Control method of new energy automobile power battery charging heating and heat preservation device

Abstract

The invention discloses a control method of a new energy automobile power battery charging heating and heat preservation device. The control method comprises the following steps that a whole automobile is powered on, and a charging heat preservation function is started; the whole vehicle is stopped, the temperature of the power battery cell is smaller than or equal to the first threshold temperature, and the power battery enters a pure heating mode; if the temperature of the power battery cell is greater than or equal to a second threshold temperature, the power battery enters a charging-while-heating mode; if the temperature of the power battery cell is greater than or equal to a fourth threshold temperature, the power battery enters a pure charging mode; when the power battery is charged until the battery electric quantity percentage SOC is equal to 100% and the temperature drops below a third threshold value, the power battery enters a charging and heating mode; and when the power battery is charged until the battery electric quantity percentage SOC is equal to 100%, the main positive and negative are disconnected, the temperature of the power battery core is reduced below a fourth threshold temperature, and the power battery requests charging heat preservation. The method has the advantage that the problems that in the prior art, a new energy automobile power battery cannot be charged in a low-temperature environment, and charging is slow are solved.

Description

Technical Field

[0001] This invention belongs to the field of charging power batteries for new energy vehicles. Specifically, this invention relates to a control method for a heating and heat preservation device for charging power batteries for new energy vehicles. Background Technology

[0002] With the global energy transition and the advancement of "dual-carbon" goals, the popularization of new energy vehicles (especially pure electric vehicles) has become an irreversible trend. To alleviate users' "range anxiety," one of the core directions of industry technological development is to continuously improve the energy density of power batteries to achieve longer driving range on a single charge. However, with the popularization of new energy vehicles and the improvement of battery energy density, the problem of excessively long charging times or even inability to charge in extremely cold regions is becoming increasingly prominent. In extremely low-temperature environments, new energy vehicles experience problems such as being unable to charge, charging slowly, and being unable to drive.

[0003] A publicly available technology discloses a method, device, vehicle, and insulation treatment equipment for heat preservation of a power battery (publication number CN113306453B). Its technical features include: providing a method, device, vehicle, and insulation treatment equipment for heat preservation of a power battery, relating to the field of automotive technology. The power battery heat preservation method includes: acquiring heat preservation setting information sent by a mobile terminal; determining, based on the heat preservation setting information, the start time and end time of heat preservation preheating for the power battery after charging; calculating the heating power for heat preservation of the power battery based on the start time and end time of heat preservation; and controlling the on-board charger to heat the power battery according to the heating power after charging is completed. This invention can solve the problem that in cold winter conditions, existing technologies often fail to automatically maintain heat preservation time after low-temperature charging, leading to insufficient heat preservation or the inability to autonomously set power battery heat preservation, resulting in decreased power performance and improving vehicle quality. However, this technical solution has the following drawbacks: it ignores the problem that power batteries cannot be charged or charge slowly at extremely low temperatures, which may prevent the battery from charging at extremely low temperatures, thus making the entire solution unusable. There are no preset fault prompts, so problems cannot be resolved in a timely manner when they occur. Summary of the Invention

[0004] This invention aims to overcome the shortcomings of the prior art and provide a control method for a charging heating and heat preservation device for new energy vehicle power batteries, in order to solve the problem that new energy vehicle power batteries cannot be charged and charge slowly when the external ambient temperature is extremely low.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is: a control method for a charging, heating, and heat preservation device for a new energy vehicle power battery, characterized by comprising the following steps:

[0006] S1: The vehicle is powered on, the car charging and insulation function is turned on, and information is transmitted and instructions are memorized through the vehicle information transmission function;

[0007] S2: The vehicle is parked and plugged into the charging pile for charging. When the temperature of the power battery cell is less than or equal to the first threshold temperature, the power battery enters the pure heating mode. The on-board charger (OBC) provides working power to the heating element to heat the power battery. The on-board charger (OBC) enters the constant voltage charging mode.

