Self-adaptive intelligent dynamic charging control method

Abstract

The invention relates to a self-adaptive intelligent dynamic charging control method, and solves the problem that the charging rate is declined in a cliff mode due to overheat protection in a traditional scheme. In order to solve the problem that charging current declines in a cliff mode due to overheat protection in a traditional scheme, the invention aims to make a proper BMS (Battery Management System) and TMS (Thermal Management System) intelligent regulation and control strategy by deeply developing full-working-condition performance research of an overcharge MAP graph and systematically analyzing a charging mechanism of the overcharge MAP graph in a wide temperature range of-35 DEG C to 60 DEG C and under a 0%-100% full state of charge (SOC). Key bottlenecks such as aggravation of battery polarization and reduction of heat dissipation efficiency in a high-temperature environment are accurately identified, on this basis, a dynamic response charging control method is constructed, and a self-adaptive intelligent charging power interaction method is provided based on real-time monitoring and prediction of core parameters such as battery temperature gradient and charge state change rate. According to the invention, maximization of the charging power is realized, the charging duration in a high-temperature scene is shortened, and the operation efficiency of the vehicle is improved.

Description

Technical Field

[0001] This invention relates to an adaptive intelligent dynamic charging control method, belonging to the field of new energy heavy trucks. Background Technology

[0002] With the decline in overall vehicle costs and prices, and the optimization of comprehensive energy consumption, the economic benefits of the pure oil-electric price difference are continuously improving, the payback period is significantly shortening, and the economic advantages of terminal operation are becoming increasingly prominent, leading to a surge in demand for heavy-duty truck electrification. However, the problems of short driving range, long charging time, and low efficiency of electric heavy-duty trucks are gradually becoming apparent. Electric heavy-duty trucks are used in fixed-route scenarios such as coal mining, steel metallurgy, and logistics transportation. In recent years, the new energy heavy-duty truck industry has developed rapidly, but the energy replenishment method is mainly charging and battery swapping. Before purchasing vehicles, users need to build battery swapping equipment and reserve a certain number of batteries, resulting in high investment costs. If charging is used, the charging time is long, and the convenience of use is poor. Range anxiety and low efficiency are troubling users. The application of supercharging technology is one of the core technologies for promoting the popularization of electric heavy-duty trucks and decarbonizing long-distance transportation. However, in megawatt-level supercharging scenarios, efficient heat dissipation and temperature control of the battery are crucial. High-rate charging and discharging at room temperature will cause significant self-heating, requiring a liquid cooling system to provide efficient heat dissipation to maintain the battery's optimal operating temperature. In applications in extremely cold regions, the liquid cooling system also requires more powerful heating equipment to cope with battery activity degradation. As the core of battery thermal management, the heat dissipation and temperature control capabilities of the water-cooled unit directly determine the charging and discharging efficiency and safety of the superchargeable battery. Summary of the Invention

[0003] This invention provides an adaptive intelligent dynamic charging control method that solves the problem of a sharp drop in charging rate caused by overheat protection in traditional solutions, thereby shortening the charging time in high-temperature scenarios.

