Battery heating method, battery heating system and vehicle

Abstract

The invention provides a battery heating method, a battery heating system and a vehicle. The method is applied to a vehicle control unit in a battery heating system of a vehicle, the battery heating system further comprises a motor, a compressor and a compressor, the vehicle control unit is in communication connection with the motor and the compressor, and a refrigerant is used for heat conduction; the method comprises the steps that under the condition that it is determined that a battery pack of a vehicle is heated, the current state information and the environment temperature of the vehicle are determined; a locked-rotor strategy is determined according to the environment temperature and the state information, the locked-rotor strategy is used for controlling target locked-rotor objects in the battery heating system to enter a locked-rotor mode, and the target locked-rotor objects are one or more of a motor and a compressor; and controlling the target locked-rotor object to enter a locked-rotor mode according to the locked-rotor strategy, so that the refrigerant carries heat generated by the target locked-rotor object in the locked-rotor mode to the battery pack to heat the battery pack. The battery pack can be heated in a low-temperature environment without installing a heating element.

Description

Technical Field

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

[0002] In the field of electric vehicles and hybrid vehicles, the battery pack is a key component that stores and provides the electrical energy required for vehicle operation. Its performance status is directly related to the overall performance and endurance of the vehicle. In a low temperature environment, the battery activity decreases and the internal resistance increases, which not only affects the output power and energy density of the battery, but may also slow down the charging speed and even cause battery system failure, seriously affecting the normal use of the vehicle. In order to cope with the adverse effects of low temperature environments on battery performance, the industry generally adopts a strategy of preheating or heating the battery pack to maintain the battery within a suitable operating temperature range. Traditional battery heating solutions mainly rely on heating elements, such as PTC (Positive Temperature Coefficient) heating elements: when the battery pack needs to be charged, the refrigerant is heated by the heating element, so that the refrigerant circulates inside the battery pack after heating, thereby achieving heating of the battery pack.

[0003] However, traditional battery heating solutions have the following disadvantages: high power consumption (the heating element consumes a lot of electricity during operation, resulting in an increase in the overall power consumption of the fuel cell system), low heating rate (it takes a long time to achieve the expected heating effect, and the battery temperature rises slowly), and high cost (the introduction of heating elements brings additional material costs and manufacturing costs). Summary of the invention

[0004] The present application provides a battery heating method, a battery heating system and a vehicle, which can achieve heating of the battery pack in a low-temperature environment without installing a heating element, thereby reducing the vehicle's power consumption, saving space inside the vehicle, reducing the battery heating cost and increasing the heating rate of the battery pack.

[0005] In a first aspect, the present application provides a battery heating method, which is applied to a vehicle control unit in a battery heating system of a vehicle, wherein the battery heating system further includes a motor, a compressor, and a refrigerant, wherein the vehicle control unit is communicatively connected to the motor and the compressor, respectively, and the refrigerant is used for heat conduction; the method comprises:

[0006] In the case of determining to heat the battery pack of the vehicle, determining the current ambient temperature of the vehicle and the vehicle's own state information;

[0007] Determine a blocking strategy according to the ambient temperature and the state information, wherein the blocking strategy is used to control a target blocking object in the battery heating system to enter a blocking mode, wherein the target blocking object is one or more of the following: a motor, a compressor;

[0008] According to the stalling strategy, the target stalling object is controlled to enter a stalling mode, so that the refrigerant transfers the heat generated by the target stalling object in the stalling mode to the battery pack to heat the battery pack.

[0009] Optionally, the battery heating system further includes a battery management system, the vehicle control unit is in communication connection with the battery management system, and the determining to heat the battery pack of the vehicle includes:

[0010] Receiving the temperature of the battery pack sent by the battery management system;

[0011] If the temperature of the battery pack is lower than the battery temperature threshold, determine to heat the battery pack; or

[0012] If a heating request for the battery pack sent by the battery management system is received, it is determined to heat the battery pack.

[0013] Optionally, determining a stall strategy according to the ambient temperature and the state information includes:

[0014] If the state information indicates that the battery pack is in a charging state, determining the stall strategy according to a magnitude relationship between the ambient temperature and an ambient temperature threshold;

[0015] If the status information indicates that the battery pack is not in a charging state, the blocking strategy is determined according to whether the vehicle is in a parking condition and the relationship between the ambient temperature and the ambient temperature threshold.

[0016] Optionally, the battery heating system further includes an on-board charging module, the vehicle control unit is in communication connection with the on-board charging module, and the determining of the stall strategy according to the magnitude relationship between the ambient temperature and the ambient temperature threshold comprises:

[0017] If the ambient temperature is lower than the ambient temperature threshold, determining that the stall strategy is to control the motor to enter a stall mode;

[0018] If the ambient temperature is not less than the ambient temperature threshold, and the available power of the on-board charging module is less than the rated power of the compressor, determining that the stall strategy is to control the compressor to enter a stall mode;

[0019] If the ambient temperature is not less than the ambient temperature threshold, and the available power of the on-board charging module is not less than the rated power of the compressor, the stall strategy is determined to control both the motor and the compressor to enter a stall mode.

[0020] Optionally, determining the stall strategy according to whether the vehicle is in a parking condition and the magnitude relationship between the ambient temperature and the ambient temperature threshold includes:

[0021] If the vehicle is in a parking condition and the ambient temperature is less than the ambient temperature threshold, determining that the stall strategy is to control the motor to enter a stall mode;

[0022] If the vehicle is in a parking condition, when the ambient temperature is not less than the ambient temperature threshold and the available power of the battery pack is less than the rated power of the compressor, determining that the stall strategy is to control the compressor to enter a stall mode;

[0023] If the vehicle is in a parking condition, when the ambient temperature is not less than the ambient temperature threshold and the available power of the battery pack is not less than the rated power of the compressor, the stall strategy is determined to control both the motor and the compressor to enter a stall mode.

[0024] Optionally, determining the stall strategy according to whether the vehicle is in a parking condition and the magnitude relationship between the ambient temperature and the ambient temperature threshold includes:

[0025] If the vehicle is not in a parking condition, and the ambient temperature is not less than the ambient temperature threshold, determining that the stall strategy is to control the compressor to enter a stall mode;

[0026] If the vehicle is not in a parking condition, and the ambient temperature is less than the ambient temperature threshold, the blocking strategy is determined to not control any blocking object to enter a blocking mode.

[0027] Optionally, the battery heating system further includes a cooling pipe, a refrigerant box, a first valve and a first water pump, the cooling pipe is used for the refrigerant to flow, the refrigerant box is connected to the first valve, and the first water pump is arranged on the cooling pipe between the first valve and the compressor;

[0028] When the compressor is in the stall mode, the refrigerant in the refrigerant box starts from the first valve, passes through the cooling pipe, flows through the first water pump, the compressor and the battery pack in sequence, and flows back to the first valve.

[0029] Optionally, the battery heating system further includes a second water pump and an on-board charging module, the second water pump is arranged on a cooling pipe between the first valve and the motor, and the vehicle control unit is communicatively connected with the on-board charging module;

[0030] When the motor is in the stall mode, the refrigerant in the refrigerant box starts from the first valve, passes through the cooling pipe, flows through the second water pump, the motor, the on-board charging module and the battery pack in sequence, and flows back to the first valve.

