A battery heating device, heating strategy selection method and selection device

Abstract

The present application provides a battery heating device, a heating strategy selection method, and a selection device, relating to the field of battery heating technology. The method includes receiving initial battery status information sent by a battery management system when a vehicle is started; obtaining an estimated mileage of the current trip; obtaining current battery status information at any time during the estimated mileage; obtaining the destination battery temperature upon arrival at the destination under different heating strategies based on the initial battery status information and the current battery status information; obtaining a benefit evaluation value of the battery pack based on the destination battery temperature, the actual remaining power at the destination, and the displayed remaining power at the destination; obtaining the maximum benefit evaluation value among the heating strategies, the heating strategy corresponding to the maximum value being the optimal heating strategy, and heating the battery using the optimal heating strategy to increase the battery discharge capacity, thereby resolving the problem that existing heating methods are not suitable for various driving scenarios, resulting in a rapid consumption of the remaining battery power.

Description

Technical Field

[0001] The present application relates to the technical field of battery heating, and in particular to a battery heating device, a heating strategy selection method, and a selection device. Background Art

[0002] From the perspective of the low-temperature capacity characteristics of lithium-ion power batteries, the current mainstream understanding is that the battery discharge capacity depends on whether the capacity frozen at the bottom at low temperatures can be released, and low SOC heating does have a good effect under specific working conditions. However, when formulating heating strategies in existing technologies, the SOC threshold and battery temperature threshold in the control algorithm are fixed, which makes it difficult to adapt to complex and changeable user usage scenarios. For example, if a user uses a car with a low SOC for a short distance, the heating will start in the middle of the journey, and the battery temperature will not be heated up after the journey. However, at this time, the user has stopped using the car, and the heating during this period is useless. It also consumes some electricity, causing the SOC to drop faster, resulting in high power consumption of the entire vehicle. Summary of the Invention

[0003] The purpose of the embodiments of the present application is to provide a battery heating device, a heating strategy selection method and a selection device, select the optimal heating strategy, and use the optimal heating strategy to heat the battery pack, which can increase the battery discharge capacity and solve the problem that the existing heating method is not suitable for various driving scenarios, thereby causing the remaining battery power to be consumed faster.

[0004] An embodiment of the present application provides a battery heating device, the device comprising:

[0005] a heat exchange plate, disposed at the lower end of the battery pack, for supplying heat to the battery pack;

[0006] a water pump connected to the heat exchange plate through a pipeline, and used to supply water to the heat exchange plate;

[0007] A high-pressure heater is provided at the water outlet of the water pump to increase the water supply temperature;

[0008] A thermal management system is electrically connected to the high-voltage heater and the water pump, and is used to change the temperature of the battery pack based on battery status information of the battery pack and an optimal heating strategy.

[0009] In the above implementation process, a high-voltage heater is used to heat the water supply, thereby increasing the temperature of the battery pack. The optimal instant heating strategy can reasonably increase the battery temperature and improve the net discharge capacity of the entire vehicle, while taking into account the power of the entire vehicle and the battery life. This solves the problem that the existing heating method is not suitable for various driving scenarios, thereby causing the remaining battery power to be consumed quickly.

[0010] Furthermore, the device further comprises:

[0011] The water temperature sensor is arranged at the water inlet end of the heat exchange plate and is used to detect the water temperature at the water inlet end of the heat exchange plate.

[0012] In the above implementation process, the water temperature sensor is used to detect the inlet water temperature, which is conducive to timely adjustment of the inlet water temperature.

[0013] The present application also provides a method for selecting a heating strategy, which is applied to a thermal management system. The method includes:

[0014] Receive the initial battery status information when the vehicle is started sent by the battery management system;

[0015] Get the estimated mileage for the current trip;

[0016] Obtaining current battery status information at any time during the estimated mileage;

[0017] obtaining, based on the initial battery status information and the current battery status information, a terminal battery temperature upon arrival at the destination under different heating strategies;

[0018] Obtaining a benefit evaluation value of the battery pack based on the endpoint battery temperature, a preset endpoint actual remaining power, and a preset endpoint displayed remaining power;

[0019] The maximum value of the benefit evaluation values ​​among the heating strategies is obtained, and the heating strategy corresponding to the maximum value is the optimal heating strategy.

[0020] In the above implementation process, under different heating strategies, the benefit evaluation values ​​of different heating strategies are calculated according to the battery status, and the heating strategy corresponding to the maximum benefit evaluation value is taken as the optimal heating strategy. This method is different from the single heating strategy of the existing method. Different heating strategies are selected according to the status and mileage of the battery pack, thereby increasing the battery discharge capacity and solving the problem that the existing heating method is not suitable for various driving scenarios, thereby causing the remaining battery power to be consumed faster.

