Intelligent thermal management method and system for power battery

Abstract

The invention discloses an intelligent thermal management method and system for a power battery, and the method comprises the steps: obtaining current vehicle driving state data, and recognizing whether a vehicle enters a driving mode or not and whether a driving thermal management process is started or not; obtaining current driving working condition state data, and calculating vehicle demand power and battery allowable power based on the vehicle historical power and the current power data; obtaining current power battery temperature state data, judging a current driving thermal management requirement, and adaptively switching a management process corresponding to a thermal management strategy; and obtaining the current temperature of the cooling liquid at the inlet of the power battery, and judging whether to start thermal management or perform thermal cycle. According to the method, by judging the relation between the whole vehicle demand power and the battery allowable discharge power, under the condition that the whole vehicle power use and the battery safety are not affected, the heat management starting frequency is reduced to optimize the heat management energy consumption; heat management energy is fully utilized, the purpose of meeting the required power of the whole vehicle is achieved, unnecessary heat management can be effectively reduced, and heat management energy consumption is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of power batteries, and in particular, to an intelligent thermal management method and system for power batteries. Background Art

[0002] A power battery is a chemical battery used to provide power energy for equipment such as electric vehicles. It has a high energy density, a large output power, a long cycle life, and can store a large amount of electric energy, so as to provide sufficient power for the vehicle to achieve a longer driving range, and can meet the power requirements under different driving conditions such as vehicle acceleration and climbing, and can still maintain certain performance after multiple charge and discharge cycles. In extremely cold winters or extremely hot summers, when the power battery encounters extreme temperatures, its available power and energy will significantly decrease, which not only affects the normal use of the whole vehicle, but also shortens the battery life. More seriously, it will also cause safety problems such as battery thermal runaway and short-circuit fire, thus endangering life and property.

[0003] In order to enable the power battery to work within an appropriate temperature range, it is necessary to manage the temperature of the vehicle power battery, heat up the battery in a low-temperature environment, and cool down the battery in a high-temperature environment, so as to ensure that the power battery can maintain stable performance, extend the service life, and continuously output sufficient power under complex climate conditions, meeting the power and endurance requirements of the vehicle.

[0004] The thermal management strategy of traditional power batteries usually performs on-off control based on fixed temperature thresholds (for example, starting cooling when the maximum battery temperature ≥ 38°C and starting heating when the minimum temperature ≤ 10°C). This simple threshold judgment method can only maintain the battery temperature within a basic safe range. The thermal management strategy with fixed thresholds: on the one hand, it triggers redundant thermal management actions in non-essential scenarios (such as when the temperature slightly deviates from the optimal range but reaches the threshold in a high state of charge), resulting in additional energy consumption waste; on the other hand, in dynamic working conditions (such as during fast charging or high-speed driving), it may also have insufficient temperature regulation due to response lag. It neither incorporates key state parameters such as battery SOC and SOH for comprehensive decision-making, nor takes into account the impact of actual driving behavior on the heat load (such as frequent acceleration will exacerbate the temperature rise, etc.), and lacks linkage optimization with the vehicle's thermal management system (such as waste heat utilization, etc.), resulting in low energy efficiency and insufficient temperature control accuracy. Summary of the Invention

[0005] The purpose of the present invention is to solve the deficiencies existing in the prior art, and to propose an intelligent thermal management method and system for power batteries.

[0006] To achieve the above object, in the first aspect, the present invention provides an intelligent thermal management method for power batteries, including:

[0007] S100. Obtain the current vehicle driving state data, and identify whether it enters the driving mode and whether the driving thermal management process can be started.

[0008] S200. Obtain the current driving condition state data, and calculate the vehicle demand power and the battery allowable power based on the vehicle historical power and the current power data.

[0009] S300. Obtain the current power battery temperature state data, judge the current driving thermal management demand, and adaptively switch the thermal management strategy to the corresponding management process.

[0010] S400. Obtain the current coolant temperature at the inlet of the power battery, and judge whether to start the thermal management or perform a thermal cycle.

