A heating system and method for an electric superstructure battery

Abstract

This invention provides a battery heating system and method for an electric vehicle superstructure, relating to the field of battery preheating technology. The system includes: an electric vehicle superstructure comprising a drive motor controller, a generator, a generator controller, a DC-DC converter, a low-voltage battery, a power battery, a hybrid controller, an integrated capacitor, a superstructure load, and a drive motor; the generator is connected to the vehicle chassis engine; the power battery has a built-in battery distribution module; the battery management unit includes a positive contactor, an integrated capacitor, a negative contactor, and a charge / discharge current meter connected in series, wherein a resistor R1 and a pre-charge contactor are connected in parallel to the positive contactor, and the drive motor controller and the generator controller are connected in parallel to the integrated capacitor; the battery management unit also includes a heating contactor, a heating current meter, and a PTC thermistor pair connected in series, wherein the heating contactor is connected to the positive terminal of the power battery, and the PTC thermistor pair is connected to the negative contactor.

Description

Technical Field

[0001] This invention relates to the field of battery preheating technology, and in particular to a heating system and method for an electric vehicle battery. Background Technology

[0002] Currently, electrified superstructure systems are gradually being applied and promoted on a large scale in the construction machinery industry, driving the transformation of construction machinery that previously relied on traditional engines as the power source for superstructures towards electrification, resulting in a continuous increase in market demand for electrified superstructure systems. Traditional construction machinery mainly relies on hydraulic transmission to operate. Specifically, the engine takes power, a hydraulic pump converts kinetic energy into hydraulic energy, and then the hydraulic pressure drives a hydraulic motor, ultimately converting the hydraulic energy into mechanical energy. To address this, an electrified superstructure system can be developed while retaining the traditional engine chassis, achieving a hybrid power mode where the chassis uses fuel and the superstructure uses electricity, thereby achieving the goal of overall energy conservation.

[0003] When designing such electrified superstructures, the main idea is to replace the traditional hydraulic pump, hydraulic motor and hydraulic oil circuit system with a generator, electric motor and power battery circuit system, and achieve the goal of energy saving and efficiency improvement through braking energy recovery and composite energy management.

[0004] However, the electrified superstructure system introduces an additional superstructure power battery system. Since the power battery's low-temperature operating capability will decrease or even become inoperable, compared to the traditional engine-driven hydraulic system, the power battery of this superstructure system urgently needs to address the issues of low-temperature start-up and low-temperature heating in winter. Summary of the Invention

[0005] In view of the shortcomings of the prior art, the purpose of this invention is to provide an electric superstructure battery heating system that solves the problem of introducing an additional superstructure power battery system in existing electric superstructure systems. Since the low-temperature operating capability of the power battery will decrease or even become inoperable, compared with the traditional engine-driven hydraulic system, this superstructure system addresses the technical problems of low-temperature start-up and low-temperature heating of the power battery in winter.

[0006] A first aspect of the present invention provides an electric superstructure battery heating system, comprising: an electric superstructure and an automotive chassis engine;

[0007] The electrified superstructure includes a drive motor controller, a generator, a generator controller, a DC-DC converter, a low-voltage battery, a power battery, a hybrid controller, an integrated capacitor, a superstructure load, and a drive motor.

[0008] The generator is connected to the engine of the vehicle chassis.

[0009] The power battery has a built-in battery distribution module, wherein the battery distribution module has a built-in battery management unit;

[0010] The battery management unit includes a positive contactor, an integrated capacitor, a negative contactor, and a charge / discharge current meter connected in series. The positive contactor is connected to the positive terminal of the power battery, and the charge / discharge current meter is connected to the negative terminal of the power battery. A resistor R1 and a pre-charge contactor are connected in parallel to the positive contactor, and the drive motor controller and the generator controller are connected in parallel to the integrated capacitor.

[0011] The power battery includes a first sub-battery and a second sub-battery, and a fuse is provided between the first sub-battery and the second sub-battery;

[0012] The battery management unit also includes a heating contactor, a heating ammeter, and a PTC thermistor pair connected in series. The two PTC thermistors in the PTC thermistor pair are connected in parallel. The heating contactor is connected to the positive terminal of the power battery, and the PTC thermistor pair is connected to the negative terminal contactor.

[0013] A second aspect of the present invention provides a method for heating an electric superstructure battery, comprising:

[0014] S1: Send a high voltage command to the battery management unit;

[0015] S2: In response to the high voltage command, obtain the battery temperature and battery SOC;

[0016] S3: If the battery temperature is higher than the first preset temperature, proceed to step S6; otherwise, proceed to step S4.

[0017] S4: Determine whether the battery temperature is lower than the second preset temperature. If yes, proceed to step S7; otherwise, proceed to step S5.

[0018] S5: Determine whether the battery SOC is less than the first preset battery SOC. If yes, proceed to step S8; otherwise, proceed to step S6.

