Battery cooling control circuit, system and method

Abstract

The invention discloses a battery cooling control circuit, system and control method, which are applied to the technical field of electric automobile cooling, and comprise a voltage conversion unit, a power supply control unit and a function box, after the power supply control unit outputs the rated voltage of the whole vehicle end cooling system through the first analog-to-digital converter and the second analog-to-digital converter in the voltage conversion unit, multi-waveform pulse power is output in the function box in a parallel connection mode, so that adaptive cooling modes are provided for the battery pack under different working conditions, and the energy-saving effect is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of electric vehicle cooling, and in particular to a battery cooling control circuit, system and control method. Background Art

[0002] With the technological iteration of electric vehicles, in order to make up for the current range anxiety issue, fast charging has become the focus of technological innovation in terms of technical routes. At the same time, considering that the output power of the motor in the electric vehicle can be much higher than that of the fuel vehicle, the battery pack, as the core component of the electric vehicle's energy supply equipment, has increasingly higher requirements for output power performance and charge and discharge rates. In the case of fast charging and high-rate discharge, in addition to selecting the appropriate battery cell chemical system and design ideas, the thermal management design of the battery pack is also the core of fast charging technology. Due to the existence of internal resistance in the entire battery pack under fast charging and high-rate discharge conditions, a lot of heat will be generated. Therefore, it is necessary to reduce the temperature of the battery cell under high-rate charge and discharge so that the battery cell can operate at a comfortable temperature, further improve the service life of the battery pack and reduce the risk of thermal runaway.

[0003] Conventional thermal management technologies all achieve the cooling effect by controlling the flow rate and temperature of the cooling medium according to the temperature. In this case, when the size of the flow channel is fixed, the heat exchange capacity is also fixed. However, when the cooling medium inside the flow channel adopts a pulsed flow mode, the increased turbulence effect of the boundary layer can effectively improve the heat exchange capacity between the cooling medium and the boundary, and increase the upper limit of the cooling effect. However, the current designs that use supercharging arrangements to collaboratively control the thermal management of the entire package are all at the charging pile end. The disadvantage of this is that when the vehicle is charging at a charging pile that does not have a supercharging cooling system, it can only rely on the cooling system of the entire vehicle. There may be a phenomenon where the heat generated by the charging rate is greater than the cooling capacity of the cooling system at the vehicle end, frequently triggering high-temperature protection and stopping charging. At the same time, the current cooling system thermal management technology all achieves the cooling effect by controlling the flow rate and temperature of the cooling medium according to the temperature. If redundant designs are considered to deal with individual situations where the cooling capacity is exceeded, the charging power can only be reduced and the charging time can be extended to replenish the power. In this case, the expected fast charging effect cannot be achieved. Summary of the Invention

[0004] In order to solve the above technical problems, the embodiments of the present invention provide a battery cooling control circuit, system and control method to solve the problem that the temperature of the battery is too high during high-rate charge and discharge and the cooling effect of the existing cooling system is poor.

[0005] A first aspect of an embodiment of the present invention provides a battery cooling control circuit, the circuit including a voltage conversion unit, a power control unit and a function box, wherein:

[0006] The voltage conversion unit includes a first analog-to-digital converter and a second analog-to-digital converter, and the power control unit includes an auxiliary power supply, a first MOS transistor, a second MOS transistor, a first capacitor and an auxiliary power management system, wherein:

[0007] The source of the first MOS transistor is connected to the positive electrode of the auxiliary power supply, the drain of the first MOS transistor is connected to the first end of the first capacitor, the drain of the first MOS transistor is also connected to the input end of the first analog-to-digital converter, the second end of the first capacitor is connected to the source of the second MOS transistor, the drain of the second MOS transistor is connected to the negative electrode of the auxiliary power supply, the drain of the second MOS transistor is also connected to the input end of the first analog-to-digital converter, and the gate of the first MOS transistor and the gate of the second MOS transistor are respectively connected to the auxiliary power management system;

[0008] The output end of the first analog-to-digital converter and the output end of the second analog-to-digital converter are respectively used to connect to the battery pack through the function box, the output end of the first analog-to-digital converter is used to connect to the vehicle cooling system through the function box, and the input end of the second analog-to-digital converter is used to connect to the charging pile.

[0009] In a possible implementation of the first aspect, an output end of the first analog-to-digital converter is connected to a battery pack through a function box, including:

[0010] The functional box includes a first relay, a second relay and a first fuse, wherein the output end of the first analog-to-digital converter is also connected to the first end of the first relay, the second end of the first relay is connected to the first end of the first fuse, the second end of the first fuse is used to be connected to the battery pack, the output end of the first analog-to-digital converter is also connected to the first end of the second relay, and the second end of the second relay is used to be connected to the battery pack.

[0011] In a possible implementation of the first aspect, the output end of the first analog-to-digital converter is further configured to be connected to a vehicle cooling system through a function box, including:

[0012] The functional box includes a second fuse and a third analog-to-digital converter, wherein:

[0013] The output end of the first analog-to-digital converter is connected to the first end of the second fuse, the second end of the second fuse is connected to the input end of the third analog-to-digital converter, and the output end of the third analog-to-digital converter is used to connect to the vehicle cooling system.