[0011] In some embodiments, the S200 includes:

[0012] S210. Obtain the current driving condition state data, and calculate the vehicle demand discharge power by weighted calculation based on the vehicle historical power and the current power data.

[0013] S220. Obtain the current driving condition state data, and calculate the battery allowable discharge power.

[0014] In some embodiments, the vehicle historical power includes the historical average driving consumption power and the historical average accessory consumption power, the current driving condition state data includes the current driving consumption power and the current accessory consumption power, and the vehicle demand power value is obtained by taking the maximum value between the weighted calculation value of the vehicle historical power and the current power data and the minimum demand power value of the current driving condition.

[0015] In some embodiments, the S300 includes:

[0016] S310. Obtain the current power battery temperature state data, and judge the current driving thermal management demand;

[0017] S320a. If the battery allowable discharge power is less than the vehicle demand discharge power, and the maximum battery temperature is not lower than the first preset temperature or the second preset temperature, adaptively switch the cooling thermal management strategy to the corresponding management process.

[0018] In some embodiments, the S300 includes:

[0019] S310. Obtain the current power battery temperature state data, and judge the current driving thermal management demand;

[0020] S320b. If the battery allowable discharge power is less than the vehicle demand discharge power, and the minimum battery temperature is not higher than the third preset temperature or the fourth preset temperature, adaptively switch the heating thermal management strategy to the corresponding management process.

[0021] In some of these embodiments, the S400 includes:

[0022] S410, obtaining the current coolant temperature at the power battery inlet, and determining whether to start management or perform a thermal cycle;

[0023] S420a, when the current coolant temperature at the power battery inlet is not higher than a fifth preset temperature, determining to perform a thermal cycle;

[0024] S430a, when the current coolant temperature at the power battery inlet is not lower than a sixth preset temperature, determining to start cooling thermal management.

[0025] In some of these embodiments, the S400 further includes:

[0026] S410, obtaining the current coolant temperature at the power battery inlet, and determining whether to start management or perform a thermal cycle;

[0027] S420b, when the current coolant temperature at the power battery inlet is not lower than a seventh preset temperature, determining to perform a thermal cycle;

[0028] S430b, when the current coolant temperature at the power battery inlet is not higher than an eighth preset temperature, determining to start heating thermal management.

[0029] In some of these embodiments, the S400 further includes:

[0030] S440a, if the battery allowable discharge power is greater than the sum of the vehicle demand discharge power and a first preset power, or when the maximum battery temperature is not higher than a ninth preset temperature and the maximum battery temperature is not higher than the difference between a second preset temperature and a tenth preset temperature, determining to turn off the cooling thermal management;

[0031] S450a, when the current coolant temperature at the power battery inlet is not lower than the difference between the battery average temperature and an eleventh preset temperature, or when the current power battery temperature difference is not higher than a twelfth preset temperature, determining to turn off the cooling thermal cycle.

[0032] In some of these embodiments, the S400 further includes:

[0033] S440b, if the battery allowable discharge power is greater than the sum of the vehicle demand discharge power and a first preset power, or when the minimum battery temperature is not lower than a thirteenth preset temperature and the minimum battery temperature is not higher than the sum of a fourth preset temperature and a tenth preset temperature, determining to turn off the heating thermal management;

[0034] S450b, when the current coolant temperature at the power battery inlet is not lower than the difference between the battery average temperature and an eleventh preset temperature, or when the current power battery temperature difference is not higher than a twelfth preset temperature, determining to turn off the heating thermal cycle.

[0035] Second aspect, the present invention also provides an intelligent thermal management system for power batteries, which is executed via the intelligent thermal management method for power batteries as described in the first aspect. The steps of the thermal management method include:

[0036] A sensor module, configured to detect and transmit the temperature status data of the power battery and the temperature status data of the cooling system;

[0037] A monitoring and control module, configured to receive and analyze the vehicle driving status data, driving condition status data, temperature status data of the power battery, and temperature status data of the cooling system, and send a thermal management control signal;

[0038] A data storage module, configured to store the vehicle driving status data, driving condition status data, temperature status data of the power battery, and temperature status data of the cooling system.

