Battery heating control system, method and vehicle

Abstract

The present application provides a battery heating control system, method, and vehicle. The battery heating control system includes a battery module, a voltage regulator module, a motor module, and a control module. The voltage regulator module is connected to the battery module. The first end of the motor module is connected to the third end of the voltage regulator module and the first end of the battery module, and the second end of the motor module is connected to the fourth end of the voltage regulator module and the second end of the battery module. The control module obtains the battery temperature of the battery module. When the battery temperature is less than or equal to a first preset temperature, the voltage regulator module outputs a voltage to the motor module and heats the battery module. When the battery temperature is greater than or equal to a second preset temperature, the control module controls the voltage regulator module to stop operating, and the battery module outputs a voltage to the motor module. The battery heating control system heats the battery module to improve the battery discharge efficiency and capacity of the battery module in low-temperature environments, thereby improving the operational reliability of the motor module in low-temperature environments.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more particularly, to a battery heating control system, method, and vehicle. Background Art

[0002] Currently, new energy vehicles are generally equipped with power batteries to provide power for the vehicle and the drive motor. However, when the power battery is at a low temperature, its discharge efficiency and capacity will decrease. This reduced discharge efficiency makes it difficult for the power battery to drive the drive motor, affecting the normal operation of the vehicle. At the same time, the reduced power battery capacity will also reduce the vehicle's range and affect the user experience. Summary of the Invention

[0003] The present application provides a battery heating control system, method and vehicle, which aim to solve the problem that at lower temperatures, the battery discharge efficiency and capacity of the power battery will decrease, making it difficult to start the drive motor, affecting the normal operation and cruising range of the vehicle.

[0004] In a first aspect, a battery heating control system is provided, which includes a battery module, a voltage regulating module, a motor module and a control module; the first end of the voltage regulating module is connected to the first end of the battery module, and the second end of the voltage regulating module is connected to the second end of the battery module; the first end of the motor module is connected to the third end of the voltage regulating module and the first end of the battery module, and the second end of the motor module is connected to the fourth end of the voltage regulating module and the second end of the battery module; the control module is connected to the battery module and the voltage regulating module, and the control module is used to obtain the battery temperature of the battery module. When the battery temperature is less than or equal to a first preset temperature, the control module controls the voltage regulating module to work, and the voltage regulating module outputs voltage to the motor module and heats the battery module; when the battery temperature is greater than or equal to a second preset temperature, the control module controls the voltage regulating module to stop working, and the battery module outputs voltage to the motor module; wherein the first preset temperature is lower than the second preset temperature.

[0005] In the above technical solution, when the battery temperature received by the control module is less than or equal to the first preset temperature, the control module controls the voltage regulating module to operate so that the voltage regulating module outputs voltage to the motor module. That is, at this time, the voltage regulating module supplies power to the motor module to enable the motor module to operate normally, thereby ensuring the operational reliability of the motor module in a low-temperature environment. In addition, when the voltage regulating module operates, it releases heat to heat the battery module, thereby increasing the battery temperature of the battery module. When the battery temperature of the battery module increases, the battery discharge efficiency and capacity of the battery module also increase accordingly, so that even in a low-temperature environment, the battery module can have a higher battery discharge efficiency and capacity, that is, the vehicle's cruising range in a low-temperature environment is improved, thereby improving the user experience. Secondly, when the battery temperature received by the control module is greater than or equal to the second preset temperature, the voltage regulating module is no longer required to heat the battery module. The control module controls the voltage regulating module to stop operating to avoid additional energy loss caused by the voltage regulating module. At this time, the battery module outputs voltage to the motor module. That is, the battery module supplies power to the motor module to enable the motor module to operate normally.

[0006] In combination with the first aspect, in some possible implementations, the battery module includes a power battery and a first heat exchange unit connected to the power battery, the voltage regulation module includes a voltage regulation circuit and a second heat exchange unit connected to the voltage regulation circuit, and the first heat exchange unit and the second heat exchange unit are communicated; the control module is connected to the power battery and the voltage regulation circuit, and the control module is used to obtain the battery temperature. When the battery temperature is less than or equal to a first preset temperature, the control module controls the voltage regulation circuit to operate, and the second heat exchange unit performs heat exchange with the first heat exchange unit to heat the power battery; when the battery temperature is greater than or equal to the second preset temperature, the control module controls the voltage regulation circuit to stop operating.

[0007] In the above technical solution, after the voltage regulating circuit is working, heat exchange is carried out between the first heat exchange unit and the second heat exchange unit to achieve heating of the power battery. The heating effect is better, and the first heat exchange unit and the second heat exchange unit in the battery heating control system are reused. There is no need to set up additional heat exchange devices, which saves a certain amount of production costs.

[0008] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the voltage regulating circuit includes a first switch unit, an inductor, a second switch unit and a first capacitor; the first end of the first switch unit is connected to the positive electrode of the power battery, the second end of the first switch unit is connected to one end of the inductor, the other end of the inductor is connected to the first end of the second switch unit, the first plate of the first capacitor and the first end of the motor module, the second end of the second switch unit is connected to the second plate of the first capacitor and the negative electrode of the power battery, and the control module is connected to the controlled end of the first switch unit and the controlled end of the second switch unit to control the first switch unit and the second switch unit to be turned on or off.