[0019] S6: Execute the normal power-on mode to self-heat the electric superstructure battery for a preset first preset duration;

[0020] S7: Determine whether the battery SOC is less than the second preset battery SOC. If yes, proceed to step S8; otherwise, proceed to step S9.

[0021] S8: Execute the external heating mode to provide external auxiliary heating to the electric superstructure battery for a second preset duration, and proceed to step S9;

[0022] S9: Determine whether the battery temperature has reached the third preset temperature. If yes, stop heating; otherwise, proceed to step S10.

[0023] S10: Output battery heating failure, stopping the heating of the electric superstructure battery.

[0024] The beneficial effects of the technical solutions provided in the embodiments of the present invention include at least the following:

[0025] In this embodiment of the invention, the integrated capacitor is charged through the linkage between the generator and the vehicle chassis engine using a voltage stabilization mode. The capacitor then provides heating energy to the PTC thermistor, enabling external heating of the battery in low-temperature or low-SOC conditions. The system also features a battery self-heating mechanism, utilizing a built-in heating contactor and PTC thermistor for internal heating. Without the need for an external charging station or engine thermal management system, the system achieves closed-loop control from start-up to heating solely through its own architecture. This solves the critical problem of existing electric superstructures failing to start or heat in winter, without increasing additional hardware costs, demonstrating strong engineering adaptability and economic efficiency. Attached Figure Description

[0026] The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Throughout the drawings, the same reference numerals denote the same parts. Obviously, the drawings described below are merely some embodiments of the present invention, and those skilled in the art can obtain other drawings based on these drawings without any creative effort.

[0027] Figure 1 This is a schematic diagram of the structure of an electric superstructure battery heating system provided in an embodiment of the present invention;

[0028] Figure 2 This is a schematic diagram of the structure of a battery management unit provided in an embodiment of the present invention;

[0029] Figure 3 This is a schematic diagram of the overall power-on process of an electrified battery pack according to an embodiment of the present invention;

[0030] Figure 4 This is a flowchart illustrating the determination of external heating conditions for an electric vehicle battery according to an embodiment of the present invention;

[0031] Figure 5 This is a schematic diagram of the process for external heating of an electric superstructure battery provided in an embodiment of the present invention;

[0032] Figure 6 This is a schematic diagram of the process of normal power-on self-heating of an electric superstructure battery provided by an embodiment of the present invention. Attached image description:

[0034] 100. Electrified superstructure;

[0035] 101. Drive motor controller; 102. Generator; 103. Generator controller; 104. DC-DC converter; 105. Low-voltage battery; 106. Power battery; 1061. Battery distribution module; 1062. Fuse; 107. Hybrid controller; 108. Integrated capacitor; 109. Upper structure load; 110. Drive motor; 111. Cooling radiator;

[0036] 200. Automobile chassis and engine;

[0037] 300. Battery Management Unit;

[0038] 301. Positive contactor; 108. Integrated capacitor; 303. Negative contactor; 304. Charge / discharge ammeter; 305. Resistor R1; 306. Precharge contactor; 307. Heating contactor; 308. Heating ammeter; 309. PTC thermistor pair; 310. Fuse. Detailed Implementation

[0039] To enable those skilled in the art to better understand the technical solutions in the embodiments of the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. It should be understood that these descriptions are merely exemplary and are not intended to limit the scope of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0040] The electric superstructure battery heating system provided by the present invention will be described in detail below with reference to the accompanying drawings, through specific embodiments and application scenarios.

[0041] Reference manual attached Figure 1 The diagram shows a structural schematic of an electric superstructure battery heating system provided in an embodiment of the present invention.

[0042] Reference manual attached Figure 2 The diagram shows a structural schematic of a battery management unit provided in an embodiment of the present invention.

[0043] This invention provides an electric superstructure battery heating system, including an electric superstructure 100 and a vehicle chassis engine 200. The electric superstructure 100 includes a drive motor controller 101, a generator 102, a generator controller 103, a DC-DC converter 104, a low-voltage battery 105, a power battery 106, a hybrid controller 107, an integrated capacitor 108, a superstructure load 109, and a drive motor 110. The generator 102 is connected to the vehicle chassis engine 200. The power battery 106 has a built-in battery distribution module 1061, which includes a battery management unit 300. The battery management unit 300 includes a positive contactor 301, an integrated capacitor 108, a negative contactor 303, and a charge / discharge ammeter 304 connected in series. The positive contactor 301 is connected to the positive terminal of the power battery, and the charge / discharge ammeter 304 is connected to the negative terminal of the power battery. A resistor R1 305 and a pre-charge contactor 306 are connected in parallel to the positive contactor 301. A drive motor controller 101 and a generator controller 103 are connected in parallel to the integrated capacitor 108. The power battery 106 includes a first sub-cell and a second sub-cell, and a fuse 1062 is disposed between the first and second sub-cells. The battery management unit 300 also includes a heating contactor 307, a heating ammeter 308, and a PTC thermistor pair 309 connected in series. The two PTC thermistors in the PTC thermistor pair 309 are connected in parallel. The heating contactor 307 is connected to the positive terminal of the power battery, and the PTC thermistor pair 309 is connected to the negative terminal contactor 303.

