CN111762064B - Remote preheating method for battery of pure electric vehicle - Google Patents
Remote preheating method for battery of pure electric vehicle Download PDFInfo
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- CN111762064B CN111762064B CN202010453944.XA CN202010453944A CN111762064B CN 111762064 B CN111762064 B CN 111762064B CN 202010453944 A CN202010453944 A CN 202010453944A CN 111762064 B CN111762064 B CN 111762064B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/545—Temperature
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
- Y02T90/167—Systems integrating technologies related to power network operation and communication or information technologies for supporting the interoperability of electric or hybrid vehicles, i.e. smartgrids as interface for battery charging of electric vehicles [EV] or hybrid vehicles [HEV]
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
- Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
- Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
- Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
- Y04S30/12—Remote or cooperative charging
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- Engineering & Computer Science (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a battery remote preheating method for a pure electric vehicle, which is characterized in that a battery remote preheating instruction is sent to a T-BOX terminal of the vehicle through a wireless communication module, the T-BOX terminal judges whether preheating is needed or not according to the battery remote preheating instruction, when preheating is needed, the T-BOX terminal controls a BMS to start working, and the BMS controls a vehicle preheating module to preheat. The realization of the battery remote preheating function of the pure electric vehicle is controlled by adopting a simple and feasible flow chart, the hardware architecture of the control units BMS, PDU and VCU of the original vehicle is prevented from being changed, a T-BOX terminal is additionally arranged to realize the interaction function of communication with the intelligent network platform, the change workload is small, the battery gun-inserting charging heating and driving heating functions are realized simultaneously, and the technical problems of long battery cold starting time and vehicle idling operation of the pure electric vehicle in the northern area in winter at low temperature are effectively solved.
Description
Technical Field
The invention belongs to the technical field of electric automobiles, and particularly relates to a method for remotely preheating a battery of a pure electric vehicle.
Background
The pure electric vehicle is a vehicle which takes a vehicle-mounted power supply as power and drives wheels to run by using a motor, and meets various requirements of road traffic and safety regulations. The existing pure electric vehicle battery heating control generally adopts a mode of gun insertion charging heating or driving heating, and the problems of long battery cold start time and vehicle idling operation in northern areas in winter can be effectively solved by adding a control method of a battery parking remote preheating function. And does not have the remote preheating function.
Disclosure of Invention
1. Technical problem to be solved by the invention
The invention aims to solve the problems that the existing electric automobile preheating function structure is complex and cannot be remotely controlled.
2. Technical scheme
In order to achieve the purpose, the technical scheme provided by the invention is as follows:
the invention discloses a battery remote preheating method for a pure electric vehicle, which is characterized in that a battery remote preheating instruction is sent to a T-BOX terminal of the vehicle through a wireless communication module, the T-BOX terminal judges whether preheating is needed or not according to the battery remote preheating instruction, when preheating is needed, the T-BOX terminal controls a BMS to start working, and the BMS controls a vehicle preheating module to preheat.
Preferably, the method specifically comprises the following steps:
s100, remotely logging in an intelligent networking information platform of the vehicle, and sending a battery remote preheating instruction to a T-BOX terminal of the pure electric vehicle through a wireless communication module;
s200, the T-BOX terminal simultaneously awakens a battery management system BMS, an all-in-one high-voltage distribution BOX control module PDU and a vehicle control unit VCU through hard wires;
s300, the T-BOX sends a battery heating request command through a whole vehicle communication CAN line;
s400, the BMS is awakened by a hard wire and then self-checked to have no fault, meanwhile, the BMS receives a battery heating request command, judges whether the BMS has a preheating requirement, executes the step S500 when judging that the preheating requirement exists, and feeds back the preheating state of the T-BOX battery to be in a state that the preheating is not needed when judging that the preheating requirement does not exist;
s500, the BMS feeds back a message of 'needing preheating' through a whole vehicle communication CAN line;
s600, the BMS drives a total negative contactor, a battery heating positive contactor and a battery heating negative contactor to be closed;
s700, when the BMS receives the total negative contactor, the battery heating positive contactor and the battery heating negative contactor fed back by the PDU, the closed state of the contactors is not failed, and the BMS feeds back that the contactors are preheating;
s800, after the battery preheating is finished or the T-BOX battery preheating command is lost, the BMS drives the battery heating positive contactor and the battery heating negative contactor to be disconnected, and sends the driving state and the preheating state of the contactors;
and S900, the BMS receives the battery heating positive contactor and the battery heating negative contactor which are fed back by the PDU, the BMS does not have faults, and the BMS feeds back that the preheating of the battery is finished.
