A battery heating control method and system

Abstract

This invention relates to the field of battery heating technology for new energy vehicles, and more specifically, to a battery heating control method and system. The battery heating control method distinguishes heating conditions, classifying the heating mode into three types based on the vehicle's different states: charging heating, idling heating, and driving heating. The temperature thresholds for entering and exiting heating in these three modes are different. Specifically, the threshold temperatures for starting and ending heating in the idling heating mode are lower than those in the charging and driving heating modes. This ensures normal vehicle use during driving or charging while reducing the frequency of heating during idling, thus reducing energy consumption.

Description

Technical Field

[0001] This invention relates to the field of battery heating technology for new energy vehicles, and more specifically, to a battery heating control method and system. Background Technology

[0002] Existing battery heating systems generally only distinguish between charging and driving conditions, without considering idling conditions. Commercial vehicles, due to the limitations of their operating environment, often idle for extended periods. In particular, under winter idling conditions, the original driving heating strategy would result in repeated heating during idling, leading to unnecessary energy consumption and affecting the vehicle's driving range.

[0003] A Chinese patent discloses a battery pulse heating control method, device, electronic device, and vehicle. The method includes: acquiring the vehicle's driving status, including both parking and idling speeds; responding to the vehicle's parking / idling speed, determining that the battery temperature is less than or equal to a preset temperature threshold, and controlling the vehicle to execute a battery pulse heating strategy to pulse heat the battery; responding to the vehicle's idling speed, when the battery temperature is determined to be less than or equal to the preset temperature threshold, acquiring the vehicle's idling time; determining that the idling time meets a preset condition, and controlling the vehicle to execute the battery pulse heating strategy to pulse heat the battery. This method executes corresponding battery pulse heating control strategies for different driving scenarios, addressing the power battery heating needs during low-temperature driving and meeting users' driving experience requirements for low-temperature range and power performance. However, this technical solution cannot solve the problem of energy waste caused by repeated idling heating. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the prior art and provide a battery heating control method that can execute different heating strategies according to different vehicle states, thereby ensuring normal use of the vehicle while driving or charging, and reducing the heating frequency of the vehicle while idling, thus reducing energy consumption.

[0005] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows:

[0006] A battery heating control method is provided, which classifies battery heating into three heating modes: charging heating, idling heating, and driving heating, specifically including the following steps:

[0007] S1: Determine whether the vehicle is charging. If yes, proceed to step S2; otherwise, proceed to step S3.

[0008] S2: Heating is performed using the charging heating mode; process ends.

[0009] S3: Determine whether the vehicle is idling. If yes, proceed to step S4; otherwise, proceed to step S5.

[0010] S4: Heating is performed in idle heating mode; process ends.

[0011] S5: Heating is performed using the vehicle heating mode; process ends.

[0012] Each heating mode has a set threshold temperature for starting heating and a threshold temperature for ending heating. The threshold temperature for starting heating in the idle heating mode is lower than that for starting heating in the charging heating mode and the driving heating mode, and the threshold temperature for ending heating in the idle heating mode is lower than that for ending heating in the charging heating mode and the driving heating mode.

[0013] This invention determines whether a vehicle is in an idling state. For the idling state, the technical solution ensures that the threshold for turning on and off the heating system in the idling state is lower than that in the driving state. The idling state will not easily enter the heating state, reducing the frequency and duration of heating, thereby reducing the repeated starting of the heating system and reducing energy consumption. The temperature threshold for entering and exiting the heating state in the idling state can be adjusted according to the ambient temperature by using the temperature signal from the vehicle's ambient temperature sensor, in order to further ensure the charging and discharging power performance of the vehicle under different conditions and reduce the possibility of slower charging speed and power limitation during driving.

[0014] Furthermore, the determination of the idling state in step S3 is as follows:

[0015] ①|Bus current|≤I1+I2, and L1≥N1,

[0016] Where I1 is the preset base energy consumption current, I2 is the air conditioning system demand current, L1 is the duration, and N1 is the preset time;

[0017] ②The vehicle is in P gear and in high-voltage mode;

[0018] ③ The motor speed is ≤ R1, and L2 ≥ N2.