[0044] The drive motor controller 101 controls the operation and output of the drive motor 110, adjusting its speed and torque. The generator 102, driven by the vehicle chassis engine, generates electricity. The generator controller 103 controls the generator's output voltage, current, and operating status. The DC / DC converter 104 reduces the high-voltage battery voltage to a low voltage to supply the low-voltage battery. The low-voltage battery 105 supplies power to the controller, sensors, and other low-voltage systems. The power battery 106 provides the main power for the entire superstructure, responsible for driving and heating. The hybrid control unit (HCU) 107 manages the energy, controls heating, switches states, and diagnoses faults for the entire system. The integrated capacitor 108 acts as a filter and voltage stabilizer, while also providing stable DC power to the DMCU and GMCU. The superstructure load 109, such as mixing tanks, crane booms, and other engineering machinery functional modules, is driven by the drive motor. The drive motor 110 is responsible for driving the superstructure load.

[0045] The vehicle chassis engine 200 provides mechanical power to the generator, indirectly supporting the external heating of the entire system.

[0046] The battery management unit 300 includes components such as positive contactor 301 and negative contactor 303, which control the connection and disconnection of the battery's high-voltage circuit. An integrated capacitor 108 is an energy storage element that provides a stable voltage to the motor controller. A charge / discharge current meter 304 monitors the battery's output / input current in real time. Resistor R1 305 and pre-charge contactor 306 pre-charge the capacitor upon initial power-up to prevent surges. A fuse 1062 between the first and second sub-cells provides protection. A heating contactor 307 controls the connection of the heating circuit. A heating current meter 308 monitors changes in heating current to ensure safety. A PTC thermistor pair 309 acts as a heating element, generating heat upon receiving power to raise the battery temperature.

[0047] Specifically, the system monitors the battery status (such as temperature and SOC) in real time through the hybrid control unit (HCU) to determine whether heating is required. When the battery temperature is below a set threshold, it can choose to use the battery's self-heating (internal PTC) or have the engine drive the generator to enter a "voltage stabilization mode" to supply power to the PTC element for external heating, thus activating the battery. Throughout the process, the system does not rely on external charging piles or engine thermal management systems; it can complete the heating start-up in low-temperature environments using only its own architecture. Compared to traditional solutions, this system has the ability to operate while heating without shutdown, improving operational reliability in extremely cold environments without adding extra components or costs, demonstrating excellent engineering practicality and adaptability.

[0048] The beneficial effects of the technical solutions provided in the embodiments of the present invention include at least the following:

[0049] In this embodiment of the invention, the integrated capacitor is charged through the linkage between the generator and the vehicle chassis engine using a voltage stabilization mode. The capacitor then provides heating energy to the PTC thermistor, enabling external heating of the battery at low temperatures or low SOC. The system also features a battery self-heating mechanism, utilizing a built-in heating contactor and PTC thermistor for internal heating. Without requiring an external charging station or engine thermal management system, it relies solely on its own architecture to complete closed-loop control from start-up to heating, solving the critical problem of existing electric superstructures failing to start or heat in winter. This is achieved without increasing additional hardware costs, demonstrating strong engineering adaptability and economic efficiency.

[0050] In one possible implementation, the electrification superstructure also includes a separately mounted cooling radiator 111, wherein the cooling radiator is used to dissipate heat for the various components in the battery heating system of the electrification superstructure.

[0051] Understandably, setting up an independent cooling radiator can effectively provide stable heat dissipation for key components in the battery heating system, such as the generator, controller, capacitor, and PTC element, prevent local overheating, improve the reliability and safety of system operation, and ensure that the heating and driving process continues to operate efficiently.

[0052] In one possible implementation, generator 102 is connected to generator controller 103 via three-phase lines.

[0053] It should be noted that the generator is connected to the generator controller via three-phase lines, which enables efficient and stable AC power transmission. The controller precisely adjusts the voltage and frequency of the generator output to ensure the power quality and safety of the subsequent capacitor charging and battery heating processes.

[0054] In one possible implementation, both the generator controller 103 and the drive motor controller 101 are connected to the integrated capacitor 108.

[0055] It should be noted that the generator controller and the drive motor controller share an integrated capacitor connection, which enables stable distribution and sharing of electrical energy between the two, improves the overall energy efficiency and response speed of the system, simplifies the circuit structure, and reduces interference caused by energy fluctuations.

