和通用芯片等。ECU可以温度传感器采集的电池温度和环境温度的数据并对其进行处理，输出相应的控制信号到热管理系统，进而控制进行对电池的加热。
图1a示出了本申请实施例提供的一种电池加热方法的流程图，本申请实施例提供的电池加热方法包括以下步骤：
步骤S100：根据车辆的电池温度、环境温度以及气象温度模型，确定电池温度低于第一预设温度阈值前的唤醒时刻。
其中，电池温度和环境温度可以通过BMS的温度传感器周期性地获取。例如可以每隔10～30分钟采集一次，甚至更短，每隔1分钟采集一次。当车辆下电后，可以车辆下电前最后一次获得的电池温度和环境温度作为车辆下电时的电池温度和环境温度。气象温度模型描述了环境温度与时刻的变化关系。第一预设温度阈值可以为-20℃--35℃，第一预设温度阈值可以根据电池型号设置，本申请对此不做限制。
在一些实施例中，气象温度模型可以包括：离线预设的气象温度模型和在线的气象温度模型，离线预设气象温度模型根据平均环境温度低于预设环境温度的月份的气象温度数据建立；在线气象温度模型根据气象预报预测的气象温度数据建立。
关于气象温度模型的描述可以参见图2a示出的实施例二中步骤S2中的描述，为了简洁起见，在此不再赘述。
步骤S200：在所述唤醒时刻，控制对所述电池进行加热。
当车辆唤醒时，可以仅控制车辆的BMS和TMS上电，其他部件则断电。当BMS收到唤醒信号后，可以向TMS发送加热指令，通过TMS加热电池。
在一些实施例中，如图1b所示，步骤S100可以包括以下子步骤：
步骤S110：从所述车辆下电时刻起设置多个子时刻，根据所述车辆下电时的环境温度以及所述气象温度模型，确定在所述多个子时刻下的环境温度。
在步骤S110中，当车辆下电时刻位于升温区时，可以将从车辆下电时刻到升温区结束时刻之间分为多个子时刻，相邻两个子时刻的时长间隔不超过1小时；已知车辆下电时的环境温度，根据气象温度模型(参见表1或表2)提供的环境温度的升温速度α，可以确定出每个子时刻下的环境温度。
当车辆下电时刻位于降温区时，可以将从车辆下电时刻到降温区结束时刻之间分 为多个子时刻，相邻两个子时刻的时长间隔不超过1小时；已知车辆下电时的环境温度，根据气象温度模型(参见表1或表2)提供的环境温度的降温速度β，可以确定出每个子时刻下的环境温度。
当车辆下电时刻位于恒温区时，可以将从车辆下电时刻到恒温区结束时刻之间分为多个子时刻，相邻两个子时刻的时长间隔不超过1小时；已知车辆下电时的环境温度，根据气象温度模型(参见表1或表2)可知环境温度不变，可以确定出每个子时刻下的环境温度。
在一些实施例中，也可以将从车辆下电时刻到门限时刻之间分为多个子时刻，或者，可以将从车辆下电时刻到任一时刻之间分为多个子时刻。
步骤S120：根据所述车辆下电时的电池温度以及所述多个子时刻下的环境温度，确定在所述多个子时刻下的电池温度。
其中，在任一子时刻下，环境温度与电池温度的温度差决定了电池的降温速度，每个温度差具有相对应的电池的降温速度，其可以根据电池厂家提供的标定值对照表获得。
已知车辆下电时(时刻)的环境温度和车辆下电时(时刻)的电池温度，可以获得车辆下电时(时刻)的环境温度与电池温度的温度差；根据电池厂家提供的标定值对照表，可以获得从车辆下电时(时刻)到第二个设置的子时刻之间的电池温度的降温速度；根据车辆下电时(时刻)的电池温度和电池的降温速度，可以获得在下一子时刻(第二个设置的子时刻)的电池温度；由步骤S120已知车辆在所有子时刻下的环境温度，则可以获得在下一子时刻的环境温度与电池温度的温度差，以此类推，可以递归出在每个子时刻下的电池温度。
步骤S130：将电池温度低于所述第一预设温度阈值对应的子时刻前的子时刻作为所述唤醒时刻。
例如，当递归出的第12个子时刻下的电池温度在低于第一预设温度阈值时，则将当递归出的第11个子时刻作为唤醒时刻。
在一些实施例中，由于随着时间的流逝和温度的降低，电池的电量会越来越少，为了避免电池的剩余电量过少，通常设置一个距离车辆下电时刻一定时长(在本申请中也被称为第一时长)的门限时刻，当递归出的电池温度低于第二预设温度阈值(第二预设温度阈值低于第一预设温度阈值)的子时刻超过门限时刻时，可以不唤醒车辆，并且不对电池进行加热。
在一些实施例中，如图1c所示，步骤S200可以包括以下子步骤：
步骤S210：获取在所述唤醒时刻下的电池温度。
由于环境温度是实时变化的，电池温度也会根据环境温度变化，因此，在唤醒时刻下的电池温度可能高于预设温度阈值或低于预设温度阈值，因此，需要在唤醒时刻下再次获取电池温度。
步骤S220：当所述唤醒时刻下的电池温度低于所述第一预设温度阈值并高于第二预设温度阈值时，加热所述电池。
当电池温度低于所述第一预设温度阈值并高于第二预设温度阈值时，表明电池即将失效，但电池在当前的温度下，能够保证对其自身的正常加热；当电池温度高于第 一预设温度阈值时，表明电池距离失效还有一定时间，为了保证电池的剩余电量不会过低，则无需消耗自身的电量对其自身加热；当电池温度低于第二预设温度阈值时，表明电池已经失效，在该温度下，电池无法对其自身加热，则控制车辆下电。
在一些实施例中，如图1d所示，步骤S220可以包括以下子步骤：
步骤S221：。根据所述唤醒时刻下的环境温度、所述唤醒时刻下的电池温度以及所述气象温度模型确定加热所述电池使所述电池达到的目标温度。