[0008] S3: When the temperature of the power battery cell is greater than or equal to the second threshold temperature, the power battery enters the charging and heating mode. The power output of the on-board charger (OBC) charges and heats the battery simultaneously until the temperature of the power battery cell is greater than or equal to the third threshold temperature.

[0009] S4: When the temperature of the power battery cell is greater than or equal to the third threshold temperature, the on-board charger (OBC) enters constant current mode, the power battery enters pure charging mode, and the on-board charger (OBC) outputs all its power to charge the power battery.

[0010] S5: When the power battery is charged to the battery charge percentage SOC equals 100%, if the ambient temperature drops and the power battery cell temperature drops below 0℃, the power battery will re-enter the charging and heating mode until it is fully charged again, that is, when the power battery is charged to the battery charge percentage SOC equals 100%.

[0011] S6: After the power battery is charged to 100% SOC, the main positive and negative terminals of the power battery are disconnected. The charging and heat preservation command of the vehicle information transmission function is still executed, and the on-board charger (OBC) executes constant voltage charging mode.

[0012] S7: When the temperature of the power battery cell drops below the third threshold temperature due to the influence of the ambient temperature, the power battery requests charging and heat preservation. The on-board charger (OBC) outputs constant voltage to preserve the power battery temperature and maintain it within the range of the third threshold temperature to the fourth threshold temperature.

[0013] The device includes a Battery Management System (BMS) module, an Onboard Remote Communication Terminal (t-box) module, a Central Motor Drive Controller (CMDC) module, a Vehicle Controller Unit (VCU) module, and a Positive Temperature Coefficient (PTC) thermistor module. The BMS module is connected to the CMDC module; the t-box module is connected to the CMDC module; the BMS module is connected to the VCU module; and the VCU module is connected to the PTC thermistor module.

[0014] The vehicle information transmission function transmits messages to the vehicle remote communication terminal module t-box for instruction memory.

[0015] The heating element used in the power battery is a positive temperature coefficient thermistor (PTC).

[0016] The power battery charging and heat preservation process is implemented after slow charging is complete. The vehicle remote communication terminal module (t-box) is in a standby state, the audio head unit (IHU) sets the charging and heat preservation end time, the t-box sends data back to the IHU for screen refresh, the t-box sends a charging and heat preservation request to the central motor drive controller module (CMDC) and receives data from the CMDC back, and the t-box sends a command to the vehicle controller module (VCU) for waiting. After charging is complete, the VCU requests power from the CMDC for charging and heat preservation. The CMDC (Central Motor Drive Controller) module allows the VCU (Vehicle Controller Unit) to use power for charging and heat preservation. The VCU controls the positive temperature coefficient thermistor (PTC) for heating. The VCU feeds back data to the IHU (Integrated Head Unit) for a text notification of the result. The t-box (Vehicle Remote Communication Terminal) module keeps track of the heat preservation time. When the time set by the IHU or the system default time is reached, the t-box sends a stop charging and heat preservation signal to the CMDC and VCU. The CMDC feeds back data to the t-box, and the VCU feeds back the data result to the IHU via the t-box.

[0017] The state of charge (SOC) of the power battery is estimated through the battery management system (BMS) module.

[0018] The first threshold temperature, the second threshold temperature, the third threshold temperature, the fourth threshold temperature, and the fifth threshold temperature are based on the lowest temperature of the power battery cell.

[0019] During the charging and heat preservation process of the power battery, a fault code DTC is added to provide fault indication.

[0020] The vehicle control unit (VCU) is the arbitration and authorization unit for charging and heat preservation, while the central motor drive controller module (CMDC) is the execution and feedback unit for charging and heat preservation.

[0021] The charging and heat preservation devices for new energy vehicles generally consist of a power battery, a vehicle control unit (VCU), an on-board charger (OBC), a charging socket, a charging gun / pile, and a positive temperature coefficient thermistor (PTC).

[0022] This invention emphasizes the addition of a "charging and heat preservation" touch button inside the vehicle, used to turn the charging and heat preservation function on and off. At the same time, the power battery must have a positive temperature coefficient thermistor (PTC) heating function for film heating or water heating.