[0014] In a possible implementation of the first aspect, an output end of the second analog-to-digital converter is used to connect to the battery pack through the function box, including:

[0015] The output end of the second analog-to-digital converter is connected to the first end of the first fuse, and the second end of the first fuse is used to be connected to the battery pack.

[0016] In a possible implementation of the first aspect, the first relay and the second relay are further respectively connected to the auxiliary power management system for communication, so that the auxiliary power management system controls the closing and opening of the first relay and the second relay.

[0017] In a possible implementation of the first aspect, the power control unit further includes a vehicle control unit, wherein:

[0018] The auxiliary power management system is connected to the vehicle control unit for communication so that the vehicle control unit receives control signals sent by the auxiliary power management system or sends instructions to the auxiliary power management system.

[0019] A second aspect of the embodiments of the present invention provides a battery cooling control system, including a battery management system, a vehicle cooling system, a charging pile, and the battery cooling control circuit of the second aspect, wherein:

[0020] The battery management system is connected to the vehicle control unit for communication;

[0021] The charging pile includes a charging control unit, a charging system, and a charging cooling system, wherein the charging system and the charging cooling system are respectively connected to the charging control unit for communication, the charging system is connected to the input end of the second analog-to-digital converter, and the charging control unit is connected to the vehicle control unit for communication;

[0022] The vehicle cooling system includes a third relay, a circulation system and a cooling system, wherein the first ends of the circulation system and the third relay are respectively connected to the output end of the third analog-to-digital converter, the second end of the third relay is connected to the cooling system, and the third relay and the circulation system are also communicatively connected to the vehicle control unit.

[0023] In a possible implementation of the second aspect, the charging control unit is configured to receive a battery status signal and a control signal sent by the vehicle control unit, and to send a control signal to the charging system and the charging cooling system;

[0024] The charging cooling system is used to receive the control signal sent by the charging control unit, so that the charging cooling system can cool the battery pack;

[0025] The vehicle cooling system is used to receive the pulse power output by the third analog-to-digital converter, enable the circulation system and cooling system to operate, and cooperate with the charging cooling system to cool the battery pack.

[0026] A third aspect of an embodiment of the present invention provides a battery cooling control system control method, which is applied to the battery cooling control system of the second aspect, including:

[0027] Receive the current temperature of the battery pack sent by the battery management system;

[0028] Determine whether the current temperature is greater than a first preset temperature threshold and less than a second preset temperature threshold, and if so, calculate the temperature rise rate of the battery pack within a preset time period, wherein the second preset temperature threshold is greater than the first preset temperature threshold;

[0029] Determine whether the temperature rise rate is greater than 0. If so, send a control signal to the charging control unit and the auxiliary power management system to turn on the charging cooling system. The first MOS tube and the second MOS tube perform an intermittent disconnection strategy, and the third relay is disconnected to drive the vehicle cooling system and the charging pile cooling system to cool the battery pack. If less than, send a control signal to the charging control unit to turn on the charging cooling system and drive the charging pile cooling system to cool the battery pack.

[0030] If the current temperature is greater than the second preset temperature threshold, a control signal is sent to the charging control unit and the auxiliary power management system to turn on the charging cooling system. The first MOS tube and the second MOS tube execute the intermittent disconnection strategy, and the third relay is disconnected to drive the vehicle cooling system and the charging pile cooling system to cool the battery pack. If the current temperature is lower than the first preset temperature threshold, the battery pack is not cooled.

[0031] The technical solution of the present invention has the following advantages:

[0032] The battery cooling control circuit provided by the present invention includes a voltage conversion unit, a power control unit and a functional box. After the power control unit outputs the rated voltage of the vehicle-end cooling system through the first analog-to-digital converter and the second analog-to-digital converter in the voltage conversion unit, it outputs multi-waveform pulse power in parallel in the functional box, thereby providing an adaptive cooling method for the battery pack under different working conditions and improving the energy-saving effect.

[0033] The battery cooling control system provided by the present invention includes a battery management system, a vehicle cooling system, a charging pile, and a battery cooling control circuit. The vehicle control unit is communicatively connected to the battery management system, receives voltage, temperature, and other signals collected by the battery management system, generates a cooling control signal, and then sends it to the battery cooling control circuit. After receiving the control signal from the vehicle control unit, the auxiliary power supply in the battery cooling control circuit increases the voltage to the rated voltage through a first analog-to-digital converter, and then is connected to the vehicle cooling system through a functional box to provide pulse power to the vehicle cooling system. Through the above method, a graded cooling form is achieved, providing an adaptive cooling method for battery packs under different operating conditions, thereby improving energy saving effects.

