CN116552333A

CN116552333A - Energy management method and device for vehicle battery, storage medium and processor

Info

Publication number: CN116552333A
Application number: CN202310747059.6A
Authority: CN
Inventors: 刘佳鑫; 杨晶博; 刘涛; 薛盈
Original assignee: FAW Group Corp
Current assignee: FAW Group Corp
Priority date: 2023-06-21
Filing date: 2023-06-21
Publication date: 2023-08-08

Abstract

The invention discloses an energy management method, an energy management device, a storage medium and a processor for a vehicle battery. Wherein the method comprises the following steps: acquiring a running parameter of a vehicle under a target working condition, wherein the target working condition is one of historical running working conditions of the vehicle, and the running parameter at least comprises a temperature parameter of a battery of the vehicle, a motor torque of the vehicle, a motor rotating speed of the vehicle and a motor required power of the battery of the vehicle; processing the driving parameters based on the control strategy model to obtain target driving parameters of the vehicle, wherein the target driving parameters at least comprise a temperature parameter for cooling a battery of the vehicle, a temperature parameter for heating the battery of the vehicle and the maximum allowable discharge power of the battery of the vehicle; and processing the target driving parameters based on the thermal management heat transfer model to obtain a heating strategy for heating the battery of the vehicle and/or a cooling strategy for cooling the battery of the vehicle. The invention solves the technical problem of low endurance of the whole vehicle.

Description

Energy management method and device for vehicle battery, storage medium and processor

Technical Field

The present invention relates to the field of vehicles, and more particularly, to an energy management method, apparatus, storage medium, and processor for a vehicle battery.

Background

At present, the temperature of a vehicle battery has an important influence on the whole vehicle endurance, when the temperature of the vehicle battery is lower, the internal resistance of the battery is increased, the self available energy and the charge and discharge power performance are greatly reduced, and the whole vehicle endurance and the power performance can be greatly influenced. When the temperature of the battery of the vehicle is higher, in order to ensure the use safety of the battery, the service life of the battery is prolonged, the battery at high temperature is required to be cooled, the energy of the battery is consumed in the refrigerating process, the whole vehicle endurance can be influenced, and therefore the problem of low whole vehicle endurance is solved.

Aiming at the problem of low endurance of the whole vehicle, no effective solution is proposed at present.

Disclosure of Invention

The embodiment of the invention provides an energy management method, an energy management device, a storage medium and a processor for a vehicle battery, which are used for at least solving the technical problem of low whole vehicle endurance.

According to one aspect of an embodiment of the present invention, there is provided an energy management method of a vehicle battery. The method may include: acquiring a running parameter of a vehicle under a target working condition, wherein the target working condition is one of historical running working conditions of the vehicle, and the running parameter at least comprises a temperature parameter of a battery of the vehicle, a motor torque of the vehicle, a motor rotating speed of the vehicle and a motor required power of the battery of the vehicle; processing the driving parameters based on the control strategy model to obtain target driving parameters of the vehicle, wherein the target driving parameters at least comprise a temperature parameter for cooling a battery of the vehicle, a temperature parameter for heating the battery of the vehicle and the maximum allowable discharge power of the battery of the vehicle; and processing the target driving parameters based on the thermal management heat transfer model to obtain a heating strategy for heating the battery of the vehicle and/or a cooling strategy for cooling the battery of the vehicle.

Optionally, the control strategy model includes a water temperature control strategy model and a flow control strategy model, and the processing the running parameter based on the control strategy model includes: in response to the temperature parameter being greater than the temperature threshold, inputting the temperature parameter into a water temperature control strategy model, determining a temperature parameter for cooling a battery of the vehicle; in response to the temperature parameter not being greater than the temperature threshold, the temperature parameter is input into a flow control strategy model, and a temperature parameter that heats a battery of the vehicle is determined.

Optionally, the thermal management heat transfer model includes a liquid heat transfer model and a solid heat transfer model, and processing the target driving parameter based on the thermal management heat transfer model includes: determining a cooling strategy for cooling the battery of the vehicle in the liquid heat transfer model based on a temperature parameter for cooling the battery of the vehicle, wherein the cooling strategy at least comprises a battery bottom surface cooling strategy and a battery large surface cooling strategy, the battery bottom surface cooling strategy is used for cooling the bottom of the battery cell, and the battery large surface cooling strategy is used for cooling the side surface of the battery cell; a heating strategy for heating the battery is determined in the solid heat transfer model based on a temperature parameter for heating the battery of the vehicle, wherein the heating strategy comprises at least a heating film heating strategy, a thermistor heating strategy, and a heating film and thermistor coupling heating strategy.

Optionally, the control strategy model further includes a battery demand power strategy model, wherein the running parameter is processed based on the control strategy model, and further includes: inputting the motor required torque of the vehicle, the motor rotating speed of the vehicle and the battery cooling or heating required power of the vehicle into a battery required power strategy model, and calculating the required power of the battery of the vehicle; determining an accumulated discharge time of the battery of the vehicle in response to the required power of the battery of the vehicle not being greater than the reference value; responsive to the demanded power of the battery of the vehicle being greater than the reference value, zeroing an accumulated discharge time of the battery of the vehicle; the maximum allowable discharge power of the battery of the vehicle is determined based on the accumulated discharge time of the battery of the vehicle.

Optionally, determining the maximum allowable discharge power of the battery of the vehicle based on the accumulated discharge time of the battery of the vehicle includes: determining a judging section of the accumulated discharge time of the battery of the vehicle, wherein the judging section is used for indicating the discharge state of the battery of the vehicle; the maximum allowable discharge power of the vehicle is determined based on the discharge state of the battery of the vehicle.

Optionally, the driving parameter includes an acceleration parameter of the vehicle, and the method further includes: in response to the acceleration parameter being greater than the speed threshold, the acceleration parameter is input into a control strategy model, and a motor demand torque of the vehicle is determined.

Optionally, the control strategy model further comprises a brake signal control strategy, the method further comprising: in the braking process of the vehicle, an initial braking signal of the vehicle and the maximum braking torque of wheels of the vehicle are input into a control strategy model to be calculated, and a target braking signal of the vehicle is obtained, wherein the target braking signal is used for controlling the braking of the vehicle.

According to another aspect of the embodiment of the present invention, there is also provided an energy management device of a vehicle battery. The apparatus may include: the system comprises an acquisition unit, a control unit and a control unit, wherein the acquisition unit is used for acquiring a running parameter of a vehicle under a target working condition, the target working condition is one of historical running working conditions of the vehicle, and the running parameter at least comprises a temperature parameter of a battery of the vehicle, a motor torque of the vehicle, a motor rotating speed of the vehicle and a motor required power of the battery of the vehicle; the first processing unit is used for processing the running parameters based on the control strategy model to obtain target running parameters of the vehicle, wherein the target running parameters at least comprise a temperature parameter for cooling a battery of the vehicle, a temperature parameter for heating the battery of the vehicle and the maximum allowable discharge power of the battery of the vehicle; and the second processing unit is used for processing the target running parameters based on the thermal management heat transfer model to obtain a heating strategy for heating the battery of the vehicle and/or a cooling strategy for cooling the battery of the vehicle.

According to another aspect of an embodiment of the present invention, there is also provided a computer-readable storage medium. The computer readable storage medium includes a stored program, wherein the program when run controls a device in which the computer readable storage medium is located to execute the energy management method of the vehicle battery according to the embodiment of the invention.

According to another aspect of an embodiment of the present invention, there is also provided a processor. The processor is used for running a program, wherein the program executes the energy management method of the vehicle battery according to the embodiment of the invention when running.

According to another aspect of the embodiment of the invention, a vehicle is also provided. The vehicle is used for executing the energy management method of the vehicle battery according to the embodiment of the invention.

In the embodiment of the invention, a driving parameter of a vehicle under a target working condition is obtained, wherein the target working condition is one of historical running working conditions of the vehicle, and the driving parameter at least comprises a temperature parameter of a battery of the vehicle, a motor torque of the vehicle, a motor rotating speed of the vehicle and a motor required power of the battery of the vehicle; processing the driving parameters based on the control strategy model to obtain target driving parameters of the vehicle, wherein the target driving parameters at least comprise a temperature parameter for cooling a battery of the vehicle, a temperature parameter for heating the battery of the vehicle and the maximum allowable discharge power of the battery of the vehicle; and processing the target driving parameters based on the thermal management heat transfer model to obtain a heating strategy for heating the battery of the vehicle and/or a cooling strategy for cooling the battery of the vehicle. That is, the embodiment of the invention processes the acquired running parameters of the vehicle under the target working condition based on the control strategy model to obtain the target running parameters of the vehicle, processes the target running parameters based on the thermal management heat transfer model through the obtained target running parameters to obtain the heating strategy for heating the battery of the vehicle and/or the cooling strategy for cooling the battery of the vehicle so as to timely heat or cool the battery of the vehicle, so that the temperature of the battery of the vehicle is in the normal working temperature range, thereby realizing the technical effect of improving the cruising ability of the whole vehicle and solving the technical problem of low cruising ability of the whole vehicle.

