A method for evaluating the virtual and real lifespan of batteries in battery swap stations

Abstract

The present application relates to a method for evaluating the virtual and real lifespan of batteries in a battery swap station system, which can be specifically divided into a method for evaluating the virtual lifespan of batteries in a battery swap station system, a method for evaluating the actual lifespan of batteries in a battery swap station system, a method for calling and storing the virtual and real lifespans of batteries in a battery swap station system, and a method for applying the virtual and real lifespans of batteries in a battery swap station system. The virtual lifespan evaluation is mainly used for battery swap settlement with new energy vehicle users, and the actual lifespan evaluation is mainly used as a basis for judging whether the batteries in the battery swap station have been eliminated by the overall battery swap system. It can record the actual battery trajectory and track the vehicle's power usage habits, effectively improving the battery service life in the battery swap station system, while monitoring the actual battery status to ensure the safety of batteries circulating in the battery swap station system.

Description

Technical Field

[0001] The present application relates to the application field of battery swap stations, and specifically to a method for evaluating the virtual and real lifespan of batteries in battery swap stations. Background Art

[0002] Currently, electric vehicle batteries used in battery swap stations are either leased or purchased. This is due to the drawbacks of using battery swap stations to power electric vehicles: batteries are circulating, which means that the asset quality cannot be guaranteed. If users rent batteries, the operator will bear the cost of battery loss caused by some users' driving habits. If the operator increases the lease price due to battery loss, it will be disadvantageous to users with good driving habits. The increase in lease prices will also prevent the popularization of battery swap stations as a charging method for electric vehicles. If users purchase batteries, the circulating batteries vary, and the quality of the batteries cannot be guaranteed. If the battery fails during user use, the division of responsibility is unclear. If the battery failure cost is borne by the battery swap station, the cost of the battery swap station is too high. Therefore, developing a digital system that can record actual battery trajectory and track vehicle power usage habits can not only constrain user usage habits and effectively improve battery life, but also monitor the actual battery status and ensure the safety of batteries circulating in the battery swap station system. Summary of the Invention

[0003] A method for evaluating the virtual life of batteries in a battery swap station system comprises the following steps:

[0004] S1. Obtain the battery operating status parameters in the vehicle based on the sensors within the battery module and the electric vehicle module;

[0005] S2. The real-time amount of operating state parameters is transmitted to the vehicle data operation memory through the communication between the sensor and the vehicle data operation memory;

[0006] S3. Calculate the value of the battery virtual life indicator through the in-vehicle data calculation memory, and store the calculated value in the in-vehicle data calculation memory.

[0007] A method for evaluating the actual life of batteries in a battery swap station system comprises the following steps:

[0008] S4. In the new energy vehicle, the operating status parameters of the battery in the vehicle are obtained based on the sensors in the battery module and the electric vehicle module; the real-time amount of the operating status parameters is transmitted to the battery data operation memory through communication between the sensor and the battery data operation memory; the actual life index value consumed by the battery in the vehicle is calculated by the battery data operation memory, and the calculated value is stored in the battery data operation memory;

[0009] S5. In the battery swap station, the charging status parameters of the battery in the station are obtained based on the sensors in the battery module and the battery swap station module; the real-time value of the charging status parameters is transmitted to the battery data operation memory through communication between the sensor and the battery data operation memory; the value of the actual life indicator consumed by the battery in the station is calculated through the battery data operation memory, and the calculated value is stored in the battery data operation memory.

[0010] A method for calling and storing the virtual and real life of batteries in a battery swap station system comprises the following steps:

[0011] S6. When a battery module is disconnected from a tram module, the actual battery life indicator of the battery module and the virtual battery life indicator of the tram module are synchronized with the life value consumed during the operation cycle of the battery docking the tram; the final actual battery life indicator is stored in the battery data operation memory, and the final virtual battery life indicator is stored in the vehicle data operation memory;

[0012] S7. When a battery module is docked with a battery swap station module, the latest actual battery life indicator stored in the battery data operation memory of the battery module is transmitted to the in-station data operation memory of the battery swap station module via communication; after the battery module completes charging, the actual battery life indicator is updated and transmitted to the in-station data operation memory of the battery swap station module via communication.

[0013] A method for applying the virtual and real life of batteries in a battery swap station system includes the following steps:

[0014] S8. When the virtual life indicator of the battery in the tram module decreases to 0, it means that the service life of the battery purchased by the user has expired. The charging method for subsequent use of the battery at the battery swap station will be determined based on the user's actual selection;

[0015] S9. In a battery swap station, when the actual battery life indicator of a battery module is determined by the data operation memory in the station to be less than the actual battery life threshold allowed in the battery swap station system, the battery module will be discarded, recycled or enter the next battery system through the elimination process.

[0016] The method described in S1 for obtaining the battery's power operating status parameters in the vehicle based on the sensors in the battery module and the electric vehicle module is as follows: obtaining the real-time output current i through the vehicle interface current sensor and the vehicle interface voltage sensor. car , real-time output voltage u car , and calculate the real-time battery output power P car .