[0034] The battery cooling control system control method provided by the present invention receives the current temperature of the battery pack sent by the battery management system. If the current temperature is greater than the set temperature, a control signal is sent to the charging control unit and the auxiliary power management system to start the charging cooling system, so that the first MOS tube and the second MOS tube execute the intermittent disconnection strategy, the third relay is disconnected, and the vehicle cooling system and the charging pile cooling system are driven to cool the battery pack. If it is less than, a control signal is sent to the charging control unit to drive the charging pile cooling system to cool the battery pack. Through this method, the battery pack is cooled in a pulsed manner, thereby improving the cooling effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the specific implementation methods or the description of the prior art. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0036] Figure 1 1 is a circuit structure diagram of a battery cooling control circuit according to an embodiment of the present invention;

[0037] Figure 2 This is a structural diagram of a battery cooling control circuit including a vehicle cooling system in an embodiment of the present invention;

[0038] Figure 3 1 is a circuit diagram of a battery cooling control system according to an embodiment of the present invention;

[0039] Figure 4 This is a circuit diagram of a vehicle cooling system of a battery cooling control circuit according to an embodiment of the present invention;

[0040] Figure 5 This is a specific circuit structure diagram of the vehicle cooling system of the battery cooling control circuit in an embodiment of the present invention;

[0041] Figure 6 This is a flow chart of a control method for a battery cooling control system according to an embodiment of the present invention;

[0042] The accompanying drawings are marked as follows: 110, voltage conversion unit; 120, power control unit; 130, function box; 11, first analog-to-digital converter; 12, second analog-to-digital converter; 13, third analog-to-digital converter; 20, auxiliary power supply; 31, first MOS tube; 32, second MOS tube; 41, first capacitor; 80, auxiliary power management system; 90, first resistor; 71, first relay; 72, second relay; 51, first fuse; 52, second fuse; 60, vehicle control unit; 100, battery management system; 200, vehicle cooling system; 300, charging pile; 301, charging control unit; 302, charging system; 303, charging cooling system; 73, third relay; 201, circulation system; 202, cooling system; 1, first communication line; 2, second communication line; 3, third communication line; 4, fourth communication line; 5, fifth communication line. DETAILED DESCRIPTION

[0043] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0044] In the description of the present invention, it should be noted that the terms "first", "second" and "third" are used for descriptive purposes only and should not be understood as indicating or implying relative importance.

[0045] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the term "connection" should be understood in a broad sense. For example, it can mean a fixed connection, a detachable connection, or an integral connection; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean internal communication between two components; it can mean a wireless connection or a wired connection. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0046] The battery cooling control circuit provided by the embodiment of the present invention is as follows: Figure 1 As shown, it includes a voltage conversion unit 110, a power control unit 120 and a function box 130, wherein,

[0047] The voltage conversion unit 110 includes a first analog-to-digital converter 11 and a second analog-to-digital converter 12. The power control unit 120 includes an auxiliary power supply 20, a first MOS transistor 31, a second MOS transistor 32, a first capacitor 41, an auxiliary power management system 80, and a first resistor 90.

[0048] The source of the first MOS transistor 31 is connected to the positive electrode of the auxiliary power supply 20, the drain of the first MOS transistor 31 is connected to the first end of the first capacitor 41, and the drain of the first MOS transistor 31 is also connected to the input end of the first analog-to-digital converter 11. The second end of the first capacitor 41 is connected to the source of the second MOS transistor 32, the drain of the second MOS transistor 32 is connected to the first end of the first resistor 90, the second end of the first resistor 90 is connected to the negative electrode of the auxiliary power supply 20, and the drain of the second MOS transistor 32 is also connected to the input end of the first analog-to-digital converter 11. The gates of the first MOS transistor 31 and the second MOS transistor 32 are respectively connected to the auxiliary power management system 80.

[0049] The output end of the first analog-to-digital converter 11 and the output end of the second analog-to-digital converter 12 are respectively used to connect to the battery pack through the function box 130, the output end of the first analog-to-digital converter 11 is used to connect to the vehicle cooling system 200 through the function box 130, and the input end of the second analog-to-digital converter 12 is used to connect to the charging pile 300.

[0050] In this embodiment, the vehicle-side battery cooling control circuit includes a voltage conversion unit 110, a power control unit 120, and a function box 130. The power control unit 120 includes an auxiliary power supply 20, a first MOS transistor 31, a second MOS transistor 32, a first capacitor 41, an auxiliary power management system 80, and a first resistor 90. The auxiliary power supply 20 is preferably a 48V auxiliary power system. The auxiliary power supply 20 is equipped with an auxiliary power management system 80, which receives control signals from the vehicle control unit and controls the opening and closing of the first and second MOS transistors 31, 32. By opening and closing the first and second MOS transistors 31, 32, the auxiliary power supply 20 outputs current and voltage. The voltage is then increased to a voltage that matches the vehicle cooling system via the first analog-to-digital converter 11. The voltage is then connected to the battery pack vehicle-side cooling system via the function box 130, providing pulse power to the vehicle-side cooling system.

[0051] The voltage conversion unit 110 and the power control unit 120 are specifically connected as follows: the source of the first MOS transistor 31 is connected to the positive electrode of the auxiliary power supply 20, the drain of the first MOS transistor 31 is connected to the first end of the first capacitor 41, and the drain of the first MOS transistor 31 is also connected to the input of the first analog-to-digital converter 11. The second end of the first capacitor 41 is connected to the source of the second MOS transistor 32, the drain of the second MOS transistor 32 is connected to the first end of the first resistor 90, the second end of the first resistor 90 is connected to the negative electrode of the auxiliary power supply 20, and the drain of the second MOS transistor 32 is also connected to the input of the first analog-to-digital converter 11. The gates of the first MOS transistor 31 and the second MOS transistor 32 are respectively connected to the auxiliary power management system 80. In addition, the output of the first analog-to-digital converter 11 is also connected to the battery pack through a function box, so that when the auxiliary power supply 20 is feeding power, the relay in the function box is closed to replenish the power of the auxiliary power supply 20.