Drawings

The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention and do not constitute a limitation on the invention. In the drawings:

FIG. 1 is a flow chart of a method of energy management of a vehicle battery according to an embodiment of the invention;

FIG. 2 is a schematic diagram of the operating principle of a whole vehicle power economy model according to an embodiment of the present invention;

FIG. 3 is a schematic illustration of a simulated vehicle speed versus a target vehicle speed in accordance with an embodiment of the present invention;

fig. 4 is a schematic diagram of a battery generating heat according to an embodiment of the present invention;

FIG. 5 is a schematic diagram of an electrical connection generating heat in accordance with an embodiment of the present invention;

FIG. 6 is a schematic diagram of compressor energy consumption versus a different cold plate strategy according to an embodiment of the present invention;

FIG. 7 is a schematic diagram of temperature rise rate and allowable charge-discharge power comparison for a different cold plate strategy heating mode according to an embodiment of the present invention;

FIG. 8 is a schematic illustration of an inlet water temperature profile according to an embodiment of the present invention;

FIG. 9 is a schematic illustration of an inlet flow rate variation curve according to an embodiment of the present invention;

FIG. 10 is a flow chart of a maximum allowable discharge power calculation strategy under discharge conditions according to an embodiment of the present invention;

FIG. 11 is a flow chart of a maximum allowable discharge power calculation strategy under another discharge condition according to an embodiment of the present invention;

FIG. 12 is a flow chart of a maximum allowable discharge power calculation strategy under yet another discharge condition in accordance with an embodiment of the present invention;

FIG. 13 is a flow chart of a maximum allowable discharge power calculation strategy under yet another discharge condition in accordance with an embodiment of the present invention;

FIG. 14 is a flow chart of a maximum allowable discharge power calculation strategy under yet another discharge condition in accordance with an embodiment of the present invention;

FIG. 15 is a schematic diagram of a battery demand power versus maximum allowable power in accordance with an embodiment of the present invention;

FIG. 16 is a flow chart of a maximum allowable charge power calculation strategy under charge conditions according to an embodiment of the present invention;

FIG. 17 is a flow chart of a maximum allowable charge power calculation strategy under another charge condition according to an embodiment of the present invention;

FIG. 18 is a flow chart of a maximum allowable charge power calculation strategy under yet another charge condition according to an embodiment of the present invention;

FIG. 19 is a flow chart of a maximum allowable charge power calculation strategy under yet another charge condition according to an embodiment of the present invention;

FIG. 20 is a flow chart of a maximum allowable charge power calculation strategy under yet another charge condition according to an embodiment of the present invention;

FIG. 21 is a schematic diagram of another battery demand power versus maximum allowable power in accordance with an embodiment of the present invention;

FIG. 22 is a schematic diagram of a final brake signal according to an embodiment of the invention;

fig. 23 is a schematic view of an energy management device of a vehicle battery according to an embodiment of the present invention.

Detailed Description

In order that those skilled in the art will better understand the present invention, a technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.

It should be noted that the terms "first," "second," and the like in the description of the present invention and the above-described drawings are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the invention described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

Example 1

In accordance with an embodiment of the present invention, there is provided an embodiment of a method of energy management for a vehicle battery, it being noted that the steps illustrated in the flowchart of the figures may be performed in a computer system, such as a set of computer executable instructions, and, although a logical sequence is illustrated in the flowchart, in some cases, the steps illustrated or described may be performed in a different order than that illustrated herein.

Fig. 1 is a flowchart of a method of energy management of a vehicle battery according to an embodiment of the present invention, as shown in fig. 1, the method may include the steps of:

step S102, a driving parameter of the vehicle under a target working condition is obtained, wherein the target working condition is one of historical running working conditions of the vehicle, and the driving parameter at least comprises a temperature parameter of a battery of the vehicle, a motor torque of the vehicle, a motor rotating speed of the vehicle and a motor required power of the battery of the vehicle.

In the technical scheme provided in the step S102, the driving parameters of the vehicle under the target working condition may be obtained. The target working condition may be one of historical vehicle operation working conditions, may be a working condition corresponding to a working condition of the vehicle, and the working condition may at least include a vehicle speed, a wind speed, an ambient temperature, an ambient humidity and a vehicle load of the vehicle. The driving parameters may include at least a temperature parameter of a battery of the vehicle, a motor torque of the vehicle, a motor rotational speed of the vehicle, and a motor demand power of the battery of the vehicle.

Step S104, processing the running parameters based on the control strategy model to obtain target running parameters of the vehicle, wherein the target running parameters at least comprise a temperature parameter for cooling a battery of the vehicle, a temperature parameter for heating the battery of the vehicle and the maximum allowable discharge power of the battery of the vehicle.

In the technical scheme provided in the step S104, after the driving parameters of the vehicle under the target working condition are obtained, the obtained driving parameters can be processed based on the control strategy model to obtain the target driving parameters of the vehicle. Wherein, the control strategy model at least comprises: a water temperature control strategy model, a flow control strategy model, and a battery demand power strategy model, the control strategy model may be used to transfer target travel parameters into a thermal management heat transfer model. The target running parameters may include at least a temperature parameter for cooling the battery of the vehicle, a temperature parameter for heating the battery of the vehicle, and a maximum allowable battery discharge power of the vehicle.

Optionally, the control strategy model may include at least: a water temperature control strategy model, a flow control strategy model, a battery demand power strategy model, a positive temperature coefficient thermistor (Positive Temperature Coefficient, abbreviated as PTC) heating power control strategy model, a heating film power control strategy model, a discharge allowable power deficiency termination simulation control strategy model, a battery final allowable power control strategy model and a brake signal control strategy model.

And step S106, processing the target running parameters based on the thermal management heat transfer model to obtain a heating strategy for heating the battery of the vehicle and/or a cooling strategy for cooling the battery of the vehicle.

In the technical solution provided in the above step S106 of the present invention, after the target running parameter is obtained, the target running parameter may be processed based on the thermal management heat transfer model, so as to obtain a heating strategy for heating the battery of the vehicle and/or a cooling strategy for cooling the battery of the vehicle. Wherein the thermal management heat transfer model may include at least: the liquid heat transfer model can be used for simulating heat exchange between the cooling liquid and the water cooling plate and flow of the cooling liquid in the battery cooling plate, and the solid heat transfer model can be used for simulating heat transfer between solids in the battery. The solid heat transfer model at least comprises solid elements such as a water cooling plate, heat conducting glue, an electric core, electric connection and the like. The heating strategy may be a strategy for heating the battery and the cooling strategy may be a strategy for cooling the battery.

In the invention, the step S102 to the step S106 are performed to obtain a driving parameter of the vehicle under a target working condition, wherein the target working condition is one of historical operation working conditions of the vehicle, and the driving parameter at least comprises a temperature parameter of a battery of the vehicle, a motor torque of the vehicle, a motor rotational speed of the vehicle and a motor required power of the battery of the vehicle; processing the driving parameters based on the control strategy model to obtain target driving parameters of the vehicle, wherein the target driving parameters at least comprise a temperature parameter for cooling a battery of the vehicle, a temperature parameter for heating the battery of the vehicle and the maximum allowable discharge power of the battery of the vehicle; and processing the target driving parameters based on the thermal management heat transfer model to obtain a heating strategy for heating the battery of the vehicle and/or a cooling strategy for cooling the battery of the vehicle. That is, the embodiment of the invention processes the acquired running parameters of the vehicle under the target working condition based on the control strategy model to obtain the target running parameters of the vehicle, processes the target running parameters based on the thermal management heat transfer model through the obtained target running parameters to obtain the heating strategy for heating the battery of the vehicle and/or the cooling strategy for cooling the battery of the vehicle so as to timely heat or cool the battery of the vehicle, so that the temperature of the battery of the vehicle is in the normal working temperature range, thereby realizing the technical effect of improving the cruising ability of the whole vehicle and solving the technical problem of low cruising ability of the whole vehicle.

The above-described method of this embodiment is further described below.

As an optional embodiment, step S104, the control strategy model includes a water temperature control strategy model and a flow control strategy model, and the processing the running parameter based on the control strategy model includes: in response to the temperature parameter being greater than the temperature threshold, inputting the temperature parameter into a water temperature control strategy model, determining a temperature parameter for cooling a battery of the vehicle; in response to the temperature parameter not being greater than the temperature threshold, the temperature parameter is input into a flow control strategy model, and a temperature parameter that heats a battery of the vehicle is determined.

In this embodiment, after the battery temperature parameter is obtained, the temperature parameter may be compared with a temperature threshold. When the temperature parameter is greater than the temperature threshold, indicating that the temperature of the vehicle battery is high, in which case the temperature parameter may be input into a water temperature control strategy model to determine a temperature parameter that cools the battery of the vehicle. When the temperature parameter is not greater than the temperature threshold, indicating that the temperature of the vehicle battery is low, in which case the temperature parameter may be input into the flow control strategy model to determine a temperature parameter that heats the battery of the vehicle. The temperature threshold may be a temperature value preset according to practical situations, for example, may be 50 degrees, which is only illustrated herein, and the determination of the temperature threshold is not specifically limited.

Optionally, when the obtained temperature parameter is greater than the temperature threshold, the temperature parameter may be input into a water temperature control strategy model, and after the water temperature control strategy model receives the temperature parameter (may be denoted by T0), in order to avoid frosting of a refrigerator (refrigerator) or influence on the service life of an element due to overhigh water temperature, the temperature parameter should be controlled within a certain range. For example, the temperature parameter may be limited by a limiting element, and an upper water temperature limit (may be denoted by C1) and a lower water temperature limit (may be denoted by C2) may be set so that c1+.t0+.c2, and then the temperature interval to which the temperature parameter belongs is transmitted to the liquid heat transfer model, so as to determine a cooling strategy for cooling the vehicle battery.

Alternatively, when the acquired temperature parameter is not greater than the temperature threshold, the temperature parameter may be input into a flow control strategy model in which a heating or cooling mode may be selected by manually inputting a constant signal. For example, when the constant signal input value is 1, the heating mode is selected, and when the constant signal input value is 0, the cooling mode is selected. Since the temperature parameter is not greater than the temperature threshold, it is necessary to heat the vehicle battery, based on which the input value of the constant signal may be set to 1 and transmitted to the solid heat transfer model to determine a heating strategy for heating the vehicle battery.