[0017] Obtain other dimensional parameters besides the power operation status parameters to complete the battery operation status perception, specifically: obtain the real-time operating temperature T of the battery body through the battery temperature sensorbattery , obtain the real-time running speed v of the tram through the motor speed sensor car , and calculate the real-time acceleration a of the tram car .

[0018] The battery virtual life indicator LT described in S3 Vir-batt The calculation formula is as follows:

[0019]

[0020] Among them, LT0 is the factory life of the battery used in the electric vehicle, LT unit is the life of a fully charged battery in one cycle of the electric vehicle, ε cor-i is the correction parameter calculated based on the real-time operating status parameters of the electric vehicle during the i-th battery use cycle, and d is the number of times the electric vehicle has used the battery;

[0021] The correction parameter ε cor-i The calculation formula is as follows:

[0022]

[0023] Among them, ε0, ε ele , ε tep , ε spe They are all set constant values, usually ε0 is 1, ε ele , ε tep , ε spe α1, α2, and α3 are the manually set weights of the battery output power and related values on the battery life, the battery operating temperature and related values on the battery life, and the motor speed and related values on the battery life, respectively; α1, α2, and α3 can be adjusted to 0 according to manual settings, that is, the parameter is not used as a parameter affecting the battery virtual life index, and the degree of loss is negligible;

[0024] The power index t i-1 The specific calculation process is:

[0025] S1011. Calculate the real-time battery output power P car Perform differentiation to obtain the real-time battery power change rate;

[0026] S1012. Count the number of times the real-time battery power change rate of the electric vehicle exceeds the set threshold during the i-th battery use cycle. This number is the power index ti-1 The numerical value of

[0027] The temperature index t i-2 The specific calculation process is:

[0028] S1021. According to the real-time operating temperature curve T of the battery body battery , statistics of the operating temperature T of the electric vehicle during the i-th battery life cycle battery Nodes exceeding the set threshold;

[0029] S1022. Statistical operation temperature T based on the above nodes battery The crossing time of the limit is counted, and the number of nodes whose crossing time exceeds the set threshold is counted. The number of nodes is the temperature index t i-2 The numerical value of

[0030] The speed index t i-3 The specific calculation process is:

[0031] S1031. Obtain the real-time running speed v of the tram car Differentiate and get the real-time acceleration a of the tram car ;

[0032] S1032. Count the real-time acceleration a of the tram during the i-th battery life cycle. car The number of times the speed exceeds the set threshold is the speed index t i-3 The numerical value of .

[0033] The operation state parameters of the battery in the vehicle are obtained according to the sensors in the battery module and the electric vehicle module in S4 as follows: the real-time output current i is obtained by the in-vehicle interface current sensor and the in-vehicle interface voltage sensor. car , real-time output voltage u car , and calculate the real-time battery output power P car The battery charging status parameters in the station are obtained according to the sensors in the battery module and the battery swap station module in S5: the real-time input current i is obtained through the station interface current sensor and the station interface voltage sensor. sta , real-time input voltage u sta , and calculate the real-time battery input power P sta .

[0034] Obtain other dimensional parameters besides the power operation status parameters to complete the battery operation status perception, specifically: obtain the real-time operating temperature T of the battery body through the battery temperature sensor battery and real-time charging temperature T battery , obtain the real-time running speed v of the tram through the motor speed sensor car, and calculate the real-time acceleration a of the tram car .

[0035] Actual battery life indicator LT Rea-batt The calculation formula is as follows:

[0036] LT Rea-batt =2LT0-CS Rea-carba -CS Rea-staba

[0037] Among them, LT0 is the factory life of the battery used in the tram;

[0038] The actual life indicator CS of the battery consumed in the car Rea-carba The numerical calculation formula is as follows:

[0039]

[0040] Among them, LT unit is the life of the battery in one use cycle, ε cor-j is the correction parameter calculated based on the real-time operating status parameters of the battery during the jth battery life cycle, and f is the number of times the battery has been used by the electric vehicle. cor-j and ε cor-i The calculation formula is the same, the difference is ε cor-i The fixed tram is used as the calculation reference point, ε cor-j The calculation reference point is the fixed battery;

[0041] The actual life indicator CS of the battery consumed in the station Rea-staba The numerical calculation formula is as follows:

[0042]

[0043] Among them, ε cor-k is the correction parameter calculated based on the real-time charging state parameters of the battery during the kth battery life, and l is the number of times the battery has been charged in the battery swap station.

[0044] A method for practical safety assessment of batteries in a battery swap station system has a built-in battery monitoring step in the battery data operation memory: battery module abnormality monitoring is completed by quantitatively monitoring one or more of the above indicators: battery charge and discharge efficiency, battery power conversion efficiency, battery surface wear, battery service life, battery float charge coefficient, battery operating temperature, battery voltage, battery internal resistance, battery self-discharge parameters, and battery KBP key performance parameters, and the elimination criteria are set according to the indicators to complete the judgment of battery elimination.