[0056] More specifically, the core components of the electric superstructure battery heating system include the traditional vehicle chassis and the superstructure system. The main components in the vehicle chassis related to this system include the engine and engine power take-off (PTO). The electric superstructure system encompasses the PTO driveshaft, superstructure generator, electrical control cabinet, superstructure drive motor, superstructure reducer, cement mixing tank, front control system (display screen), rear control system (control panel, remote control, etc.), and necessary high and low voltage wiring harnesses. The electrical control cabinet is a crucial component of the system, containing a high-voltage integrated controller, superstructure power battery system, hybrid control unit (HCU), cooling system, and necessary high-voltage wiring harnesses, low-voltage wiring harnesses, cooling pipes, and frame skin.

[0057] The high-voltage integrated controller is further subdivided into a drive motor controller (DMCU), a generator controller (GMCU), an integrated capacitor module, a power distribution module, and a DC / DC converter. The main function of the integrated capacitor module is to provide a stable and smooth DC power supply to the drive circuits of the drive motor controller and the generator controller. The voltage of the power battery directly affects the capacitor, and the drive motor controller and the generator controller share the same capacitor, meaning their bus voltages are at the same potential.

[0058] The upper-mount power battery section mainly includes a positive contactor, a negative contactor, a heating contactor, and a pre-charge contactor. It is described with the circuits containing the positive and negative terminals of the battery as the main circuits, where the positive contactor and the heating contactor are connected in parallel. The negative contactor is located on the negative terminal main circuit of the battery. The pre-charge contactor is connected in parallel with the positive contactor and can pre-charge the integrated capacitor of the MCU during normal power-on.

[0059] The hybrid control unit (HCU) plays a key role in the system, mainly responsible for system power-on and power-off management, energy management, heating management of the battery system, and fault management.

[0060] Power-on / off management mainly involves the Battery Management System (BMS) receiving a high-voltage command and controlling the pre-charge contactor, positive contactor, and negative contactor according to the system status to complete the pre-charging of the MCU integrated capacitor and the connection between the battery's positive and negative terminals and the MCU.

[0061] Energy management primarily involves judging and controlling the system's operating mode, mainly controlling the working status of the engine, generator, and battery. In this patent, the engine starts and drives the generator to operate at a specified speed. The generator adjusts its torque based on the battery's rated voltage, establishing a stable voltage across the integrated capacitor of the MCU, i.e., operating in a voltage-regulated mode. This voltage-regulated mode serves as the energy source for external battery heating.

[0062] The heating management of the battery system mainly determines whether battery heating is needed or the normal power-on process should be executed based on the battery temperature and state of charge (SOC), and determines whether to use battery self-heating or external heating.

[0063] Generally, when the Battery Management System (BMS) receives a high voltage request and passes its self-test, if the battery temperature is higher than the specified value, it will execute the normal power-on process, which involves sequentially closing the negative contactor and the pre-charge contactor. When the voltage across the MCU is higher than 95% of the battery's rated voltage, the pre-charge contactor is opened, and then the positive contactor is closed to complete the normal power-on process.

[0064] Generally, after the normal power-on process is completed, the high-voltage connection of the system is finished. The Battery Management System (BMS) continuously monitors the battery temperature. If the battery temperature is below a specified value, it closes the heating contactor to initiate internal self-heating of the battery system. During internal self-heating, if the cumulative battery temperature rise falls below a preset threshold after a period of time, a heating fault is detected. In this case, the heating contactor is disconnected and a heating fault report is submitted. During internal self-heating, if the battery temperature is above a specified value, the heating contactor is disconnected, maintaining high-voltage power-on. During internal self-heating, the BMS continuously monitors the battery's State of Charge (SOC). If the SOC is below a specified value, it requests a high-voltage connection, sequentially disconnecting the heating contactor, positive contactor, and negative contactor, while simultaneously reporting a low SOC fault and requesting to initiate an external heating process.

[0065] Generally, after the Battery Management System (BMS) receives a request for high voltage and passes its self-test, it will request external heating if the battery temperature is lower than a specified value or the SOC is low.

[0066] Generally, after the Battery Management System (BMS) sends a request for external heating, it will continuously wait to see if it receives a successful external heating start signal from the HCU. When the HCU receives the request for external heating from the BMS, it will require the BMS power-on process to be in standby mode and start the voltage regulation mode. At this time, the engine and generator will establish the rated voltage of the superstructure battery and execute the limp power-on process.

[0067] Generally, in limp power-on mode, the superstructure system can still work even if the battery is not involved. Since the energy source is the voltage established by the generator driven by the engine, the power will be appropriately limited.

[0068] Generally, after the limp-on power-on process is completed, the HCU sends a successful external heating start signal. At this time, the BMS controls the sequential closing of the positive contactor and the heating contactor to execute external heating. Similarly, during external heating, if the cumulative battery temperature rise falls below a preset threshold after a period of time, a heating fault is determined. In this case, the heating contactor is disconnected, a heating fault is reported, and external heating is terminated. During external heating, if the battery temperature exceeds a specified value, the heating contactor and the positive contactor are disconnected, and a request to terminate external heating is made, executing the limp-off power-off process and requesting normal power-on.