As an alternative embodiment, step S106, the thermal management heat transfer model includes a liquid heat transfer model and a solid heat transfer model, and processing the target driving parameter based on the thermal management heat transfer model includes: determining a cooling strategy for cooling the battery of the vehicle in the liquid heat transfer model based on a temperature parameter for cooling the battery of the vehicle, wherein the cooling strategy at least comprises a battery bottom surface cooling strategy and a battery large surface cooling strategy, the battery bottom surface cooling strategy is used for cooling the bottom of the battery cell, and the battery large surface cooling strategy is used for cooling the side surface of the battery cell; a heating strategy for heating the battery is determined in the solid heat transfer model based on a temperature parameter for heating the battery of the vehicle, wherein the heating strategy comprises at least a heating film heating strategy, a thermistor heating strategy, and a heating film and thermistor coupling heating strategy.

In this embodiment, after determining the temperature parameter for cooling the battery of the vehicle, that is, the temperature interval to which the temperature parameter belongs, a cooling strategy for cooling the battery of the vehicle may be determined in the liquid heat transfer model. Similarly, a heating strategy for heating the battery may be determined in the solid state heat transfer model by determining a temperature parameter for heating the battery of the vehicle, i.e., an input value of a constant signal. The cooling strategy at least comprises a battery bottom surface cooling plate cooling strategy and a battery large surface cooling plate cooling strategy, wherein the battery bottom surface cooling plate cooling strategy can be used for cooling the battery bottom of the battery, and the battery large surface cooling plate cooling strategy can be used for cooling the battery side face of the battery. The heating strategy may at least optionally include a heating film heating strategy, a thermistor heating strategy, and a heating film and thermistor coupling heating strategy.

Optionally, the liquid heat transfer model determines a cooling strategy for cooling the battery of the vehicle upon receiving the temperature parameter. The battery bottom surface cold plate cooling strategy can be to arrange the battery water cooling plate at the bottom of the battery cell, and the main heat transfer path of the battery cell is along the height (z) direction. The battery large-surface cooling plate cooling strategy can be that the battery water cooling plate is arranged on the side face of the battery cell, and the main heat dissipation path of the battery cell is performed along the thickness (x) direction.

Optionally, the solid heat transfer model, upon receiving the temperature parameter, determines a heating strategy for heating the battery of the vehicle. The heating strategy includes at least a heating film heating strategy (which may be represented by 1), a thermistor heating strategy (which may be represented by 2), and a heating film and thermistor coupling heating strategy (which may be represented by 3). By manually inputting the numbers 1, 2 and 3, a heating mode is selected, the inlet water flow rate of the non-thermistor heating strategy is 0 liter/min (L/min), and the inlet water flow rate of the non-thermistor heating strategy is 20L/min.

Alternatively, the solid heat transfer model may comprise at least: discrete electric core, bottom surface heating film, bottom surface cold plate, bottom surface heating film power signal, electric core heat generation signal, big face cold plate, big face heating film, electric connection temperature signal, big face heating film power signal, electric connection heat generation signal and battery temperature signal. Each element in the solid heat transfer model calculates the battery temperature and the electric connection temperature by receiving a battery heat generation signal, an electric connection heat generation signal, a bottom surface heating film power signal, the heat generation amount in the large surface heating film power signal and the heat exchange between the solid heat transfer model and the liquid heat transfer model, and transmits the calculation result through the battery temperature signal and the electric connection temperature signal.

As an optional embodiment, step S104, the control strategy model further includes a battery demand power strategy model, where the running parameter is processed based on the control strategy model, and further includes: inputting the motor required torque of the vehicle, the motor rotating speed of the vehicle and the battery cooling or heating required power of the vehicle into a battery required power strategy model, and calculating the required power of the battery of the vehicle; determining an accumulated discharge time of the battery of the vehicle in response to the required power of the battery of the vehicle not being greater than the reference value; responsive to the demanded power of the battery of the vehicle being greater than the reference value, zeroing an accumulated discharge time of the battery of the vehicle; the maximum allowable discharge power of the battery of the vehicle is determined based on the accumulated discharge time of the battery of the vehicle.

In this embodiment, the acquired motor demand torque of the vehicle, the motor speed of the vehicle, and the battery cooling or heating demand power of the vehicle may be input into the battery demand power policy model, and the demand power of the battery of the vehicle may be calculated. After the required power of the battery of the vehicle is calculated, the required power of the battery may be compared with a reference value. When the required power of the battery in response to the vehicle is not greater than the reference value, the accumulated discharge time of the battery of the vehicle may be further determined. When the required power of the battery in response to the vehicle is greater than the reference value, the accumulated discharge time of the battery of the vehicle may be cleared. By determining the cumulative discharge time of the battery, the maximum allowable discharge power of the battery of the vehicle can be determined based on the cumulative discharge time of the battery of the vehicle. The reference value may be a value set by the user according to an actual situation, for example, may be 0, which is only illustrated herein, and the specific limitation is not set for the determined representation of the reference value. The accumulated discharge Time may be a total amount of electric energy discharged from the battery during use, may be used to measure the life and the use efficiency of the battery, may be expressed in Time, and may be expressed in hours (h), for example, may be 1h, and is merely illustrated herein, without specific limitation to the determination of the accumulated discharge Time. The maximum allowable discharge power may be the maximum discharge power that the battery can safely and reliably withstand and handle under prescribed operating conditions.

Optionally, the obtained motor demand torque of the vehicle, the motor rotation speed of the vehicle and the battery cooling or heating demand power of the vehicle are input into a battery demand power strategy model, and the demand power of the battery of the vehicle can be calculated through the following formula:

wherein P1 may be used to represent the required power of the battery, T1 may be used to represent the motor required torque, W may be used to represent the motor speed, and P0 may be used to represent the battery cooling or heating required power.

For example, assume that the reference value is 0, based on which, when the calculated required power P1 of the battery is not greater than the reference value 0, the accumulated discharge time of the battery of the vehicle is determined; when the calculated required power P1 of the battery is larger than the reference value 0, the accumulated discharging time of the battery of the vehicle is cleared.

As an alternative embodiment, determining a maximum allowable discharge power of a battery of a vehicle based on an accumulated discharge time of the battery of the vehicle includes: determining a judging section of the accumulated discharge time of the battery of the vehicle, wherein the judging section is used for indicating the discharge state of the battery of the vehicle; the maximum allowable discharge power of the vehicle is determined based on the discharge state of the battery of the vehicle.

In this embodiment, by determining the accumulated discharge time of the battery, a discrimination section in which the accumulated discharge time of the battery of the vehicle is located may be determined, and the discrimination section may be used to indicate the discharge state of the battery of the vehicle. Based on the discharge state of the battery of the vehicle, the maximum allowable discharge power of the vehicle can be determined.

For example, the threshold values of the discrimination sections may be preset as clo1, clo2, clo3, and clo4. After determining the accumulated discharge Time of the battery, a determination section where the accumulated discharge Time of the battery is located may be further determined. When the accumulated discharge Time is less than or equal to clo1, that is, time is less than or equal to clo1, the discrimination interval where the accumulated discharge Time is located can be determined as the first discrimination interval. When the accumulated discharge Time is greater than clo1 and less than or equal to clo2, that is, clo1< Time is less than or equal to clo2, the discrimination interval where the accumulated discharge Time is located may be determined as the second discrimination interval. When the accumulated discharge Time is greater than clo2 and less than or equal to clo3, that is, clo2< Time is less than or equal to clo3, the discrimination interval where the accumulated discharge Time is located may be determined to be the third discrimination interval. When the accumulated discharge Time is greater than clo3 and less than or equal to clo4, that is, clo3< Time is less than or equal to clo4, the discrimination interval where the accumulated discharge Time is located may be determined to be the fourth discrimination interval. When the accumulated discharge Time is greater than clo4, i.e., clo4< Time, the discrimination interval in which the accumulated discharge Time is located may be determined as the fifth discrimination interval.

For example, the first discrimination interval may be used to indicate that the discharge state of the battery of the vehicle is a first discharge state, in which when the accumulated discharge Time time=0, a value of 1 is output, and the value of 1 may represent that the error in operation is prevented when no state is selected; when the accumulated discharge Time Time is less than or equal to clo1, a value 1 is output, the value 1 is multiplied by a constant 1, and then the constant 1 is added, and finally a value 2 is output, otherwise, a value 0 is output. The second discrimination interval may be used to indicate that the discharge state of the battery of the vehicle is a second discharge state in which the accumulated discharge Time clo1< time+.clo2, a value 1 is output, the value 1 is multiplied by a constant 2, and then added to the constant 1, and finally a value 3 is output, otherwise, a value 0 is output. The third discrimination interval may be used to indicate that the discharge state of the battery of the vehicle is a third discharge state in which the accumulated discharge Time clo2< time+.clo3, a value 1 is output, the value 1 is multiplied by a constant 3, and then added to the constant 1, and finally a value 4 is output, otherwise, a value 0 is output. The fourth discrimination interval may be used to indicate that the discharge state of the battery of the vehicle is a fourth discharge state in which the accumulated discharge Time clo3< time+.clo4, a value 1 is output, the value 1 is multiplied by a constant 4 and then added to the constant 1, and finally a value 5 is output, otherwise, a value 0 is output. The fifth discrimination interval may be used to indicate that the discharge state of the battery of the vehicle is a fifth discharge state in which the accumulated discharge Time clo4< Time, a value 1 is output, the value 1 is multiplied by a constant 5, and then added to the constant 1, and finally a value 6 is output, otherwise, a value 0 is output. I.e. different discharge states correspond to different output values.