[0045] Beneficial effects

[0046] 1. Setting up a virtual life assessment method for battery swap stations can record the actual situation of battery use in new energy electric vehicles in real time, and record the corresponding virtual life as the battery life in the new energy electric vehicle, so as to solve the accounting problem of battery assets of each new energy electric vehicle when the battery is circulated in different battery swap stations and different new energy vehicles; at the same time, under the virtual life index, indicators related to the real-time operating parameters of the battery in the vehicle can be set to conduct reverse assessment of new energy electric vehicle users, which is conducive to actively promoting users to use operations with lower battery loss during operation, extending the service life cycle of each circulating battery, and reducing the average operating cost of the battery swap station.

[0047] 2. Setting up an actual life assessment method for battery swap stations can record the life of batteries circulating in the battery swap stations in real time and monitor the real-time parameters of the batteries, effectively ensuring the reliability, safety and usability of batteries circulating in battery swap stations and electric vehicles, and timely eliminating unqualified batteries, which is beneficial to the stability and safety of the overall system. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] Figure 1 This is an example diagram of a first embodiment of a system for evaluating the virtual and real life of batteries in a battery swap station according to the present application. DETAILED DESCRIPTION

[0049] The following describes in detail embodiments of the present application, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0050] like Figure 1As shown, a first embodiment of a battery swap station battery life assessment system includes a plurality of electric vehicle modules 1, a plurality of battery modules 2, a plurality of battery swap station modules 3, and a power grid module 4, wherein the plurality of battery modules 2 circulates between the plurality of electric vehicle modules 1 and the plurality of battery swap station modules 3. The electric vehicle module 1 includes an in-vehicle data operation memory 132, an in-vehicle power distribution system 131, an in-vehicle battery interface 120, an in-vehicle interface current sensor 121, an in-vehicle interface voltage sensor 122, and further, a motor speed sensor 133; the battery module 2 includes a battery body 211, a battery temperature sensor 213, and a battery data operation memory 212; the battery swap station module 3 includes a plurality of in-station battery interfaces 320, a plurality of in-station interface current sensors 321, a plurality of in-station interface voltage sensors 322, an in-station data operation memory 330, and an in-station power grid access module 340. In the electric vehicle module 1, one end of the in-vehicle battery interface 120 is electrically connected to the battery body 211, and the other end is electrically connected to the in-vehicle power distribution system 131. The in-vehicle interface current sensor 121 and the in-vehicle interface voltage sensor 122 are arranged on the electrical link at one end of the in-vehicle battery interface 120, and are used to collect the output current, output voltage and output power of the battery body 211 during operation in the vehicle; the battery temperature sensor 213 is arranged on the battery body 211, and is used to sense and monitor the battery temperature of the battery body 211 during operation in the vehicle, providing a basis for judging the user's battery usage status and the actual battery life value and an indicator parameter; further, the motor speed sensor 133 is arranged in the link of the in-vehicle power distribution system 131, and is used to measure the user's start-stop habits and acceleration habits during the use of the electric vehicle, and provide a basis for judging the user's battery usage status and an indicator parameter. Among them, the battery data calculation memory 212, the in-vehicle data calculation memory 132, the in-vehicle interface current sensor 121, the in-vehicle interface voltage sensor 122, and the battery temperature sensor 213 may also include a motor speed sensor 133 connected to the same information data link, and the real-time values of the parameters of the corresponding life indicators are collected through the sensors, and the life indicator values are calculated and updated through the data calculation memory. The battery data calculation memory 212 tracks the battery and records the real-time life indicator of the battery. The in-vehicle data calculation memory 132 tracks the new energy vehicle and records the service life indicator of the vehicle. The service life indicator gradually decreases with the user's cumulative use, and the user purchases a certain amount of service life according to demand to increase the service life indicator.In the battery swap station module 3, one end of the in-station battery interface 320 is electrically connected to the battery body 211, and the other end is electrically connected to the in-station grid access module 340. The in-station interface current sensor 321 and the in-station interface voltage sensor 322 are arranged on the electrical link at one end of the in-station battery interface 320, and are used to collect the input current, input voltage and input power of the battery body 211 during the in-station charging process; the battery temperature sensor 213 is arranged on the battery body 211, and is used to sense and monitor the battery temperature of the battery body 211 during the in-station charging process, and provide a basis for judging and indicator parameters for the actual battery life value; one end of the in-station grid access module 340 is electrically connected to several in-station battery interfaces 320, and the other end is electrically connected to the grid module 4. Among them, the in-station data operation memory 330, battery data operation memory 212, in-station interface current sensor 321, in-station interface voltage sensor 322, and battery temperature sensor 213 are connected to the same information data link, and the real-time values of the parameters of the corresponding life indicators are collected through the sensors, and the life indicator values are calculated and updated through the data operation memory. The battery data operation memory 212 tracks the battery and records the real-time life indicator of the battery. The in-station data operation memory 330 synchronizes the battery modules in all stations with the real-time battery life indicator stored in the corresponding battery data operation memory, and determines whether the real-time battery life indicator is within the allowed range. If it is within the allowed range, the battery module continues to be put into use. If it is outside the allowed range, the battery module is retired.

