A battery cooling control circuit, system, and control method

Abstract

This invention discloses a battery cooling control circuit, system, and control method, which are applied in the field of electric vehicle cooling technology. It includes a voltage conversion unit, a power control unit, and a function box. The power control unit outputs the rated voltage of the vehicle-side cooling system through the first analog-to-digital converter and the second analog-to-digital converter in the voltage conversion unit. Then, in the function box, it outputs multi-waveform pulse power in parallel, thereby providing an appropriate cooling method for the battery pack under different operating conditions and improving energy saving.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle cooling technology, and in particular to a battery cooling control circuit, system, and control method. Background Technology

[0002] With the technological advancements in electric vehicles, fast charging has become a focal point of technological innovation to address the current range anxiety issue. Simultaneously, considering that the output power of electric motors in electric vehicles can far exceed that of gasoline vehicles, the battery pack, as a core component of the electric vehicle's power supply, faces increasingly stringent requirements for output power performance and charge / discharge rates. In addition to selecting suitable cell chemistry systems and design approaches, thermal management design of the battery pack is also crucial for fast charging technology, as significant heat is generated within the battery pack due to internal resistance during fast charging and high-rate discharging. Therefore, it is necessary to reduce cell temperature under high-rate charging and discharging to maintain comfortable operating temperatures, further improving battery pack lifespan and reducing the risk of thermal runaway.

[0003] Conventional thermal management technologies achieve cooling by controlling the flow rate and temperature of the cooling medium based on temperature. In this case, the heat exchange capacity is also fixed when the channel size is fixed. However, when the cooling medium inside the channel adopts a pulsed flow pattern, the increased turbulence in 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. However, current designs using supercharging layout and coordinated control of the entire charging package's thermal management are all at the charging pile end. The drawback of this is that when the vehicle is charging at a charging pile without a supercharging cooling system, it can only rely on the vehicle's own cooling system. There may be situations where the heat generated by the charging rate exceeds the cooling capacity of the vehicle's own cooling system, frequently triggering high-temperature protection and stopping charging. At the same time, current cooling system thermal management technologies all achieve cooling by controlling the flow rate and temperature of the cooling medium based on temperature. If redundancy is considered to deal with individual situations exceeding the cooling capacity, the charging power can only be reduced and the charging time extended for supplementary charging. In this case, the expected fast charging effect cannot be achieved. Summary of the Invention

[0004] To address the aforementioned technical problems, embodiments of the present invention provide a battery cooling control circuit, system, and control method to solve the problem of excessively high temperatures during high-rate charging and discharging of batteries and the poor cooling effect of existing cooling systems.

[0005] A first aspect of this invention provides a battery cooling control circuit, the circuit including a voltage conversion unit, a power control unit, and a functional box, wherein...

[0006] The voltage conversion unit includes a first analog-to-digital converter and a second analog-to-digital converter. The power control unit includes an auxiliary power supply, a first MOSFET, a second MOSFET, a first capacitor, and an auxiliary power management system.

[0007] The source of the first MOSFET is connected to the positive terminal of the auxiliary power supply, the drain of the first MOSFET is connected to the first terminal of the first capacitor, the drain of the first MOSFET is also connected to the input terminal of the first analog-to-digital converter, the second terminal of the first capacitor is connected to the source of the second MOSFET, the drain of the second MOSFET is connected to the negative terminal of the auxiliary power supply, the drain of the second MOSFET is also connected to the input terminal of the first analog-to-digital converter, and the gates of the first MOSFET and the second MOSFET are respectively connected to the auxiliary power management system.

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

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

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

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

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

[0013] The output 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 of the third analog-to-digital converter, and the output of the third analog-to-digital converter is used to connect to the vehicle cooling system.

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

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

[0016] In one possible implementation of the first aspect, the first relay and the second relay are also communicatively connected to the auxiliary power management system, so that the auxiliary power management system controls the closing and opening of the first relay and the second relay.

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

[0018] The auxiliary power management system is communicatively connected to the vehicle control unit so that the vehicle control unit can receive control signals sent by the auxiliary power management system or send instructions to the auxiliary power management system.

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

[0020] The battery management system communicates with the vehicle control unit;

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

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

[0023] In one possible implementation of the second aspect, the charging control unit is used to receive battery status signals and control signals sent by the vehicle control unit, and to send control signals to the charging system and the charging cooling system.