Alternatively, the maximum allowable discharge power of the vehicle may be determined by determining the discharge state of the battery. After determining the maximum allowable discharge power of the battery, and the required power P1 of the battery, the maximum allowable discharge power may be compared with the required power P1. When the maximum allowable discharge power is less than or equal to the required power P1, the simulation continues to run. When the maximum allowable discharge power is greater than the required power P1 and the required power P1 is less than or equal to 0, the signal 1 is output, the signal 1 can be used for indicating that the maximum allowable discharge power is insufficient, the simulation is terminated, and the energy released by the battery after the termination is the available energy of the battery under the working condition of a continuous load test cycle (Continuously Loaded Test Cycle, which is called CLTC for short).

As an alternative embodiment, the driving parameter includes an acceleration parameter of the vehicle, and the method further includes: in response to the acceleration parameter being greater than the speed threshold, the acceleration parameter is input into a control strategy model, and a motor demand torque of the vehicle is determined.

In this embodiment, the acceleration parameter among the running parameters may be acquired. The acceleration parameter may be compared to a speed threshold by the obtained acceleration parameter. When the acceleration parameter is greater than the speed threshold, the acceleration parameter may be input into a control strategy model to determine a motor demand torque of the vehicle. The speed threshold may be a threshold preset according to practical situations, for example, may be 10 kilometers per hour (km/h), which is only illustrated herein, and the determining of the speed threshold is not specifically limited.

As an alternative embodiment, the control strategy model further comprises a brake signal control strategy, the method further comprising: in the braking process of the vehicle, an initial braking signal of the vehicle and the maximum braking torque of wheels of the vehicle are input into a control strategy model to be calculated, and a target braking signal of the vehicle is obtained, wherein the target braking signal is used for controlling the braking of the vehicle.

In this embodiment, during the braking process of the vehicle, the initial braking signal of the vehicle and the maximum braking torque of the wheels of the vehicle may be input into the control strategy model for calculation, so as to obtain the target braking signal of the vehicle. The target brake signal may be used to control vehicle braking, and may be a final brake signal. The initial brake signal may be a brake signal calculated by the driver.

Optionally, during braking of the vehicle, the braking torque is provided by the motor, the motor feeds back energy to the battery after providing the braking torque, the remaining braking torque is provided by the brake, and the target braking signal can be calculated by the following formula:

wherein B2 may be used to represent a target braking signal, and target braking signal B2. Gtoreq.0, B1 may be used to represent an initial braking signal, tbmax may be used to represent a maximum braking torque of the wheel, and Tbb may be used to represent a maximum braking torque of the motor delivered to the wheel. The maximum braking torque Tbb delivered by the motor to the wheels can be calculated by the following equation:

Wherein P can be used for representing battery demand power, and the battery demand power P is more than or equal to 0, n can be used for representing a power conversion coefficient between the battery and the motor, W can be used for representing motor rotation speed, and a can be used for representing a torque conversion coefficient between the motor and the wheels.

The method comprises the steps that a driving parameter of a vehicle under a target working condition is obtained, wherein the target working condition is one of historical running working conditions of the vehicle, and the driving parameter at least comprises a temperature parameter of a battery of the vehicle, a motor torque of the vehicle, a motor rotating speed of the vehicle and a motor required power of the battery of the vehicle; processing the driving parameters based on the control strategy model to obtain target driving parameters of the vehicle, wherein the target driving parameters at least comprise a temperature parameter for cooling a battery of the vehicle, a temperature parameter for heating the battery of the vehicle and the maximum allowable discharge power of the battery of the vehicle; and processing the target driving parameters based on the thermal management heat transfer model to obtain a heating strategy for heating the battery of the vehicle and/or a cooling strategy for cooling the battery of the vehicle. That is, the embodiment of the invention processes the acquired running parameters of the vehicle under the target working condition based on the control strategy model to obtain the target running parameters of the vehicle, processes the target running parameters based on the thermal management heat transfer model through the obtained target running parameters to obtain the heating strategy for heating the battery of the vehicle and/or the cooling strategy for cooling the battery of the vehicle so as to timely heat or cool the battery of the vehicle, so that the temperature of the battery of the vehicle is in the normal working temperature range, thereby realizing the technical effect of improving the cruising ability of the whole vehicle and solving the technical problem of low cruising ability of the whole vehicle.

Example 2

The technical solution of the embodiment of the present invention will be illustrated in the following with reference to a preferred embodiment.

As an alternative example, an electric vehicle energy management unit and an electric vehicle energy management system are provided, the electric vehicle energy management unit includes a management circuit, wherein an input end of the management circuit is used for connecting a dc power supply, an output end of the management circuit is used for connecting a load, a vehicle-mounted charger and a power conversion unit, the management circuit is used for distributing power to the load, the vehicle-mounted charger and the power conversion unit, and for performing overcurrent protection on the load, the vehicle-mounted charger and the power conversion unit, the management circuit includes a plurality of electric control switching elements, first ends of all the electric control switching elements are used for being connected with the dc power supply, second ends of the electric control switching elements are respectively used for being connected with the load, the vehicle-mounted charger and the power conversion unit, the electric control switching elements are configured to be turned off when current between the dc power supply and the load, current between the dc power supply and the vehicle-mounted charger, or current between the dc power supply and the power conversion unit exceeds a preset value, and microsecond turn-off protection can be achieved, but the method has the problem of low whole vehicle endurance.

As another alternative example, a battery power switching method, apparatus, computer device and storage medium are provided, in which a battery management system of a vehicle obtains a current allowable discharge power, a target allowable continuous discharge power, an allowable peak discharge power and a target allowable continuous discharge time length of a battery of the vehicle, generates a power switching curve according to the allowable peak discharge power, the target allowable continuous discharge power and the target allowable continuous discharge time length, determines a power switching time point at which the current allowable discharge power corresponds to the power switching curve according to the power switching curve, and controls the allowable discharge power of the battery of the vehicle to switch from the current allowable discharge power to the target allowable continuous discharge power along the power switching curve after reaching the power switching time point.

As yet another alternative example, a method, apparatus, device and medium for detecting road running resistance of an electric vehicle are provided, where the method performs road skid test on the electric vehicle, obtains skid resistance data of the electric vehicle, places the electric vehicle on a multi-motor hub test stand, forward drives driving wheels of the electric vehicle, and performs hub skid test on the electric vehicle, and obtains hub resistance data of the electric vehicle; the method can realize accurate detection of the road running resistance of the electric automobile and improve the detection efficiency of the road running resistance of the electric automobile, but has the problem of low cruising ability of the whole automobile.

As another alternative example, a simulation method for power switching of a power battery is provided, the method uses a battery circuit model of a one-dimensional simulation electrothermal coupling model to receive the highest temperature and the lowest temperature of the battery of the three-dimensional electrothermal coupling model, calculates the State of Charge (SOC) change value and the battery heat generation amount of the battery at each moment in the charging and discharging process of the power battery, outputs the SOC value to a power map (map) switching strategy model, outputs the heat generation amount to a battery core of the three-dimensional electrothermal coupling model, and controls the strategy model to calculate the allowable power of the battery at each moment according to the parameters of the highest temperature and the lowest temperature of the battery of the three-dimensional electrothermal coupling model, the SOC value of the battery of the one-dimensional simulation electrothermal coupling model and the like, and a table look-up method and a calculation formula.

In order to solve the problems, the embodiment provides an energy management method of a vehicle battery, which is used for selecting and optimizing a battery cooling and heating scheme by building an energy management simulation model, so that the problems of continuous voyage and power attenuation of the whole vehicle caused by the chemical characteristics of the battery in a high-temperature or low-temperature environment are effectively solved. By constructing a control strategy model, the cooling, heating, power map switching and other processes of the power battery can be effectively simulated, the simulation precision of the energy management model is improved, by constructing a thermal management heat transfer model, the optimal thermal management design scheme can be selected from the angles of battery energy consumption, temperature rise, power performance and the like, and the battery bottom surface cooling strategy and the battery large surface cooling strategy can be integrated into the same simulation model through state switching, so that the model has the characteristic of high integration, the technical effect of improving the whole vehicle endurance is achieved, and the technical problem of low whole vehicle endurance is solved.

In the embodiment of the invention, a whole vehicle power economy model is built, the whole vehicle power economy model is used for simulating a vehicle running on a road, and after working conditions such as the vehicle speed, the wind speed, the ambient temperature, the ambient humidity, the vehicle load and the like of the whole vehicle running are input, the energy consumed by a battery and the heat generation of the battery and the electric connection are calculated by the power economy model. Fig. 2 is a schematic diagram of an operating principle of a vehicle power economy model according to an embodiment of the present invention, and as shown in fig. 2, the vehicle power economy model includes a vehicle 201, a driver 202, a vehicle controller (Vehicle Control Unit, abbreviated as VCU) 203, a battery 204, and a motor 205. The whole vehicle 201 is used for simulating a vehicle running on a road, and receiving an acceleration signal transmitted by the whole vehicle controller 203, so that the speed of the whole vehicle is consistent with the CLTC working condition. The driver 202 is configured to simulate a driver in a vehicle, and when the vehicle is decelerating and braking, to improve the cruising ability of the vehicle, perform braking energy recovery, calculate a braking signal B1 according to an input vehicle speed, and transmit the obtained braking signal B1 to a control strategy model. After receiving the brake signal B1, the control strategy model processes the brake signal B1, outputs a brake signal B2, and transmits the brake signal B2 to the vehicle controller 203. The vehicle controller 203 transmits the brake signal B2 to the electric motor 205. The motor 205 transmits the motor speed to the control strategy model. When the vehicle needs to accelerate, the acceleration signal is directly transmitted to the whole vehicle controller 203 by the driver and then transmitted to the whole vehicle.

