Battery heating control method, battery heating system, and electronic device

Abstract

The application relates to a battery heating control method, a battery heating system and electronic equipment, wherein the battery heating control method comprises the following steps: acquiring a driving state of a vehicle, an actual temperature of a battery and an actual outlet water temperature of an engine outlet; determining a first target temperature and a second target temperature of the battery according to the driving state and the actual outlet water temperature; if the actual temperature of the battery is less than the first target temperature, determining a target heating strategy according to the driving state and the actual outlet water temperature; and heating the battery by using the target heating strategy until the actual temperature reaches the second target temperature. According to the application, different heat sources are used to heat the battery based on different driving states of the vehicle, the heat sources are reasonably utilized, unnecessary battery heating energy consumption of the PTC is avoided, battery heating energy consumption is saved, the low-temperature cruising mileage of the whole vehicle, fuel consumption and power performance are improved, and the like.

Description

Technical Field

[0001] This application relates to the automotive field, and more particularly to a battery heating control method, a battery heating system, and an electronic device. Background Technology

[0002] Given the inherent performance degradation of batteries at low temperatures, this issue persists in automotive power batteries. As battery temperature decreases, internal resistance rises sharply, battery capacity shrinks, and charging / discharging power declines, consequently affecting overall vehicle performance at low temperatures, such as driving range, acceleration, and fuel consumption in hybrid systems. Under current technological conditions, the optimal operating temperature range for lithium-ion batteries is 20–45°C. To ensure vehicle performance at low temperatures, automakers have designed thermal management systems to heat the vehicle's power batteries.

[0003] The heating method for automotive power batteries typically involves using a PTC heater to heat the circulating coolant, which is then pumped to the power battery via a battery heating water pump to heat the battery cells. While PTC heaters have high heat generation efficiency, their power consumption is very high, resulting in wasted energy for battery heating. Summary of the Invention

[0004] In order to solve the above-mentioned technical problems, or at least partially solve the above-mentioned technical problems, this application provides a battery heating control method, a battery heating system, and an electronic device.

[0005] In a first aspect, this application provides a battery heating control method, including:

[0006] It obtains the vehicle's driving status, the actual battery temperature, and the actual water temperature at the engine outlet.

[0007] The first target temperature and the second target temperature of the battery are determined based on the driving status and the actual water outlet temperature.

[0008] If the actual temperature of the battery is lower than the first target temperature, a target heating strategy is determined based on the driving status and the actual outlet water temperature. Different target heating strategies correspond to different heat sources for battery heating.

[0009] The battery is heated using the target heating strategy until the actual temperature reaches the second target temperature.

[0010] Optionally, determining the first target temperature and the second target temperature of the battery based on the driving status and the actual outlet water temperature includes:

[0011] If the driving state is non-sport mode, the battery charge is obtained, and the first target temperature and second target temperature of the battery are determined based on the battery charge and the actual water temperature.

[0012] If the driving state is in sport mode, the first target temperature and the second target temperature of the battery are determined based on the battery charge level.

[0013] Optionally, determining the first target temperature and the second target temperature of the battery based on the battery charge and the actual outlet water temperature includes:

[0014] If the actual water temperature is less than a preset threshold, the first target temperature and the second target temperature corresponding to the battery power are found in the preset first temperature-power correspondence. The first temperature-power correspondence includes multiple sets of correspondences between power levels and the first temperature threshold.

[0015] If the actual outlet water temperature is greater than or equal to a preset threshold, the first target temperature and the second target temperature corresponding to the battery power are found in the preset second temperature-power correspondence. The second temperature-power correspondence includes multiple sets of correspondences between power levels and the second temperature threshold.

[0016] Optionally, determining the first target temperature and the second target temperature of the battery based on the battery charge includes:

[0017] The first target temperature and the second target temperature corresponding to the battery capacity are found in the preset third temperature-capacity correspondence. The third temperature-capacity correspondence includes multiple sets of correspondences between capacity levels and third temperature thresholds.

[0018] Optionally, determining the target heating strategy based on the driving status and the actual outlet water temperature includes:

[0019] If the driving state is in non-sport mode and the actual water temperature is less than a preset threshold, a first heating strategy is obtained. The first heating strategy uses a PTC heater as the heat source for battery heating and is used as the target heating strategy.

[0020] If the driving state is in non-sport mode and the actual water temperature is greater than or equal to a preset threshold, a second heating strategy is obtained. The second heating strategy uses the engine heat source and the PTC heater as the heat source for battery heating, and is used as the target heating strategy.

[0021] If the driving state is in Sport mode, a third heating strategy is obtained. The third heating strategy uses a PTC heater as the heat source for battery heating when the actual outlet water temperature is less than a preset threshold, and uses an engine heat source and a PTC heater as the heat source for battery heating when the actual outlet water temperature is greater than or equal to the preset threshold. This is the target heating strategy.

[0022] Optionally, heating the battery using the target heating strategy until the actual temperature reaches the second target temperature includes:

[0023] If the target heating strategy is the first heating strategy, the first three-way proportional valve is controlled to switch from the first state of connecting the first hot circulation pipeline corresponding to the crew compartment to the second state of connecting the second hot circulation pipeline corresponding to the battery. The second target temperature of the outlet of the second hot circulation pipeline corresponding to the battery is determined according to the first target temperature. The power of the PTC heater and the duty cycle of the electronic water pump in the battery heating circuit are controlled according to the second target temperature. The second three-way proportional valve is kept in the third state of connecting the third hot circulation pipeline corresponding to the PTC heater until the actual temperature reaches the second target temperature.