[0031] In a second aspect, the present application provides a battery heating system, including a vehicle control unit, a motor, a compressor, and a refrigerant, wherein the vehicle control unit is respectively connected to the motor and the compressor for communication, and the refrigerant is used for heat conduction;

[0032] The vehicle control unit is used to determine the current ambient temperature of the vehicle and its own state information when it is determined that the battery pack of the vehicle is to be heated; determine a blocking strategy based on the ambient temperature and the state information, the blocking strategy being used to control a target blocking object in the battery heating system to enter a blocking mode, the target blocking object being one or more of the following: a motor, a compressor; and according to the blocking strategy, control the target blocking object to enter a blocking mode, so that the refrigerant transfers the heat generated by the target blocking object in the blocking mode to the battery pack to heat the battery pack;

[0033] The motor is used to enter a stall mode under the control of the vehicle control unit;

[0034] The compressor is used to enter a locked-rotor mode under the control of the vehicle control unit.

[0035] In a third aspect, the present application provides a vehicle, comprising the battery heating system as described in the second aspect.

[0036] In a fourth aspect, the present application provides a battery heating device, which is applied to a vehicle control unit in a battery heating system of a vehicle, wherein the battery heating system further includes a motor, a compressor and a refrigerant, wherein the vehicle control unit is respectively connected to the motor control unit and the compressor for communication, and the refrigerant is used for heat conduction; the device includes:

[0037] A first determination module is used to determine the current ambient temperature of the vehicle and the vehicle's own state information when it is determined that the battery pack of the vehicle is heated;

[0038] a second determination module, configured to determine a blocking strategy according to the ambient temperature and the state information, wherein the blocking strategy is configured to control a target blocking object in the battery heating system to enter a blocking mode, wherein the target blocking object is one or more of the following: a motor, a compressor;

[0039] The control module is used to control the target stalling object to enter a stalling mode according to the stalling strategy, so that the refrigerant transfers the heat generated by the target stalling object in the stalling mode to the battery pack to heat the battery pack.

[0040] Optionally, the battery heating system further includes a battery management system, the vehicle control unit is in communication connection with the battery management system, and the first determination module includes:

[0041] A receiving submodule, used for receiving the temperature of the battery pack sent by the battery management system;

[0042] A first determining submodule, configured to determine to heat the battery pack if the temperature of the battery pack is less than a battery temperature threshold; or

[0043] The second determining submodule is configured to determine to heat the battery pack if a heating request for the battery pack sent by the battery management system is received.

[0044] Optionally, the second determining module includes:

[0045] A third determination submodule, configured to determine the stall strategy according to a magnitude relationship between the ambient temperature and an ambient temperature threshold if the state information indicates that the battery pack is in a charging state;

[0046] The fourth determination submodule is used to determine the blocking strategy according to whether the vehicle is in a parking condition and the relationship between the ambient temperature and the ambient temperature threshold value if the status information indicates that the battery pack is not in a charging state.

[0047] Optionally, the battery heating system further includes an on-board charging module, the vehicle control unit is communicatively connected with the on-board charging module, and the third determining submodule includes:

[0048] a fifth determining submodule, configured to determine that the stall strategy is to control the motor to enter a stall mode if the ambient temperature is less than the ambient temperature threshold;

[0049] a sixth determination submodule, configured to determine that the stall strategy is to control the compressor to enter a stall mode if the ambient temperature is not less than the ambient temperature threshold and the available power of the on-board charging module is less than the rated power of the compressor;

[0050] The seventh determination submodule is used to determine that the stall strategy is to control both the motor and the compressor to enter a stall mode if the ambient temperature is not less than the ambient temperature threshold and the available power of the on-board charging module is not less than the rated power of the compressor.

[0051] Optionally, the fourth determining submodule includes:

[0052] an eighth determination submodule, configured to, if the vehicle is in a parking condition and the ambient temperature is less than the ambient temperature threshold, determine that the stall strategy is to control the motor to enter a stall mode;

[0053] a ninth determination submodule, configured to determine, if the vehicle is in a parking condition, that the stall strategy is to control the compressor to enter a stall mode when the ambient temperature is not less than the ambient temperature threshold and the available power of the battery pack is less than the rated power of the compressor;

[0054] The tenth determination submodule is used to determine that the stall strategy is to control both the motor and the compressor to enter a stall mode if the vehicle is in a parking condition and the ambient temperature is not less than the ambient temperature threshold and the available power of the battery pack is not less than the rated power of the compressor.

[0055] Optionally, the fourth determining submodule further includes:

[0056] an eleventh determining submodule, configured to determine, if the vehicle is not in a parking condition and the ambient temperature is not less than the ambient temperature threshold, that the stall strategy is to control the compressor to enter a stall mode;

[0057] The twelfth determination submodule is used to determine that the blocking strategy is not to control any blocking object to enter the blocking mode if the vehicle is not in the parking condition and the ambient temperature is less than the ambient temperature threshold.

[0058] Optionally, the battery heating system further includes a cooling pipe, a refrigerant box, a first valve and a first water pump, the cooling pipe is used for the refrigerant to flow, the refrigerant box is connected to the first valve, and the first water pump is arranged on the cooling pipe between the first valve and the compressor;

[0059] When the compressor is in the stall mode, the refrigerant in the refrigerant box starts from the first valve, passes through the cooling pipe, flows through the first water pump, the compressor and the battery pack in sequence, and flows back to the first valve.

[0060] Optionally, the battery heating system further includes a second water pump and an on-board charging module, the second water pump is arranged on a cooling pipe between the first valve and the motor, and the vehicle control unit is communicatively connected with the on-board charging module;

[0061] When the motor is in the stall mode, the refrigerant in the refrigerant box starts from the first valve, passes through the cooling pipe, flows through the second water pump, the motor, the on-board charging module and the battery pack in sequence, and flows back to the first valve.

[0062] In implementing the battery heating method of the present application, when determining to heat the battery pack of the vehicle, first determine the temperature of the environment in which the vehicle is currently located and its own state information; then determine the blocking strategy based on the ambient temperature and state information, the blocking strategy is used to control the target blocking object in the battery heating system to enter the blocking mode, and the target blocking object is one or more of the following: motor, compressor. Then, according to the blocking strategy, control the target blocking object to enter the blocking mode, so as to use the heat generated by the target blocking object in the blocking mode to achieve heating of the battery pack. In the present application, the heating of the battery pack in a low temperature environment can be achieved without installing a heating element (such as a positive temperature coefficient heating element, i.e., a PTC heating element). On the first hand, it can avoid the large amount of power consumed by the heating element when working, reducing the power consumption of the vehicle. On the second hand, it can save the internal space of the vehicle and reduce the battery heating cost at the same time; on the third hand, it can avoid the situation where the heating element takes a long time to heat, significantly improving the heating rate of the battery pack. BRIEF DESCRIPTION OF THE DRAWINGS

[0063] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following is a brief introduction to the drawings required for use in the description of the embodiments. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0064] Figure 1 is a complete structural schematic diagram of a battery heating system shown in an embodiment of the present application;

[0065] Figure 2 It is a flow chart of a battery heating method shown in one embodiment of the present application. DETAILED DESCRIPTION

[0066] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the present application is further described in detail below in conjunction with the accompanying drawings and specific implementation methods. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0067] The present application provides a battery heating method, which is applied to a vehicle control unit (VCU) in a battery heating system of a vehicle. Figure 1 This is a complete structural diagram of a battery heating system shown in an embodiment of the present application. Figure 1 , firstly, the structure of the battery heating system of the present application is described in detail.

[0068] like Figure 1 As shown, the battery heating system of the present application includes a vehicle control unit, a compressor, a motor control unit (MCU), a motor, an on-board charging module (OBC), a battery management system (BMS), a refrigerant box, a first water pump, a second water pump, a third water pump, a first valve, a second valve, a third valve, and a cooling pipe.

[0069] Among them, the vehicle control unit is communicated with the compressor, the motor control unit, the on-board charging module and the battery management system respectively.