[0021] Furthermore, obtaining the estimated mileage of the current trip includes:

[0022] Obtaining a first arithmetic average of the user's single effective mileage within the first preset working day time period in the past;

[0023] Obtaining a second arithmetic average of the user's single effective mileage during the second preset non-working day time period in the past;

[0024] If it is a weekday, the estimated mileage is the first arithmetic mean;

[0025] If it is a non-working day, the estimated mileage is the second arithmetic mean.

[0026] In the above implementation process, the travel situation in the past period of time is used to estimate the mileage of this trip, and the mileage is differentiated according to whether it is a weekday, so that the estimated mileage is closer to the actual situation.

[0027] Furthermore, the initial battery status information includes an initial battery temperature; the current battery status information includes a current battery temperature; and obtaining the terminal battery temperature upon arrival at the destination under different heating strategies based on the initial battery status information and the current battery status information includes:

[0028] When the in-car navigation is turned on, obtain the current distance traveled, travel time, remaining distance and remaining arrival time;

[0029] Calculate the battery temperature increase caused by simple battery discharge based on the current battery status information and the initial battery status information;

[0030] Calculate the heating time required to reach the target temperature;

[0031] If the heating time is not greater than the remaining arrival time, the terminal battery temperature is expressed as:

[0032] T=TBAT+deltaT+(TIME_LEFT-TIME_RQ)*TEMP_UP_NAT;

[0033] Where TBAT represents the current battery temperature, deltaT represents the preset constant corresponding to the current heating strategy, TIME_LEFT represents the remaining arrival time, TIME_RQ represents the heating time, and TEMP_UP_NAT represents the battery temperature increase.

[0034] If the heating time is greater than the remaining arrival time, the terminal battery temperature is expressed as:

[0035] T=TBAT+TIME_LEFT*TEMP_UP_RATE;

[0036] Among them, TEMP_UP_RATE represents the preset battery temperature rise rate.

[0037] In the above implementation process, different heating strategies are adopted, combined with the estimated remaining arrival time, to estimate the terminal battery temperature when the user arrives at the destination, so that the terminal battery temperature can be used as a reference parameter for benefit evaluation.

[0038] Furthermore, obtaining the terminal battery temperature upon arrival at the destination under different heating strategies based on the initial battery status information and the current battery status information includes:

[0039] When the vehicle navigation is turned off, the vehicle controller receives the current travel distance and travel time;

[0040] Calculating the remaining distance and remaining arrival time based on the estimated mileage;

[0041] Calculate the battery temperature increase caused by simple battery discharge based on the current battery status information and the initial battery status information;

[0042] Calculate the heating time required to reach the target temperature;

[0043] If the heating time is not greater than the remaining arrival time, the terminal battery temperature is expressed as:

[0044] T=TBAT+deltaT+(TIME_LEFT-TIME_RQ)*TEMP_UP_NAT;

[0045] Where TBAT represents the current battery temperature, deltaT represents the preset constant corresponding to the current heating strategy, TIME_LEFT represents the remaining arrival time, TIME_RQ represents the heating time, and TEMP_UP_NAT represents the battery temperature increase.

[0046] If the heating time is greater than the remaining arrival time, the terminal battery temperature is expressed as:

[0047] T=TBAT+TIME_LEFT*TEMP_UP_RATE;

[0048] Among them, TEMP_UP_RATE represents the preset battery temperature rise rate.

[0049] In the above implementation process, when navigation is not turned on, the remaining distance and remaining arrival time can be calculated by estimating the mileage, and then the battery temperature at the destination can be further calculated.

[0050] Furthermore, obtaining the benefit evaluation value of the battery pack based on the endpoint battery temperature, the endpoint actual remaining power, and the endpoint displayed remaining power includes:

[0051] The profit evaluation value is calculated based on the profit function, and the profit evaluation value is expressed as:

[0052] F=λ1*F_ENERGY+λ2*F_DYN+λ3*F_LIFESPAN;

[0053] Among them, λ1, λ2 and λ3 represent weights, and λ1+λ2+λ3=1; F_ENERGY represents the battery consumption score, F_DYN represents the battery power score, F_LIFESPAN represents the battery life score, and the scores of F_ENERGY, F_DYN and F_LIFESPAN are determined by the endpoint battery temperature, the actual remaining power at the endpoint, and the remaining power displayed at the endpoint.

[0054] In the above implementation process, the benefit evaluation value of the battery pack is calculated from three dimensions: battery life score, battery power score, and battery power consumption score, and the pros and cons of the heating strategy are measured based on the size of the benefit evaluation value.