[0052] The voltage conversion unit 110 further includes a second analog-to-digital converter 12, such as Figure 2 As shown, Figure 2 This is a schematic diagram of the vehicle-side pulse cooling electrical architecture. The output of the second ADC 12 is connected to the battery pack via a function box 130 . The input of the second ADC 12 is connected to a charging station 300 via a charging path, allowing the second ADC 12 to convert the voltage to a voltage platform suitable for the high-voltage battery pack for charging.

[0053] It should be noted that the first analog-to-digital converter 11 and the second analog-to-digital converter 12 refer to DC-DC converters, that is, DC-DC converters, which adjust the input voltage such as the output voltage of a battery or a power adapter to the stable voltage required by the load through power conversion technology.

[0054] In one embodiment, the output end of the first analog-to-digital converter 11 is connected to the battery pack via a function box 130, including:

[0055] The functional box 130 includes a first relay 71, a second relay 72 and a first fuse 51, wherein the output end of the first analog-to-digital converter 11 is also connected to the first end of the first relay 71, the second end of the first relay 71 is connected to the first end of the first fuse 51, the second end of the first fuse 51 is used to connect to the battery pack, the output end of the first analog-to-digital converter 11 is also connected to the first end of the second relay 72, and the second end of the second relay 72 is used to connect to the battery pack.

[0056] In this embodiment, the output end of the first analog-to-digital converter 11 is also connected to the battery pack through a functional box. Specifically, the functional box 130 includes a first relay 71, a second relay 72 and a first fuse 51. The output end of the first analog-to-digital converter 11 is also connected to the first end of the first relay 71, the second end of the first relay 71 is connected to the first end of the first fuse 51, and the second end of the first fuse 51 is used to connect to the battery pack. The output end of the first analog-to-digital converter 11 is also connected to the first end of the second relay 72, and the second end of the second relay 72 is used to connect to the battery pack. Through the above-mentioned connection method, it is possible to realize that when the battery pack is charged, a controllable switch is designed between the parallel first analog-to-digital converter 11 and the battery pack, that is, the first relay 71 and the second relay 72 are used to open or close the parallel circuit.

[0057] When the battery pack is charging, the first and second relays 71 and 72 are disconnected. When the battery temperature exceeds a set threshold, the first and second MOS transistors 31 and 32 are closed and opened, allowing the auxiliary power supply 20 to provide drive cycle power to the vehicle cooling system. If the auxiliary power supply 20 is feeding power, the first and second relays 71 and 72 are closed to replenish the power to the auxiliary power supply 20.

[0058] In one embodiment, the output end of the first analog-to-digital converter 11 is further used to connect to the vehicle cooling system 200 through the function box 130, including:

[0059] The function box 130 includes a second fuse 52 and a third analog-to-digital converter 13, wherein:

[0060] The output end of the first analog-to-digital converter 11 is connected to the first end of the second fuse 52 , the second end of the second fuse 52 is connected to the input end of the third analog-to-digital converter 13 , and the output end of the third analog-to-digital converter 13 is used to connect to the vehicle cooling system 200 .

[0061] In this embodiment, if Figure 2 As shown, Figure 2 This is a diagram of the battery cooling control circuit structure, which includes the vehicle cooling system. The auxiliary power supply 20 is connected to the vehicle cooling system via a function box 130, providing pulsed power to the vehicle cooling system. Function box 130 also connects to the vehicle cooling system via a second fuse 52 and a third analog-to-digital converter 13. Specifically, the output of the first analog-to-digital converter 11 is connected to the first end of the second fuse 52, and the second end of the second fuse 52 is connected to the input of the third analog-to-digital converter 13. The output of the third analog-to-digital converter 13 is connected to the vehicle cooling system 200.

[0062] When the battery pack needs to be cooled, the second MOS transistor 32 and the first MOS transistor 31 are disconnected or closed by a control signal from the auxiliary power management system 80. The auxiliary power supply 20 outputs current, and then the first analog-to-digital converter 11 converts the output voltage of the auxiliary power supply 20 into a voltage suitable for the high-voltage battery pack. This is then converted to a voltage suitable for the vehicle cooling system by the third analog-to-digital converter 13, thereby providing intermittent pulse power to the vehicle cooling system. This can cause the cooling medium to flow in a corresponding pulsed manner. When the cooling medium in the flow channel adopts a pulsed flow mode, the increased turbulence effect of the boundary layer can effectively improve the heat exchange capacity between the cooling medium and the boundary, raising the upper limit of the cooling effect.

[0063] In addition, a second fuse 52 is connected in series between the output end of the first analog-to-digital converter 11 and the input end of the third analog-to-digital converter 13 to cope with sudden high current situations. When a sudden high current is generated, the circuit can be cut off by the fuse.