Preferably, in step S200, the PDU has no fault in self-test after being awakened by the hard wire, and when receiving a contactor driving command sent by the BMS, the PDU feeds back a corresponding contactor on or off state and a fault state.
Preferably, in step S500, after the VCU is waken up by the hard wire, the VCU performs self-checking without a fault, receives a DCDC standby state fault and a command of "needing to preheat" sent by the PDU and fed back by the BMS, sends a command of "high voltage power on", and after receiving a command of "preheating" fed back by the BMS, the VCU sends a DCDC enabling command to drive the DCDC positive contactor to close.
Preferably, in the step S400, the BMS determines that the preheating is required if it is detected that the battery minimum temperature Tmin is less than 10 ℃ and the SOC is greater than 20%; when the lowest temperature Tmin of the battery is detected to be more than or equal to 25 ℃ or the SOC is less than 5 percent, preheating is not needed.
Preferably, the step S400 further includes the following determining process:
when the BMS is detected to be out of order, the BMS feeds back the preheating state of the battery to be 'no preheating';
when the T-BOX is detected to lose the awakening source, the battery is preheated and stopped, and the BMS feeds back the preheating state of the battery as 'fault-stopping preheating';
when the user is detected to drive the vehicle, the T-BOX sends 'no heating request', the battery is preheated and stopped, the BMS feeds back that the preheating state of the battery is 'driving stopping preheating', and the T-BOX sends a message and loses a wake-up source after 1 second;
when detecting that a user inserts a gun for charging, the BMS feeds back that the preheating state of the battery is charging stopping preheating, the T-BOX sends 'heating not required' after receiving the battery feedback 'charging stopping preheating', and loses a wake-up source after 1 second.
Preferably, in step S600, the positive heating contactor and the negative heating contactor are connected to a ptc heating film in the battery box, and the BMS drives the negative total contactor, the positive heating contactor and the negative heating contactor to close, so that the heating film is switched on by high voltage to work.
Preferably, the heating power of the ptc heating film is 1500-2000W, and the heating rate is 15-25 ℃/h.
3. Advantageous effects
Compared with the prior art, the technical scheme provided by the invention has the following beneficial effects:
the invention discloses a battery remote preheating method for a pure electric vehicle, which is characterized in that a battery remote preheating instruction is sent to a T-BOX terminal of the vehicle through a wireless communication module, the T-BOX terminal judges whether preheating is needed or not according to the battery remote preheating instruction, when preheating is needed, the T-BOX terminal controls a BMS to start working, and the BMS controls a vehicle preheating module to preheat. The realization of the battery remote preheating function of the pure electric vehicle is controlled by adopting a simple and feasible flow chart, the hardware architecture of the control units BMS, PDU and VCU of the original vehicle is prevented from being changed, a T-BOX terminal is additionally arranged to realize the interaction function of communication with the intelligent network platform, the change workload is small, the battery gun-inserting charging heating and driving heating functions are realized simultaneously, and the technical problems of long battery cold starting time and vehicle idling operation of the pure electric vehicle in the northern area in winter at low temperature are effectively solved.
Drawings
FIG. 1 is a flow block diagram of the present invention;
FIG. 2 is a high voltage electrical topology within a PDU of the present invention;
FIG. 3 is a schematic diagram of the low voltage wiring of the T-BOX whole vehicle of the present invention;
FIG. 4 is a frame format diagram of a heating command message of the T-BOX of the present invention;
fig. 5 is a diagram of a BMS sending a heating state message frame format according to the present invention;
Detailed Description
The present invention will now be described more fully hereinafter with reference to the accompanying examples and drawings, in order to facilitate an understanding of the invention, but the invention may be embodied in many different forms and is not limited to the examples described herein, but rather, these examples are provided so that this disclosure will be thorough and complete.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs; the terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention; as used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.
Example 1
Referring to fig. 1-5, in the method for remotely preheating the battery of the pure electric vehicle, a battery remote preheating instruction is sent to a T-BOX terminal of the vehicle through a wireless communication module, the T-BOX terminal judges whether preheating is needed according to the battery remote preheating instruction, when preheating is needed, the T-BOX terminal controls a BMS to start working, and the BMS controls a vehicle preheating module to preheat. The realization of the battery remote preheating function of the pure electric vehicle is controlled by adopting a simple and feasible flow chart, the hardware architecture of the control units BMS, PDU and VCU of the original vehicle is prevented from being changed, a T-BOX terminal is additionally arranged to realize the interaction function of communication with the intelligent network platform, the change workload is small, the battery gun-inserting charging heating and driving heating functions are realized simultaneously, and the technical problems of long battery cold starting time and vehicle idling operation of the pure electric vehicle in the northern area in winter at low temperature are effectively solved.