[0055] The present application also provides a heating strategy selection device for use in a thermal management system. The device includes:

[0056] A battery initial status receiving module is used to receive the initial battery status information when the vehicle is started, which is sent by the battery management system;

[0057] Mileage acquisition module, used to obtain the estimated mileage of the current trip;

[0058] A battery current status acquisition module is used to obtain the current battery status information at any time during the estimated mileage;

[0059] a terminal battery temperature acquisition module, configured to obtain the terminal battery temperature upon arrival at the destination under different heating strategies based on the initial battery status information and the current battery status information;

[0060] a benefit evaluation value acquisition module, configured to obtain a benefit evaluation value of the battery pack based on the endpoint battery temperature, a preset endpoint actual remaining power, and a preset endpoint displayed remaining power;

[0061] The optimal strategy determination module is used to obtain the maximum value of the benefit evaluation value among various heating strategies, and the heating strategy corresponding to the maximum value is the optimal heating strategy.

[0062] In the above implementation process, under different heating strategies, the benefit evaluation values ​​of different heating strategies are calculated according to the battery status, and the heating strategy corresponding to the maximum benefit evaluation value is taken as the optimal heating strategy. This method is different from the single heating strategy of the existing method. Different heating strategies are selected according to the status and mileage of the battery pack, thereby increasing the battery discharge capacity and solving the problem that the existing heating method is not suitable for various driving scenarios, thereby causing the remaining battery power to be consumed faster.

[0063] An embodiment of the present application further provides an electronic device, which includes a memory and a processor, wherein the memory is used to store a computer program, and the processor runs the computer program to enable the electronic device to execute any one of the above-mentioned heating strategy selection methods.

[0064] An embodiment of the present application further provides a readable storage medium, wherein the readable storage medium stores computer program instructions. When the computer program instructions are read and executed by a processor, any one of the above-mentioned heating strategy selection methods is executed. BRIEF DESCRIPTION OF THE DRAWINGS

[0065] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments of the present application. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.

[0066] Figure 1 A schematic structural diagram of a battery heating device provided in an embodiment of the present application;

[0067] Figure 2 A structural block diagram of the control system provided in an embodiment of the present application;

[0068] Figure 3 A flowchart of a method for selecting a heating strategy provided in an embodiment of the present application;

[0069] Figure 4 Flowchart for calculating estimated mileage provided in an embodiment of the present application;

[0070] Figure 5 A flow chart of a method for estimating terminal battery temperature provided in an embodiment of the present application;

[0071] Figure 6 A flow chart of another method for estimating terminal battery temperature provided in an embodiment of the present application;

[0072] Figure 7 A schematic diagram showing the change in internal resistance of a lithium-ion power battery with temperature provided in an embodiment of the present application;

[0073] Figure 8 A structural block diagram of a heating strategy selection device provided in an embodiment of the present application;

[0074] Figure 9 This is a structural block diagram of another heating strategy selection device provided in an embodiment of the present application.

[0075] icon:

[0076] 10-water pump; 11-high-voltage heater; 12-water temperature sensor; 13-heat exchange plate; 14-battery pack; 100-battery initial state receiving module; 200-mileage acquisition module; 201-first data acquisition module; 202-second data acquisition module; 203-mileage determination module; 300-battery current state acquisition module; 400-end point battery temperature acquisition module; 410-first calculation module; 420-second calculation module; 500-benefit evaluation value acquisition module; 600-optimal strategy determination module. DETAILED DESCRIPTION

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

[0078] It should be noted that similar reference numerals and letters represent similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings. At the same time, in the description of this application, the terms "first", "second", etc. are only used to distinguish the description and should not be understood as indicating or implying relative importance.

[0079] Example 1

[0080] Please see Figure 1 , Figure 1 This is a schematic diagram of the structure of a battery heating device provided in an embodiment of the present application. The device includes a water pump 10, a high-pressure heater 11, a heat exchange plate 13, etc., which are connected by pipes to form a water flow loop, wherein:

[0081] a heat exchange plate 13 , disposed at the lower end of the battery pack 14 , for supplying heat to the battery pack 14 ;

[0082] Illustratively, the battery pack 14 is a lithium-ion power battery pack.

[0083] a water pump 10 connected to the heat exchange plate 13 through a pipeline, for supplying water to the heat exchange plate 13;

[0084] A high-pressure heater 11 is provided at the water outlet of the water pump 10 and is used to increase the water supply temperature;

[0085] For example, a PTC temperature coefficient high voltage heater may be used.

[0086] A water temperature sensor 12 is provided at the water inlet end of the heat exchange plate 13 and is used to detect the water temperature at the water inlet end of the heat exchange plate 13;

[0087] A thermal management system is electrically connected to the high-voltage heater 11 and the water pump 10 , and is used to change the temperature of the battery pack 14 based on the battery status information of the battery pack 14 and the optimal heating strategy, and can perform temperature regulation based on the inlet water temperature feedback from the water temperature sensor 12 .

