A battery heating system for commercial vehicles

Abstract

The utility model discloses a commercial vehicle battery heating system, which belongs to the field of battery heating. The system includes a battery pack, a mobile terminal, an on-board communication terminal, a controller, a host computer, a battery status acquisition device, a first heater, and a second heater, wherein: the controller is respectively connected to the on-board communication terminal, the host computer, the battery status acquisition device, the first heater, and the second heater; the battery pack is respectively connected to the first heater, the second heater, and the battery status acquisition device; the mobile terminal is connected to the on-board communication terminal. The utility model ensures battery safety and improves battery heating efficiency through the setting of an integrated all-in-one controller and a preheating device.

Description

Technical Field

[0001] The utility model belongs to the field of battery heating, and specifically relates to a battery heating system for a commercial vehicle. Background Art

[0002] The electrification of commercial vehicles is an irresistible trend. Many dump trucks in commercial vehicles are used in Inner Mongolia and Northeast China where the weather is colder. The road conditions are often muddy and gravel roads and potholes. The extreme temperature reaches -40 degrees Celsius. The battery pack heating function is particularly important. The previous treatment method is to use PTC self-heating for the battery pack or to wrap the battery pack with thermal insulation cotton. The disadvantages are: low heating efficiency, long heating cycle, and inability to adjust and optimize the heating treatment according to the parameters of the whole vehicle.

[0003] Pulse heating is a battery heating technology commonly used in cold conditions. However, the battery capacity base in the existing patented technologies related to pulse heating is relatively low, and the number of battery cells is relatively small. The superposition of multiple pulse powers for any target temperature and target load state of individual battery cells cannot achieve full range battery cell coverage. This is mainly because the power of commercial vehicles is several hundred kWh, and the number of single battery cells is relatively large. The existing patented technology cannot achieve a reasonable battery cell temperature difference, nor can it achieve heating power expansion, and cannot solve problems such as too long a single heating time.

[0004] The comparative document (CN115891766A) discloses a method and device for protecting a power battery, the method comprising: receiving a heating request generated by a battery management system when the current temperature of the power battery and the actual battery charge state both meet preset heating conditions, collecting the current state of the vehicle, determining whether the vehicle meets the preset pulse heating conditions, and if so, controlling the vehicle to enter a pulse heating mode, and controlling the electric drive controller to turn on a high-frequency switch to generate a pulse current to heat the power battery.

[0005] Although the comparative document realizes pulse heating protection of the power battery, it cannot improve the efficiency of pulse heating. The utility model proposes a pre-heating solution to ensure battery safety, uses an integrated all-in-one controller to improve data processing capabilities, and thus effectively improves the efficiency of pulse heating; a host computer is provided to provide experimental data support for pulse heating to ensure battery safety and improve heating efficiency. Utility Model Content

[0006] The utility model aims to overcome the deficiencies of the prior art and proposes a commercial vehicle battery heating system to achieve the purpose of ensuring battery safety and improving heating efficiency through an integrated controller and preheating method.

[0007] In order to achieve the above-mentioned purpose, the technical solution adopted by the utility model is: a commercial vehicle battery heating system, including a battery pack, the system including a mobile terminal, an on-board communication terminal, a controller, a host computer, a battery status acquisition device, a first heater, and a second heater, wherein: the controller is respectively connected to the on-board communication terminal, the host computer, the battery status acquisition device, the first heater, and the second heater; the battery pack is respectively connected to the first heater, the second heater, and the battery status acquisition device; the mobile terminal is connected to the on-board communication terminal.

[0008] Furthermore, the controller is an all-in-one controller, including a main controller, a first sub-controller, and a second sub-controller, wherein: the main controller is connected to the vehicle-mounted communication terminal, the host computer, the first sub-controller, and the second sub-controller respectively; the first sub-controller is connected to the battery status acquisition device; the second sub-controller is connected to the first heater and the second heater respectively.

[0009] Furthermore, the first heater includes a PTC heater, which is connected to the second sub-controller and the battery pack respectively, and is used to receive a control signal of the second sub-controller and preheat the battery pack.

[0010] Furthermore, the second heater includes a motor winding, which is respectively connected to the second sub-controller and the battery pack, and is used to receive a control signal from the second sub-controller and generate a pulse current to perform pulse heating on the battery pack.