[0004] This invention is achieved through the following technical solutions: An adaptive intelligent dynamic charging control method, wherein the intelligent dynamic charging system includes charging equipment, thermal management equipment and power battery system, wherein the thermal management equipment includes on-vehicle thermal management equipment and off-vehicle thermal management equipment. The charging equipment communicates with the electric heavy-duty truck's power battery through two charging interfaces with CAN bus. The power battery BMS has two separate CAN charging subnets, which communicate with the charging equipment through the charging interfaces. The under-vehicle thermal management device communicates with the electric heavy-duty truck's power battery through a water connector with a CAN bus. At the same time, the power battery BMS also has an internal CAN bus to communicate with the under-vehicle thermal management device. The on-vehicle thermal management device interacts with the vehicle's CAN bus directly to exchange information or requests. The battery modules in the power battery system are connected in series via CAN physical connection. The BMS master controller communicates with the slave controllers of the battery modules through one CAN channel. The entire battery management BMS forms a master-slave serial communication form, enabling communication with multiple slave control units. The supercharging equipment features both on-vehicle and off-vehicle liquid cooling cycles. Based on an intelligent dynamic charging control method with an off-vehicle liquid cooling system, it differentiates between on-vehicle and off-vehicle thermal management strategies, formulates intelligent control strategies for BMS and TMS, accurately identifies key bottlenecks such as increased battery polarization and decreased heat dissipation efficiency under high-temperature environments, and executes the following temperature control logic to turn the heating or cooling of the power battery on or off based on the battery's detected or compensated temperature: (1) Heating mode When the minimum temperature Tmin of a single battery cell is less than or equal to 10°C and the average temperature Tmean of a single cell is less than or equal to 12°C, the vehicle's thermal management equipment enters the heating mode of the power battery. When the minimum temperature Tmin of a single battery cell is greater than or equal to 15°C or the average temperature Tmean of a single battery cell is greater than or equal to 18°C, the vehicle's thermal management equipment exits the heating mode. (2) Cooling mode When the vehicle enters normal charging mode or the power battery is cooled during driving, only the vehicle's thermal management equipment is needed for cooling. The cooling strategy is that when the maximum temperature of a single cell Tmax>=25℃ and the average temperature of the cell Tmean≥22℃, the vehicle's thermal management equipment enters the cooling mode; when the maximum temperature of a single cell Tmax<=22℃ or the average temperature of the cell Tmean≤20℃, the vehicle's thermal management equipment exits the cooling mode. When the vehicle enters supercharging mode, the cooling capacity of the on-board and off-board thermal management equipment is insufficient, so off-board thermal management equipment is required for cooling. When the maximum temperature of a single cell Tmax ≥ 25℃ and the minimum temperature of a single cell Tmin ≥ 21℃, the off-board thermal management equipment enters cooling mode; when the maximum temperature of a single cell Tmax ≤ 22℃ or the average temperature of a single cell Tmean ≤ 20℃, the off-board thermal management equipment exits cooling mode. When the power battery is at a low temperature (below -25℃), the power battery is heated first. After the overcharge temperature is met (at -20℃), charging with a small current begins. As the battery temperature increases, the charging current of the power battery gradually increases. The specific charging current is determined by looking up the corresponding value in a pre-defined table before charging is performed. The charging current query depends on the initial cell temperature during charging, the real-time cell temperature during charging, the capacity of the power battery system, and the real-time SOC of the power battery system.

[0005] This invention proposes a safe and efficient charging strategy that intelligently matches charging current with cooling power, thereby maximizing charging power, significantly reducing user charging waiting time, and improving vehicle operating efficiency. Attached Figure Description

[0006] Figure 1 This is a network topology diagram of the master-slave series charging system of the present invention. Detailed Implementation

[0007] This invention is an adaptive intelligent dynamic charging control method, comprising: 1. Network Architecture The intelligent dynamic charging system mainly includes charging equipment, thermal management equipment (including on-vehicle thermal management equipment and off-vehicle thermal management equipment) and power battery system.

[0008] The charging equipment communicates with the electric heavy-duty truck's power battery through two charging interfaces with CAN bus. The power battery BMS has two separate CAN charging subnets that communicate with the charging equipment via the charging interface.

[0009] The under-vehicle thermal management device communicates with the electric heavy-duty truck's power battery via a water connector with a CAN bus. The power battery BMS also has an internal CAN bus for communication with the under-vehicle thermal management system. The on-vehicle thermal management system interacts directly with the vehicle's CAN bus for information and request exchange. Within the power battery system, battery modules are physically connected in series via CAN bus. The BMS master controller communicates with the slave controllers of the battery modules through one CAN bus. The entire battery management BMS system forms a master-slave serial communication configuration, enabling communication with multiple slave control units. (e.g.) Figure 1 ) 2. Software Logic 2.1 Temperature Control Logic Because supercharging equipment features both on-vehicle and off-vehicle liquid cooling cycles, an intelligent dynamic charging control method with an off-vehicle liquid cooling system is employed. This method differentiates between on-vehicle and off-vehicle thermal management strategies and establishes intelligent control strategies for the BMS (Battery Management System) and TMS (Thermal Management System). This accurately identifies key bottlenecks such as increased battery polarization and decreased heat dissipation efficiency under high-temperature conditions. Based on the battery's detected temperature (or compensated temperature), the following temperature control logic is executed to activate or deactivate the power battery's heating or cooling: (1) Heating mode When the minimum temperature Tmin of a single battery cell is less than or equal to 10°C and the average temperature Tmean of a single cell is less than or equal to 12°C, the vehicle thermal management system will enter the heating mode of the battery. When the minimum temperature Tmin of a single battery cell is greater than or equal to 15°C or the average temperature Tmean of a single battery cell is greater than or equal to 18°C, the vehicle thermal management system will exit the heating mode.