The vehicle controller 203 calculates a motor demand torque T1, and transmits the motor demand torque T1 to the control strategy model. The control strategy model outputs motor demand torque T2 to motor 205. The battery 204 is used for calculating heat generated in the charging and discharging process of the power battery, and the calculated battery heat is transferred to the thermal management heat transfer model. Likewise, the electrical connection over the battery 204 generates heat that is transferred to the thermal management heat transfer model. The thermal management heat transfer model calculates the resulting battery temperature. The charge and discharge power of the battery is obtained by monitoring the real-time current and voltage of the circuit, the power is integrated to obtain the total charge and discharge energy of the battery, the signal P0 can be used for representing the energy consumed by the battery in the heating/cooling process, and the signal S can be used for representing the SOC signal of the battery. The transmission module consists of an electric motor 205, a single stage reducer, the torque demand of which is provided by a torque signal, and the motor temperature is set to a constant value in this embodiment irrespective of motor related thermal management issues.

Fig. 3 is a schematic diagram of comparing a simulated vehicle speed with a target vehicle speed according to an embodiment of the present invention, and as shown in fig. 3, the abscissa represents time in seconds(s), the ordinate represents speed in meters per second (m/s), and it can be seen that the simulated vehicle speed can better follow the target vehicle speed.

Fig. 4 is a schematic diagram of a battery generating heat in seconds(s) and in watts (W) according to an embodiment of the present invention, as shown in fig. 4, along the abscissa.

Fig. 5 is a schematic diagram of an electrical connection for generating heat, as shown in fig. 5, with the abscissa representing time in seconds(s) and the ordinate representing electrical connection for generating heat in watts (W), in accordance with an embodiment of the present invention.

In the embodiment of the invention, a thermal management heat transfer model is built, and the thermal management heat transfer model at least comprises: liquid heat transfer models, solid heat transfer models, and air conditioning refrigeration models. The liquid heat transfer model can be used for simulating heat exchange between cooling liquid and the water cooling plate, can be used for simulating flow of cooling liquid in the battery cooling plate, the solid heat transfer model can be used for simulating heat transfer between solids in the battery, and the solid heat transfer model at least can comprise solid elements such as the water cooling plate, heat conducting glue, an electric core, electric connection and the like. And the battery in the whole vehicle power economy model transfers the calculated battery and the electric connection heat generation to the thermal management heat transfer model, so that the battery temperature is calculated.

After the liquid heat transfer model receives the temperature parameter, a cooling strategy for cooling the battery of the vehicle is determined. The battery bottom surface cold plate cooling strategy can be to arrange the battery water cooling plate at the bottom of the battery cell, and the main heat transfer path of the battery cell is along the height (z) direction. The battery large-surface cooling plate cooling strategy can be that the battery water cooling plate is arranged on the side face of the battery cell, and the main heat dissipation path of the battery cell is performed along the thickness (x) direction. The two-position three-way valve control signal controls the port 1 to be opened, the port 2 to be closed, the large-surface cooling strategy water path of the battery flows, and conversely, the port 1 is closed, the port 2 is opened, and the bottom surface cooling strategy water path of the battery flows. In the waterway switching process, the opening and closing of the ports of the two-position three-way valve are controlled, and heat exchange between the unused battery cold plate strategy and the battery cell is isolated. Therefore, it is necessary to increase the contact thermal resistance between the heat conductive glue of the unused battery cold plate strategy and the battery cell to isolate the heat exchange between them. The thermal resistance value used in this example can At 1 x 10 ⁷ The temperature/W is only illustrative, and the thermal resistance is not particularly limited, and only needs to be satisfied to isolate heat transfer. The two cold plate strategy waterways are heated or cooled finally through PTC and a beller, the heated or cooled water temperature is transmitted to the control strategy model through a signal T0, and the water temperature is transmitted to the liquid heat transfer model again after being processed by the control strategy model, so that the circulating flow of the waterway is finally realized.

The solid heat transfer model may include at least: discrete electric core, bottom surface heating film, bottom surface cold plate, bottom surface heating film power signal, electric core heat generation signal, big face cold plate, big face heating film, electric connection temperature signal, big face heating film power signal, electric connection heat generation signal and battery temperature signal. Each element in the solid heat transfer model calculates the battery temperature and the electric connection temperature by receiving a battery heat generation signal, an electric connection heat generation signal, a bottom surface heating film power signal, the heat generation amount in the large surface heating film power signal and the heat exchange between the solid heat transfer model and the liquid heat transfer model, and transmits the calculation result through the battery temperature signal and the electric connection temperature signal.

The air conditioning refrigeration model may include at least: the air conditioning system is used for refrigerating, the cooling water on the water side of the air conditioning system is cooled by the evaporation phase change of the refrigerant in the condenser, the refrigerating effect is achieved, the rotating speed of the compressor and the refrigerating capacity of the air conditioning system are regulated through a signal W1, and the energy consumed by the compressor is transmitted by a signal P2.

Fig. 6 is a schematic diagram showing compressor energy consumption comparison under different cold plate strategies according to an embodiment of the present invention, as shown in fig. 6, the abscissa represents time in seconds(s), the ordinate represents compressor energy consumption in kilowatts (kW), the battery large-surface cold plate cooling strategy consumes compressor energy lower than the battery bottom surface cold plate cooling strategy, and when the simulation is terminated, the vehicle eventually travels for a longer period of time, with better energy consumption.

FIG. 7 is a graph showing the temperature rise rate in seconds(s), the temperature rise rate in degrees Celsius per minute (C/min), and the allowable power in kilowatts (kW) for a different cold plate strategy heating mode, as shown in FIG. 7, and the allowable charge-discharge power versus time for the different cold plate strategy heating modes, according to an embodiment of the invention, wherein: the large-surface cold plate heating film, the PTC, the bottom-surface cold plate heating film and the bottom-surface cold plate heating film, the PTC are contacted with the side surface of the battery core, the contact area is larger, the heating rate is higher, and the power performance (allowable charge and discharge power) of the whole vehicle is greatly improved.

In the embodiment of the invention, a control strategy model is built, and the control strategy model at least comprises: a water temperature control strategy model, a flow control strategy model, a battery demand power strategy model, a PTC heating power control strategy model, a heating film power control strategy model, a discharge allowable power deficiency termination simulation control strategy model, a battery final allowable power control strategy model and a brake signal control strategy model. The control strategy model transmits the relevant strategy to the whole vehicle power economy model and the thermal management heat transfer model through the transmission signals, so that the relevant functions are realized.

After the water temperature control strategy model receives the cooled or heated temperature parameter T0, in order to avoid the influence of the frost formation of the bowl or the overhigh water temperature on the service life of the element, the temperature parameter should be controlled within a certain range. The temperature parameter can be limited by a limiting element, and an upper water temperature limit C1 and a lower water temperature limit C2 are set, namely, C1 is more than or equal to T0 is more than or equal to C2. The temperature parameter may be transmitted to a liquid heat transfer model to determine a temperature parameter for cooling a battery of the vehicle.

FIG. 8 is a schematic diagram of an inlet water temperature change curve according to an embodiment of the present invention, as shown in FIG. 8, with time in seconds(s) on the abscissa and temperature in degrees Celsius (C) on the ordinate under a trigger strategy.

In the flow control strategy model, manual input of a constant signal may select either a heating or cooling mode. When the input value of the constant signal is 1, the left-side dotted frame heating mode is selected, and when the input value is 0, the right-side dotted frame cooling mode is selected. The heating strategy comprises at least a heating film heating strategy 1, a thermistor heating strategy 2 and a heating film and thermistor coupling heating strategy 3. By manually inputting the numbers 1, 2 and 3 to select the heating mode, the selection element automatically selects the heating mode from left to right, the inlet water flow of the non-thermistor heating strategy is 0L/min, and the inlet water flow of the thermistor heating strategy is 20L/min. The combination of signal B and gradient elements, selection elements, can implement a control strategy model for controlling water temperature based on battery temperature, that is, in the heating mode, battery temperature B0 is lower than Th1 on heating and higher than Th2 off heating. In cooling mode, battery temperature B0 is above Tc1 with cooling on and below Tc2 with cooling off, and the flow strategy is ultimately transmitted to the liquid heat transfer model via signal T5.

Fig. 9 is a schematic diagram of an inlet flow rate variation curve according to an embodiment of the present invention, as shown in fig. 9, the abscissa indicates time in seconds(s), and the ordinate indicates inlet flow rate in liters per minute (L/min).

In the PTC heating power control strategy model, a heating mode is manually selected as in the flow control strategy model, heating power output is 0 when no PTC or heating film is heated, heating power values Pheat1 and Pheat2 are output according to the performance of the PTC and the heating film when the PTC or the heating film is heated, the opening and closing of the heating mode are consistent with the flow control strategy model, and the PTC, the heating film heating power and the total heating or refrigerating power are finally transmitted through signals H1, H2 and P0.

