Battery heating control system and method and vehicle

Abstract

The invention provides a battery heating control system and method and a vehicle. The battery heating control system comprises a battery module, a voltage regulating module, a motor module and a control module. The voltage regulating module is connected with the battery module; the first end of the motor module is connected with the third end of the voltage regulating module and the first end of the battery module, and the second end of the motor module is connected with the fourth end of the voltage regulating module and the second end of the battery module; the control module obtains the battery temperature of the battery module, and when the battery temperature is smaller than or equal to a first preset temperature, the voltage regulating module outputs voltage to the motor module and heats the battery module; and when the battery temperature is greater than or equal to the second preset temperature, the control module controls the voltage regulating module to stop working, and the battery module outputs voltage to the motor module. The battery heating control system heats the battery module to improve the battery discharge efficiency and capacity of the battery module in a low-temperature environment, so that the operation reliability of the motor module in the low-temperature environment is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more particularly, to a battery heating control system, method and vehicle. Background Art

[0002] At present, new energy vehicles are generally equipped with power batteries to provide power for the vehicle and the drive motor. However, when the power battery is at a low temperature, the battery discharge efficiency and capacity of the power battery will decrease. The decrease in battery discharge efficiency will make it difficult for the power battery to drive the drive motor, affecting the normal operation of the vehicle. At the same time, the decrease in the capacity of the power battery will also reduce the vehicle's cruising range and affect the user experience. Summary of the invention

[0003] The present application provides a battery heating control system, method and vehicle, which are intended to solve the problem that at lower temperatures, the battery discharge efficiency and capacity of the power battery will decrease, making it difficult to start the drive motor, affecting the normal operation and cruising range of the vehicle.

[0004] In a first aspect, a battery heating control system is provided, which includes a battery module, a voltage regulating module, a motor module and a control module; the first end of the voltage regulating module is connected to the first end of the battery module, and the second end of the voltage regulating module is connected to the second end of the battery module; the first end of the motor module is connected to the third end of the voltage regulating module and the first end of the battery module, and the second end of the motor module is connected to the fourth end of the voltage regulating module and the second end of the battery module; the control module is connected to the battery module and the voltage regulating module, and the control module is used to obtain the battery temperature of the battery module. When the battery temperature is less than or equal to a first preset temperature, the control module controls the voltage regulating module to work, and the voltage regulating module outputs a voltage to the motor module and heats the battery module; when the battery temperature is greater than or equal to a second preset temperature, the control module controls the voltage regulating module to stop working, and the battery module outputs a voltage to the motor module; wherein the first preset temperature is lower than the second preset temperature.

[0005] In the above technical solution, when the battery temperature received by the control module is less than or equal to the first preset temperature, the control module will control the voltage regulating module to work so that the voltage regulating module outputs voltage to the motor module, that is, at this time, the voltage regulating module supplies power to the motor module so that the motor module can operate normally, thereby ensuring the operating reliability of the motor module in a low temperature environment. And when the voltage regulating module works, it will release heat to heat the battery module, thereby increasing the battery temperature of the battery module. When the battery temperature of the battery module increases, the battery discharge efficiency and capacity of the battery module will also increase accordingly, so that even in a low temperature environment, the battery module of the vehicle can have a higher battery discharge efficiency and capacity, that is, the vehicle's cruising range in a low temperature environment is improved, thereby improving the user's experience. Secondly, when the battery temperature received by the control module is greater than or equal to the second preset temperature, there is no need for the voltage regulating module to heat the battery module again. The control module will control the voltage regulating module to stop working to avoid additional energy loss caused by the voltage regulating module. At this time, the battery module outputs voltage to the motor module, that is, the battery module supplies power to the motor module so that the motor module can operate normally.

[0006] In combination with the first aspect, in some possible implementations, the battery module includes a power battery and a first heat exchange unit connected to the power battery, the voltage regulating module includes a voltage regulating circuit and a second heat exchange unit connected to the voltage regulating circuit, and the first heat exchange unit and the second heat exchange unit are connected; the control module is connected to the power battery and the voltage regulating circuit, and the control module is used to obtain the battery temperature. When the battery temperature is less than or equal to the first preset temperature, the control module controls the voltage regulating circuit to operate, and the second heat exchange unit performs heat exchange with the first heat exchange unit to heat the power battery; when the battery temperature is greater than or equal to the second preset temperature, the control module controls the voltage regulating circuit to stop operating.

[0007] In the above technical solution, after the voltage regulating circuit is working, the power battery can be heated by exchanging heat between the first heat exchange unit and the second heat exchange unit. The heating effect is better, and the first heat exchange unit and the second heat exchange unit in the battery heating control system are reused. There is no need to set up additional heat exchange devices, which saves a certain amount of production costs.

[0008] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the voltage regulating circuit includes a first switch unit, an inductor, a second switch unit and a first capacitor; the first end of the first switch unit is connected to the positive electrode of the power battery, the second end of the first switch unit is connected to one end of the inductor, the other end of the inductor is connected to the first end of the second switch unit, the first plate of the first capacitor and the first end of the motor module, the second end of the second switch unit is connected to the second plate of the first capacitor and the negative electrode of the power battery, and the control module is connected to the controlled end of the first switch unit and the controlled end of the second switch unit to control the first switch unit and the second switch unit to be turned on or off.