[0023] The charging and insulation of the power battery involves interactions between multiple parties, including the Vehicle Control Unit (VCU), Battery Management System (BMS), Central Motor Drive Controller (CMDC), Vehicle Remote Communication Terminal (T-box), and Positive Temperature Coefficient (PTC) thermistors. The following conventions define their interaction logic: The T-box initiates the charging and insulation command, primarily conveying usage instructions and operating time; the VCU, acting as the vehicle's "brain," monitors the high-voltage status and arbitrates and authorizes the execution of the charging and insulation command; the CMDC, acting as the executor and status feedback provider, implements and provides feedback on the charging and insulation function; the BMS is the object of the charging and insulation process, heating and maintaining the battery pack's temperature, while outputting the battery cell temperature and the inlet / outlet water temperature; and the PTC is the power output unit for charging and insulation, providing the temperature source for the battery's temperature rise.

[0024] The technical effects of this invention are as follows: When the battery cell temperature is low, the battery enters a pure heating mode to keep the battery temperature at a normal operating level, solving the problem of existing technologies where new energy vehicle power batteries cannot be charged or charge slowly in low-temperature environments; after pure heating, the battery temperature reaches a normal operating level, and then charging heat preservation is activated, ensuring that the battery maintains a normal operating temperature both during and after charging. This charging heat preservation function ensures that the battery is in its optimal operating state after charging, improving battery performance and range, and extending battery life. Attached Figure Description

[0025] This manual includes the following figures, which illustrate the following:

[0026] Figure 1 This is a flowchart of the system solution of the present invention;

[0027] Figure 2 This is a block diagram illustrating the charging and heat preservation principle of the present invention.

[0028] Figure 3This is an interactive diagram of the charging and heat preservation function of the present invention;

[0029] Figure 4 This is a flowchart of the charging and heat preservation function of the present invention. Detailed Implementation

[0030] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings, in order to help those skilled in the art to have a more complete, accurate and in-depth understanding of the inventive concept and technical solution of the present invention, and to facilitate its implementation.

[0031] This invention employs a control method for a charging heating and heat preservation device for new energy vehicle power batteries, in order to solve the problem that new energy vehicle power batteries cannot be charged and charge slowly when the external ambient temperature is extremely low.

[0032] This embodiment provides a control method for a charging heating and heat preservation device for a new energy vehicle power battery, such as... Figure 1 As shown, the solution includes the following steps:

[0033] S1: The vehicle is powered on, the car charging and insulation function is turned on, and information is transmitted and instructions are memorized through the vehicle information transmission function;

[0034] S2: The vehicle is parked and plugged into the charging pile for charging. When the temperature of the power battery cell is less than or equal to the first threshold temperature, the power battery enters the pure heating mode. The on-board charger (OBC) provides working power to the heating element to heat the power battery. The on-board charger (OBC) enters the constant voltage charging mode.

[0035] S3: When the temperature of the power battery cell is greater than or equal to the second threshold temperature, the power battery enters the charging and heating mode. The power output of the on-board charger (OBC) charges and heats the battery simultaneously until the temperature of the power battery cell is greater than or equal to the fourth threshold temperature.

[0036] S4: When the temperature of the power battery cell is greater than or equal to the fourth threshold temperature, the on-board charger (OBC) enters constant current mode, the power battery enters pure charging mode, and the on-board charger (OBC) outputs all its power to charge the power battery.

[0037] S5: When the power battery is charged to the battery charge percentage SOC equals 100%, if the ambient temperature drops and the power battery cell temperature drops below the third threshold, the power battery will re-enter the charging and heating mode until it is fully charged again, that is, when the power battery is charged to the battery charge percentage SOC equals 100%.

[0038] S6: After the power battery is charged to 100% SOC, the main positive and negative terminals of the power battery are disconnected. The charging and heat preservation command of the vehicle information transmission function is still executed, and the on-board charger (OBC) executes constant voltage charging mode.

[0039] S7: When the temperature of the power battery cell drops below the fourth threshold temperature due to the influence of the ambient temperature, the power battery requests charging and heat preservation. The on-board charger (OBC) outputs constant voltage to preserve the power battery temperature and maintain it within the range of the fourth and fifth threshold temperatures.