[0039] The present invention has the following beneficial effects:

[0040] 1. In the present invention, the thermal management requirements are considered from the aspect of the power demand of the whole vehicle. By judging the relationship between the power demand of the whole vehicle and the allowable discharge power of the battery, the number of times of starting thermal management is reduced to optimize the thermal management energy consumption without affecting the power use of the whole vehicle and the battery safety; the thermal management energy is fully utilized to meet the power demand of the whole vehicle, which can effectively reduce unnecessary thermal management and lower the thermal management energy consumption;

[0041] 2. In the present invention, different driving conditions are considered, and the required discharge power of the whole vehicle is calculated by weighted calculation based on the historical power and current power data of the whole vehicle; the required power value of the whole vehicle is obtained by taking the maximum value between the weighted calculation value of the historical power and current power data of the whole vehicle and the minimum required power value of the current driving condition, and a lower limit value is set for the required power, which can effectively avoid calculating a lower required power of the whole vehicle when the current power or historical power is low;

[0042] 3. In the heating or cooling thermal management process of the present invention, self-circulation of the thermal management is requested by judging the temperature at the battery water inlet to avoid excessive thermal management resulting in too high or too low coolant temperature; when the heating or cooling thermal management process is closed, the remaining energy of the battery coolant is fully utilized to continue heating or cooling the battery, which can effectively improve the energy utilization rate. Description of the Drawings

[0043] Figure 1 is a schematic flow chart of the intelligent thermal management method for power batteries proposed by the present invention Figure 1 ;

[0044] Figure 2 is a schematic flow chart of the intelligent thermal management method for power batteries proposed by the present invention Figure 2 ;

[0045] Figure 3Flow schematic of the intelligent thermal management method for power batteries proposed by the present invention Figure 3 ;

[0046] Figure 4 Flow schematic of the intelligent thermal management method for power batteries proposed by the present invention Figure 4 ;

[0047] Figure 5 Schematic diagram of the principle of the intelligent thermal management system for power batteries proposed by the present invention. Specific embodiments

[0048] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0049] The embodiments of the present application provide an intelligent thermal management method and system for power batteries, which solve the problems in the prior art that redundant thermal management actions are triggered in non-essential scenarios, resulting in additional energy consumption waste; in dynamic working conditions, temperature regulation may be insufficient due to response lag, neither incorporating key state parameters such as battery SOC and SOH for comprehensive decision-making, nor taking into account the impact of actual driving behavior on the heat load, and lacking linkage optimization with the vehicle's thermal management system, resulting in low energy efficiency and insufficient temperature control accuracy. And the present application optimizes the thermal management energy consumption by reducing the number of times of starting thermal management without affecting the vehicle power usage and battery safety by judging the relationship between the vehicle's demand power and the battery's allowable discharge power; making full use of the thermal management energy to meet the vehicle's demand power, which can effectively reduce unnecessary thermal management and reduce the thermal management energy consumption.

[0050] Specifically, please refer to the following embodiments:

[0051] Refer to Figures 1 - 4 , an embodiment of an intelligent thermal management method for power batteries provided by the present invention, includes:

[0052] S100, obtaining the current vehicle driving state data, identifying whether it enters the driving mode and whether it meets the condition for starting the driving thermal management process;

[0053] S200, obtaining the current driving condition state data, and calculating the vehicle's demand power and the battery's allowable power based on the vehicle's historical power and current power data;

[0054] S300, obtaining the current temperature state data of the power battery, judging the current driving thermal management demand, and adapting and switching the thermal management strategy to the corresponding management process;

[0055] S400, obtain the current coolant temperature at the inlet of the power battery, and determine whether to turn on the thermal management or perform a thermal cycle.

[0056] It can be understood that this application considers the thermal management requirements from the perspective of the vehicle's power consumption demand. By judging the relationship between the vehicle's demand power and the battery's allowable discharge power, the number of times of turning on the thermal management is reduced to optimize the thermal management energy consumption without affecting the vehicle's power usage and battery safety; aiming to meet the vehicle's usage power, the energy of the water-cooling unit is fully utilized to heat or cool the battery, and aiming to meet the vehicle's demand power, unnecessary thermal management can be effectively reduced, and the thermal management energy consumption can be reduced.