[0019] Where R1 is the preset value of motor speed, L2 is the duration, and N2 is the preset time;

[0020] If any one of ①②③ is met, the vehicle can be determined to be in an idling state.

[0021] Furthermore, the specific heating steps of the idle heating mode in step S4 are as follows:

[0022] S41: Collect the temperature of each battery in the vehicle at time t0, and record the lowest battery temperature as T0min and the highest battery temperature as T0max. If T0min≤M1 and T0max≤M0, proceed to step S42.

[0023] S42: Enter heating mode;

[0024] S43: Collect the battery's lowest temperature T1min and highest temperature T1max at time t1. If T1min≥M4 or T1max≥M0 or SOC≤P%, proceed to step S44. If none of the above conditions are met, return to step S42.

[0025] S44: Exit heating mode;

[0026] Where M1 is the threshold temperature for starting the idle heating mode, M4 is the threshold temperature for ending the idle heating mode, M0 is the temperature threshold for battery malfunction, SOC is the remaining charge, and P is the preset value of the remaining charge.

[0027] Furthermore, in step S41, if T0max-T0min≥K1, the coolant self-circulation mode is activated simultaneously, where K1 is the maximum temperature difference preset value.

[0028] Furthermore, the coolant self-circulation mode is as follows: the controller controls the water pump to start, so that the coolant self-circulates to equalize the temperature; if T1max-T1min≤K2 or SOC≤P%, the coolant self-circulation mode is exited, otherwise the coolant continues to self-circulate, where K2 is the minimum temperature difference preset value.

[0029] Furthermore, the specific heating steps of the charging heating mode in step S2 are as follows:

[0030] S21: Collect the temperature of each battery in the vehicle at time t0, and record the lowest battery temperature as T0min and the highest battery temperature as T0max. If T0min≤M3 and T0max≤M0, proceed to step S22; otherwise, end the process.

[0031] S22: Enter heating mode;

[0032] S23: Collect the battery's lowest temperature T1min and highest temperature T1max at time t1. If T1min≥M6 or T1max≥M0 or SOC≤P%, proceed to step S24. If none of the above conditions are met, return to step S22.

[0033] S24: Exit heating mode;

[0034] Where M3 is the threshold temperature at which the charging heating mode is activated, M6 is the threshold temperature at which the charging heating mode is deactivated, M0 is the temperature threshold at which the battery malfunctions, SOC is the remaining charge, and P is the preset value for the remaining charge.

[0035] Furthermore, the specific heating steps of the vehicle heating mode in step S5 are as follows:

[0036] S51: Collect the temperature of each battery in the vehicle at time t0, and record the lowest battery temperature as T0min and the highest battery temperature as T0max. If T0min≤M2 and T0max≤M0, proceed to step S52.

[0037] S52: Enter heating mode;

[0038] S53: Collect the battery's lowest temperature T1min and highest temperature T1max at time t1. If T1min≥M5 or T1max≥M0 or SOC≤P%, proceed to step S54. If none of the above conditions are met, return to step S52.

[0039] S54: Exit heating mode;

[0040] Where M2 is the threshold temperature at which the driving heating mode is activated, M5 is the threshold temperature at which the driving heating mode is deactivated, M0 is the temperature threshold at which the battery malfunctions, SOC is the remaining charge, and P is the preset value of the remaining charge.

[0041] Furthermore, M1 < M2, M1 < M3, M4 < M5, M4 < M6.

[0042] Furthermore, the heating mode of steps S22, S42, and S52 is specifically operated as follows: the controller issues a heating command, and the heating relay closes to start heating.

[0043] The present invention also provides a battery heating control system applied to the battery heating control method described above, comprising a heating module, a cooling circulation module, a data acquisition module, a temperature monitoring module, and a controller. The heating module, the cooling circulation module, the data acquisition module, and the temperature monitoring module are all communicatively connected to the controller, and the heating module, the cooling circulation module, the data acquisition module, and the temperature monitoring module are all connected to the battery.