[0024] The charging cooling system receives control signals from the charging control unit and enables the charging cooling system to cool the battery pack.

[0025] The vehicle cooling system receives the pulse power output from the third analog-to-digital converter to enable the circulation and cooling systems to operate, and works in conjunction with the charging cooling system to cool the battery pack.

[0026] A third aspect of this invention provides a battery cooling control system control method, which is applied to the battery cooling control system of the second aspect, comprising:

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

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

[0029] 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 to turn on the charging cooling system. The first and second MOSFETs execute an intermittent switching strategy, the third relay is disconnected, and the vehicle cooling system and the charging cooling system are driven to cool the battery pack. 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 and drive the charging 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 MOSFET and the second MOSFET execute an intermittent switching strategy, the third relay is disconnected, and the vehicle cooling system and the charging 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.

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

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

[0033] The battery cooling control system provided by this 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, receiving voltage, temperature, and other signals collected by the battery management system and issuing cooling control signals to the battery cooling control circuit. The auxiliary power supply in the battery cooling control circuit receives the control signals from the vehicle control unit, boosts the voltage to the rated voltage via a first analog-to-digital converter, and then connects to the vehicle cooling system via a functional box, providing pulsed power to the vehicle cooling system. This method achieves tiered cooling, providing suitable cooling methods for battery packs under different operating conditions, thereby improving energy efficiency.

[0034] The battery cooling control system method provided by this invention receives the current temperature of the battery pack from the battery management system. If the current temperature is greater than a set temperature, a control signal is sent to the charging control unit and the auxiliary power management system to activate the charging cooling system. This causes the first and second MOSFETs to execute an intermittent switching strategy, and the third relay to disconnect, driving the vehicle cooling system and the charging cooling system to cool the battery pack. If the current temperature is less than a set temperature, a control signal is sent to the charging control unit to drive the charging cooling system to cool the battery pack. This method achieves pulsed cooling of the battery pack, improving the cooling effect. Attached Figure Description

[0035] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0036] Figure 1 This is a circuit diagram of the battery cooling control circuit in an embodiment of the present invention;

[0037] Figure 2 This is a structural diagram of the battery cooling control circuit, which includes the vehicle cooling system, in an embodiment of the present invention.

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

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

[0040] Figure 5 This is a detailed circuit 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 flowchart of the control method of the battery cooling control system in an embodiment of the present invention;

[0042] The attached figures are labeled 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 MOSFET; 32, second MOSFET; 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 Implementation

[0043] The technical features of the above embodiments can be combined in any way. For the sake of brevity, 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 this invention, it should be noted that the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0045] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the term "connection" should be interpreted broadly. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can also refer to the internal connection of two components; it can be a wireless connection or a wired connection. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0046] The battery cooling control circuit provided in this embodiment of the invention, such as 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 MOSFET 31, a second MOSFET 32, a first capacitor 41, an auxiliary power management system 80, and a first resistor 90.

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

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

[0050] In this embodiment, the battery cooling control circuit at the vehicle end 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 MOSFET 31, a second MOSFET 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 MOSFET 31 and the second MOSFET 32. By opening or closing the first MOSFET 31 and the second MOSFET 32, the auxiliary power supply 20 outputs current and voltage. The voltage is then boosted to a level suitable for the vehicle cooling system via a first analog-to-digital converter 11, and finally connected to the battery pack vehicle cooling system via the function box 130 to provide pulse power to the vehicle cooling system.

[0051] The voltage conversion unit 110 and the power control unit 120 are specifically connected as follows: the source of the first MOSFET 31 is connected to the positive terminal of the auxiliary power supply 20; the drain of the first MOSFET 31 is connected to the first terminal of the first capacitor 41; the drain of the first MOSFET 31 is also connected to the input terminal of the first analog-to-digital converter 11; the second terminal of the first capacitor 41 is connected to the source of the second MOSFET 32; the drain of the second MOSFET 32 is connected to the first terminal of the first resistor 90; the second terminal of the first resistor 90 is connected to the negative terminal of the auxiliary power supply 20; the drain of the second MOSFET 32 is also connected to the input terminal of the first analog-to-digital converter 11; and the gates of the first MOSFET 31 and the second MOSFET 32 are respectively connected to the auxiliary power management system 80. Furthermore, the output terminal of the first analog-to-digital converter 11 is also connected to the battery pack via a function box, used to close the relay in the function box to replenish power to the auxiliary power supply 20 when the auxiliary power supply 20 is powered down.

