Battery temperature control method and vehicle-mounted battery control device

Abstract

The present invention relates to the field of vehicle battery technology, and more specifically, to a battery temperature control method and an on-board battery control device. The battery temperature control method includes: obtaining the real-time temperature of a high-voltage connector of a target battery; determining whether the real-time temperature is below a first threshold; if the detected real-time temperature is less than the first threshold, controlling the maximum charge and discharge power of the target battery to be equal to the rated power of the target battery; if the detected real-time temperature is greater than or equal to the first threshold, determining whether the target battery is in a charging state or a discharging state; if it is in a discharging state, controlling the maximum charge and discharge power of the target battery according to a first rule; if it is in a charging state, controlling the maximum charge and discharge power of the target battery according to a second rule. This solves the problem of excessive battery temperature during charging and discharging and prevents fires.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle batteries, and in particular to a battery temperature control method and a vehicle-mounted battery control device. Background Art

[0002] With the rise of the new energy vehicle market, ensuring the safe operation of power batteries in high temperatures has become a key research topic. Currently, new energy vehicle power batteries are primarily lithium iron phosphate batteries and ternary lithium batteries. These two types of batteries are already widely used in new energy vehicles, ensuring a certain level of battery safety. However, due to complex factors such as the electrochemical characteristics, production processes, and operating environment of power batteries, operating in high-temperature ranges still carries the risk of thermal runaway and spontaneous combustion.

[0003] Due to the energy conversion characteristics of batteries, during both charging and discharging, when converting electrical energy into chemical energy, or vice versa, a certain amount of energy loss occurs. This energy loss is usually dissipated as heat. For automotive batteries, especially those used in large vehicles such as heavy trucks and large construction vehicles, the battery packs are typically large, resulting in poor heat dissipation performance.

[0004] Currently, battery packs are mostly cooled using hardware-based battery cooling systems to prevent the battery from operating in high-temperature ranges and potentially creating safety risks. However, cooling systems are typically limited in capacity. As battery runtime increases, heat accumulation often exceeds the cooling system's capacity, causing the battery temperature to continue to rise. Higher charge and discharge power levels can further increase the battery temperature, potentially exceeding the safe operating temperature range of the battery cell and creating risks such as thermal runaway. Summary of the Invention

[0005] In order to solve the problem of excessive battery temperature during charging and discharging and prevent fire, the present invention provides a battery temperature control method and an on-vehicle battery control device.

[0006] A first aspect of the present application provides a battery temperature control method, comprising:

[0007] Obtain the real-time temperature of the high-voltage connector of the target battery; determine whether the real-time temperature is lower than a first threshold; if the detected real-time temperature is lower than the first threshold, control the maximum charge and discharge power of the target battery to be equal to the rated power of the target battery; if the detected real-time temperature is greater than or equal to the first threshold, determine whether the target battery is in a charging state or a discharging state; if it is in a discharging state, control the maximum charge and discharge power of the target battery according to a first rule, where the first rule is: P = (0.00093x 2 -0.17x+7.827)P eIf it is in the charging state, the maximum charging power of the target battery is controlled according to the second rule. The second rule is: P = (0.00067x 2 -0.13x+6.333)P e ; Where P is the maximum charge and discharge power of the target battery, P e is the rated power of the target battery, and x is the detected real-time temperature.

[0008] In some embodiments, based on detecting that the real-time temperature is greater than or equal to a first threshold; determining whether the real-time temperature is greater than or equal to a second threshold, the second threshold is greater than the first threshold; if the real-time temperature is greater than or equal to the second threshold, determining whether the target battery is in a charging state or a discharging state; if it is in a discharging state, determining whether the vehicle where the target battery is located is in a driving state or a parked state, if it is in a driving state, limiting the maximum discharge power of the target battery to the minimum power, the minimum power being the discharge power that can maintain the vehicle's driving; if it is in a parked state, limiting the maximum discharge power of the target battery to 0; if it is in a charging state, limiting the maximum charging power of the target battery to 0.