[0009] In the above technical solution, after the voltage regulating circuit is working, the control module can control the first switch unit and / or the second switch unit to be frequently turned on and off to generate a large amount of heat, and recover this part of the heat through the second heat exchange unit to achieve heating of the power battery. The heating effect is better, and the first heat exchange unit and the second heat exchange unit in the battery heating control system are reused. There is no need to set up additional heat exchange devices, which saves a certain amount of production costs.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, when the battery temperature is less than or equal to a first preset temperature, the control module controls the operation of the voltage regulating circuit, and the voltage regulating circuit includes a first operating mode and a second operating mode, and the first operating mode and the second operating mode are alternately performed; wherein, in the first operating mode, the control module controls the first switch unit to be turned on and the second switch unit to be turned on; in the second operating mode, the control module controls the first switch unit to be turned on and the second switch unit to be turned off.

[0011] In the above technical solution, the first working mode (i.e., energy storage mode) and the second working mode (i.e., boost mode) constitute a complete "single cycle". After the first "single cycle", the voltage stored in the first capacitor is an increased voltage. When the voltage regulating circuit enters the first working mode in the next "single cycle", the first capacitor will provide a supply voltage to the motor module, and the supply voltage matches the rated voltage of the motor module, so that the motor module can operate at the rated voltage, that is, the motor module can operate at the optimal efficiency point, so as to reduce the loss in the process of converting electrical energy into mechanical energy, thereby improving the overall energy utilization efficiency of the motor module, and ensuring the power output reliability of the motor module in a low-temperature environment, thereby improving the user experience in a low-temperature environment.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the voltage regulating circuit also includes a first diode, the positive electrode of the first diode is connected to the other end of the inductor and the first end of the second switching unit, and the negative electrode of the first diode is connected to the first plate of the first capacitor.

[0013] In the above technical solution, when the voltage regulating circuit operates in the second operating mode, the second switching unit is turned off, and the energy stored in the inductor needs to be released. At this time, the first diode is forward-conducted to provide a freewheeling path for the current in the inductor, allowing the current to flow to the first capacitor, thereby avoiding the voltage spike caused by the sudden interruption of energy in the inductor, which may cause damage to other components in the voltage regulating circuit. Furthermore, when the voltage regulating circuit operates in the first operating mode in the next "single cycle", the first diode can prevent the electrical energy in the first capacitor from flowing back into the inductor, thereby ensuring that the electrical energy in the first capacitor can flow to the motor module, thereby ensuring the operating reliability of the motor module.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the voltage regulating circuit also includes a second diode, the positive electrode of the second diode is connected to the second end of the second switch unit and the negative electrode of the power battery, and the negative electrode of the second diode is connected to the second end of the first switch unit and one end of the inductor.

[0015] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the battery heating control system also includes a third switch unit and a fourth switch unit; the first end of the third switch unit is connected to the first end of the battery module, the second end of the third switch unit is connected to the first end of the motor module, and the controlled end of the third switch unit is connected to the control module; the first end of the fourth switch unit is connected to the second end of the battery module, the second end of the fourth switch unit is connected to the second end of the motor module, and the controlled end of the fourth switch unit is connected to the control module.

[0016] In the above technical solution, the control module can control the battery module to provide power supply voltage to the motor module, or control the battery module to stop providing power supply voltage to the motor module by controlling the on and off of the third switch unit and the fourth switch unit, which is easy to operate.

[0017] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the motor module includes a drive motor, a motor controller and a second capacitor; the three-phase winding of the drive motor is connected to the motor controller, the first plate of the second capacitor is connected to the third end of the voltage regulation module, the second end of the third switch unit and the first end of the motor controller, and the second plate of the second capacitor is connected to the fourth end of the voltage regulation module, the second end of the fourth switch unit and the second end of the motor controller.

[0018] In the above technical solution, when the vehicle is downhill or in other special driving scenarios, the drive motor will recover energy and charge the first capacitor and the second capacitor through the motor controller. At this time, the frequency of energy recovery is usually at least several hundred times per second, that is, a large amount of heat will be generated when the first capacitor is reused during the energy recovery process. This part of the heat can also heat the battery module to further improve the heating effect of the battery heating control system.

[0019] In a second aspect, an embodiment of the present application provides a battery heating control method, which is applied to the battery heating control system described in any optional embodiment of the first aspect. The method includes:

[0020] Get the battery temperature of the battery module;

[0021] When the battery temperature is less than or equal to a first preset temperature, the voltage regulating module is controlled to operate, and the voltage regulating module outputs voltage to the motor module and heats the battery module;

[0022] When the battery temperature is greater than or equal to the second preset temperature, the voltage regulating module is controlled to stop working, and the battery module outputs voltage to the motor module.

[0023] In a third aspect, an embodiment of the present application provides a vehicle, comprising the battery heating control system described in any optional manner in the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 1 is a broken line diagram illustrating the relationship between the internal resistance and temperature of a battery module provided in an embodiment of the present application;

[0025] Figure 2 1 is a broken line diagram illustrating the relationship between battery discharge efficiency and temperature, provided in an embodiment of the present application;

[0026] Figure 3 This is a schematic diagram of the module structure of a battery heating control system provided in an embodiment of the present application;

[0027] Figure 4 This is a schematic diagram of the module structure of another battery heating control system provided in an embodiment of the present application;

[0028] Figure 5 This is a schematic diagram of the circuit structure of a battery heating control system provided in an embodiment of the present application;

[0029] Figure 6 This is a circuit diagram of another battery heating control system provided in an embodiment of the present application;

[0030] Figure 7 This is a circuit diagram of another battery heating control system provided in an embodiment of the present application;

[0031] Figure 8 This is a circuit diagram of another battery heating control system provided in an embodiment of the present application;

[0032] Figure 9 This is a circuit diagram of another battery heating control system provided in an embodiment of the present application;

[0033] Figure 10 This is a circuit diagram of another battery heating control system provided in an embodiment of the present application;

[0034] Figure 11 This is a flow chart of a battery heating control method provided in an embodiment of the present application.