[0052] The voltage conversion unit 110 also includes a second analog-to-digital converter 12, such as Figure 2 As shown, Figure 2 This is a schematic diagram of the electrical architecture for pulse cooling at the vehicle end. The output of the second analog-to-digital converter 12 is connected to the battery pack through the function box 130, and the input of the second analog-to-digital converter 12 is connected to the charging pile 300 through the charging path, for charging by transforming the voltage of the second analog-to-digital converter 12 to the voltage platform adapted to the high-voltage battery pack.

[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, direct-to-direct-current converters, which adjust the input voltage, such as the output voltage of a battery or power adapter, to the stable voltage required by the load through power conversion technology.

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

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

[0056] In this embodiment, the output of the first analog-to-digital converter 11 is also connected to the battery pack via a function box. Specifically, the function box 130 includes a first relay 71, a second relay 72, and a first fuse 51. The output of the first analog-to-digital converter 11 is also connected to the first end of the first relay 71, and 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 of the first analog-to-digital converter 11 is also connected to the first end of the second relay 72. The second end of the second relay 72 is used to connect to the battery pack. Through the above connection method, a controllable switch can be designed between the parallel first analog-to-digital converter 11 and the battery pack when charging the battery pack. That is, the first relay 71 and the second relay 72 are used to open or close the parallel circuit.

[0057] During battery pack charging, by disconnecting the first relay 71 and the second relay 72, and when the battery charging temperature exceeds a set threshold, the first MOSFET 31 and the second MOSFET 32 are closed and opened, allowing the auxiliary power supply 20 to provide power for the vehicle cooling system's drive cycle. If the auxiliary power supply 20 is depleted, the first relay 71 and the second relay 72 can be closed to replenish power to the auxiliary power supply 20.

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

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

[0060] The output 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 of the third analog-to-digital converter 13, and the output of the third analog-to-digital converter 13 is used to connect to the vehicle cooling system 200.

[0061] In this embodiment, as Figure 2 As shown, Figure 2 The diagram shows the battery cooling control circuit structure, including the vehicle cooling system. The auxiliary power supply 20 is connected to the vehicle cooling system via the function box 130, providing pulse power to the vehicle cooling system. The function box 130 also includes connections 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, the second end of the second fuse 52 is connected to the input of the third analog-to-digital converter 13, and the output of the third analog-to-digital converter 13 is used to connect to the vehicle cooling system 200.

[0062] When cooling of the battery pack is required, the second MOSFET 32 and the first MOSFET 31 are switched on or off via a control signal from the auxiliary power management system 80. The current output from the auxiliary power supply 20 is then converted by the first analog-to-digital converter 11 into a high-voltage battery pack-compatible voltage, and then by the third analog-to-digital converter 13 into a voltage compatible with the vehicle cooling system, thereby providing intermittent pulsed power to the vehicle cooling system. This allows the cooling medium to generate corresponding pulsed flow. When the cooling medium inside the flow channel adopts a pulsed flow pattern, the increased turbulence effect in the boundary layer effectively improves the heat exchange capacity between the cooling medium and the boundary, thereby increasing the upper limit of the cooling effect.

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

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

[0065] The output 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 connect to the battery pack.

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

[0067] In one embodiment, the first relay 71 and the second relay 72 are also communicatively connected to the auxiliary power management system 80, 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, which is communicatively connected to the auxiliary power management system 80. When the auxiliary power system 80 receives a control signal from the vehicle control unit requiring control of the battery pack, 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 can receive control signals sent by the auxiliary power management system 80 or send instructions to the auxiliary power management system 80.

[0071] In this embodiment, the auxiliary power management system 80 is connected to the vehicle control unit 60. The vehicle control unit 60 can receive voltage, temperature and other signals from the battery management system 100 and calculate the cooling activation strategy. Then, it sends corresponding control signals to the auxiliary power management system so that the auxiliary power management system 80 can control the first MOSFET 31, the second MOSFET 32, the first relay 71 and the second relay 72.

[0072] To address the same technical problem, embodiments of the present invention also provide 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 are included.

[0073] The battery management system 100 is communicatively connected to 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. The charging system 302 is connected to the input terminal of the second analog-to-digital converter 12. The charging control unit 301 is connected to the vehicle control unit 60.