[0009] In some embodiments, the first threshold value ranges from 65°C to 75°C.

[0010] In some embodiments, the second threshold is 90°C-98°C.

[0011] In some embodiments, the minimum power is 8%-15% of the rated power of the target battery.

[0012] In some embodiments, the battery temperature control method also includes determining whether the real-time temperature is greater than or equal to a third threshold, and the third threshold is greater than the second threshold; when the real-time temperature is greater than or equal to the third threshold, determining whether the vehicle is in a parked state; if the vehicle is in a parked state, controlling the maximum charge and discharge power of the target battery to 0, and controlling the fire extinguishing device to start.

[0013] A second aspect of the present application further provides an on-vehicle battery control device, comprising: a signal acquisition unit for acquiring the real-time temperature of a high-voltage connector of a target battery; a processing unit for determining whether the real-time temperature is lower than a first threshold and controlling the maximum charge and discharge power of the target battery; if the detected real-time temperature is lower than the first threshold, controlling the maximum charge and discharge power of the target battery to be equal to the rated power of the target battery; if the detected real-time temperature is greater than or equal to the first threshold, determining whether the target battery is in a charging state or a discharging state; if the target battery is in a discharging state, controlling the maximum charge and discharge power of the target battery according to a first rule, wherein the first rule is:

[0014] P = (0.00093x 2 -0.17x+7.827)P eIf it is in the charging state, the maximum charging power of the target battery is controlled according to the second rule, which is:

[0015] P = (0.00067x 2 -0.13x+6.333)P e ; Where P is the maximum charge and discharge power of the target battery, P e is the rated power of the target battery, and x is the detected real-time temperature.

[0016] In some embodiments, the processing unit includes a first subunit and a second subunit. The first subunit is electrically connected to the signal acquisition unit and is used to determine whether the real-time temperature is higher than a first threshold. If the real-time temperature is higher than the first threshold, the real-time temperature is transmitted to the second subunit; the second subunit is communicatively connected to the first subunit, and the second subunit is used to control the maximum charge and discharge power of the target battery according to the first rule.

[0017] In some embodiments, the second subunit is a battery management system BMS of the target battery.

[0018] In some embodiments, the second subunit is also used to determine whether the real-time temperature is greater than or equal to a second threshold, and the second threshold is greater than the first threshold; if the real-time temperature is greater than or equal to the second threshold, determine whether the target battery is in a charging state or a discharging state at this time; if it is in a discharging state, determine whether the vehicle where the target battery is located is in a driving state or a parked state; if it is in a driving state, limit the maximum discharge power of the target battery to the lowest power; if it is in a parked state, limit the maximum discharge power of the target battery to 0; if it is in a charging state, limit the maximum charging power of the target battery to 0.

[0019] In some embodiments, the first subunit is also electrically connected to a fire extinguishing device, and the fire extinguishing system can spray aerogel and extinguish open flames. The first subunit is also used to determine whether the real-time temperature is greater than or equal to a third threshold; when the real-time temperature is greater than or equal to the third threshold, the fire extinguishing device is controlled to start, and the first subunit transmits the real-time temperature to the second subsystem; the second subsystem determines whether the vehicle is in a parked state. If the vehicle is in a parked state, the power of the target battery is controlled to be 0.

[0020] In some embodiments, the fire extinguishing device includes at least one aerosol nozzle, which is capable of spraying aerosol for extinguishing fire, and the aerosol nozzle is arranged toward the high-voltage connector of the target battery.

