A heating device for a vehicle battery, a vehicle and a vehicle battery heating method

Abstract

The application provides a heating device for a vehicle battery, a vehicle and a vehicle battery heating method, and relates to the field of battery heating. A water tank, a heater and a water pump of a heating unit can be connected with a circulating loop of antifreeze of the vehicle battery, and a control unit can control the start and stop of the heating unit according to the real-time temperature of the vehicle battery. When the ambient temperature and the temperature of the vehicle battery are both low, the control unit controls the heating unit to start, so that the antifreeze can be heated to a preset temperature and then delivered to the vehicle battery, so as to heat the vehicle battery. In the application, the outer surfaces of the water tank, the heater, the water pump, the water pipe and the power transmission line of the heating unit are all provided with vacuum thermal insulation layers, so that heat exchange between the circulating loop and the outside can be greatly reduced, that is, the vacuum thermal insulation layer can effectively prevent the antifreeze from exchanging heat with the low-temperature environment outside, and the waste of electric energy caused by invalid heating is avoided.

Description

Technical Field

[0001] This application relates to the field of battery heating, and in particular to a heating device for vehicle batteries, a vehicle, and a method for heating vehicle batteries. Background Technology

[0002] In high-latitude regions such as Northeast my country, winter temperatures are generally low. Low temperatures can lead to reduced activity of the power battery in pure electric vehicles, increased energy losses due to battery self-heating and air conditioning heating, and a capacity decay of up to 30%. This can significantly reduce the driving range of pure electric vehicles. To address this issue, most technical solutions employ heating the power battery to raise its temperature to the optimal operating temperature.

[0003] Currently, there are three common methods to raise the temperature of the power battery. The first method is to use the power grid from the charging station to heat the refrigerant inside the vehicle, which in turn indirectly heats the battery. This method has limited application scenarios, requiring charging station resources near the vehicle and is not suitable for cold outdoor environments. The second method is to use the vehicle's built-in fuel heater to heat the refrigerant inside the vehicle, which in turn indirectly heats the battery. This method requires installing a fuel heater on the pure electric vehicle, reducing its environmental friendliness and new energy nature, while increasing the vehicle's cost. The third method is to use the vehicle's own power battery to heat the refrigerant inside the vehicle, which in turn indirectly heats the battery. While this method avoids the drawbacks of the first two methods, it consumes a significant amount of electrical energy during the refrigerant heating process, thus reducing the driving range of the pure electric vehicle. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a heating device for a vehicle battery, a vehicle, and a method for heating a vehicle battery, so as to solve the problem that the existing method of using the vehicle battery's own electrical energy to heat the refrigerant has too high energy loss, which will reduce the vehicle's driving range.

[0005] In accordance with the above objectives, a first aspect of the present invention provides a heating device for a vehicle battery, wherein the heating device for the vehicle battery comprises: The heating unit includes a water tank, a heater, and a water pump. The water tank is filled with antifreeze. The water tank, the heater, the water pump, and the vehicle battery are connected sequentially via water pipes to form a circulation loop for the antifreeze. The heater is also electrically connected to the vehicle battery via a power line to heat the antifreeze. The water tank, the heater, the water pump, the water pipes, and the power line are all equipped with vacuum insulation layers. The control unit includes a detection terminal and a control terminal connected to the detection terminal. The heating unit is connected to the control terminal. The detection terminal is capable of detecting the temperature of the vehicle battery. Preferably, the water tank is provided with a first vacuum insulation layer, which is formed as an aerogel coating, has a thickness of 8mm to 12mm, and a vacuum degree of 10. - ³ Pa ~ 10 -4 Pa.

[0006] Preferably, the heater is provided with a second vacuum insulation layer, the second vacuum insulation layer is formed as an aerogel coating, and the thickness of the second vacuum insulation layer is 8mm to 12mm.

[0007] Preferably, the water pump is provided with a third vacuum insulation layer, which is formed as an aerogel coating and has a thickness of 6mm to 8mm.

[0008] Preferably, the water pipe is provided with a fourth vacuum insulation layer, which is formed as an aerogel ceramic composite layer, and the thickness of the fourth vacuum insulation layer is 5mm to 8mm.

[0009] Preferably, the transmission line is provided with a fifth vacuum insulation layer, which is formed as an aerogel coating and has a thickness of 4mm to 6mm; a flame-retardant layer is also provided on the outer surface of the fifth vacuum insulation layer.

