CN113829958A - Control method and device for temperature of vehicle battery pack, control equipment and automobile - Google Patents
Control method and device for temperature of vehicle battery pack, control equipment and automobile Download PDFInfo
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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
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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
- H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
- H01M10/625—Vehicles
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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
- H01M10/63—Control systems
- H01M10/633—Control systems characterised by algorithms, flow charts, software details or the like
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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
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- 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
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- 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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Abstract
The invention provides a control method, a control device, control equipment and an automobile for the temperature of a vehicle battery pack, wherein the control method comprises the following steps: determining a first trip probability of a target vehicle according to the daily driving mileage of the target vehicle in a preset period; the first trip probability is the probability that the target vehicle will travel for a long distance when currently traveling; and controlling the temperature of the battery pack according to the first trip probability and the temperature difference between the battery cells in the battery pack of the target vehicle. According to the scheme, based on the charge state of the vehicle and the driving habits of users, the battery pack heating energy consumption is reduced and the heating effectiveness is improved through the battery pack inlet temperature subsection dynamic adjustment and temperature equalization strategy.
Description
Technical Field
The invention relates to the field of automobiles, in particular to a method and a device for controlling the temperature of a vehicle battery pack, control equipment and an automobile.
Background
The electric automobile uses a battery as an energy storage system, and the battery has reduced charge-discharge rate performance and available capacity in a low-temperature environment, and also causes difficult starting. In a high-temperature environment, the service life of the battery is rapidly reduced, and after the temperature exceeds 60 ℃, the battery may be irreversibly damaged, and even a safety accident may occur, so that the temperature of the battery pack needs to be controlled.
In addition, the water inlet temperature of the battery pack of the electric vehicle is usually a fixed value at present, and if the battery pack is continuously heated at a higher temperature, the temperature difference in the battery pack is increased, and further heat loss is caused, so that heating is ineffective and even negative benefits are generated.
Disclosure of Invention
The embodiment of the invention provides a method, a device and equipment for controlling the temperature of a vehicle battery pack and an automobile, which are used for solving the problem of poor temperature control effect of the vehicle battery pack in the prior art.
In order to solve the technical problems, the invention adopts the following technical scheme:
according to an aspect of the present invention, there is provided a method of controlling a temperature of a vehicle battery pack, including:
determining a first trip probability of a target vehicle according to the daily driving mileage of the target vehicle in a preset period; the first trip probability is the probability that the target vehicle will travel for a long distance when currently traveling;
and controlling the temperature of the battery pack according to the first trip probability and the temperature difference between the battery cells in the battery pack of the target vehicle.
Optionally, the determining a first trip probability of the target vehicle according to the daily mileage of the target vehicle in a preset period includes:
and determining that the first trip probability is 0 when the driving mileage of the target vehicle per day is less than a first preset mileage in a first preset number of consecutive days in the preset period.
Optionally, the determining a first trip probability of the target vehicle according to the daily mileage of the target vehicle in a preset period includes:
determining the total long-distance driving days of the target vehicle in the preset period according to the daily driving mileage of the target vehicle in the preset period;
and calculating the first trip probability according to the total days of long-distance driving.
Optionally, the calculating the first trip probability according to the total days of long-distance travel includes:
in the preset period, when the total travel days of the target vehicle are less than or equal to a second preset number of days, determining that the first travel probability is the ratio of the total long-distance travel days to the second preset number of days;
in the preset period, when the total travel days of the target vehicle are greater than a second preset number of days, determining that the first travel probability is the ratio of the total long-distance travel days to the total travel days;
wherein the second preset number of days is greater than 0 and less than the preset period.
Optionally, the controlling the temperature of the battery pack according to the first trip probability and the temperature difference between the battery cells in the battery pack of the target vehicle includes:
when the first trip probability is greater than or equal to a preset value and the temperature difference is greater than a first threshold value, or when the first trip probability is smaller than the preset value and the temperature difference is greater than a second threshold value, controlling the temperature of the battery pack;
wherein the second threshold is greater than the first threshold.
Optionally, the controlling the temperature of the battery pack includes:
and starting a water pump to equalize the temperature of the battery pack.
Optionally, the control method further includes:
when the first trip probability is larger than or equal to a preset value, starting a water pump, carrying out temperature equalization on the temperature of the battery pack, and stopping temperature equalization after the temperature difference is smaller than a first temperature;
when the first trip probability is smaller than a preset value, starting a water pump, carrying out temperature equalization on the temperature of the battery pack, and stopping temperature equalization after the temperature difference is smaller than a second temperature;
wherein the first temperature is determined according to the first threshold and the second temperature is determined according to the second threshold.