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

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

[0077] The charging pile terminal 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 communicatively connected to the vehicle control unit 60 and receives control signals from the vehicle control unit 60.

[0078] The vehicle cooling system 200 achieves pulsed cooling by receiving pulse power from the auxiliary power supply. Specifically, for example... Figure 4 As shown, Figure 4 This is a circuit diagram of the vehicle cooling system. The vehicle cooling system includes a third relay 73, a circulation system 201, and a cooling system 202. The first terminals of the circulation system 201 and the third relay 73 are connected to the output terminal of the third analog-to-digital converter 13, respectively. The second terminal of the third relay 73 is connected to the cooling system 202. The third relay 73 and the circulation system 202 are also communicatively connected to the vehicle control unit 60. 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 in the vehicle cooling system for current shunting, allowing the compression system to generate pulse cooling of different power. It can also be seen that the first MOSFET 31, the second MOSFET 32, the first relay 71, and the second relay 72 are connected to the auxiliary power management system 80 through 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 communicates with the vehicle control unit through the fifth communication line 5.

[0079] When the battery pack is charging and requires pulse cooling, the second MOSFET 32 and the first MOSFET 31 are switched on or off via control signals from the auxiliary power management system 80. This causes the auxiliary power supply 20 to output current and voltage, which are then boosted by the first analog-to-digital converter 11 to match the vehicle's cooling system. The voltage is then connected to the vehicle's cooling system via the function box 130 to provide pulse power. At this time, the third relay 73 is disconnected, the cooling system load is not operating, and only the circulation system operates to provide the pulse flow rate. The cooling medium is provided by the charging station's charging cooling system, and the vehicle cooling system provides supplementary cooling medium flow rate power.

[0080] When the battery pack is not charging but requires cooling, the third relay 73 and the second relay 72 close, supplying power from the battery pack to the cooling and circulation systems. Figure 5 The diagram shows the specific circuit structure of the vehicle's cooling system. As can be seen, the cooling system consists of a compressor, a heat exchanger, and an evaporative-condensing system. The circulation system comprises a first control valve, a second control valve, and a motor. Additionally, it includes cooling channels and a cooling medium. During battery pack charging, cooling is provided by the charging pile, while the vehicle provides supplementary cooling medium flow rate and power. This can be understood as the charging cooling system providing basic cooling capacity to the battery pack through an interface. The vehicle's cooling system adjusts the flow rate or power of the cooling medium as needed to supplement the charging cooling system, ensuring uniform and safe battery temperature.

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

[0082] In one embodiment, the charging control unit 301 is used to receive battery status signals and control signals 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 control signals 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, enabling the circulation system 201 and the cooling system 202 to operate, and working with the charging cooling system 303 to cool the battery pack.

[0085] In this embodiment, the charging control unit 301 can receive battery status signals and control signals 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 to control whether the compressor and evaporator condenser in the charging cooling system 303 operate.

[0086] When the charging cooling system 303 receives a control signal from 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, keeping 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, enabling the circulation system 201 and the cooling system 202 to operate, and cooperate with the charging cooling system 303 to cool the battery pack.

[0088] To solve the same technical problem, the battery cooling control system control method provided in this embodiment of the invention is as follows: Figure 6 As shown, Figure 6 The flowchart shows the control method of the battery cooling control system, including steps S601 to S604, each step as follows:

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

[0090] In this embodiment, after the battery begins charging, the auxiliary power management system, battery management system, vehicle control unit, and charging pile control unit start working, monitoring the status during the charging process, including temperature, cell voltage, and charging status, and determining and executing cooling strategies. Specifically, the battery management system monitors the battery pack temperature in real time and sends the current temperature of the battery pack to the vehicle control unit. The vehicle control unit uses its internally set judgment strategy to determine the current temperature, thereby obtaining a cooling strategy and issuing corresponding instructions.

[0091] S602. Determine whether the current temperature is greater than the first preset temperature threshold and less than the 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 a first preset temperature threshold and less than a second preset temperature threshold, the next step is to determine the rate of temperature rise of the battery pack within a 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 and second preset temperature thresholds can be set according to actual needs, and the preset time period can also be set according to actual needs.