[0064] In one embodiment, the output end of the second analog-to-digital converter 12 is used to connect to the battery pack through the function box 130, including:

[0065] The output end of the second analog-to-digital converter 12 is connected to a first end of the first fuse 51 , and a second end of the first fuse 51 is used to be connected to the battery pack.

[0066] In this embodiment, the output end of the second analog-to-digital converter 12 is connected to the battery pack through a first fuse 51 connected in series to cope with sudden high current situations. When a sudden high current is generated, the circuit can be cut off by the fuse.

[0067] In one embodiment, the first relay 71 and the second relay 72 are further respectively connected to the auxiliary power management system 80 for communication, so that the auxiliary power management system 80 controls the closing and opening of the first relay 71 and the second relay 72 .

[0068] In this embodiment, the first relay 71 and the second relay 72 are controlled by the auxiliary power management system 80 and are in communication with the auxiliary power management system 80. When the auxiliary power system 80 receives a control signal from the vehicle control unit requiring the battery pack to be controlled, it closes or opens the first relay 71 and the second relay 72.

[0069] In one embodiment, the power control unit 120 further includes a vehicle control unit 60, wherein:

[0070] The auxiliary power management system 80 is communicatively connected to the vehicle control unit 60 so that the vehicle control unit 60 receives a control signal sent by the auxiliary power management system 80 or sends an instruction to the auxiliary power management system 80 .

[0071] In this embodiment, the auxiliary power management system 80 is communicated with the vehicle control unit 60. The vehicle control unit 60 can receive voltage, temperature and other signals from the battery management system 100 and obtain a cooling start strategy through calculation, and then send a corresponding control signal to the auxiliary power management system so that the auxiliary power management system 80 controls the first MOS tube 31, the second MOS tube 32, the first relay 71 and the second relay 72.

[0072] To solve the same technical problem, an embodiment of the present invention also provides a battery cooling control system, such as Figure 3 As shown, the battery management system 100, the vehicle cooling system 200, the charging pile 300 and the battery cooling control circuit of this embodiment, wherein,

[0073] The battery management system 100 is in communication with the vehicle control unit 60;

[0074] The charging pile 300 includes a charging control unit 301, a charging system 302, and a charging cooling system 303. The charging system 302 and the charging cooling system 303 are respectively connected to the charging control unit 301 for communication. The charging system 302 is connected to the input end of the second analog-to-digital converter 12. The charging control unit 301 is connected to the vehicle control unit 60 for communication.

[0075] The vehicle cooling system 200 includes a third relay 73, a circulation system 201 and a cooling system 202, wherein the first ends of the circulation system 201 and the third relay 73 are respectively connected to the output end of the third analog-to-digital converter 13, the second end of the third relay 73 is connected to the cooling system 202, and the third relay 73 and the circulation system 202 are also communicatively connected to the vehicle control unit 60.

[0076] In this embodiment, if Figure 3 As shown, the battery cooling control system pile end includes a battery management system 100, a vehicle cooling system 200, a charging pile 300 and a battery cooling control circuit, wherein the battery management system 100 is used to monitor the temperature and voltage of the vehicle battery pack in real time.

[0077] The charging station 300 includes a charging control unit 301, a charging system 302, and a charging cooling system 303. The charging system 302 and the charging cooling system 303 are controlled by the charging control unit 301 and receive control signals from the charging control unit 301 via a communication connection. The charging control unit 301 is in communication with the vehicle control unit 60 and receives control signals from the vehicle control unit 60.

[0078] The vehicle cooling system 200 receives pulse power from the auxiliary power supply to achieve pulse cooling. Specifically, Figure 4 As shown, Figure 4 The circuit structure diagram of the vehicle cooling system is shown in FIG. 1 , which includes a third relay 73, a circulation system 201, and a cooling system 202. The first ends of the circulation system 201 and the third relay 73 are respectively connected to the output end of the third analog-to-digital converter 13, and the second end of the third relay 73 is connected to the cooling system 202. The third relay 73 and the circulation system 202 are also connected to the vehicle control unit 60 for communication. Figure 4 As can be seen, the circulation system 201 and the cooling system 202 each correspond to a load. A variable resistor can also be connected in parallel to the vehicle cooling system for current diversion, allowing the compression system to generate pulsed cooling with varying powers. It can also be seen that the first MOS transistor 31, the second MOS transistor 32, the first relay 71, and the second relay 72 are connected to the auxiliary power management system 80 via the first communication line 1, the second communication line 2, the third communication line 3, and the fourth communication line 4, respectively. The third relay 73 is connected to the vehicle control unit via the fifth communication line 5.

[0079] When the battery pack is charging and needs to be pulse-cooled, the second MOS transistor 32 and the first MOS transistor 31 are disconnected or closed by the control signal sent by the auxiliary power management system 80, so that the auxiliary power supply 20 outputs current and voltage, and then the voltage is increased to a voltage that can match the vehicle cooling system through the first analog-to-digital converter 11, and then connected to the battery pack vehicle cooling system through the function box 130 to provide pulse power for the vehicle cooling system. At this time, the third relay 73 is disconnected, the load of the cooling system does not work, and only the circulation system works to provide a pulse flow rate state. The cooling medium is provided by the charging cooling system of the charging pile, and the vehicle cooling system provides supplementary cooling medium flow rate power.

