CN111834691B - Power battery air cooling control strategy based on vehicle-mounted navigation system - Google Patents

Power battery air cooling control strategy based on vehicle-mounted navigation system Download PDF

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CN111834691B
CN111834691B CN201910321200.XA CN201910321200A CN111834691B CN 111834691 B CN111834691 B CN 111834691B CN 201910321200 A CN201910321200 A CN 201910321200A CN 111834691 B CN111834691 B CN 111834691B
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power battery
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CN111834691A (en
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赵国柱
招晓荷
高茂庆
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Nanjing Agricultural University
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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/63—Control systems
    • H01M10/633—Control systems characterised by algorithms, flow charts, software details or the like
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6561—Gases
    • H01M10/6563—Gases with forced flow, e.g. by blowers
    • 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • 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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  • Chemical Kinetics & Catalysis (AREA)
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Abstract

The invention relates to a power battery air cooling control strategy based on a vehicle-mounted navigation system, which specifically comprises the following steps: s1: the vehicle-mounted navigation system forecasts the working condition information of a future road section; s2: calculating the average speed and gradient of the future road section; s3: establishing an automobile dynamic model by using the average speed and the gradient; s4: calculating the future required power of the power battery; s5: calculating future charging and discharging current of the power battery; s6: establishing a power battery future temperature rise prediction model by combining the heat generation and heat transfer mechanism of the power battery; s7: the control system determines whether the fan is started or not according to the future temperature rise; s8: if the fan needs to be started, a dynamic programming algorithm determines the starting time and the starting wind speed of the forced fan; s9: and carrying out air cooling heat dissipation treatment on the power battery according to the fan starting time and the wind speed obtained by dynamic planning. The invention provides a generally applicable air cooling control strategy for a power battery, which can meet the heat dissipation requirement of the power battery and simultaneously reduce the energy consumption of a fan as much as possible.