[0094] S603. Determine if the temperature rise rate is greater than 0. If it is, send a control signal to the charging control unit and the auxiliary power management system to turn on the charging cooling system. The first MOSFET and the second MOSFET execute an intermittent switching strategy, and the third relay is disconnected, driving the vehicle cooling system and the charging cooling system to cool the battery pack. If the temperature rise rate is less than 0, send a control signal to the charging control unit to turn on the charging cooling system and drive the charging 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 start, the auxiliary power management system causes the first MOSFET and the second MOSFET to execute an intermittent switching strategy, and disconnects the third relay, driving the circulation system in the vehicle cooling system to work, which is used to provide intermittent pulse power to supplement the power, while the charging cooling system provides a 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 activate the charging cooling system, which then provides a stable power output, thereby generating a continuous and uniform flow of cooling medium to cool the battery pack.

[0097] In one embodiment, a closing strategy is performed on the first MOSFET and the second MOSFET, including:

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

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

[0100] In this embodiment, the auxiliary power supply is connected to the vehicle cooling system via a functional box. When providing pulse power to the vehicle cooling system, it can achieve two basic power states: square wave pulse power and sawtooth pulse power. Furthermore, it can achieve other pulse power shapes depending on the on / off states of the first and second MOSFETs, depending on the superposition of square wave and sawtooth pulses. Specifically, when the first MOSFET uses an intermittent on / off strategy, the second MOSFET on the capacitor branch is off. At this time, it is superimposed with the stable power output from the charging pile, outputting rectangular pulse power. When the first MOSFET is closed, the second MOSFET on the capacitor branch is intermittently on / off (frequency controllable). At this time, it is superimposed with the stable power output from the charging pile, outputting sawtooth pulse power.

[0101] Furthermore, when outputting sawtooth pulse power, the first and second MOSFETs can switch and close at the same frequency. Let the capacitor's charging time be... The closing time of the first MOSFET is The closing time of the first MOSFET is 2. ,in:

[0102]

[0103] In the formula, This indicates the resistance value of the first resistor. This indicates the capacitance of the first capacitor. This represents the voltage at which the first capacitor reaches a steady state, i.e., the potential difference between the auxiliary power supply voltage and the plates of the first capacitor. This indicates the auxiliary power supply voltage.

[0104] The power change generated in the above manner is converted to the vehicle cooling system by 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, realizing pulse cooling of the battery pack.

[0105] It should be noted that the first preset switching frequency and the second preset switching 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 MOSFET and the second MOSFET execute an intermittent switching strategy, the third relay is disconnected, and the vehicle cooling system and the charging 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.

[0107] In this embodiment, if the current temperature is greater than the second preset temperature threshold, pulse power is directly supplied to the vehicle-side cooling system via the auxiliary power supply. This pulse power is then superimposed on the stable power output from the charging pile to perform pulsed cooling of the battery pack. Specifically, control signals are sent to the charging control unit and the auxiliary power management system. The charging control unit activates the charging cooling system, and the auxiliary power management system causes the first and second MOSFETs to execute an intermittent switching strategy. The third relay is then disconnected via the vehicle control unit, driving the circulation system within the vehicle cooling system to perform pulsed cooling of 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 purpose, technical solution, 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 by, The voltage conversion unit (110), the power supply control unit (120) and the function box (130) are included, wherein The voltage conversion unit (110) includes a first analog-to-digital converter (11) and a second analog-to-digital converter (12), and the power supply control unit (120) includes an auxiliary power supply (20), a first MOS tube (31), a second MOS tube (32), a first capacitor (41), an auxiliary power management system (80) and a first resistor (90), wherein The source of the first MOS tube (31) is connected with the positive electrode of the auxiliary power supply (20), the drain of the first MOS tube (31) is connected with the first end of the first capacitor (41), the drain of the first MOS tube (31) is also connected with the input end of the first analog-to-digital converter (11), the second end of the first capacitor (41) is connected with the source of the second MOS tube (32), the drain of the second MOS tube (32) is connected with the first end of the first resistor (90), the second end of the first resistor (90) is connected with the negative electrode of the auxiliary power supply (20), the drain of the second MOS tube (32) is also connected with the input end of the first analog-to-digital converter (11), and the gate of the first MOS tube (31) and the gate of the second MOS tube (32) are connected with the auxiliary power management system (80) respectively; 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 for being connected with a battery pack through the function box (130), the output end of the first analog-to-digital converter (11) is used for being connected with a vehicle cooling system (200) through the function box (130), and the input end of the second analog-to-digital converter (12) is used for being connected with a charging pile (300).