[0057] Exemplarily, during the vehicle operation, first perform the extreme fault detection. If no extreme fault occurs, then start to identify the vehicle's driving mode. Only when the vehicle is in the driving mode, start the corresponding driving thermal management program, so as to avoid unnecessarily starting the thermal management in the non-driving mode, thereby reducing the number of ineffective operations of the thermal management system and reducing the energy consumption.

[0058] Subsequently, start to calculate the vehicle's demand power. This process unfolds the prediction from two key dimensions: on the one hand, it is necessary to fully consider the historical driving conditions, combine the historical power average value with the current power, and calculate by assigning different weights to the two respectively, so as to predict the change trend of the vehicle's demand power; on the other hand, for different driving conditions, carefully analyze the drive rate and the power consumed by the vehicle accessories, and calculate them separately; at the same time, it is also necessary to set a reasonable minimum value for the vehicle's demand power according to the current remaining battery charge (SOC). When the calculated vehicle's demand power is lower than the actual demand due to the low current power or historical power, ensure that the calculation result is more in line with the actual operating power demand of the vehicle by setting the lower limit value; in addition, based on key operating condition parameters such as the battery's remaining charge (SOC), the current battery temperature, and the bus current, the allowable power of the battery can be accurately calculated to limit the upper limit value of the vehicle's available power.

[0059] Then, judge the thermal management requirements. When the battery is in a safe operating condition, that is, the battery temperature is not in an extremely high or extremely low extreme state, only when both of the two conditions of "the allowable power of the battery is less than or equal to the vehicle's demand power" and "meeting the thermal management temperature threshold" are met, the thermal management system is allowed to be turned on; once the battery temperature is in an extreme operating condition, it is no longer judged based on the relationship between the allowable power of the battery and the vehicle's demand power, but directly take corresponding thermal management measures.

[0060] Finally, after successfully activating the thermal management in the driving mode, to maximize the utilization of the thermal management energy of the water-cooled unit, it is necessary to adjust the thermal management process and the thermal cycle process by judging the relationship between the inlet water temperature and the target water temperature in real time: when the inlet water temperature reaches the target water temperature, the thermal management system is timely requested to perform a self-circulation operation, which can effectively avoid the situation that the coolant temperature is too high or too low, thus saving the energy consumption in the thermal management process; and when the condition for turning off the thermal management is reached, if there is still residual energy available for thermal management in the coolant, at this time, the water-cooled unit is requested to continue the thermal cycle, giving full play to the role of the remaining energy of the coolant, and continuously heating or cooling the battery as necessary, further improving the energy utilization efficiency of the thermal management system.

[0061] It should be elaborated in detail that S100 includes:

[0062] (1a) Obtain the driver's vehicle usage intention through the mobile terminal: when the driver performs operations such as starting the trip planning, starting the vehicle preheating or precooling function, or setting the navigation destination on the mobile terminal application, the system will determine that the driver has the vehicle usage intention, and at this time, it is determined that the vehicle is in the driving mode; if the mobile terminal application does not receive any operation instructions related to vehicle use within a period of time, or the driver clearly performs operations such as closing the trip or canceling the vehicle preparation on the application, the system will consider that the driver currently has no vehicle usage intention and the vehicle is in the non-driving mode;

[0063] (1b) Monitor the discharge current of the power battery and the main drive high-voltage state through the in-vehicle terminal to judge the driving mode: when the main drive high-voltage power-on is completed and the bus current is higher than the preset value, it is considered to be in the driving mode, and when the main drive high-voltage is in the power-off state or the current is static for a long time, it is considered to be in the non-driving mode;

[0064] Please continue to refer to Figure 2 , in this embodiment, S200 includes:

[0065] S210, obtain the current driving condition status data, and calculate the vehicle's required discharge power by weighted calculation based on the vehicle's historical power and current power data;

[0066] S220, obtain the current driving condition status data, and calculate the allowable discharge power of the battery.