And calculating the battery demand power P1 according to the power economy model, if the demand power is negative, indicating that the control strategy model starts to calculate the accumulated discharge Time Time under the discharge working condition, and calculating the maximum discharge allowable power of the battery in real Time according to the accumulated discharge Time, the temperature B0 of the battery at the current moment and the SOC. Inputting the acquired motor required torque of the vehicle, the motor rotating speed of the vehicle and the battery cooling or heating required power of the vehicle into a battery required power strategy model, and calculating the required power of the battery of the vehicle through the following formula:

Wherein P1 may be used to represent the required power of the battery, T1 may be used to represent the motor required torque, W may be used to represent the motor speed, and P0 may be used to represent the battery cooling or heating required power. The reference value is set to 0. When the calculated required power P1 of the battery is not greater than the reference value 0, the accumulated discharge time of the battery of the vehicle is determined. When the calculated required power P1 of the battery is larger than the reference value 0, the accumulated discharging time of the battery of the vehicle is cleared.

The threshold values of the discrimination sections may be preset as clo1, clo2, clo3, and clo4. When the accumulated discharge Time is equal to or less than clo1, that is, time is equal to or less than clo1, the discrimination interval where the accumulated discharge Time is located can be determined as the first discrimination interval. When the accumulated discharge Time is greater than clo1 and less than or equal to clo2, that is, clo1< Time is less than or equal to clo2, the discrimination interval where the accumulated discharge Time is located may be determined as the second discrimination interval. When the accumulated discharge Time is greater than clo2 and less than or equal to clo3, that is, clo2< Time is less than or equal to clo3, the discrimination interval where the accumulated discharge Time is located may be determined to be the third discrimination interval. When the accumulated discharge Time is greater than clo3 and less than or equal to clo4, that is, clo3< Time is less than or equal to clo4, the discrimination interval where the accumulated discharge Time is located may be determined to be the fourth discrimination interval. When the accumulated discharge Time is greater than clo4, i.e., clo4< Time, the discrimination interval in which the accumulated discharge Time is located may be determined as the fifth discrimination interval.

The first discrimination interval may be used to indicate that the discharge state of the battery of the vehicle is a first discharge state in which a value of 1 is output when the accumulated discharge Time time=0, the value of 1 may represent prevention of erroneous operation at the Time of no state selection, the value of 1 is output when the accumulated discharge Time is less than or equal to clo1, the value of 1 is multiplied by a constant of 1 and then added to the constant of 1, and finally a value of 2 is output, otherwise, the value of 0 is output. The second discrimination interval may be used to indicate that the discharge state of the battery of the vehicle is a second discharge state in which the accumulated discharge Time clo1< time+.clo2, a value 1 is output, the value 1 is multiplied by a constant 2, and then added to the constant 1, and finally a value 3 is output, otherwise, a value 0 is output. The third discrimination interval may be used to indicate that the discharge state of the battery of the vehicle is a third discharge state in which the accumulated discharge Time clo2< time+.clo3, a value 1 is output, the value 1 is multiplied by a constant 3, and then added to the constant 1, a value 4 is finally output, and otherwise a value 0 is output. The fourth discrimination interval may be used to indicate that the discharge state of the battery of the vehicle is a fourth discharge state in which the accumulated discharge Time clo3< time+.clo4, a value 1 is output, the value 1 is multiplied by a constant 4 and then added to the constant 1, and finally a value 5 is output, otherwise, a value 0 is output. The fifth discrimination interval may be used to indicate that the discharge state of the battery of the vehicle is a fifth discharge state in which the accumulated discharge Time clo4< Time, a value 1 is output, the value 1 is multiplied by a constant 5, and then added to the constant 1, and finally a value 6 is output, otherwise, a value 0 is output. I.e. different discharges correspond to different output values.

By determining the discharge state of the battery, the maximum allowable discharge power of the vehicle can be determined. The maximum allowable discharge power may be compared with the required power P1 by determining the maximum allowable discharge power and the required power P1 of the battery. When the maximum allowable discharge power is less than or equal to the required power P1, the simulation continues to run. When the maximum allowable discharge power is greater than the required power P1 and the required power P1 is less than or equal to 0, a signal 1 is output, wherein the signal 1 can be used for indicating that the maximum allowable discharge power is insufficient, the simulation is terminated, and the energy released by the battery after the termination is the available energy of the battery under the CLTC working condition.

FIG. 10 is a flowchart of a maximum allowable discharge power calculation strategy under discharge conditions according to an embodiment of the present invention, as shown in FIG. 10, the flowchart may include the following steps:

in step S1001, the battery demand power is calculated.

Step S1002, it is determined whether the battery is discharged.

In step S1002, it is determined whether or not the battery demand power P1 is equal to or less than 0, and if P1 is equal to or less than 0, it is determined that the battery is discharged, and the flow proceeds to step S1003, and if p1=0, it is determined that the battery is not discharged, and the flow proceeds to step S1004.

In step S1003, the accumulated discharge time is determined.

Step S1004, clearing the accumulated discharge time.

In step S1005, it is determined whether the accumulated discharge time is in the first determination section.

In step S1005, when the accumulated discharge time is in the first determination section, the routine proceeds to step S1006, otherwise, the routine proceeds to step S1008.

Step S1006, 5 seconds of power map is performed.

Step S1007, determining whether the maximum allowable discharge power is greater than the required power.

In the above step S1007, when the maximum allowable discharge power is larger than the required power P1, the flow advances to step S1008, otherwise, the flow returns to step S1004.

Step S1008, the operation is terminated.

FIG. 11 is a flowchart of a maximum allowable discharge power calculation strategy under another discharge condition according to an embodiment of the present invention, as shown in FIG. 11, the flowchart may include the following steps:

in step S1101, the battery demand power is calculated.

In step S1102, it is determined whether the battery is discharged.

In step S1102, it is determined whether or not the battery demand power P1 is equal to or less than 0, and if P1 is equal to or less than 0, it is determined that the battery is discharged, and the flow proceeds to step S1103, and if p1=0, it is determined that the battery is not discharged, and the flow proceeds to step S1104.

In step S1103, the accumulated discharge time is determined.

Step S1104, clear the accumulated discharge time.

Step S1105, determines whether the accumulated discharge time is in the second determination section.

In the above step S1105, when the accumulated discharge time is in the second determination section, the routine proceeds to step S1106, otherwise, the routine proceeds to step S1108.

Step S1106, power map linear interpolation of 5 seconds and 10 seconds is performed.

In step S1107, it is determined whether the maximum allowable discharge power is greater than the required power.

In step S1107, when the maximum allowable discharge power is greater than the required power P1, the routine proceeds to step S1108, otherwise, the routine returns to step S1104.

Step S1108, the operation is terminated.

FIG. 12 is a flowchart of a maximum allowable discharge power calculation strategy under a further discharge condition according to an embodiment of the present invention, as shown in FIG. 12, the flowchart may include the following steps:

in step S1201, the battery demand power is calculated.

Step S1202, determine whether the battery is discharged.

In the above step S1202, it is determined whether or not the battery demand power P1 is equal to or less than 0, and if P1 is equal to or less than 0, it is determined that the battery is discharged, and the flow proceeds to step S1203, and if p1=0, it is determined that the battery is not discharged, and the flow proceeds to step S1204.

In step S1203, the accumulated discharge time is determined.

Step S1204, clear the accumulated discharge time.

Step S1205, determining whether the accumulated discharge time is in the third determination interval.

In step S1205, when the accumulated discharge time is in the third determination section, the process proceeds to step S1206, otherwise, the process proceeds to step S1208.

Step S1206, 10 seconds of power map is performed.

In step S1207, it is determined whether the maximum allowable discharge power is greater than the required power.

In the above step S1207, when the maximum allowable discharge power is greater than the required power P1, the process proceeds to step S1208, otherwise, the process returns to step S1204.

Step S1208, the operation is terminated.

FIG. 13 is a flowchart of a maximum allowable discharge power calculation strategy under a further discharge condition according to an embodiment of the present invention, as shown in FIG. 13, the flowchart may include the steps of:

in step S1301, the battery demand power is calculated.

In step S1302, it is determined whether the battery is discharged.

In step S1302, it is determined whether or not the battery demand power P1 is equal to or less than 0, and if P1 is equal to or less than 0, it is determined that the battery is discharged, and the flow proceeds to step S1303, and if p1=0, it is determined that the battery is not discharged, and the flow proceeds to step S1304.

Step S1303, determining an accumulated discharge time.

In step S1304, the accumulated discharge time is cleared.

In step S1305, it is determined whether the accumulated discharge time is in the fourth determination section.

In step S1305, when the accumulated discharge time is in the fourth discrimination section, the routine proceeds to step S1306, otherwise, the routine proceeds to step S1308.

Step S1306, 10 seconds and long-term power map linear interpolation is performed.

In step S1307, it is determined whether the maximum allowable discharge power is greater than the required power.

In step S1307 described above, when the maximum allowable discharge power is greater than the required power P1, the process proceeds to step S1308, otherwise, the process returns to step S1304.

Step S1308, the operation is terminated.

FIG. 14 is a flowchart of a maximum allowable discharge power calculation strategy under a further discharge condition according to an embodiment of the present invention, as shown in FIG. 14, the flowchart may include the steps of:

in step S1401, the battery demand power is calculated.

Step S1402 determines whether the battery is discharged.

In step S1402, it is determined whether or not the battery demand power P1 is equal to or less than 0, and if P1 is equal to or less than 0, it is determined that the battery is discharged, and the flow proceeds to step S1403, and if p1=0, it is determined that the battery is not discharged, and the flow proceeds to step S1404.

Step S1403, an accumulated discharge time is determined.

Step S1404, the accumulated discharge time is cleared.

In step S1405, it is determined whether the accumulated discharge time is in the fifth determination section.