[0009] In the above technical solution, after the voltage regulating circuit is working, the control module can control the first switch unit and / or the second switch unit to be frequently turned on and off to generate a large amount of heat, and recover this part of heat through the second heat exchange unit to achieve heating of the power battery. The heating effect is better, and the first heat exchange unit and the second heat exchange unit in the battery heating control system are reused. There is no need to set up additional heat exchange devices, which saves a certain amount of production costs.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, when the battery temperature is less than or equal to the first preset temperature, the control module controls the voltage regulating circuit to operate, and the voltage regulating circuit includes a first operating mode and a second operating mode, and the first operating mode and the second operating mode are performed alternately; wherein, in the first operating mode, the control module controls the first switch unit to be turned on and the second switch unit to be turned on; in the second operating mode, the control module controls the first switch unit to be turned on and the second switch unit to be turned off.

[0011] In the above technical solution, the first working mode (i.e., the energy storage mode) and the second working mode (i.e., the boost mode) constitute a complete "single cycle". After the first "single cycle", the voltage stored in the first capacitor is an increased voltage. When the voltage regulating circuit enters the first working mode in the next "single cycle", the first capacitor will provide a supply voltage to the motor module, and the supply voltage matches the rated voltage of the motor module, so that the motor module can operate at the rated voltage, that is, the motor module can operate at the optimal efficiency point, so as to reduce the loss in the process of converting electrical energy into mechanical energy, thereby improving the overall energy utilization efficiency of the motor module, so as to ensure the power output reliability of the motor module in a low-temperature environment, thereby improving the user experience in a low-temperature environment.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the voltage regulating circuit also includes a first diode, the positive electrode of the first diode is connected to the other end of the inductor and the first end of the second switch unit, and the negative electrode of the first diode is connected to the first plate of the first capacitor.

[0013] In the above technical solution, when the voltage regulating circuit works in the second working mode, the second switch unit is turned off, and the energy stored in the inductor needs to be released. At this time, the first diode is forward-conducted to provide a freewheeling path for the current in the inductor, so that the current can flow to the first capacitor, avoiding the voltage spike caused by the sudden interruption of energy in the inductor, which causes damage to other components in the voltage regulating circuit. Moreover, when the voltage regulating circuit works in the first working mode in the next "single cycle", the first diode can prevent the electric energy in the first capacitor from flowing back to the inductor to ensure that the electric energy of the first capacitor can flow to the motor module, thereby ensuring the working reliability of the motor module.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the voltage regulating circuit also includes a second diode, the positive electrode of the second diode is connected to the second end of the second switch unit and the negative electrode of the power battery, and the negative electrode of the second diode is connected to the second end of the first switch unit and one end of the inductor.

[0015] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the battery heating control system also includes a third switch unit and a fourth switch unit; the first end of the third switch unit is connected to the first end of the battery module, the second end of the third switch unit is connected to the first end of the motor module, and the controlled end of the third switch unit is connected to the control module; the first end of the fourth switch unit is connected to the second end of the battery module, the second end of the fourth switch unit is connected to the second end of the motor module, and the controlled end of the fourth switch unit is connected to the control module.

[0016] In the above technical solution, the control module can control the battery module to provide power supply voltage to the motor module, or control the battery module to stop providing power supply voltage to the motor module by controlling the on and off of the third switch unit and the fourth switch unit, which is easy to operate.

[0017] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the motor module includes a driving motor, a motor controller and a second capacitor; the three-phase winding of the driving motor is connected to the motor controller, the first plate of the second capacitor is connected to the third end of the voltage regulating module, the second end of the third switch unit and the first end of the motor controller, and the second plate of the second capacitor is connected to the fourth end of the voltage regulating module, the second end of the fourth switch unit and the second end of the motor controller.

[0018] In the above technical solution, when the vehicle is in a downhill or other special driving scenario, the drive motor will recover energy and charge the first capacitor and the second capacitor through the motor controller. At this time, the frequency of energy recovery is usually at least several hundred times per second, that is, a large amount of heat will be generated when the first capacitor is reused during the energy recovery process. This part of heat can also heat the battery module to further improve the heating effect of the battery heating control system.

[0019] In a second aspect, an embodiment of the present application provides a battery heating control method, which is applied to the battery heating control system described in any optional manner of the first aspect, and the method includes:

[0020] Get the battery temperature of the battery module;

[0021] When the battery temperature is less than or equal to the first preset temperature, the voltage regulating module is controlled to operate, and the voltage regulating module outputs voltage to the motor module and heats the battery module;

[0022] When the battery temperature is greater than or equal to the second preset temperature, the voltage regulating module is controlled to stop working, and the battery module outputs voltage to the motor module.

[0023] In a third aspect, an embodiment of the present application provides a vehicle, comprising a battery heating control system as described in any optional manner of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 is a broken line diagram of the relationship between the internal resistance and temperature of a battery module provided in an embodiment of the present application;

[0025] Figure 2 is a broken line diagram of the relationship between battery discharge efficiency and temperature provided in an embodiment of the present application;

[0026] Figure 3 It is a schematic diagram of the module structure of a battery heating control system provided in an embodiment of the present application;

[0027] Figure 4 is a schematic diagram of the module structure of another battery heating control system provided in an embodiment of the present application;

[0028] Figure 5 is a circuit structure diagram of a battery heating control system provided in an embodiment of the present application;

[0029] Figure 6 is a circuit structure diagram of another battery heating control system provided in an embodiment of the present application;

[0030] Figure 7 is a circuit structure diagram of another battery heating control system provided in an embodiment of the present application;

[0031] Figure 8 is a circuit structure diagram of another battery heating control system provided in an embodiment of the present application;

[0032] Fig. 9 is a circuit structure diagram of another battery heating control system provided in an embodiment of the present application;

[0033] Fig.10 is a circuit structure diagram of another battery heating control system provided in an embodiment of the present application;

[0034] Fig.11 It is a flow chart of a battery heating control method provided in an embodiment of the present application.