[0024] If the target heating strategy is the first heating strategy, control the first three-way proportional valve to switch from the first state for connecting the crew compartment heating pipe to the second state for connecting the battery side heating pipe. Determine the second target temperature of the outlet of the second thermal circulation pipe corresponding to the battery based on the first target temperature. Control the power of the PTC heater and the duty cycle of the electronic water pump in the battery heating circuit based on the second target temperature. Control the second three-way proportional valve to switch from the third state to the fourth state for connecting the fourth thermal circulation pipe corresponding to the engine until the actual temperature reaches the second target temperature.

[0025] If the target heating strategy is the first heating strategy, and the actual outlet water temperature is less than a preset threshold, the first three-way proportional valve is controlled to switch from a first state for connecting the first thermal circulation pipe corresponding to the passenger compartment to a second state for connecting the second thermal circulation pipe corresponding to the battery. The power level of the PTC heater is controlled according to the first target temperature until the actual temperature reaches the second target temperature. If the actual outlet water temperature is greater than or equal to the preset threshold, the first three-way proportional valve is controlled to switch from a first state for connecting the thermal circulation pipe corresponding to the passenger compartment to a second state for connecting the second thermal circulation pipe corresponding to the battery. The power level of the PTC heater is controlled according to the first target temperature. The second three-way proportional valve is controlled to switch from the third state to the fourth state for connecting the fourth thermal circulation pipe corresponding to the engine until the actual temperature reaches the second target temperature.

[0026] Optionally, heating the battery using the target heating strategy until the actual temperature reaches the first target temperature further includes:

[0027] Obtain the current battery level;

[0028] Determine whether the current battery level has reached the next battery level corresponding to the first target temperature in a preset first temperature battery level correspondence, a preset second temperature battery level correspondence, or a preset third temperature battery level correspondence.

[0029] If the current battery level has not reached the next battery level, the first target temperature and the second target temperature remain unchanged.

[0030] If the current battery level reaches the next battery level, obtain the third target temperature corresponding to the next battery level as the new first target temperature, and obtain the fourth target temperature corresponding to the next battery level as the new second target temperature.

[0031] Secondly, this application provides a battery heating system, including: a battery heating circuit, the battery heating circuit including: a first three-way proportional valve, a second three-way proportional valve, a first heat circulation pipe corresponding to the passenger compartment, a second heat circulation pipe corresponding to the battery, a third heat circulation pipe corresponding to the PTC heater, a fourth heat circulation pipe corresponding to the engine, and an electronic water pump.

[0032] The first connection end of the first three-way proportional valve is connected to the output end of the third heat circulation pipeline, the second connection end of the first three-way proportional valve is connected to the input end of the first heat circulation pipeline, the third connection end of the first three-way proportional valve is connected to the input end of the second heat circulation pipeline, the output ends of the first heat circulation pipeline and the second heat circulation pipeline are connected to the first connection end of the electronic water pump, the second connection end of the electronic water pump is connected to the input end of the third heat circulation pipeline, the third connection end of the electronic water pump is connected to the input end of the fourth heat circulation pipeline, and the output end of the fourth heat circulation pipeline is connected to the input end of the third heat circulation pipeline.

[0033] Thirdly, this application provides an electronic device, including a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus;

[0034] Memory, used to store computer programs;

[0035] The processor, when executing a program stored in memory, implements the battery heating control method described in any of the first aspects.

[0036] Fourthly, this application provides a computer-readable storage medium storing a program for a battery heating control method, wherein when the program for the battery heating control method is executed by a processor, it implements the steps of the battery heating control method described in any of the first aspects.

[0037] The beneficial effects of this invention are:

[0038] This application embodiment uses different heat sources to heat the battery based on different vehicle driving conditions, thereby making reasonable use of the heat source, avoiding unnecessary battery heating energy consumption by PTC, saving battery heating energy consumption, and thus improving the vehicle's low-temperature driving range, fuel consumption, and power performance. Attached Figure Description

[0039] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0040] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0041] Figure 1 A flowchart of a battery heating control method provided in an embodiment of this application;

[0042] Figure 2 This is a structural diagram of a battery heating circuit provided in an embodiment of this application;

[0043] Figure 3 This is an overall flowchart of a battery heating control method provided in an embodiment of this application;

[0044] Figure 4 A flowchart illustrating a battery heating control method provided in this application in a practical application;

[0045] Figure 5 This is a structural diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0046] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0047] The heating method for automotive power batteries typically involves heating the circulating coolant using a PTC heater, which is then pumped to the power battery to heat the cell units. While PTC heaters have high heat generation efficiency, their power consumption is very high, resulting in wasted energy for battery heating. Therefore, this application provides a battery heating control method, a battery heating system, and electronic equipment for battery heating control strategies under low-temperature driving conditions. The aim is to reduce PTC power consumption, increase pure electric driving range in low-temperature environments, and improve the overall fuel consumption and power performance of hybrid driving in low-temperature conditions.

[0048] This application provides a battery heating control method, such as... Figure 1 As shown, the following steps may be included:

[0049] Step S101: Obtain the vehicle's driving status, the actual temperature of the battery, and the actual water temperature at the engine outlet.