[0051] The grid access module may specifically include: an electric energy metering device, a controllable switch, and a bidirectional electric quantity conversion device.

[0052] A method for evaluating the virtual and real life of batteries in a battery swap station system can be specifically divided into a method for evaluating the virtual life of batteries in a battery swap station system, a method for evaluating the actual life of batteries in a battery swap station system, a method for calling and storing the virtual and real life of batteries in a battery swap station system, and a method for applying the virtual and real life of batteries in a battery swap station system. The virtual life evaluation is mainly used for battery swap settlement with new energy vehicle users, and the actual life evaluation is mainly used as a basis for judging whether the batteries in the battery swap station have been eliminated by the overall battery swap system.

[0053] The battery virtual life assessment method for the battery swap station system includes the following steps:

[0054] S1. Obtain the operating status parameters of the battery in the vehicle based on the sensors in the battery module and the electric vehicle module, transmit the real-time values of the operating status parameters to the in-vehicle data operation memory through communication between the sensors and the in-vehicle data operation memory, calculate the value of the battery virtual life indicator through the in-vehicle data operation memory, and store the calculated value in the in-vehicle data operation memory.

[0055] The actual life evaluation method of the battery swap station system includes the following steps:

[0056] S2. In the new energy vehicle, the operating status parameters of the battery in the vehicle are obtained based on the sensors in the battery module and the electric vehicle module, and the real-time values of the operating status parameters are transmitted to the battery data operation memory through the communication between the sensors and the battery data operation memory. The value of the actual life index consumed by the battery in the vehicle is calculated through the battery data operation memory, and the calculated value is stored in the battery data operation memory; in the battery swap station, the charging status parameters of the battery in the station are obtained based on the sensors in the battery module and the battery swap station module. The real-time values of the charging status parameters are transmitted to the battery data operation memory through the communication between the sensors and the battery data operation memory. The value of the actual life index consumed by the battery in the station is calculated through the battery data operation memory, and the calculated value is stored in the battery data operation memory.

[0057] The method for calling and storing the virtual and real life of batteries in the battery swap station system includes the following steps:

[0058] S3. Before the battery module is detached from the tram module, the actual battery life indicator of the battery module and the virtual battery life indicator of the tram module are synchronized with the battery life value consumed during the operation cycle of the tram and the final actual battery life indicator is stored in the battery data operation memory, and the final virtual battery life indicator is stored in the vehicle data operation memory;

[0059] S4. Before the battery module is connected to the battery swap station module, the latest actual battery life indicator stored in the battery data operation memory of the battery module is transmitted to the in-station data operation memory of the battery swap station module via communication; after the battery module completes charging, the actual battery life indicator is updated and transmitted to the in-station data operation memory of the battery swap station module via communication.

[0060] The above-mentioned method for calling and storing the virtual and real life of batteries in the battery swap station system only provides one way to call and store virtual and real life data. It is not limited to this method, and the calling and storage of virtual and real life data can also be set at different time nodes.

[0061] The application method of the battery lifespan in the battery swap station system includes the following steps:

[0062] S5. In the tram, when the virtual life indicator of the battery in the tram module decreases to 0, it means that the service life of the battery purchased by the user has expired. The subsequent use fee of the battery connected to the battery swap station is determined based on the user's actual choice;

[0063] S6. In a battery swap station, when the actual battery life indicator of a battery module is determined by the data operation memory in the station to be less than the actual battery life threshold allowed in the battery swap station system, the battery module will be discarded, recycled or enter the next battery system through the elimination process.

[0064] The method of obtaining the operating status parameters of the battery in the vehicle according to the sensors in the battery module and the electric vehicle module in S1 may specifically be:

[0065] S1001. Obtain real-time output current i through the in-vehicle interface current sensor and in-vehicle interface voltage sensor car , real-time output voltage u car , and calculate the real-time battery output power P car .

[0066] Furthermore, the battery operating status perception is completed by obtaining other dimensional parameters in addition to the power parameters, which can be specifically:

[0067] S1002. Obtain the real-time operating temperature T of the battery body through the battery temperature sensor battery , obtain the real-time running speed v of the tram through the motor speed sensor car , and calculate the real-time acceleration a of the tram car .

[0068] Among them, the battery virtual life indicator LT described in S1 Vir-batt The specific calculation formula can be:

[0069]

[0070] Among them, LT0 is the factory life of the battery used in the electric vehicle, LT unit is the life of a fully charged battery in one cycle of the electric vehicle, ε cor-i is the correction parameter calculated by the electric vehicle according to the real-time operating status parameters during the i-th battery use cycle, and d is the number of times the electric vehicle has used the battery. unit To set constant values, LT0 and LT unit Generally, the following relationship is satisfied: Here, n can be the number of charge and discharge cycles of the battery used in the electric vehicle, and can also be set manually and adjusted accordingly according to demand.