[0035] Among them, the reference numerals in the figure are:

[0036] 1. Battery heating control system; 11. Battery module; 111. Power battery; 112. First heat exchange unit; 12. Voltage regulating module; 121. Voltage regulating circuit; 122. Second heat exchange unit; 1211. First switch unit; 1212. Second switch unit; 13. Motor module; 131. Drive motor; 1311. Three-phase winding; 132. Motor controller; 14. Control module; 15. Third switch unit; 16. Fourth switch unit; 2. Overflow device;

[0037] C1, first capacitor; C2, second capacitor; L, inductor; D1, first diode; D2, second diode. DETAILED DESCRIPTION

[0038] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0039] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0040] Internal combustion engine vehicles (such as gasoline vehicles, diesel vehicles, etc.) will emit carbon dioxide and other harmful gases during driving, thus causing certain environmental pollution. In order to reduce environmental pollution and improve air quality, new energy vehicles are currently widely used in various scenarios instead of internal combustion engine vehicles. Compared with internal combustion engine vehicles, new energy vehicles do not directly emit exhaust gas during driving, are more environmentally friendly, and have higher energy efficiency conversion rates and lower maintenance costs. Therefore, more and more people are starting to use new energy vehicles as a means of transportation. New energy vehicles are usually equipped with power batteries to provide power for the vehicle and drive motor. However, the capacity of the power battery is limited, resulting in limited cruising range of new energy vehicles, which cannot meet the driving needs at longer distances. Compared with internal combustion engine vehicles, new energy vehicles charge more slowly, and the charging facilities for new energy vehicles are far less than gas stations.

[0041] To this end, a hybrid vehicle is provided in the related art. The hybrid vehicle combines two drive systems, a traditional internal combustion engine (i.e., an engine) and a drive motor. Compared with pure internal combustion engine vehicles, hybrid vehicles can reduce fuel consumption and emissions, and have a higher overall energy efficiency. Compared with pure electric vehicles in new energy vehicles, hybrid vehicles are not limited by the capacity limit of the power battery, and can meet the driving needs at longer distances. In addition, in urgent cases, hybrid vehicles do not rely on long-term charging, but can be directly refueled at gas stations to continue driving, thereby improving user experience. Among them, the working point of the engine can be adjusted according to the performance characteristics of the engine. For example, according to the engine speed and torque, a region with a lower fuel consumption rate is selected as the operating range of the engine. If the engine does not work in this region, the engine torque can be adjusted by the power generation and assistance of the drive motor to make the engine work in this economic range, thereby achieving the purpose of reducing emissions and reducing fuel consumption.

[0042] Current hybrid vehicles usually have multiple operating modes to meet different usage requirements. For example, the first is pure electric drive, in which the engine does not work, and the drive motor is completely driven by the power battery; the second is engine-driven power generation, in which the engine is used to generate power for the power battery, and then the power battery drives the drive motor; the third is independent engine drive, in which the power battery and the drive motor do not work, and the transmission system is completely driven by the engine; the fourth is the parallel mode, that is, while the engine drives the transmission system, the power battery also supplies power to the drive motor, which is equivalent to the "engine" and "power battery and drive motor" working in parallel.

[0043] For the above-mentioned pure electric vehicles and hybrid vehicles, the battery performance of the power battery has a huge impact on the power of the entire vehicle. At present, the power battery is mainly lithium-ion battery, which is a device that converts electrical energy into chemical energy storage through chemical reactions and converts chemical energy into electrical energy through chemical reactions when in use. Compared with other power sources, lithium-ion batteries are more sensitive to temperature. When the power battery is at a lower temperature, the battery discharge efficiency of the power battery will decrease. The decrease in battery discharge efficiency may make it difficult for the power battery to drive the drive motor, thereby affecting the normal operation of the vehicle. Specifically, there is usually current circulation inside the power battery, please refer to Figure 1 and Figure 2 As shown in the figure, the resistance of the power battery's internal resistance remains flat only when the temperature is greater than 10°C (degrees Celsius). The lower the temperature, the greater the internal resistance of the power battery, which results in a lower discharge efficiency of the power battery. The higher the temperature, the higher the discharge efficiency of the power battery. At the same time, when the power battery is at a lower temperature, the capacity of the power battery will also decrease, which will in turn reduce the vehicle's cruising range and affect the user experience.

[0044] To this end, an embodiment of the present application provides a battery heating control system, a battery heating control method and a vehicle. The battery heating control system can heat the battery module to improve the battery discharge efficiency and capacity of the battery module in a low temperature environment, thereby improving the operating reliability of the motor module in a low temperature environment, so as to improve the driving reliability of the vehicle in a low temperature environment.

[0045] The following is an exemplary introduction to the battery heating control system, battery heating control method and vehicle provided in the embodiments of the present application in conjunction with the accompanying drawings.

[0046] An embodiment of the present application provides a vehicle. In order to ensure the driving reliability of the vehicle in a low-temperature environment, the vehicle provided by the present application is configured with a battery heating control system. The battery heating control system heats the battery module to improve the battery discharge efficiency and capacity of the battery module in a low-temperature environment, thereby improving the driving reliability of the vehicle in a low-temperature environment.