In step S1405, when the accumulated discharge time is in the fifth determination section, the routine proceeds to step S1406, otherwise, the routine proceeds to step S1408.

In step S1406, the long-term power map is executed.

Step S1407, determining whether the maximum allowable discharge power is greater than the required power.

In the above step S1407, when the maximum allowable discharge power is greater than the required power P1, the flow proceeds to step S1408, otherwise, the flow returns to step S1404.

Step S1408, the operation is terminated.

FIG. 15 is a schematic diagram of a comparison of battery demand power to maximum allowable power, as shown in FIG. 15, with time in seconds(s) on the abscissa and power in kilowatts (kW) on the ordinate, and with a strategic trigger and a cessation of simulation on the encircled portion of the diagram, in accordance with an embodiment of the present invention.

FIG. 16 is a flowchart of a maximum allowable charge power calculation strategy under charge conditions according to an embodiment of the invention, as shown in FIG. 16, the flowchart may include the following steps:

in step S1601, a battery demand power is calculated.

In step S1602, it is determined whether the battery is charged.

In step S1602, when the battery is charged, the process proceeds to step S1603, and when the battery is not charged, the process proceeds to step S1604.

In step S1603, the accumulated charging time is determined.

Step S1604, clear accumulated charging time.

In step S1605, it is determined whether the accumulated charging time is in the first determination section.

In step S1605, when the accumulated charging time is in the first determination section, the routine proceeds to step S1606, otherwise, the routine proceeds to step S1608.

Step S1606, 5 seconds power map is performed.

In step S1607, it is determined whether the maximum allowable charging power is greater than the required power.

In the above step S1607, when the maximum allowable charge power is greater than the required power P1, the routine proceeds to step S1608, otherwise, the routine returns to step S1604.

Step S1608, obtaining the final charge power of the battery.

FIG. 17 is a flowchart of a maximum allowable charge power calculation strategy under another charge condition according to an embodiment of the invention, as shown in FIG. 17, the flowchart may include the following steps:

in step S1701, the battery demand power is calculated.

In step S1702, it is determined whether the battery is charged.

In step S1702 described above, when the battery is charged, the process advances to step S1703, and when the battery is not charged, the process advances to step S1704.

Step S1703, determining an accumulated charging time.

Step S1704, clear accumulated charging time.

Step S1705, determine whether the accumulated charging time is in the second determination section.

In the above step S1705, when the accumulated charging time is in the second discrimination interval, the process proceeds to step S1706, otherwise, the process proceeds to step S1708.

Step S1706, 5 second and 10 second power map linear interpolation is performed.

In step S1707, it is determined whether the maximum allowable charging power is greater than the required power.

In step S1707, when the maximum allowable charge power is greater than the required power P1, the routine proceeds to step S1708, otherwise, the routine returns to step S1704.

Step S1708, obtaining the final charging power of the battery.

FIG. 18 is a flowchart of a maximum allowable charge power calculation strategy under still another charge condition according to an embodiment of the invention, as shown in FIG. 18, the flowchart may include the steps of:

in step S1801, the battery demand power is calculated.

In step S1802, it is determined whether the battery is charged.

In step S1802, when the battery is charged, the process proceeds to step S1803, and when the battery is not charged, the process proceeds to step S1804.

Step S1803, determining an accumulated charging time.

Step S1804 clears the accumulated charging time.

Step S1805, it is determined whether the accumulated charging time is in the third determination section.

In step S1805, when the accumulated charging time is in the third determination section, the routine proceeds to step S1806, otherwise, the routine proceeds to step S1808.

Step S1806, execute 10 seconds power map.

In step S1807, it is determined whether the maximum allowable charge power is greater than the required power.

In step S1807, when the maximum allowable charge power is greater than the required power P1, the routine proceeds to step S1808, otherwise, the routine returns to step S1804.

Step S1808, obtaining the final charge power of the battery.

FIG. 19 is a flowchart of a maximum allowable charge power calculation strategy under another charge condition according to an embodiment of the invention, as shown in FIG. 19, the flowchart may include the following steps:

in step S1901, the battery demand power is calculated.

Step S1902, determines whether the battery is charged.

In step S1902, when the battery is charged, the routine proceeds to step S1903, and when the battery is not charged, the routine proceeds to step S1904.

Step S1903, determining the accumulated charging time.

Step S1904, clear accumulated charging time.

In step S1905, it is determined whether the accumulated charging time is in the fourth determination section.

In step S1905, when the accumulated charging time is in the fourth determination section, the routine proceeds to step S1906, otherwise, the routine proceeds to step S1908.

Step S1906, 10 seconds and long-term power map linear interpolation is performed.

In step S1907, it is determined whether the maximum allowable charging power is greater than the required power.

In step S1907, when the maximum allowable charging power is greater than the required power P1, the routine proceeds to step S1908, otherwise, the routine returns to step S1904.

Step S1908, obtaining the final charge power of the battery.

FIG. 20 is a flowchart of a maximum allowable charge power calculation strategy under another charge condition according to an embodiment of the invention, as shown in FIG. 20, the flowchart may include the following steps:

In step S2001, the battery demand power is calculated.

Step S2002, it is determined whether the battery is charged.

In step S2002 described above, when the battery is charged, the process proceeds to step S2003, and when the battery is not charged, the process proceeds to step S2004.

Step S2003, determining the accumulated charging time.

Step S2004, zero clearing the accumulated charging time.

Step S2005, it is determined whether the accumulated charging time is in the fifth determination section.

In step S2005, when the accumulated charging time is in the fifth determination section, the routine proceeds to step S2006, otherwise, the routine proceeds to step S2008.

Step S2006, long-term power map is performed.

Step S2007, judging whether the maximum allowable charging power is greater than the required power.

In the above step S2007, when the maximum allowable charging power is greater than the required power P1, the process proceeds to step S2008, otherwise, the process returns to step S2004.

Step S2008, obtaining the final charging power of the battery.

In step S2008, the charging power fed back to the battery during driving cannot be higher than the calculated value of the strategy. And (5) taking the strategy calculation value and the required power P1 to obtain the final charging power of the battery. The selection element compares the calculated battery demand power P1 with 0, if the calculated battery demand power P1 is smaller than 0, the battery demand power P1 is output under a discharging working condition, if the calculated battery demand power P1 is larger than 0, the battery demand power P is output under a charging working condition, the charging power is limited by a strategy model, and the final battery charging and discharging demand power P is output by the selection strategy.

FIG. 21 is a schematic diagram of another comparison of battery demand power to maximum allowable power, as shown in FIG. 21, with time in seconds(s) on the abscissa and power in kilowatts (kW) on the ordinate, and with the circled portion of the graph indicating the policy trigger, taking a small value in both demand power and maximum allowable power, according to an embodiment of the present invention.

In the brake signal control strategy model, during the braking process of a vehicle, the braking torque is provided by a motor, the motor feeds back energy to a battery after providing the braking torque, the residual braking torque is provided by a brake, and the target braking signal can be calculated by the following formula:

wherein P can be used for representing battery demand power, and the battery demand power P is more than or equal to 0, n can be used for representing a power conversion coefficient between the battery and the motor, W can be used for representing motor rotation speed, and a can be used for representing a torque conversion coefficient between the motor and the wheels. Fig. 22 is a schematic diagram of a final brake signal according to an embodiment of the present invention, as shown in fig. 22, with the abscissa representing time in seconds(s) and the ordinate representing brake signal in N m.

Example 3

According to an embodiment of the present invention, there is also provided an energy management device of a vehicle battery. The energy management device of the vehicle battery may be used to execute the energy management method of the vehicle battery in embodiment 1.

Fig. 23 is a schematic view of an energy management device of a vehicle battery according to an embodiment of the present invention, as shown in fig. 23, the energy management device 2300 of the vehicle battery may include: an acquisition unit 2302, a first processing unit 2304 and a second processing unit 2306.

An obtaining unit 2302, configured to obtain a driving parameter of the vehicle under a target working condition, where the target working condition is one of the historical operation working conditions of the vehicle, and the driving parameter includes at least a temperature parameter of a battery of the vehicle, a motor torque of the vehicle, a motor rotational speed of the vehicle, and a motor required power of the battery of the vehicle.

The first processing unit 2304 is configured to process the driving parameter based on the control strategy model to obtain a target driving parameter of the vehicle, where the target driving parameter at least includes a temperature parameter for cooling a battery of the vehicle, a temperature parameter for heating the battery of the vehicle, and a maximum allowable battery discharge power of the vehicle.

The second processing unit 2306 is configured to process the target driving parameter based on the thermal management heat transfer model, to obtain a heating strategy for heating the battery of the vehicle and/or a cooling strategy for cooling the battery of the vehicle.

Optionally, the first processing unit 2304 includes: the first determining module is used for responding to the fact that the temperature parameter is larger than the temperature threshold value, inputting the temperature parameter into the water temperature control strategy model and determining the temperature parameter for cooling the battery of the vehicle; and the second determining module is used for responding to the fact that the temperature parameter is not larger than the temperature threshold value, inputting the temperature parameter into the flow control strategy model and determining the temperature parameter for heating the battery of the vehicle.

Optionally, the second processing unit 2306 includes: the first determining module is used for determining a cooling strategy for cooling the battery of the vehicle in the liquid heat transfer model based on a temperature parameter for cooling the battery of the vehicle, wherein the cooling strategy at least comprises a battery bottom surface cooling plate cooling strategy and a battery large surface cooling plate cooling strategy, the battery bottom surface cooling plate cooling strategy is used for cooling the bottom of a battery cell, and the battery large surface cooling plate cooling strategy is used for cooling the side surface of the battery cell; and the second determining module is used for determining a heating strategy for heating the battery in the solid heat transfer model based on a temperature parameter for heating the battery of the vehicle, wherein the heating strategy at least comprises a heating film heating strategy, a thermistor heating strategy and a heating film and thermistor coupling heating strategy.