[0011] Furthermore, the battery status acquisition device includes a temperature sensor and a resistance measuring instrument, and the temperature sensor or the resistance measuring instrument is connected to the first sub-controller and the battery pack respectively, and is used to collect the real-time internal resistance or temperature signal of the battery pack and transmit it to the first sub-controller.

[0012] Furthermore, the host computer includes a memory, which is connected to the main controller and is used to store experimental parameters of the controllers, heaters, and battery packs for the main controller to call, wherein: the experimental parameters of the battery pack include the optimal pulse heating frequency and amplitude, maximum charging current, and discharging current of all batteries in the battery pack under different conditions.

[0013] Furthermore, the main controller is a vehicle controller VCU; the first sub-controller is a battery management system BMS; and the second sub-controller is a microprocessor MCU.

[0014] Furthermore, the vehicle-mounted communication terminal includes a T-BOX, which is connected to the mobile terminal and the main controller respectively, and is used to receive signals from the mobile terminal and transmit them to the main controller, and to receive signals from the main controller and transmit them to the mobile terminal.

[0015] Furthermore, the mobile terminal includes a mobile phone, a smart key, and a smart tablet.

[0016] The technical effects of the utility model are as follows: (1) an integrated all-in-one controller is used to improve data processing capabilities, thereby effectively improving pulse heating efficiency; (2) preheating is performed by a PTC heater, thereby overcoming the problems of reduced battery life and reduced safety caused by frequent pulse currents; (3) a host computer is provided to provide experimental data support for pulse heating to ensure battery safety and improve heating efficiency, while facilitating battery abnormality warnings. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 The system structure diagram of one embodiment of the utility model. DETAILED DESCRIPTION

[0018] The following is a further detailed description of the specific implementation of the utility model through the description of the embodiments with reference to the accompanying drawings, with the aim of helping those skilled in the art to have a more complete, accurate and in-depth understanding of the utility model concept and technical solution of the utility model, and to facilitate its implementation. In the utility model, the "connection" includes both signal transmission and data interaction achieved by wired connection with actual lines, and signal transmission and data interaction achieved by wireless connection achieved through wireless transmission technology. In the utility model, the terms "first", "second", etc. are only for the convenience of text description, and are not limited to this in actual implementation on the premise of ensuring the technical principles.

[0019] In order to make the technical solution of the utility model clearer, the utility model is explained through the following embodiments:

[0020] A commercial vehicle battery heating system, such as Figure 1 As shown, the system includes a battery pack, a mobile terminal 1, an on-board communication terminal 2, a controller, a host computer 3, a battery status acquisition device 4, a first heater 5, and a second heater 6, wherein: the controller is respectively connected to the on-board communication terminal 2, the host computer 3, the battery status acquisition device 4, the first heater 5, and the second heater 6; the battery pack is respectively connected to the first heater 5, the second heater 6, and the battery status acquisition device 4; the mobile terminal 1 is connected to the on-board communication terminal 2.

[0021] Specifically, the controller is an all-in-one controller, including a main controller 7, a first sub-controller 8, and a second sub-controller 9, wherein: the main controller 7 is respectively connected to the vehicle communication terminal 2, the host computer 3, the first sub-controller 8, and the second sub-controller 9; the first sub-controller 8 is connected to the battery status acquisition device 4; the second sub-controller 9 is respectively connected to the first heater 5 and the second heater 6. Among them, the main controller 7 is used to receive the data signals uploaded by each component of the system, analyze and process them, and then send control signals to the first sub-controller 8 and the second sub-controller 9; the first sub-controller 8 is used to control the battery status acquisition device 4 to collect battery status data according to the control signal of the main controller 7, including the battery internal resistance and temperature; the second sub-controller 9 is used to control the first heater 5 and the second heater 6 to heat the battery according to the control signal of the main controller 7. The utility model uses an integrated all-in-one controller, multiple sub-controllers realize device drive control, and the main controller performs fast and accurate data processing, and has high data processing capabilities. Therefore, when faced with a large amount of battery status data of large batteries such as commercial vehicles, it can cover all single cells, and can adjust and optimize the heating treatment according to various parameters of the whole vehicle to ensure that the temperature difference of each battery cell is reasonable, thereby ensuring battery safety and effectively improving the efficiency of pulse heating.