[0071] Among them, the correction parameter ε cor-i The specific calculation formula can be:

[0072]

[0073] Among them, ε0, ε ele, ε tep , ε spe They are all set constant values, usually ε0 is 1, ε ele , ε tep , ε spe They are respectively the influencing parameters of battery output power and related values on battery life, the influencing parameters of battery operating temperature and related values on battery life, and the influencing parameters of motor speed generated by battery output and related values on battery life, which are determined by big data or experts or obtained through experimental tests; α1, α2, and α3 are respectively the manually set weights of battery output power and related values on battery life, the weights of battery operating temperature and related values on battery life, and the weights of motor speed generated by battery output and related values on battery life; α1, α2, and α3 can all be adjusted to 0 according to manual settings, that is, the parameter is not used as a parameter affecting the battery virtual life index, and the degree of loss is negligible.

[0074] The power index t i-1 The specific calculation process can be:

[0075] S1011. Calculate the real-time battery output power P car Perform differentiation to obtain the real-time battery power change rate;

[0076] S1012. Count the number of times the real-time battery power change rate of the electric vehicle exceeds the set threshold during the i-th battery use cycle. This number is the power index t i-1 The numerical value of .

[0077] The temperature index t i-2 The specific calculation process can be:

[0078] S1021. According to the real-time operating temperature curve T of the battery body battery , statistics of the operating temperature T of the electric vehicle during the i-th battery life cycle battery Nodes exceeding the set threshold;

[0079] S1022. Statistical operation temperature T based on the above nodes battery The crossing time of the limit is counted, and the number of nodes whose crossing time exceeds the set threshold is counted. The number of nodes is the temperature index t i-2 The numerical value of .

[0080] The speed index t i-3 The specific calculation process can be:

[0081] S1031. Obtain the real-time running speed v of the tram car Differentiate and get the real-time acceleration a of the tram car ;

[0082] S1032. Count the real-time acceleration a of the tram during the i-th battery life cycle. car The number of times the speed exceeds the set threshold is the speed index t i-3 The numerical value of .

[0083] The method of obtaining the operating status parameters of the battery in the vehicle according to the sensors in the battery module and the electric vehicle module in S2 may specifically be:

[0084] S2001. Obtain real-time output current i through the in-vehicle interface current sensor and in-vehicle interface voltage sensor car , real-time output voltage u car , and calculate the real-time battery output power P car .

[0085] Furthermore, the battery operating status perception is completed by obtaining other dimensional parameters in addition to the power parameters, which can be specifically:

[0086] S2002. Obtain the real-time operating temperature T of the battery body through the battery temperature sensor battery , obtain the real-time running speed v of the tram through the motor speed sensor car , and calculate the real-time acceleration a of the tram car .

[0087] Among them, the actual life indicator CS of the battery consumed in the car described in S2 Rea-carba The numerical calculation formula can be specifically:

[0088]

[0089] Among them, LT unit is the life of the battery in one use cycle, ε cor-j is the correction parameter calculated based on the real-time operating status parameters of the battery during the jth battery life cycle, and f is the number of times the battery has been used by the electric vehicle. cor-j and ε cor-i The calculation formula is the same, the difference is ε cor-i The fixed tram is used as the calculation reference point, ε cor-j The calculation reference point is the fixed battery.

[0090] The method of obtaining the battery charging status parameters in the station according to the sensors in the battery module and the battery swap station module in S2 may specifically be:

[0091] S2003. Obtain real-time input current i through the station interface current sensor and station interface voltage sensor sta , real-time input voltage u sta , and calculate the real-time battery input power Psta .

[0092] Furthermore, the battery charging status perception is completed by obtaining other dimensional parameters in addition to the power parameter, which can be specifically:

[0093] S2004. Obtain the real-time charging temperature T of the battery body through the battery temperature sensor battery .

[0094] Among them, the actual life indicator CS of the battery consumed in the station described in S2 Rea-staba The numerical calculation formula can be specifically:

[0095]

[0096] Among them, ε cor-k is the correction parameter calculated based on the real-time charging state parameters of the battery during the kth battery life, and l is the number of times the battery has been charged in the battery swap station.

[0097] Among them, the correction parameter ε cor-k The specific calculation formula can be:

[0098]

[0099] Among them, ε0, ε ele , ε tep They are all set constant values, usually ε0 is 1, ε ele , ε tep β1 and β2 are the influencing parameters of battery input power and related values on battery life, and battery charging temperature and related values on battery life, respectively, which are determined by big data, experts, or experimental tests; β1 and β2 are the manually set weights of battery input power and related values on battery life, and battery charging temperature and related values on battery life; β1 and β2 can be adjusted to 0 according to manual settings, that is, the parameters are not used as parameters affecting the actual battery life index, and the degree of loss is negligible.

[0100] The power index t k-1 The specific calculation process can be:

[0101] S2011. Calculate the real-time battery input power P sta Perform differentiation to obtain the real-time battery power change rate;

[0102] S2012. Count the number of times the real-time battery power change rate of the battery exceeds the set threshold during the kth battery use cycle. This number is the power index t k-1 The numerical value of .