[0040] The device includes a Battery Management System (BMS) module, an Onboard Remote Communication Terminal (t-box) module, a Central Motor Drive Controller (CMDC) module, a Vehicle Controller Unit (VCU) module, and a Positive Temperature Coefficient (PTC) thermistor module. The BMS module is connected to the CMDC module; the t-box module is connected to the CMDC module; the BMS module is connected to the VCU module; and the VCU module is connected to the PTC thermistor module.

[0041] In this embodiment, after the vehicle is powered on, click the "Charging and Heat Preservation" switch in the "Charging Control" module on the central control panel to ensure that the charging and heat preservation function is activated. Once activated, this function is transmitted via message to the vehicle remote communication terminal module (t-box), which memorizes the command. This function remains effective even after the vehicle is powered off, until it is turned off on the central control screen.

[0042] The vehicle information transmission function transmits messages to the vehicle-mounted remote communication terminal module (t-box) for command memory. The t-box integrates 2G / 3G / 4G / 5G mobile network, GPS, and CAN bus communication functions, forming the physical foundation for the vehicle's "networking." The t-box works by continuously collecting data from various electronic control units (ECUs) through the vehicle's CAN bus, its "nervous system." Furthermore, it allows for remote vehicle control and information retrieval via a mobile app, offering intelligent voice control, online services, security anti-theft, and emergency call functions.

[0043] When the vehicle is parked and a slow charger is plugged in for slow charging, the battery cells, whose minimum temperature is below -20°C, will enter a pure heating mode. In this mode, the vehicle's main positive and main negative relays will not close. The on-board charger (OBC) provides power to the positive temperature coefficient thermistor (PTC). The OBC receives charging disallow commands from the Battery Management System (BMS) and Vehicle Control Unit (VCU), as well as a charging heat preservation command from the on-board remote communication terminal (T-box). At this point, the OBC enters a constant voltage charging mode, maintaining the output voltage at the battery voltage +5V to prevent accidental closing of the main positive relay and subsequent battery discharge.

[0044] The heating element used in power batteries is a positive temperature coefficient (PTC) thermistor. When a PTC thermistor is first energized in a low-temperature environment, its temperature is low and its resistance is very small. According to Joule's law, under constant voltage, the initial current is large, thus generating a large amount of heat and rapidly increasing the temperature. When it reaches a specific temperature threshold or a specific value it is designed for—the "Curie temperature"—its internal material structure changes, and its resistance increases exponentially. As the resistance increases sharply, the current in the circuit naturally drops to a very low level, resulting in a significant decrease in heating power. At this point, the PTC thermistor maintains a relatively constant high temperature state, preventing it from overheating and burning out. When the ambient temperature drops, the PTC thermistor's body temperature decreases, and its resistance automatically decreases again, thus restoring high-power heating.

[0045] When the lowest temperature of the power battery cell BMS_BatPckMinTmp is ≥-18℃, it enters the charging and heating mode. At this time, the main positive and main negative relays of the power battery are closed, and the power output of the on-board charger (OBC) charges and heats the power battery simultaneously until the lowest temperature of the power battery cell BMS_BatPckMinTmp is ≥5℃. At this time, the on-board charger (OBC) is in constant current mode.

[0046] When the lowest temperature of the power battery cell BMS_BatPckMinTmp is ≥5℃, we consider that the temperature of the power battery cell has reached the temperature at which it can be charged normally. At this time, we enter the pure charging mode, constant current mode, and all the power output by the on-board charger OBC is used to charge the battery.

[0047] Pure charging continues until the power battery's state of charge (SOC) reaches 100%. If the ambient temperature is extremely low during this process, the power battery's heating temperature may be insufficient to maintain the power battery's temperature, which may cause the power battery temperature to drop below 0°C again. The power battery will then re-enter the heating and charging mode until the power battery is fully charged and its SOC reaches 100%.