[0069] Reference manual attached Figure 3 The diagram shows a schematic flow chart of a method for heating an electric superstructure battery according to an embodiment of the present invention.

[0070] This invention provides a method for heating an electric vehicle battery, the method comprising:

[0071] S1: Send a high voltage command to the battery management unit.

[0072] S2: In response to the high voltage command, obtain the battery temperature and battery SOC.

[0073] In one possible implementation, the battery temperature is the temperature of a single battery cell.

[0074] It should be noted that by responding to the high-voltage command to obtain battery temperature and SOC information, a comprehensive judgment of the current working state of the battery can be achieved. The battery temperature is based on the temperature of individual cells, which helps to more accurately identify the lowest temperature cells, prevent insufficient heating due to local overcooling, and improve the safety and effectiveness of heating control.

[0075] S3: If the battery temperature is higher than the first preset temperature, proceed to step S6; otherwise, proceed to step S4.

[0076] S4: Determine if the battery temperature is lower than the second preset temperature. If yes, proceed to step S7; otherwise, proceed to step S5.

[0077] S5: Determine whether the battery SOC is less than the first preset battery SOC. If yes, proceed to step S8; otherwise, proceed to step S6.

[0078] S6: Execute normal power-on mode to pre-heat the electric superstructure battery for a preset first preset duration.

[0079] In one possible implementation, S6 specifically includes:

[0080] S601: Close the negative contactor 303 and the precharge contactor 306 to precharge the integrated capacitor 108 for a third preset time.

[0081] S602: Disconnect the precharge contactor 306 and close the positive contactor 301 to allow the electric superstructure battery to enter the high-voltage power supply mode.

[0082] S603: When the battery temperature is lower than the fourth preset temperature, close the heating contactor 307 to perform self-heating for a third preset time, wherein the fourth preset temperature is higher than the second preset temperature and the third preset time is less than the first preset time.

[0083] S604: Determine whether the battery SOC is less than the second preset SOC. If so, report a battery SOC low fault and disconnect the positive contactor 301 and the negative contactor 303 to allow the electric superstructure battery to exit the high-voltage power supply mode and proceed to step S607. Otherwise, proceed to step S605.

[0084] In one possible implementation, the second preset SOC is greater than the first preset SOC.

[0085] S605: If the battery SOC has reached the third preset temperature, disconnect the heating contactor 307.

[0086] S606: If the battery temperature is lower than the third preset temperature when the heating time reaches the first heating time, disconnect the heating contactor 307 and the positive contactor 301, output a battery heating fault, and exit the high-voltage power supply mode.

[0087] S607: External auxiliary heating for the battery in the electric vehicle assembly.

[0088] It should be noted that step S6 achieves initial self-heating of the battery by executing the normal power-on mode. The system first closes the negative contactor and the pre-charge contactor to pre-charge the integrated capacitor, ensuring stable operation of the capacitor before closing the positive contactor to enter the high-voltage power supply state. If the battery temperature is still lower than the fourth preset temperature at this time, the heating contactor is activated to energize the PTC element and heat the battery. During the heating process, the system continuously monitors the SOC and temperature. If the SOC is lower than the second preset value, it actively cuts off the power and reports a fault to prevent over-discharge damage to the battery. If heating is successful or the heating timeout fails to meet the standard, the heating process will also be exited according to the conditions and a heating failure prompt will be issued. This process achieves refined heating control and safety strategy switching through multi-level temperature and SOC judgment thresholds, ensuring that the system can prioritize battery self-heating at higher SOC levels and promptly switch to external auxiliary heating when conditions are not met, ensuring safe activation and efficient temperature rise of the battery in low-temperature environments, and improving the overall system's environmental adaptability and reliability.

[0089] S7: Determine whether the battery SOC is less than the second preset battery SOC. If yes, proceed to step S8; otherwise, proceed to step S9.

[0090] S8: Execute the external heating mode to provide external auxiliary heating to the electric superstructure battery for a second preset duration, and proceed to step S9.

[0091] In one possible implementation, S8 specifically includes:

[0092] S801: Puts the electric superstructure battery into high-voltage power supply mode and puts the hybrid controller 107 into voltage regulation mode.

[0093] S802: Receives an external heating command, closes the positive contactor 301 and the heating contactor 307 to externally heat the electrified superstructure system for a second preset duration.

[0094] S803: Determine whether the battery temperature has reached the third preset temperature. If yes, disconnect the heating contactor 307 to terminate heating; otherwise, proceed to step S804.

[0095] S804: Disconnect heating contactor 307 and positive contactor 301, report battery heating fault, and disconnect external auxiliary heating.