[0022] Specifically, the first heater 5 includes a PTC heater, which is connected to the second sub-controller 9 and the battery pack, respectively, and is used to receive the control signal of the second sub-controller 9 and preheat the battery pack. PTC heating has high efficiency and high safety. The utility model can quickly preheat the battery pack through the PTC heater, so that the battery pack quickly reaches a suitable temperature, and the subsequent pulse heating is highly efficient at this temperature. At the same time, the preheating of the PTC heater overcomes the problem of direct pulse heating and frequent pulse currents that lead to reduced battery life and reduced safety.

[0023] Specifically, the second heater 6 includes a motor winding, which is connected to the second sub-controller 9 and the battery pack respectively, and is used to receive the control signal of the second sub-controller 9 and generate a pulse current to pulse heat the battery pack. The second sub-controller 9 controls the inductive charging operation of the motor winding, and the inductor performs energy storage operation to generate a pulse current for pulse heating of the battery. Among them, the second sub-controller 9 can obtain the maximum charging current and discharge current allowed by the power battery in the current state, as well as the optimal pulse heating frequency and amplitude under the current battery internal resistance through data analysis of the main controller 7, thereby improving the heating efficiency.

[0024] Specifically, the battery status acquisition device 4 includes a temperature sensor and a resistance measuring instrument. The temperature sensor or the resistance measuring instrument is connected to the first sub-controller 8 and the battery pack respectively, and is used to collect the real-time internal resistance or temperature signal of the battery pack and transmit it to the first sub-controller 8.

[0025] Specifically, the host computer 3 includes a memory, which is connected to the main controller 7 and is used to store the experimental parameters of each controller, heater, and battery pack and to be called by the main controller 7, wherein: the experimental parameters of the battery pack include the optimal pulse heating frequency and amplitude, maximum charging current and discharge current of all batteries in the battery pack under different conditions. The main controller 7 can compare the battery status data collected by the first sub-controller 8 with the relevant experimental data contained in the memory of the host computer 3, thereby determining the abnormal battery, and reporting the abnormality to the host computer, realizing abnormal warning, and ensuring battery safety. The advance storage of experimental data in the host computer frees the controller from deep processing of battery data. The controller only needs simple selection and comparison operations to obtain suitable battery heating parameters, saving data processing time and improving heating efficiency.

[0026] Specifically, in this embodiment, the mobile terminal 1 includes a mobile phone, a smart key, a smart tablet, etc.

[0027] Specifically, in this embodiment, the main controller 7 is a vehicle controller VCU; the first sub-controller 8 is a battery management system BMS; and the second sub-controller 9 is a microprocessor MCU.

[0028] The vehicle communication terminal 2 includes a T-BOX, which is connected to the mobile terminal 1 and the main controller 7 respectively, and is used to receive signals from the mobile terminal 1 and transmit them to the main controller 7, and receive signals from the main controller 7 and transmit them to the mobile terminal 1.

[0029] The working principle of this embodiment is as follows:

[0030] The mobile terminal sends a start signal to the T-BOX, which receives the start signal and sends it to the main controller VCU. In this embodiment, the start signal includes a battery status query request and a preset boarding time and other data. After the main controller VCU is awakened by the start signal, the entire system is activated:

[0031] The main controller VCU sends a command to the first sub-controller BMS. After receiving the command, the first sub-controller BMS controls the battery status acquisition device to collect the real-time internal resistance and temperature signals of the battery pack and feed them back to the main controller VCU. The main controller VCU then feeds back the current battery temperature and other data to the mobile terminal.

[0032] At the same time, when the main controller VCU finds that the current battery temperature is too low, that is, there is a heating demand (the specific temperature determination method can be achieved by setting a temperature threshold, which is not repeated in this embodiment), the second sub-controller MCU starts the PTC heater and the motor winding to heat the battery, specifically:

[0033] Since commercial vehicles and other vehicles all use large batteries, if pulse heating is performed directly, frequent charging and discharging operations will reduce the battery life and the efficiency is not high. For this reason, in this embodiment, a PTC heater is first used to preheat the battery. During the preheating process, the real-time internal resistance and temperature of the battery pack are also collected and fed back to the main controller VCU. When the temperature and internal resistance of the battery reach a preset value (the preset value can be selected from the experimental data stored in the host computer and can be adjusted according to actual conditions), the main controller VCU controls the PTC heater through the MCU to stop preheating and start the motor winding for pulse heating. Under this preset value, pulse heating has a higher efficiency.