The method specifically comprises the following steps:
s100, remotely logging in an intelligent networking information platform of the vehicle, and sending a battery remote preheating instruction to a T-BOX terminal of the pure electric vehicle through a wireless communication module;
s200, the T-BOX terminal simultaneously awakens a battery management system BMS, an all-in-one high-voltage distribution BOX control module PDU and a vehicle control unit VCU through hard wires;
s300, the T-BOX sends a battery heating request command through a whole vehicle communication CAN line;
s400, the BMS is awakened by a hard wire and then self-checked to have no fault, meanwhile, the BMS receives a battery heating request command, judges whether the BMS has a preheating requirement, executes the step S500 when judging that the preheating requirement exists, and feeds back the preheating state of the T-BOX battery to be in a state that the preheating is not needed when judging that the preheating requirement does not exist;
s500, the BMS feeds back a message of 'needing preheating' through a whole vehicle communication CAN line;
s600, the BMS drives a total negative contactor, a battery heating positive contactor and a battery heating negative contactor to be closed;
s700, when the BMS receives the total negative contactor, the battery heating positive contactor and the battery heating negative contactor fed back by the PDU, the closed state of the contactors is not failed, and the BMS feeds back that the contactors are preheating;
s800, after the battery preheating is finished or the T-BOX battery preheating command is lost, the BMS drives the battery heating positive contactor and the battery heating negative contactor to be disconnected, and sends the driving state and the preheating state of the contactors;
and S900, the BMS receives the battery heating positive contactor and the battery heating negative contactor which are fed back by the PDU, the BMS does not have faults, and the BMS feeds back that the preheating of the battery is finished.
In step S200, the PDU is waken up by the hard wire and then self-checks for no fault, and when receiving a contactor driving command sent by the BMS, the PDU feeds back a corresponding contactor on or off state and a fault state.
In step S500, the VCU wakes up by the hard wire and then performs self-checking without a fault, receives a DCDC standby state fault-free command sent by the PDU and a "preheating required" command fed back by the BMS, sends a "high voltage power on" command, and after receiving a "preheating in progress" feedback from the BMS, sends an enabling DCDC operating command to drive the DCDC positive contactor to close.
In step S400, the BMS determines that the preheating is required when it is detected that the battery minimum temperature Tmin is less than 10 ℃ and the SOC is greater than 20%; when the lowest temperature Tmin of the battery is detected to be more than or equal to 25 ℃ or the SOC is less than 5%, preheating is not needed, and when the SOC is less than 5%, the electric quantity of the battery is too low, and normal starting operation of the vehicle is influenced by starting heating.
In step S400, the following determination process is further included:
when the BMS is detected to be out of order, the BMS feeds back the preheating state of the battery to be 'no preheating';
when the T-BOX is detected to lose the awakening source, the battery is preheated and stopped, and the BMS feeds back the preheating state of the battery as 'fault-stopping preheating';
when the user is detected to drive the vehicle, the T-BOX sends 'no heating request', the battery is preheated and stopped, the BMS feeds back that the preheating state of the battery is 'driving stopping preheating', and the T-BOX sends a message and loses a wake-up source after 1 second;
when detecting that a user inserts a gun for charging, the BMS feeds back that the preheating state of the battery is charging stopping preheating, the T-BOX sends 'heating not required' after receiving the battery feedback 'charging stopping preheating', and loses a wake-up source after 1 second.
In the step S600, the positive heating contactor and the negative heating contactor are connected with a ptc heating film in the battery box, the BMS drives the total negative contactor, the positive heating contactor and the negative heating contactor to be closed, so that the heating film is switched on to work by high voltage, the heating power of the ptc heating film is 1500-2000W, and the heating rate is 15-25 ℃/h.
Referring to fig. 2, wherein K13 is a total negative contactor, K3 is a heating positive contactor, and K4 is a heating negative contactor, the BMS is responsible for driving the switching on or off and sending a driving command; k7 is that DCDC positive contactor sends driving instruction by VCU, and PDU is responsible for driving close or open.