[0044] Preferably, the heating module includes a heating relay and a heating film, and a power supply, all interconnected. The power supply is connected to the heating film, and the heating relay is communicatively connected to the controller. The heating film is located beside the battery. The cooling circulation module includes an expansion tank, a water pump, and a cooling plate forming a circulation loop. The cooling plate is located beside the battery. It also includes a refrigeration unit located between the water pump and the cooling plate and connected to both the water pump and the cooling plate. Both the refrigeration unit and the water pump are communicatively connected to the controller.

[0045] Compared with the prior art, the beneficial effects of the present invention are:

[0046] (1) The present invention distinguishes the heating strategy for vehicles in different states. The threshold for opening and closing the heating system in the idling state is lower than that in the driving state. The idling state will not easily enter the heating state, which reduces the repeated starting of the heating system and reduces energy consumption.

[0047] (2) By enabling the coolant to circulate, the present invention can equalize the temperature of the battery, slow down the rate of decrease of the minimum temperature of the battery, make the minimum and maximum temperatures tend to be consistent, prevent the phenomenon of heating and cooling at the same time, and reduce heating energy consumption.

[0048] (3) The threshold for entering and exiting the heating in the idling state can be adjusted according to the ambient temperature. It is adjusted by the temperature signal of the vehicle's ambient temperature sensor to further ensure the charging and discharging power performance of the vehicle under different conditions, reduce the possibility of slow charging speed and power limitation during driving. Attached Figure Description

[0049] Figure 1 This is a flowchart of a battery heating control method according to the present invention;

[0050] Figure 2 This is a structural block diagram of a battery heating control system. Detailed Implementation

[0051] The present invention will be further described below with reference to specific embodiments. The accompanying drawings are for illustrative purposes only, representing schematic diagrams rather than actual physical objects, and should not be construed as limiting the scope of this patent. To better illustrate the embodiments of the present invention, some components in the drawings may be omitted, enlarged, or reduced, and do not represent the actual dimensions of the product. It is understandable to those skilled in the art that some well-known structures and their descriptions may be omitted in the drawings.

[0052] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0053] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0054] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0055] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0056] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0057] Example 1

[0058] like Figure 1 The image shows a first embodiment of a battery heating control method according to the present invention. The present invention classifies battery heating into three heating modes: charging heating, idling heating, and driving heating. Specifically, it includes the following steps:

[0059] Perform the following operations while the vehicle is under high voltage:

[0060] S1: Determine whether the vehicle is charging. If yes, proceed to step S2; otherwise, proceed to step S3.

[0061] S2: Heating is performed using a charging heating mode.

[0062] S21: Collect the temperature of each battery in the vehicle at time t0, and record the lowest battery temperature as T0min and the highest battery temperature as T0max. If T0min≤M3 and T0max≤M0, proceed to step S22; otherwise, end the process.

[0063] S22: Enter heating mode: The controller sends a heating command, and the heating relay closes to start heating;

[0064] S23: Collect the battery's lowest temperature T1min and highest temperature T1max at time t1. If T1min≥M6 or T1max≥M0 or SOC≤P%, proceed to step S24. If none of the above conditions are met, return to step S22.

[0065] S24: Exit heating mode, process ends;

[0066] Where M3 is the threshold temperature at which the charging heating mode is activated, M6 is the threshold temperature at which the charging heating mode is deactivated, M0 is the temperature threshold at which the battery malfunctions, SOC is the remaining charge, and P is the preset value of the remaining charge.

[0067] S3: Determine if the vehicle is idling.

[0068] ①|Bus current|≤I1+I2, and L1≥N1,

[0069] Where I1 is the preset base energy consumption current, I2 is the air conditioning system demand current, L1 is the duration, and N1 is the preset time;

[0070] ②The vehicle is in P gear and in high-voltage mode;

[0071] ③ The motor speed is ≤ R1, and L2 ≥ N2.

[0072] Where R1 is the preset value of motor speed, L2 is the duration, and N2 is the preset time;

[0073] If any one of ①②③ is satisfied, the vehicle can be determined to be in an idling state; if the vehicle is in an idling state, proceed to step S4; if the vehicle is not in an idling state, proceed to step S5.