[0010] Preferably, the heater is provided with a heating resistor, and the outer surface of the heating resistor is provided with an insulating layer.

[0011] Preferably, the detection end is formed as a temperature sensor assembled inside the vehicle battery.

[0012] According to a second aspect of the present invention, a vehicle is provided, wherein the vehicle includes a heating device for a vehicle battery as described above; the vehicle further includes a battery management system, wherein the control terminal of the control unit is integrated into the battery management system.

[0013] According to a third aspect of the present invention, a method for heating a vehicle battery is provided, wherein the method is applied to a vehicle as described above, and the method includes the following steps: S10: When the ambient temperature is below 0°C and the detection terminal detects that the temperature of the vehicle battery is below 0°C, the control terminal controls the heating unit to start. S20: The heater heats the antifreeze in the water tank to a preset temperature and then delivers it to the vehicle battery; the heated antifreeze undergoes heat exchange in the vehicle battery and flows back to the water tank; S30: When the detection terminal detects that the temperature of the vehicle battery is not lower than 10°C, the control terminal controls the heating unit to shut down.

[0014] According to the present invention, a vehicle and a method for heating a vehicle battery are provided. The heating unit, consisting of a water tank, heater, and water pump, is connected to the vehicle battery to form a circulation loop for antifreeze. A control unit can control the start and stop of the heating unit based on the real-time temperature of the vehicle battery. When both the ambient temperature and the vehicle battery temperature are low, the control unit activates the heating unit, thereby heating the antifreeze to a preset temperature and delivering it to the vehicle battery to achieve battery heating. In this invention, the water tank, heater, water pump, water pipes, and power lines of the heating unit are all equipped with vacuum insulation layers. This significantly reduces heat exchange with the outside environment in the circulation loop. Specifically, the vacuum insulation layer effectively isolates the antifreeze from heat exchange with the low-temperature environment, reducing energy loss after electrical energy is converted into heat and avoiding energy waste caused by ineffective heating. Thus, using the vehicle battery's own electrical energy to heat the antifreeze does not consume excessive electrical energy, effectively ensuring the vehicle's driving range.

[0015] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0016] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram showing the connection between a heating device for a vehicle battery and a vehicle battery according to an embodiment of the present invention; Figure 2 This is a logic diagram of a vehicle battery heating method according to an embodiment of the present invention.

[0018] Icons: 1-Vehicle battery; 2-Water tank; 3-Heater; 4-Water pump; 5-Water pipe; 6-Power line. Detailed Implementation The following detailed embodiments are provided to help the reader gain a comprehensive understanding of the methods, apparatus, and / or systems described herein. However, various changes, modifications, and equivalents of the methods, apparatus, and / or systems described herein will be apparent after understanding the disclosure of this application. For example, the order of operations described herein is merely illustrative and is not limited to the order set forth herein; changes that will be apparent after understanding the disclosure of this application are possible, except for operations that must occur in a specific order. Furthermore, for clarity and brevity, descriptions of features known in the art may be omitted.

[0019] The features described herein may be implemented in different forms and should not be construed as being limited to the examples described herein. Rather, the examples described herein have been provided merely to illustrate some of the many feasible ways of implementing the methods, apparatus, and / or systems described herein that will be apparent upon understanding the disclosure of this application.

[0020] Throughout the specification, when an element (such as a layer, region, or substrate) is described as being "on" another element, "connected to" another element, "bonded to" another element, "on" another element, or "covering" another element, it may be directly "on" another element, "connected to" another element, "bonded to" another element, "on" another element, or "covering" another element, or there may be one or more other elements in between. In contrast, when an element is described as being "directly on" another element, "directly connected to" another element, "directly bonded to" another element, "directly on" another element, or "directly covering" another element, there may be no other elements in between.

[0021] As used herein, the term “and / or” includes any one of the relevant items listed and any combination of any two or more items.

[0022] Although terms such as “first,” “second,” and “third” may be used herein to describe individual components, assemblies, regions, layers, or parts, these components, assemblies, regions, layers, or parts are not limited by these terms. Rather, these terms are used only to distinguish one component, assembly, region, layer, or part from another. Therefore, without departing from the teachings of the examples described herein, the first component, assembly, region, layer, or part referred to as the second component, assembly, region, layer, or part may also be referred to as the second component, assembly, region, layer, or part.