[0047] In one example, if Figure 3 As shown, the battery heating control system 1 includes a battery module 11, a voltage regulating module 12, a motor module 13 and a control module 14, wherein the first end of the voltage regulating module 12 is connected to the first end of the battery module 11, the second end of the voltage regulating module 12 is connected to the second end of the battery module 11, the first end of the motor module 13 is connected to the third end of the voltage regulating module 12 and the first end of the battery module 11, the second end of the motor module 13 is connected to the fourth end of the voltage regulating module 12 and the second end of the battery module 11, and the control module 14 is connected to the battery module 11 and the voltage regulating module 12. Here, it is worth noting that the control module 14 and the voltage regulating module 12 can be directly electrically connected, or indirectly electrically connected, for example, the indirect electrical connection between the two can be achieved through a driving circuit, and the present application does not make specific restrictions on this, so the connection relationship between the control module 14 and the voltage regulating module 12 is not directly shown in the figure.

[0048] Among them, the control module 14 is used to obtain the battery temperature of the battery module 11. Here, it is worth noting that a temperature sensor is usually provided in the battery module 11 to detect the battery temperature of the battery module 11 in real time. The control module 14 is connected to the temperature sensor in the battery module 11 to receive the battery temperature from the temperature sensor. A first preset temperature and a second preset temperature are set in the control module 14. The first preset temperature is less than the second preset temperature. When the battery temperature received by the control module 14 is less than or equal to the first preset temperature, it means that the battery temperature of the battery module 11 is too low at this time, which will cause the battery discharge efficiency and capacity of the battery module 11 to decrease. Therefore, the battery module 11 needs to be heated to improve the battery discharge efficiency and capacity of the battery module 11. When the battery temperature received by the control module 14 is greater than or equal to the second preset temperature, it means that the battery temperature of the battery module 11 is at room temperature at this time, and will not affect the battery discharge efficiency and capacity of the battery module 11. Therefore, there is no need to heat the battery module 11.

[0049] For example, assuming that the first preset temperature is 10°C and the second preset temperature is 20°C, when the battery temperature received by the control module 14 is less than or equal to the first preset temperature (10°C), the control module 14 will control the voltage regulating module 12 to work so that the voltage regulating module 12 outputs voltage to the motor module 13, that is, at this time, the voltage regulating module 12 supplies power to the motor module 13 so that the motor module 13 can operate normally, thereby ensuring the operating reliability of the motor module 13 in a low temperature environment. When the voltage regulating module 12 is working, it will release heat to heat the battery module 11, thereby increasing the battery temperature of the battery module 11. When the battery temperature of the battery module 11 increases, the battery discharge efficiency and capacity of the battery module 11 will also increase accordingly, so that even in a low temperature environment, the battery module 11 can have a higher battery discharge efficiency and capacity, that is, the vehicle's cruising range in a low temperature environment is improved, thereby improving the user experience. Secondly, when the battery temperature received by the control module 14 is greater than or equal to the second preset temperature (20°C), there is no need for the voltage regulating module 12 to heat the battery module 11. The control module 14 will control the voltage regulating module 12 to stop working to avoid additional energy loss caused by the operation of the voltage regulating module 12. At this time, the battery module 11 outputs voltage to the motor module 13, that is, the battery module 11 supplies power to the motor module 13 so that the motor module 13 can operate normally.

[0050] Here, it is worth mentioning that the control module 14 will monitor the battery temperature sent by the temperature sensor in real time. When the control module 14 again detects that the battery temperature is less than or equal to the first preset temperature, the control module 14 will continue the above steps, which will not be repeated.

[0051] In order to enable the heat released by the voltage regulating module 12 during operation to heat the battery module 11, in one example, Figure 4 As shown, the battery module 11 includes a power battery 111 and a first heat exchange unit 112 connected to the power battery 111, and the voltage regulating module 12 includes a voltage regulating circuit 121 and a second heat exchange unit 122 connected to the voltage regulating circuit 121, and the first heat exchange unit 112 is in communication with the second heat exchange unit 122. Here, it can be understood that the first heat exchange unit 112 is a heat dissipation system of the power battery 111, and the heat dissipation system takes away the heat generated by the power battery 111 during the charging and discharging process by circulating coolant or other cooling medium to perform thermal management on the power battery 111, and the second heat exchange unit 122 is an internal cooling system of the voltage regulating circuit 121, and the internal cooling system takes away the heat generated by the voltage regulating circuit 121 during the working process by circulating coolant or other cooling medium.

[0052] In this example, the control module 14 is connected to the power battery 111 and the voltage regulating circuit 121. The control module 14 is used to obtain the battery temperature. When the battery temperature is less than or equal to the first preset temperature, the control module 14 controls the voltage regulating circuit 121 to work. When the voltage regulating circuit 121 works, heat is generated. This part of the heat will circulate in the second heat exchange unit 122 to increase the temperature of the coolant in the second heat exchange unit 122. Since the second heat exchange unit 122 is connected to the first heat exchange unit 112, the coolant in the second heat exchange unit 122 will perform heat exchange with the coolant in the first heat exchange unit 112 to increase the temperature of the coolant in the first heat exchange unit 112, thereby heating the power battery 111. When the battery temperature is greater than or equal to the second preset temperature, the control module 14 controls the voltage regulating circuit 121 to stop working. At this time, the voltage regulating circuit 121 will not generate heat. In this way, after the voltage regulating circuit 121 is working, the power battery 111 can be heated by heat exchange between the first heat exchange unit 112 and the second heat exchange unit 122. The heating effect is better, and the first heat exchange unit 112 and the second heat exchange unit 122 in the battery heating control system 1 are reused. There is no need to set up additional heat exchange devices, which saves a certain amount of production costs.