[0010] (2) Cooling mode When the vehicle enters normal charging mode or the power battery is cooled during driving, only the vehicle's thermal management equipment is needed for cooling. The cooling strategy is that the vehicle's thermal management equipment enters the cooling mode when the maximum temperature of a single cell Tmax>=25℃ and the average temperature of the cell Tmean≥22℃; when the maximum temperature of a single cell Tmax<=22℃ or the average temperature of the cell Tmean≤20℃, the vehicle's thermal management equipment exits the cooling mode.

[0011] When the vehicle enters supercharging mode, the cooling capacity of the on-board and off-board thermal management devices is insufficient, requiring off-board thermal management devices to provide cooling. The off-board thermal management devices enter cooling mode when the maximum temperature of a single cell (Tmax) is ≥ 25℃ and the minimum temperature of a single cell (Tmin) is ≥ 21℃; they exit cooling mode when the maximum temperature of a single cell (Tmax) is ≤ 22℃ or the average temperature of a single cell (Tmean) is ≤ 20℃.

[0012] 2.2 Supercharger MAP When the power battery is at a low temperature (below -25℃), the power battery is heated first. After the overcharge temperature is met (at -20℃), charging with a small current begins. As the battery temperature increases, the charging current of the power battery gradually increases. The specific charging current can be charged according to MAP1 (Table 1) and MAP2 (Table 2).

[0013] The query of charging current mainly depends on the initial temperature of the battery cells during charging, the real-time temperature of the battery cells during charging, the capacity of the power battery system, and the real-time SOC of the power battery system.

[0014] For example: the initial temperature of the battery cell during charging is 25℃, the real-time temperature of the battery cell during charging is 25℃, the real-time SOC of the power battery system is 20%, and the capacity of the power battery system is 804Ah. Based on the table MAP1 (charging when the initial temperature is below 32 degrees Celsius), the intersection of the temperature row 25℃ and the SOC column 20% is found, and the charging rate of the power battery at this time is 2.8C. Combined with the power battery system capacity of 804Ah, the real-time charging current of the power battery can be obtained as 2251.2A.

[0015] Table 1. MAP1 charging at an initial temperature below 32 degrees Celsius

[0016] Table 2 MAP2 charging at initial temperature above 32℃

[0017] This invention presents an adaptive intelligent dynamic charging control method that addresses the problem of precipitous drop in charging current caused by overheat protection in traditional solutions. The aim is to conduct in-depth research on the full-condition performance of the supercharger's charging MAP, systematically analyze its charging mechanism over a wide temperature range of -35℃ to 60℃ and at 0%-100% state of charge (SOC), and formulate appropriate intelligent control strategies for the Battery Management System (BMS) and Thermal Management System (TMS). It accurately identifies key bottlenecks such as increased battery polarization and decreased heat dissipation efficiency under high-temperature conditions. Based on this, a dynamic response charging control method is constructed, and an adaptive intelligent charging power interaction method is proposed based on real-time monitoring and prediction of core parameters such as battery temperature gradient and rate of change of state of charge.