[0035] Among them, the reference numerals in the figures are:

[0036] 1. Battery heating control system; 11. Battery module; 111. Power battery; 112. First heat exchange unit; 12. Voltage regulation module; 121. Voltage regulation circuit; 122. Second heat exchange unit; 1211. First switch unit; 1212. Second switch unit; 13. Motor module; 131. Drive motor; 1311. Three-phase winding; 132. Motor controller; 14. Control module; 15. Third switch unit; 16. Fourth switch unit; 2. Overflow device;

[0037] C1, first capacitor; C2, second capacitor; L, inductor; D1, first diode; D2, second diode. DETAILED DESCRIPTION

[0038] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more than two.

[0039] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0040] Internal combustion engine vehicles (such as gasoline vehicles, diesel vehicles, etc.) emit carbon dioxide and other harmful gases during driving, causing certain environmental pollution. In order to reduce environmental pollution and improve air quality, new energy vehicles are currently widely used in various scenarios instead of internal combustion engine vehicles. Compared with internal combustion engine vehicles, new energy vehicles do not directly emit exhaust gas during driving, are more environmentally friendly, and have higher energy efficiency conversion rates and lower maintenance costs. Therefore, more and more people are starting to use new energy vehicles as a means of transportation. New energy vehicles are usually equipped with power batteries to provide power for the vehicle and drive motor. However, the capacity of the power battery is limited, resulting in a limited range of new energy vehicles, which cannot meet the needs of driving over longer distances. In addition, compared with internal combustion engine vehicles, new energy vehicles have a slower charging speed, and there are far fewer charging facilities for new energy vehicles than gas stations.

[0041] To this end, a hybrid vehicle is provided in the related art. The hybrid vehicle combines two drive systems, a traditional internal combustion engine (i.e., an engine) and a drive motor. Compared with pure internal combustion engine vehicles, hybrid vehicles can reduce fuel consumption and emissions, and have higher overall energy efficiency. Compared with pure electric vehicles among new energy vehicles, hybrid vehicles are not limited by the capacity limit of the power battery, and can meet the driving needs under longer distances. In addition, in urgent situations, hybrid vehicles do not rely on long-term charging, but can directly refuel at gas stations to continue driving, thereby improving user experience. Among them, the operating point of the engine can be adjusted according to the performance characteristics of the engine. For example, according to the engine speed and torque, a region with a lower fuel consumption rate is selected as the operating range of the engine. If the engine does not operate in this region, the engine torque can be adjusted accordingly through the power generation and assistance of the drive motor to make the engine operate in this economic range, thereby achieving the purpose of reducing emissions and reducing fuel consumption.

[0042] Current hybrid vehicles usually have multiple operating modes to meet different usage requirements. For example, the first is pure electric drive, in which the engine does not work and the drive motor is completely driven by the power battery; the second is engine-driven power generation, in which the engine is used to generate electricity for the power battery, which then drives the drive motor; the third is independent engine drive, in which the power battery and the drive motor do not work, and the transmission system is completely driven by the engine; the fourth is parallel mode, that is, while the engine drives the transmission system, the power battery also supplies power to the drive motor, which is equivalent to the "engine" and "power battery and drive motor" working in parallel.

[0043] For the above-mentioned pure electric vehicles and hybrid vehicles, the battery performance of the power battery has a huge impact on the power of the entire vehicle. At present, the power battery is mainly based on lithium batteries. Lithium batteries are a device that converts electrical energy into chemical energy storage through chemical reactions and converts chemical energy into electrical energy through chemical reactions when in use. Compared with other power sources, lithium batteries are more sensitive to temperature. When the power battery is at a lower temperature, the battery discharge efficiency of the power battery will decrease. The decrease in battery discharge efficiency may make it difficult for the power battery to drive the drive motor, thereby affecting the normal operation of the vehicle. Specifically, there is usually current circulation inside the power battery, please refer to Figure 1 and Figure 2 As shown, the internal resistance of a power battery remains stable only when the temperature exceeds 10°C (degrees Celsius). The lower the temperature, the greater the internal resistance of the power battery, which in turn leads to lower discharge efficiency. The higher the temperature, the higher the discharge efficiency. At the same time, when the power battery is at a low temperature, its capacity will also decrease, which will in turn reduce the vehicle's range and affect the user experience.

[0044] To this end, an embodiment of the present application provides a battery heating control system, a battery heating control method and a vehicle. The battery heating control system can heat the battery module to improve the battery discharge efficiency and capacity of the battery module in a low-temperature environment, thereby improving the operating reliability of the motor module in a low-temperature environment, so as to improve the driving reliability of the vehicle in a low-temperature environment.

[0045] The following is an illustrative introduction to the battery heating control system, battery heating control method, and vehicle provided in the embodiments of the present application with reference to the accompanying drawings.

[0046] An embodiment of the present application provides a vehicle. In order to ensure the driving reliability of the vehicle in a low-temperature environment, the vehicle provided by the present application is equipped with a battery heating control system. The battery heating control system heats the battery module to improve the battery discharge efficiency and capacity of the battery module in a low-temperature environment, thereby improving the driving reliability of the vehicle in a low-temperature environment.