Description

Power battery air cooling control strategy based on vehicle-mounted navigation system
The technical field is as follows:
the invention relates to the technical field of thermal management of power batteries of electric vehicles; in particular to a power battery air cooling control strategy based on a vehicle navigation system.
Background art:
most of power batteries of the existing new energy automobile are lithium batteries, and the performance of the lithium batteries is very easily influenced by the temperature of the batteries. Once the temperature is too high, the capacity, cycle life, etc. of the battery may be decreased, and even the vehicle may be burned and exploded. In addition, the power battery in the operation process continuously generates charge and discharge reactions to meet the requirement of automobile power, so that a large amount of heat is accumulated, and if the heat cannot be discharged in time, the temperature accumulation of the battery pack is aggravated, so that the power battery pack in the operation process must be effectively and timely radiated. Among the battery pack heat dissipation methods, air cooling heat dissipation is a common battery pack heat dissipation method for electric vehicles due to its simple structure and low cost.
The current power battery air-cooling heat dissipation control strategy mainly comprises two main categories of a fan whole-course opening type and a temperature switch type: dawn of the university of Jiangsu, et al, proposes that the fan should be turned on all the time during the discharging process, in order to solve the problem of continuous heat accumulation of the power battery during the actual running process of the vehicle. But the fan is started in the whole course and has higher energy consumption. Tao Wang et al at southern ocean science and technology have suggested that fan energy consumption can be effectively saved by turning on the fan when the temperature of the power battery pack is close to 40 ℃. However, the control strategy for forcing the working state of the fan is determined by only depending on the temperature of the power battery collected by the temperature sensor of the power battery, and the phenomenon of heat dissipation delay of the fan due to the one-sidedness of the temperature collected by the temperature sensor is easy to occur.
The invention content is as follows:
in order to solve the defects of the existing air cooling control strategy, the invention provides a power battery air cooling control strategy based on a vehicle-mounted navigation system, and a method for acquiring the average speed and gradient information of a future road section by using the information of the future road section predicted by the vehicle-mounted navigation system; an automobile dynamic model is established by utilizing the working condition information of the future road section to obtain the future required power of the power battery; a future temperature rise model of the power battery is established by combining future required power with a heat generation and heat transfer mechanism of the power battery; and determining the starting time and the wind speed of the fan on the future road section by using a dynamic programming algorithm according to the predicted future temperature rise of the power battery. The invention provides a generally applicable air cooling control strategy for the power battery based on a vehicle-mounted navigation system, and can effectively realize timely, effective and energy-saving heat dissipation of the power battery.
The technical effect to be achieved by the invention is realized by the following scheme: a power battery air cooling control strategy based on an on-vehicle navigation system comprises the following steps:
s1: after a driver selects a vehicle running path according to the vehicle-mounted navigation system, the navigation system forecasts the length of the whole path and the running time; in the running process, the navigation system predicts the length of the next road segment on which the vehicle is about to run, the predicted passing time, the traffic flow, the pavement elevation, the intersection signal lamp and the vehicle speed limit information in real time;
s2: calculating the average speed mu of the next road section as s/t by using the forecasted road section length s and the forecasted passing time t of the next road section;
calculating the gradient i of each sampling point by using the forecasted pavement elevation h and the distance d of each sampling point of the next road section i，k Is composed of
Figure GSB0000203729870000011
Wherein i i，k 、h i，k And d i，k Respectively the gradient and the road surface elevation of the kth sampling point of the ith road section and the distance between the kth sampling point and the (1) th sampling point;
s3: an automobile dynamic model is established by utilizing the average speed of the future road section and the road gradient which are obtained by calculation, and the instantaneous power demand P of the automobile driving motor under the future working condition can be obtained v Is composed of
Figure GSB0000203729870000021
Wherein m is the automobile mass, f is the rolling resistance coefficient, i is the road slope angle, CD is the air resistance coefficient, A is the windward area, v is the instantaneous speed, delta is the automobile rotating mass conversion coefficient, eta is T The mechanical transmission efficiency is achieved;
s4: obtaining the future required power of the power battery according to the future required power of the automobile
Figure GSB0000203729870000022
Wherein eta b For power cell efficiency, η m The motor efficiency;
s5: power balance P according to charging and discharging of power battery b ＝EI-I 2 r (E is the terminal voltage of the power battery, I is the future charging and discharging current of the power battery, and r is the internal resistance of the battery) calculates the future charging and discharging current of the power battery;
s6: substituting the current I in a time sampling interval of the future road section obtained in the step S5 into the heat generation rate model according to the Bernardi power battery heat generation rate model to cause the temperature rise to be
Figure GSB0000203729870000023
Wherein q is the heat generation rate calculated by the future charge and discharge current of the battery, V is the volume of the single battery, c is the specific heat capacity of the battery, and m b The mass of the single battery;
the heat transfer in the power battery air cooling system has two forms of heat conduction and heat convection, and the temperature drop caused by the heat conduction is
Figure GSB0000203729870000024
Wherein h is the convective heat transfer coefficient of forced air cooling, A b The heat convection area for air cooling heat dissipation, T (i) is the battery temperature at the ith moment, T envir Is the ambient temperature.
The prediction model of the future temperature rise of the power battery is obtained by
Figure GSB0000203729870000025
S7: the control system predicts the future temperature rise of the next section in a windless state according to the future temperature rise model of the power battery, if the predicted maximum temperature of the power battery exceeds 40 ℃, the fan is required to be started to radiate heat in the next section, otherwise, the fan is stopped;