[0070] The vehicle control unit is the central control unit of the electric vehicle and the core of the entire vehicle control system. It is responsible for the normal driving of the vehicle, braking energy feedback, energy management of the vehicle engine and power battery, network management, fault diagnosis and processing, vehicle status monitoring, etc.

[0071] Compressor refers to the air-conditioning compressor, which is a key component in the vehicle air-conditioning system. It is used to compress the refrigerant into a high-temperature and high-pressure gas so that it can release heat and condense into a liquid in the condenser.

[0072] The motor control unit is one of the core components of the electric vehicle power system. It receives instructions from the vehicle control unit and accurately controls the motor's voltage, current and other parameters to achieve precise adjustment of the motor's output torque and speed, thereby driving the electric vehicle.

[0073] Since the drive motor in the vehicle generates a large amount of heat in the stall mode, the motor in this application mainly refers to the drive motor. The drive motor is used to convert the electrical energy of the battery into mechanical energy to drive the vehicle.

[0074] The on-board charging module is a charger that is fixedly installed on the vehicle. The on-board charging module dynamically adjusts the charging current or voltage parameters based on the data provided by the battery management system, performs corresponding actions, and completes the charging process of the battery pack. Figure 1 In the on-board charging module, DCDC stands for Direct Current-Direct Current Converter, which is a power electronic device or power management system used to convert the DC power of the car battery into the DC power required by other devices. The L line represents the live wire and the N line represents the neutral wire.

[0075] It is specially noted here that in order to clearly show the connection relationship between each module, Figure 1 Two on-board charging modules are shown in the figure. In fact, the two on-board charging modules are the same on-board charging module.

[0076] The battery management system is located in the vehicle's battery pack and is responsible for monitoring and managing the battery energy storage unit to ensure the safe use of the battery during the charging and discharging process.

[0077] exist Figure 1 In the figure, the area inside the bold black solid line represents the battery pack. The battery pack is also provided with high-voltage relays, including a main positive relay and a main negative relay. The on-board charging module is connected to the main positive relay and the main negative relay respectively. The main positive relay connects the battery pack in the battery pack to the positive pole of the entire vehicle, and is used to connect the battery pack to the circuit of the entire vehicle when the vehicle is started, so that all other electrical systems of the car can be turned on. The main negative relay connects the battery pack in the battery pack to the negative pole of the entire vehicle, and is used to connect the battery pack to the ground circuit of the entire vehicle when the vehicle is started to provide comprehensive electrical system operation.

[0078] The refrigerant tank is used to store refrigerant, and the refrigerant in this application refers to cooling water.

[0079] In this application, the cooling pipe passes through the compressor, battery pack, motor, and on-board charging module respectively. The refrigerant has a heat conduction function. When the refrigerant flows from the refrigerant box into the cooling pipe, it can exchange heat with the compressor, battery pack, motor, and on-board charging module, thereby adjusting the temperature of the compressor, battery pack, motor, and on-board charging module.

[0080] The first valve and the third valve are four-way valves, and the second valve is a three-way valve. All three valves are used to adjust and control the flow and direction of the refrigerant. The first valve is set on the cooling pipe between the compressor and the motor. The first valve is connected to the refrigerant box, and the refrigerant in the refrigerant box enters the cooling pipe through the first valve. The third valve is set on the cooling pipe between the inlet of the battery pack and the on-board charging module, and the second valve is set on the cooling pipe between the third valve and the compressor.

[0081] The first water pump, the second water pump, and the third water pump are all used to provide power for the circulation of the refrigerant in the cooling pipe. Figure 1 As shown, the first water pump is arranged on the cooling pipe between the first valve and the compressor, the second water pump is arranged on the cooling pipe between the first valve and the motor, and the third water pump is arranged on the cooling pipe between the first valve and the outlet of the battery pack.

[0082] The following will be based on Figure 1 The battery heating system shown is used to explain the battery heating method of the present application in detail. Figure 2 is a flow chart of a battery heating method shown in one embodiment of the present application. Figure 2 The battery heating method of the present application may specifically include the following steps:

[0083] Step S11: When the vehicle battery pack is heated, determine the current ambient temperature of the vehicle and its own status information.

[0084] The vehicle in this application refers to an electric vehicle or a hybrid vehicle.

[0085] In one embodiment, the compressor is an air conditioning compressor, and is provided with a temperature detection element, which can be used to detect the temperature of the environment in which the vehicle is currently located. Therefore, determining the current ambient temperature of the vehicle includes: receiving ambient temperature information sent by the compressor, and extracting the current ambient temperature of the vehicle from the ambient temperature information.

[0086] In another embodiment, determining the current ambient temperature of the vehicle includes: receiving an ambient temperature detection result sent by a temperature sensor on the vehicle, and determining the current ambient temperature of the vehicle according to the ambient temperature detection result. The installation position, type and number of the temperature sensor can be set according to actual needs.

[0087] In actual implementation, other methods may also be used to determine the temperature of the environment in which the vehicle is currently located, which may be set specifically according to actual needs.

[0088] The vehicle's own status information includes: whether the vehicle is in a charging state, whether the vehicle is in a parking state. The parking state means that the vehicle is stationary, and the handbrake has been pulled or the automatic parking system has been activated to prevent the vehicle from moving. In this application, if the vehicle is not in a parking state, it means that the vehicle is in a driving state.

[0089] Step S12: Determine a stall strategy according to the ambient temperature and state information. The stall strategy is used to control a target stall object in the battery heating system to enter a stall mode. The target stall object is one or more of the following: a motor and a compressor.

[0090] In this embodiment, the ambient temperature can be in multiple temperature ranges, and the status information also has multiple types (such as whether the battery pack is in a charging state, whether the vehicle is in a parking state), and multiple temperature ranges of the ambient temperature and multiple types of status information can be matched to obtain multiple different combinations. Each combination corresponds to a stall strategy.

[0091] In a single stall strategy, the target stall object may be a motor, a compressor, or both a motor and a compressor.

[0092] Step S13: According to the stalling strategy, the target stalling object is controlled to enter the stalling mode, so that the refrigerant transfers the heat generated by the target stalling object in the stalling mode to the battery pack to heat the battery pack.

[0093] Among them, the stalling of the motor refers to a situation in which when the motor speed is 0, there is still enough voltage on the bus terminal to ensure torque output within a certain period of time. In the stalling mode, the motor needs to output a certain torque to overcome the external load. The torque is usually greater than the rated torque of the motor, but less than its maximum stalling torque. In the stalling mode, the current of the motor will increase significantly. Since the speed is 0, the motor cannot generate back electromotive force to consume voltage, so all the voltage is loaded on the winding, causing the current to rise sharply, thereby generating more heat.

[0094] The compressor stalls when the compressor is stuck or stops during operation. When the compressor stalls, the current will rise and generate more heat.

[0095] In this embodiment, when the motor (or compressor) enters the stall mode, a large amount of heat is generated, which is transferred to the refrigerant passing through the motor (or compressor), which can significantly increase the temperature of the refrigerant. Then, the refrigerant flows through the battery pack and transfers the heat to the battery pack, thereby heating the battery pack.

[0096] The ambient temperature threshold may be -20°C. Of course, other values ​​may be selected as the ambient temperature threshold according to actual conditions, and this application does not impose any specific restrictions on this.

[0097] In this embodiment, as long as the vehicle status information and the current ambient temperature are obtained, a blocking strategy for the target blocking object in the vehicle can be determined. There are three situations in total when the blocking strategy is implemented:

[0098] First, only the motor is controlled to enter the stall mode;

[0099] Second, only the compressor is controlled to enter the stall mode;

[0100] Third, the motor and compressor modules are controlled to enter the stall mode at the same time.

[0101] The specific circumstances under which each stalling strategy is used will be described in detail later.