[0050] In this embodiment of the application, the vehicle mainly refers to a hybrid vehicle that uses a PTC heater to heat the power battery. The driving state includes sport mode and non-sport mode. The actual temperature of the battery is the current temperature of the battery, and the actual water outlet temperature is the temperature of the water outlet of the engine.

[0051] Step S102: Determine the first target temperature and the second target temperature of the battery based on the driving status and the actual water outlet temperature;

[0052] In this embodiment, when the actual water outlet temperature is within different threshold ranges, it indicates that the vehicle is in different driving conditions. Furthermore, if the actual water outlet temperature is less than a preset threshold, the current driving condition of the vehicle is pure electric driving; if the actual water outlet temperature is greater than or equal to the preset threshold, the current driving condition of the vehicle is hybrid driving. The fundamental difference between the two driving conditions is that the former only has the PTC as the heat source for battery heating, while the latter has the PTC and the heat from the engine coolant temperature as the heat sources for battery heating.

[0053] Under different driving conditions, when the actual water temperature is within different threshold ranges, the determination methods for the first target temperature and the second target temperature of the battery are different. Please refer to the following embodiments for details. The first target temperature refers to the battery heating temperature threshold, that is, when the actual temperature of the battery is less than or equal to the first target temperature, the battery heating begins. The second target temperature refers to the battery heating temperature threshold, that is, when the actual temperature of the battery is greater than the second target temperature, the battery heating ends.

[0054] Step S103: If the actual temperature of the battery is lower than the first target temperature, a target heating strategy is determined based on the driving status and the actual water outlet temperature. Different target heating strategies correspond to different heat sources for battery heating.

[0055] When the actual temperature of the battery is lower than the first target temperature, it indicates that the battery needs to be heated. The corresponding target heating strategy can be determined according to the different driving conditions and the threshold range of the actual water outlet temperature. That is, the target heating strategy is different when the actual water outlet temperature is in different threshold ranges under different driving conditions, and different target heating strategies correspond to different heat sources for battery heating.

[0056] Step S104: Heat the battery using the target heating strategy until the actual temperature reaches the second target temperature.

[0057] After determining the target heating strategy, the battery can be heated according to the target heating strategy until the actual temperature reaches the second target temperature, at which point the heating of the battery can be stopped.

[0058] This application embodiment uses different heat sources to heat the battery based on different vehicle driving conditions, thereby making reasonable use of the heat source, avoiding unnecessary battery heating energy consumption by PTC, saving battery heating energy consumption, and thus improving the vehicle's low-temperature driving range, fuel consumption, and power performance.

[0059] In another embodiment of this application, step S102, which determines the first target temperature and the second target temperature of the battery based on the driving status and the actual outlet water temperature, includes:

[0060] 1. If the driving state is non-sport mode, obtain the battery power, and determine the first target temperature and second target temperature of the battery based on the battery power and the actual water outlet temperature.

[0061] Based on the aforementioned embodiments, when the actual outlet water temperature is within different threshold ranges, it represents that the vehicle is currently in different driving conditions. In pure electric driving conditions, since the battery heating heat source is only PTC, the target battery temperature is set based on different battery charge SOCs while meeting basic driving and non-driving requirements. In hybrid driving conditions, the battery heating heat source increases the heat of the engine water temperature. At this time, in addition to meeting the power consumption in driving and non-driving conditions, a power adjustment calibration can also be performed. Based on this, the target battery temperature can be increased, which can improve power performance. Not only does it not require increasing energy consumption, but it will also further reduce the power consumption of PTC.

[0062] In one embodiment of this application, determining the first target temperature and the second target temperature of the battery based on the battery charge and the actual outlet water temperature includes: if the actual outlet water temperature is less than a preset threshold, searching for the first target temperature and the second target temperature corresponding to the battery charge in a preset first temperature-charge correspondence relationship. The first temperature-charge correspondence relationship includes multiple sets of correspondence relationships between charge levels and first temperature thresholds. The first temperature-charge correspondence relationship is shown in Table 1 below:

[0063] Table 1

[0064]

[0065] In another embodiment of this application, determining the first target temperature and the second target temperature of the battery based on the battery charge and the actual outlet water temperature includes: if the actual outlet water temperature is greater than or equal to a preset threshold, searching for the first target temperature and the second target temperature corresponding to the battery charge in a preset second temperature-charge correspondence relationship, wherein the second temperature-charge correspondence relationship includes multiple sets of correspondence relationships between charge levels and second temperature thresholds, as shown in Table 2 below:

[0066] Table 2

[0067]

[0068] 2. If the driving state is in sport mode, determine the first target temperature and the second target temperature of the battery based on the battery charge level.

[0069] In one embodiment of this application, determining the first target temperature and the second target temperature of the battery based on the battery charge includes: searching for the first target temperature and the second target temperature corresponding to the battery charge in a preset third temperature-charge correspondence relationship. The third temperature-charge correspondence relationship includes multiple sets of correspondence relationships between charge levels and third temperature thresholds. The third temperature-charge correspondence relationship is shown in Table 3 below.

[0070] Table 3

[0071]

[0072] This application embodiment sets different target battery heating temperatures based on different battery charge states of charge (SOC), thereby making reasonable use of the heating source, avoiding unnecessary battery heating energy consumption by PTC, saving battery heating energy consumption, and thus improving the vehicle's low-temperature driving range, fuel consumption, and power performance.