[0103] The temperature index tk-2 The specific calculation process can be:

[0104] S2021. Based on the real-time charging temperature curve T of the battery body battery , count the charging temperature T of the battery during the kth battery life cycle battery Nodes exceeding the set threshold;

[0105] S2022. Calculate the charging temperature T based on the above nodes battery The crossing time of the limit is counted, and the number of nodes whose crossing time exceeds the set threshold is counted. The number of nodes is the temperature index t k-2 The numerical value of .

[0106] Among them, the actual battery life indicator LT described in S2 Rea-batt The specific calculation formula can be:

[0107] LT Rea-batt =2LT0-CS Rea-carba -CS Rea-staba

[0108] The above formula is only a specific form of the battery actual life index and the battery virtual life index. The battery actual life index and the battery virtual life index can also be quantified into other formulas based on actual conditions.

[0109] In order to explain the above process clearly, the specific battery module and the specific electric vehicle module are used as examples to illustrate the process:

[0110] Assume that the battery module No. 9 is connected to the electric vehicle module No. 12. When the battery module No. 9 is connected, it has completed 5 complete battery cycles, and the electric vehicle module No. 12 has completed 28 battery cycles. Then the latest actual battery life index stored in the battery operation memory of the battery module No. 9 is The latest battery virtual life index stored in the in-vehicle computing memory of the electric vehicle module No. 12 is

[0111] When the No. 12 electric vehicle module is assembled with the No. 9 battery module and runs until the No. 12 electric vehicle module enters the battery swap station for the next battery swap process, the battery operation memory of the No. 9 battery module and the in-vehicle operation memory of the No. 12 electric vehicle module synchronize the battery life consumed in this cycle. No. 9 battery module LT unit ·ε cor-6 =Serial No. 12 Car Module LT unit ·ε cor-29 , update to the latest actual battery life indicator stored in the battery operation memory of battery module No. 9 The latest battery virtual life index stored in the in-vehicle computing memory of the No. 12 electric vehicle module

[0112] After the No. 9 battery module is removed, the other No. 12 battery modules are installed in the No. 12 electric vehicle module and the No. 12 electric vehicle module completes the next use cycle, and the No. 9 battery module enters the battery swap station to access the charging system and communication system. After the No. 9 battery module is charged, the latest battery actual life index stored in the battery operation memory of the No. 9 battery module is updated. Battery module No. 9 is waiting in the battery swap station to be connected to the next tram module and the next tram module to complete the next usage cycle.

[0113] Furthermore, since the actual battery life indicator involves the safety of the battery replacement system and the data in the computing memory may have errors, an on-site life test unit is set up to complete the verification step of the actual life indicator.

[0114] Furthermore, it is also possible to only set up an in-station life test unit to complete the measurement of the actual battery life index without performing the data collection, storage, communication and call steps of the actual battery life index.

[0115] Among them, the following three methods can be used to determine the subsequent usage charges of batteries connected to the battery swap station based on the actual choice of the user as described in S5:

[0116] 1. The user purchases the virtual life LT0 of a battery module at one time. Each time the user enters the battery swap station to swap batteries, no battery maintenance fee or battery depreciation fee will be charged after the battery swap fee.

[0117] 2. The user purchases a certain amount of virtual life LT1, LT1<LT0. Every time the user enters the battery swap station to swap batteries, a battery maintenance fee or battery depreciation fee will be charged in addition to the battery swap fee. The specific fee value is determined by the size of LT0-LT1. The larger the LT0-LT1, the higher the battery maintenance fee or battery depreciation fee.

[0118] 3. If the user does not purchase the virtual life, each time the user enters the battery swap station to swap batteries, a battery maintenance fee or battery depreciation fee will be charged in addition to the battery swap fee, and the battery maintenance fee or battery depreciation fee will be the highest.

[0119] Among them, the elimination process described in S6 can be inserted in each link of the entire process in the battery swap station: before the battery is connected, before charging after the battery is connected, during charging after the battery is connected, and after charging is completed after the battery is connected. The elimination process can be completed as long as the battery module is monitored abnormally in the battery swap station.

[0120] The battery module abnormality monitoring in the battery swap station may specifically be:

[0121] By quantitatively monitoring the battery module abnormality through indicators such as battery charge and discharge efficiency, battery power conversion efficiency, battery surface wear, battery usage time, floating charge coefficient, and maximum operating temperature, the elimination basis is set to complete the battery elimination judgment. The elimination basis can be that one of the above indicators exceeds the set threshold, or two or more of the above indicators exceed the set threshold. The quantitative indicator of the difference from the set threshold can also be introduced to complete the elimination judgment.

[0122] Among them, the battery charge and discharge efficiency can be obtained by monitoring the battery operation memory of the battery module, which is the ratio of discharged power to charged power, or the ratio of discharged electric energy to charged electric energy. The specific parameter values are collected and obtained by the current sensor and the voltage sensor.