其中，所述目标温度与所述电池在唤醒时刻下的温度的温度差小于预设温度差。为了避免反复增加第一温度导致的电池的加热功耗消耗的过多，因此，设置预设温度差，当电池当前的温度(增加了第一温度的电池温度)与电池在唤醒时刻的温度的温度差达到该预设温度差时，停止增加第一温度，并将当前的电池温度作为使电池达到的目标温度。
步骤S222：加热所述电池，直至所述电池达到所述目标温度。
在一些实施例中，当所述电池加热至所述目标温度后，控制车辆下电。
在一些实施例中，如图1e所示，步骤S221可以包括以下子步骤：
步骤S2211：增加第一温度至所述唤醒时刻下的电池温度。
其中，第一温度可以为0.5℃～3℃，例如，第一温度可以为1℃。在一些实施例中，当唤醒时刻下的电池温度T b＝-23℃时，增加第一温度后，当前的电池温度T p＝-22℃。
步骤S2212：确定当前电池温度与所述唤醒时刻下的电池温度的温度差。
例如，当唤醒时刻下的电池温度T b＝-23℃以及当前的电池温度T p＝-22℃时，当前的电池温度T p与唤醒时刻下的电池温度T b的温度差为1℃。
当所述温度差小于预设温度差时，执行步骤S2213：根据当前电池温度、所述唤醒时刻下的环境温度以及所述气象温度模型确定电池温度低于所述预设温度阈值的失效时刻。
其中，以当前电池温度来确定电池温度低于预设温度阈值的失效时刻的方法与步骤S100所述的方法相同，为了简洁起见，在此不再赘述。
当所述失效时刻在所述门限时刻后时，执行步骤S2214：将当前电池温度作为使所述电池达到的目标温度。
当所述失效时刻在所述门限时刻后时，停止增加第一温度，避免了电池的加热功耗消耗过多。
当所述失效时刻在门限时刻前时，执行步骤S2215：增加第一温度至当前电池温度。
当所述失效时刻在门限时刻前时，表明将电池加热至该当前电池温度后，车辆在门限时刻前会被再次被唤醒，为了减少唤醒次数，降低电池功耗，则在当前电池温度的基础上再次增加第一温度。
执行步骤S2215后，再次执行步骤S2212，以及步骤S2213，直至确定出低于第一预设温度阈值的失效时刻在门限时刻后的目标温度。
在一些实施例中，当所述温度差大于预设温度差时，执行步骤S2215：将所述当前电池温度作为使所述电池达到的目标温度。
为了避免反复增加第一温度导致的电池的加热功耗消耗的过多，因此，设置预设温度差，当当前电池温度(增加了第一温度的电池温度)与电池在唤醒时刻的温度的温度差达到该预设温度差时，停止增加第一温度，并将当前电池温度作为使电池达到的目标温度。
如图1f所示，在一些实施例中，步骤S200可以包括以下子步骤：
步骤S201：获取在所述唤醒时刻下的电池温度。
由于环境温度是实时变化的，电池温度也会根据环境温度变化，因此，在唤醒时刻下的电池温度可能高于预设温度阈值或低于预设温度阈值，因此，需要在唤醒时刻下再次获取电池温度。
步骤S202：当所述唤醒时刻下的电池温度低于所述第三预设温度阈值时，采用第一模式加热所述电池；当所述唤醒时刻下的电池温度高于所述第三预设温度阈值时，采用第二模式加热所述电池。
其中，在所述第一模式下，所述电池的加热功率大于第二模式。第三预设温度阈值可以介于第一预设温度阈值和第二预设温度阈值之间，第三预设温度阈值可以等于低于预设温度阈值。
当所述唤醒时刻下的电池温度低于所述第三预设温度阈值时，表明电池温度过低，电池即将失效，需要使电池温度尽快升高，因此采用较高功率的加热模式，提升加热速度；当所述唤醒时刻下的电池温度高于所述第三预设温度阈值时，表明电池不会太快失效，可以采用较低功率的加热模式来加热电池，降低电池的加热功耗。
通过上述设置，能够在唤醒时刻下的电池温度较高的情况下采用低加热功率的加热模式，节省加热功耗；在唤醒时刻下的电池温度较低的情况下采用高加热功率的加热模式，提升加热速度，避免电池失效。
实施例二：
下面参照图2a和图2b对本申请实施例提供的一种电池加热方法的一具体实现方式进行说明。
图2a示出了本申请实施例提供的一种电池加热方法的一具体实现方式的流程图，如图2a所示，本申请实施例提供的一种电池加热方法包括以下步骤：
步骤S1：获取车辆下电时的电池温度和车辆下电时的环境温度。
其中，电池温度和环境温度可以通过BMS的温度传感器周期性地获取，例如可以每隔10～30分钟采集一次，甚至更短，每隔1分钟采集一次。当车辆下电时，车辆下电前最后一次获得的电池温度和环境温度作为车辆下电时的电池温度和环境温度。
步骤S2：根据气象温度模型确定门限时刻前的最低环境温度。
其中，门限时刻为从车辆下电时刻经过预设时长后的时刻。由于电池的剩余电量会随着时间的流逝而逐渐减少，因此，为了避免电池的剩余电量过少，影响车辆的后续使用，会设置门限时刻，例如，将在车辆下电后经过72小时后的时刻作为门限时刻，还可以将预设时长设置得更短或更长，如24小时、93小时等。当超过这一门限时刻时，如果继续利用电池的剩余电量来加热电池，无疑会影响后续车辆的使用，因此，根据气象温度模型确定门限时刻前的最低环境温度。
气象温度模型描述了环境温度随时间的变化关系，其体现了在不同时刻下的环境 温度。气象温度模型包括：离线预设的气象温度模型和在线的气象温度模型。所述离线预设气象温度模型根据平均环境温度低于预设环境温度的月份的气象温度数据建立；离线预设的气象温度模型可以预先存储在存储器中，当因断网无法获得在线的气象温度模型时，可以利用离线预设的气象温度模型确定电池温度低于第一预设温度的唤醒时刻。所述在线气象温度模型根据气象预报预测的气象温度数据建立。当车辆联网时，可以在车辆下电时获取的在线的气象温度数据建立气象温度模型。关于气象温度数据可以参见表1和表2。