[0048] When the battery's state of charge (SOC) reaches 100%, the main positive and main negative terminals will be disconnected. Simultaneously, due to the charging and heat preservation command from the on-board remote communication terminal module (T-box), the on-board charger (OBC) will maintain the charging and heat preservation function active, operating in constant voltage mode. When the minimum temperature of the battery cells drops below 5°C due to ambient temperature, the battery requests charging and heat preservation. The OBC then begins constant voltage output to maintain the battery's temperature between 5°C and 18°C, maintaining this optimal temperature for up to 8 hours or until the charging gun is disconnected.

[0049] The power battery charging and heat preservation process is implemented after slow charging is complete. The vehicle remote communication terminal module (t-box) is in a standby state, the audio head unit (IHU) sets the charging and heat preservation end time, the t-box sends data back to the IHU for screen refresh, the t-box sends a charging and heat preservation request to the central motor drive controller module (CMDC) and receives data from the CMDC back, and the t-box sends a command to the vehicle controller module (VCU) for waiting. After charging is complete, the VCU requests power from the CMDC for charging and heat preservation. The CMDC (Central Motor Drive Controller) module allows the VCU (Vehicle Controller Unit) to use power for charging and heat preservation. The VCU controls the positive temperature coefficient thermistor (PTC) for heating. The VCU feeds back data to the IHU (Integrated Head Unit) for a text notification of the result. The t-box (Vehicle Remote Communication Terminal) module keeps track of the heat preservation time. When the time set by the IHU or the system default time is reached, the t-box sends a stop charging and heat preservation signal to the CMDC and VCU. The CMDC feeds back data to the t-box, and the VCU feeds back the data result to the IHU via the t-box.

[0050] The State of Charge (SOC) of the power battery is estimated through the Battery Management System (BMS). The BMS is specifically responsible for managing the vehicle's power battery, monitoring the voltage, current, and temperature of each cell and battery module in real time. It can estimate the power battery's state, including SOC estimation, which estimates and displays the remaining battery capacity, commonly referred to as the "charge percentage"—one of the core and most technically challenging functions of the BMS; SOH estimation, which assesses the battery's health and reflects its degradation level, similar to the "maximum capacity percentage" of a mobile phone battery; and SOP estimation, which estimates the instantaneous available power of the power battery, informing the Vehicle Control Unit (VCU) how much power the battery can currently deliver for acceleration or how much power it can accept for energy recovery. Furthermore, it has a battery balancing function. Due to slight differences in manufacturing processes, the voltage of the thousands of cells within a battery pack cannot be completely identical. The BMS uses active or passive methods to balance the voltage of each cell, ensuring battery pack consistency and extending overall lifespan. The Battery Management System (BMS) module monitors the battery temperature in real time. When the temperature is too low, it activates the PTC heater to heat the battery; when the temperature is too high, it activates the cooling system to cool the battery, ensuring that the battery always operates within its optimal temperature range. The BMS module can diagnose faults in the battery such as overvoltage, undervoltage, overcurrent, high temperature, and short circuit. In the event of a serious fault, the BMS module will control the high-voltage relay to disconnect the battery from the vehicle's high-voltage connection, ensuring safety.

[0051] State of Charge (SOC) estimation can be performed using a combination of the ampere-hour integration method and the open-circuit voltage method, supplemented by advanced algorithms for correction. The ampere-hour integration method, similar to calculating the volume of water in a tank, measures the current flowing into and out of the battery and integrates it over time to calculate the change in charge. The open-circuit voltage method establishes a relatively fixed relationship between the open-circuit voltage and the SOC after the battery has been idle for a period of time. Measuring this voltage allows for a relatively accurate determination of the SOC. Advanced algorithms, such as Kalman filtering, combine the battery's equivalent circuit model, comprehensively considering multiple parameters such as voltage, current, temperature, and internal resistance, and use complex mathematical algorithms for optimal estimation, effectively correcting errors in the ampere-hour integration method.