[0102] Controlling the motor to enter the stall mode specifically refers to: controlling the motor to enter the stall mode through a motor control unit.

[0103] In summary, when implementing the battery heating method of the present application, when determining to heat the battery pack of the vehicle, first determine the current ambient temperature of the vehicle and its own status information; then, determine the blocking strategy based on the ambient temperature and status information; finally, according to the blocking strategy, control the target blocking object to enter the blocking mode, thereby utilizing the heat generated by the target blocking object in the blocking mode to achieve heating of the battery pack. In the present application, the heating of the battery pack in a low temperature environment can be achieved without installing a heating element (such as a positive temperature coefficient heating element, i.e., a PTC heating element). On the first hand, it can avoid the large amount of power consumed by the heating element when working, reducing the power consumption of the vehicle. On the second hand, it can save space inside the vehicle and reduce the cost of battery heating. On the third hand, it can avoid the situation where the heating element takes a long time to heat, significantly improving the heating rate of the battery pack.

[0104] In combination with the above embodiments, in one implementation, the vehicle control unit is in communication with the battery management system, and on this basis, determining to heat the battery pack of the vehicle may specifically include:

[0105] Receive the temperature of the battery pack sent by the battery management system;

[0106] If the temperature of the battery pack is lower than the battery temperature threshold, determine to heat the battery pack; or

[0107] If a heating request for the battery pack sent by the battery management system is received, it is determined to heat the battery pack.

[0108] In this embodiment, two methods for determining whether the battery pack needs to be heated are provided:

[0109] First, the battery management system sends the current temperature of the battery pack to the vehicle control unit, and the vehicle control unit compares the current temperature of the battery pack with the battery temperature threshold. If the temperature of the battery pack is less than the battery temperature threshold, it determines to heat the battery pack.

[0110] Second, the battery management system directly compares the current temperature of the battery pack with the battery temperature threshold. If the temperature of the battery pack is lower than the battery temperature threshold, it determines to heat the battery pack and then sends a heating request for the battery pack to the vehicle control unit. After receiving the heating request for the battery pack sent by the battery management system, the vehicle control unit determines to heat the battery pack.

[0111] During specific implementation, any of the above two methods can be selected according to actual needs.

[0112] The battery temperature threshold in this embodiment can be set according to actual conditions, and this application does not impose any specific restrictions on this.

[0113] In this embodiment, since the battery pack is composed of multiple single cells, these single cells are connected together in series and in parallel. The temperature of the single cell refers to the temperature of a single cell in the battery pack. The temperature of the battery pack is affected by the temperature of the single cell, so the temperature of the battery pack specifically refers to the average temperature of the single cells in the entire battery pack, which can be determined by monitoring the temperatures of multiple single cells in the battery pack and performing average calculation.

[0114] In this embodiment, once it is detected that the temperature of the battery pack is lower than the battery temperature threshold, it is immediately determined to heat the battery pack, so as to timely avoid the battery pack temperature being too low to affect the normal operation of the vehicle.

[0115] In combination with the above embodiments, in one implementation manner, determining the stall strategy according to the ambient temperature and the state information in step S12 includes:

[0116] Step S121: If the status information indicates that the battery pack is in a charging state, a stall strategy is determined according to the relationship between the ambient temperature and the ambient temperature threshold.

[0117] In one implementation, determining the stall strategy based on the magnitude relationship between the ambient temperature and the ambient temperature threshold may specifically include:

[0118] If the ambient temperature is lower than the ambient temperature threshold, the blocking strategy is determined to control the motor to enter a blocking mode;

[0119] If the ambient temperature is not less than the ambient temperature threshold, and the available power of the on-board charging module is less than the rated power of the compressor, the stall strategy is determined to control the compressor to enter a stall mode;

[0120] If the ambient temperature is not less than the ambient temperature threshold and the available power of the on-board charging module is not less than the rated power of the compressor, the stall strategy is determined to control both the motor and the compressor to enter the stall mode.

[0121] In this embodiment, when the ambient temperature is less than the ambient temperature threshold, the motor can be directly controlled to enter the stall mode. When the ambient temperature is not less than the ambient temperature threshold, the relationship between the available power of the on-board charging module and the rated power of the compressor is first determined. If the available power of the on-board charging module is less than the rated power of the compressor, the compressor is controlled to enter the stall mode. If the available power of the on-board charging module is not less than the rated power of the compressor, both the motor and the compressor are controlled to enter the stall mode.

[0122] In this embodiment, when only the motor is controlled to enter the stall mode, combined with Figure 1 , the refrigerant enters the first valve from the refrigerant tank, then passes through the second water pump, the motor, the on-board charging module, the third valve, the battery pack, the third water pump, and then to the first valve to form a complete loop. In this loop, the refrigerant transfers the heat generated by the motor in the stall mode to the battery pack, thereby heating the battery pack.

[0123] When only the compressor is controlled to enter the locked rotor mode, combined with Figure 1 , the refrigerant enters the first valve from the refrigerant tank, then passes through the first water pump, the compressor, the second valve, the third valve, the battery pack, the third water pump, and then the first valve to form a complete loop. In this loop, the refrigerant transfers the heat generated by the compressor in the stall mode to the battery pack, thereby heating the battery pack.

[0124] If both the motor and the compressor are controlled to enter the stall mode at the same time, the refrigerant is divided into two paths. One path passes through the first valve, the second water pump, the motor, the on-board charging module, the third valve, the battery pack, the third water pump, and then to the first valve to form a complete circuit; the other path passes through the first valve, the first water pump, the compressor, the second valve, the third valve, the battery pack, the third water pump, and then to the first valve to form a complete circuit. Through the two circuits, the refrigerant simultaneously transports the heat generated by the motor in the stall mode and the heat generated by the compressor in the stall mode to the battery pack, thereby heating the battery pack.

[0125] In this embodiment, the battery pack can be heated while the battery pack is in a charging state, which significantly improves the flexibility and convenience of heating the battery pack.

[0126] Step S122: If the status information indicates that the battery pack is not in a charging state, a stall strategy is determined based on whether the vehicle is in a parking condition and the relationship between the ambient temperature and the ambient temperature threshold.

[0127] Specifically, according to whether the vehicle is in a parking condition and the relationship between the ambient temperature and the ambient temperature threshold, determining the stall strategy may include:

[0128] If the vehicle is in a parking condition, when the ambient temperature is less than the ambient temperature threshold, determining the stall strategy is to control the motor to enter a stall mode;

[0129] If the vehicle is in a parking condition, when the ambient temperature is not less than the ambient temperature threshold and the available power of the battery pack is less than the rated power of the compressor, determining the stall strategy is to control the compressor to enter a stall mode;

[0130] If the vehicle is in a parking condition, when the ambient temperature is not less than the ambient temperature threshold and the available power of the battery pack is not less than the rated power of the compressor, the stall strategy is determined to control both the motor and the compressor to enter the stall mode.

[0131] In this embodiment, when the vehicle is not in a charging state and is in a parking condition, if the ambient temperature is less than the ambient temperature threshold, the motor can be directly controlled to enter the stall mode. If the ambient temperature is not less than the ambient temperature threshold, the relationship between the available power of the battery pack and the rated power of the compressor is further judged. If the available power of the battery pack is less than the rated power of the compressor, the compressor is controlled to enter the stall mode. If the available power of the battery pack is not less than the rated power of the compressor, both the motor and the compressor are controlled to enter the stall mode.