Optionally, the first processing unit 2304 further includes: the calculation module is used for inputting the motor required torque of the vehicle, the motor rotating speed of the vehicle and the battery cooling or heating required power of the vehicle into the battery required power strategy model and calculating the required power of the battery of the vehicle; a third determination module for determining an accumulated discharge time of the battery of the vehicle in response to the required power of the battery of the vehicle not being greater than a reference value; the zero clearing module is used for clearing the accumulated discharge time of the battery of the vehicle in response to the fact that the required power of the battery of the vehicle is larger than a reference value; a fourth determination module for determining maximum allowable discharge power of the battery of the vehicle based on the accumulated discharge time of the battery of the vehicle

Optionally, the fourth determining module includes: the first determining submodule is used for determining a judging section where the accumulated discharge time of the battery of the vehicle is located, and the judging section is used for indicating the discharge state of the battery of the vehicle; and a second determination sub-module for determining a maximum allowable discharge power of the vehicle based on a discharge state of the battery of the vehicle.

Optionally, the apparatus further comprises: and the determining unit is used for responding to the fact that the acceleration parameter is larger than the speed threshold value, inputting the acceleration parameter into the control strategy model and determining the motor required torque of the vehicle.

Optionally, the apparatus further comprises: and the calculating unit is used for inputting an initial braking signal of the vehicle and the maximum braking torque of wheels of the vehicle into the control strategy model to calculate in the braking process of the vehicle to obtain a target braking signal of the vehicle, wherein the target braking signal is used for controlling the braking of the vehicle.

In the embodiment of the present invention, the acquiring unit 2302 acquires a driving parameter of the vehicle under a target working condition, where the target working condition is one of historical operating conditions of the vehicle, the driving parameter at least includes a temperature parameter of a battery of the vehicle, a motor torque of the vehicle, a motor rotational speed of the vehicle, and a motor required power of the battery of the vehicle, the first processing unit 2304 processes the driving parameter based on a control policy model to obtain the target driving parameter of the vehicle, where the target driving parameter at least includes a temperature parameter for cooling the battery of the vehicle, a temperature parameter for heating the battery of the vehicle, and a maximum allowable discharge power of the battery of the vehicle, and the second processing unit 2306 processes the target driving parameter based on a thermal management heat transfer model to obtain a heating policy for heating the battery of the vehicle and/or a cooling policy for cooling the battery of the vehicle. That is, the embodiment of the invention processes the acquired running parameters of the vehicle under the target working condition based on the control strategy model to obtain the target running parameters of the vehicle, processes the target running parameters based on the thermal management heat transfer model through the obtained target running parameters to obtain the heating strategy for heating the battery of the vehicle and/or the cooling strategy for cooling the battery of the vehicle so as to timely heat or cool the battery of the vehicle, so that the temperature of the battery of the vehicle is in the normal working temperature range, thereby realizing the technical effect of improving the cruising ability of the whole vehicle and solving the technical problem of low cruising ability of the whole vehicle.

Example 4

According to an embodiment of the present invention, there is also provided a vehicle for performing the energy management method of the vehicle battery of any one of embodiment 1.

Example 5

According to an embodiment of the present invention, there is also provided a computer-readable storage medium including a stored program, wherein the program executes the energy management method of the vehicle battery in embodiment 1.

The foregoing embodiment numbers of the present invention are merely for the purpose of description, and do not represent the advantages or disadvantages of the embodiments.

In the foregoing embodiments of the present invention, the descriptions of the embodiments are emphasized, and for a portion of this disclosure that is not described in detail in this embodiment, reference is made to the related descriptions of other embodiments.

In the several embodiments provided in the present invention, it should be understood that the disclosed technology may be implemented in other manners. The above-described embodiments of the apparatus are merely exemplary, and the division of the units, for example, may be a logic function division, and may be implemented in another manner, for example, a plurality of units or components may be combined or may be integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be through some interfaces, units or modules, or may be in electrical or other forms.

The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed over multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

In addition, each functional unit in the embodiments of the present invention may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.

The integrated units, if implemented in the form of software functional units and determined to be stand-alone products for sale or use, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied essentially or in part or all of the technical solution or in part in the form of a software product stored in a storage medium, including instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a removable hard disk, a magnetic disk, or an optical disk, or other various media capable of storing program codes.

The foregoing is merely a preferred embodiment of the present invention and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the present invention, which are intended to be comprehended within the scope of the present invention.

Claims

1. A method of energy management for a vehicle battery, comprising:

acquiring a running parameter of a vehicle under a target working condition, wherein the target working condition is one of historical running working conditions of the vehicle, and the running parameter at least comprises a temperature parameter of a battery of the vehicle, a motor torque of the vehicle, a motor rotating speed of the vehicle and a motor required power of the battery of the vehicle;

processing the running parameters based on a control strategy model to obtain target running parameters of the vehicle, wherein the target running parameters at least comprise a temperature parameter for cooling a battery of the vehicle, a temperature parameter for heating the battery of the vehicle and the maximum allowable discharge power of the battery of the vehicle;

and processing the target running parameters based on a thermal management heat transfer model to obtain a heating strategy for heating the battery of the vehicle and/or a cooling strategy for cooling the battery of the vehicle.

2. The method of claim 1, wherein the control strategy model comprises a water temperature control strategy model and a flow control strategy model, the processing the travel parameters based on the control strategy model comprising:

in response to the temperature parameter being greater than a temperature threshold, inputting the temperature parameter into a water temperature control strategy model, determining a temperature parameter for cooling a battery of the vehicle;

and in response to the temperature parameter not being greater than a temperature threshold, inputting the temperature parameter into a flow control strategy model, and determining a temperature parameter for heating a battery of the vehicle.

3. The method of claim 2, wherein the thermal management heat transfer model comprises a liquid heat transfer model and a solid heat transfer model, the processing the target travel parameter based on the thermal management heat transfer model comprising:

determining a cooling strategy for cooling the battery of the vehicle in the liquid heat transfer model based on a temperature parameter for cooling the battery of the vehicle, wherein the cooling strategy at least comprises a battery bottom surface cooling plate cooling strategy and a battery large surface cooling plate cooling strategy, the battery bottom surface cooling plate cooling strategy is used for cooling the bottom of a battery cell, and the battery large surface cooling plate cooling strategy is used for cooling the side surface of the battery cell;

A heating strategy for heating the battery of the vehicle is determined in the solid heat transfer model based on a temperature parameter for heating the battery.

4. The method of claim 1, wherein the control strategy model further comprises a battery demand power strategy model, wherein the processing the driving parameters based on the control strategy model further comprises:

inputting the motor required torque of the vehicle, the motor rotating speed of the vehicle and the battery cooling or heating required power of the vehicle into the battery required power strategy model, and calculating the required power of the battery of the vehicle;

determining an accumulated discharge time of a battery of the vehicle in response to a required power of the battery of the vehicle not being greater than a reference value;

responsive to the required power of the battery of the vehicle being greater than a reference value, zeroing an accumulated discharge time of the battery of the vehicle;

a maximum allowable discharge power of the battery of the vehicle is determined based on the accumulated discharge time of the battery of the vehicle.

5. The method of claim 4, wherein determining the maximum allowable discharge power of the battery of the vehicle based on the accumulated discharge time of the battery of the vehicle comprises:

Determining a discrimination interval where the accumulated discharge time of the battery of the vehicle is located, wherein the discrimination interval is used for indicating the discharge state of the battery of the vehicle;

a maximum allowable discharge power of the vehicle is determined based on a discharge state of a battery of the vehicle.

6. The method of claim 1, wherein the travel parameters include acceleration parameters of the vehicle, the method further comprising:

and in response to the acceleration parameter being greater than a speed threshold, inputting the acceleration parameter into the control strategy model, and determining a motor demand torque of the vehicle.

7. The method of claim 1, wherein the control strategy model further comprises a brake signal control strategy, the method further comprising:

and in the braking process of the vehicle, inputting an initial braking signal of the vehicle and the maximum braking torque of wheels of the vehicle into the control strategy model for calculation to obtain a target braking signal of the vehicle, wherein the target braking signal is used for controlling the vehicle to brake.

8. An energy management device for a vehicle battery, comprising:

an obtaining unit, configured to obtain a running parameter of a vehicle under a target working condition, where the target working condition is one of the historical running working conditions of the vehicle, and the running parameter at least includes a temperature parameter of a battery of the vehicle, a motor torque of the vehicle, a motor rotational speed of the vehicle, and a motor required power of the battery of the vehicle;

The first processing unit is used for processing the running parameters based on a control strategy model to obtain target running parameters of the vehicle, wherein the target running parameters at least comprise a temperature parameter for cooling a battery of the vehicle, a temperature parameter for heating the battery of the vehicle and the maximum allowable discharge power of the battery of the vehicle;

and the second processing unit is used for processing the target running parameters based on a thermal management heat transfer model to obtain a heating strategy for heating the battery of the vehicle and/or a cooling strategy for cooling the battery of the vehicle.

9. A computer readable storage medium, characterized in that the computer readable storage medium comprises a stored program, wherein the program, when run by a processor, controls a device in which the storage medium is located to perform the method of any one of claims 1 to 7.

10. A processor for running a program, wherein the program when run performs the method of any one of claims 1 to 7.