[0021] To solve the problem of excessive battery temperature during charging and discharging and prevent fire, the present invention has the following advantages:

[0022] By obtaining the temperature of the high-voltage connector of the target battery, on the one hand, it serves as the main reference indicator of the battery heating situation; on the other hand, this place is where fire is more likely to occur. Monitoring the temperature here can well monitor whether fire and other situations occur here; comparing the real-time temperature with the first threshold value, when the temperature is lower than the first threshold value, it is considered that the target battery is in a normal working state at this time. Therefore, the maximum charge and discharge power of the target battery can be equal to the rated power of the target battery at this time, that is, the target battery is not charged and discharged with a power limit; when the real-time temperature of the target battery exceeds the first threshold value, it is considered that the battery generates a large amount of heat at this time and has the potential to cause further damage. In order to avoid the risk of thermal runaway or even fire, the target battery is judged to be in a charging state or a discharging state at this time, and the maximum charge and discharge power of the target battery is reasonably limited according to the first rule and the second rule respectively. By limiting the maximum value of the heat loss of the target battery in this control method, the target battery can be turned to the direction in which the heat dissipation is greater than the heat generation, so as to reduce the temperature of the target battery; and the first rule limits the maximum charge and discharge power of the target battery according to the real-time temperature. In the initial part of the temperature being too high, the first rule causes the maximum charge and discharge power of the target battery to drop rapidly, so as to contain the over-temperature situation as much as possible in this stage and reduce the possibility of fire as much as possible. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 A flow chart showing an embodiment of a battery temperature control method of the present application;

[0024] Figure 2 A curve showing the ratio of the maximum charge and discharge power to the rated power as a function of the real-time temperature in one embodiment of the first rule of the present application is shown;

[0025] Figure 3 A curve showing the ratio of the maximum charge and discharge power to the rated power as a function of the real-time temperature in one embodiment of the second rule of the present application is shown;

[0026] Figure 4 A flow chart showing a preferred embodiment of the battery temperature control method of the present application;

[0027] Figure 5 A structural schematic diagram of an embodiment of the vehicle-mounted battery control device of the present application is shown.

[0028] Reference numerals: 10 - signal acquisition unit; 11 - temperature sensor; 20 - processing unit; 21 - first subunit; 22 - second subunit; 30 - fire extinguishing device; 40 - target battery. DETAILED DESCRIPTION

[0029] The present disclosure will now be discussed with reference to several exemplary embodiments. It should be understood that these embodiments are discussed only to enable those skilled in the art to better understand and implement the present disclosure, rather than to imply any limitation on the scope of the present disclosure.

[0030] As used herein, the term "including" and its variations are to be interpreted as open-ended terms meaning "including, but not limited to." The term "based on" is to be interpreted as "based, at least in part, on." The terms "one embodiment" and "an embodiment" are to be interpreted as "at least one embodiment." The term "another embodiment" is to be interpreted as "at least one other embodiment." Terms such as "upper," "lower," "left," "right," "front," "back," "top," "bottom," "inner," "outer," "vertical," "horizontal," "transverse," and "longitudinal" indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. These terms are primarily intended to better describe the present application and its embodiments and are not intended to limit the devices, elements, or components indicated to having a specific orientation, or to being constructed and operated in a specific orientation. Furthermore, some of the above terms may be used to indicate other meanings besides orientation or positional relationships. For example, the term "on" may, in certain circumstances, be used to indicate a dependency or connection relationship. Those skilled in the art will understand the specific meanings of these terms in this application based on the specific circumstances. Furthermore, the terms "installed," "disposed," "provided with," "connected," and "connected" are to be interpreted broadly. For example, it can be a fixed connection, a detachable connection, or an integral structure; it can be a mechanical connection or an electrical connection; it can be a direct connection, an indirect connection through an intermediate medium, or an internal connection between two devices, elements, or components. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances. In addition, the terms "first", "second", etc. are mainly used to distinguish different devices, elements, or components (the specific types and structures may be the same or different), and are not used to indicate or imply the relative importance or quantity of the indicated devices, elements, or components. Unless otherwise specified, "plurality" means two or more.