2. The battery cooling control circuit of claim 1, wherein, The output end of the first analog-to-digital converter (11) is used for being connected with a battery pack through the function box (130), comprising: The function 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 with the first end of the first relay (71), the second end of the first relay (71) is connected with the first end of the first fuse (51), the second end of the first fuse (51) is used for being connected with the battery pack, and the output end of the first analog-to-digital converter (11) is also connected with the first end of the second relay (72), and the second end of the second relay (72) is used for being connected with the battery pack.

3. The battery cooling control circuit of claim 1, wherein, The output end of the first analog-to-digital converter (11) is also used for being connected with the vehicle cooling system (200) through the function box (130), comprising: The function 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 with the first end of the second fuse (52), the second end of the second fuse (52) is connected with 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 for being connected with the whole vehicle cooling system (200).

4. The battery cooling control circuit of claim 2, wherein, The output end of the second analog-to-digital converter (12) is used for being connected with the battery pack through the function box (130), comprising: The output end of the second analog-to-digital converter (12) is connected with the first end of the first fuse (51), and the second end of the first fuse (51) is used for being connected with the battery pack.

5. The battery cooling control circuit of claim 2, wherein, The first relay (71) and the second relay (72) are also respectively connected in communication with the auxiliary power management system (80) to enable the auxiliary power management system (80) to control the closing and opening of the first relay (71) and the second relay (72).

6. The battery cooling control circuit of claim 1, wherein, The power control unit (120) further comprises a whole vehicle control unit (60), wherein, The auxiliary power management system (80) is connected in communication with the whole vehicle control unit (60).

7. A battery cooling control system characterized by, Comprising a battery management system (100), a whole vehicle cooling system (200), a charging pile (300) and the battery cooling control circuit of claim 6, wherein, The battery management system (100) is connected in communication with the whole 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 connected in communication with the charging control unit (301) respectively, the charging system (302) is connected with the input end of the second analog-to-digital converter (12), and the charging control unit (301) is connected in communication with the whole vehicle control unit (60); The whole vehicle cooling system (200) comprises a third relay (73), a circulating system (201) and a cooling system (202), wherein the circulating system (201) and the first end of the third relay (73) are connected with the third analog-to-digital converter (13) respectively, the second end of the third relay (73) is connected with the cooling system (202), and the third relay (73) and the circulating system (201) are further connected in communication with the whole vehicle control unit (60).

8. The battery cooling control system of claim 7, wherein, Further comprising: The charging control unit (301) is used for receiving the battery state signal and the control signal sent by the whole vehicle control unit (60) and sending the control signal to the charging system (302) and the charging cooling system (303); The charging cooling system (303) is used for receiving the control signal sent by the charging control unit (301) to enable the charging cooling system (303) to cool the battery pack; The whole vehicle cooling system (200) is used for receiving the pulse power output by the third analog-to-digital converter (13), so that the circulating system (201) and the cooling system (202) operate, and the battery pack is cooled in cooperation with the charging cooling system (303).

9. A battery cooling control system control method characterized by, The battery cooling control system control method is applied to the battery cooling control system of any one of claims 7-8, and includes: 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, if yes, calculating the temperature rise speed of the battery pack in a preset time period, wherein the second preset temperature threshold is greater than the first preset temperature threshold; determining whether the temperature rise speed is greater than 0, if yes, sending a control signal to the charging control unit and the auxiliary power management system to start the charging cooling system, the first MOS tube and the second MOS tube execute intermittent opening and closing strategy, the third relay is disconnected, and the whole vehicle cooling system and the charging cooling system drive the battery pack to be cooled, if less than, sending a control signal to the charging control unit to start the charging cooling system, and driving the charging cooling system to cool the battery pack; if the current temperature is greater than the second preset temperature threshold, sending a control signal to the charging control unit and the auxiliary power management system to start the charging cooling system, the first MOS tube and the second MOS tube execute intermittent opening and closing strategy, the third relay is disconnected, and the whole vehicle cooling system and the charging cooling system drive the battery pack to be cooled, 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, wherein The first MOS tube and the second MOS tube execute intermittent opening and closing strategy, including: closing or opening the first MOS tube according to a first preset opening and closing frequency, and disconnecting the second MOS tube, so that the whole vehicle cooling system outputs matrix pulse power; closing the first MOS tube, and closing or opening the second MOS tube according to a second preset opening and closing frequency, so that the whole vehicle cooling system outputs sawtooth pulse power.

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