[0047] In one example, if Figure 3 As shown, the battery heating control system 1 includes a battery module 11, a voltage regulating module 12, a motor module 13, and a control module 14, wherein a first end of the voltage regulating module 12 is connected to a first end of the battery module 11, a second end of the voltage regulating module 12 is connected to a second end of the battery module 11, a first end of the motor module 13 is connected to a third end of the voltage regulating module 12 and a first end of the battery module 11, a second end of the motor module 13 is connected to a fourth end of the voltage regulating module 12 and a second end of the battery module 11, and the control module 14 is connected to the battery module 11 and the voltage regulating module 12. It is worth noting that the control module 14 and the voltage regulating module 12 can be directly electrically connected or indirectly electrically connected, for example, by a drive circuit. This application does not impose specific restrictions on this, and therefore the connection relationship between the control module 14 and the voltage regulating module 12 is not directly shown in the figure.

[0048] The control module 14 is configured to obtain the battery temperature of the battery module 11. It is worth noting that the battery module 11 is typically equipped with a temperature sensor to monitor the battery temperature of the battery module 11 in real time. The control module 14 is connected to the temperature sensor in the battery module 11 to receive the battery temperature from the temperature sensor. A first preset temperature and a second preset temperature are set within the control module 14, with the first preset temperature being lower than the second preset temperature. When the battery temperature received by the control module 14 is lower than or equal to the first preset temperature, the battery temperature of the battery module 11 is too low, resulting in a decrease in the battery discharge efficiency and capacity of the battery module 11. Therefore, heating the battery module 11 is necessary to improve the battery discharge efficiency and capacity of the battery module 11. When the battery temperature received by the control module 14 is higher than or equal to the second preset temperature, the battery temperature of the battery module 11 is at room temperature and does not affect the battery discharge efficiency and capacity of the battery module 11. Therefore, heating the battery module 11 is not necessary.

[0049] For example, assuming that the first preset temperature is 10°C and the second preset temperature is 20°C, when the battery temperature received by the control module 14 is less than or equal to the first preset temperature (10°C), the control module 14 will control the voltage regulating module 12 to operate so that the voltage regulating module 12 outputs voltage to the motor module 13. That is, at this time, the voltage regulating module 12 supplies power to the motor module 13 so that the motor module 13 can operate normally, thereby ensuring the operational reliability of the motor module 13 in a low-temperature environment. When the voltage regulating module 12 is operating, it will release heat to heat the battery module 11, thereby increasing the battery temperature of the battery module 11. When the battery temperature of the battery module 11 increases, the battery discharge efficiency and capacity of the battery module 11 will also increase accordingly, so that even in a low-temperature environment, the battery module 11 can have a higher battery discharge efficiency and capacity, that is, the vehicle's cruising range in a low-temperature environment is improved, thereby improving the user experience. Secondly, when the battery temperature received by the control module 14 is greater than or equal to the second preset temperature (20°C), the voltage regulating module 12 does not need to heat the battery module 11. The control module 14 will control the voltage regulating module 12 to stop working to avoid additional energy loss caused by the operation of the voltage regulating module 12. At this time, the battery module 11 outputs voltage to the motor module 13, that is, the battery module 11 supplies power to the motor module 13 so that the motor module 13 can operate normally.

[0050] Here, it is worth mentioning that the control module 14 will monitor the battery temperature sent by the temperature sensor in real time. When the control module 14 again detects that the battery temperature is less than or equal to the first preset temperature, the control module 14 will continue the above steps, which will not be repeated here.

[0051] In order to enable the heat released by the voltage regulating module 12 during operation to heat the battery module 11, in one example, Figure 4 As shown, the battery module 11 includes a power battery 111 and a first heat exchange unit 112 connected to the power battery 111. The voltage regulation module 12 includes a voltage regulation circuit 121 and a second heat exchange unit 122 connected to the voltage regulation circuit 121. The first heat exchange unit 112 and the second heat exchange unit 122 are in communication. It is understood that the first heat exchange unit 112 is a heat dissipation system for the power battery 111. This heat dissipation system removes heat generated by the power battery 111 during the charging and discharging process by circulating coolant or other cooling medium to perform thermal management of the power battery 111. The second heat exchange unit 122 is an internal cooling system for the voltage regulation circuit 121. This internal cooling system removes heat generated by the voltage regulation circuit 121 during operation by circulating coolant or other cooling medium.

[0052] In this example, the control module 14 is connected to the power battery 111 and the voltage regulating circuit 121. The control module 14 is used to obtain the battery temperature. When the battery temperature is less than or equal to a first preset temperature, the control module 14 controls the voltage regulating circuit 121 to operate. When the voltage regulating circuit 121 operates, it generates heat. This heat circulates in the second heat exchange unit 122 to increase the temperature of the coolant in the second heat exchange unit 122. Because the second heat exchange unit 122 is connected to the first heat exchange unit 112, the coolant in the second heat exchange unit 122 exchanges heat with the coolant in the first heat exchange unit 112, increasing the temperature of the coolant in the first heat exchange unit 112 and thereby heating the power battery 111. When the battery temperature is greater than or equal to the second preset temperature, the control module 14 controls the voltage regulating circuit 121 to stop operating. At this time, the voltage regulating circuit 121 does not generate heat. In this way, after the voltage regulating circuit 121 is working, heat exchange is carried out between the first heat exchange unit 112 and the second heat exchange unit 122 to heat the power battery 111. The heating effect is better, and the first heat exchange unit 112 and the second heat exchange unit 122 in the battery heating control system 1 are reused. There is no need to set up additional heat exchange devices, which saves a certain amount of production costs.