[0031] This embodiment discloses a battery temperature control method, such as Figure 1 As shown, this may include:

[0032] Obtaining the real-time temperature of the high-voltage connector of the target battery; determining whether the real-time temperature is lower than a first threshold; if the detected real-time temperature is lower than the first threshold, controlling the maximum charge and discharge power of the target battery to be equal to the rated power of the target battery; if the detected real-time temperature is greater than or equal to the first threshold, determining whether the target battery is in a charging state or a discharging state; if it is in a discharging state, controlling the maximum charge and discharge power of the target battery according to a first rule, the first rule being:

[0033] P = (0.00093x 2 -0.17x+7.827)P e ;

[0034] If it is in the charging state, the maximum charging power of the target battery is controlled according to the second rule, which is:

[0035] P = (0.00067x 2 -0.13x+6.333)P e ;

[0036] Among them, P is the maximum charge and discharge power of the target battery, P e is the rated power of the target battery, and x is the detected real-time temperature.

[0037] In the above technical solution, in new energy vehicles, the battery can be connected to the vehicle through a high-voltage connector and power can be transmitted. Therefore, this place can be regarded as a location prone to high temperature conditions, and therefore, it is also more likely to cause a fire. By obtaining the temperature at the high-voltage connector of the target battery, on the one hand, it serves as the main reference indicator of the battery heating situation. On the other hand, this location is a location where fire is more likely to occur. By monitoring the temperature here, it is possible to well monitor whether a fire or the like occurs here. By comparing the real-time temperature with a first threshold, when the temperature is lower than the first threshold, it is considered that the target battery is in a normal working state at this time. Therefore, at this time, the maximum charge and discharge power of the target battery can be made equal to the rated power of the target battery, that is, the target battery is not subject to a power limit for charge and discharge. When the real-time temperature of the target battery exceeds a first threshold, it is considered that the battery is generating a large amount of heat and is at risk of further thermal runaway or even fire. At this time, the target battery is judged to be in a charging state or a discharging state, and the maximum charge and discharge power of the target battery is reasonably limited according to the first rule and the second rule, respectively. This control method limits the maximum value of the heat loss of the target battery, allowing it to shift in a direction where the heat dissipation is greater than the heat generation, thereby reducing the temperature of the target battery. In addition, the first rule limits the maximum charge and discharge power of the target battery based on the real-time temperature. In the initial stage of excessive temperature, the first rule causes the maximum charge and discharge power of the target battery to drop rapidly, in order to contain the excessive temperature at this stage as much as possible and minimize the possibility of fire.

[0038] It should be noted that obtaining the real-time temperature of the high-voltage connector of the target battery can be achieved by using a temperature sensor combined with a certain control circuit. The target battery can be a complete vehicle battery pack or only the battery cells within the battery pack.

[0039] like Figure 2 as well as Figure 3 As shown, the first threshold value can be selectively set according to the battery model, power and vehicle conditions. Due to the heat generation of the battery itself, its temperature in the working state is very likely to be higher than the ambient temperature, especially in the summer when the ambient temperature is high. The temperature of the battery will gradually increase after long-term operation. Since the purpose of the above technical solution is to prevent the battery from overheating during the charging and discharging process and to prevent fire, the first threshold value can be set to the rated operating temperature of the battery, or slightly higher than the rated operating temperature of the battery. That is, when the temperature of the battery exceeds its rated operating temperature, its maximum charge and discharge power begins to be limited. Since the charge and discharge power of the battery in actual use is usually not a fixed value, especially during the discharge process, that is, when the vehicle is running, the above solution only limits its maximum charge and discharge power, not the actual charge and discharge power. The battery can actually operate at a power lower than the maximum charge and discharge power.

[0040] If, for some reason, the detected real-time temperature does not drop but continues to rise, especially when it rises to a higher temperature, it can be considered that the possibility of fire is high at this time. Figure 2 、 Figure 3 as well as Figure 4 As shown, based on detecting that the real-time temperature is greater than or equal to a first threshold; judging whether the real-time temperature is greater than or equal to a second threshold, the second threshold is greater than the first threshold; if the real-time temperature is greater than or equal to the second threshold, judging whether the target battery is in a charging state or a discharging state at this time; if it is in a discharging state, judging whether the vehicle where the target battery is located is in a driving state or a parked state, if it is in a driving state, limiting the maximum discharge power of the target battery to the minimum power, and the minimum power is the discharge power that can maintain the vehicle's driving; if it is in a parked state, limiting the maximum discharge power of the target battery to 0; if it is in a charging state, limiting the maximum charging power of the target battery to 0.