[0074] S4: Heating in idle speed mode:

[0075] S41: Collect the temperature of each battery in the vehicle at time t0, and record the lowest battery temperature as T0min and the highest battery temperature as T0max. If T0min≤M1 and T0max≤M0, proceed to step S42.

[0076] If T0max-T0min≥K1, then the coolant self-circulation mode will be activated simultaneously, where K1 is the preset value of the maximum temperature difference;

[0077] The coolant self-circulation mode is as follows: The controller controls the water pump to start, so that the coolant self-circulates to equalize the temperature; if T1max-T1min≤K2 or SOC≤P%, the coolant self-circulation mode will be exited, otherwise the coolant will continue to self-circulate, where K2 is the minimum temperature difference preset value.

[0078] S42: Enter heating mode: The controller sends a heating command, and the heating relay closes to start heating;

[0079] S43: Collect the battery's lowest temperature T1min and highest temperature T1max at time t1. If T1min≥M4 or T1max≥M0 or SOC≤P%, proceed to step S44. If none of the above conditions are met, return to step S42.

[0080] S44: Exit heating mode, process ends;

[0081] Where M1 is the threshold temperature for starting heating in idle heating mode, and M4 is the threshold temperature for ending heating in idle heating mode.

[0082] S5: Heating is performed using the driving heating mode.

[0083] S51: Collect the temperature of each battery in the vehicle at time t0, and record the lowest battery temperature as T0min and the highest battery temperature as T0max. If T0min≤M2 and T0max≤M0, proceed to step S52.

[0084] S52: Enter heating mode: The controller sends a heating command, and the heating relay closes to start heating;

[0085] S53: Collect the battery's lowest temperature T1min and highest temperature T1max at time t1. If T1min≥M5 or T1max≥M0 or SOC≤P%, proceed to step S54. If none of the above conditions are met, return to step S52.

[0086] S54: Exit heating mode, process ends;

[0087] Where M2 is the threshold temperature at which the driving heating mode is turned on, and M5 is the threshold temperature at which the driving heating mode is turned off.

[0088] In each heating mode, there are set threshold temperatures for starting heating and for ending heating. The threshold temperature for starting heating in the idle heating mode is lower than that for starting heating in the charging heating mode and the driving heating mode, and the threshold temperature for ending heating in the idle heating mode is lower than that for ending heating in the charging heating mode and the driving heating mode: that is, satisfying M1 < M2, M1 < M3, M4 < M5, M4 < M6.

[0089] All of the above heating modes are implemented under the condition that the system is fault-free. If the system malfunctions, it will not enter the heating mode or will automatically exit the heating mode during the heating process.

[0090] Example 2

[0091] The following is a second embodiment of a battery heating control method of the present invention. This embodiment is illustrated by an example: When the vehicle is operating outdoors at -25℃, the |bus current| is 15A, the preset base energy consumption current I1 is 10A, and the air conditioning system's required current I2 is 10A. At this time, the absolute value of the collected bus current is 15A, and the duration L1 is set to 5s. Since |bus current| ≤ I1 + I2, when the duration exceeds 5s, it can be determined that the vehicle is not in a charging state and is in an idling state. K1 is set to 6℃, and K2 to 4℃. As time changes, the vehicle remains in this state, and the minimum battery temperature gradually decreases. When T1max - T1min ≥ 6℃, the controller controls the water pump to start self-circulation, and the battery temperature gradually equalizes. When Tmax-Tmin ≤ 4℃, the controller shuts off the water pump and exits self-circulation. This process is repeated to slow down the rate of temperature drop. When T1min ≤ M1 = -5℃, the controller shuts off the heating relay and the battery starts heating. When Tmin ≥ M4 = 0℃, the heating stops. This process is repeated until the user enters parking mode, driving mode, or charging mode, or the vehicle's remaining SOC is below 10%. In addition, the idling heating entry and exit thresholds can be adjusted according to the ambient temperature, using the temperature signal from the vehicle's ambient temperature sensor. For example, the idling heating entry and exit thresholds can be differentiated for ambient temperature conditions such as -20℃, -10℃, 0℃, and 10℃, to further ensure the vehicle's charging and discharging power performance.