[0067] It should be elaborated in detail that the vehicle's historical power includes the historical average driving consumption power and the historical average accessory consumption power, the current driving condition status data includes the current driving consumption power and the current accessory consumption power, and the vehicle's required power value is obtained by taking the maximum value between the weighted calculation value of the vehicle's historical power and current power data and the minimum required power value of the current driving condition.

[0068] Specifically, the vehicle power includes the vehicle's required discharge power and the allowable discharge power of the battery:

[0069] (2a) Calculate the vehicle's required discharge power by weighted calculation based on the vehicle's historical power and current power data;

[0070] Preq = Max{X1(Ph D rv + Ph S ub) + X2(a * P D rv + b * P S ub), Pmin}, where,

[0071] Preq is the vehicle's required discharge power, Ph D rv is the historical average driving consumption power, Ph S ub is the historical average accessory consumption power, P D rv is the current driving consumption power, P S ub is the current accessory consumption power. The driving consumption power is calculated based on influencing factors such as vehicle speed and vehicle load, and the accessory consumption power is calculated through vehicle accessories such as the air-conditioning cooling system;

[0072] X1 is the vehicle's historical power weighting coefficient, and X2 is the current driving condition state data weighting coefficient;

[0073] a is the current driving consumption power weighting coefficient, and b is the current accessory consumption power weighting coefficient. The corresponding weighting coefficients can be optimized according to the vehicle load during specific calculations;

[0074] Pmin is the minimum required power for the current driving condition calculated based on battery condition parameters such as SOC and temperature.

[0075] (2b) Obtain the current driving condition state data and calculate the battery's allowable discharge power: By looking up the discharge Map table with the current battery temperature and the state of charge (SOC) of the battery, obtain the original value of the allowable discharge power, and then multiply the original value by the current system current reduction coefficient to obtain the battery's allowable discharge power Ppack.

[0076] Please continue to refer to Figure 3 , in this embodiment, S300 includes:

[0077] S310, obtain the current power battery temperature state data and judge the current driving thermal management requirement;

[0078] S320a (corresponding to the cooling process in thermal management), if the battery's allowable discharge power is less than the vehicle's required discharge power, and the maximum battery temperature is not lower than the first preset temperature or the second preset temperature, adaptively switch the cooling thermal management strategy to the corresponding management process; or

[0079] S320b (corresponding to the heating process in thermal management), if the allowable discharge power of the battery is less than the required discharge power of the vehicle, and the minimum temperature of the battery is not higher than the third preset temperature or the fourth preset temperature, adaptively switch the heating thermal management strategy to the corresponding management process.

[0080] Please continue to refer to Figure 4 , in this embodiment, S400 includes:

[0081] S410, obtain the current coolant temperature at the inlet of the power battery, and determine whether to start management or perform a thermal cycle;

[0082] S420a (corresponding to the cooling process in thermal management), when the current coolant temperature at the inlet of the power battery is not higher than the fifth preset temperature, determine to perform a thermal cycle;

[0083] S430a, when the current coolant temperature at the inlet of the power battery is not lower than the sixth preset temperature, determine to start the cooling thermal management;

[0084] S440a, if the allowable discharge power of the battery is greater than the sum of the required discharge power of the vehicle and the first preset power, or the maximum temperature of the battery is not higher than the ninth preset temperature and the maximum temperature of the battery is not higher than the difference between the second preset temperature and the tenth preset temperature, determine to turn off the cooling thermal management;

[0085] S450a, when the current coolant temperature at the inlet of the power battery is not lower than the difference between the average temperature of the battery and the eleventh preset temperature, or the temperature difference of the current power battery is not higher than the twelfth preset temperature, determine to turn off the cooling thermal cycle; or

[0086] S420b (corresponding to the heating process in thermal management), when the current coolant temperature at the inlet of the power battery is not lower than the seventh preset temperature, determine to perform a thermal cycle;

[0087] S430b, when the current coolant temperature at the inlet of the power battery is not higher than the eighth preset temperature, determine to start the heating thermal management;

[0088] S440b, if the allowable discharge power of the battery is greater than the sum of the required discharge power of the vehicle and the first preset power, or the minimum temperature of the battery is not lower than the thirteenth preset temperature and the minimum temperature of the battery is not higher than the sum of the fourth preset temperature and the tenth preset temperature, determine to turn off the heating thermal management;

[0089] S450b, when the current coolant temperature at the inlet of the power battery is not lower than the difference between the average temperature of the battery and the eleventh preset temperature, or the temperature difference of the current power battery is not higher than the twelfth preset temperature, determine to turn off the heating thermal cycle.