[0088] like Figure 2 As shown in the figure, it is a structural block diagram of the control system. The TMS (Thermal Management System) determines the optimal heating strategy based on the battery temperature, remaining battery capacity (SOC) and other information sent by the BMS (Battery Management System), the driving information sent by the VCU (Vehicle Control Unit) and the ACU (Audio Control Unit), and adjusts the high-voltage heater 11 and the water pump 10 to achieve heating control of the battery pack 14.

[0089] Example 2

[0090] The present application also provides a method for selecting a heating strategy, which is applied to the thermal management system in Example 1. Figure 3 FIG. 1 is a flow chart of a method for selecting a heating strategy, the method comprising:

[0091] Step S100: receiving initial battery status information when the vehicle is started, sent by the battery management system;

[0092] The initial battery status information includes the actual initial remaining power, the displayed initial remaining power, and the initial battery temperature.

[0093] After the user starts the vehicle, the BMS records the actual initial remaining power ACTSOC_START, displays the initial remaining power DISPSOC_START, and the initial battery temperature TBAT_START, and sends them to the TMS.

[0094] Step S200: Obtaining the estimated mileage of the current trip;

[0095] Step S300: obtaining current battery status information at any time during the estimated mileage;

[0096] The current battery status information includes the actual remaining power ACTSOC, the displayed remaining power DISPSOC and the current battery temperature TBAT.

[0097] At a specific point in the driving process, the actual battery state of charge (SOC) is obtained, displaying both the SOC and the current battery temperature. By applying different heating strategies (e.g., heating strategies A, B, C, D, and E), each corresponding to different SOC and battery temperature thresholds, combined with the predicted average speed for the rest of the journey, the battery temperature at the destination can be determined.

[0098] Step S400: obtaining the terminal battery temperature upon arrival at the destination under different heating strategies based on the initial battery status information and the current battery status information;

[0099] Step S500: obtaining a benefit evaluation value of the battery pack 14 based on the endpoint battery temperature, the preset endpoint actual remaining power, and the preset endpoint displayed remaining power;

[0100] The method for predicting the actual remaining power at the end point needs to be combined with the characteristics of the battery cell and estimated by the BMS, which is considered as prior art in this application.

[0101] The prediction method for the remaining power displayed at the end point needs to be estimated by the BMS in combination with the battery cell characteristics and the vehicle manufacturer's specifications, and is considered as prior art in this application.

[0102] Step S600: obtaining the maximum value of the benefit evaluation values ​​among the heating strategies, and the heating strategy corresponding to the maximum value is the optimal heating strategy.

[0103] The premise for selecting the optimal heating strategy is that the freezing of low-temperature battery capacity occurs at the bottom, that is, the low SOC segment; when the user is in use, the SOC displayed at the end of discharge is generally about 10% as low as possible; after the battery is heated, the mapping relationship between the displayed SOC and the actual SOC changes and is known.

[0104] In addition, the unit of SOC in this application is %, the unit of time is min, the unit of distance is km, and the unit of temperature is °C.

[0105] like Figure 4 As shown in FIG. 1 , this is a flowchart for calculating the estimated mileage. Step S200 may specifically include:

[0106] Step S201: Obtaining a first arithmetic average of the user's effective mileage in a single trip during a first preset working day period in the past;

[0107] Step S202: Obtaining a second arithmetic average of the user's effective mileage of a single trip during a second preset non-working day time period in the past;

[0108] Step S203: If it is a weekday, the estimated mileage is a first arithmetic mean;

[0109] Step S204: If it is a non-working day, the estimated mileage is the second arithmetic mean.

[0110] For example, the first arithmetic average value RANGE_AVG_WK of the user's single driving effective mileage in the past three working days is obtained through the VCU;

[0111] The second arithmetic average RANGE_AVG_NWK of the user's single driving mileage on non-working days in the past two weeks is obtained through VCU.

[0112] During this process, when the single mileage RANGEi is less than 5km, the data is considered invalid.

[0113] If the current trip is on a working day, RANGE_THIS_CYCLE = RANGE_AVG_WK; if it is a non-working day, RANGE_THIS_CYCLE = RANGE_AVG_NWK.

[0114] As one of the implementation methods, Figure 5 FIG. 4 is a flow chart of a method for estimating terminal battery temperature. When the vehicle navigation is turned on, step S400 may specifically include:

[0115] Step S411: Obtain the current traveled distance, traveled time, remaining distance, and remaining arrival time;

[0116] The ACU will send the current distance traveled DISTANCE_GO, the travel time TIME_GO, and the distance to the destination, which is the remaining distance DISTANCE_LEFT and the remaining arrival time TIME_LEFT.

[0117] Step S412: Calculating the battery temperature increase caused by simple battery discharge based on the current battery status information and the initial battery status information;

[0118] The distance traveled without heating during driving, the temperature rise caused by battery discharge alone, that is, the battery temperature rise is: TEMP_UP_NAT = (TBAT-TBAT_START) / TIME_GO.