[0092] Example 3

[0093] like Figure 2The diagram shows an embodiment of a battery heating control system according to the present invention. This embodiment is a system for implementing the battery heating control method of Embodiment 1. It includes a heating module, a cooling circulation module, a data acquisition module, a temperature monitoring module, and a controller. The heating module, cooling circulation module, data acquisition module, and temperature monitoring module are all communicatively connected to the controller. The heating module, cooling circulation module, data acquisition module, and temperature monitoring module are all connected to the battery.

[0094] The battery heating control system in this embodiment is applied to the battery heating control method in Embodiment 1. It collects vehicle information through a data acquisition module to determine the vehicle's state and then employs different heating modes. A temperature monitoring module collects battery temperature data. A heating module heats the battery in three different modes. A cooling circulation module circulates coolant in the battery when there is a significant temperature difference between its highest and lowest temperatures, achieving temperature uniformity and reducing the temperature difference. A controller provides overall regulation, ensuring that the temperature thresholds for opening and closing the heating module differ between charging heating mode, idling heating mode, and driving heating mode. This ensures normal vehicle operation during driving or charging while reducing the frequency of heating during idling, thus reducing energy consumption.

[0095] Furthermore, the heating module includes a heating relay and a heating film connected to each other, and a power supply. The power supply is connected to the heating film, and the heating relay is communicatively connected to the controller. The heating film is located next to the battery. The cooling circulation module includes an expansion tank, a water pump, and a cooling plate forming a circulation loop. The cooling plate is located next to the battery. It also includes a refrigeration unit located between the water pump and the cooling plate and connected to both the water pump and the cooling plate. Both the refrigeration unit and the water pump are communicatively connected to the controller.

[0096] A heating relay protects the heating film, which heats the battery. Power is supplied to the heating film, an expansion tank replenishes the coolant, and a water pump powers the coolant circulation. The operation of the refrigeration unit and water pump can be controlled independently. The cooling module supports a coolant self-circulation mode where the water pump is the only operating unit, without the refrigeration unit. This mode is used for cooling and temperature equalization when the temperature difference is small. When the temperature difference is large, both the water pump and refrigeration unit can be activated simultaneously to increase the cooling rate and improve the temperature equalization efficiency between different parts of the battery. A cooling plate is located inside the battery to cool various parts of the battery.

[0097] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A battery heating control method, characterized in that, The battery heating system is divided into three modes: charging heating, idling heating, and driving heating. The specific steps are as follows: S1: Determine whether the vehicle is charging. If yes, proceed to step S2; otherwise, proceed to step S3. S2: Heating is performed using the charging heating mode; process ends. S3: Determine whether the vehicle is idling. If yes, proceed to step S4; otherwise, proceed to step S5. S4: Heating is performed in idle heating mode; process ends. S5: Heating is performed using the vehicle heating mode; process ends. In each heating mode, there are threshold temperatures for starting heating and threshold temperatures for ending heating. The threshold temperature for starting heating in the idle heating mode is lower than that for starting heating in the charging heating mode and the driving heating mode. The threshold temperature for ending heating in the idle heating mode is also lower than that for ending heating in the charging heating mode and the driving heating mode. The specific heating steps of the idle heating mode in step S4 are as follows: S41: Collect the temperature of each battery in the vehicle at time t0, and record the lowest battery temperature as T0min and the highest battery temperature as T0max. If T0min≤M1 and T0max≤M0, proceed to step S42. S42: Enter heating mode; S43: Collect the battery's lowest temperature T1min and highest temperature T1max at time t1. If T1min≥M4 or T1max≥M0 or SOC≤P%, proceed to step S44. If none of the above conditions are met, return to step S42. S44: Exit heating mode; Where M1 is the threshold temperature for starting the idle heating mode, M4 is the threshold temperature for ending the idle heating mode, M0 is the temperature threshold for battery malfunction, SOC is the remaining charge, and P is the preset value of the remaining charge.