[0034] When performing pulse heating, the main controller VCU will select the optimal pulse heating frequency and amplitude, the maximum charge and discharge current allowed by the battery according to the real-time internal resistance and temperature of the current battery pack and the experimental data stored in the host computer, and then control the inductance of the motor winding to charge and discharge through the MCU to generate a suitable pulse current to the battery pack, realize pulse heating, and ensure that the motor and MCU work in a high-efficiency area. Among them, the MCU will also collect the status data of the motor winding in real time and feed it back to the main controller VCU. The status data of the motor winding includes the size of the inductor energy storage, etc.

[0035] When the pulse heating is completed, if the main controller VCU finds that the battery pack still needs to be heated, it selects appropriate experimental parameters from the host computer based on the current battery internal resistance and temperature, and adjusts the motor winding related parameters to improve the pulse heating efficiency, such as adjusting the frequency and amplitude of the pulse current according to the current real-time internal resistance of the battery.

[0036] Among them, during the battery heating process, the main controller VCU performs real-time monitoring, that is, compares the real-time internal resistance and temperature signals of the battery pack with the experimental data in the host computer to determine whether there are abnormal batteries. If abnormal batteries are found, they are reported to the host computer, and the host computer issues an early warning prompt.

[0037] The above is an exemplary description of the utility model in conjunction with the accompanying drawings. Obviously, the specific implementation of the utility model is not limited to the above-mentioned method. As long as various non-substantial improvements are made using the method concept and technical solution of the utility model; or the above concept and technical solution of the utility model are directly applied to other occasions without improvement, they are all within the protection scope of the utility model.

Claims

1. A commercial vehicle battery heating system, comprising a battery pack, characterized in that: The system includes a mobile terminal, a vehicle-mounted communication terminal, a controller, a host computer, a battery status acquisition device, a first heater, and a second heater, wherein: the controller is respectively connected to the vehicle-mounted communication terminal, the host computer, the battery status acquisition device, the first heater, and the second heater; the battery pack is respectively connected to the first heater, the second heater, and the battery status acquisition device; and the mobile terminal is connected to the vehicle-mounted communication terminal.

2. A commercial vehicle battery heating system according to claim 1, characterized in that: The controller is an all-in-one controller, including a main controller, a first sub-controller, and a second sub-controller, wherein: the main controller is connected to the vehicle-mounted communication terminal, the host computer, the first sub-controller, and the second sub-controller respectively; the first sub-controller is connected to the battery status acquisition device; the second sub-controller is connected to the first heater and the second heater respectively.

3. A commercial vehicle battery heating system according to claim 2, characterized in that: The first heater includes a PTC heater, which is connected to the second sub-controller and the battery pack respectively, and is used to receive a control signal of the second sub-controller and preheat the battery pack.

4. A commercial vehicle battery heating system according to claim 2, characterized in that: The second heater includes a motor winding, which is respectively connected to the second sub-controller and the battery pack, and is used to receive a control signal of the second sub-controller and generate a pulse current to perform pulse heating on the battery pack.

5. A commercial vehicle battery heating system according to claim 2, characterized in that: The battery status acquisition device includes a temperature sensor and a resistance measuring instrument. The temperature sensor or the resistance measuring instrument is connected to the first sub-controller and the battery pack respectively, and is used to acquire the real-time internal resistance or temperature signal of the battery pack and transmit it to the first sub-controller.

6. A commercial vehicle battery heating system according to claim 2, characterized in that: The host computer includes a memory, which is connected to the main controller and is used to store experimental parameters of the controllers, heaters, and battery packs for the main controller to call, wherein: the experimental parameters of the battery pack include the optimal pulse heating frequency and amplitude, maximum charging current, and discharging current of all batteries in the battery pack under different conditions.

7. A commercial vehicle battery heating system according to claim 2, characterized in that: The main controller is a vehicle controller VCU; the first sub-controller is a battery management system BMS; and the second sub-controller is a microprocessor MCU.

8. A commercial vehicle battery heating system according to claim 2, characterized in that: The vehicle-mounted communication terminal includes a T-BOX, which is connected to the mobile terminal and the main controller respectively, and is used to receive signals from the mobile terminal and transmit them to the main controller, and to receive signals from the main controller and transmit them to the mobile terminal.

9. A commercial vehicle battery heating system according to claim 2, characterized in that: The mobile terminal includes a mobile phone, a smart key, and a smart tablet.

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