[0119] Based on the test data, the battery temperature rise rate TEMP_UP_RATE can be calculated in K / min.

[0120] Step S413: Calculate the heating time required to reach the target temperature;

[0121] The heating time required to reach the target temperature is TIME_RQ=deltaT / TEMP_UP_RATE, where deltaT is a preset constant corresponding to different heating strategies.

[0122] Step S414: If the heating time is not greater than the remaining arrival time, the terminal battery temperature is expressed as:

[0123] T=TBAT+deltaT+(TIME_LEFT-TIME_RQ)*TEMP_UP_NAT;

[0124] Where TBAT represents the current battery temperature, deltaT represents the preset constant corresponding to the current heating strategy, TIME_LEFT represents the remaining arrival time, TIME_RQ represents the heating time, and TEMP_UP_NAT represents the battery temperature increase.

[0125] Step S415: If the heating time is greater than the remaining arrival time, the terminal battery temperature is expressed as:

[0126] T=TBAT+TIME_LEFT*TEMP_UP_RATE;

[0127] Among them, TEMP_UP_RATE represents the preset battery temperature rise rate.

[0128] As another embodiment, Figure 6 FIG. 4 is a flow chart of another method for estimating the terminal battery temperature. When the vehicle navigation is turned on, step S400 may specifically include:

[0129] Step S421: When the vehicle navigation is turned off, receiving the current travel distance and travel time sent by the vehicle controller;

[0130] Step S422: Calculating the remaining distance and the remaining arrival time based on the estimated mileage;

[0131] If there is no navigation, the VCU calculates the traveled distance DISTANCE_GO and the traveled time TIME_GO; and uses the calculation result of step S200 to calculate the distance to the destination, that is, the remaining distance DISTANCE_LEFT and the remaining arrival time TIME_LEFT:

[0132] DISTANCE_LEFT=RANGE_THIS_CYCLE-DISTANCE_GO;

[0133] TIME_LEFT=DISTANCE_LEFT / (DISTANCE_GO / TIME_GO).

[0134] Step S423: Calculating the battery temperature increase caused by simple battery discharge based on the current battery status information and the initial battery status information;

[0135] Step S424: Calculate the heating time required to reach the target temperature;

[0136] Step S425: If the heating time is not greater than the remaining arrival time, the terminal battery temperature is expressed as:

[0137] T=TBAT+deltaT+(TIME_LEFT-TIME_RQ)*TEMP_UP_NAT;

[0138] Where TBAT represents the current battery temperature, deltaT represents the preset constant corresponding to the current heating strategy, TIME_LEFT represents the remaining arrival time, TIME_RQ represents the heating time, and TEMP_UP_NAT represents the battery temperature increase.

[0139] Step S426: If the heating time is greater than the remaining arrival time, the terminal battery temperature is expressed as:

[0140] T=TBAT+TIME_LEFT*TEMP_UP_RATE;

[0141] Among them, TEMP_UP_RATE represents the preset battery temperature rise rate.

[0142] The specific calculation method of the benefit evaluation value in step S500 is:

[0143] The profit evaluation value is calculated based on the profit function, and the profit evaluation value is expressed as:

[0144] F=λ1*F_ENERGY+λ2*F_DYN+λ3*F_LIFESPAN;

[0145] Among them, λ1, λ2 and λ3 represent weights, and λ1+λ2+λ3=1; F_ENERGY represents the battery consumption score, F_DYN represents the battery power score, F_LIFESPAN represents the battery life score, and the scores of F_ENERGY, F_DYN and F_LIFESPAN are determined by the endpoint battery temperature, the actual remaining power at the endpoint, and the remaining power displayed at the endpoint.

[0146] For example, using a 100-point scale, take heating strategy A (corresponding to benefit function F_A) as an example, F_ENERGY_A, based on the assumption that the battery is not heated from beginning to end. After heating the battery, the additional power discharged by the battery minus the power consumed by active heating is calculated as ENERGY_GAINS_A:

[0147] If ENERGY_GAINS_A is greater than 3 kWh, the score is 100;

[0148] ENERGY_GAINS_A is greater than 2kWh, with a score of 60;

[0149] ENERGY_GAINS_A is greater than 1kWh, with a score of 30;

[0150] ENERGY_GAINS_A equals 0 kWh, resulting in a score of 0.

[0151] Among them, energy gain is related to the characteristics of the battery cell and is generally analyzed and given by battery engineers. The above threshold values ​​and their scores can be set differently by different manufacturers and are not limited here.

[0152] F_DYN_A can be converted based on the power battery discharge power. When the power battery discharge power is:

[0153] When normal temperature performance is achieved, the score is 100;

[0154] If it can meet the most basic driving needs, the score is 60;

[0155] If the vehicle can only travel at a constant speed of 30 km / h, the score is 30;

[0156] If the player can only crawl, the score is 0.