在一些实施例中，环境温度随时间的变化关系可以通过图5所示的温度时间坐标示意图来表示，其中，横坐标为时间，纵坐标为环境温度。从图5中能够看出，根据环境温度随时间的变化趋势，可以将一天分为不同的时间段：凌晨恒温区、升温区、降温区以及夜间恒温区。由于凌晨恒温区和夜间恒温区相连，因此在计算时，仅将一天中分为：恒温区、升温区以及降温区三个时间段。在恒温区中，环境温度的变化在±2℃内。图5中相关参数的解释说明可以参见表1。
表1
Figure PCTCN2021101952-appb-000001
在一些实施例中，当气象温度模型为离线预设的气象温度模型时，环境温度与时刻的变化关系与图5所示的类似。离线预设的气象温度模型中的相关参数与在线的气象温度模型的参数的种类相同，仅参数的数值不同。离线预设的气象温度模型的参数可以参见表2。
表2
Figure PCTCN2021101952-appb-000002
Figure PCTCN2021101952-appb-000003
在一些实施例中，例如，当车辆在2020年1月3日19点下电时，可以确定在2020年1月6日19点前，环境温度达到的最低环境温度。
步骤S3：确定最低环境温度是否高于预设最低环境温度。
当最低环境温度高于预设最低环境温度时，表明即便环境温度到达最低环境温度，电池也不会失效，因此无需对电池进行加热，结束计算。例如，当车辆在北半球5月1日19点下电，在门限时刻前，环境温度肯定不会低于0℃，则无需进行后续步骤。
当最低环境温度低于预设最低环境温度时，表明当环境温度到达最低环境温度时，电池会失效，因此需要对电池进行加热。例如，当车辆在北半球1月1日19点下电，在门限时刻前，根据气象温度模型，确定在门限时刻前，环境温度会低于-30℃，则需要进行后续步骤。
当最低环境温度低于预设最低环境温度时，执行步骤S4：根据车辆下电时的电池温度、车辆下电时的环境温度以及气象温度模型，确定电池温度低于第一预设温度阈值的唤醒时刻。
其中，电池在第一预设温度下可以对其自身加热，第一预设温度阈值高于电池的失效温度。
如图2b所示，在步骤S4中，包括以下子步骤：
步骤S4.1：将所述车辆下电时刻到门限时刻之间分为多个子时刻。
其中，相邻两个子时刻的时长间隔可以相同，也可以不同，其中，相邻两个子时刻的时长间隔小于1小时。
根据图5、表1或表2可知，一天中包括三个不同的时间区：恒温区、升温区以及降温区。如图6-图8所示，可以分别将升温区、降温区以及恒温区分为多个子时刻，也可以在从电池下电时刻到门限时刻之间设置多个子时刻。如图6所示，在升温区的 第一个子时刻t 0可以为车辆下电的时刻、恒温区的最后一个子时刻或升温的开始时刻，得到D 0～D n共n+1个子时刻；如图7所示，在降温区的第一个子时刻t 0可以为车辆下电的时刻、升温区的最后一个子时刻或降温的开始时刻，D 0～D n共n+1个子时刻；如图8所示，在恒温区的第一个子时刻可以为车辆下电的时刻、降温区的最后一个子时刻或恒温的开始时刻D 0～D n共n+1个子时刻。
步骤S4.2：根据所述车辆下电时的环境温度以及所述气象温度模型，确定在所述多个子时刻下的环境温度。
当车辆下电时刻在升温区中时，假设第i个子时刻的环境温度为
Figure PCTCN2021101952-appb-000004
则有
Figure PCTCN2021101952-appb-000005
其中，
Figure PCTCN2021101952-appb-000006
为在第一个子时刻下的环境温度，α为升温速度，t i为第i个子时刻，t 0为第一个子时刻。
由于车辆在下电时刻的环境温度(或恒温区最后一个子时刻的环境温度)已知，根据公式1，则可以依次获得车辆在所有子时刻下的环境温度。
当车辆下电时刻在降温区中时，假设第i个子时刻的环境温度为
Figure PCTCN2021101952-appb-000007
则有：
Figure PCTCN2021101952-appb-000008
其中，
Figure PCTCN2021101952-appb-000009
为在第一个子时刻下的环境温度，β为降温速度，t i为第i个子时刻，t 0为第一个子时刻。
由于车辆在下电时刻的环境温度(或升温区最后一个子时刻的环境温度)已知，根据公式2，则可以依次获得车辆在所有子时刻下的环境温度。
当车辆下电时刻在恒温区中时，假设第i个子时刻的环境温度为
Figure PCTCN2021101952-appb-000010
则有：
Figure PCTCN2021101952-appb-000011
其中，
Figure PCTCN2021101952-appb-000012
为在第一个子时刻下的环境温度。
由于车辆在下电时刻的环境温度(或降温区最后一个子时刻的环境温度)已知，根据公式3，则可以依次获得车辆在所有子时刻下的环境温度。
步骤S4.3：根据所述车辆下电时的电池温度以及所述多个子时刻下的环境温度，确定在所述多个子时刻下的电池温度。
当车辆下电时刻在升温区中时，假设第i个子时刻的电池温度为
Figure PCTCN2021101952-appb-000013
则有：
Figure PCTCN2021101952-appb-000014
其中，
Figure PCTCN2021101952-appb-000015
为i-1个子时刻下的电池温度，V i-1为电池降温速度，t i为第i个子时刻，t i-1为i-1个子时刻。电池降温速度与该时刻下的环境温度与该时刻下的电池温度的温度差