Optionally, the controlling the temperature of the battery pack includes:
determining a target temperature according to the average speed of the target vehicle within a certain time, the current State of Charge (SOC) and the first trip probability;
heating a water inlet temperature of a battery pack of the target vehicle to the target temperature.
According to another aspect of the present invention, there is provided a control apparatus for a temperature of a vehicle battery pack, comprising:
the probability calculation module is used for determining a first trip probability of a target vehicle according to the daily driving mileage of the target vehicle in a preset period; the first trip probability is the probability that the target vehicle will travel for a long distance when currently traveling;
and the temperature control module is used for controlling the temperature of the battery pack according to the first trip probability and the temperature difference between the battery cores in the battery pack of the target vehicle.
Optionally, the probability calculation module includes:
and the first calculating submodule is used for determining that the first trip probability is 0 when the driving mileage of the target vehicle per day is smaller than a first preset mileage in a first preset number of days in the preset period.
Optionally, the probability calculation module includes:
the second calculation submodule is used for determining the total long-distance driving days of the target vehicle in the preset period according to the driving mileage of the target vehicle in the preset period every day;
and the third calculation submodule is used for calculating the first trip probability according to the total days of long-distance running.
Optionally, the temperature control module comprises:
the temperature control submodule is used for controlling the temperature of the battery pack when the first trip probability is greater than or equal to a preset value and the temperature difference is greater than a first threshold value, or when the first trip probability is smaller than the preset value and the temperature difference is greater than a second threshold value;
wherein the second threshold is greater than the first threshold.
According to another aspect of the present invention, there is provided a control apparatus comprising a memory, a processor, and a program stored on the memory and executable on the processor; the processor implements the control method as described above when executing the program.
According to another aspect of the present invention, there is provided an automobile including the control apparatus as described above.
The invention has the beneficial effects that:
according to the scheme, based on the charge state of the vehicle and the driving habits of users, the battery pack heating energy consumption is reduced and the heating effectiveness is improved through the battery pack inlet temperature subsection dynamic adjustment and temperature equalization strategy.
Drawings
FIG. 1 is a schematic diagram illustrating a method for controlling the temperature of a vehicle battery pack according to an embodiment of the invention;
fig. 2 is a schematic diagram of a control device for controlling the temperature of a vehicle battery pack according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described in detail with reference to the accompanying drawings and specific embodiments.
The invention provides a method and a device for controlling the temperature of a vehicle battery pack, control equipment and an automobile, aiming at the problem that the temperature control effect of the vehicle battery pack is poor.
As shown in fig. 1, an embodiment of the present invention provides a method for controlling a temperature of a vehicle battery pack, including:
s11: determining a first trip probability of a target vehicle according to the daily driving mileage of the target vehicle in a preset period; the first trip probability is the probability that the target vehicle will travel for a long distance when currently traveling;
s12: and controlling the temperature of the battery pack according to the first trip probability and the temperature difference between the battery cells in the battery pack of the target vehicle.
It should be noted that, the period length of the preset period is set according to a specific vehicle, and according to one embodiment of the present invention, 7 days may be set as one preset period.
Optionally, the determining a first trip probability of the target vehicle according to the daily mileage of the target vehicle in a preset period includes:
and determining that the first trip probability is 0 when the driving mileage of the target vehicle per day is less than a first preset mileage in a first preset number of consecutive days in the preset period.
It should be noted that, both the first preset number of days and the first preset mileage can be calibrated according to a specific vehicle, for example, when the preset period is 7 days, the first preset number of days can be set to 3 days, and the first preset mileage can be set to 100 km. That is, if a case where the mileage per day is less than 100km for 3 consecutive days occurs within a preset period, it is determined that the first trip probability is 0, in other words, it can be considered that the probability that the target vehicle will travel a long distance is small.
Optionally, the determining a first trip probability of the target vehicle according to the daily mileage of the target vehicle in a preset period includes:
determining the total long-distance driving days of the target vehicle in the preset period according to the daily driving mileage of the target vehicle in the preset period;
and calculating the first trip probability according to the total days of long-distance driving.
That is, the daily mileage of the target vehicle may be acquired in a preset period, and the obtained data may be used to estimate the probability that the target vehicle will travel a long distance in the future. The preset period may be a preset time period closest to the time when the evaluation result is made.