[0157] Among them, the most basic driving requirements and normal temperature performance are determined by the vehicle manufacturer, and different manufacturers can set different values ​​for the segments and scores.

[0158] F_LIFESPAN_A, battery life is affected by temperature and is related to the characteristics of the battery cell. Generally, professional opinions should be given by battery engineers and are not limited here.

[0159] Repeat the above steps to obtain F_B, F_C, F_D, and F_E in turn.

[0160] Finally, obtain F_A, F_B, F_C, F_D, and F_E respectively, take DECISION = MAX(F_A, F_B, F_C, F_D, F_E), find F_i (i is one of A, B, C, D, E) corresponding to the maximum value of DECISION, and the optimal heating strategy is found.

[0161] In addition, the selection of the heating strategy in this application can also be applied to the situation of reserving charging piles. Users can reserve charging piles through in-car navigation or other means, which can be achieved through the benefit function:

[0162] The bottom line is to ensure that users can reach the charging pile smoothly. Here we mainly focus on the SOC when arriving at the charging pile;

[0163] Focusing on the battery temperature TBAT_i (where i is one of A / B / C / D / E) upon arrival at the charging station, and considering the charging station's output capacity and the battery's charge map (determined by the battery cell characteristics), the optimal starting battery temperature TBAT_OPTSTART_CHG for charging is selected. Heating strategies are optimized to ensure that TBAT_i is closest to or even equal to TBAT_OPTSTART_CHG.

[0164] Among them, TBAT_OPTSTART_CHG is determined by the charging starting SOC, battery cell charging MAP, charging pile output capacity, and the upper limit of the battery temperature (generally provided by the battery cell manufacturer).

[0165] Table 1 shows the effect of temperature on lithium-ion battery capacity. As the temperature decreases, the battery's available capacity decreases. From the perspective of energy conservation, once the battery temperature recovers, the previously frozen capacity becomes available. Therefore, determining the optimal heating strategy can help maximize battery discharge capacity.

[0166]

[0167] Table 1 Effect of temperature on lithium-ion power battery capacity

[0168] As shown in Table 2, battery temperature significantly impacts the discharge power of power batteries, which in turn affects the performance of pure electric vehicles. By adopting a reasonable battery heating strategy, the discharge power of power batteries can be significantly improved. The following table shows the relationship between the discharge power of lithium-ion power batteries and their temperature.

[0169]

[0170]

[0171] Table 2 Relationship between discharge power and temperature of lithium-ion power battery

[0172] like Figure 7 The figure shows the change of internal resistance of lithium-ion power batteries with temperature. Temperature has a great influence on the cycle aging rate of lithium-ion batteries. At lower temperatures, the cycle life is reduced due to the enhanced lithium electroplating. Therefore, the battery temperature can be reasonably increased through the optimal heating strategy, which is beneficial to improving the net discharge capacity of the vehicle, the vehicle's power and the life of the power battery.

[0173] Example 3

[0174] The embodiment of the present application provides a heating strategy selection device, which is applied to the thermal management system in embodiment 1, such as Figure 8 FIG. 1 is a block diagram of a heating strategy selection device, which includes:

[0175] The battery initial status receiving module 100 is used to receive the initial battery status information when the vehicle is started, which is sent by the battery management system;

[0176] Mileage acquisition module 200, used to obtain the estimated mileage of the current trip;

[0177] The battery current status acquisition module 300 is used to obtain the current battery status information at any time during the estimated mileage;

[0178] The terminal battery temperature acquisition module 400 is configured to obtain the terminal battery temperature upon arrival at the destination under different heating strategies based on the initial battery status information and the current battery status information;

[0179] A benefit evaluation value acquisition module 500 is configured to obtain a benefit evaluation value of the battery pack 14 based on the endpoint battery temperature, the preset endpoint actual remaining power, and the preset endpoint displayed remaining power;

[0180] The profit evaluation value is calculated based on the profit function, and the profit evaluation value is expressed as:

[0181] F=λ1*F_ENERGY+λ2*F_DYN+λ3*F_LIFESPAN;

[0182] Among them, λ1, λ2 and λ3 represent weights, and λ1+λ2+λ3=1; F_ENERGY represents the battery consumption score, F_DYN represents the battery power score, F_LIFESPAN represents the battery life score, and the scores of F_ENERGY, F_DYN and F_LIFESPAN are determined by the endpoint battery temperature, the actual remaining power at the endpoint, and the remaining power displayed at the endpoint.

[0183] The optimal strategy determination module 600 is used to obtain the maximum value of the benefit evaluation values ​​among various heating strategies, and the heating strategy corresponding to the maximum value is the optimal heating strategy.