[0090] It is understandable that the primary goal of the thermal management strategy in the driving mode is to meet the power demand of the whole vehicle. It comprehensively judges the temperature of the battery inlet to make full use of the remaining energy of the battery coolant. When the thermal management is turned on (heating or cooling the battery), it comprehensively judges the relationship between the current inlet temperature and the target water temperature to avoid excessive thermal management that may cause the coolant temperature to be too high or too low (too high coolant temperature will affect the heat dissipation effect of the thermal management system itself, reduce its working efficiency, damage the chemical structure and materials inside the battery, and thus affect the battery performance and service life; too low coolant temperature is not conducive to the battery maintaining the best working state). When the heating or cooling thermal management process is turned off, the remaining energy of the battery coolant can be fully utilized to continue heating or cooling the battery, which can effectively improve the energy utilization rate.

[0091] Specifically, in the driving cooling thermal management:

[0092] (3a) Driving cooling is turned on: When the internal temperature of the power battery is too high, which will affect the battery's maximum capacity, to meet the power output of the whole vehicle, it is necessary to judge whether cooling is required, that is, cooling is required when 3a1 and 3b1 or 3a1 and 3c1 are met. It is necessary to adapt and switch the cooling thermal management strategy to the corresponding management process:

[0093] (3a1) The allowable discharge power of the battery Ppack < the required discharge power of the whole vehicle Preq;

[0094] (3b1) The maximum temperature of the battery ≥ TcoolStr℃;

[0095] (3c1) The maximum temperature of the battery ≥ TcoolPwr℃;

[0096] When requesting the thermal management system to cool the battery, in the refrigeration mode, to avoid excessive cooling resulting in a large temperature difference, it is necessary to judge the inlet temperature in real time:

[0097] When the inlet temperature ≤ TinletcoolStp, request the thermal management to turn on the heat cycle;

[0098] When the inlet temperature ≥ Tinlet C oolStr, then request to start the thermal management cooling process.

[0099] (3b) Driving cooling is turned off: After the thermal management turns on the cooling, judge whether it is necessary to turn off the cooling, that is, when 3b2 is met or both 3a2 and 3c2 are met at the same time, it is considered that the battery temperature has been cooled down and the battery output power has returned to the maximum value at the appropriate temperature (if the power demand of the whole vehicle still cannot be met, it may be that other conditions, besides the maximum temperature, limit the battery output power). Request to turn off the thermal management cooling process.

[0100] (3a2)Continuous discharge power > vehicle discharge demand power + m kw.

[0101] (3b2)Maximum battery temperature ≤ TcoolStp °C

[0102] (3c2)Maximum battery temperature ≤ TcoolPwr - n °C

[0103] To maximize the utilization of the energy of the battery cooling system, after turning off the cooling request, it is necessary to request the thermal management unit to start the thermal cycle. When condition 3a3 or 3b3 is met, the thermal cycle is turned off.

[0104] (3a3)Inlet water temperature ≥ average battery temperature - x °C;

[0105] (3b3)Battery temperature difference ≤ y °C.