In addition, the step of determining the total days of long-distance driving of the target vehicle in the preset period according to the driving mileage of the target vehicle per day in the preset period comprises: and comparing the driving mileage of each day in the preset period with a second preset mileage, and if the driving mileage of a certain day is greater than the second preset mileage, considering that the target vehicle drives in a long distance on the day, and counting the total number of long-distance driving days. Wherein the second preset mileage can be calibrated according to a specific vehicle.
Optionally, the calculating the first trip probability according to the total days of long-distance travel includes:
in the preset period, when the total travel days of the target vehicle are less than or equal to a second preset number of days, determining that the first travel probability is the ratio of the total long-distance travel days to the second preset number of days;
in the preset period, when the total travel days of the target vehicle are greater than a second preset number of days, determining that the first travel probability is the ratio of the total long-distance travel days to the total travel days;
wherein the second preset number of days is greater than 0 and less than the preset period.
It should be noted that the second preset number of days may be calibrated according to a specific vehicle, for example, when the preset period is set to 7 days, the second preset number of days may be set to 5 days; the calculating the first trip probability according to the total days of long-distance travel comprises the following steps:
when Day is less than or equal to 5 days, PL is DayL/5;
when Day > 5 days, PL ═ DayL/Day;
wherein Day represents the total number of days of travel; PL represents the first trip probability; DayL represents the total number of days of the long distance travel.
Optionally, the controlling the temperature of the battery pack according to the first trip probability and the temperature difference between the battery cells in the battery pack of the target vehicle includes:
when the first trip probability is greater than or equal to a preset value and the temperature difference is greater than a first threshold value, or when the first trip probability is smaller than the preset value and the temperature difference is greater than a second threshold value, controlling the temperature of the battery pack;
wherein the second threshold is greater than the first threshold.
It should be noted that the preset value, the first threshold and the second threshold may all be calibrated according to a specific vehicle, for example, the preset value may be set to 60%. That is, when the first trip probability is greater than 60%, the probability that the target vehicle will travel a long distance is considered to be relatively large, and when the first trip probability is less than 60%, the probability that the target vehicle will travel a long distance is considered to be relatively small. And according to the size of the probability, different temperature control threshold values can be set and respectively controlled, so that a more reasonable temperature control effect of the battery pack is achieved.
Optionally, the controlling the temperature of the battery pack includes:
and starting a water pump to equalize the temperature of the battery pack.
Optionally, the control method further includes:
when the first trip probability is larger than or equal to a preset value, starting a water pump, carrying out temperature equalization on the temperature of the battery pack, and stopping temperature equalization after the temperature difference is smaller than a first temperature;
when the first trip probability is smaller than a preset value, starting a water pump, carrying out temperature equalization on the temperature of the battery pack, and stopping temperature equalization after the temperature difference is smaller than a second temperature;
wherein the first temperature is determined according to the first threshold and the second temperature is determined according to the second threshold.
That is, different temperature equalization conditions and corresponding temperature equalization ending conditions may be set according to the difference of the first trip probability. The first temperature may be set as a difference between a first threshold and a third temperature, and correspondingly, the second temperature may also be set as a difference between a second threshold and a third temperature, where the third temperature may be calibrated according to specific situations, such as 2 ℃.
Optionally, the controlling the temperature of the battery pack includes:
determining a target temperature according to the average speed of the target vehicle in a certain time, the current state of charge (SOC) and the first trip probability;
heating a water inlet temperature of a battery pack of the target vehicle to the target temperature.
It should be noted that, considering that the influence of the heating temperature on the capacity is determined only at the time of discharge cutoff, and the heating time is related to the vehicle speed and the user's driving mileage, it is necessary to dynamically adjust the water inlet temperature in consideration of the vehicle speed, the user's driving habits, and other factors.
The target value of the water inlet temperature (namely the target temperature) can be subjected to piecewise linear control according to the SOC so as to improve the heating effectiveness; in addition, factors such as vehicle speed and user driving habits (the user driving habits can be represented by the first trip probability) need to be comprehensively considered, and the battery temperature is ensured to be the optimal point temperature when the heating is stopped; and in the heating process, if the temperature difference occurs, the temperature of the battery pack is controlled by adjusting the temperature of the water inlet.