The above-mentioned embodiments only express a certain implementation mode of the present invention, and the description thereof is specific and detailed, but not construed as limiting the scope of the present invention; it should be noted that, for those skilled in the art, without departing from the concept of the present invention, several variations and modifications can be made, which are within the protection scope of the present invention; therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (3)
1. A battery remote preheating method for a pure electric vehicle is characterized by comprising the following steps: the method comprises the following steps that a battery remote preheating instruction is sent to an automobile T-BOX terminal through a wireless communication module, the T-BOX terminal judges whether preheating is needed according to the battery remote preheating instruction, when preheating is needed, the T-BOX terminal controls a BMS to start working, and the BMS controls the automobile preheating module to preheat, and the method specifically comprises the following steps:
s100, remotely logging in an intelligent networking information platform of the vehicle, and sending a battery remote preheating instruction to a T-BOX terminal of the pure electric vehicle through a wireless communication module;
s200, the T-BOX terminal simultaneously awakens a battery management system BMS, an all-in-one high-voltage distribution BOX control module PDU and a vehicle control unit VCU through hard wires;
s300, the T-BOX sends a battery heating request command through a whole vehicle communication CAN line;
s400, the BMS is self-checked to have no fault after being awakened by a hard wire, meanwhile, the BMS receives a battery heating request command, judges whether the BMS has a preheating requirement or not, executes the step S500 when judging that the preheating requirement exists, feeds back to a T-BOX battery preheating state to be in a preheating-free state when judging that the preheating requirement does not exist, and judges that the preheating-required condition is in a preheating-required state when detecting that the lowest temperature Tmin of the battery is less than 10 ℃ and the SOC is more than 20%; when the lowest temperature Tmin of the battery is detected to be more than or equal to 25 ℃ or the SOC is less than 5 percent, preheating is not needed;
s500, the BMS feeds back a message of 'needing preheating' through a whole vehicle communication CAN line;
s600, the BMS drives a total negative contactor, a battery heating positive contactor and a battery heating negative contactor to be closed;
s700, when the BMS receives the total negative contactor, the battery heating positive contactor and the battery heating negative contactor fed back by the PDU, the closed state of the contactors is not failed, and the BMS feeds back that the contactors are preheating;
s800, after the battery preheating is finished or the T-BOX battery preheating command is lost, the BMS drives the battery heating positive contactor and the battery heating negative contactor to be disconnected, and sends the driving state and the preheating state of the contactors;
s900, the BMS receives the disconnection states of the battery heating positive contactor and the battery heating negative contactor fed back by the PDU and has no fault, and the BMS feeds back that the preheating of the battery is finished;
in step S400, the following determination process is further included:
when the BMS is detected to be out of order, the BMS feeds back the preheating state of the battery to be 'no preheating';
when the T-BOX is detected to lose the awakening source, the battery is preheated and stopped, and the BMS feeds back the preheating state of the battery as 'fault-stopping preheating';
when the user is detected to drive the vehicle, the T-BOX sends 'no heating request', the battery is preheated and stopped, the BMS feeds back that the preheating state of the battery is 'driving stopping preheating', and the T-BOX sends a message and loses a wake-up source after 1 second;
when detecting that a user inserts a gun for charging, the BMS feeds back that the preheating state of the battery is charging stopping preheating, the T-BOX sends 'heating not required' after receiving the battery feedback 'charging stopping preheating', and loses a wake-up source after 1 second;
in the step S600, the positive heating contactor and the negative heating contactor are connected to a ptc heating film in the battery box, and the BMS drives the negative total contactor, the positive heating contactor and the negative heating contactor to be closed, so that the heating film is connected to high voltage to work;
the heating power of the ptc heating film is 1500-2000W, and the heating rate is 15-25 ℃/h.
2. The pure electric vehicle battery remote preheating method according to claim 1, characterized in that: in step S200, the PDU is waken up by the hard wire and then self-checks for no fault, and when receiving a contactor driving command sent by the BMS, the PDU feeds back a corresponding contactor on or off state and a fault state.
3. The pure electric vehicle battery remote preheating method according to claim 1, characterized in that: in step S500, the VCU wakes up by a hard wire and then performs self-checking without a fault, receives a DCDC standby state fault-free command sent by the PDU and a "preheating required" command fed back by the BMS, sends a "high voltage power on" command, and after receiving a "preheating in progress" feedback from the BMS, sends a DCDC enabling command to drive the DCDC positive contactor to close.
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| CN112693364B (en) * | 2020-12-28 | 2022-05-24 | 宜宾凯翼汽车有限公司 | Power battery preheating and charging heat preservation control method |
| CN115411410A (en) * | 2022-08-25 | 2022-11-29 | 中国第一汽车股份有限公司 | Power battery gun insertion heat insulation control system and method, vehicle and medium |
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