[0096] It should be noted that the S8 provides auxiliary heating for the battery through an external heating mode. When internal self-heating fails or the SOC is insufficient, the system activates a voltage stabilization mode. The engine drives the generator to output a stable voltage to supply power. After the battery enters high-voltage mode, the positive terminal and the heating contactor are closed, driving the PTC thermistor to heat the battery. During the heating process, the battery temperature is continuously monitored. If the third preset temperature is reached, heating is terminated. Otherwise, if the timeout is exceeded or the temperature rise is ineffective, the heating circuit is disconnected and a fault is reported. This process does not rely on an external power grid; the heating circuit is entirely built by the vehicle itself, ensuring that the battery can still be activated and started under extremely cold conditions, greatly improving the system's self-sufficiency and operational continuity in harsh environments.

[0097] S9: Determine whether the battery temperature has reached the third preset temperature. If yes, stop heating; otherwise, proceed to step S10.

[0098] In one possible implementation, the first preset temperature is lower than the second preset temperature, and the second preset temperature is lower than the third preset temperature.

[0099] S10: Output battery heating failure, stopping the heating of the electric superstructure battery.

[0100] Specifically, the electric vehicle battery heating method first wakes up the battery management unit according to the high-voltage command, and collects the temperature and SOC (State of Charge) of individual battery cells in real time. When the temperature is higher than the first preset value, the normal power-on process is executed and the battery self-heating is initiated. If the temperature is low or the SOC is insufficient, the external auxiliary heating mode is triggered. In the normal power-on self-heating process, the integrated capacitor is pre-charged by sequentially closing the negative contactor and the pre-charge contactor, then the positive contactor is closed to enter the high-voltage power supply mode, and then the heating contactor is closed to start the PTC element for self-heating. If the temperature does not rise to the target within the limited time, or the SOC is lower than the lower limit, the high-voltage circuit is cut off and the process switches to the regulated external heating process powered by the generator driven by the engine, and the PTC is driven to rise in temperature by closing the positive contactor and the heating contactor. The entire process is equipped with multi-level judgment thresholds for temperature and SOC, and has timeout and fault reporting mechanisms to ensure that the heating process is accurate, safe and efficient, solving the problem that traditional vehicle batteries cannot start or heat up autonomously in low-temperature environments, and improving the adaptability and operational reliability of the electric vehicle system in cold climates.

[0101] More specifically, the battery heating system for electric vehicles can be divided into the following operating states: First, the normal power-on process: When the battery management system (BMS) receives a high-voltage request and the battery temperature is higher than T1℃, it will close the negative contactor and then close the pre-charge contactor to pre-charge the integrated capacitor. After pre-charging is complete, it will open the pre-charge contactor and close the positive contactor, allowing the battery to supply power. The charge / discharge ammeter will continuously monitor the current. Second, the process of heating while operating: After the battery completes the normal power-on process, if the battery temperature is lower than the preset value T4℃, the heating contactor will close. At this time, the heating PTC will be energized and heat the battery, and the heating ammeter will continuously monitor the current. Thirdly, the internal battery heating process: When the Battery Management System (BMS) receives a high-voltage request and the battery temperature is below T1℃, it will close the negative contactor and then the heating contactor. At this time, the heating PTC will be energized and generate heat to heat the battery. The heating current meter will continuously monitor the current. However, since the positive contactor is not closed, the battery will not charge or discharge externally. Fourthly, the external battery heating process: When the BMS receives a high-voltage request and external heating is required, the HCU will control the system to enter a voltage regulation mode. That is, the engine starts and drives the generator to work in a specified state. After the generator starts working, the generator MCU (GMCU) will generate a rated voltage to charge the integrated capacitor. Then, the positive contactor and the heating contactor will be closed. At this time, the heating PTC will be energized and generate heat to heat the battery. The heating current meter will continuously monitor the current. However, since the negative contactor is not closed, the battery will not charge or discharge externally. The energy sources required for battery heating at this time are, in order, the engine, the generator MCU, the integrated capacitor, and the heating PTC.

[0102] Among them, the PTC thermistor is a typical temperature-sensitive semiconductor resistor. When the temperature exceeds a certain level, its resistance increases in a stepwise manner as the temperature rises.

[0103] Refer to the instruction manual appendix Figure 3 The diagram illustrates a process flow diagram of the overall power-on of an electrified superstructure battery according to an embodiment of the present invention.

[0104] Furthermore, the overall power-on process for battery heating in electric vehicles mainly involves the Battery Management System (BMS) receiving the high-voltage command and completing its self-test, then determining whether external heating is required. If external heating is required, the external heating process is executed; otherwise, the normal power-on self-heating process is executed.

[0105] Refer to the instruction manual appendix Figure 4 The diagram illustrates a flowchart of a process for determining the external heating requirement of an electric vehicle battery according to an embodiment of the present invention.