Figure PCTCN2021101952-appb-000016
有关，每一个温度差具有相应的电池降温速度，其可以通过电池厂家提供的标定值获得。
由于第一个子时刻下的电池温度
Figure PCTCN2021101952-appb-000017
(即车辆下电时的电池温度或升温区开始时刻的电池温度)已知，第一个子时刻下的环境温度
Figure PCTCN2021101952-appb-000018
(即车辆下电时的环境温度或升温区开始时刻的环境温度)从步骤S4.2已知，则可以计算出从第一个子时刻t 0到第二个子时刻t 1之间的电池的降温速度V 0；根据第一个子时刻下的电池温度
Figure PCTCN2021101952-appb-000019
从第一个子时刻t 0到第二个子时刻t 1之间的电池的降温速度V 0，根据公式4，则可以计算出第二个子时刻下的电池温度
Figure PCTCN2021101952-appb-000020
以此类推，可以递归计算出第i个子时刻的电池温度。
当车辆下电时刻在降温区中时，假设第i个子时刻的电池温度为
Figure PCTCN2021101952-appb-000021
则有：
Figure PCTCN2021101952-appb-000022
其中，
Figure PCTCN2021101952-appb-000023
为i-1个子时刻下的电池温度，V i-1为电池降温速度，t i为第i个子时刻，t i-1为i-1个子时刻。电池降温速度与该时刻下的环境温度与该时刻下的电池温度的温度差
Figure PCTCN2021101952-appb-000024
有关，每一个温度差具有相应的电池降温速度，其可以通过电池厂家提供的标定值获得。
由于第一个子时刻下的电池温度
Figure PCTCN2021101952-appb-000025
(即车辆下电时的电池温度或降温区开始时刻的电池温度)已知，第一个子时刻下的环境温度
Figure PCTCN2021101952-appb-000026
(即车辆下电时的环境温度或降温区开始时刻的环境温度)从步骤S4.2已知，则可以计算出从第一个子时刻t 0到第二个子时刻t 1之间的电池的降温速度V 0；根据第一个子时刻下的电池温度
Figure PCTCN2021101952-appb-000027
从第一个子时刻t 0到第二个子时刻t 1之间的电池的降温速度V 0，根据公式5，则可以计算出第二个子时刻下的电池温度
Figure PCTCN2021101952-appb-000028
以此类推，可以递归计算出第i个子时刻的电池温度。
当车辆下电时刻在恒温区中时，假设第i个子时刻的电池温度为
Figure PCTCN2021101952-appb-000029
则有：
Figure PCTCN2021101952-appb-000030
其中，
Figure PCTCN2021101952-appb-000031
为i-1个子时刻下的电池温度，V i-1为电池降温速度，t i为第i个子时刻，t i-1为i-1个子时刻。电池降温速度与该时刻下的环境温度
Figure PCTCN2021101952-appb-000032
与该时刻下的电池温度
Figure PCTCN2021101952-appb-000033
)的温度差
Figure PCTCN2021101952-appb-000034
有关，每一个温度差具有相应的电池降温速度，其可以通过电池厂家提供的标定值获得。
由于第一个子时刻下的电池温度
Figure PCTCN2021101952-appb-000035
(即车辆下电时的电池温度或恒温区开始时刻的电池温度)已知，第一个子时刻下的环境温度
Figure PCTCN2021101952-appb-000036
(即车辆下电时的环境温度或恒温区开始时刻的环境温度)从步骤S4.2已知，则可以计算出从第一个子时刻t 0到第二个子时刻t 1之间的电池的降温速度V 0；根据第一个子时刻下的电池温度
Figure PCTCN2021101952-appb-000037
从第一个子时刻t 0到第二个子时刻t 1之间的电池的降温速度V 0，根据公式6，则可以计算出第二个子时刻下的电池温度
Figure PCTCN2021101952-appb-000038
以此类推，可以递归计算出第i个子时刻的电池温度。
步骤S4.4：将低于所述第一预设温度阈值对应的子时刻前的子时刻作为所述唤醒时刻。
在升温区中，当递归出第i个子时刻的电池温度小于或等于第一预设温度时，将唤醒时刻设置为第i-1个时刻；当递归出最后一个子时刻的电池温度大于第一预设温度时，将最后一个子时刻(或者降温区开始时刻)的电池温度和环境温度作为降温区的第一个子时刻的电池温度和环境温度，执行步骤S4.3。
在降温区中，当递归出第i个子时刻的电池温度小于或等于第一预设温度时，将唤醒时刻设置为第i-1个时刻；在降温区中，递归出最后一个子时刻的电池温度大于第一预设温度时，将最后一个子时刻(或者恒温区开始时刻)的电池温度和环境温度作为恒温区的第一个子时刻的电池温度和环境温度，执行步骤S4.3。
在恒温区中，当递归出第i个子时刻的电池温度小于或等于第一预设温度时，将唤醒时刻设置为第i-1个时刻；在恒温区中，递归出最后一个子时刻的电池温度大于第一预设温度时，将最后一个子时刻(或者升温区开始时刻)的电池温度和环境温度作为升温区的第一个子时刻的电池温度和环境温度，确定升温区电池的唤醒时刻。