[0053] In one example, if Figure 4 As shown, the vehicle also includes an overflow device 2, which is connected to the first heat exchange unit 112 and the second heat exchange unit 122 to provide coolant to the first heat exchange unit 112 and the second heat exchange unit 122. In this way, the coolant in the first heat exchange unit 112 and the second heat exchange unit 122 comes from the same overflow device 2, so that the first heat exchange unit 112 and the second heat exchange unit 122 are connected, that is, the first heat exchange unit 112 and the second heat exchange unit 122 of the same source can perform heat exchange during circulation.

[0054] In order to enable the voltage regulating circuit 121 to generate a large amount of heat when working, in one example, Figure 5 As shown, the voltage regulating circuit 121 includes a first switch unit 1211, an inductor L, a second switch unit 1212 and a first capacitor C1. The first end of the first switch unit 1211 is connected to the positive electrode of the power battery 111, the second end of the first switch unit 1211 is connected to one end of the inductor L, the other end of the inductor L is connected to the first end of the second switch unit 1212, the first plate of the first capacitor C1 and the first end of the motor module 13, the second end of the second switch unit 1212 is connected to the second plate of the first capacitor C1 and the negative electrode of the power battery 111, and the control module 14 is connected to the controlled end of the first switch unit 1211 and the controlled end of the second switch unit 1212 to control the first switch unit 1211 and the second switch unit 1212 to be turned on or off.

[0055] In this example, when the battery temperature is less than or equal to the first preset temperature, the control module 14 controls the first switch unit 1211 and / or the second switch unit 1212 to be intermittently turned on, so that the voltage regulating circuit 121 is in working mode. At the moment of turning on and off, the first switch unit 1211 and the second switch unit 1212 will have a large current (for example, a current of tens or even hundreds of amperes) and a voltage change, resulting in a change in their power. This power change will cause energy to be dissipated in the form of heat, thereby generating a certain amount of heat. Secondly, the switching loss (including turn-on loss and turn-off loss) of the first switch unit 1211 and the second switch unit 1212 will also generate heat. In this way, a large amount of heat will be generated during the frequent on and off of the first switch unit 1211 and the second switch unit 1212, that is, during the process of the control module 14 controlling the high-frequency switching (for example, 300 times / second) of the first switch unit 1211 and / or the second switch unit 1212. This part of heat can circulate in the second heat exchange unit 122 to increase the temperature of the coolant in the second heat exchange unit 122. Since the second heat exchange unit 122 is connected to the first heat exchange unit 112, the coolant in the second heat exchange unit 122 will exchange heat with the coolant in the first heat exchange unit 112 to increase the temperature of the coolant in the first heat exchange unit 112, thereby heating the power battery 111.

[0056] In this way, after the voltage regulating circuit 121 is working, the control module 14 can control the first switch unit 1211 and / or the second switch unit 1212 to be frequently turned on and off to generate a large amount of heat, and recover this part of heat through the second heat exchange unit 122 to achieve heating of the power battery 111. The heating effect is better, and the first heat exchange unit 112 and the second heat exchange unit 122 in the battery heating control system 1 are reused. There is no need to set up additional heat exchange devices, which saves a certain amount of production costs.

[0057] Assuming that the rated voltage that the motor module 13 can withstand is 700V (volts), and the rated capacity of the power battery 111 is 650V, under normal temperature, the power battery 111 can provide a power supply voltage of 600V for the motor module 13, so that the motor module 13 can work normally. However, under low temperature, the capacity of the power battery 111 decreases, resulting in the actual voltage of the power battery 111 being much lower than the rated voltage that the motor module 13 can withstand. For example, under low temperature, the actual voltage of the power battery 111 is only 450V. At this time, the power battery 111 can only provide a power supply voltage of 450V for the motor module 13, that is, the power supply voltage provided by the power battery 111 is much lower than the rated voltage of the motor module 13, resulting in a decrease in the power output of the motor module 13. In order to avoid the problem that the power supply voltage provided by the power battery 111 is lower than the rated voltage of the motor module 13, resulting in a decrease in the power output of the motor module 13, the voltage regulating circuit 12 provided in the present application can increase the power supply voltage provided by the power battery 111 to the rated voltage of the motor module 13 during operation, so as to increase the power output of the motor module 13 in a low temperature environment, thereby improving the user experience.

[0058] Exemplarily, when the battery temperature is less than or equal to a first preset temperature, the control module 14 controls the voltage regulating circuit 12 to operate so that the voltage regulating circuit 12 can generate heat to heat the power battery 111, wherein the operating mode of the voltage regulating circuit 12 includes a first operating mode and a second operating mode that are performed alternately, and the voltage regulating circuit 12 can increase the supply voltage of the power battery 111 to the rated voltage of the motor module 13 through the first operating mode and the second operating mode.

[0059] In the first working mode, the control module 14 controls the first switch unit 1211 and the second switch unit 1212 to be turned on. At this time, the output path of the battery heating control system 1 (such as Figure 6 (indicated by the dotted arrow) is the positive electrode of the power battery 111 - the first switch unit 1211 - the inductor L - the second switch unit 1212 - the negative electrode of the power battery 111. In this working mode, the power battery 111 can charge the inductor L with a constant current to store energy.

[0060] In the second working mode, the control module 14 controls the first switch unit 1211 to be turned on and the second switch unit 1212 to be turned off. At this time, the output path of the battery heating control system 1 is the positive electrode of the power battery 111-the first switch unit 1211-the inductor L-the first capacitor C1-the negative electrode of the power battery 111. It can be understood that in the second working mode, the inductor L and the power battery 111 simultaneously provide voltage to the first capacitor C1 as voltage output sources, that is, at this time, the first capacitor C1 is not only fully charged but also the voltage stored is an increased voltage, for example, 700V. Here, it is worth noting that the first working mode (i.e., the energy storage mode) and the second working mode (i.e., the boost mode) constitute a complete "single cycle". After the second working mode ends, the voltage regulating circuit 121 will enter the first working mode in the next "single cycle". When the voltage regulating circuit 121 enters the next first working mode, the first capacitor C1 will supply power to the motor module 13, and the power supply voltage provided by the first capacitor C1 is the increased voltage.