[0106] The process for determining whether external heating is required is as follows: The Battery Management System (BMS) receives a high-voltage request. It checks the battery temperature and State of Charge (SOC). If the lowest temperature of a single battery cell is higher than T1℃ (the first preset temperature), normal power-on is performed. Otherwise, it checks if the lowest temperature of a single battery cell is higher than T2℃ (the second preset temperature). If not, external heating is requested. If so, it checks if the battery SOC is less than X1% (the first preset battery SOC). If so, external heating is requested.

[0107] Refer to the instruction manual appendix Figure 5 The diagram illustrates a process flow diagram of external heating of an electric superstructure battery provided by an embodiment of the present invention.

[0108] The specific process of external heating is as follows: The battery enters a high-voltage standby state, the HCU controls the start of the voltage regulation mode, and completes the limp-on power-on process. At this time, the generator MCU generates the rated voltage, the upper-mount system can work normally, and external heating starts successfully. When a request to exit external heating is received, the limp-off process is executed, and the battery is requested to be powered on. After successful external heating, the positive contactor and heating contactor are closed sequentially to execute heating. When the minimum temperature of a single battery cell exceeds T3℃ (the third preset temperature), the heating contactor is disconnected, and a request to exit external heating is made. If the battery temperature does not reach the specified value within a specified time or other heating faults are triggered, the heating contactor and positive contactor are disconnected sequentially, a heating fault is reported, and a request to exit external heating is made.

[0109] Refer to the instruction manual appendix Figure 6 The diagram illustrates a process flow diagram of a self-heating battery in an electric superstructure provided by an embodiment of the present invention.

[0110] The normal power-on self-heating process is as follows: The battery executes the high-voltage process, closing the negative contactor and then the pre-charge contactor to pre-charge the integrated capacitor. After pre-charging, the pre-charge contactor is opened, and the positive contactor is closed, allowing the battery to supply power. After high-voltage operation, when the lowest temperature of a single battery cell is below T4℃ (fourth preset temperature), the heating contactor is closed for internal heating, with the heating energy source coming from the battery. During continuous heating, if the battery's SOC is depleted below X2% (second preset SOC), a low SOC fault is reported, and a request for high-voltage operation is made. At this time, the positive and negative contactors are opened sequentially, and external heating is requested after the high-voltage operation is completed. During continuous heating, if the lowest temperature of a single battery cell is above T3℃, the heating contactor is opened, the battery heating is completed, and the battery remains powered on. If the battery temperature does not reach the specified value within a specified time or other heating faults are triggered, the heating contactor and positive contactor are opened sequentially, a heating fault is reported, and a request to exit the power-on process is made.

[0111] Understandably, the high-voltage electrical architecture of this electric superstructure battery heating system can achieve both internal heating of conventional batteries and external heating of batteries by establishing a target voltage through the engine and generator. This solves the problem that superstructure power batteries can be heated and self-activated when they cannot be connected to charging piles or directly obtain waste heat from the engine. It also solves the problem that general superstructure batteries cannot self-discharge or heat up and stop working under extremely low temperatures.

[0112] In addition, compared with general battery low-temperature heating solutions, this system does not add any additional contactors, components or heating media. It can achieve reasonable switching between internal and external heating of the battery by only optimizing the design and control logic of the original high-voltage electrical architecture. It ensures that the battery can be heated and warmed up as necessary at any temperature and in any battery SOC state. It not only ensures the heating effect, but also does not increase the cost, and has good engineering capabilities.

[0113] Furthermore, there is no need to shut down the system and wait for the battery to heat up. The upper system can operate while heating up, and even at extremely low temperatures, the system can be supplied with the required operating voltage and power in voltage regulation mode. Temperature will no longer limit the use of the system, making it highly practical.

[0114] The beneficial effects of the technical solutions provided in the embodiments of the present invention include at least the following:

[0115] In this embodiment of the invention, the integrated capacitor is charged through the linkage between the generator and the vehicle chassis engine using a voltage stabilization mode. The capacitor then provides heating energy to the PTC thermistor, enabling external heating of the battery at low temperatures or low SOC. The system also features a battery self-heating mechanism, utilizing a built-in heating contactor and PTC thermistor for internal heating. Without requiring an external charging station or engine thermal management system, it relies solely on its own architecture to complete closed-loop control from start-up to heating, solving the critical problem of existing electric superstructures failing to start or heat in winter. This is achieved without increasing additional hardware costs, demonstrating strong engineering adaptability and economic efficiency.

[0116] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the embodiments of the present invention, and are not intended to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the protection scope of the present invention.