[0080] When the battery pack is not in a charging state but needs to be cooled, the third relay 73 and the second relay 72 are closed, and the battery pack supplies power to the cooling system and the circulation system. Figure 5 This is a detailed circuit diagram of the vehicle's cooling system. As can be seen from the diagram, the cooling system consists of a compressor, a heat exchanger, and an evaporative condensation system. The circulation system comprises a first control valve, a second control valve, and a motor. Furthermore, it includes cooling channels and a cooling medium. When the battery pack requires cooling during charging, the charging pile provides cooling, while the vehicle provides additional cooling medium flow rate and power. This means the charging pile cooling system provides basic cooling capacity for the battery pack through an interface. The vehicle's cooling system adjusts the cooling medium flow rate or power as needed to supplement the charging pile cooling system and ensure uniform and safe battery temperatures.

[0081] It should be noted that the charging pile can provide stable power output to achieve a continuous and uniform flow state of the cooling medium. The auxiliary power supply 20 provides intermittent supplementary power output through the vehicle cooling system to achieve an intermittent flow state of the cooling medium. The two states are superimposed to achieve pulsed cooling.

[0082] In one embodiment, the charging control unit 301 is used to receive the battery status signal and control signal sent by the vehicle control unit 60, and to send control signals to the charging system 302 and the charging cooling system 303;

[0083] The charging cooling system 303 is used to receive the control signal sent by the charging control unit 301, so that the charging cooling system 303 cools the battery pack;

[0084] The vehicle cooling system 200 is used to receive the pulse power output by the third analog-to-digital converter, operate the circulation system 201 and the cooling system 202, and cooperate with the charging cooling system 303 to cool the battery pack.

[0085] In this embodiment, the charging control unit 301 can receive the battery status signal and control signal sent by the vehicle control unit 60, and send control signals to the charging system 302 and the charging cooling system 303 to control whether the charging system 302 charges the battery pack and whether the compressor and evaporative condenser in the charging cooling system 303 are running.

[0086] When the charging cooling system 303 receives a control signal sent by the charging control unit 301, such as turning on or off the compressor, it determines whether to cool the battery pack based on the received control signal; the charging cooling system can provide stable power output and keep the cooling medium in a continuous and uniform flow state.

[0087] The vehicle cooling system 200 can receive the pulse power output by the third analog-to-digital converter 13 to operate the circulation system 201 and the cooling system 202 and cooperate with the charging cooling system 303 to cool the battery pack.

[0088] To solve the same technical problem, the present invention provides a battery cooling control system control method, the method is as follows Figure 6 As shown, Figure 6 This is a flow chart of a battery cooling control system control method, including steps S601 to S604, each of which is specifically as follows:

[0089] S601: Receive the current temperature of the battery pack sent by the battery management system.

[0090] In this embodiment, once the battery is charging, the auxiliary power management system, battery management system, vehicle control unit, and charging pile control unit begin operating, monitoring the charging process, including temperature, cell voltage, and charging status, and determining and executing the cooling strategy. Specifically, the battery management system monitors the temperature of the battery pack in real time and sends the collected current temperature to the vehicle control unit. The vehicle control unit then determines the current temperature using an internally configured determination strategy, deriving a cooling strategy, and issuing corresponding instructions.

[0091] S602: Determine whether the current temperature is greater than a first preset temperature threshold and less than a second preset temperature threshold. If so, calculate the temperature rise rate of the battery pack within a preset time period, wherein the second preset temperature threshold is greater than the first preset temperature threshold.

[0092] In this embodiment, the vehicle control unit determines the current temperature. If the current temperature is greater than the first preset temperature threshold and less than the second preset temperature threshold, the next step is to determine the temperature rise rate of the battery pack within the preset time period.

[0093] It should be noted that the second preset temperature threshold is greater than the first preset temperature threshold. The values ​​of the first preset temperature threshold and the second preset temperature threshold can be set according to actual needs, and the preset time period can also be set according to actual needs.

[0094] S603. Determine whether the temperature rise rate is greater than 0. If so, send a control signal to the charging control unit and the auxiliary power management system to turn on the charging cooling system. The first MOS tube and the second MOS tube perform an intermittent disconnection strategy, and the third relay is disconnected to drive the vehicle cooling system and the charging pile cooling system to cool the battery pack. If less than, send a control signal to the charging control unit to turn on the charging cooling system and drive the charging pile cooling system to cool the battery pack.

[0095] In this embodiment, if the temperature rise rate is greater than 0, a control signal is sent to the charging control unit and the auxiliary power management system, so that the charging control unit controls the charging cooling system to turn on. The auxiliary power management system causes the first MOS tube and the second MOS tube to execute an intermittent disconnection strategy and disconnect the third relay to drive the circulation system in the vehicle cooling system to work, so as to provide intermittent pulse power for supplementary power. The charging pile cooling system provides stable power output. The two are superimposed to achieve pulse cooling of the battery pack.

[0096] If the temperature rise rate is less than 0, a control signal is sent to the charging control unit to turn on the charging cooling system, driving the charging pile cooling system to provide stable power output, thereby generating a continuous and uniform flow of cooling medium to cool the battery pack.