[0132] In addition, according to whether the vehicle is in a parking condition and the relationship between the ambient temperature and the ambient temperature threshold, determining the stall strategy may also include:

[0133] If the vehicle is not in a parking condition, and the ambient temperature is not less than an ambient temperature threshold, determining the stall strategy is to control the compressor to enter a stall mode;

[0134] If the vehicle is not in a parking condition, when the ambient temperature is less than the ambient temperature threshold, the blocking strategy is determined to enter the blocking mode without controlling any blocking object.

[0135] In this embodiment, when the vehicle is not in a charging state and is not in a parking condition, if the ambient temperature is less than the ambient temperature threshold, no stalling object is controlled to enter the stalling mode; if the ambient temperature is not less than the ambient temperature threshold, the compressor is controlled to enter the stalling mode.

[0136] In summary, if the battery pack is not in a charging state, there are five situations:

[0137] (1) If the vehicle is not in the parking state and the ambient temperature is less than the ambient temperature threshold, no device is controlled to enter the stall mode;

[0138] (2) If the vehicle is not in a parking condition and the ambient temperature is not less than the ambient temperature threshold, the compressor is controlled to enter a stall mode;

[0139] (3) If the vehicle is in a parking condition and the ambient temperature is less than the ambient temperature threshold, the motor is controlled to enter a stall mode;

[0140] (4) If the vehicle is in a parking condition, the ambient temperature is not less than the ambient temperature threshold, and the available power of the battery pack is less than the rated power of the compressor, the compressor is controlled to enter a stall mode;

[0141] (5) If the vehicle is in the parking condition, the ambient temperature is not less than the ambient temperature threshold, and the available power of the battery pack is not less than the rated power of the compressor, the control motor and the compressor both enter the stall mode.

[0142] Among them, the circulation loop of the refrigerant when the motor is in the stall mode is the same as the above, and the circulation loop of the refrigerant when the compressor is in the stall mode is the same as the above, which will not be described in detail in this embodiment.

[0143] In this embodiment, when the battery pack is not in a charging state, the battery pack can be heated as long as the vehicle is in a parking condition, or the vehicle is not in a parking condition but the ambient temperature is not less than the ambient temperature threshold, which can significantly improve the flexibility and convenience of heating the battery pack.

[0144] The following is a complete example of how the present application heats the battery pack when the battery pack is in a charging state. It should be noted that the specific values ​​in this example are only for illustration and can be set according to actual needs. This example specifically includes the following steps:

[0145] Step 1: When the vehicle is plugged into the charging gun, the battery management system BMS first determines whether the temperature of the battery pack is lower than the battery temperature threshold. If the temperature of the battery pack is less than the battery temperature threshold, the battery management system BMS sends a battery pack heating request to the vehicle control unit VCU.

[0146] Step 2: After receiving the battery pack heating request, the vehicle control unit VCU determines whether the vehicle meets the charging conditions, such as whether there is no charging fault on the vehicle side, the charging pile side has been authenticated by swiping the card, etc., and receives the ambient temperature signal sent by the compressor.

[0147] Step 3: If the vehicle control unit VCU determines that the vehicle meets the charging conditions and the ambient temperature is less than the ambient temperature threshold (for example, -20°C), the motor control unit MCU controls the motor to enter the stall mode.

[0148] Step 4: The vehicle control unit VCU first controls the high-voltage state of the battery management system BMS. Specifically, the vehicle control unit VCU sends a high-voltage instruction to the battery management system BMS. After the battery management system BMS receives the high-voltage instruction sent by the vehicle control unit VCU, it closes the main positive relay and the main negative relay, and feeds back the high-voltage state signal to the vehicle control unit VCU.

[0149] Step 5: After the vehicle control unit VCU receives the signal of the high voltage state fed back by the battery management system BMS, it requests the battery management system BMS to enter the AC slow charging state. After the battery management system BMS determines that there is no slow charging fault, it enters the AC slow charging state and feeds back the signal of entering the AC slow charging state to the vehicle control unit VCU.

[0150] Step 6: After the vehicle control unit VCU receives the signal from the battery management system BMS that it has entered the AC slow charging state, it requests the on-board charging module OBC to enter the constant voltage output mode, that is, the CV (Constant Voltage) mode. After the on-board charging module OBC receives the control instruction of the constant voltage output mode sent by the vehicle control unit VCU, it enters the constant voltage output mode and feeds back the signal that it has entered the constant voltage output state to the vehicle control unit VCU. The output voltage of this process is (the current voltage of the battery pack + 5V).

[0151] Step 7: After the vehicle control unit VCU receives the signal from the on-board charging module OBC that it has entered the constant voltage output state, it determines whether the voltage difference before and after the main positive relay of the battery is less than 10V. If it is less than 10V, it requests the battery management system BMS to disconnect the main positive relay and the main negative relay to enter the slow charging preheating state. After the battery management system BMS receives the slow charging preheating instruction sent by the vehicle control unit VCU, it disconnects the main positive relay and the main negative relay, and feeds back the signal that it has entered the slow charging preheating state to the vehicle control unit VCU and the on-board charging module OBC.

[0152] Step 8: After the on-board charging module OBC receives the signal from the battery management system BMS that it has entered the slow charging preheating state, it automatically adjusts the output voltage. For the on-board charging module OBC of the 400V platform, it is adjusted to 380V output. For the on-board charging module OBC of the 800V platform, it is automatically adjusted to 650V output.

[0153] Step 9: After the vehicle control unit VCU receives the signal from the battery management system BMS that it has entered the slow charging preheating state, it requests the motor to enter the stall mode and at the same time lowers the power limit P of the generator. out .

[0154] Step 10: The vehicle control unit VCU sends the power limit P to the motorout The calculation method is as follows: first, the working power value P1 of the motor in the stall mode is obtained through bench testing (when determining the value of P1, NVH must be within an acceptable range); then, the vehicle control unit VCU obtains the maximum current output capacity signal value sent by the on-board charging module OBC, multiplies it by the current voltage of the battery pack, and obtains the maximum output power value P2 of the on-board charging module OBC; finally, the vehicle control unit VCU uses the minimum value of P1 and P2 as the working power limit value P of the motor. out .

[0155] Step 11: When the vehicle control unit VCU controls the motor to enter the stall mode, it needs to control the opening and closing of the water pump and the valve. Specifically, it needs to close the first water pump and the second valve, and open the second water pump, the third water pump, the first valve, and the third valve, so that the refrigerant passes through the first valve, the second water pump, the motor, the on-board charging module OBC (DCDC), the third valve, the battery pack, the third water pump, and then to the first valve to form a loop.

[0156] Step 12: Following Step 3, when the ambient temperature is greater than or equal to the ambient temperature threshold, the vehicle control unit VCU needs to select the working mode. When the motor's stall power P1 is less than the compressor's rated power P3, and the available power P2 of the on-board charging module OBC is less than the compressor's rated power P3 (generally 7kw), the vehicle control unit VCU only controls the compressor to enter the stall mode (the thermal efficiency of the compressor stall is higher than the motor stall thermal efficiency).

[0157] Step 13: The vehicle control unit VCU only controls the compressor to stall and sends the power limit value P out Calculation method: Send P directly according to the value of the available power P2 of the on-board charging module OBC out .

[0158] Step 14: When the vehicle control unit VCU only controls the compressor to stall, it is necessary to close the second water pump, and open the first water pump, the third water pump, the first valve, the second valve, and the third valve. The refrigerant passes through the first valve, the first water pump, the second valve, the third valve, the battery pack, the third water pump, and then to the first valve to form a loop. After being heated by the compressor stall, the refrigerant flows through the battery pack to heat the battery.

[0159] Step 15: Following Step 12, when the ambient temperature is greater than or equal to the ambient temperature threshold, the motor's stall power P1 is less than the compressor's rated power P3, and the available power P2 of the on-board charging module OBC is greater than or equal to the compressor's rated power P3, the vehicle control unit VCU can control the compressor to stall and the motor to enter the stall mode.