[0023] For ease of description, spatial relation terms such as “above,” “upper,” “below,” and “lower” are used herein to describe the relationship between one element and another, as shown in the accompanying drawings. Such spatial relation terms are intended to include not only the orientation depicted in the drawings but also different orientations of the device during use or operation. For example, if the device in the drawings is flipped, an element described as being “above” or “upper” relative to another element will subsequently be “below” or “lower” relative to that other element. Therefore, the term “above” includes both “above” and “below” orientations depending on the spatial orientation of the device. The device may also be positioned in other ways (e.g., rotated 90 degrees or in other orientations), and the spatial relation terms used herein will be interpreted accordingly.

[0024] The terminology used herein is for the purpose of describing various examples only and is not intended to limit this disclosure. Unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. The terms “comprising,” “including,” and “having” enumerate the stated features, quantities, operations, components, elements, and / or combinations thereof, but do not exclude the presence or addition of one or more other features, quantities, operations, components, elements, and / or combinations thereof.

[0025] Variations in the shapes shown in the accompanying drawings may occur due to manufacturing techniques and / or tolerances. Therefore, the examples described herein are not limited to the specific shapes shown in the accompanying drawings, but include changes in shape that may occur during manufacturing.

[0026] The features of the examples described herein can be combined in various ways that will be apparent upon understanding the disclosure of this application. Furthermore, although the examples described herein have a wide variety of constructions, other constructions are possible, as will be apparent upon understanding the disclosure of this application.

[0027] According to a first aspect of the present invention, a heating device for a vehicle battery is provided. When the ambient temperature is too low, the heating device can raise the temperature of the vehicle battery 1 while avoiding energy waste caused by ineffective heating. The specific structure of the heating device for a vehicle battery (hereinafter referred to as the heating device) according to the present invention will be described in detail below.

[0028] In this embodiment, as Figure 1As shown, the heating device includes a heating unit and a control unit. The control unit includes a detection terminal that can detect the temperature of the vehicle battery 1 in real time and a control terminal connected to the detection terminal, that is, the control terminal can receive the detection result of the detection terminal. Furthermore, the control terminal is also connected to the heating unit, so that it can control the heating unit to start and stop according to the detection result it receives. When the heating unit is in the on state, it can heat the vehicle battery 1 so that the vehicle battery 1 can be in the optimal operating temperature range.

[0029] Specifically, the heating unit in this embodiment includes a water tank 2, a heater 3, and a water pump 4. The water tank 2 is filled with antifreeze, and the water tank 2, heater 3, water pump 4, and vehicle battery 1 are connected end-to-end via water pipes 5 to form a circulation loop for the antifreeze. Furthermore, the heater 3 is electrically connected to the vehicle battery 1 via a power line 6, meaning the energy for the heater 3 to heat the antifreeze is provided by the vehicle battery 1. When the heating unit is activated, the water pump 4 starts to pump the antifreeze from the water tank 2 to the heater 3 for heating. The antifreeze, heated to a preset temperature, flows through the water pump 4 to the vehicle battery 1, thereby raising the temperature of the vehicle battery 1. After heat exchange, the antifreeze flows back to the water tank 2, thus completing one cycle of the antifreeze. The antifreeze can circulate multiple times in this loop to raise the temperature of the vehicle battery 1 to its optimal operating temperature range.

[0030] More specifically, in this embodiment, each component in the heating unit is equipped with a vacuum insulation layer. This vacuum insulation layer prevents heat exchange between the antifreeze and the external environment, thus greatly reducing heat exchange in the circulation loop. This reduces energy loss after electrical energy is converted into heat energy and avoids wasted energy caused by ineffective heating. Based on this, this heating device can heat the antifreeze using the vehicle battery 1's own electrical energy without consuming excessive electrical energy, effectively ensuring the vehicle's driving range.