[0097] In one embodiment, executing a closing strategy on the first MOS transistor and the second MOS transistor includes:

[0098] The first MOS tube is closed or opened according to a first preset switching frequency, and the second MOS tube is opened, so that the vehicle cooling system outputs matrix pulse power;

[0099] The first MOS tube is closed, and the second MOS tube is closed or opened according to the second preset opening and closing frequency, so that the vehicle cooling system outputs sawtooth pulse power.

[0100] In this embodiment, the auxiliary power supply is connected to the vehicle-end cooling system through a functional box. When providing pulse power to the vehicle-end cooling system, two basic power states of square wave pulse power and sawtooth pulse power can be realized, and pulse power of other shapes in different superposition states of square wave and sawtooth can be realized according to the on / off state of the first MOS tube and the second MOS tube. Specifically, when the first MOS tube adopts an intermittent on-off strategy, the second MOS tube on the capacitor branch is disconnected. At this time, it is superimposed with the stable power output from the charging pile end, and rectangular pulse power is output. When the first MOS tube is closed, the second MOS tube on the capacitor branch is intermittently disconnected (frequency controllable). At this time, it is superimposed with the stable power output from the charging pile end, and sawtooth pulse power is output.

[0101] In addition, when the sawtooth pulse power is output, the first MOS transistor and the second MOS transistor can be switched on and off at the same frequency. Assuming that the capacitor full charge time is t1, the closing time of the first MOS transistor is t≤t1, and the closing time of the first MOS transistor is 2t, where:

[0102]

[0103] Where R represents the resistance of the first resistor, C represents the capacitance of the first capacitor, and v C represents the voltage of the first capacitor when it rises to a stable state, that is, the potential difference between the auxiliary power supply voltage and the first capacitor plate, and v represents the auxiliary power supply voltage.

[0104] The power changes generated in the above manner are converted to the vehicle cooling system through the first analog-to-digital converter and the third analog-to-digital converter, thereby driving the vehicle cooling system to operate with sawtooth pulse power, thereby realizing pulse cooling of the battery pack.

[0105] It should be noted that the first preset breaking frequency and the second preset breaking frequency can be set according to actual needs.

[0106] S604: If the current temperature is greater than the second preset temperature threshold, a control signal is sent to the charging control unit and the auxiliary power management system to turn on the charging cooling system. The first MOS tube and the second MOS tube execute the intermittent disconnection strategy, and the third relay is disconnected to drive the vehicle cooling system and the charging pile cooling system to cool the battery pack. If the current temperature is less than the first preset temperature threshold, the battery pack is not cooled.

[0107] In this embodiment, if the current temperature is greater than the second preset temperature threshold, the auxiliary power supply directly begins to provide pulse power to the vehicle cooling system. This power is superimposed on the stable power output from the charging station to provide pulse cooling for the battery pack. Specifically, a control signal is sent to the charging control unit and the auxiliary power management system, causing the charging control unit to activate the charging cooling system. The auxiliary power management system causes the first and second MOS transistors to implement an intermittent disconnection strategy and disconnects the third relay through the vehicle control unit, driving the circulation system in the vehicle cooling system to operate, providing pulse cooling for the battery pack. If the current temperature is less than the first preset temperature threshold, no cooling is performed on the battery pack.

[0108] The specific embodiments described above further illustrate the objectives, technical solutions, and beneficial effects of the present invention. It should be understood that the above descriptions are merely specific embodiments of the present invention and are not intended to limit the scope of protection of the present invention. In particular, it should be noted that any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included within the scope of protection of the present invention for those skilled in the art.

Claims

1. A battery cooling control circuit, characterized in that: It comprises a voltage conversion unit (110), a power control unit (120) and a function box (130), wherein: The voltage conversion unit (110) includes a first analog-to-digital converter (11) and a second analog-to-digital converter (12); the power control unit (120) includes an auxiliary power supply (20), a first MOS transistor (31), a second MOS transistor (32), a first capacitor (41), an auxiliary power management system (80), and a first resistor (90), wherein: The source of the first MOS transistor (31) is connected to the positive electrode of the auxiliary power supply (20), the drain of the first MOS transistor (31) is connected to the first end of the first capacitor (41), the drain of the first MOS transistor (31) is also connected to the input end of the first analog-to-digital converter (11), the second end of the first capacitor (41) is connected to the source of the second MOS transistor (32), the drain of the second MOS transistor (32) is connected to the first end of the first resistor (90), the second end of the first resistor (90) is connected to the negative electrode of the auxiliary power supply (20), the drain of the second MOS transistor (32) is also connected to the input end of the first analog-to-digital converter (11), and the gate of the first MOS transistor (31) and the gate of the second MOS transistor (32) are respectively connected to the auxiliary power management system (80); The output end of the first analog-to-digital converter (11) and the output end of the second analog-to-digital converter (12) are respectively used to connect to the battery pack through the function box (130); the output end of the first analog-to-digital converter (11) is used to connect to the vehicle cooling system (200) through the function box (130); and the input end of the second analog-to-digital converter (12) is used to connect to the charging pile (300).