[0061] In this way, after the first "single cycle", the voltage stored in the first capacitor C1 is an increased voltage. When the voltage regulating circuit 121 enters the first working mode in the next "single cycle", the first capacitor C1 will provide a supply voltage to the motor module 13, and the supply voltage matches the rated voltage of the motor module 13, so that the motor module 13 can operate at the rated voltage, that is, the motor module 13 can operate at the optimal efficiency point to reduce the loss in the process of converting electrical energy into mechanical energy, thereby improving the overall energy utilization efficiency of the motor module 13, so as to ensure the power output reliability of the motor module 13 in a low-temperature environment, thereby improving the user experience in a low-temperature environment.

[0062] Optionally, the first switch unit 1211 and the second switch unit 1212 can be an N-type metal oxide semiconductor (NMOS) field effect transistor, a P-type metal oxide semiconductor (PMOS) field effect transistor, an insulated gate bipolar transistor (IGBT), a transistor, a relay circuit or other devices or circuits that can achieve on-off functions, and the present application does not make any specific restrictions on this.

[0063] In one example, if Figure 8As shown, the voltage regulating circuit 121 also includes a first diode D1, the positive electrode of the first diode D1 is connected to the other end of the inductor L and the first end of the second switch unit 1212, and the negative electrode of the first diode D1 is connected to the first plate of the first capacitor C1. In this example, when the voltage regulating circuit 121 works in the second working mode, the second switch unit 1212 is turned off, and the energy stored in the inductor L needs to be released. At this time, the first diode D1 is forward-conducted to provide a freewheeling path for the current in the inductor L, so that the current can flow to the first capacitor C1, avoiding the voltage spike caused by the sudden interruption of the energy in the inductor L, resulting in damage to other components in the voltage regulating circuit 121. In addition, when the voltage regulating circuit 121 works in the first working mode in the next "single cycle", the first diode D1 can prevent the electric energy in the first capacitor C1 from flowing back to the inductor L to ensure that the electric energy of the first capacitor C1 can flow to the motor module 13, thereby ensuring the working reliability of the motor module 13.

[0064] In one example, if Figure 8 As shown, the voltage regulating circuit 121 also includes a second diode D2, the anode of the second diode D2 is connected to the second end of the second switch unit 1212 and the negative electrode of the power battery 111, and the cathode of the second diode D2 is connected to the second end of the first switch unit 1211 and one end of the inductor L.

[0065] When the battery temperature received by the control module 14 is greater than or equal to the second preset temperature, the voltage regulating module 12 does not need to heat the battery module 11, and the control module 14 controls the voltage regulating module 12 to stop working to avoid additional energy loss caused by the operation of the voltage regulating module 12. At this time, the battery module 11 outputs voltage to the motor module 13. In an example, Fig. 9 As shown, the battery heating control system 1 further includes a third switch unit 15 and a fourth switch unit 16, a first end of the third switch unit 15 and a first end of the battery module 11 (ie, Fig. 9 The first end of the fourth switch unit 16 is connected to the second end of the battery module 11 (i.e., the positive electrode of the power battery shown in the figure), the second end of the third switch unit 15 is connected to the first end of the motor module 13, the controlled end of the third switch unit 15 is connected to the control module 14 (not shown in the figure), and the first end of the fourth switch unit 16 is connected to the second end of the battery module 11 (i.e., Fig. 9 The negative electrode of the power battery shown in the figure) is connected, the second end of the fourth switch unit 16 is connected to the second end of the motor module 13, and the controlled end of the fourth switch unit 16 is connected to the control module 14 (not shown in the figure).

[0066] In this example, the control module 14 can control the battery module 11 to provide the power supply voltage to the motor module 13, or control the battery module 11 to stop providing the power supply voltage to the motor module 13 by controlling the on and off of the third switch unit 15 and the fourth switch unit 16, which is easy to operate. For example, when the battery temperature received by the control module 14 is less than or equal to the first preset temperature, the control module 14 will control the third switch unit 15 and the fourth switch unit 16 to be turned off; when the battery temperature received by the control module 14 is greater than or equal to the second preset temperature, the control module 14 will control the third switch unit 15 and the fourth switch unit 16 to be turned on. At this time, the output path of the battery heating control system 1 (such as Fig. 9 (as shown by the dotted arrow) is the positive electrode of the power battery 111 - the third switch unit 15 - the motor module 13 - the fourth switch unit 16 - the negative electrode of the power battery 111, so that the battery module 11 can provide a power supply voltage to the motor module 13, thereby ensuring the normal use of the motor module 13.

[0067] Optionally, the third switch unit 15 and the fourth switch unit 16 may be NMOS field effect transistors, PMOS field effect transistors, IGBTs, triodes, relay circuits or other devices or circuits capable of realizing on-off functions, and the present application does not impose any specific limitation on this.

[0068] When the vehicle is in a downhill or other special driving scenario, the vehicle is naturally accelerated due to gravity, and the wheels rotate to reversely drive the motor module 13 through the transmission system. That is, at this time, the motor module 13 plays the role of a generator to convert the vehicle's kinetic energy into electrical energy and transmit it to the battery module 11 to achieve energy recovery.