[0031] In this embodiment, the water tank 2 is formed into a cuboid structure, made of 304 stainless steel, with a volume of 8-10L. It is adaptable to the installation space of the front engine compartment of a pure electric vehicle. The water tank 2 is used to store antifreeze that can raise the battery temperature, and it also insulates the antifreeze. The water tank 2 is defined as having a first vacuum insulation layer, specifically formed between the inner and outer walls of the water tank 2. The first vacuum insulation layer is formed as an aerogel coating (preferably, the aerogel also contains mica powder, with a mica powder doping amount of 15-20%), and its thickness is 8mm-12mm with a vacuum degree of 10. - ³ Pa ~10 -4Pa effectively isolates the antifreeze in water tank 2 from the heat exchange between the antifreeze and the low-temperature environment, reduces the heat loss of the antifreeze, and ensures that the temperature drop rate of the antifreeze is ≤0.5℃ / h when it is not heated (when the ambient temperature is -20℃).

[0032] In addition, the top of the water tank 2 is equipped with a filling port for adding antifreeze. The filling port is equipped with a sealing cap to prevent antifreeze leakage and heat loss. The bottom of the water tank 2 is equipped with an outlet and a return port, which are respectively connected to the inlet of the heater 3 and the outlet of the vehicle battery 1 through water pipes 5 to form an antifreeze circulation loop.

[0033] In this embodiment, the heater 3 adopts a cylindrical structure and is made of high-temperature and corrosion-resistant aluminum alloy. Its rated power is 1500-2000W to adapt to the power supply specifications (360V DC voltage) of the vehicle's power battery. The heater 3 integrates a heating resistor made of nickel-chromium alloy with a resistance of 86.4-115.2Ω and a heating efficiency of ≥95%. Furthermore, the outer surface of the heating resistor is covered with an insulating layer made of high-temperature resistant ceramic material to achieve electrical insulation and prevent the antifreeze from conducting electricity and causing safety hazards. In addition, a second vacuum insulation layer is provided between the outer shell and the inner wall of the heater 3. This second vacuum insulation layer is similar to the first vacuum insulation layer (i.e., formed as an aerogel coating doped with mica powder, with a thickness of 8mm-12mm). This second vacuum insulation layer can isolate the antifreeze from heat exchange with the external cold environment, reduce heat loss from the heating resistor, and ensure that the heat utilization rate is not less than 90% during the heating process. In addition, the second vacuum insulation layer has fireproof and flame-retardant properties, and its flame-retardant rating can reach UL94 V-0 level, meeting vehicle safety standards.

[0034] In addition, the inlet of the heater 3 is connected to the outlet of the water tank 2 via a water pipe 5, and the outlet is connected to the inlet of the water pump 4 via a water pipe 5, ensuring that the antifreeze can enter the heater 3 for heating, and that the heated antifreeze can flow into the vehicle battery 1.

[0035] In this embodiment, the water pump 4 is a DC brushless water pump with a rated voltage of 360V, a rated flow rate of 5-8L / min, a head of 10-15m, and an operating noise level not exceeding 55dB, making it suitable for vehicle installation and operation. The water pump 4 is encased in a third vacuum insulation layer, similar to the first vacuum insulation layer, with a thickness of 6mm-8mm. This third vacuum insulation layer isolates the antifreeze inside the water pump 4 from heat exchange with the external low-temperature environment, preventing heat loss during transport. Furthermore, a sealing gasket, preferably made of high-temperature resistant silicone, is installed at the water pump 4's interface to ensure no antifreeze leakage. The water pump 4's inlet is connected to the heater 3's outlet via a water pipe 5, and the water pump 4's outlet is connected to the vehicle battery 1's inlet via a water pipe 5. The water pump 4 provides power for the circulation of antifreeze throughout the device, ensuring that the heated antifreeze is continuously delivered to the vehicle battery 1, thus raising the battery temperature.