[0184] like Figure 9 FIG. 2 is a block diagram of another heating strategy selection device, wherein the mileage acquisition module 200 includes:

[0185] The first data acquisition module 201 is used to obtain a first arithmetic average of the user's single effective mileage in the past first preset working day time period;

[0186] The second data acquisition module 202 is used to obtain a second arithmetic average of the user's single effective mileage in the past second preset non-working day time period;

[0187] The mileage determination module 203 is configured to: if it is a working day, the estimated mileage is a first arithmetic mean; if it is a non-working day, the estimated mileage is a second arithmetic mean.

[0188] The terminal battery temperature acquisition module 400 includes a first calculation module 410 and a second calculation module 420, wherein the first calculation module 410 is used for calculation in the vehicle navigation state, and the second calculation module 420 is used for calculation in the vehicle navigation off state. The specific calculation method has been specifically described in Example 2 and will not be repeated here.

[0189] Under different heating strategies, the benefit evaluation values ​​of different heating strategies are calculated according to the battery status, and the heating strategy corresponding to the maximum benefit evaluation value is taken as the optimal heating strategy. This method is different from the single heating strategy of the existing method. Different heating strategies are selected according to the status and mileage of the battery pack 14, thereby increasing the battery discharge capacity and solving the problem that the existing heating method is not suitable for various driving scenarios, thereby causing the remaining battery power to be consumed faster.

[0190] An embodiment of the present application further provides an electronic device, comprising a memory and a processor, wherein the memory is used to store a computer program, and the processor runs the computer program to enable the electronic device to execute the heating strategy selection method described in Example 2.

[0191] An embodiment of the present application further provides a readable storage medium, wherein the readable storage medium stores computer program instructions. When the computer program instructions are read and executed by a processor, the heating strategy selection method described in Example 2 is executed.

[0192] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can also be implemented in other ways. The device embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings show the possible architectures, functions and operations of the devices, methods and computer program products according to the multiple embodiments of the present application. In this regard, each box in the flowchart or block diagram can represent a module, a program segment or a part of the code, and the module, program segment or a part of the code contains one or more executable instructions for implementing the specified logical functions. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in an order different from that marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flowchart, and the combination of boxes in the block diagram and / or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or action, or can be implemented using a combination of dedicated hardware and computer instructions.

[0193] In addition, the functional modules in each embodiment of the present application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0194] If the functions are implemented in the form of software function modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0195] The foregoing is merely an embodiment of the present application and is not intended to limit the scope of protection of the present application. Various modifications and variations are possible for those skilled in the art. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included within the scope of protection of the present application. It should be noted that similar reference numerals and letters represent similar items in the following figures. Therefore, once an item is defined in one figure, it does not need to be further defined or explained in subsequent figures.

[0196] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

[0197] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply the existence of any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or device comprising the element.

Claims

1. A battery heating device, characterized in that: The device comprises: a heat exchange plate, disposed at the lower end of the battery pack, for supplying heat to the battery pack; a water pump connected to the heat exchange plate through a pipeline, and used to supply water to the heat exchange plate; A high-pressure heater is provided at the water outlet of the water pump to increase the water supply temperature; A thermal management system is electrically connected to the high-voltage heater and the water pump, and is used to change the temperature of the battery pack based on the battery status information of the battery pack and the optimal heating strategy, wherein the optimal heating strategy selection method includes: receiving the initial battery status information of the vehicle when starting, sent by the battery management system; obtaining the estimated mileage of the current trip; obtaining the current battery status information at any time in the estimated mileage; obtaining the terminal battery temperature when arriving at the destination under different heating strategies based on the initial battery status information and the current battery status information; obtaining the benefit evaluation value of the battery pack based on the terminal battery temperature, the preset actual remaining power at the terminal, and the preset displayed remaining power at the terminal; obtaining the maximum value of the benefit evaluation values ​​among the various heating strategies, and the heating strategy corresponding to the maximum value is the optimal heating strategy.

2. The battery heating device according to claim 1, characterized in that: The device further comprises: The water temperature sensor is arranged at the water inlet end of the heat exchange plate and is used to detect the water temperature at the water inlet end of the heat exchange plate.

3. A method for selecting a heating strategy, characterized in that: Applied to the thermal management system according to any one of claims 1 to 2, the method comprising: Receive the initial battery status information when the vehicle is started sent by the battery management system; Get the estimated mileage for the current trip; Obtaining current battery status information at any time during the estimated mileage; obtaining, based on the initial battery status information and the current battery status information, a terminal battery temperature upon arrival at the destination under different heating strategies; Obtaining a benefit evaluation value of the battery pack based on the endpoint battery temperature, a preset endpoint actual remaining power, and a preset endpoint displayed remaining power; The maximum value of the benefit evaluation values ​​among the heating strategies is obtained, and the heating strategy corresponding to the maximum value is the optimal heating strategy.