s8: if the next section needs air cooling heat dissipation, the minimum energy consumption of the fan is taken as an optimization target, T (i) within the suitable working temperature range of the power battery is more than or equal to 273.15 and less than or equal to 313.15 is taken as a constraint condition, and the opening time and the wind speed of the fan are determined by adopting a dynamic programming algorithm:
Figure GSB0000203729870000026
wherein t is N Setting a penalty function in order to reduce the starting and stopping times of the fan as much as possible by setting P (i) as the fan power of the ith stage and setting lambda as a penalty factor to be 1.1 in order to pass through the time required by the current road section; t (i) represents the starting and stopping state of the fan in the ith stage, the fan is started, t (i) is 1, otherwise, the t (i) is 0, and the fan is started and closed once;
s9: and performing air cooling heat dissipation treatment on the power battery according to the starting time and the air speed of the fan on the future road section determined in the S8.
The invention has the following advantages:
1. compared with the conventional power battery air cooling control strategy, namely a fan whole-course opening type and temperature switch type strategy, the method creatively introduces the vehicle-mounted navigation function into the power battery air cooling control, and determines the opening time and the air speed of the fan in advance by using a dynamic programming algorithm according to the predicted future temperature rise of the power battery, so that the energy consumption of the fan is the lowest on the premise that the working temperature of the power battery meets the use requirement.
2. The power battery future temperature rise prediction model provided based on the vehicle navigation function is suitable for all air-cooled power battery thermal management systems, and other hardware facilities are not needed to be added except for establishing communication between the vehicle navigation and the power battery thermal management systems, so that the engineering practicability is high.
Drawings
The invention is further illustrated with reference to the following figures and examples.
FIG. 1 is a schematic diagram of the control strategy and logic of the present invention.
FIG. 2 is a schematic diagram of the actual conditions of the vehicle travel path.
FIG. 3 is a diagram of a forecast operating condition of the in-vehicle navigation system.
Fig. 4 is a schematic diagram of calculated future road segment charging and discharging currents.
Fig. 5 is a schematic diagram of the future temperature rise of the power battery in a no-wind state, which is obtained by a prediction model of the future temperature rise of the power battery based on an on-vehicle navigation system.
Fig. 6 is a schematic diagram of the fan turn-on timing and the wind speed obtained by the dynamic programming algorithm.
Fig. 7 is a schematic diagram of temperature rise of the power battery for air cooling by an algorithm obtained by dynamic programming.
The specific implementation mode is as follows:
the invention will be described in detail with reference to the following technical solutions and the accompanying drawings, wherein the schematic examples and the description are only used for explaining the invention, but not for limiting the invention.
FIG. 2 is a schematic diagram of the actual conditions of the vehicle travel path. In order to more intuitively display the working condition information, the invention displays the pavement elevation and the distance of each sampling point of each road section in a road slope form in fig. 2.
S1: after a driver selects a vehicle running path according to the vehicle-mounted navigation system, the navigation system forecasts the length of the whole path and the running time; in the running process, the navigation system predicts the information of the length, the predicted passing time, the traffic flow, the road elevation, the intersection signal lamp, the road speed limit and the like of the next road segment on which the vehicle is going to run in real time;
s2: according to the forecast of the vehicle-mounted navigation system on the future actual working condition (figure 2), the forecast working condition (figure 3) of the vehicle-mounted navigation system is obtained by the following algorithm: calculating the average speed of each road section according to the length and the predicted passing time of each road section predicted according to the future actual working condition, and calculating the gradient information of each sampling point in each road section according to the road surface elevation and the distance of each sampling point in each road section predicted according to the future actual working condition;
s3: according to the average speed and gradient information of the future road section forecasted by the vehicle-mounted navigation system, an automobile dynamic model is established to obtain the instantaneous power demand P of the automobile driving motor under the future working condition v Is composed of
Figure GSB0000203729870000031
S4: obtaining the future power demand of the power battery according to the future power demand of the automobile
Figure GSB0000203729870000032
S5: power balance P according to charging and discharging of power battery b ＝EI-I 2 r (E is the terminal voltage of the battery, I is the future charge-discharge current of the battery, and r is the internal resistance of the battery) to calculate the future charge-discharge current of the power battery (as shown in figure 4);
s6: substituting the current I in a time sampling interval of the future road section obtained in the step S5 into the heat generation rate model to obtain the temperature rise of the power battery in the sampling interval of
Figure GSB0000203729870000033
On the other hand, the temperature of the power battery is reduced by air cooling and heat dissipation
Figure GSB0000203729870000041
The prediction model of the future temperature rise of the power battery is obtained as->
Figure GSB0000203729870000042
S7: and the control system predicts the future temperature rise of the power battery in the next road section according to the future temperature rise model of the power battery (figure 5), and if the predicted maximum temperature of the power battery exceeds 40 ℃, the fan is started to radiate heat in the next road section, otherwise, the fan is stopped.
S8: if the power battery in the next section needs air cooling heat dissipation, the minimum energy consumption of the fan is taken as an optimization target, the power battery works in a proper temperature interval as a constraint condition, and the opening time and the wind speed of the fan are determined by adopting a dynamic programming algorithm. Fig. 6 is a schematic diagram of the start timing and the wind speed of the wind turbine obtained by the dynamic programming algorithm.
S9: and performing air cooling heat dissipation treatment on the power battery according to the fan starting time and the wind speed determined in the S8. Fig. 7 shows the temperature rise of the power battery under the air-cooling heat dissipation control.
The foregoing is considered as illustrative of the specific embodiments of the present invention, and it is understood that any modification, equivalent replacement, or improvement made without departing from the spirit or scope of the present invention is intended to be included within the scope of the present invention.