[0041] Since the actual situation of the vehicle is completely different in the charging and discharging states, generally speaking, the battery charging process is usually when the vehicle stops running and is parked at a charging station, or the battery has been removed from the vehicle and placed at a battery swap station for recharging. At this time, the vehicle is actually in a relatively stable parking state, and there may be no drivers or passengers on the vehicle. In order to complete charging as soon as possible, the battery charging power can be further reduced to try to reduce the heat generated by the battery, or you can choose to stop charging the battery at this time to stop the battery from heating up.

[0042] However, for a battery in a discharged state, at this time, the vehicle in which it is located is very likely to be in a moving state, on the road, and under the control of the driver and passengers. If the discharge power of the battery is reduced too low, it may be difficult to maintain the vehicle's continued driving, and it is very likely to further cause the vehicle to suddenly stop on the road, etc., which is very dangerous for both the vehicle and the driver and passengers. Therefore, when the real-time temperature of the target battery continues to rise to the second threshold, the maximum discharge power of the target battery can be limited to a lower level, such as selecting the lowest power that can maintain the vehicle crawling at a low speed. At this time, sound, light, and electrical warning information can also be issued to the driver and passengers, prompting them to stop as soon as possible. After confirming that the vehicle has stopped, the target battery is controlled to stop discharging, so that the target battery can cool down as soon as possible.

[0043] As an optional implementation, Figure 2 as well as Figure 3 As shown, the value range of the first threshold is 65°C-75°C, and more preferably, it can be set to 70°C.

[0044] As an optional implementation, Figure 2 as well as Figure 3 As shown, the second threshold is 90° C.-98° C., more preferably, it is set to 95° C. When the temperature of the target battery reaches the second threshold, it can be considered that the possibility of battery fire is very high.

[0045] Alternatively, as Figure 2 As shown, the minimum power is 8%-15% of the rated power of the target battery. Preferably, it is set to 10% of the rated power of the target battery. The selection of the minimum power can be actually selected according to parameters such as the battery model and rated power. For batteries with smaller rated power, the ratio of the minimum power to the rated power can be appropriately increased to avoid sudden stops of the vehicle due to battery power limitations.

[0046] like Figure 2 as well as Figure 3 As shown, the first threshold is set to 70°C. According to the first rule, the maximum charge and discharge power of the battery will be limited to 50% of the rated power at this time. If the temperature continues to rise, for example, when it rises to 80°C, the maximum charge and discharge power will be 20% of the rated power. That is, when the current temperature of the target battery just begins to exceed the set first threshold, as the temperature rises, the maximum charge and discharge power of the battery will be quickly reduced to a lower level, in order to prevent thermal runaway and other situations at this stage.

[0047] In addition, if Figure 4As shown, the battery temperature control method also includes determining whether the real-time temperature is greater than or equal to a third threshold, and the third threshold is greater than the second threshold; when the real-time temperature is greater than or equal to the third threshold, determining whether the vehicle is in a parked state; if the vehicle is in a parked state, controlling the maximum charge and discharge power of the target battery to 0, and controlling the fire extinguishing device to start.