[0053] In one example, if Figure 4 As shown, the vehicle also includes an overflow device 2, which is connected to the first heat exchange unit 112 and the second heat exchange unit 122 to provide coolant to the first heat exchange unit 112 and the second heat exchange unit 122. In this way, the coolant in the first heat exchange unit 112 and the second heat exchange unit 122 comes from the same overflow device 2, so that the first heat exchange unit 112 and the second heat exchange unit 122 are connected, that is, the first heat exchange unit 112 and the second heat exchange unit 122 of the same source can exchange heat during circulation.

[0054] In order to enable the voltage regulating circuit 121 to generate a large amount of heat when working, in one example, Figure 5 As shown, the voltage regulating circuit 121 includes a first switch unit 1211, an inductor L, a second switch unit 1212 and a first capacitor C1. The first end of the first switch unit 1211 is connected to the positive electrode of the power battery 111, the second end of the first switch unit 1211 is connected to one end of the inductor L, the other end of the inductor L is connected to the first end of the second switch unit 1212, the first plate of the first capacitor C1 and the first end of the motor module 13, the second end of the second switch unit 1212 is connected to the second plate of the first capacitor C1 and the negative electrode of the power battery 111, and the control module 14 is connected to the controlled end of the first switch unit 1211 and the controlled end of the second switch unit 1212 to control the first switch unit 1211 and the second switch unit 1212 to be turned on or off.

[0055] In this example, when the battery temperature is less than or equal to a first preset temperature, the control module 14 controls the first switch unit 1211 and / or the second switch unit 1212 to intermittently conduct, placing the voltage regulator circuit 121 in an operating mode. At the moment of switching on and off, the first switch unit 1211 and the second switch unit 1212 will flow a large current (e.g., tens or even hundreds of amperes) and a voltage change, resulting in a change in their power. This power change causes energy to be dissipated as heat, thereby generating a certain amount of heat. Furthermore, the switching losses (including turn-on losses and turn-off losses) of the first switch unit 1211 and the second switch unit 1212 also generate heat. Thus, when the first switch unit 1211 and the second switch unit 1212 are frequently switched on and off, that is, when the control module 14 controls the first switch unit 1211 and / or the second switch unit 1212 to switch at a high frequency (e.g., 300 times per second), a large amount of heat will be generated. This part of heat can circulate in the second heat exchange unit 122 to increase the temperature of the coolant in the second heat exchange unit 122. Since the second heat exchange unit 122 is connected to the first heat exchange unit 112, the coolant in the second heat exchange unit 122 will exchange heat with the coolant in the first heat exchange unit 112 to increase the temperature of the coolant in the first heat exchange unit 112, thereby heating the power battery 111.

[0056] In this way, after the voltage regulating circuit 121 is working, the control module 14 can control the first switch unit 1211 and / or the second switch unit 1212 to be frequently turned on and off to generate a large amount of heat, and recover this part of the heat through the second heat exchange unit 122 to achieve heating of the power battery 111. The heating effect is better, and the first heat exchange unit 112 and the second heat exchange unit 122 in the battery heating control system 1 are reused. There is no need to set up additional heat exchange devices, which saves a certain amount of production costs.

[0057] Assume that the rated voltage that the motor module 13 can withstand is 700V (volts) and the rated capacity of the power battery 111 is 650V. Under normal temperature conditions, the power battery 111 can provide a supply voltage of 600V to the motor module 13, allowing the motor module 13 to operate normally. However, under low temperature conditions, the capacity of the power battery 111 decreases, causing the actual voltage of the power battery 111 to be far lower than the rated voltage that the motor module 13 can withstand. For example, under low temperature conditions, the actual voltage of the power battery 111 is only 450V. At this time, the power battery 111 can only provide a supply voltage of 450V to the motor module 13. That is, the supply voltage provided by the power battery 111 is far lower than the rated voltage of the motor module 13, resulting in a decrease in the power output of the motor module 13. In order to avoid the problem that the power supply voltage provided by the power battery 111 is lower than the rated voltage of the motor module 13, resulting in a decrease in the power output of the motor module 13, the voltage regulating circuit 12 provided in the present application can increase the power supply voltage provided by the power battery 111 to the rated voltage of the motor module 13 during operation, so as to increase the power output of the motor module 13 in a low temperature environment, thereby improving the user experience.

[0058] Exemplarily, when the battery temperature is less than or equal to a first preset temperature, the control module 14 controls the voltage regulating circuit 12 to operate so that the voltage regulating circuit 12 can generate heat to heat the power battery 111, wherein the working mode of the voltage regulating circuit 12 includes a first working mode and a second working mode that are alternately performed, and the voltage regulating circuit 12 can increase the supply voltage of the power battery 111 to the rated voltage of the motor module 13 through the first working mode and the second working mode.

[0059] In the first working mode, the control module 14 controls the first switch unit 1211 and the second switch unit 1212 to be turned on. At this time, the output path of the battery heating control system 1 (such as Figure 6 (Indicated by the dotted arrow) is the positive electrode of the power battery 111 - the first switch unit 1211 - the inductor L - the second switch unit 1212 - the negative electrode of the power battery 111. In this working mode, the power battery 111 can perform constant current charging on the inductor L to store energy.

[0060] In the second working mode, the control module 14 controls the first switch unit 1211 to be turned on and the second switch unit 1212 to be turned off. At this time, the output path of the battery heating control system 1 is the positive electrode of the power battery 111 - the first switch unit 1211 - the inductor L - the first capacitor C1 - the negative electrode of the power battery 111. It can be understood that in the second working mode, the inductor L and the power battery 111 simultaneously serve as voltage output sources to provide voltage to the first capacitor C1, that is, at this time, the first capacitor C1 is not only fully charged but also the voltage stored therein is an increased voltage, for example, 700V. Here, it is worth noting that the first working mode (i.e., energy storage mode) and the second working mode (i.e., boost mode) constitute a complete "single cycle". After the second working mode ends, the voltage regulating circuit 121 will enter the first working mode in the next "single cycle". When the voltage regulating circuit 121 enters the next first working mode, the first capacitor C1 will supply power to the motor module 13, and the supply voltage provided by the first capacitor C1 is the increased voltage.