[0069] In one example, if Fig.10 As shown, the motor module 13 includes a drive motor 131, a motor controller 132 and a second capacitor C2, the three-phase winding 1311 of the drive motor 131 is connected to the motor controller 132, the first plate of the second capacitor C2 is connected to the third end of the voltage regulating module 12, the second end of the third switch unit 15 and the first end of the motor controller 132, and the second plate of the second capacitor C2 is connected to the fourth end of the voltage regulating module 12, the second end of the fourth switch unit 16 and the second end of the motor controller 132. In this example, when the vehicle is in a downhill or other special driving scene, the drive motor 131 will recover energy and charge the first capacitor C1 and the second capacitor C2 through the motor controller 132, and at this time, the frequency of energy recovery is usually at least several hundred times per second, that is, when the first capacitor C1 is reused in the process of energy recovery, a large amount of heat will also be generated, and this part of the heat can also heat the battery module 11, so as to further improve the heating effect of the battery heating control system 1, and further improve the battery discharge efficiency and capacity of the battery module 11 in a low temperature environment.

[0070] Optionally, the motor controller 132 is composed of multiple groups of switch units, such as Fig.10 As shown, the motor controller 132 is composed of multiple groups of IGBTs, which can support large currents and high voltages and are easy to switch. When the switch unit in the motor controller 132 is an IGBT, the stability of the current on the connection line between the IGBT and the voltage regulating circuit 121 can be guaranteed. At the same time, since the IGBT is easy to switch and easy to operate, the flexibility of high-frequency switching is high. The switch unit can also be a relay or other circuit with a switch function, and this application does not make specific restrictions on this.

[0071] In summary, in the battery heating control system 1 provided by the present application, when the battery temperature received by the control module 14 is less than or equal to the first preset temperature, the control module 14 will control the voltage regulating module 12 to work so that the voltage regulating module 12 outputs voltage to the motor module 13, that is, at this time, the voltage regulating module 12 supplies power to the motor module 13 so that the motor module 13 can operate normally, thereby ensuring the operating reliability of the motor module 13 in a low temperature environment. And when the voltage regulating module 12 is working, it will release heat to heat the battery module 11, thereby increasing the battery temperature of the battery module 11. When the battery temperature of the battery module 11 increases, the battery discharge efficiency and capacity of the battery module 11 will also increase accordingly, so that even in a low temperature environment, the battery module 11 can have a higher battery discharge efficiency and capacity, that is, the vehicle's cruising range in a low temperature environment is improved, thereby improving the user's experience. Secondly, when the battery temperature received by the control module 14 is greater than or equal to the second preset temperature, there is no need for the voltage regulating module 12 to heat the battery module 11. The control module 14 will control the voltage regulating module 12 to stop working to avoid additional energy loss caused by the operation of the voltage regulating module 12. At this time, the battery module 11 outputs voltage to the motor module 13, that is, the battery module 11 supplies power to the motor module 13 so that the motor module 13 can operate normally.

[0072] The present application also provides a battery heating control method, which is applied to the above Figures 3 to 10 The battery heating control system 1 shown in the embodiment is as follows: Fig.11 As shown, the battery heating control method includes:

[0073] S101. Obtain the battery temperature of the battery module.

[0074] For example, please refer to Figures 1 to 10As shown, the battery heating control system 1 includes a battery module 11, a voltage regulating module 12, a motor module 13 and a control module 14. A temperature sensor is usually provided in the battery module 11 to detect the battery temperature of the battery module 11 in real time. The control module 14 is connected to the temperature sensor in the battery module 11 to receive the battery temperature from the temperature sensor.

[0075] S102: When the battery temperature is less than or equal to a first preset temperature, the voltage regulating module is controlled to operate, and the voltage regulating module outputs voltage to the motor module and heats the battery module.

[0076] Exemplarily, a first preset temperature is set in the control module 14. When the battery temperature received by the control module 14 is less than or equal to the first preset temperature, it means that the battery temperature of the battery module 11 is too low at this time, which will cause the battery discharge efficiency and capacity of the battery module 11 to decrease. Therefore, the battery module 11 needs to be heated to improve the battery discharge efficiency and capacity of the battery module 11. Assuming that the first preset temperature is 10°C, when the battery temperature received by the control module 14 is less than or equal to the first preset temperature (10°C), the control module 14 will control the voltage regulating module 12 to work so that the voltage regulating module 12 outputs voltage to the motor module 13, that is, at this time, the voltage regulating module 12 supplies power to the motor module 13 so that the motor module 13 can operate normally, thereby ensuring the operating reliability of the motor module 13 in a low temperature environment. When the voltage regulating module 12 is working, it will release heat to heat the battery module 11, thereby increasing the battery temperature of the battery module 11. When the battery temperature of the battery module 11 increases, the battery discharge efficiency and capacity of the battery module 11 will also increase accordingly, so that even in a low temperature environment, the battery module 11 can have a higher battery discharge efficiency and capacity, which improves the vehicle's cruising range in a low temperature environment, thereby improving the user experience.

[0077] S103: When the battery temperature is greater than or equal to a second preset temperature, the voltage regulating module is controlled to stop working, and the battery module outputs voltage to the motor module.

[0078] Exemplarily, a second preset temperature is set in the control module 14, and the first preset temperature is lower than the second preset temperature. When the battery temperature received by the control module 14 is greater than or equal to the second preset temperature, it indicates that the battery temperature of the battery module 11 is at room temperature at this time, and will not affect the battery discharge efficiency and capacity of the battery module 11, so there is no need to heat the battery module 11. Assuming that the second preset temperature is 20°C, when the battery temperature received by the control module 14 is greater than or equal to the second preset temperature (20°C), the voltage regulating module 12 does not need to heat the battery module 11. The control module 14 will control the voltage regulating module 12 to stop working to avoid additional energy loss caused by the operation of the voltage regulating module 12. At this time, the battery module 11 outputs voltage to the motor module 13, that is, the battery module 11 supplies power to the motor module 13 so that the motor module 13 can operate normally.