[0052] The first threshold temperature, second threshold temperature, third threshold temperature, fourth threshold temperature, and fifth threshold temperature are based on the lowest temperature of the power battery cell. In the embodiment, the first threshold temperature, second threshold temperature, third threshold temperature, fourth threshold temperature, and fifth threshold temperature are respectively set to -20℃, -18℃, 0℃, 5℃, and 15℃.

[0053] The battery charging and insulation system incorporates Distinguishing Characteristic Trouble Codes (DTCs) for fault indication during operation. DTCs transform complex fault symptoms into standardized codes, significantly narrowing the scope of troubleshooting. When the battery experiences issues such as voltage imbalance, overheating, or insulation failure, the Battery Management System (BMS) module generates a corresponding DTC and may limit charging power or disconnect high-voltage power to ensure safety.

[0054] The vehicle control unit (VCU) is the arbitration and authorization unit for charging and heat preservation, while the central motor drive controller module (CMDC) is the execution and feedback unit for charging and heat preservation.

[0055] The charging and insulation of the power battery involves interactions between multiple parties, including the Vehicle Control Unit (VCU), Battery Management System (BMS), Central Motor Drive Controller (CMDC), Vehicle Remote Communication Terminal (T-box), and Positive Temperature Coefficient (PTC) thermistor. The interaction logic is defined as follows: The T-box initiates the charging and insulation command, primarily conveying usage instructions and operating time; the VCU, acting as the vehicle's "brain," monitors the high-voltage status and arbitrates and authorizes the execution of the charging and insulation command; the CMDC, acting as the executor and status feedback provider, implements and provides feedback on the charging and insulation function; the BMS is the object of the charging and insulation process, heating and maintaining the battery pack's temperature, while outputting the battery cell temperature and the inlet / outlet water temperature; and the PTC is the power output unit for charging and insulation, providing the temperature source for the battery's temperature rise.

[0056] The role and effect of the embodiments

[0057] The above embodiments clearly illustrate the practical application scenarios and uses of this invention. In existing technologies, extremely low temperatures in frigid regions can cause new energy vehicles to experience excessively long charging times or even fail to charge altogether. In such environments, new energy vehicles may experience problems such as being unable to charge, charging slowly, or being unable to drive. This invention solves the problem of excessively long charging times or even failure to charge new energy vehicles in extremely low-temperature environments by using a pre-heating method. By maintaining the charging temperature, it significantly alleviates the issue of new energy vehicle power batteries failing to reach normal operating efficiency in extremely cold conditions, maintaining the power battery in a normal operating state and effectively protecting its lifespan.

[0058] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution; or the direct application of the inventive concept and technical solution to other situations without modification, are all within the protection scope of the present invention.

Claims

1. A control method for a charging heating and heat preservation device for a new energy vehicle power battery, characterized in that, Includes the following steps: S1: The vehicle is powered on, the car charging and insulation function is turned on, and information is transmitted and instructions are memorized through the vehicle information transmission function; S2: The vehicle is parked and plugged into the charging pile for charging. When the temperature of the power battery cell is less than or equal to the first threshold temperature, the power battery enters the pure heating mode. The on-board charger (OBC) provides working power to the heating element to heat the power battery. The on-board charger (OBC) enters the constant voltage charging mode. S3: When the temperature of the power battery cell is greater than or equal to the second threshold temperature, the power battery enters the charging and heating mode. The power output of the on-board charger (OBC) charges and heats the battery simultaneously until the temperature of the power battery cell is greater than or equal to the fourth threshold temperature. S4: When the temperature of the power battery cell is greater than or equal to the fourth threshold temperature, the on-board charger (OBC) enters constant current mode, the power battery enters pure charging mode, and all the output power of the on-board charger (OBC) is used to charge the power battery. S5: When the power battery is charged to 100% of its battery capacity (SOC), if the ambient temperature drops and the battery cell temperature falls below the third threshold, the power battery will re-enter the charging and heating mode until it is fully charged again, i.e., when the power battery is charged to 100% of its battery capacity (SOC). S6: After the power battery is charged to 100% of its battery capacity (SOC), the main positive and negative terminals of the power battery are disconnected. The charging and heat preservation command of the vehicle information transmission function is still executed, and the on-board charger (OBC) executes constant voltage charging mode. S7: When the temperature of the power battery cell drops below the fourth threshold temperature due to the influence of the ambient temperature, the power battery requests charging and heat preservation. The on-board charger (OBC) outputs constant voltage to preserve the power battery temperature and maintain it within the range of the fourth threshold temperature to the fifth threshold temperature.