[0073] In another embodiment of this application, step S103, which determines the target heating strategy based on the vehicle status and the actual outlet water temperature, includes:

[0074] 1. If the driving state is in non-sport mode and the actual water temperature is less than a preset threshold, a first heating strategy is obtained. The first heating strategy uses a PTC heater as the heat source for battery heating and is used as the target heating strategy.

[0075] 2. If the driving state is non-sport mode and the actual water temperature is greater than or equal to a preset threshold, a second heating strategy is obtained. The second heating strategy uses the engine heat source and the PTC heater as the heat source for battery heating, and is used as the target heating strategy.

[0076] 3. If the driving state is in Sport mode, a third heating strategy is obtained. The third heating strategy uses a PTC heater as the heat source for battery heating when the actual outlet water temperature is less than a preset threshold, and uses an engine heat source and a PTC heater as the heat source for battery heating when the actual outlet water temperature is greater than or equal to the preset threshold, thus serving as the target heating strategy.

[0077] This application embodiment sets different target heating strategies for different driving conditions and actual outlet water temperatures within different threshold ranges. Different target heating strategies correspond to different heat sources for battery heating, so as to make reasonable use of the heat source, avoid unnecessary battery heating energy consumption of PTC, save battery heating energy consumption, and thereby improve the vehicle's low-temperature driving range, fuel consumption and power performance.

[0078] In another embodiment of this application, step S104 heats the battery using the target heating strategy until the actual temperature reaches the second target temperature, including:

[0079] If the target heating strategy is the first heating strategy, the first three-way proportional valve is controlled to switch from the first state of connecting the first hot circulation pipeline corresponding to the crew compartment to the second state of connecting the second hot circulation pipeline corresponding to the battery. The second target temperature of the outlet of the second hot circulation pipeline corresponding to the battery is determined according to the first target temperature. The power of the PTC heater and the duty cycle of the electronic water pump in the battery heating circuit are controlled according to the second target temperature. The second three-way proportional valve is kept in the third state of connecting the third hot circulation pipeline corresponding to the PTC heater until the actual temperature reaches the second target temperature.

[0080] If the target heating strategy is the first heating strategy, control the first three-way proportional valve to switch from the first state for connecting the crew compartment heating pipe to the second state for connecting the battery side heating pipe. Determine the second target temperature of the outlet of the second thermal circulation pipe corresponding to the battery based on the first target temperature. Control the power of the PTC heater and the duty cycle of the electronic water pump in the battery heating circuit based on the second target temperature. Control the second three-way proportional valve to switch from the third state to the fourth state for connecting the fourth thermal circulation pipe corresponding to the engine until the actual temperature reaches the second target temperature.

[0081] If the target heating strategy is the first heating strategy, and the actual outlet water temperature is less than a preset threshold, the first three-way proportional valve is controlled to switch from a first state for connecting the first thermal circulation pipe corresponding to the passenger compartment to a second state for connecting the second thermal circulation pipe corresponding to the battery. The power level of the PTC heater is controlled according to the first target temperature until the actual temperature reaches the second target temperature. If the actual outlet water temperature is greater than or equal to the preset threshold, the first three-way proportional valve is controlled to switch from a first state for connecting the thermal circulation pipe corresponding to the passenger compartment to a second state for connecting the second thermal circulation pipe corresponding to the battery. The power level of the PTC heater is controlled according to the first target temperature. The second three-way proportional valve is controlled to switch from the third state to the fourth state for connecting the fourth thermal circulation pipe corresponding to the engine until the actual temperature reaches the second target temperature.

[0082] The embodiments of this application can control the battery heating circuit according to different target heating strategies, use different heat sources to heat the battery, realize the rational use of heating sources, avoid unnecessary battery heating energy consumption of PTC, save battery heating energy consumption, thereby improving the vehicle's low-temperature driving range, fuel consumption and power performance.

[0083] In another embodiment of this application, step S104, which uses the target heating strategy to heat the battery until the actual temperature reaches the first target temperature, further includes:

[0084] 1) Obtain the current battery level;

[0085] The current battery charge may differ from the actual battery charge in the aforementioned embodiments. The current charge refers to the battery charge at the current moment.

[0086] 2) Determine whether the current power level has reached the next power level corresponding to the first target temperature in the preset first temperature power correspondence, preset second temperature power correspondence, or preset third temperature power correspondence;

[0087] Depending on the different preset temperature-electricity correspondences used to determine the first and second target temperatures, the next electricity level corresponding to the first target temperature can be determined from any of the three preset first temperature-electricity correspondences, preset second temperature-electricity correspondences, or preset third temperature-electricity correspondences, that is, an electricity level before or after the electricity level corresponding to the first target temperature.

[0088] 3) If the current battery level has not reached the next battery level, keep the first target temperature and the second target temperature unchanged;

[0089] As the battery's SOC decreases, the first and second target temperatures will change accordingly. When the current charge level has not reached the next charge level, this change can be ignored, and the first and second target temperatures can be kept constant.

[0090] 4) If the current battery level reaches the next battery level, obtain the third target temperature corresponding to the next battery level as the new first target temperature, and obtain the fourth target temperature corresponding to the next battery level as the new second target temperature.

[0091] Only when the current battery level reaches the next battery level will the third target temperature corresponding to the next battery level be used as the new first target temperature, and the fourth target temperature corresponding to the next battery level be used as the new second target temperature.