[0036] In this embodiment, the water pipe 5 is made of high-temperature and low-temperature resistant rubber material. Optionally, the inner diameter of the water pipe 5 is 20-25mm, and the outer diameter is 30-35mm. Further, the outer wall of the water pipe 5 is wrapped with a fourth vacuum insulation layer, which is formed as an aerogel ceramic composite layer doped with mica powder (i.e., composed of aerogel doped with mica powder and ultra-low thermal conductivity ceramic material), with a thickness of 5mm~8mm and a vacuum degree of 10. - ³Pa, thus enabling the fourth vacuum insulation layer to effectively isolate the antifreeze inside the pipe from the external low-temperature environment, reducing heat loss of the antifreeze during transmission and ensuring that the temperature drop of the antifreeze during the process of being transported from heater 3 to vehicle battery 1 does not exceed 1℃ (when the ambient temperature is -20℃). All connections of the water pipe 5 are sealed and fixed with clamps to ensure a firm and leak-free connection. Furthermore, the pipe layout must avoid high-temperature components in the vehicle's front engine compartment (such as the exhaust pipe) to prevent pipe aging and damage. It should be noted that there are no specific restrictions on the number, specifications, or shape of the water pipes 5, as long as the above technical effects are achieved. In this embodiment, the power transmission line 6 is a copper core cable with a wire diameter of 4 mm²-6 mm² and a rated current carrying capacity of 30-40A, which meets the power supply requirements of the heater 3. Furthermore, the outer layer of the power transmission line 6 is wrapped with a fifth vacuum insulation layer, which is formed as an aerogel coating doped with mica powder, with a thickness of 4 mm~6 mm. Further, the outer surface of the fifth vacuum insulation layer is also covered with a flame-retardant layer (specifically made of polyvinyl chloride), thereby preventing heat loss during current transmission and providing fireproofing, flame retardancy, and wear resistance, ensuring that the power transmission line 6 can operate normally in low-temperature environments (-30℃ to 0℃) without cracking or aging. One end of the power transmission line 6 is fixedly connected to the positive and negative terminals of the vehicle battery 1 via a terminal block, and the other end is fixedly connected to the terminal block of the heater 3. The connection points of the power transmission line 6 are wrapped with an insulating sealing sleeve to prevent leakage and heat loss.

[0037] It should be noted that the flow principle of antifreeze between the components of the heating unit, as well as the structure of each component in the heating unit for antifreeze flow, will not be described in detail, as these are existing technologies. Further explanation is needed: the first, second, and third vacuum insulation layers are all formed by vacuuming double-layer aluminum alloy, with an aerogel coating sprayed on the parts in contact with air; the fourth vacuum insulation layer is formed by vacuuming double-layer aluminum alloy and sequentially sprayed with insulating ceramic powder and an aerogel coating; the fifth vacuum insulation layer is formed by vacuuming the middle of double-layer PA66 and then sprayed with an aerogel coating. In addition, aerogel spraying can also be applied to the connection points of each component after connection is completed to reduce heat loss.

[0038] In this embodiment, although not shown in the figures, the detection end of the control unit is formed as a temperature sensor mounted inside the vehicle battery 1. This temperature sensor can be formed as an NTC resistance sensor with a measurement range of -40°C to 100°C and a measurement accuracy of ±0.2°C, which can effectively improve the control accuracy of this heating device. In addition, the control end of the control unit can be integrated with the vehicle's battery management system (inherent structure).

[0039] According to the heating device for a vehicle battery described above, the water tank 2, heater 3, and water pump 4 of the heating unit can be connected to the vehicle battery 1 to form a circulation loop for antifreeze. The control unit can control the start and stop of the heating unit based on the real-time temperature of the vehicle battery 1. When both the ambient temperature and the temperature of the vehicle battery 1 are low, the control unit controls the heating unit to turn on, thereby heating the antifreeze to a preset temperature and delivering it to the vehicle battery 1 to achieve temperature increase. In this invention, the water tank 2, heater 3, water pump 4, water pipe 5, and power transmission line 6 of the heating unit are all equipped with a vacuum insulation layer. This greatly reduces heat exchange with the outside environment in the circulation loop. Specifically, the vacuum insulation layer effectively isolates the antifreeze from heat exchange with the low-temperature environment, reducing energy loss after electrical energy is converted into heat energy and avoiding energy waste caused by ineffective heating. Thus, using the vehicle battery 1's own electrical energy to heat the antifreeze does not consume excessive electrical energy, effectively ensuring the vehicle's driving range.

[0040] According to a second aspect of the present invention, a vehicle is provided, the vehicle including the heating device for a vehicle battery as described above; furthermore, the vehicle includes a battery management system, the control terminal of the control unit of the heating device being integrated into the battery management system. Based on this integration, the control unit can also have a fault detection function. For example, when any component of the heating unit or the temperature sensor malfunctions, the control unit can promptly issue an alarm signal and feed it back to the vehicle's instrument panel to remind the driver to perform maintenance. It should be noted that the principle of this fault detection function is similar to that of the fault detection function of existing battery management systems, and therefore will not be described in detail here.