[0079] The battery heating control method provided in the present application is applied to the battery heating control system 1 of the above-mentioned embodiment, so as to have all the beneficial effects of the battery heating control system 1 in any of the above-mentioned embodiments, which will not be described in detail here.

[0080] The vehicle provided in the embodiment of the present application includes the battery heating control system 1 described in the above embodiment, and thus has all the beneficial effects of the battery heating control system 1 in any of the above embodiments, which will not be repeated here.

[0081] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0082] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0083] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A battery heating control system, applied to a vehicle, It is characterized in that The battery heating control system comprises: Battery modules; a voltage regulating module, wherein a first end of the voltage regulating module is connected to a first end of the battery module, and a second end of the voltage regulating module is connected to a second end of the battery module; a motor module, wherein a first end of the motor module is connected to a third end of the voltage regulating module and a first end of the battery module, and a second end of the motor module is connected to a fourth end of the voltage regulating module and a second end of the battery module; and a control module, the control module being connected to the battery module and the voltage regulating module, the control module being used to obtain a battery temperature of the battery module, and when the battery temperature is less than or equal to a first preset temperature, the control module controls the voltage regulating module to work, and the voltage regulating module outputs a voltage to the motor module and heats the battery module; when the battery temperature is greater than or equal to a second preset temperature, the control module controls the voltage regulating module to stop working, and the battery module outputs a voltage to the motor module; Wherein, the first preset temperature is lower than the second preset temperature.

2. The battery heating control system according to claim 1, It is characterized in that The battery module includes a power battery and a first heat exchange unit connected to the power battery, the voltage regulation module includes a voltage regulation circuit and a second heat exchange unit connected to the voltage regulation circuit, and the first heat exchange unit is in communication with the second heat exchange unit; The control module is connected to the power battery and the voltage regulating circuit. The control module is used to obtain the battery temperature. When the battery temperature is less than or equal to the first preset temperature, the control module controls the voltage regulating circuit to work, and the second heat exchange unit performs heat exchange with the first heat exchange unit to heat the power battery; when the battery temperature is greater than or equal to the second preset temperature, the control module controls the voltage regulating circuit to stop working.

3. The battery heating control system according to claim 2, It is characterized in that The voltage regulating circuit includes a first switch unit, an inductor, a second switch unit and a first capacitor; The first end of the first switch unit is connected to the positive electrode of the power battery, the second end of the first switch unit is connected to one end of the inductor, the other end of the inductor is connected to the first end of the second switch unit, the first plate of the first capacitor and the first end of the motor module, the second end of the second switch unit is connected to the second plate of the first capacitor and the negative electrode of the power battery, and the control module is connected to the controlled end of the first switch unit and the controlled end of the second switch unit to control the first switch unit and the second switch unit to be turned on or off.

4. The battery heating control system according to claim 3, It is characterized in that When the battery temperature is less than or equal to the first preset temperature, the control module controls the voltage regulating circuit to operate, the voltage regulating circuit includes a first operating mode and a second operating mode, and the first operating mode and the second operating mode are performed alternately; Wherein, in the first working mode, the control module controls the first switch unit to be turned on and the second switch unit to be turned on; in the second working mode, the control module controls the first switch unit to be turned on and the second switch unit to be turned off.

5. The battery heating control system according to claim 3, It is characterized in that The voltage regulating circuit also includes: A first diode, wherein an anode of the first diode is connected to the other end of the inductor and a first end of the second switch unit, and a cathode of the first diode is connected to a first plate of the first capacitor.

6. The battery heating control system according to claim 3, It is characterized in that The voltage regulating circuit also includes: A second diode, wherein an anode of the second diode is connected to the second end of the second switch unit and the negative electrode of the power battery, and a cathode of the second diode is connected to the second end of the first switch unit and one end of the inductor.

7. The battery heating control system according to any one of claims 1 to 6, It is characterized in that The battery heating control system further includes: a third switch unit, wherein a first end of the third switch unit is connected to a first end of the battery module, a second end of the third switch unit is connected to a first end of the motor module, and a controlled end of the third switch unit is connected to the control module; and A fourth switch unit, wherein a first end of the fourth switch unit is connected to a second end of the battery module, a second end of the fourth switch unit is connected to a second end of the motor module, and a controlled end of the fourth switch unit is connected to the control module.

8. The battery heating control system according to claim 7, It is characterized in that The motor module includes a driving motor, a motor controller and a second capacitor; The three-phase winding of the drive motor is connected to the motor controller, the first plate of the second capacitor is connected to the third end of the voltage regulating module, the second end of the third switch unit and the first end of the motor controller, and the second plate of the second capacitor is connected to the fourth end of the voltage regulating module, the second end of the fourth switch unit and the second end of the motor controller.

9. A battery heating control method, It is characterized in that Applied to the battery heating control system according to any one of claims 1 to 8, the method comprising: Get the battery temperature of the battery module; When the battery temperature is less than or equal to a first preset temperature, the voltage regulating module is controlled to operate, and the voltage regulating module outputs voltage to the motor module and heats the battery module; When the battery temperature is greater than or equal to a second preset temperature, the voltage regulating module is controlled to stop working, and the battery module outputs voltage to the motor module.

10. A vehicle, It is characterized in that The vehicle comprises a battery heating control system as claimed in any one of claims 1 to 8.

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