Claims

1. An adaptive intelligent dynamic charging control method, characterized by: The intelligent dynamic charging system includes charging equipment, thermal management equipment, and a power battery system, wherein the thermal management equipment includes on-vehicle thermal management equipment and off-vehicle thermal management equipment. The charging equipment communicates with the electric heavy-duty truck's power battery through two charging interfaces with CAN bus. The power battery BMS has two separate CAN charging subnets, which communicate with the charging equipment through the charging interfaces. The under-vehicle thermal management device communicates with the electric heavy-duty truck's power battery through a water connector with a CAN bus. At the same time, the power battery BMS also has an internal CAN bus to communicate with the under-vehicle thermal management device. The on-vehicle thermal management device interacts with the vehicle's CAN bus directly to exchange information or requests. The battery modules in the power battery system are connected in series via CAN physical connection. The BMS master controller communicates with the slave controllers of the battery modules through one CAN channel. The entire battery management BMS forms a master-slave serial communication form, enabling communication with multiple slave control units. The supercharging equipment features both on-vehicle and off-vehicle liquid cooling cycles. Based on an intelligent dynamic charging control method with an off-vehicle liquid cooling system, it differentiates between on-vehicle and off-vehicle thermal management strategies, formulates intelligent control strategies for BMS and TMS, accurately identifies key bottlenecks such as increased battery polarization and decreased heat dissipation efficiency under high-temperature environments, and executes the following temperature control logic to turn the heating or cooling of the power battery on or off based on the battery's detected or compensated temperature: (1) Heating mode When the minimum temperature Tmin of a single battery cell is less than or equal to 10°C and the average temperature Tmean of a single cell is less than or equal to 12°C, the vehicle's thermal management equipment enters the heating mode of the power battery. When the minimum temperature Tmin of a single battery cell is greater than or equal to 15°C or the average temperature Tmean of a single battery cell is greater than or equal to 18°C, the vehicle's thermal management equipment exits the heating mode. (2) Cooling mode When the vehicle enters normal charging mode or the power battery is cooled during driving, only the vehicle's thermal management equipment is needed for cooling. The cooling strategy is that when the maximum temperature of a single cell Tmax>=25℃ and the average temperature of the cell Tmean≥22℃, the vehicle's thermal management equipment enters the cooling mode; when the maximum temperature of a single cell Tmax<=22℃ or the average temperature of the cell Tmean≤20℃, the vehicle's thermal management equipment exits the cooling mode. When the vehicle enters supercharging mode, the cooling capacity of the on-board and off-board thermal management equipment is insufficient, so off-board thermal management equipment is required for cooling. When the maximum temperature of a single cell Tmax ≥ 25℃ and the minimum temperature of a single cell Tmin ≥ 21℃, the off-board thermal management equipment enters cooling mode; when the maximum temperature of a single cell Tmax ≤ 22℃ or the average temperature of a single cell Tmean ≤ 20℃, the off-board thermal management equipment exits cooling mode. When the power battery is at a low temperature, the power battery is heated first. After the overcharge temperature is met, charging with a small current begins. As the battery temperature increases, the charging current of the power battery gradually increases. The specific charging current is determined by looking up the corresponding value in a pre-defined table before charging is performed. The charging current query depends on the initial cell temperature during charging, the real-time cell temperature during charging, the capacity of the power battery system, and the real-time SOC of the power battery system.

2. The adaptive intelligent dynamic charging control method according to claim 1, characterized in that: When the power battery temperature is below -25℃, the power battery is heated first. When the supercharging temperature reaches -20℃, charging with a small current begins.

3. The adaptive intelligent dynamic charging control method according to claim 1, characterized in that: The method is based on an intelligent dynamic charging system, which includes charging equipment, thermal management equipment, and a power battery system, wherein the thermal management equipment includes on-vehicle thermal management equipment and off-vehicle thermal management equipment. The charging equipment communicates with the electric heavy-duty truck's power battery through two charging interfaces with CAN bus. The power battery BMS has two separate CAN charging subnets, which communicate with the charging equipment through the charging interfaces. The under-vehicle thermal management device communicates with the electric heavy-duty truck's power battery through a water connector with a CAN bus. At the same time, the power battery BMS also has an internal CAN bus to communicate with the under-vehicle thermal management device. The on-vehicle thermal management device interacts with the vehicle's CAN bus directly to exchange information or requests. The battery modules within the power battery system are connected in series via CAN. The BMS master controller communicates with the slave controllers of the battery modules through one CAN channel. The entire battery management BMS forms a master-slave serial communication form, enabling communication with multiple slave control units.

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