[0123] Among them, the battery power conversion efficiency can be obtained by monitoring the battery operation memory of the battery module, which is the ratio of the motor mechanical energy to the battery discharge energy. The specific parameter values are collected and obtained by the current sensor, voltage sensor and motor speed sensor.

[0124] The battery surface wear is monitored by surveillance cameras in the battery swap station, and the battery surface wear is quantified by defining corresponding indicators.

[0125] The battery usage time is obtained by storing in a data center within the battery swap station, and the battery usage time is quantified by counting the battery operating time and the battery standby time.

[0126] The float charge coefficient can be obtained by monitoring the battery operation memory of the battery module, which is the ratio of the actual charging power of the battery to the battery capacity. The specific parameter value is collected and obtained by the current sensor and the voltage sensor.

[0127] The maximum operating temperature can be obtained by monitoring the battery operation memory of the battery module, which is the maximum operating temperature monitored during the operation of the battery. The specific parameter value is collected and obtained by the battery temperature sensor.

[0128] Among them, the aforementioned monitoring of battery module abnormalities within the battery swap station can also include: monitoring the battery voltage and battery temperature during the battery charging and discharging process through the BMS battery energy management system to ensure that they do not exceed the set threshold. If they do, the power battery is judged to be abnormal and eliminated; further, the battery voltage data is monitored through the PSS battery pre-diagnosis system to capture the battery KBP key performance parameters such as internal resistance, capacity, and self-discharge parameters. Through AI self-identification of the changing patterns of the battery KBP key performance parameters during the aging process, a knowledge landscape is formed. During the data accumulation phase, the abnormal power battery is characterized and a set of feature recognition methods are formed. During the data application phase, the key performance parameter feature recognition is used to determine whether there is a deviation in consistency and thus determine whether the power battery is abnormal and needs to be eliminated. For example, currently during the data accumulation phase, it is concluded that during the charging process of a normal power battery, the voltage increases monotonically over time. If the voltage changes with time by first increasing and then decreasing, the battery is judged to be abnormal and needs to be eliminated. The actual data of the key performance parameters is collected by connecting the BMS battery energy management system or the PSS battery pre-diagnosis system to the front end of the power battery compartment.

[0129] Furthermore, in order to save system computing space, the data transmitted to the computing memory via the sensor can be first stored in the computing memory as original data, and relevant calculations can be performed when relevant indicators need to be used or transmitted.

[0130] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

[0131] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A method for evaluating the virtual life of batteries in a battery swap station system, characterized in that: The steps include: S1. Obtain the battery operating status parameters in the vehicle based on the sensors within the battery module and the electric vehicle module; S2. The real-time amount of operating state parameters is transmitted to the vehicle data operation memory through the communication between the sensor and the vehicle data operation memory; S3. Calculate the value of the battery virtual life index through the in-vehicle data operation memory, and store the calculated value in the in-vehicle data operation memory, wherein the battery virtual life index serves as an indicator for judging the value of the battery life in the new energy electric vehicle. The real-time value of the parameters of the corresponding life index is collected through the sensor, and the life index value is calculated and updated through the data operation memory.

2. The battery virtual life evaluation method according to claim 1, characterized in that: The real-time numerical value of the parameter of the corresponding life indicator collected by the sensor refers to obtaining the operating status parameters of the battery in the vehicle based on the sensors in the battery module and the electric vehicle module, transmitting the real-time amount of the operating status parameters to the in-vehicle data operation memory through the communication between the sensor and the in-vehicle data operation memory, calculating the value of the battery virtual life indicator through the in-vehicle data operation memory, and storing the calculated value in the in-vehicle data operation memory.

3. A method for calling and storing the virtual and real life of batteries in a battery swap station system, characterized in that: include: When a battery module is disconnected from a tram module, the actual battery life indicator of the battery module and the virtual battery life indicator of the tram module are synchronized to obtain the life values consumed during the operation cycle of the battery connected to the tram; the final actual battery life indicator is stored in the battery data calculation memory, and the final virtual battery life indicator is stored in the vehicle data calculation memory; When a battery module is docked with a battery swap station module, the latest actual battery life indicator stored in the battery data operation memory of the battery module is transmitted to the in-station data operation memory of the battery swap station module via communication; after the battery module is fully charged, the actual battery life indicator is updated and transmitted to the in-station data operation memory of the battery swap station module via communication; The battery virtual life index is used as an indicator to judge the battery life value in new energy electric vehicles. The real-time value of the corresponding life index parameters is collected through sensors, and the life index value is calculated and updated through data operation memory.

4. A method for applying the virtual and real life of batteries in a battery swap station system, characterized in that: include: In the tram, when the battery virtual life indicator of the tram module decreases to 0, it means that the battery purchased by the user has expired. The subsequent charging method for connecting to the battery swap station is determined based on the user's actual choice; In a battery swap station, when the actual battery life indicator of a battery module is determined by the data operation memory in the station to be less than the actual battery life threshold allowed in the battery swap station system, the battery module will be discarded, recycled or entered into the next echelon battery system through the elimination process; The battery virtual life index is used as an indicator to judge the battery life value in new energy electric vehicles. The real-time value of the corresponding life index parameters is collected through sensors, and the life index value is calculated and updated through data operation memory.