4. The method for selecting a heating strategy according to claim 3, wherein: Obtaining the estimated mileage of the current trip includes: Obtaining a first arithmetic average of the user's single effective mileage within the first preset working day time period in the past; Obtaining a second arithmetic average of the user's single effective mileage during the second preset non-working day time period in the past; If it is a weekday, the estimated mileage is the first arithmetic mean; If it is a non-working day, the estimated mileage is the second arithmetic mean.

5. The method for selecting a heating strategy according to claim 3, wherein: The initial battery status information includes an initial battery temperature; the current battery status information includes a current battery temperature; and obtaining the terminal battery temperature upon arrival at the destination under different heating strategies based on the initial battery status information and the current battery status information includes: When the in-car navigation is turned on, obtain the current distance traveled, travel time, remaining distance and remaining arrival time; Calculate the battery temperature increase caused by simple battery discharge based on the current battery status information and the initial battery status information; Calculate the heating time required to reach the target temperature; If the heating time is not greater than the remaining arrival time, the terminal battery temperature is expressed as: T=TBAT+deltaT+(TIME_LEFT-TIME_RQ)*TEMP_UP_NAT; Where TBAT represents the current battery temperature, deltaT represents the preset constant corresponding to the current heating strategy, TIME_LEFT represents the remaining arrival time, TIME_RQ represents the heating time, and TEMP_UP_NAT represents the battery temperature increase. If the heating time is greater than the remaining arrival time, the terminal battery temperature is expressed as: T=TBAT+TIME_LEFT*TEMP_UP_RATE; Among them, TEMP_UP_RATE represents the preset battery temperature rise rate.

6. The method for selecting a heating strategy according to claim 4, wherein: The obtaining, based on the initial battery status information and the current battery status information, the terminal battery temperature upon arrival at the destination under different heating strategies includes: When the vehicle navigation is turned off, the vehicle controller receives the current travel distance and travel time; Calculating the remaining distance and remaining arrival time based on the estimated mileage; Calculate the battery temperature increase caused by simple battery discharge based on the current battery status information and the initial battery status information; Calculate the heating time required to reach the target temperature; If the heating time is not greater than the remaining arrival time, the terminal battery temperature is expressed as: T=TBAT+deltaT+(TIME_LEFT-TIME_RQ)*TEMP_UP_NAT; Where TBAT represents the current battery temperature, deltaT represents the preset constant corresponding to the current heating strategy, TIME_LEFT represents the remaining arrival time, TIME_RQ represents the heating time, and TEMP_UP_NAT represents the battery temperature increase. If the heating time is greater than the remaining arrival time, the terminal battery temperature is expressed as: T=TBAT+TIME_LEFT*TEMP_UP_RATE; Among them, TEMP_UP_RATE represents the preset battery temperature rise rate.

7. The method for selecting a heating strategy according to claim 3, wherein: The obtaining of the benefit evaluation value of the battery pack based on the endpoint battery temperature, the endpoint actual remaining power, and the endpoint displayed remaining power includes: The profit evaluation value is calculated based on the profit function, and the profit evaluation value is expressed as: F=λ1*F_ENERGY+λ2*F_DYN+λ3*F_LIFESPAN; Among them, λ1, λ2 and λ3 represent weights, and λ1+λ2+λ3=1; F_ENERGY represents the battery consumption score, F_DYN represents the battery power score, and F_LIFESPAN represents the battery life score, and the scores of F_ENERGY, F_DYN and F_LIFESPAN are determined by the endpoint battery temperature, the actual remaining power at the endpoint, and the remaining power displayed at the endpoint.

8. A heating strategy selection device, characterized in that: The thermal management system according to any one of claims 1 to 2, wherein the device comprises: A battery initial status receiving module is used to receive the initial battery status information when the vehicle is started, which is sent by the battery management system; Mileage acquisition module, used to obtain the estimated mileage of the current trip; A battery current status acquisition module is used to obtain the current battery status information at any time during the estimated mileage; a terminal battery temperature acquisition module, configured to obtain the terminal battery temperature upon arrival at the destination under different heating strategies based on the initial battery status information and the current battery status information; a benefit evaluation value acquisition module, configured to obtain a benefit evaluation value of the battery pack based on the endpoint battery temperature, a preset endpoint actual remaining power, and a preset endpoint displayed remaining power; The optimal strategy determination module is used to obtain the maximum value of the benefit evaluation value among various heating strategies, and the heating strategy corresponding to the maximum value is the optimal heating strategy.

9. An electronic device, characterized in that: The electronic device includes a memory and a processor, the memory is used to store a computer program, and the processor runs the computer program to enable the electronic device to perform the heating strategy selection method according to any one of claims 3 to 7.

10. A readable storage medium, characterized in that: The readable storage medium stores computer program instructions, and when the computer program instructions are read and executed by a processor, the heating strategy selection method according to any one of claims 3 to 7 is executed.

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