2. The battery heating control method according to claim 1, characterized in that, The determination of the idling state in step S3 is as follows: ①|Bus current|≤I1+I2, and L1≥N1, Where I1 is the preset base energy consumption current, I2 is the air conditioning system demand current, L1 is the duration, and N1 is the preset time; ②The vehicle is in P gear and in high-voltage mode; ③ The motor speed is ≤ R1, and L2 ≥ N2. Where R1 is the preset value of motor speed, L2 is the duration, and N2 is the preset time; If any one of ①②③ is met, the vehicle can be determined to be in an idling state.

3. The battery heating control method according to claim 1, characterized in that, In step S41, if T0max-T0min≥K1, then the coolant self-circulation mode is activated simultaneously, where K1 is the preset maximum temperature difference value.

4. The battery heating control method according to claim 3, characterized in that, The coolant self-circulation mode is as follows: the controller controls the water pump to start, so that the coolant self-circulates to equalize the temperature; if T1max-T1min≤K2 or SOC≤P%, the coolant self-circulation mode is exited, otherwise the coolant continues to self-circulate, where K2 is the minimum temperature difference preset value.

5. The battery heating control method according to any one of claims 1 to 4, characterized in that, The specific heating steps of the charging heating mode in step S2 are as follows: S21: Collect the temperature of each battery in the vehicle at time t0, and record the lowest battery temperature as T0min and the highest battery temperature as T0max. If T0min≤M3 and T0max≤M0, proceed to step S22; otherwise, end the process. S22: Enter heating mode; S23: Collect the battery's lowest temperature T1min and highest temperature T1max at time t1. If T1min≥M6 or T1max≥M0 or SOC≤P%, proceed to step S24. If none of the above conditions are met, return to step S22. S24: Exit heating mode; Where M3 is the threshold temperature at which the charging heating mode is activated, M6 is the threshold temperature at which the charging heating mode is deactivated, M0 is the temperature threshold at which the battery malfunctions, SOC is the remaining charge, and P is the preset value for the remaining charge.

6. The battery heating control method according to claim 5, characterized in that, The specific heating steps of the vehicle heating mode in step S5 are as follows: S51: Collect the temperature of each battery in the vehicle at time t0, and record the lowest battery temperature as T0min and the highest battery temperature as T0max. If T0min≤M2 and T0max≤M0, proceed to step S52. S52: Enter heating mode; S53: Collect the battery's lowest temperature T1min and highest temperature T1max at time t1. If T1min≥M5 or T1max≥M0 or SOC≤P%, proceed to step S54. If none of the above conditions are met, return to step S52. S54: Exit heating mode; Where M2 is the threshold temperature at which the driving heating mode is activated, M5 is the threshold temperature at which the driving heating mode is deactivated, M0 is the temperature threshold at which the battery malfunctions, SOC is the remaining charge, and P is the preset value of the remaining charge.

7. The battery heating control method according to claim 6, characterized in that, M1<M2, M1<M3, M4<M5, M4<M6.

8. The battery heating control method according to claim 6, characterized in that, The specific operation of the heating mode in steps S22, S42, and S52 is as follows: the controller issues a heating command, and the heating relay closes to start heating.

9. A battery heating control system, characterized in that, The battery heating control method as described in any one of claims 1 to 8 includes a heating module, a cooling circulation module, a data acquisition module, a temperature monitoring module, and a controller. The heating module, the cooling circulation module, the data acquisition module, and the temperature monitoring module are all communicatively connected to the controller, and the heating module, the cooling circulation module, the data acquisition module, and the temperature monitoring module are all connected to the battery.

10. The battery heating control system according to claim 9, characterized in that, The heating module includes a heating relay and a heating film, and a power supply connected to each other. The power supply is connected to the heating film, and the heating relay is communicatively connected to the controller. The heating film is located next to the battery. The cooling circulation module includes an expansion tank, a water pump, and a cooling plate forming a circulation loop. The cooling plate is located next to the battery. It also includes a refrigeration unit located between the water pump and the cooling plate and connected to both the water pump and the cooling plate. Both the refrigeration unit and the water pump are communicatively connected to the controller.

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