2. The battery cooling control circuit according to claim 1, wherein: The output end of the first analog-to-digital converter (11) is used to connect to the battery pack through the functional box (130), including: The functional box (130) includes a first relay (71), a second relay (72) and a first fuse (51), wherein the output end of the first analog-to-digital converter (11) is also connected to the first end of the first relay (71), the second end of the first relay (71) is connected to the first end of the first fuse (51), the second end of the first fuse (51) is used to be connected to the battery pack, the output end of the first analog-to-digital converter (11) is also connected to the first end of the second relay (72), and the second end of the second relay (72) is used to be connected to the battery pack.

3. The battery cooling control circuit according to claim 1, wherein: The output end of the first analog-to-digital converter (11) is also used to connect to the vehicle cooling system (200) through the function box (130), including: The functional box (130) includes a second fuse (52) and a third analog-to-digital converter (13), wherein: The output end of the first analog-to-digital converter (11) is connected to the first end of the second fuse (52), the second end of the second fuse (52) is connected to the input end of the third analog-to-digital converter (13), and the output end of the third analog-to-digital converter (13) is used to be connected to the vehicle cooling system (200).

4. The battery cooling control circuit according to claim 1 or 2, characterized in that: The output end of the second analog-to-digital converter (12) is used to connect to the battery pack through the function box (130), including: The output end of the second analog-to-digital converter (12) is connected to the first end of the first fuse (51), and the second end of the first fuse (51) is used to be connected to the battery pack.

5. The battery cooling control circuit according to claim 2, wherein: The first relay (71) and the second relay (72) are also respectively connected to the auxiliary power management system (80) for communication, so that the auxiliary power management system (80) controls the closing and opening of the first relay (71) and the second relay (72).

6. The battery cooling control circuit according to claim 1, wherein: The power supply control unit (120) further includes a vehicle control unit (60), wherein: The auxiliary power management system (80) is communicatively connected to the vehicle control unit (60).

7. A battery cooling control system, characterized in that: The invention comprises a battery management system (100), a vehicle cooling system (200), a charging pile (300) and a battery cooling control circuit according to any one of claims 1 to 6, wherein: The battery management system (100) is communicatively connected to the vehicle control unit (60); The charging pile (300) comprises a charging control unit (301), a charging system (302) and a charging cooling system (303), wherein the charging system (302) and the charging cooling system (303) are respectively connected to the charging control unit (301) in communication, the charging system (302) is connected to the input end of the second analog-to-digital converter (12), and the charging control unit (301) is connected to the vehicle control unit (60); The vehicle cooling system (200) comprises a third relay (73), a circulation system (201) and a cooling system (202), wherein the first ends of the circulation system (201) and the third relay (73) are respectively connected to the output end of the third analog-to-digital converter (13), the second end of the third relay (73) is connected to the cooling system (202), and the third relay (73) and the circulation system (202) are also communicatively connected to the vehicle control unit (60).

8. The battery cooling control system according to claim 7, wherein: Also includes: The charging control unit (301) is used to receive a battery status signal and a control signal sent by the vehicle control unit (60), and to send a control signal to the charging system (302) and the charging cooling system (303); The charging cooling system (303) is used to receive a control signal sent by the charging control unit (301), so that the charging cooling system (303) cools the battery pack; The vehicle cooling system (200) is used to receive the pulse power output by the third analog-to-digital converter (13), to operate the circulation system (201) and the cooling system (202), and to cooperate with the charging cooling system (303) to cool the battery pack.

9. A battery cooling control system control method, characterized in that: The battery cooling control method is applied to the battery cooling control system according to any one of claims 7 to 8, comprising: Receiving the current temperature of the battery pack sent by the battery management system; determining whether the current temperature is greater than a first preset temperature threshold and less than a second preset temperature threshold, and if so, calculating a temperature rise rate of the battery pack within a preset time period, wherein the second preset temperature threshold is greater than the first preset temperature threshold; Determine whether the temperature rise rate is greater than 0. If so, send a control signal to the charging control unit and the auxiliary power management system to enable the charging cooling system, so that the first MOS transistor and the second MOS transistor perform an intermittent disconnection strategy, the third relay is disconnected, and the vehicle cooling system and the charging pile cooling system are driven to cool the battery pack. If less than, send a control signal to the charging control unit to enable the charging cooling system and drive the charging pile cooling system to cool the battery pack. If the current temperature is greater than the second preset temperature threshold, a control signal is sent to the charging control unit and the auxiliary power management system to turn on the charging cooling system, the first MOS tube and the second MOS tube execute the intermittent disconnection strategy, the third relay is disconnected, and the vehicle cooling system and the charging pile cooling system are driven to cool the battery pack. If the current temperature is less than the first preset temperature threshold, the battery pack is not cooled.

10. The battery cooling control system control method according to claim 9, characterized in that: The executing a closing strategy on the first MOS transistor and the second MOS transistor includes: The first MOS transistor is closed or opened according to a first preset switching frequency, and the second MOS transistor is opened, so that the vehicle cooling system outputs matrix pulse power; The first MOS tube is closed, and the second MOS tube is closed or opened according to a second preset opening and closing frequency, so that the vehicle cooling system outputs sawtooth pulse power.

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