[0106] Furthermore, in driving heating thermal management:

[0107] (4a)Driving heating start: When the battery temperature is too low to affect the battery's maximum performance, to meet the vehicle's output power, it is necessary to determine whether heating is required, that is, when 4a1 and 4b1 or 4a1 and 4c1 are met, heating is required, and it is necessary to adapt and switch the heating thermal management strategy to the corresponding management process:

[0108] (4a1)The allowable discharge power of the battery Ppack < the required discharge power of the vehicle Preq;

[0109] (4b1)The minimum battery temperature ≤ TheatStr °C;

[0110] (4c1)The minimum battery temperature ≤ TheatPwr °C;

[0111] When requesting the thermal management system to heat the battery, in the heating mode, to avoid excessive heating resulting in a large temperature difference, it is necessary to continuously judge the inlet water temperature:

[0112] When the inlet water temperature ≥ TinletheatStp, request the thermal management to start the thermal cycle;

[0113] When the inlet water temperature ≤ TinletheatStr, then request to start the thermal management heating process.

[0114] (4b)Driving heating stop: After the thermal management starts heating, judge whether heating needs to be stopped, that is, when 4b2 or both 4a2 and 4c2 are met, it is considered that the battery temperature has been heated up and the battery output power has returned to the maximum value at the appropriate temperature (if the vehicle power demand still cannot be met, it may be that other conditions besides the maximum temperature limit the battery output power), and request to stop the thermal management heating process.

[0115] (4a2) Continuous discharge power > vehicle discharge demand power + m kw.

[0116] (4b2) Minimum battery temperature ≥ TheatStp °C

[0117] (4c2) Minimum battery temperature ≥ TheatPwr + n °C

[0118] To maximize the utilization of the energy of the battery heating system, after turning off the heating request, it is necessary to request the thermal management unit to start the thermal cycle, and when condition 4a3 or 4b3 is met, the thermal cycle is turned off.

[0119] (4a3) Inlet water temperature ≥ battery average temperature - x °C;

[0120] (4b3) Battery temperature difference ≤ y °C.

[0121] Refer to Figure 5 , the present invention also provides an embodiment of a power battery intelligent thermal management system for implementing the power battery intelligent thermal management method described in the above embodiment, including:

[0122] A sensor module for detecting and sending power battery temperature status data and cooling system temperature status data. Multiple groups of temperature sensors can be arranged at key positions inside the battery pack (such as between battery cells, inlets and outlets of cooling channels, etc.) to collect real-time data of single-cell temperatures, module average temperatures and temperature gradients, and dynamically monitor the heat exchange efficiency of the cooling circuit;

[0123] A monitoring and control module for receiving the power battery temperature status data and cooling system temperature status data transmitted by the sensor module, and can also obtain information in multiple aspects such as vehicle driving status data and driving condition status data. Through advanced data processing algorithms and intelligent analysis models, the monitoring and control module comprehensively analyzes these data to judge the current operating conditions of the vehicle and the working states of the power battery and the cooling system. For example, it will analyze the temperature change trends of the power battery and the cooling system in combination with different driving states of the vehicle such as acceleration, deceleration, and constant speed driving, as well as different driving conditions such as urban congestion and highway driving; based on these analysis results, the monitoring and control module will timely send thermal management control signals to accurately control the operation of the thermal management system to ensure that the power battery can maintain an appropriate working temperature under various complex working conditions;

[0124] A data storage module for storing vehicle driving status data, driving condition status data, power battery temperature status data and cooling system temperature status data. By analyzing the historical data, technicians can deeply understand the thermal management requirements of the vehicle under different working conditions, thereby further optimizing the thermal management strategy and improving the performance and efficiency of the system.

[0125] Finally, it should be noted that the above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or perform equivalent replacements for some of the technical features. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. An intelligent thermal management method for power batteries, characterized in that, Including: S100, obtaining the current vehicle driving state data, identifying whether to enter the driving mode and whether the driving thermal management process can be started; S200, obtaining the current driving condition state data, calculating the vehicle demand power and the battery allowable power based on the vehicle historical power and the current power data; S300, obtaining the current power battery temperature state data, judging the current driving thermal management demand, and adapting to switch the thermal management strategy corresponding management process; S400, obtaining the current coolant temperature at the inlet of the power battery, judging whether to start the thermal management or perform a thermal cycle.