In more detail, according to an embodiment of the present invention, the first trip probability can be divided into two cases:
in the first case: if PL is larger than or equal to 60%, the probability that the user will drive for a long distance is considered to be larger, and the following temperature equalization strategy can be executed:
and if the temperature equalization condition is met, namely the temperature difference is greater than a first threshold value, performing temperature equalization.
First, the water pump can be started to equalize the temperature (the maximum rotation speed can be used for equalizing the temperature), and the temperature equalization is stopped until the temperature equalization exit condition is met. The temperature equalization exit condition here may be set such that the temperature difference is less than or equal to a first temperature, which may be set to a difference between a first threshold value and 2 ℃.
Secondly, on the basis of the temperature equalization of the water pump, the temperature of the water inlet of the battery pack can be adjusted, the temperature of the water inlet is heated, and the temperature equalization effect is further enhanced.
Wherein, when adjusting the water inlet temperature of the battery pack, the determination of the target temperature can be determined in stages by the following formula:
Tinput＝PL*V/28*25*0.5/SOC(50％≥SOC≥35％)；
Tinput＝PL*V/28*28*0.4/SOC(35％≥SOC≥25％)；
Tinput＝PL*45(25％＞SOC＞2％)；
where Tinput represents the target temperature; PL represents a first trip probability; v represents the average vehicle speed within a certain time (such as the average vehicle speed within the latest 10 min); the SOC represents the current state of charge of the target vehicle.
In the second case: if PL < 60%, the probability that the user will travel for a long distance is considered to be small, and the following temperature equalization strategy can be executed:
and if the temperature equalization condition is met, namely the temperature difference is greater than a second threshold value, performing temperature equalization.
First, the water pump can be started to equalize the temperature (the maximum rotation speed can be used for equalizing the temperature), and the temperature equalization is stopped until the temperature equalization exit condition is met. The temperature equalization exit condition herein may be set to a temperature difference less than or equal to a second temperature, which may be set to a difference between a second threshold value and 2 ℃.
Secondly, on the basis of the temperature equalization of the water pump, the temperature of the water inlet of the battery pack can be adjusted, the temperature of the water inlet is heated, and the temperature equalization effect is further enhanced.
Wherein, when adjusting the water inlet temperature of the battery pack, the determination of the target temperature can be determined in stages by the following formula:
Tinput＝PL*V/28*25*0.5/SOC(50％≥SOC≥30％)；
Tinput＝PL*V/28*28*0.3/SOC(30％＞SOC≥18％)；
Tinput＝PL*45(18％＞SOC＞2％)；
where Tinput represents the target temperature; PL represents a first trip probability; v represents the average vehicle speed within a certain time (such as the average vehicle speed within the latest 10 min); the SOC represents the current state of charge of the target vehicle.
It should be noted that the method for starting the water pump to equalize the temperature has a slightly slower effect than the method for adjusting the water inlet temperature of the battery pack, and a temperature equalization strategy can be set according to specific situations, and one or both of the two methods can be adopted for use in a matching manner, so as to eliminate the temperature difference, and the method for starting the water pump to equalize the temperature can be considered as a preferred method.
It should be further noted that the coefficients 25, 28, 45, 0.3, 0.5, and the like in the above formula are calibration values determined according to experimental data in the embodiment of the present invention, the numerical values are only used as an example of the embodiment of the present invention, and the values of such coefficients can be calibrated according to specific situations. Similarly, the segment of the SOC is only a segment form of a preferred embodiment of the present invention, and may be adjusted according to specific situations.
The embodiment of the invention provides a battery pack water inlet temperature subsection dynamic adjustment strategy based on SOC, user driving habits (namely user driving distance habits) and vehicle speed, the water inlet temperature can be dynamically adjusted according to the SOC, the user driving habits and the vehicle speed, and the heating rate can be changed along with the dynamic adjustment strategy; when the heating is closer to the discharge cut-off point, the temperature rise rate of the battery pack is higher, and the heating effectiveness can be improved by a dynamic adjustment mode; the sawtooth-shaped sectional adjustment of the temperature of the water inlet plays a role in temperature equalization to a certain extent, and the temperature equalization times can be reduced.
In the embodiment of the invention, based on the charge state of the vehicle and the driving habits of users, the heating energy consumption of the battery pack is reduced and the heating effectiveness is improved by the sectional dynamic adjustment and temperature equalization strategy of the water inlet temperature of the battery pack.