[0160] Step 16: When the vehicle control unit VCU controls the compressor and the motor to enter the stall mode at the same time, the power limit P is sent. out Calculation method: According to the rated power P3 of the compressor, the value is sent to the compressor as the stall power limit P out ; According to the value of (P2-P3), it is sent to the motor as the stall power limit value P out .

[0161] Step 17: When the vehicle control unit VCU controls the compressor to be blocked and the motor to be blocked at the same time, it controls all pumps and valves to be opened, and the refrigerant is divided into two paths. One path passes through the first valve, the first water pump, the second valve, the third valve, the battery pack, the third water pump, and then to the first valve to form a loop, and the refrigerant is heated by the compressor being blocked; the other path passes through the first valve, the second water pump, the motor, the on-board charging module OBC (DCDC), the third valve, the battery pack, the third water pump, and then to the first valve to form a loop, and the refrigerant is heated by the motor being blocked.

[0162] Step 18: Following Step 12, when the ambient temperature is greater than or equal to the ambient temperature threshold, the motor's stall power P1 is greater than or equal to the compressor's rated power P3, and the available power P2 of the on-board charging module OBC is less than the compressor's rated power P3, the vehicle control unit VCU only controls the compressor to enter the stall mode, and the control logic is the same as Step 13 and Step 14.

[0163] Step 19: Following Step 12, when the ambient temperature is greater than or equal to the ambient temperature threshold, the motor's stall power P1 is greater than or equal to the compressor's rated power P3, and the available power P2 of the on-board charging module OBC is greater than or equal to the compressor's rated power P3, the vehicle control unit VCU can control both the compressor and the motor to enter the stall mode, and the control logic is the same as Step 16 and Step 17.

[0164] When the vehicle is not plugged into the charging gun, or the charging gun is plugged in but the charging pile is not started by swiping the card, that is, when the vehicle is in parking or driving conditions, the battery pack can also be heated by the compressor or motor stall. The following will explain in detail how the application heats the battery pack when the battery pack is not in a charging state with another complete embodiment. It should be noted that the specific values ​​in this embodiment are for illustration only and can be set according to actual needs. This embodiment specifically includes the following steps:

[0165] (1) When the vehicle is in driving condition, the motor needs to provide driving power for the vehicle and is not suitable for stalling. At this time, the compressor can be stalled to heat the battery pack, allowing the battery pack to heat up quickly, improve the discharge capacity, and provide more driving power for the vehicle. The specific control method is as follows:

[0166] Step 1: When the vehicle is not in the parking condition, that is, in the driving condition (the vehicle is in the D gear or R gear, and the whole vehicle is in the Ready state), the battery management system BMS first determines whether the temperature of the battery pack is less than the battery temperature threshold. If so, the battery management system BMS sends a battery pack heating request to the vehicle control unit VCU.

[0167] Step 2: After receiving the battery pack heating request, the vehicle control unit VCU determines whether the ambient temperature is less than the ambient temperature threshold (eg -20°C).

[0168] Step 3: If the ambient temperature is less than the ambient temperature threshold, the vehicle control unit VCU does not control the compressor to enter the stall mode for heating.

[0169] Step 4: If the ambient temperature is greater than or equal to the ambient temperature threshold, the vehicle control unit VCU controls the compressor to enter the stall mode. out Calculation method: Take the discharge power P of the battery pack pack The minimum value of the value and the rated power of the compressor (the default is 7kw) is sent to the compressor as the compressor's stall power limit P out .

[0170] Step 5: Due to the driving condition, the motor needs to remain in working condition, and the compressor is in the stall mode. The vehicle control unit VCU controls all pumps and valves to open, and the refrigerant is divided into two paths. One path passes through the first valve, the first water pump, the second valve, the third valve, the battery pack, the third water pump, and then to the first valve to form a loop; the other path passes through the first valve, the second water pump, the motor, the on-board charging module OBC (DCDC), the third valve, the battery pack, the third water pump, and then to the first valve to form a loop.

[0171] (2) When the vehicle is in the parking condition, that is, in the P gear state, the vehicle control unit VCU can heat the battery pack by entering the stall mode through the compressor or the motor. The specific control method is as follows:

[0172] Step 1: When the vehicle is in parking condition, the battery management system BMS first determines whether the temperature of the battery pack is lower than the battery temperature threshold. If the temperature of the battery pack is less than the battery temperature threshold, the battery management system BMS sends a battery pack heating request to the vehicle control unit VCU.

[0173] Step 2: After receiving the battery pack heating request, the vehicle control unit VCU determines whether the ambient temperature is less than the ambient temperature threshold (eg -20°C).

[0174] Step 3: If the ambient temperature is less than the ambient temperature threshold, the vehicle control unit VCU controls the motor to enter the stall mode to heat the battery pack.

[0175] Step 4: The vehicle control unit VCU first controls the battery management system BMS to the high voltage state. Specifically, the vehicle control unidirectionally sends a high voltage command to the battery management system BMS. After the battery management system BMS receives the high voltage command sent by the vehicle control unit VCU, it closes the main positive relay and the main negative relay, and feeds back the high voltage state signal to the vehicle control unit VCU. After the vehicle control unit VCU receives the high voltage state signal fed back by the battery management system BMS, it controls the motor to enter the stall mode, and at the same time lowers the power limit value P of the generator operation. out .

[0176] Step 5: The power limit P sent by the vehicle control unit VCU to the motor out Calculation method: First, the working power value P1 of the motor in the stall mode is obtained through bench testing. When determining the value of P1, NVH must be within an acceptable range. Then the vehicle control unit VCU obtains the dischargeable power P of the battery pack. pack , the vehicle control unit VCU takes P1 and P pack The minimum value among them is taken as the working power limit value P of the motor out .

[0177] Step 6: When the vehicle control unit VCU controls the motor to enter the stall mode, it needs to control the opening and closing of the water pump and the valve. Specifically, it needs to close the first water pump and the second valve 2, and open the second water pump, the third water pump, the first valve, and the third valve to allow the refrigerant to pass through the first valve, the second water pump, the motor, the on-board charging module OBC (DCDC), the third valve, the battery pack, the third water pump, and then to the first valve to form a loop.

[0178] Step 7: When the ambient temperature is greater than or equal to the ambient temperature threshold, the vehicle control unit VCU needs to select the working mode. When the motor's stall power P1 is less than the compressor's rated power P3 and the battery pack's available power P pack <The rated power of the compressor is P3 (generally 7kw), the vehicle control unit VCU only controls the compressor to stall (the stall thermal efficiency of the compressor is higher than the stall thermal efficiency of the motor).

[0179] Step 8: When the vehicle control unit VCU only controls the compressor to be locked, the calculation method of the transmission power limit is: directly according to P pack The value sent by P out .

[0180] Step 9: When the vehicle control unit VCU only controls the compressor to stall, it is necessary to close the second water pump, and open the first water pump, the third water pump, the first valve, the second valve, and the third valve. The refrigerant passes through the first valve, the first water pump, the second valve, the third valve, the battery pack, the third water pump, and then to the first valve to form a loop. After being heated by the compressor stall, the refrigerant flows through the battery pack to heat the battery.

[0181] Step 10: When the ambient temperature is greater than or equal to the ambient temperature threshold, the motor's stall power P1 is less than the compressor's rated power P3, and the battery pack's available power P pack >= rated power P3 of the compressor (generally 7kw), the vehicle control unit VCU can control both the compressor and the motor to enter the stall mode.