[0048] The third threshold value can be set to 95°C-105°C, preferably, 100°C. When the temperature of the target battery reaches the second threshold value, according to the first rule, the maximum charge and discharge power of the battery has been limited to a lower level. Even if the battery is still in working condition, the heat generated by it has been reduced to a lower level. Therefore, if the battery is in normal condition at this time, the real-time temperature of the target battery will gradually decrease. However, in reality, because the battery has already accumulated a lot of heat, even if the battery's heat generation is lower than its heat dissipation, the battery temperature may still rise briefly to a certain temperature even if there is no fire. Therefore, the difference between the second threshold and the third threshold can prevent misjudgment of whether a fire has occurred. For a normal battery, when it stops operating or operates at extremely low power, its temperature is unlikely to rise to the third threshold. Therefore, when the temperature of the target battery rises to the third threshold, it can be considered that a fire has occurred. At this time, the maximum charge and discharge power of the battery is limited to 0, that is, the battery is controlled to stop operating, and the corresponding fire extinguishing device is activated. The fire extinguishing device usually also has the function of reducing the temperature. Therefore, even if there is no fire, its cooling effect can effectively prevent the occurrence of a fire. Among them, the fire extinguishing device can be set on the outside of the battery pack or on the inside of the battery pack, and the specific selection can be made according to the actual situation.

[0049] The second aspect of the present application also provides a vehicle-mounted battery control device, such as Figure 5 As shown, it includes: a signal acquisition unit 10, which is used to obtain the real-time temperature of the high-voltage connector of the target battery 40; a processing unit 20, which is used to determine whether the real-time temperature is lower than a first threshold and control the maximum charge and discharge power of the target battery 40; if the detected real-time temperature is lower than the first threshold, the maximum charge and discharge power of the target battery 40 is controlled to be equal to the rated power of the target battery 40; if the detected real-time temperature is greater than or equal to the first threshold, it is determined whether the target battery is in a charging state or a discharging state; if it is in a discharging state, the maximum charge and discharge power of the target battery 40 is controlled according to a first rule, and the first rule is:

[0050] P = (0.00093x 2 -0.17x+7.827)P e ;

[0051] If it is in the charging state, the maximum charging power of the target battery is controlled according to the second rule, which is:

[0052] P = (0.00067x 2 -0.13x+6.333)P e ;

[0053] Wherein, P is the maximum charge and discharge power of the target battery 40, P e is the rated power of the target battery 40 , and x is the detected real-time temperature.

[0054] In this embodiment, the signal acquisition unit 10 may include a temperature sensor 11 disposed at a high-voltage connector. There may be multiple high-voltage connectors. Accordingly, the temperature sensor 11 may be disposed in a one-to-one correspondence with the high-voltage connector. The temperature information collected by the temperature sensor 11 may be transmitted to the processing unit 20 via a wired or wireless method. In the case of including multiple temperature sensors 11, the maximum value collected from them and the first threshold value may be selected for judgment. The processing unit 20 may be a device with computing and control capabilities, such as an onboard computer. Specifically, the processing unit 20 may be a single device or multiple processing modules or devices electrically or communicatively connected. The specific configuration may be based on the actual vehicle conditions.

[0055] As an optional implementation, Figure 5 As shown, the processing unit 20 includes a first subunit 21 and a second subunit 22. The first subunit 21 is electrically connected to the signal acquisition unit 10 and is used to determine whether the real-time temperature is higher than the first threshold. If the real-time temperature is higher than the first threshold, the real-time temperature is transmitted to the second subunit 22; the second subunit 22 is communicatively connected to the first subunit 21, and the second subunit 22 is used to control the maximum charge and discharge power of the target battery 40 according to the first rule.

[0056] Among them, the first subunit 21 can be a part of the on-board computer. Generally speaking, since the high-voltage connector is the interface position for power transmission between the battery pack and the vehicle, this position is on the outside of the battery pack shell, and the temperature sensor 11 is usually connected to the first subunit 21 by wire. In order to facilitate the setting, the first subunit 21 can be selected to be integrated into the on-board computer, which can be a chip or computer device that can execute programs; or it can also be a remotely connected server or other device that communicates with the vehicle through the Internet of Things. Further, it can also obtain data from the temperature sensor 11 and transmit the results back to the vehicle after processing.

[0057] Specifically, as an optional implementation, the second subunit 22 is a battery management system BMS of the target battery 40 .