As shown in fig. 2, an embodiment of the present invention further provides a control apparatus for a temperature of a vehicle battery pack, including:
the probability calculation module 21 is configured to determine a first trip probability of a target vehicle according to a daily driving mileage of the target vehicle in a preset period; the first trip probability is the probability that the target vehicle will travel for a long distance when currently traveling;
and the temperature control module 22 is configured to control the temperature of the battery pack according to the first trip probability and the temperature difference between the battery cells in the battery pack of the target vehicle.
It should be noted that, the period length of the preset period is set according to a specific vehicle, and according to one embodiment of the present invention, 7 days may be set as one preset period.
Optionally, the probability calculation module 21 includes:
and the first calculating submodule is used for determining that the first trip probability is 0 when the driving mileage of the target vehicle per day is smaller than a first preset mileage in a first preset number of days in the preset period.
It should be noted that, both the first preset number of days and the first preset mileage can be calibrated according to a specific vehicle, for example, when the preset period is 7 days, the first preset number of days can be set to 3 days, and the first preset mileage can be set to 100 km. That is, in a preset period, if the driving distance per day is less than 100km in 3 consecutive days, the first trip probability is determined to be 0, that is, the probability that the target vehicle will travel for a long distance is considered to be small.
Optionally, the probability calculation module 21 includes:
the second calculation submodule is used for determining the total long-distance driving days of the target vehicle in the preset period according to the driving mileage of the target vehicle in the preset period every day;
and the third calculation submodule is used for calculating the first trip probability according to the total days of long-distance running.
That is, the daily mileage of the target vehicle may be acquired in a preset period, and the obtained data may be used to estimate the probability that the target vehicle will travel a long distance in the future. The preset period may be a preset time period closest to the time when the evaluation result is made.
In addition, the step of the second calculation submodule determining the total number of days of long-distance travel of the target vehicle in the preset period according to the mileage of the target vehicle per day in the preset period comprises: and comparing the driving mileage of each day in the preset period with a second preset mileage, and if the driving mileage of a certain day is greater than the second preset mileage, considering that the target vehicle drives in a long distance on the day, and counting the total number of long-distance driving days. Wherein the second preset mileage can be calibrated according to a specific vehicle.
Optionally, the third computing submodule comprises:
a first probability calculation unit, configured to determine that the first trip probability is a ratio of the total days of long-distance travel to a second preset number of days when the total days of trip of the target vehicle is less than or equal to the second preset number of days in the preset period;
the second probability calculation unit is configured to determine that the first trip probability is a ratio of the total days of long-distance travel to the total days of travel when the total days of travel of the target vehicle is greater than a second preset number of days in the preset period;
wherein the second preset number of days is greater than 0 and less than the preset period.
It should be noted that the second preset number of days may be calibrated according to a specific vehicle, for example, when the preset period is set to 7 days, the second preset number of days may be set to 5 days; the calculating the first trip probability according to the total days of long-distance travel comprises the following steps:
when Day is less than or equal to 5 days, PL is DayL/5;
when Day > 5 days, PL ═ DayL/Day;
wherein Day represents the total number of days of travel; PL represents the first trip probability; DayL represents the total number of days of the long distance travel.
Optionally, the temperature control module 22 comprises:
the temperature control submodule is used for controlling the temperature of the battery pack when the first trip probability is greater than or equal to a preset value and the temperature difference is greater than a first threshold value, or when the first trip probability is smaller than the preset value and the temperature difference is greater than a second threshold value;
wherein the second threshold is greater than the first threshold.
It should be noted that the preset value, the first threshold and the second threshold may all be calibrated according to a specific vehicle, for example, the preset value may be set to 60%. That is, when the first trip probability is greater than 60%, the probability that the target vehicle will travel a long distance is considered to be relatively large, and when the first trip probability is less than 60%, the probability that the target vehicle will travel a long distance is considered to be relatively small. And according to the size of the probability, different temperature control threshold values can be set and respectively controlled, so that a more reasonable temperature control effect of the battery pack is achieved.
Optionally, the temperature control sub-module comprises:
and the first temperature control unit is used for starting the water pump and carrying out temperature equalization on the temperature of the battery pack.
Optionally, the first temperature control unit further includes:
the first temperature control subunit is used for starting the water pump when the first trip probability is greater than or equal to a preset value, carrying out temperature equalization on the temperature of the battery pack, and stopping the temperature equalization when the temperature difference is less than a first temperature;
the second temperature control subunit is used for starting the water pump when the first trip probability is smaller than a preset value, carrying out temperature equalization on the temperature of the battery pack, and stopping the temperature equalization when the temperature difference is smaller than a second temperature;
wherein the first temperature is determined according to the first threshold and the second temperature is determined according to the second threshold.