S5：确定唤醒时刻是否在门限时刻前。
当确定出的电池的唤醒时刻在门限时刻后时，则取消唤醒时刻并结束计算。或者， 当从车辆下电时刻到门限时刻期间，没有计算出电池温度低于第一预设温度阈值的时刻，则结束计算且取消唤醒车辆。
当确定出的电池的唤醒时刻在门限时刻前时，执行步骤S6：在所述唤醒时刻，唤醒车辆，使车辆部分上电。
当车辆唤醒时，车辆的BMS和TMS上电，其他部件则断电，BMS收到唤醒信号后，向TMS发送加热指令，通过TMS加热电池。
步骤S7：获取在所述唤醒时刻下的电池温度和唤醒时刻下环境温度。
其中，电池温度和环境温度可以通过BMS的温度传感器获取。由于环境温度是实时变化的，电池温度也会根据环境温度变化，因此，需要在唤醒时刻下再次获取电池温度和环境温度。
步骤S8：确定唤醒时刻下的电池温度是否低于第二预设温度阈值。
其中，第二预设温度阈值低于第一预设温度阈值并高于或等于电池的失效温度。当电池低于第二预设温度阈值时，电池将要失效或已经失效，此时电池无法再用于加热，此时结束计算，并使车辆下电。
当唤醒时刻的电池温度高于第二预设温度阈值时，执行步骤S9：确定唤醒时刻下的电池温度是否低于第一预设温度阈值。
当唤醒时刻下的电池温度高于第一预设温度阈值时，表明电池无需加热，为了节省电池的能耗，执行步骤S16：车辆下电。在执行步骤S16后，返回执行步骤S1及后续步骤。
当唤醒时刻下的电池温度低于第一预设温度阈值时，表明电池即将失效，需要马上加热电池。
其中，在唤醒时刻，车辆的电池管理系统BMS收到加热指令，电池管理系统BMS和热管理系统TMS上电，控制热管理系统完成对电池的加热。
加热电池包括以下步骤：
步骤S10：将电池温度增加第一温度作为目标温度。
其中，电池温度用T b表示，目标温度用T p表示。第一温度可以为0.5℃～3℃，例如，第一温度可以为1℃。在一些实施例中，当唤醒时刻下的电池温度T b＝-23℃时，目标温度T p＝-22℃。
步骤S11：确定目标温度与唤醒时刻下的电池温度的温度差。
例如，当唤醒时刻下的电池温度T b＝-23℃时，目标温度T p＝-22℃时，目标温度T p与唤醒时刻下的电池温度T b的温度差为1℃。
步骤S12：确定温度差是否大于预设温度差。
其中，预设温度差用于节约电池功耗，避免反复增加第一温度导致的电池的加热功耗消耗的过多，当电池当前的温度(增加了第一温度的电池温度)与电池在唤醒时刻的温度的温度差达到该预设温度差时，停止增加第一温度，并将电池当前的温度作为使电池达到的目标温度。
在一些实施例中，预设温度差可以在3℃～6℃之间。
当所述温度差大于预设温度差时，执行步骤S15：将电池加热到目标温度。
当所述温度差小于预设温度差时，执行步骤S13：根据目标温度、气象温度模型 和唤醒时刻的环境温度，确定电池温度低于第二预设温度阈值的失效时刻。
其中，以电池温度为目标温度T p来确定电池温度低于第二预设温度阈值的失效时刻的方法与步骤S4所描述的方法相同，为了简洁起见，在此不再赘述。
步骤S14：确定失效时刻是否在门限时刻前。
当所述失效时刻在门限时刻前时，返回执行步骤S10：将目标温度T p(电池温度)增加第一温度。在一些实施例中，当失效时刻距离车辆下电时刻15小时时，将T p增加1℃，即T p＝-23℃。执行步骤S10后依次执行步骤S11、步骤S12，直至确定出失效时刻在门限时刻前对应的目标温度。
当所述失效时刻在门限时刻后时，执行步骤S15：将电池加热到目标温度。
在一些实施例中，当失效时刻距离车辆下电时刻的间隔时长大于72小时时，将目标温度作为用于使所述电池达到的温度。当将电池温度加热到该目标温度时，保证了电池在门限时刻前的有效性，尽可能的减少了唤醒次数同时降低电池的加热功耗。
步骤S16：车辆下电。
当将电池加热到目标温度后，控制车辆下电，并返回执行步骤S1以及其后续的步骤。
实施例三：
图3示出了本申请实施例提供的一种电池加热装置的模块示意图，如图3所示，本申请实施例提供的种电池加热装置包括：确定模块1000，和控制模块2000，所述确定模块1000，用于根据车辆的电池温度、环境温度以及气象温度模型，确定电池温度低于第一预设温度阈值前的唤醒时刻，其中，所述气象温度模型描述了环境温度随时间的变化关系；所述控制模块2000，用于在所述唤醒时刻，控制对所述电池进行加热。
在一些实施例中，所述确定模块1000具体用于：从所述车辆的下电时刻起设置多个子时刻，根据所述车辆的下电时刻的环境温度以及所述气象温度模型，确定在所述多个子时刻下的环境温度；根据所述车辆下电时刻的电池温度以及所述多个子时刻下的环境温度，确定在所述多个子时刻下的电池温度；将电池温度低于所述第一预设温度阈值对应的子时刻前的子时刻作为所述唤醒时刻。
在一些实施例中，所述控制模块2000具体用于：当所述唤醒时刻的电池温度低于所述第一预设温度阈值并高于第二预设温度阈值时，根据所述唤醒时刻的电池温度、所述唤醒时刻的环境温度以及所述气象温度模型，确定加热所述电池使所述电池达到的目标温度；加热所述电池，直至所述电池达到所述目标温度。
在一些实施例中，所述控制模块2000具体用于：确定当前电池温度与所述唤醒时刻下的电池温度的温度差；当所述温度差小于预设温度差时，根据所述当前电池温度、当前环境温度以及所述气象温度模型，确定电池温度低于所述第二预设温度阈值的失效时刻，所述第二预设温度阈值小于所述第一预设温度阈值；当所述失效时刻在门限时刻前时，将所述当前电池温度增加第一温度，所述门限时刻为距离所述车辆的下电时刻后第一时长的时刻。