[0058] The battery management system (BMS) is usually a device built into the battery that is used to control battery parameters and communicate with the vehicle. This setting can simplify the device structure.

[0059] Furthermore, in one embodiment, the second subunit 22 is also used to determine whether the real-time temperature is greater than or equal to a second threshold value, and the second threshold value is greater than the first threshold value; if the real-time temperature is greater than or equal to the second threshold value, determine whether the target battery 40 is in a charging state or a discharging state at this time; if it is in a discharging state, determine whether the vehicle where the target battery is located is in a driving state or a parked state, if it is in a driving state, limit the maximum discharge power of the target battery 40 to the minimum power; if it is in a parked state, limit the maximum discharge power of the target battery to 0; if it is in a charging state, limit the maximum charging power of the target battery to 0.

[0060] In one embodiment, Figure 5 As shown, the first subunit 21 is also electrically connected to the fire extinguishing device 30. The fire extinguishing system can spray aerogel and extinguish open flames. The first subunit 21 is also used to determine whether the real-time temperature is greater than or equal to a third threshold value; when the real-time temperature is greater than or equal to the third threshold value, the fire extinguishing device 30 is controlled to start, and the first subunit 21 transmits the real-time temperature to the second subsystem; the second subsystem determines whether the vehicle is in a parked state. If the vehicle is in a parked state, the power of the target battery 40 is controlled to be 0.

[0061] In actual situations, the target battery 40 may be arranged on a support frame for fixing and mounting the target battery 40 , a single battery or multiple batteries may be selectively arranged on the support frame, and the fire extinguishing device 30 may be fixed on the support frame.

[0062] Specifically, the fire extinguishing device 30 includes at least one aerosol nozzle, which can spray aerosol for extinguishing fire. The aerosol nozzle is arranged toward the high-voltage connector of the target battery 40 .

[0063] Because the support frame, once the battery pack is installed, has less space available for other equipment, the fire extinguishing device 30 may also include a storage tank for aerosol, which is connected to the aerosol nozzle via a connecting tube. This allows aerosol storage to be stored without occupying space on the support frame, reducing the impact on the battery pack space. The aforementioned aerosol specifically refers to an aerosol capable of extinguishing fires. It primarily consists of an inert gas that, after being sprayed, covers the area where the fire needs to be extinguished and blocks air. It evaporates naturally after a certain period of time, facilitating post-fire disposal.

[0064] Those skilled in the art will appreciate that the above-mentioned embodiments are specific examples for implementing the present disclosure, and that in actual applications, various changes may be made thereto in form and detail without departing from the scope of the present disclosure.

Claims

1. A battery temperature control method, characterized in that: The battery temperature control method includes: Obtain the real-time temperature of the high-voltage connector of the target battery; Determining whether the real-time temperature is lower than a first threshold; If the detected real-time temperature is less than a first threshold, controlling the maximum charge and discharge power of the target battery to be equal to the rated power of the target battery; If it is detected that the real-time temperature is greater than or equal to a first threshold, determining whether the target battery is in a charging state or a discharging state; If it is the discharging state, the maximum discharge power of the target battery is controlled according to a first rule, where the first rule is: P=(0.00093x 2 -0.17x+7.827)P e ; If the target battery is in the charging state, the maximum charging power of the target battery is controlled according to a second rule, where the second rule is: P=(0.00067x 2 -0.13x+6.333)P e ; Wherein, P is the maximum charge and discharge power of the target battery, P e is the rated power of the target battery, and x is the detected real-time temperature; Based on detecting that the real-time temperature is greater than or equal to a first threshold; Determining whether the real-time temperature is greater than or equal to a second threshold, where the second threshold is greater than the first threshold; If the real-time temperature is greater than or equal to the second threshold, determining whether the target battery is in the charging state or the discharging state; If the target battery is in the discharging state, determining whether the vehicle in which the target battery is located is in a driving state or a parked state; if the target battery is in the driving state, limiting the maximum discharge power of the target battery to a minimum power, where the minimum power is a discharge power that can maintain vehicle driving; if the target battery is in the parked state, limiting the maximum discharge power of the target battery to 0; If it is the charging state, the maximum charging power of the target battery is limited to 0.