[0041] According to a third aspect of the present invention, a method for heating a vehicle battery 1 is provided, which is applied to a vehicle as described above, such as... Figure 2 As shown, the method for heating the vehicle battery 1 includes the following steps: S10: When the ambient temperature is below 0°C and the detection terminal detects that the temperature of vehicle battery 1 is below 0°C, the control terminal controls the heating unit to start. S20: The heater 3 heats the antifreeze in the water tank 2 to a preset temperature and then delivers it to the vehicle battery 1; the heated antifreeze undergoes heat exchange in the vehicle battery 1 and flows back to the water tank 2; S30: When the detection terminal detects that the temperature of vehicle battery 1 is not lower than 10°C, the control terminal controls the heating unit to shut down.

[0042] During the above process, the vacuum insulation layer of each component in the heating module can continue to function, that is, to prevent the antifreeze from exchanging heat with the external low temperature environment, effectively reduce heat loss, and ensure the improvement of power utilization during the heating process.

[0043] Finally, it should be noted that the above-described embodiments are merely specific implementations of this application, used to illustrate the technical solutions of this application, and not to limit them. The protection scope of this application is not limited thereto. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features, within the technical scope disclosed in this application. Such modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be covered within the protection scope of this application. Therefore, the protection scope of this application should be defined by the protection scope of the claims.

Claims

1. A heating device for vehicle batteries, characterized in that, The heating device for the vehicle battery includes: The heating unit includes a water tank, a heater, and a water pump. The water tank is filled with antifreeze. The water tank, the heater, the water pump, and the vehicle battery are connected sequentially via water pipes to form a circulation loop for the antifreeze. The heater is also electrically connected to the vehicle battery via a power line to heat the antifreeze. The water tank, the heater, the water pump, the water pipes, and the power line are all equipped with vacuum insulation layers. The control unit includes a detection terminal and a control terminal connected to the detection terminal. The heating unit is connected to the control terminal. The detection terminal is capable of detecting the temperature of the vehicle battery.

2. The heating device for a vehicle battery according to claim 1, characterized in that, The water tank is defined to be equipped with a first vacuum insulation layer, which is formed as an aerogel coating. The thickness of the first vacuum insulation layer is 8mm to 12mm, and the vacuum degree of the first vacuum insulation layer is 10. - ³ Pa ~10 -4 Pa.

3. The heating device for a vehicle battery according to claim 1, characterized in that, The heater is defined to have a second vacuum insulation layer, which is formed as an aerogel coating and has a thickness of 8mm to 12mm.

4. The heating device for a vehicle battery according to claim 1, characterized in that, The water pump is defined to be equipped with a third vacuum insulation layer, which is formed as an aerogel coating and has a thickness of 6mm to 8mm.

5. The heating device for a vehicle battery according to claim 1, characterized in that, The water pipe is defined to be provided with a fourth vacuum insulation layer, which is formed as an aerogel ceramic composite layer, and the thickness of the fourth vacuum insulation layer is 5mm~8mm.

6. The heating device for a vehicle battery according to claim 1, characterized in that, The power transmission line is defined to be provided with a fifth vacuum insulation layer, which is formed as an aerogel coating and has a thickness of 4mm to 6mm; a flame-retardant layer is also provided on the outer surface of the fifth vacuum insulation layer.

7. The heating device for a vehicle battery according to claim 1, characterized in that, The heater is equipped with a heating resistor, and the outer surface of the heating resistor is provided with an insulating layer.

8. The heating device for a vehicle battery according to claim 1, characterized in that, The detection end is formed as a temperature sensor assembled inside the vehicle battery.

9. A vehicle, characterized in that, The vehicle includes a heating device for the vehicle battery as described in any one of claims 1 to 8; the vehicle also includes a battery management system, wherein the control terminal of the control unit is integrated into the battery management system.

10. A method for heating a vehicle battery, characterized in that, The vehicle battery heating method is applied to the vehicle as described in claim 9, and the vehicle battery heating method includes the following steps: S10: When the ambient temperature is below 0°C and the detection terminal detects that the temperature of the vehicle battery is below 0°C, the control terminal controls the heating unit to start. S20: The heater heats the antifreeze in the water tank to a preset temperature and then delivers it to the vehicle battery; the heated antifreeze undergoes heat exchange in the vehicle battery and flows back to the water tank; S30: When the detection terminal detects that the temperature of the vehicle battery is not lower than 10°C, the control terminal controls the heating unit to shut down.

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