[0182] Step 11: When the vehicle control unit VCU controls the compressor to lock and the motor to enter the locked rotor mode at the same time, it sends the power limit value P out Calculation method: According to the rated power P3 of the compressor, the value is sent to the compressor as the stall power limit P out According to (P pack -P3) is sent to the motor as the stall power limit P out .

[0183] Step 12: When the vehicle control unit VCU controls the compressor to be blocked and the motor to be blocked at the same time, it controls all pumps and valves to be opened, and the refrigerant is divided into two paths. One path passes through the first valve, the first water pump, the second valve, the third valve, the battery pack, the third water pump, and then to the first valve to form a loop, and the refrigerant is heated by the compressor being blocked; the other path passes through the first valve, the second water pump, the motor, the on-board charging module OBC (DCDC), the third valve, the battery pack, the third water pump, and then to the first valve to form a loop, and the refrigerant is heated by the motor being blocked.

[0184] Step 13: Following step 10, when the ambient temperature is greater than or equal to the ambient temperature threshold, the motor's stall power P1 is greater than or equal to the compressor's rated power P3, and the battery pack's available power P pack <The rated power of the compressor is P3 (generally 7kw), the vehicle control unit VCU can control the compressor to stall, and the control logic is the same as steps 8 and 9.

[0185] Step 14: Following step 10, when the ambient temperature is greater than or equal to the ambient temperature threshold, the motor's stall power P1 is greater than or equal to the compressor's rated power P3, and the battery pack's available power P pack >= rated power P3 of the compressor, the vehicle control unit VCU can control both the compressor and the motor to enter the stall mode, and the control logic is the same as step 11 and step 12.

[0186] In some implementation scenarios, if a heating element needs to be installed, the heating element can be integrated with the compressor. For example, a PTC heating element can be integrated with the compressor, and the compressor can control the operation of the heating element.

[0187] In the present application, the battery pack can be heated in a low temperature environment without installing a heating element (such as a positive temperature coefficient heating element, i.e., a PTC heating element). On the first hand, it can avoid the heating element consuming a large amount of power when working, thereby reducing the power consumption of the vehicle. On the second hand, it can save space inside the vehicle and reduce the battery heating cost. On the third hand, it can avoid the situation where the heating element takes a long time to heat up, thereby significantly improving the heating rate of the battery pack.

[0188] It should be noted that, for the method embodiments, for the sake of simplicity, they are all expressed as a series of action combinations, but those skilled in the art should be aware that the embodiments of the present application are not limited by the described order of actions, because according to the embodiments of the present application, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in the specification are all preferred embodiments, and the actions involved are not necessarily required by the embodiments of the present application.

[0189] Based on the same inventive concept, an embodiment of the present application provides a battery heating system, including a vehicle control unit, a motor, a compressor and a refrigerant, wherein the vehicle control unit is respectively connected to the motor control unit and the compressor for communication, and the refrigerant is used for heat conduction;

[0190] The vehicle control unit is used to determine the current ambient temperature of the vehicle and its own status information when it is determined that the battery pack of the vehicle is to be heated; and if the status information indicates that the battery pack is in a charging state, control the motor and / or the compressor to enter a stall mode according to the magnitude relationship between the ambient temperature and the ambient temperature threshold, so that the refrigerant obtains the heat generated by the motor and / or the compressor in the stall mode when flowing through the motor and / or the compressor, and transfers the heat to the battery pack when flowing through the battery pack to heat the battery pack;

[0191] The motor is used to enter a stall mode under the control of the vehicle control unit;

[0192] The compressor is used to enter a locked-rotor mode under the control of the vehicle control unit.

[0193] Among them, the vehicle control unit is used to execute a battery heating method described in the previous embodiment of this application. The specific implementation process can be referred to the previous text, and this application will not elaborate on it here.

[0194] Based on the same inventive concept, an embodiment of the present application provides a vehicle, including the battery heating system of the present application. The structure and working principle of the battery heating system can be specifically referred to the above description, and this embodiment will not be repeated here.

[0195] Based on the same inventive concept, an embodiment of the present application provides a battery heating device, which is applied to a vehicle control unit in a battery heating system of a vehicle, wherein the battery heating system further includes a motor, a compressor and a refrigerant, wherein the vehicle control unit is respectively communicated with the motor control unit and the compressor, and the refrigerant is used for heat conduction; the device includes:

[0196] A first determination module is used to determine the current ambient temperature of the vehicle and the vehicle's own state information when it is determined that the battery pack of the vehicle is heated;

[0197] a second determination module, configured to determine a blocking strategy according to the ambient temperature and the state information, wherein the blocking strategy is configured to control a target blocking object in the battery heating system to enter a blocking mode, wherein the target blocking object is one or more of the following: a motor, a compressor;

[0198] The control module is used to control the target stalling object to enter a stalling mode according to the stalling strategy, so that the refrigerant transfers the heat generated by the target stalling object in the stalling mode to the battery pack to heat the battery pack.

[0199] Optionally, the battery heating system further includes a battery management system, the vehicle control unit is in communication connection with the battery management system, and the first determination module includes:

[0200] A receiving submodule, used for receiving the temperature of the battery pack sent by the battery management system;

[0201] A first determining submodule, configured to determine to heat the battery pack if the temperature of the battery pack is less than a battery temperature threshold; or

[0202] The second determining submodule is configured to determine to heat the battery pack if a heating request for the battery pack sent by the battery management system is received.

[0203] Optionally, the second determining module includes:

[0204] A third determination submodule, configured to determine the stall strategy according to a magnitude relationship between the ambient temperature and an ambient temperature threshold if the state information indicates that the battery pack is in a charging state;

[0205] The fourth determination submodule is used to determine the blocking strategy according to whether the vehicle is in a parking condition and the relationship between the ambient temperature and the ambient temperature threshold value if the status information indicates that the battery pack is not in a charging state.

[0206] Optionally, the battery heating system further includes an on-board charging module, the vehicle control unit is communicatively connected with the on-board charging module, and the third determining submodule includes:

[0207] a fifth determining submodule, configured to determine that the stall strategy is to control the motor to enter a stall mode if the ambient temperature is less than the ambient temperature threshold;

[0208] a sixth determination submodule, configured to determine that the stall strategy is to control the compressor to enter a stall mode if the ambient temperature is not less than the ambient temperature threshold and the available power of the on-board charging module is less than the rated power of the compressor;

[0209] The seventh determination submodule is used to determine that the stall strategy is to control both the motor and the compressor to enter a stall mode if the ambient temperature is not less than the ambient temperature threshold and the available power of the on-board charging module is not less than the rated power of the compressor.

[0210] Optionally, the fourth determining submodule includes:

[0211] an eighth determination submodule, configured to, if the vehicle is in a parking condition and the ambient temperature is less than the ambient temperature threshold, determine that the stall strategy is to control the motor to enter a stall mode;

[0212] a ninth determination submodule, configured to determine, if the vehicle is in a parking condition, that the stall strategy is to control the compressor to enter a stall mode when the ambient temperature is not less than the ambient temperature threshold and the available power of the battery pack is less than the rated power of the compressor;

[0213] The tenth determination submodule is used to determine that the stall strategy is to control both the motor and the compressor to enter a stall mode if the vehicle is in a parking condition and the ambient temperature is not less than the ambient temperature threshold and the available power of the battery pack is not less than the rated power of the compressor.

[0214] Optionally, the fourth determining submodule further includes:

[0215] an eleventh determining submodule, configured to determine, if the vehicle is not in a parking condition and the ambient temperature is not less than the ambient temperature threshold, that the stall strategy is to control the compressor to enter a stall mode;

[0216] The twelfth determination submodule is used to determine that the blocking strategy is not to control any blocking object to enter the blocking mode if the vehicle is not in the parking condition and the ambient temperature is less than the ambient temperature threshold.