5. The method for evaluating the virtual life of batteries in a battery swap station system according to claim 1, characterized in that: The method described in S1 for obtaining the battery's power operating status parameters in the vehicle based on the sensors in the battery module and the electric vehicle module is as follows: obtaining the real-time output current i through the vehicle interface current sensor and the vehicle interface voltage sensor. car , real-time output voltage u car , and calculate the real-time battery output power P car .

6. The method for evaluating the virtual life of batteries in a battery swap station system according to claim 5, characterized in that: Obtain other dimensional parameters besides the power operation status parameters to complete the battery operation status perception, specifically: obtain the real-time operating temperature T of the battery body through the battery temperature sensor battery , obtain the real-time running speed v of the tram through the motor speed sensor car , and calculate the real-time acceleration a of the tram car .

7. The method for evaluating the virtual life of batteries in a battery swap station system according to claim 6, characterized in that: The battery virtual life indicator LT described in S3 Vir-batt The calculation formula is as follows: Among them, LT0 is the factory life of the battery used in the electric vehicle, LT unit is the life of a fully charged battery in one cycle of the electric vehicle, ε cor-i is the correction parameter calculated based on the real-time operating status parameters of the electric vehicle during the i-th battery use cycle, and d is the number of times the electric vehicle has used the battery; The correction parameter ε cor-i The calculation formula is as follows: Among them, ε0, ε ele , ε tep , ε spe They are all set constant values, usually ε0 is 1, ε ele , ε tep , ε spe α1, α2, and α3 are the manually set weights of the battery output power and related values on the battery life, the battery operating temperature and related values on the battery life, and the motor speed and related values on the battery life, respectively; α1, α2, and α3 can be adjusted to 0 according to manual settings, that is, the parameter is not used as a parameter affecting the battery virtual life index, and the degree of loss is negligible; The power index t i-1 The specific calculation process is: S1011. Calculate the real-time battery output power P car Perform differentiation to obtain the real-time battery power change rate; S1012. Count the number of times the real-time battery power change rate of the electric vehicle exceeds the set threshold during the i-th battery use cycle. This number is the power index t i-1 The numerical value of The temperature index t i-2 The specific calculation process is: S1021. According to the real-time operating temperature curve T of the battery body battery , statistics of the operating temperature T of the electric vehicle during the i-th battery life cycle battery Nodes exceeding the set threshold; S1022. Statistical operation temperature T based on the above nodes battery The crossing time of the limit is counted, and the number of nodes whose crossing time exceeds the set threshold is counted. The number of nodes is the temperature index t i-2 The numerical value of The speed index t i-3 The specific calculation process is: S1031. Obtain the real-time running speed v of the tram car Differentiate and get the real-time acceleration a of the tram car ; S1032. Count the real-time acceleration a of the tram during the i-th battery life cycle. car The number of times the speed exceeds the set threshold is the speed index t i-3 The numerical value of .

8. The battery virtual life assessment method according to claim 2, characterized in that: The said obtaining of the battery operating status parameters in the vehicle according to the sensors in the battery module and the electric vehicle module is specifically as follows: obtaining the real-time output current i by the vehicle interface current sensor and the vehicle interface voltage sensor car , real-time output voltage u car , and calculate the real-time battery output power P car The battery charging status parameters in the station are obtained according to the sensors in the battery module and the battery swap station module in S5: the real-time input current i is obtained through the station interface current sensor and the station interface voltage sensor. sta , real-time input voltage u sta , and calculate the real-time battery input power P sta .

9. The battery virtual life assessment method according to claim 8, characterized in that: Obtain other dimensional parameters besides the power operation status parameters to complete the battery operation status perception, specifically: obtain the real-time temperature T of the battery body through the battery temperature sensor battery , obtain the real-time running speed v of the tram through the motor speed sensor car , and calculate the real-time acceleration a of the tram car .

10. The battery virtual life assessment method according to claim 9, characterized in that: Actual battery life indicator LT Rea-batt The calculation formula is as follows: LT Rea-batt =2LT0-CS Rea-carba -CS Rea-staba Among them, LT0 is the factory life of the battery used in the tram; The actual life indicator CS of the battery consumed in the car Rea-carba The numerical calculation formula is as follows: Among them, LT unit is the life of the battery in one use cycle, ε cor-j is the correction parameter calculated based on the real-time operating status parameters of the battery during the jth battery life cycle, f is the number of times the battery has been used by the electric vehicle; ε cor-j and ε cor-j The calculation formula is the same, the difference is ε cor-i The fixed tram is used as the calculation reference point, ε cor-j The calculation reference point is the fixed battery; The actual life indicator CS of the battery consumed in the station Rea-staba The numerical calculation formula is as follows: Among them, ε cor-k is the correction parameter calculated based on the real-time charging state parameters of the battery during the kth battery life, and l is the number of times the battery has been charged in the battery swap station.

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