在一些实施例中，所述控制模块2000具体还用于：当所述温度差大于所述预设温度差时，将所述当前电池温度作为加热所述电池使所述电池达到的目标温度。
在一些实施例中，所述控制模块2000具体还用于：当所述失效时刻在所述门限时刻后时，将所述当前电池温度作为加热所述电池使所述电池达到的目标温度。
在一些实施例中，所述控制模块2000具体用于：获取在所述唤醒时刻下的电池温度，当所述唤醒时刻下的电池温度低于第三预设温度阈值时，采用第一模式加热所述电池；当所述唤醒时刻下的电池温度高于所述第三预设温度阈值时，采用第二模式加热所述电池，其中，在所述第一模式下，所述电池的加热功率大于所述第二模式。
在一些实施例中，所述气象温度模型包括：离线预设气象温度模型和在线气象温度模型，所述离线预设气象温度模型根据平均环境温度低于预设环境温度的月份的气象温度数据建立；所述在线气象温度模型根据气象预报预测的气象温度数据建立。
需要说明的是，上述各模块，即：确定模块1000和控制模块2000用于执行上述方法的相关步骤。比如确定模块1000用于执行步骤S100、步骤S110、步骤S221、步骤S2222等的相关内容；控制模块3000用于执行步骤S200、步骤S220、步骤S222、步骤S15、步骤S16等的相关内容。
在本实施例中，电池的加热装置是以模块的形式来呈现。这里的“模块”可以指特定应用集成电路(application-specific integrated circuit，ASIC)，执行一个或多个软件或固件程序的处理器和存储器，集成逻辑电路，和/或其他可以提供上述功能的器件。此外，以上确定模块1000和控制模块2000可以通过图4所示的计算设备的处理器1510来实现。
实施例四：
图4是本申请实施例提供的一种计算设备1500的结构性示意性图。该计算设备1500包括：处理器1510、存储器1520、通信接口1530、总线1540。
应理解，图4所示的计算设备1500中的通信接口1530可以用于与其他设备之间进行通信。
其中，该处理器1510可以与存储器1520连接。该存储器1520可以用于存储该程序代码和数据。因此，该存储器1520可以是处理器1510内部的存储单元，也可以是与处理器1510独立的外部存储单元，还可以是包括处理器1510内部的存储单元和与处理器1510独立的外部存储单元的部件。
可选的，计算设备1500还可以包括总线1540。其中，存储器1520、通信接口1530可以通过总线1540与处理器1510连接。总线1540可以是外设部件互连标准(Peripheral Component Interconnect，PCI)总线或扩展工业标准结构(Extended Industry Standard Architecture，EISA)总线等。所述总线1540可以分为地址总线、数据总线、控制总线等。为便于表示，图4中仅用一条线表示，但并不表示仅有一根总线或一种类型的总线。
应理解，在本申请实施例中，该处理器1510可以采用中央处理单元(central processing unit，CPU)。该处理器还可以是其它通用处理器、数字信号处理器(digital signal processor，DSP)、专用集成电路(application specific integrated circuit，ASIC)、现成可编程门阵列(field programmable gate Array，FPGA)或者其它可编程逻辑器件、分立门或者晶体管逻辑器件、分立硬件组件等。通用处理器可以是微处理器或者该处理器也可以是任何常规的处理器等。或者该处理器1510采用一个或多个集成电路， 用于执行相关程序，以实现本申请实施例所提供的技术方案。
该存储器1520可以包括只读存储器和随机存取存储器，并向处理器1510提供指令和数据。处理器1510的一部分还可以包括非易失性随机存取存储器。例如，处理器1510还可以存储设备类型的信息。
在计算设备1500运行时，所述处理器1510执行所述存储器1520中的计算机执行指令执行上述方法的操作步骤。
应理解，根据本申请实施例的计算设备1500可以对应于执行根据本申请各实施例的方法中的相应主体，并且计算设备1500中的各个模块的上述和其它操作和/或功能分别为了实现本实施例各方法的相应流程，为了简洁，在此不再赘述。
本领域普通技术人员可以意识到，结合本文中所公开的实施例描述的各示例的单元及算法步骤，能够以电子硬件、或者计算机软件和电子硬件的结合来实现。这些功能究竟以硬件还是软件方式来执行，取决于技术方案的特定应用和设计约束条件。专业技术人员可以对每个特定的应用来使用不同方法来实现所描述的功能，但是这种实现不应认为超出本申请的范围。
所属领域的技术人员可以清楚地了解到，为描述的方便和简洁，上述描述的系统、装置和单元的具体工作过程，可以参考前述方法实施例中的对应过程，在此不再赘述。
在本申请所提供的几个实施例中，应该理解到，所揭露的系统、装置和方法，可以通过其它的方式实现。例如，以上所描述的装置实施例仅仅是示意性的，例如，所述单元的划分，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式，例如多个单元或组件可以结合或者可以集成到另一个系统，或一些特征可以忽略，或不执行。另一点，所显示或讨论的相互之间的耦合或直接耦合或通信连接可以是通过一些接口，装置或单元的间接耦合或通信连接，可以是电性，机械或其它的形式。