[0092] In another embodiment of this application, a battery heating system is also provided, including: a battery heating circuit, such as... Figure 2 As shown, the battery heating circuit includes: a first three-way proportional valve ( Figure 2 The middle part is the proportional valve 1), and the second three-way proportional valve ( Figure 2 The components include a proportional valve (2), the first thermal circulation pipeline corresponding to the passenger compartment, the second thermal circulation pipeline corresponding to the battery, the third thermal circulation pipeline corresponding to the PTC heater, the fourth thermal circulation pipeline corresponding to the engine, and an electronic water pump.

[0093] The first connection end of the first three-way proportional valve is connected to the output end of the third heat circulation pipeline, and the second connection end of the first three-way proportional valve ( Figure 2 The middle part (the proportional valve 1-B end) is connected to the input end of the first hot circulation pipeline, and the third connection end of the first three-way proportional valve ( Figure 2 The proportional valve 1-A is connected to the input end of the second heat circulation pipeline, and the output ends of the first and second heat circulation pipelines are connected to the electronic water pump. Figure 2 The first connection end of the pump is connected, and the second connection end of the electronic water pump is connected. Figure 2The proportional valve 2-A is connected to the input end of the third hot circulation pipeline, and the third connection end of the electronic water pump ( Figure 2 The proportional valve 2-B is connected to the input end of the fourth heat circulation pipeline, and the output end of the fourth heat circulation pipeline is connected to the input end of the third heat circulation pipeline.

[0094] For ease of understanding, this application also provides an embodiment in practical application, as follows:

[0095] The control units involved in the battery heating control method of the present invention include: PCU - power control unit, TMS - thermal management control unit, BMS - battery thermal management control unit, and EMS - engine control unit, etc. The above control units can control the corresponding components in the battery heating circuit and obtain the required information from them.

[0096] The first step is to calculate the drive power requirement for a typical working condition based on the vehicle model and the drag parameters. Drive power requirement = A + B * vehicle speed + C * vehicle speed^2, where A, B, and C are the normal temperature drag coefficients of the vehicle model.

[0097] The second step is to determine the performance MAP data of a battery - Table 4. Table 4 contains the battery SOC, battery temperature, and battery discharge power (kW). In Table 4, when the SOC is the same, the battery discharge power increases with the increase of battery temperature, and when the battery temperature is the same, the battery discharge power increases with the increase of SOC.

[0098] Table 4

[0099]

[0100]

[0101] The third step, based on the first and second steps, is to initially set up battery heating temperature threshold table 1, battery heating temperature threshold table 2 and battery heating temperature threshold table 3 based on SOC.

[0102] Method for determining battery heating temperature threshold in Table 1: This threshold is used for scenarios with only PTC heat source. Therefore, based on whether the battery discharge power at different temperatures and different battery SOCs can meet driving requirements, it can be initially determined with reference to the standard operating condition WLTC. Specifically, the battery discharge power is required to be greater than or equal to the driving power required by the WLTC condition, thus obtaining Table 1. It can be verified based on actual performance. The Table 1 set in this embodiment can meet driving requirements.

[0103] Method for determining the battery heating temperature threshold in Table 2: This threshold is used in scenarios with PTC and engine heat sources. Therefore, based on Table 1, we can give more consideration to the battery performance. However, the determination of this value needs to be done through simulation calculation. In the absence of PTC, the battery temperature can be raised to what level? In this embodiment, the calculation shows that the temperature can reach the level shown in Table 2.

[0104] The method for determining the battery heating temperature threshold in Table 3 is as follows: Based on the boundary conditions of the 100km test, the battery is fully charged and tested. When determining the temperature threshold, it is necessary to keep the battery discharge power at its maximum corresponding to the high charge level. In order to avoid the energy waste caused by excessively high battery heating target temperature when using sports mode in the low charge range, the low charge part is set according to normal needs, as shown in Table 3 in the attached figure.

[0105] The fourth step is to write the three tables from the previous step into the TMS control software.

[0106] like Figure 3 As shown, when the vehicle is powered on, the thermal management control unit (TMS) reads the signal on the CAN bus to determine whether the vehicle has entered the ready driving state. If so, the battery heating control method provided in this application embodiment is executed until the battery temperature reaches the target temperature, and then the battery heating is discontinued.

[0107] When executing the battery heating control method, the TMS acquires the engine coolant temperature signal T1 sent by the engine control unit EMS. If T1 is less than a certain preset value, the current driving condition is determined to be pure electric driving. If T1 is greater than or equal to a certain preset value, the current driving condition is determined to be hybrid driving. The fundamental difference between the two conditions is that the former only has the PTC as the heat source for battery heating, while the latter has the PTC and the heat from the engine coolant temperature as the heat sources for battery heating.

[0108] When T1 is less than a preset value, the battery target temperature is looked up in Table 1. The thermal management control unit (TMS) determines whether to activate battery heating based on the difference between the battery target temperature and the actual battery temperature, and determines the position of the three-way proportional valve 2. After entering the battery heating program, the TMS calculates the required target temperature T_water_out for the battery outlet based on the battery heating target temperature, and controls the power of the PTC and the duty cycle of the electronic water pump 1 in the battery heating circuit based on T_water_out. To ensure control stability, the following control conditions need to be set: as the battery SOC decreases, the battery target temperature will change accordingly. Constraints need to be added to the control: the target temperature of the previous node is maintained until the battery charge drops to the next node in the table lookup, and vice versa.