[0061] In this way, after the first "single cycle", the voltage stored in the first capacitor C1 is an increased voltage. When the voltage regulating circuit 121 enters the first working mode in the next "single cycle", the first capacitor C1 will provide a supply voltage to the motor module 13, and the supply voltage matches the rated voltage of the motor module 13, so that the motor module 13 can operate at the rated voltage, that is, the motor module 13 can operate at the optimal efficiency point to reduce the loss in the process of converting electrical energy into mechanical energy, thereby improving the overall energy utilization efficiency of the motor module 13, so as to ensure the power output reliability of the motor module 13 in a low-temperature environment, thereby improving the user experience in a low-temperature environment.

[0062] Optionally, the first switch unit 1211 and the second switch unit 1212 can be an N-type metal oxide semiconductor (NMOS) field effect transistor, a P-type metal oxide semiconductor (PMOS) field effect transistor, an insulated gate bipolar transistor (IGBT), a transistor, a relay circuit or other devices or circuits that can achieve on-off functions. This application does not impose any specific restrictions on this.

[0063] In one example, if Figure 8As shown, the voltage regulating circuit 121 also includes a first diode D1, the anode of the first diode D1 is connected to the other end of the inductor L and the first end of the second switch unit 1212, and the cathode of the first diode D1 is connected to the first plate of the first capacitor C1. In this example, when the voltage regulating circuit 121 operates in the second operating mode, the second switch unit 1212 is turned off, and the energy stored in the inductor L needs to be released. At this time, the first diode D1 is forward-conducted to provide a freewheeling path for the current in the inductor L, so that the current can flow to the first capacitor C1, avoiding the voltage spike caused by the sudden interruption of the energy in the inductor L, which may cause damage to other components in the voltage regulating circuit 121. Moreover, when the voltage regulating circuit 121 operates in the first operating mode in the next "single cycle", the first diode D1 can prevent the electric energy in the first capacitor C1 from flowing back to the inductor L, so as to ensure that the electric energy of the first capacitor C1 can flow to the motor module 13, thereby ensuring the working reliability of the motor module 13.

[0064] In one example, if Figure 8 As shown, the voltage regulating circuit 121 also includes a second diode D2, the anode of the second diode D2 is connected to the second end of the second switch unit 1212 and the negative electrode of the power battery 111, and the cathode of the second diode D2 is connected to the second end of the first switch unit 1211 and one end of the inductor L.

[0065] When the battery temperature received by the control module 14 is greater than or equal to the second preset temperature, the voltage regulating module 12 does not need to heat the battery module 11. The control module 14 controls the voltage regulating module 12 to stop working to avoid additional energy loss caused by the operation of the voltage regulating module 12. At this time, the battery module 11 outputs voltage to the motor module 13. In an example, Figure 9 As shown, the battery heating control system 1 further includes a third switch unit 15 and a fourth switch unit 16. The first end of the third switch unit 15 is connected to the first end of the battery module 11 (ie, Figure 9 The first end of the fourth switch unit 16 is connected to the second end of the battery module 11 (i.e., the positive electrode of the power battery shown in the figure), the second end of the third switch unit 15 is connected to the first end of the motor module 13, the controlled end of the third switch unit 15 is connected to the control module 14 (not shown in the figure), and the first end of the fourth switch unit 16 is connected to the second end of the battery module 11 (i.e., Figure 9 The negative electrode of the power battery shown in the figure is connected, the second end of the fourth switch unit 16 is connected to the second end of the motor module 13, and the controlled end of the fourth switch unit 16 is connected to the control module 14 (not shown in the figure).

[0066] In this example, the control module 14 can control the battery module 11 to provide the power supply voltage to the motor module 13, or control the battery module 11 to stop providing the power supply voltage to the motor module 13 by controlling the on and off of the third switch unit 15 and the fourth switch unit 16, which is easy to operate. For example, when the battery temperature received by the control module 14 is less than or equal to the first preset temperature, the control module 14 will control the third switch unit 15 and the fourth switch unit 16 to be turned off; when the battery temperature received by the control module 14 is greater than or equal to the second preset temperature, the control module 14 will control the third switch unit 15 and the fourth switch unit 16 to be turned on. At this time, the output path of the battery heating control system 1 (such as Figure 9 (Indicated by the dotted arrow) is the positive pole of the power battery 111 - the third switch unit 15 - the motor module 13 - the fourth switch unit 16 - the negative pole of the power battery 111, so that the battery module 11 can provide the power supply voltage for the motor module 13, thereby ensuring the normal use of the motor module 13.

[0067] Optionally, the third switch unit 15 and the fourth switch unit 16 can be NMOS field effect transistors, PMOS field effect transistors, IGBTs, transistors, relay circuits or other devices or circuits that can achieve on-off functions. This application does not impose specific restrictions on this.

[0068] When the vehicle is traveling downhill or in other special driving scenarios, the vehicle is naturally accelerated due to gravity, and the wheels rotate to reversely drive the motor module 13 through the transmission system. That is, at this time, the motor module 13 acts as a generator to convert the vehicle's kinetic energy into electrical energy and transmit it to the battery module 11 to achieve energy recovery and utilization.