2. The intelligent thermal management method for power batteries according to claim 1, wherein, The S200 includes: S210, obtaining the current driving condition state data, and calculating the vehicle demand discharge power by weighted calculation based on the vehicle historical power and the current power data; S220, obtaining the current driving condition state data, and calculating the battery allowable discharge power.

3. The intelligent thermal management method for power batteries according to claim 2, wherein The vehicle historical power includes the historical average driving consumption power and the historical average accessory consumption power. The current driving condition state data includes the current driving consumption power and the current accessory consumption power. The vehicle demand power value is obtained by taking the maximum value between the weighted calculation value of the vehicle historical power and the current power data and the minimum demand power value of the current driving condition.

4. The intelligent thermal management method for power batteries according to claim 1, characterized in that, The S300 includes: S310, obtaining the current power battery temperature state data, and judging the current driving thermal management demand; S320a, if the battery allowable discharge power is less than the vehicle demand discharge power, and the maximum battery temperature is not lower than the first preset temperature or the second preset temperature, adapting to switch the cooling thermal management strategy corresponding management process.

5. The intelligent thermal management method for power batteries according to claim 4, characterized in that The S300 includes: S310, obtaining the current power battery temperature state data, and judging the current driving thermal management demand; S320b, if the battery allowable discharge power is less than the vehicle demand discharge power, and the minimum battery temperature is not higher than the third preset temperature or the fourth preset temperature, adapting to switch the heating thermal management strategy corresponding management process.

6. The intelligent thermal management method for power batteries according to claim 1, wherein The S400 includes: S410, obtaining the current coolant temperature at the inlet of the power battery, and judging whether to start the management or perform a thermal cycle; S420a, when the current coolant temperature at the inlet of the power battery is not higher than the fifth preset temperature, judging to perform a thermal cycle; S430a, when the current coolant temperature at the inlet of the power battery is not lower than the sixth preset temperature, judging to start the cooling thermal management.

7. The intelligent thermal management method for power battery according to claim 6, characterized in that The S400 further includes: S410, obtaining the current coolant temperature at the inlet of the power battery, and judging whether to start the management or perform a thermal cycle; S420b, when the current coolant temperature at the inlet of the power battery is not lower than the seventh preset temperature, judging to perform a thermal cycle; S430b, when the current coolant temperature at the inlet of the power battery is not higher than the eighth preset temperature, judging to start the heating thermal management.

8. The intelligent thermal management method for power batteries according to claim 6, wherein The S400 further includes: S440a, if the battery allowable discharge power is greater than the sum of the vehicle demand discharge power and the first preset power, or the maximum battery temperature is not higher than the ninth preset temperature and the maximum battery temperature is not higher than the difference between the second preset temperature and the tenth preset temperature, judging to turn off the cooling thermal management; When the current coolant temperature at the inlet of the power battery is not lower than the difference between the average battery temperature and the eleventh preset temperature, or when the current temperature difference of the power battery is not higher than the twelfth preset temperature, it is determined to turn off the cooling heat cycle.

9. The intelligent thermal management method for power batteries according to claim 6, wherein The S400 further includes: S440b, when the allowable discharge power of the battery is greater than the sum of the vehicle demand discharge power and the first preset power, or when the minimum battery temperature is not lower than the thirteenth preset temperature and the minimum battery temperature is not higher than the sum of the fourth preset temperature and the tenth preset temperature, it is determined to turn off the heating thermal management; S450b, when the current coolant temperature at the inlet of the power battery is not lower than the difference between the average battery temperature and the eleventh preset temperature, or when the current temperature difference of the power battery is not higher than the twelfth preset temperature, it is determined to turn off the heating heat cycle.

10. An intelligent thermal management system for power batteries, characterized in that, The thermal management system is used to execute the intelligent thermal management method for power batteries as described in any one of claims 1 to 9, including: A sensor module for detecting and sending power battery temperature status data and cooling system temperature status data; A monitoring and control module for receiving and analyzing vehicle driving status data, driving condition status data, power battery temperature status data, and cooling system temperature status data, and sending thermal management control signals; A data storage module for storing vehicle driving status data, driving condition status data, power battery temperature status data, and cooling system temperature status data.

Images