[0217] Optionally, the battery heating system further includes a cooling pipe, a refrigerant box, a first valve and a first water pump, the cooling pipe is used for the refrigerant to flow, the refrigerant box is connected to the first valve, and the first water pump is arranged on the cooling pipe between the first valve and the compressor;

[0218] When the compressor is in the stall mode, the refrigerant in the refrigerant box starts from the first valve, passes through the cooling pipe, flows through the first water pump, the compressor and the battery pack in sequence, and flows back to the first valve.

[0219] Optionally, the battery heating system further includes a second water pump and an on-board charging module, the second water pump is arranged on a cooling pipe between the first valve and the motor, and the vehicle control unit is communicatively connected with the on-board charging module;

[0220] When the motor is in the stall mode, the refrigerant in the refrigerant box starts from the first valve, passes through the cooling pipe, flows through the second water pump, the motor, the on-board charging module and the battery pack in sequence, and flows back to the first valve.

[0221] Optionally, the battery heating system further includes a cooling pipe, a refrigerant box, a first valve and a first water pump, the cooling pipe is used for the refrigerant to flow, the refrigerant box is connected to the first valve, and the first water pump is arranged on the cooling pipe between the first valve and the compressor;

[0222] When the compressor is in the stall mode, the refrigerant in the refrigerant box starts from the first valve, passes through the cooling pipe, flows through the first water pump, the compressor and the battery pack in sequence, and flows back to the first valve.

[0223] Optionally, the battery heating system further includes a second water pump and an on-board charging module, the second water pump is arranged on a cooling pipe between the first valve and the motor, and the vehicle control unit is communicatively connected with the on-board charging module;

[0224] When the motor is in the stall mode, the refrigerant in the refrigerant box starts from the first valve, passes through the cooling pipe, flows through the second water pump, the motor, the on-board charging module and the battery pack in sequence, and flows back to the first valve.

[0225] As for the device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0226] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented in one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that include computer-usable program code.

[0227] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0228] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0229] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0230] Although the preferred embodiments of the present application have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications falling within the scope of the present application.

[0231] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A battery heating method, characterized in that: A vehicle control unit applied to a battery heating system of a vehicle, wherein the battery heating system further comprises a motor, a compressor and a refrigerant, wherein the vehicle control unit is respectively connected to the motor and the compressor in communication, and the refrigerant is used for heat conduction; the method comprises: In the case of determining to heat the battery pack of the vehicle, determining the current ambient temperature of the vehicle and the vehicle's own state information; Determine a blocking strategy according to the ambient temperature and the state information, wherein the blocking strategy is used to control a target blocking object in the battery heating system to enter a blocking mode, wherein the target blocking object is one or more of the following: a motor, a compressor; According to the stalling strategy, the target stalling object is controlled to enter a stalling mode, so that the refrigerant transfers the heat generated by the target stalling object in the stalling mode to the battery pack to heat the battery pack.

2. The method according to claim 1, characterized in that The battery heating system further includes a battery management system, the vehicle control unit is in communication connection with the battery management system, and the determining to heat the battery pack of the vehicle includes: Receiving the temperature of the battery pack sent by the battery management system; If the temperature of the battery pack is lower than the battery temperature threshold, determine to heat the battery pack; or If a heating request for the battery pack sent by the battery management system is received, it is determined to heat the battery pack.

3. The method according to claim 1, characterized in that The step of determining a stall strategy according to the ambient temperature and the state information includes: If the state information indicates that the battery pack is in a charging state, determining the stall strategy according to a magnitude relationship between the ambient temperature and an ambient temperature threshold; If the status information indicates that the battery pack is not in a charging state, the blocking strategy is determined according to whether the vehicle is in a parking condition and the relationship between the ambient temperature and the ambient temperature threshold.

4. The method according to claim 3, characterized in that The battery heating system further includes an on-board charging module, the vehicle control unit is in communication connection with the on-board charging module, and the blocking strategy is determined according to the magnitude relationship between the ambient temperature and the ambient temperature threshold, including: If the ambient temperature is lower than the ambient temperature threshold, determining that the stall strategy is to control the motor to enter a stall mode; If the ambient temperature is not less than the ambient temperature threshold, and the available power of the on-board charging module is less than the rated power of the compressor, determining that the stall strategy is to control the compressor to enter a stall mode; If the ambient temperature is not less than the ambient temperature threshold, and the available power of the on-board charging module is not less than the rated power of the compressor, the stall strategy is determined to control both the motor and the compressor to enter a stall mode.

5. The method according to claim 3, characterized in that: The step of determining the stall strategy according to whether the vehicle is in a parking condition and the magnitude relationship between the ambient temperature and the ambient temperature threshold comprises: If the vehicle is in a parking condition and the ambient temperature is less than the ambient temperature threshold, determining that the stall strategy is to control the motor to enter a stall mode; If the vehicle is in a parking condition, when the ambient temperature is not less than the ambient temperature threshold and the available power of the battery pack is less than the rated power of the compressor, determining that the stall strategy is to control the compressor to enter a stall mode; If the vehicle is in a parking condition, when the ambient temperature is not less than the ambient temperature threshold and the available power of the battery pack is not less than the rated power of the compressor, the stall strategy is determined to control both the motor and the compressor to enter a stall mode.

6. The method according to claim 4, characterized in that The step of determining the stall strategy according to whether the vehicle is in a parking condition and the magnitude relationship between the ambient temperature and the ambient temperature threshold comprises: If the vehicle is not in a parking condition, and the ambient temperature is not less than the ambient temperature threshold, determining that the stall strategy is to control the compressor to enter a stall mode; If the vehicle is not in a parking condition, and the ambient temperature is less than the ambient temperature threshold, the blocking strategy is determined to not control any blocking object to enter a blocking mode.

7. The method according to claim 1, characterized in that The battery heating system further includes a cooling pipe, a refrigerant box, a first valve and a first water pump, wherein the cooling pipe is used for flowing the refrigerant, the refrigerant box is connected to the first valve, and the first water pump is arranged on the cooling pipe between the first valve and the compressor; When the compressor is in the stall mode, the refrigerant in the refrigerant box starts from the first valve, passes through the cooling pipe, flows through the first water pump, the compressor and the battery pack in sequence, and flows back to the first valve.

8. The method according to claim 7, characterized in that The battery heating system further includes a second water pump and an on-board charging module, the second water pump is arranged on a cooling pipe between the first valve and the motor, and the vehicle control unit is communicatively connected with the on-board charging module; When the motor is in the stall mode, the refrigerant in the refrigerant box starts from the first valve, passes through the cooling pipe, flows through the second water pump, the motor, the on-board charging module and the battery pack in sequence, and flows back to the first valve.

9. A battery heating system, characterized in that: It includes a vehicle control unit, a motor, a compressor and a refrigerant, wherein the vehicle control unit is respectively connected to the motor and the compressor for communication, and the refrigerant is used for heat conduction; The vehicle control unit is used to determine the current ambient temperature of the vehicle and its own state information when it is determined that the battery pack of the vehicle is to be heated; determine a blocking strategy based on the ambient temperature and the state information, the blocking strategy being used to control a target blocking object in the battery heating system to enter a blocking mode, the target blocking object being one or more of the following: a motor, a compressor; and according to the blocking strategy, control the target blocking object to enter a blocking mode, so that the refrigerant transfers the heat generated by the target blocking object in the blocking mode to the battery pack to heat the battery pack; The motor is used to enter a stall mode under the control of the vehicle control unit; The compressor is used to enter a locked-rotor mode under the control of the vehicle control unit.

10. A vehicle, characterized in that: Comprising the battery heating system as claimed in claim 9.

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