[0069] In one example, if Figure 10 As shown, the motor module 13 includes a drive motor 131, a motor controller 132, and a second capacitor C2. The three-phase winding 1311 of the drive motor 131 is connected to the motor controller 132. The first plate of the second capacitor C2 is connected to the third terminal of the voltage regulating module 12, the second terminal of the third switch unit 15, and the first terminal of the motor controller 132. The second plate of the second capacitor C2 is connected to the fourth terminal of the voltage regulating module 12, the second terminal of the fourth switch unit 16, and the second terminal of the motor controller 132. In this example, when the vehicle is in a downhill or other special driving scenario, the drive motor 131 will recover energy and charge the first capacitor C1 and the second capacitor C2 through the motor controller 132. At this time, the frequency of energy recovery is generally at least several hundred times per second. That is, when the first capacitor C1 is reused during the energy recovery process, a large amount of heat is also generated. This heat can also heat the battery module 11, thereby further improving the heating effect of the battery heating control system 1 and further improving the battery discharge efficiency and capacity of the battery module 11 in a low temperature environment.

[0070] Optionally, the motor controller 132 is composed of multiple groups of switch units, such as Figure 10 As shown, the motor controller 132 is composed of multiple groups of IGBTs. IGBTs can support high currents and high voltages and are easy to switch. When the switching unit in the motor controller 132 is an IGBT, the stability of the current in the connection line between the IGBT and the voltage regulator circuit 121 can be guaranteed. At the same time, because the IGBT is easy to switch and operate, it has high flexibility in achieving high-frequency switching. The switching unit can also be a relay or other circuit with a switching function, which is not specifically limited in this application.

[0071] In summary, in the battery heating control system 1 provided by the present application, when the battery temperature received by the control module 14 is less than or equal to the first preset temperature, the control module 14 will control the voltage regulating module 12 to operate so that the voltage regulating module 12 outputs a voltage to the motor module 13. That is, at this time, the voltage regulating module 12 supplies power to the motor module 13 so that the motor module 13 can operate normally, thereby ensuring the operational reliability of the motor module 13 in a low-temperature environment. Moreover, when the voltage regulating module 12 is operating, it releases heat to heat the battery module 11, thereby increasing the battery temperature of the battery module 11. When the battery temperature of the battery module 11 increases, the battery discharge efficiency and capacity of the battery module 11 will also increase accordingly, so that even in a low-temperature environment, the battery module 11 can have a higher battery discharge efficiency and capacity, that is, the vehicle's cruising range in a low-temperature environment is improved, thereby improving the user experience. Secondly, when the battery temperature received by the control module 14 is greater than or equal to the second preset temperature, the voltage regulating module 12 does not need to heat the battery module 11 anymore. The control module 14 will control the voltage regulating module 12 to stop working to avoid additional energy loss caused by the operation of the voltage regulating module 12. At this time, the battery module 11 outputs voltage to the motor module 13, that is, the battery module 11 supplies power to the motor module 13 so that the motor module 13 can operate normally.

[0072] The present application also provides a battery heating control method for the above Figures 3 to 10 The battery heating control system 1 shown in the embodiment is as follows: Figure 11 As shown, the battery heating control method includes:

[0073] S101: Acquire the battery temperature of the battery module.

[0074] For example, please refer to Figures 1 to 10As shown, the battery heating control system 1 includes a battery module 11, a voltage regulating module 12, a motor module 13 and a control module 14. A temperature sensor is usually provided in the battery module 11 to detect the battery temperature of the battery module 11 in real time. The control module 14 is connected to the temperature sensor in the battery module 11 to receive the battery temperature from the temperature sensor.

[0075] S102 : When the battery temperature is less than or equal to a first preset temperature, control the voltage regulating module to operate, so that the voltage regulating module outputs voltage to the motor module and heats the battery module.

[0076] For example, a first preset temperature is set in the control module 14. When the battery temperature received by the control module 14 is less than or equal to the first preset temperature, it indicates that the battery temperature of the battery module 11 is too low, which will cause the battery discharge efficiency and capacity of the battery module 11 to decrease. Therefore, the battery module 11 needs to be heated to improve the battery discharge efficiency and capacity of the battery module 11. Assuming that the first preset temperature is 10°C, when the battery temperature received by the control module 14 is less than or equal to the first preset temperature (10°C), the control module 14 will control the voltage regulating module 12 to operate so that the voltage regulating module 12 outputs voltage to the motor module 13. That is, at this time, the voltage regulating module 12 supplies power to the motor module 13 so that the motor module 13 can operate normally, thereby ensuring the operational reliability of the motor module 13 in a low temperature environment. When the voltage regulating module 12 is working, it will release heat to heat the battery module 11, thereby increasing the battery temperature of the battery module 11. When the battery temperature of the battery module 11 increases, the battery discharge efficiency and capacity of the battery module 11 will also increase accordingly, so that even in a low temperature environment, the battery module 11 can have a higher battery discharge efficiency and capacity, which increases the vehicle's cruising range in a low temperature environment, thereby improving the user experience.

[0077] S103: When the battery temperature is greater than or equal to a second preset temperature, the voltage regulating module is controlled to stop working, and the battery module outputs voltage to the motor module.