2. A battery temperature control method according to claim 1, characterized in that: The first threshold value ranges from 65°C to 75°C.

3. The battery temperature control method according to claim 1, characterized in that: The second threshold is 90°C-98°C.

4. The battery temperature control method according to claim 1, characterized in that: The minimum power is 8%-15% of the rated power of the target battery.

5. The battery temperature control method according to claim 1, characterized in that: The battery temperature control method further includes determining whether the real-time temperature is greater than or equal to a third threshold, the third threshold being greater than the second threshold; When the real-time temperature is greater than or equal to the third threshold, determining whether the vehicle is in a parked state; If the vehicle is in the parked state, the maximum charge and discharge power of the target battery is controlled to be 0, and a fire extinguishing device is controlled to be activated.

6. A vehicle-mounted battery control device, It is characterized in that It includes: a signal acquisition unit for obtaining the real-time temperature of the high-voltage connector of the target battery; a processing unit, configured to determine whether the real-time temperature is lower than a first threshold and control the maximum charge and discharge power of the target battery; If the detected real-time temperature is less than a first threshold, controlling the maximum charge and discharge power of the target battery to be equal to the rated power of the target battery; If it is detected that the real-time temperature is greater than or equal to a first threshold, determining whether the target battery is in a charging state or a discharging state; If it is the discharging state, the maximum discharge power of the target battery is controlled according to a first rule, where the first rule is: P=(0.00093x 2 -0.17x+7.827)P e ; If the target battery is in the charging state, the maximum charging power of the target battery is controlled according to a second rule, where the second rule is: P=(0.00067x 2 -0.13x+6.333)P e ; Wherein, P is the maximum charge and discharge power of the target battery, P e is the rated power of the target battery, and x is the detected real-time temperature; The processing unit includes a first subunit and a second subunit, The second subunit is further configured to determine whether the real-time temperature is greater than or equal to a second threshold, the second threshold being greater than the first threshold; If the real-time temperature is greater than or equal to the second threshold, it is determined whether the target battery is in the charging state or the discharging state at this time. If the target battery is in the discharging state, determining whether the vehicle in which the target battery is located is in a driving state or a parking state; if the target battery is in the driving state, limiting the maximum discharge power of the target battery to a minimum power; if the target battery is in the parking state, limiting the maximum discharge power of the target battery to 0; If it is the charging state, the maximum charging power of the target battery is limited to 0.

7. The vehicle-mounted battery control device according to claim 6, characterized in that: The first subunit is electrically connected to the signal acquisition unit and is used to determine whether the real-time temperature is higher than the first threshold, and if the real-time temperature is higher than the first threshold, transmit the real-time temperature to the second subunit; The second subunit is communicatively connected to the first subunit, and the second subunit is configured to control the maximum charge and discharge power of the target battery according to a first rule.

8. The vehicle-mounted battery control device according to claim 7, characterized in that: The second subunit is a battery management system BMS of the target battery.

9. The vehicle-mounted battery control device according to claim 7, characterized in that: The first subunit is also electrically connected to a fire extinguishing device capable of spraying aerogel and extinguishing an open flame. The first subunit is also used to determine whether the real-time temperature is greater than or equal to a third threshold; When the real-time temperature is greater than or equal to the third threshold, the fire extinguishing device is controlled to start, and the first sub-unit transmits the real-time temperature to the second sub-unit; The second subunit determines whether the vehicle is in a parking state, and controls the power of the target battery to be 0 if the vehicle is in the parking state.

10. The vehicle-mounted battery control device according to claim 9, characterized in that: The fire extinguishing device includes at least one aerosol nozzle, which can spray aerosol for extinguishing fire, and the aerosol nozzle is arranged toward the high-voltage connector of the target battery.

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