[0109] When T1 is greater than or equal to a preset value, the battery target temperature is looked up in Table 2. Based on the difference between the battery target temperature and the actual battery temperature, the TMS determines whether to activate battery heating and determines the position of the three-way proportional valve 2. After entering the battery heating program, the TMS calculates the required target temperature T_water_out for the battery outlet based on the battery heating target temperature, and controls the power of the PTC, the duty cycle of the electronic water pump 1 in the battery heating circuit, the opening degree of the three-way proportional valve 1, and calculates the required engine water flow based on T_water_out. To ensure control stability, the following control conditions need to be set: as the battery SOC decreases, the battery target temperature will change accordingly. Constraints need to be added to the control: the target temperature of the previous node is maintained until the battery charge drops to the next node in the table lookup, and vice versa.

[0110] If the TMS receives a driving mode signal from the power control unit PCU indicating Sport mode and the battery charge is above 90%, the target battery temperature for battery heating is determined based on the maximum discharge power over 10 seconds at different SOC levels. The target battery temperature can be found in Table 3.

[0111] like Figure 4 As shown, the control logic of the battery heating method is as follows:

[0112] First, the TMS reads the driving mode signal from the CAN bus. If DrvMod equals Sport, the TMS simultaneously reads the battery SOC and looks up Table 3 to obtain the battery heating temperature threshold. Then, it compares the actual battery temperature with the threshold temperature. If the battery temperature is lower than the threshold, the battery heating program is activated. Figure 2 The three-way proportional valve 1 shown in the figure switches from the default B end to the A end and controls the power level of the thermistor PTC based on the target value of the battery outlet water temperature until the actual battery temperature reaches the exit threshold in the threshold table 3 and then the battery heating is turned off.

[0113] Additionally, under this operating condition, if the engine coolant temperature read by the TMS exceeds a certain preset value, the TMS will... Figure 2 The three-way proportional valve 2 in the middle is switched from end A to end B, making full use of the heat brought by the engine water temperature to coordinate and control the battery water temperature.

[0114] If TMS reads that DrvMod is not equal to Sport, proceed to the next step;

[0115] The TMS reads the engine coolant temperature signal from the CAN bus. This signal represents the actual coolant temperature of the engine. The TMS determines if the actual coolant temperature is lower than a preset value. Based on the battery SOC reading, the TMS looks up Table 1 to obtain the battery heating temperature threshold. It then compares the actual battery temperature with the threshold temperature. If the battery temperature is lower than the threshold, the battery heating program is activated. Figure 2 The three-way proportional valve 1 shown in the diagram switches from the default B end to the A end and controls the PTC power level based on the target value of the battery outlet water temperature. At this time, because the engine water temperature is too low, Figure 2 The three-way proportional valve 2 will remain at end A, and the battery heating energy consumption will come entirely from the PTC until the actual battery temperature reaches the exit temperature threshold in the threshold table 1, after which the battery heating will be stopped.

[0116] If the TMS determines that "the actual coolant temperature of the engine is greater than or equal to the preset value," then the TMS looks up Table 2 based on the read battery SOC to obtain the battery heating temperature threshold. It then compares the actual battery temperature with the threshold temperature. If the actual battery temperature is lower than the threshold, the battery heating program is activated. Figure 2 The three-way proportional valve 1 shown in the diagram is switched from the default B end to the A end, and at the same time, Figure 2 As shown in the diagram, when the three-way proportional valve 2 is switched from end A to end B, since the engine coolant temperature is sufficient to heat the battery, the PTC basically does not need to work until the actual battery temperature reaches the exit temperature threshold in the threshold table 2, at which point the battery heating is turned off.

[0117] Taking a P13 hybrid vehicle as an example, the vehicle's curb weight is M kg, its ambient temperature drag coefficients are A = a, B = b, and C = c, the battery capacity is 19 kWh, the ambient temperature is -30℃, and the battery performance MAP table is shown in Table D below. Driving conditions: pure electric / HEV. Calculate the difference in energy consumption between existing strategies and the strategy proposed in this invention.

[0118] Table D:

[0119]

[0120] Pure electric driving mode:

[0121] Current strategy: The target heating temperature of the battery is set to a fixed value: heating begins when the battery temperature is ≤ T1℃, and heating ends when the battery temperature is > T2℃, as shown in Table A. In the current strategy, no matter how the SOC changes, the threshold values ​​for entering and exiting battery heating remain unchanged. The threshold value for entering battery heating is always T1, and the threshold value for exiting battery heating is always T2.

[0122] Table A

[0123] Entering the battery heating temperature threshold T1 T1 T1 T1 T1 T1 T1 T1 T1 Exit battery heating temperature threshold T2 T2 T2 T2 T2 T2 T2 T2 T2

[0124] The strategy proposed in this invention is as follows: different battery heating targets are set based on SOC, while maintaining power performance comparable to existing strategies. The power requirement is referenced to the power corresponding to T1℃ in existing strategies. Based on the battery performance MAP-Table D, the heating strategy is determined, resulting in Table A1 below. As shown in Table A1, as SOC increases, the threshold for entering and exiting battery heating also increases accordingly.

[0125] Table A1

[0126] Entering the battery heating temperature threshold T11 T12 T13 T14 T15 T16 T17 T18 T19 Exit battery heating temperature threshold T21 T22 T23 T24 T25 T26 T27 T28 T29

[0127] In a scenario, a user starts with 100% battery power and drives 40km to work. At the end of the journey, the battery is at 60%. Using a 19kWh battery pack, energy consumption is 80kWh for every 1°C increase in temperature. Based on this, the energy consumption difference can be calculated. The strategy of this invention can save approximately 66% of power consumption.