[0078] Exemplarily, a second preset temperature is set in the control module 14, and the first preset temperature is lower than the second preset temperature. When the battery temperature received by the control module 14 is greater than or equal to the second preset temperature, it indicates that the battery temperature of the battery module 11 is at room temperature at this time, and will not affect the battery discharge efficiency and capacity of the battery module 11. Therefore, there is no need to heat the battery module 11. Assuming that the second preset temperature is 20°C, when the battery temperature received by the control module 14 is greater than or equal to the second preset temperature (20°C), the voltage regulating module 12 does not need to heat the battery module 11. The control module 14 will control the voltage regulating module 12 to stop working to avoid additional energy loss caused by the operation of the voltage regulating module 12. At this time, the battery module 11 outputs voltage to the motor module 13, that is, the battery module 11 supplies power to the motor module 13 so that the motor module 13 can operate normally.

[0079] The battery heating control method provided in this application is applied to the battery heating control system 1 of the above embodiment, thereby having all the beneficial effects of the battery heating control system 1 in any of the above embodiments, which will not be described in detail here.

[0080] The vehicle provided in the embodiment of the present application includes the battery heating control system 1 described in the above embodiment, thereby having all the beneficial effects of the battery heating control system 1 in any of the above embodiments, which will not be repeated here.

[0081] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0082] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0083] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A battery heating control system, applied to a vehicle, characterized in that: The battery heating control system includes: Battery modules; a voltage regulating module, wherein a first end of the voltage regulating module is connected to a first end of the battery module, and a second end of the voltage regulating module is connected to a second end of the battery module; a motor module, wherein a first end of the motor module is connected to a third end of the voltage regulating module and a first end of the battery module, and a second end of the motor module is connected to a fourth end of the voltage regulating module and a second end of the battery module; and a control module, the control module being connected to the battery module and the voltage regulating module, the control module being configured to obtain a battery temperature of the battery module; when the battery temperature is less than or equal to a first preset temperature, the control module controls the voltage regulating module to operate, and the voltage regulating module outputs a voltage to the motor module and heats the battery module; and when the battery temperature is greater than or equal to a second preset temperature, the control module controls the voltage regulating module to stop operating, and the battery module outputs a voltage to the motor module; Wherein, the first preset temperature is lower than the second preset temperature; The battery heating control system further includes: a third switch unit, wherein a first end of the third switch unit is connected to a first end of the battery module, a second end of the third switch unit is connected to a first end of the motor module, and a controlled end of the third switch unit is connected to the control module; and a fourth switch unit, wherein a first end of the fourth switch unit is connected to the second end of the battery module, a second end of the fourth switch unit is connected to the second end of the motor module, and a controlled end of the fourth switch unit is connected to the control module; The motor module includes a driving motor, a motor controller and a second capacitor; The three-phase winding of the drive motor is connected to the motor controller, the first plate of the second capacitor is connected to the third end of the voltage regulating module, the second end of the third switch unit and the first end of the motor controller, and the second plate of the second capacitor is connected to the fourth end of the voltage regulating module, the second end of the fourth switch unit and the second end of the motor controller.

2. The battery heating control system according to claim 1, characterized in that: The battery module includes a power battery and a first heat exchange unit connected to the power battery; the voltage regulation module includes a voltage regulation circuit and a second heat exchange unit connected to the voltage regulation circuit; the first heat exchange unit and the second heat exchange unit are in communication; The control module is connected to the power battery and the voltage regulating circuit. The control module is used to obtain the battery temperature. When the battery temperature is less than or equal to the first preset temperature, the control module controls the voltage regulating circuit to operate, and the second heat exchange unit performs heat exchange with the first heat exchange unit to heat the power battery; when the battery temperature is greater than or equal to the second preset temperature, the control module controls the voltage regulating circuit to stop operating.

3. The battery heating control system according to claim 2, characterized in that: The voltage regulating circuit includes a first switch unit, an inductor, a second switch unit and a first capacitor; The first end of the first switch unit is connected to the positive electrode of the power battery, the second end of the first switch unit is connected to one end of the inductor, the other end of the inductor is connected to the first end of the second switch unit, the first plate of the first capacitor and the first end of the motor module, the second end of the second switch unit is connected to the second plate of the first capacitor and the negative electrode of the power battery, and the control module is connected to the controlled end of the first switch unit and the controlled end of the second switch unit to control the first switch unit and the second switch unit to be turned on or off.

4. The battery heating control system according to claim 3, characterized in that: When the battery temperature is less than or equal to the first preset temperature, the control module controls the voltage regulating circuit to operate, wherein the voltage regulating circuit includes a first operating mode and a second operating mode, and the first operating mode and the second operating mode are operated alternately; Wherein, in the first working mode, the control module controls the first switch unit to be turned on and the second switch unit to be turned on; in the second working mode, the control module controls the first switch unit to be turned on and the second switch unit to be turned off.

5. The battery heating control system according to claim 3, characterized in that: The voltage regulating circuit further includes: A first diode, wherein an anode of the first diode is connected to the other end of the inductor and the first end of the second switch unit, and a cathode of the first diode is connected to the first plate of the first capacitor.

6. The battery heating control system according to claim 3, characterized in that: The voltage regulating circuit further includes: A second diode, wherein the anode of the second diode is connected to the second end of the second switch unit and the negative electrode of the power battery, and the cathode of the second diode is connected to the second end of the first switch unit and one end of the inductor.

7. A battery heating control method, characterized in that: Applied to the battery heating control system according to any one of claims 1 to 6, the method comprises: Get the battery temperature of the battery module; When the battery temperature is less than or equal to a first preset temperature, controlling the voltage regulating module to operate, the voltage regulating module outputs voltage to the motor module and heats the battery module; When the battery temperature is greater than or equal to a second preset temperature, the voltage regulating module is controlled to stop working, and the battery module outputs voltage to the motor module.

8. A vehicle, characterized in that: The vehicle includes the battery heating control system according to any one of claims 1 to 6.

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