所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部单元来实现本实施例方案的目的。
另外，在本申请各个实施例中的各功能单元可以集成在一个处理单元中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个单元中。
所述功能如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储介质中。基于这样的理解，本申请的技术方案本质上或者说对现有技术做出贡献的部分或者该技术方案的部分可以以软件产品的形式体现出来，该计算机软件产品存储在一个存储介质中，包括若干指令用以使得一台计算机设备(可以是个人计算机，服务器，或者网络设备等)执行本申请各个实施例所述方法的全部或部分步骤。而前述的存储介质包括：U盘、移动硬盘、只读存储器(Read-Only Memory，ROM)、随机存取存储器(Random Access Memory，RAM)、磁碟或者光盘等各种可以存储程序代码的介质。
实施例五：
本申请实施例还提供了一种计算机可读存储介质，其上存储有计算机程序，该程序被处理器执行时用于执行电池的加热方法，该方法包括上述各个实施例所描述的方 案中的至少之一。
本申请实施例的计算机存储介质，可以采用一个或多个计算机可读的介质的任意组合。计算机可读介质可以是计算机可读信号介质或者计算机可读存储介质。计算机可读存储介质例如可以是，但不限于，电、磁、光、电磁、红外线、或半导体的系统、装置或器件，或者任意以上的组合。计算机可读存储介质的更具体的例子(非穷举的列表)包括：具有一个或多个导线的电连接、便携式计算机磁盘、硬盘、随机存取存储器(RAM)、只读存储器(ROM)、可擦式可编程只读存储器(EPROM或闪存)、光纤、便携式紧凑磁盘只读存储器(CD-ROM)、光存储器件、磁存储器件、或者上述的任意合适的组合。在本文件中，计算机可读存储介质可以是任何包含或存储程序的有形介质，该程序可以被指令执行系统、装置或者器件使用或者与其结合使用。
计算机可读的信号介质可以包括在基带中或者作为载波一部分传播的数据信号，其中承载了计算机可读的程序代码。这种传播的数据信号可以采用多种形式，包括但不限于电磁信号、光信号或上述的任意合适的组合。计算机可读的信号介质还可以是计算机可读存储介质以外的任何计算机可读介质，该计算机可读介质可以发送、传播或者传输用于由指令执行系统、装置或者器件使用或者与其结合使用的程序。
计算机可读介质上包含的程序代码可以用任何适当的介质传输，包括、但不限于无线、电线、光缆、RF等等，或者上述的任意合适的组合。
可以以一种或多种程序设计语言或其组合来编写用于执行本申请操作的计算机程序代码，所述程序设计语言包括面向对象的程序设计语言—诸如Java、Smalltalk、C++，还包括常规的过程式程序设计语言—诸如“C”语言或类似的程序设计语言。程序代码可以完全地在用户计算机上执行、部分地在用户计算机上执行、作为一个独立的软件包执行、部分在用户计算机上部分在远程计算机上执行、或者完全在远程计算机或服务器上执行。在涉及远程计算机的情形中，远程计算机可以通过任意种类的网络，包括局域网(LAN)或广域网(WAN)，连接到用户计算机，或者，可以连接到外部计算机(例如利用因特网服务提供商来通过因特网连接)。
实施例六：
本申请还提供了一种计算机程序产品，当所述计算机程序产品在计算设备上运行时，使得所述计算设备执行本申请实施例提供的电池加热方法。
实施例七：
本申请还提供了一种车辆，包括上述的电池加热装置以及电池包。
注意，上述仅为本申请的较佳实施例及所运用的技术原理。本领域技术人员会理解，本发明不限于这里所述的特定实施例，对本领域技术人员来说能够进行各种明显的变化、重新调整和替代而不会脱离本发明的保护范围。因此，虽然通过以上实施例对本申请进行了较为详细的说明，但是本发明不仅仅限于以上实施例，在不脱离本发明的构思的情况下，还可以包括更多其他等效实施例，均属于本发明的保护范畴。

Claims (20)

  1. 一种电池加热方法，其特征在于，包括：
    根据车辆的电池温度、环境温度以及气象温度模型，确定电池温度低于第一预设温度阈值前的唤醒时刻，其中，所述气象温度模型描述了环境温度随时间的变化关系；
    在所述唤醒时刻，控制对所述电池进行加热。
  2. 根据权利要求1所述的方法，其特征在于，根据车辆的电池温度、环境温度以及气象温度模型，确定电池温度低于第一预设温度阈值前的唤醒时刻，包括：
    从所述车辆的下电时刻起设置多个子时刻，
    根据所述车辆的下电时刻的环境温度以及所述气象温度模型，确定在所述多个子时刻下的环境温度；
    根据所述车辆下电时刻的电池温度以及所述多个子时刻下的环境温度，确定在所述多个子时刻下的电池温度；
    将电池温度低于所述第一预设温度阈值对应的子时刻前的子时刻作为所述唤醒时刻。
  3. 根据权利要求1所述的方法，其特征在于，在所述唤醒时刻，控制对所述电池进行加热包括：
    当所述唤醒时刻的电池温度低于所述第一预设温度阈值并高于第二预设温度阈值时，根据所述唤醒时刻的电池温度、所述唤醒时刻的环境温度以及所述气象温度模型，确定加热所述电池使所述电池达到的目标温度；
    加热所述电池，直至所述电池达到所述目标温度。