Claims

1. An electrically powered upper garment battery heating system, characterized in that, The electric vehicle includes: An electric vehicle and a chassis engine; The electric vehicle includes a drive motor controller, a generator, a generator controller, a DC converter, a low-voltage storage battery, a power battery, a hybrid controller, an integrated capacitor, an upper load, and a drive motor; The generator is connected to the chassis engine; The power battery is provided with a battery distribution module, wherein the battery distribution module is provided with a battery management unit; The battery management unit includes a positive contactor, an integrated capacitor, a negative contactor, and a charge-discharge current meter connected in series, wherein the positive contactor is connected to the positive electrode of the power battery, the charge-discharge current meter is connected to the negative electrode of the power battery, the positive contactor is connected in parallel with an R1 resistor and a pre-charging contactor, and the integrated capacitor is connected in parallel with the drive motor controller and the generator controller; The power battery includes a first sub-battery and a second sub-battery, and a fuse is arranged between the first sub-battery and the second sub-battery; The battery management unit further includes a heating contactor, a heating current meter, and a PTC thermistor pair connected in series, wherein the two PTC thermistors in the PTC thermistor pair are connected in parallel, the heating contactor is connected to the positive electrode of the power battery, and the PTC thermistor pair is connected to the negative contactor; The generator generates a rated voltage to charge the integrated capacitor after the generator is started. The capacitor provides heating energy to the PTC thermistor to realize external heating in a low-temperature or low-SOC state of the battery.

2. The electrically powered upper garment battery heating system of claim 1, wherein, The electric vehicle further includes a separately installed cooling radiator for cooling each component in the electric vehicle battery heating system.

3. The electrically powered upper garment battery heating system of claim 1, wherein, The generator is connected to the generator controller through three-phase lines.

4. The electrically powered upper clothing battery heating system of claim 1, wherein, The generator controller and the drive motor controller are connected to the integrated capacitor.

5. An electrically powered method of heating a battery for an upper garment, characterized by, The method is applied to the electric vehicle battery heating system of any one of claims 1-2, and the method includes: S1: sending an upper high-voltage instruction to the battery management unit; S2: in response to the upper high-voltage instruction, obtaining a battery temperature and a battery SOC; S3: if the battery temperature is greater than a first preset temperature, entering step S6, otherwise, entering step S4; S4: determining whether the battery temperature is less than a second preset temperature, if yes, entering step S7, otherwise, entering step S5; S5: determining whether the battery SOC is less than a first preset battery SOC, if yes, entering step S8, otherwise, entering step S6; S6: executing a normal power-on mode to self-heat the electric vehicle battery for a first preset time period; S7: determining whether the battery SOC is less than a second preset battery SOC, if yes, entering step S8, otherwise, entering step S9; S8: executing an external heating mode to externally assist heating the electric vehicle battery for a second preset time period, and entering step S9; S9: determining whether the battery temperature reaches a third preset temperature, if yes, terminating the heating, otherwise, entering step S10; S10: outputting a battery heating fault, and suspending the heating of the electrically powered superstructure battery.

6. The motorized upper garment battery heating method of claim 5, wherein, The battery temperature is a battery monomer temperature.

7. The motorized upper garment battery heating method of claim 5, wherein, The first preset temperature is less than the second preset temperature, and the second preset temperature is less than the third preset temperature.

8. The electrified upper battery heating method of claim 5, wherein, S6 specifically comprises: S601: closing the negative electrode contactor and the pre-charging contactor, and pre-charging the integrated capacitor for a third preset time length; S602: disconnecting the pre-charging contactor, and closing the positive electrode contactor, so that the electrically powered superstructure battery enters a high-voltage power supply mode; S603: in the case that the battery temperature is less than a fourth preset temperature, closing the heating contactor to perform self-heating for a third preset time length, wherein the fourth preset temperature is greater than the second preset temperature, and the third preset time length is less than the first preset time length; S604: determining whether the battery SOC is less than a second preset SOC, if yes, reporting a battery SOC too low fault, disconnecting the positive electrode contactor and the negative electrode contactor, and making the electrically powered superstructure battery exit the high-voltage power supply mode, and entering step S607, otherwise, entering step S605; S605: determining whether the battery SOC reaches a third preset temperature, and then disconnecting the heating contactor; S606: in the case that the heating time length reaches a first heating time length, if the battery temperature is less than the third preset temperature, disconnecting the heating contactor and the positive electrode contactor, outputting a battery heating fault, and exiting the high-voltage power supply mode; S607: performing external auxiliary heating on the electrically powered superstructure battery.

9. The motorized upper garment battery heating method of claim 6, wherein, The second preset SOC is greater than a first preset SOC.

10. The motorized upper garment battery heating method of claim 5, wherein, The S8 specifically comprises: S801: making the electrically powered superstructure battery enter a high-voltage power supply mode, and making the hybrid controller enter a voltage stabilization mode; S802: receiving an external heating instruction, closing the positive electrode contactor and the heating contactor, to perform external heating on the electrically powered superstructure system for a second preset time length; S803: determining whether the battery temperature reaches a third preset temperature, if yes, disconnecting the heating contactor, and terminating the heating, otherwise, entering step S804; S804: disconnecting the heating contactor and the positive electrode contactor, reporting a battery heating fault, and exiting the external auxiliary heating.

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