[0128] Hybrid driving conditions:

[0129] Current strategy: The target heating temperature of the battery is set to a fixed value: heating begins when the battery temperature is ≤ T1℃, and heating ends when the battery temperature is > T2℃, as shown in Table B. In the current strategy, no matter how the SOC changes, the threshold values ​​for entering and exiting battery heating remain unchanged. The threshold value for entering battery heating is always T1, and the threshold value for exiting battery heating is always T2.

[0130] Table B

[0131] Entering the battery heating temperature threshold T1 T1 T1 T1 T1 T1 T1 T1 T1 Exit battery heating temperature threshold T2 T2 T2 T2 T2 T2 T2 T2 T2

[0132] The strategy proposed in this invention is as follows: different battery heating targets are set based on SOC, while maintaining power performance comparable to existing strategies. The power requirement is referenced to the power corresponding to T1℃ in existing strategies. Based on the battery performance MAP-Table D, the heating strategy is determined, resulting in Table B1 below. As shown in Table B1, with the increase of SOC, the threshold for entering and exiting battery heating also increases accordingly.

[0133] Table B1

[0134] Entering the battery heating temperature threshold T31 T32 T33 T34 T35 T36 T37 T38 T39 Exit battery heating temperature threshold T41 T42 T43 T44 T45 T46 T47 T48 T49

[0135] The strategy proposed in this invention utilizes only the heat from the engine coolant temperature, eliminating PTC power consumption. Compared to existing strategies, the battery enters the heating phase earlier, resulting in a power performance improvement of approximately 30%.

[0136] In spring and autumn, the 0-100 km / h acceleration test was conducted. Existing technologies show that battery discharge power is affected by ambient temperature. For example, if the ambient temperature is between 5°C and 20°C and the battery is not heated, the battery performance MAP cannot release optimal power, which cannot meet the power requirements of extreme conditions such as 0-100 km / h acceleration. This invention proposes a battery heating strategy based on power requirements, as shown in Table C. As shown in Table C, with the increase of SOC, the threshold for entering and exiting battery heating also increases accordingly.

[0137] Table C

[0138] Entering the battery heating temperature threshold T51 T52 T53 T54 T55 T56 T57 T58 T59 Exit battery heating temperature threshold T61 T62 T63 T64 T65 T66 T67 T68 T69

[0139] A certain vehicle model was tested for 0-100 km / h acceleration at an ambient temperature of 8℃. After adopting this strategy, the 0-100 km / h acceleration was significantly improved.

[0140] In another embodiment of this application, an electronic device is also provided, including a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus.

[0141] Memory, used to store computer programs;

[0142] The processor, when executing a program stored in the memory, implements the battery heating control method described in any of the foregoing method embodiments.

[0143] The electronic device provided in this embodiment of the invention allows the processor to execute a program stored in the memory to heat the battery using different heat sources based on different vehicle driving conditions. This achieves rational utilization of the heat source, avoids unnecessary battery heating energy consumption by the PTC, saves battery heating energy, and thereby improves the vehicle's low-temperature driving range, fuel consumption, and power performance.

[0144] The communication bus 1140 mentioned in the above-mentioned electronic device can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus 1140 can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 5 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0145] The communication interface 1120 is used for communication between the above-mentioned electronic device and other devices.

[0146] The memory 1130 may include random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Optionally, the memory may also be at least one storage device located remotely from the aforementioned processor.

[0147] The processor 1110 mentioned above can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0148] In another embodiment of this application, a computer-readable storage medium is provided, on which a program for a battery heating control method is stored. When the program for the battery heating control method is executed by a processor, it implements the steps of the battery heating control method described in any of the foregoing method embodiments.

[0149] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0150] The above description is merely a specific embodiment of the present invention, enabling those skilled in the art to understand or implement the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A battery heating control method, characterized in that, include: It obtains the vehicle's driving status, the actual battery temperature, and the actual water temperature at the engine outlet. The first target temperature and the second target temperature of the battery are determined based on the driving status and the actual water outlet temperature. Determining the first target temperature and the second target temperature of the battery based on the driving status and the actual outlet water temperature includes: If the driving state is non-sport mode, the battery charge is obtained, and the first target temperature and second target temperature of the battery are determined based on the battery charge and the actual water temperature. Determining the first target temperature and the second target temperature of the battery based on the battery charge and the actual outlet water temperature includes: if the actual outlet water temperature is less than a preset threshold, searching for the first target temperature and the second target temperature corresponding to the battery charge in a preset first temperature-charge correspondence relationship, wherein the first temperature-charge correspondence relationship includes multiple sets of correspondence relationships between charge levels and the first temperature threshold; if the actual outlet water temperature is greater than or equal to the preset threshold, searching for the first target temperature and the second target temperature corresponding to the battery charge in a preset second temperature-charge correspondence relationship, wherein the second temperature-charge correspondence relationship includes multiple sets of correspondence relationships between charge levels and the second temperature threshold; If the driving state is in sport mode, the first target temperature and the second target temperature of the battery are determined based on the battery charge level; If the actual temperature of the battery is lower than the first target temperature, a target heating strategy is determined based on the driving status and the actual outlet water temperature. Different target heating strategies correspond to different heat sources for battery heating. The battery is heated using the target heating strategy until the actual temperature reaches the second target temperature.