2. The control method for a new energy vehicle power battery charging heating and heat preservation device as described in claim 1, characterized in that: The system includes a Battery Management System (BMS), an Onboard Remote Communication Terminal (t-box), a Central Motor Drive Controller (CMDC), a Vehicle Controller Unit (VCU), and a Positive Temperature Coefficient Thermistor (PTC). The BMS is connected to the CMDC; the t-box is connected to the CMDC; the BMS is connected to the VCU; and the VCU is connected to the PTC.

3. The control method for a new energy vehicle power battery charging heating and heat preservation device as described in claim 1, characterized in that: The vehicle information transmission function transmits messages to the vehicle remote communication terminal module (t-box) for instruction memory.

4. The control method for a new energy vehicle power battery charging heating and heat preservation device as described in claim 1, characterized in that: The heating element used in the power battery is a positive temperature coefficient thermistor (PTC).

5. The control method for a new energy vehicle power battery charging heating and heat preservation device as described in claim 1, characterized in that: The power battery charging and heat preservation process involves maintaining its temperature after slow charging is complete. The vehicle-mounted remote communication terminal module (t-box) is in a standby state, the audio head unit (IHU) sets the charging and heat preservation end time, the vehicle-mounted remote communication terminal module (t-box) sends data back to the audio head unit (IHU) for screen data refresh, and sends a charging and heat preservation request to the central motor drive controller module (CMDC) and receives data back from the central motor drive controller module (CMDC). The vehicle remote communication terminal module (t-box) sends a command to the vehicle controller module (VCU) and waits. After charging is complete, the vehicle controller module (VCU) requests power from the central motor drive controller module (CMDC) for charging and heat preservation. The central motor drive controller module (CMDC) allows the vehicle controller module (VCU) to use power for charging and heat preservation. The vehicle controller module (VCU) controls the positive temperature coefficient thermistor (PTC) to heat. The vehicle controller module (VCU) feeds back data to the audio head unit (IHU) for a text notification of the result. The vehicle remote communication terminal module (t-box) keeps a timer for heat preservation. When the time set by the audio head unit (IHU) or the system default time is reached, the vehicle remote communication terminal module (t-box) sends a stop charging and heat preservation command to the central motor drive controller module (CMDC) and the vehicle controller module (VCU). The central motor drive controller module (CMDC) feeds back data to the vehicle remote communication terminal module (t-box). The vehicle controller module (VCU) feeds back the data result to the audio head unit (IHU) via the vehicle remote communication terminal module (t-box).

6. The control method for a new energy vehicle power battery charging heating and heat preservation device as described in claim 1, characterized in that: The state of charge (SOC) of the power battery is estimated by the battery management system (BMS) module.

7. The control method for a new energy vehicle power battery charging heating and heat preservation device as described in claim 1, characterized in that: The first threshold temperature, the second threshold temperature, the third threshold temperature, the fourth threshold temperature, and the fifth threshold temperature are based on the lowest temperature of the power battery cell.

8. The control method for a new energy vehicle power battery charging heating and heat preservation device as described in claim 1, characterized in that: The power battery charging and heat preservation system adds a fault code (DTC) response during operation to provide fault indication.

9. The control method for a new energy vehicle power battery charging heating and heat preservation device as described in claim 2, characterized in that: The vehicle control unit (VCU) is the charging and insulation arbitration and authorization unit, and the central motor drive controller module (CMDC) is the charging and insulation execution and feedback unit.

10. A control method for a charging heating and heat preservation device for a new energy vehicle power battery, characterized in that, The method for controlling the charging heating and heat preservation of the power battery of a new energy vehicle is a control method for a charging heating and heat preservation device of a new energy vehicle power battery as described in any one of claims 1-9.

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