Claims (1)

1. A power battery air cooling control strategy based on an on-vehicle navigation system is characterized by comprising the following steps:
s1: after a driver selects a vehicle running path according to the vehicle-mounted navigation system, the navigation system forecasts the length of the whole path and the running time; in the running process, the navigation system predicts the length of the next road segment on which the vehicle is about to run, the predicted passing time, the traffic flow, the pavement elevation, the intersection signal lamp and the vehicle speed limit information in real time;
s2: calculating the average speed mu of the next road section to be s/t by using the predicted road section length s and the predicted passing time t of the next road section;
calculating the gradient i of each sampling point by using the forecasted pavement elevation h and the distance d of each sampling point of the next road section i，k Is composed of
Figure FSB0000203729860000011
Wherein i i，k 、h i，k And d i，k Respectively the gradient and the road surface elevation of the kth sampling point of the ith road section and the distance between the kth sampling point and the (1) th sampling point;
s3: an automobile dynamic model is established by utilizing the average speed of the future road section and the road gradient which are obtained by calculation, and the instantaneous power demand P of the automobile driving motor under the future working condition can be obtained v Is composed of
Figure FSB0000203729860000012
Wherein m is the mass of the automobile, f is the rolling resistance coefficient, i is the road slope angle, C D Is the coefficient of air resistance, A is the windward area, v is the instantaneous speed, delta is the conversion coefficient of the rotating mass of the automobile, eta T The mechanical transmission efficiency is improved;
s4: calculating the future required power P of the power battery according to the future required power of the automobile b Is composed of
Figure FSB0000203729860000013
Wherein eta is b To the efficiency of the battery, η m To the motor efficiency;
s5: calculating the future charging and discharging current of the power battery to be P according to the future required power of the power battery b ＝EI-I 2 r, wherein E is the terminal voltage of the battery, I is the future charge-discharge current of the battery, and r is the internal resistance of the battery;
s6: the power battery heat generation model adopts a Bernardi battery heat generation rate model, and the current I in a time sampling interval of a future road section obtained in the step S5 is substituted into the heat generation rate model to obtain the temperature rise of the battery in the sampling interval of the battery
Figure FSB0000203729860000014
Wherein q is the heat generation rate calculated by the future charge and discharge current of the battery, V is the volume of the battery, c is the specific heat capacity of the battery, and m b The quality of the single battery;
the heat transfer in the power battery air cooling system has two forms of heat conduction and heat convection, and the temperature drop caused by the heat conduction is
Figure FSB0000203729860000015
Wherein h is the convective heat transfer coefficient of forced air cooling, A b The convective heat transfer area for air cooling heat dissipation, T (i) is the battery temperature at the ith moment, T envir Is the outside ambient temperature;
the prediction model of the future temperature rise of the power battery is obtained by
Figure FSB0000203729860000016
S7: the control system predicts the future temperature rise of the next section in a windless state according to the future temperature rise model of the power battery, if the predicted maximum temperature of the power battery exceeds 40 ℃, the fan is required to be started to radiate heat in the next section, otherwise, the fan is stopped;
s8: if the next section needs air cooling heat dissipation, the minimum energy consumption of the fan is taken as an optimization target, T (i) within the suitable working temperature range of the power battery is more than or equal to 273.15 and less than or equal to 313.15 is taken as a constraint condition, and the opening time and the wind speed of the fan are determined by adopting a dynamic programming algorithm:
Figure FSB0000203729860000021
wherein t is N Setting a penalty function in order to reduce the starting and stopping times of the fan as much as possible by setting P (i) as the fan power of the ith stage and setting lambda as a penalty factor to be 1.1 in order to pass through the time required by the current road section; t (i) represents the starting and stopping state of the fan in the ith stage, the fan is started, t (i) is 1, otherwise, the t (i) is 0, and the fan is started and closed once every time;
s9: and performing air cooling heat dissipation treatment on the power battery according to the starting time and the air speed of the fan on the future road section determined in the S8.
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