2. The battery heating control method according to claim 1, characterized in that, Determining the first target temperature and the second target temperature of the battery based on the battery charge includes: The first target temperature and the second target temperature corresponding to the battery capacity are found in the preset third temperature-capacity correspondence. The third temperature-capacity correspondence includes multiple sets of correspondences between capacity levels and third temperature thresholds.

3. The battery heating control method according to claim 1, characterized in that, Determining the target heating strategy based on the driving status and the actual outlet water temperature includes: If the driving state is in non-sport mode and the actual water temperature is less than a preset threshold, a first heating strategy is obtained. The first heating strategy uses a PTC heater as the heat source for battery heating and is used as the target heating strategy. If the driving state is in non-sport mode and the actual water temperature is greater than or equal to a preset threshold, a second heating strategy is obtained. The second heating strategy uses the engine heat source and the PTC heater as the heat source for battery heating, and is used as the target heating strategy. If the driving state is in Sport mode, a third heating strategy is obtained. The third heating strategy uses a PTC heater as the heat source for battery heating when the actual outlet water temperature is less than a preset threshold, and uses an engine heat source and a PTC heater as the heat source for battery heating when the actual outlet water temperature is greater than or equal to the preset threshold. This is the target heating strategy.

4. The battery heating control method according to claim 1, characterized in that, Heating the battery using the target heating strategy until the actual temperature reaches the second target temperature includes: If the target heating strategy is the first heating strategy, the first three-way proportional valve is controlled to switch from the first state of connecting the first hot circulation pipeline corresponding to the crew compartment to the second state of connecting the second hot circulation pipeline corresponding to the battery. The second target temperature of the outlet of the second hot circulation pipeline corresponding to the battery is determined according to the first target temperature. The power of the PTC heater and the duty cycle of the electronic water pump in the battery heating circuit are controlled according to the second target temperature. The second three-way proportional valve is kept in the third state of connecting the third hot circulation pipeline corresponding to the PTC heater until the actual temperature reaches the second target temperature. If the target heating strategy is the first heating strategy, control the first three-way proportional valve to switch from the first state for connecting the crew compartment heating pipe to the second state for connecting the battery side heating pipe. Determine the second target temperature of the outlet of the second thermal circulation pipe corresponding to the battery based on the first target temperature. Control the power of the PTC heater and the duty cycle of the electronic water pump in the battery heating circuit based on the second target temperature. Control the second three-way proportional valve to switch from the third state to the fourth state for connecting the fourth thermal circulation pipe corresponding to the engine until the actual temperature reaches the second target temperature. If the target heating strategy is the first heating strategy, and the actual outlet water temperature is less than a preset threshold, the first three-way proportional valve is controlled to switch from a first state for connecting the first thermal circulation pipe corresponding to the passenger compartment to a second state for connecting the second thermal circulation pipe corresponding to the battery. The power level of the PTC heater is controlled according to the first target temperature until the actual temperature reaches the second target temperature. If the actual outlet water temperature is greater than or equal to the preset threshold, the first three-way proportional valve is controlled to switch from a first state for connecting the thermal circulation pipe corresponding to the passenger compartment to a second state for connecting the second thermal circulation pipe corresponding to the battery. The power level of the PTC heater is controlled according to the first target temperature. The second three-way proportional valve is controlled to switch from the third state to the fourth state for connecting the fourth thermal circulation pipe corresponding to the engine until the actual temperature reaches the second target temperature.

5. The battery heating control method according to claim 1, characterized in that, Heating the battery using the target heating strategy until the actual temperature reaches the first target temperature further includes: Obtain the current battery level; Determine whether the current battery level has reached the next battery level corresponding to the first target temperature in a preset first temperature battery level correspondence, a preset second temperature battery level correspondence, or a preset third temperature battery level correspondence. If the current battery level has not reached the next battery level, the first target temperature and the second target temperature remain unchanged. If the current battery level reaches the next battery level, obtain the third target temperature corresponding to the next battery level as the new first target temperature, and obtain the fourth target temperature corresponding to the next battery level as the new second target temperature.

6. A battery heating system for implementing the battery heating control method as described in any one of claims 1 to 5, characterized in that, include: The battery heating circuit includes: a first three-way proportional valve, a second three-way proportional valve, a first hot circulation pipe corresponding to the passenger compartment, a second hot circulation pipe corresponding to the battery, a third hot circulation pipe corresponding to the PTC heater, a fourth hot circulation pipe corresponding to the engine, and an electronic water pump. The first connection end of the first three-way proportional valve is connected to the output end of the third heat circulation pipeline, the second connection end of the first three-way proportional valve is connected to the input end of the first heat circulation pipeline, the third connection end of the first three-way proportional valve is connected to the input end of the second heat circulation pipeline, the output ends of the first heat circulation pipeline and the second heat circulation pipeline are connected to the first connection end of the electronic water pump, the second connection end of the electronic water pump is connected to the input end of the third heat circulation pipeline, the third connection end of the electronic water pump is connected to the input end of the fourth heat circulation pipeline, and the output end of the fourth heat circulation pipeline is connected to the input end of the third heat circulation pipeline.

7. An electronic device, characterized in that, It includes a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; Memory, used to store computer programs; The processor, when executing a program stored in the memory, implements the battery heating control method according to any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a program for a battery heating control method, which, when executed by a processor, implements the steps of the battery heating control method according to any one of claims 1-5.

Images