  4. 根据权利要求3所述的方法，其特征在于，所述根据所述唤醒时刻的电池温度、所述唤醒时刻的环境温度以及所述气象温度模型，确定加热所述电池使所述电池达到的目标温度，包括：
    确定当前电池温度与所述唤醒时刻下的电池温度的温度差；
    当所述温度差小于预设温度差时，根据所述当前电池温度、所述唤醒时刻的环境温度以及所述气象温度模型，确定电池温度低于所述第二预设温度阈值的失效时刻，所述第二预设温度阈值小于所述第一预设温度阈值；
    当所述失效时刻在门限时刻前时，将所述当前电池温度增加第一温度，所述门限时刻为距离所述车辆的下电时刻后第一时长的时刻。
  5. 根据权利要求4所述的方法，其特征在于，当所述温度差大于所述预设温度差时，将所述当前电池温度作为加热所述电池使所述电池达到的目标温度。
  6. 根据权利要求4所述的方法，其特征在于，当所述失效时刻在所述门限时刻后时，将所述当前电池温度作为加热所述电池使所述电池达到的目标温度。
  7. 根据权利要求1所述的方法，其特征在于，所述在所述唤醒时刻，控制对所述电池进行加热，包括：
    获取在所述唤醒时刻下的电池温度，
    当所述唤醒时刻下的电池温度低于第三预设温度阈值时，采用第一模式加热所述电池；
    当所述唤醒时刻下的电池温度高于所述第三预设温度阈值时，采用第二模式加热所述电池，其中，在所述第一模式下，电池的加热功率大于第二模式。
  8. 根据权利要求1-7中任一项所述的方法，其特征在于，所述气象温度模型包括：离线预设气象温度模型和在线气象温度模型，
    所述离线预设气象温度模型根据平均环境温度低于预设环境温度的月份的气象温度数据建立；
    所述在线气象温度模型根据气象预报预测的气象温度数据建立。
  9. 一种电池加热装置，其特征在于，包括：
    确定模块，用于根据车辆的电池温度、环境温度以及气象温度模型，确定电池温度低于第一预设温度阈值前的唤醒时刻，其中，所述气象温度模型描述了环境温度随时间的变化关系；
    控制模块，用于在所述唤醒时刻，控制对所述电池进行加热。
  10. 根据权利要求9所述的装置，其特征在于，所述确定模块具体用于：
    从所述车辆的下电时刻起设置多个子时刻，
    根据所述车辆的下电时刻的环境温度以及所述气象温度模型，确定在所述多个子时刻下的环境温度；
    根据所述车辆下电时刻的电池温度以及所述多个子时刻下的环境温度，确定在所述多个子时刻下的电池温度；
    将电池温度低于所述第一预设温度阈值对应的子时刻前的子时刻作为所述唤醒时刻。
  11. 根据权利要求9所述的装置，其特征在于，所述控制模块具体用于：
    当所述唤醒时刻的电池温度低于所述第一预设温度阈值并高于第二预设温度阈值时，根据所述唤醒时刻的电池温度、所述唤醒时刻的环境温度以及所述气象温度模型，确定加热所述电池使所述电池达到的目标温度；
    加热所述电池，直至所述电池达到所述目标温度。
  12. 根据权利要求11所述的装置，其特征在于，所述控制模块具体用于：
    确定当前电池温度与所述唤醒时刻下的电池温度的温度差；
    当所述温度差小于预设温度差时，根据所述当前电池温度、当前环境温度以及所述气象温度模型，确定电池温度低于所述第二预设温度阈值的失效时刻，所述第二预 设温度阈值小于所述第一预设温度阈值；
    当所述失效时刻在门限时刻前时，将所述当前电池温度增加第一温度，所述门限时刻为距离所述车辆的下电时刻后第一时长的时刻。
  13. 根据权利要求12所述的装置，其特征在于，所述控制模块具体还用于：当所述温度差大于所述预设温度差时，将所述当前电池温度作为加热所述电池使所述电池达到的目标温度。
  14. 根据权利要求12所述的装置，其特征在于，所述控制模块具体还用于：当所述失效时刻在所述门限时刻后时，将所述当前电池温度作为加热所述电池使所述电池达到的目标温度。
  15. 根据权利要求9所述的装置，其特征在于，所述控制模块具体用于：
    获取在所述唤醒时刻下的电池温度，
    当所述唤醒时刻下的电池温度低于第三预设温度阈值时，采用第一模式加热所述电池；
    当所述唤醒时刻下的电池温度高于所述第三预设温度阈值时，采用第二模式加热所述电池，其中，在所述第一模式下，所述电池的加热功率大于所述第二模式。
  16. 根据权利要求9-15中任一项所述的装置，其特征在于，所述气象温度模型包括：离线预设气象温度模型和在线气象温度模型，
    所述离线预设气象温度模型根据平均环境温度低于预设环境温度的月份的气象温度数据建立；
    所述在线气象温度模型根据气象预报预测的气象温度数据建立。
  17. 一种电子设备，其特征在于，包括存储器和处理器，所述存储器中存储有可执行代码，所述处理器执行所述可执行代码，实现权利要求1-8中任一项所述的电池加热方法。
  18. 一种计算机可读存储介质，其上存储有程序指令，其特征在于，所述程序指令当被计算机执行时，使得所述计算机执行权利要求1-8中任一项所述的电池加热方法。
  19. 一种计算机程序产品，其特征在于，当所述计算机程序产品在计算设备上运行时，使得所述计算设备执行权利要求1-8中任一项所述的电池加热方法。
  20. 一种车辆，其特征在于，包括：权利要求9-16中任一项所述的电池加热装置和电池包。
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