That is, different temperature equalization conditions and corresponding temperature equalization ending conditions may be set according to the difference of the first trip probability. The first temperature may be set as a difference between a first threshold and a third temperature, and correspondingly, the second temperature may also be set as a difference between a second threshold and a third temperature, where the third temperature may be calibrated according to specific situations, such as 2 ℃.
Optionally, the temperature control sub-module comprises:
the second temperature control unit is used for determining a target temperature according to the average speed of the target vehicle within a certain time, the current state of charge (SOC) and the first trip probability;
a third temperature control unit for heating a water inlet temperature of a battery pack of the target vehicle to the target temperature.
It should be noted that, considering that the influence of the heating temperature on the capacity is determined only at the time of discharge cutoff, and the heating time is related to the vehicle speed and the user's driving mileage, it is necessary to dynamically adjust the water inlet temperature in consideration of the vehicle speed, the user's driving habits, and other factors.
The target value of the water inlet temperature (namely the target temperature) can be subjected to piecewise linear control according to the SOC so as to improve the heating effectiveness; in addition, factors such as vehicle speed and user driving habits (the user driving habits can be represented by the first trip probability) need to be comprehensively considered, and the battery temperature is ensured to be the optimal point temperature when the heating is stopped; and in the heating process, if the temperature difference occurs, the temperature of the battery pack is controlled by adjusting the temperature of the water inlet.
In more detail, according to an embodiment of the present invention, the first trip probability can be divided into two cases:
in the first case: if PL is larger than or equal to 60%, the probability that the user will drive for a long distance is considered to be larger, and the following temperature equalization strategy can be executed:
and if the temperature equalization condition is met, namely the temperature difference is greater than a first threshold value, performing temperature equalization.
First, the water pump can be started to equalize the temperature (the maximum rotation speed can be used for equalizing the temperature), and the temperature equalization is stopped until the temperature equalization exit condition is met. The temperature equalization exit condition here may be set such that the temperature difference is less than or equal to a first temperature, which may be set to a difference between a first threshold value and 2 ℃.
Secondly, on the basis of the temperature equalization of the water pump, the temperature of the water inlet of the battery pack can be adjusted, the temperature of the water inlet is heated, and the temperature equalization effect is further enhanced.
Wherein, when adjusting the water inlet temperature of the battery pack, the determination of the target temperature can be determined in stages by the following formula:
Tinput＝PL*V/28*25*0.5/SOC(50％≥SOC≥35％)；
Tinput＝PL*V/28*28*0.4/SOC(35％≥SOC≥25％)；
Tinput＝PL*45(25％＞SOC＞2％)；
where Tinput represents the target temperature; PL represents a first trip probability; v represents the average vehicle speed within a certain time (such as the average vehicle speed within the latest 10 min); the SOC represents the current state of charge of the target vehicle.
In the second case: if PL < 60%, the probability that the user will travel for a long distance is considered to be small, and the following temperature equalization strategy can be executed:
and if the temperature equalization condition is met, namely the temperature difference is greater than a second threshold value, performing temperature equalization.
First, the water pump can be started to equalize the temperature (the maximum rotation speed can be used for equalizing the temperature), and the temperature equalization is stopped until the temperature equalization exit condition is met. The temperature equalization exit condition herein may be set to a temperature difference less than or equal to a second temperature, which may be set to a difference between a second threshold value and 2 ℃.
Secondly, on the basis of the temperature equalization of the water pump, the temperature of the water inlet of the battery pack can be adjusted, the temperature of the water inlet is heated, and the temperature equalization effect is further enhanced.
Wherein, when adjusting the water inlet temperature of the battery pack, the determination of the target temperature can be determined in stages by the following formula:
Tinput＝PL*V/28*25*0.5/SOC(50％≥SOC≥30％)；
Tinput＝PL*V/28*28*0.3/SOC(30％＞SOC≥18％)；
Tinput＝PL*45(18％＞SOC＞2％)；
where Tinput represents the target temperature; PL represents a first trip probability; v represents the average vehicle speed within a certain time (such as the average vehicle speed within the latest 10 min); the SOC represents the current state of charge of the target vehicle.
It should be noted that the method for starting the water pump to equalize the temperature has a slightly slower effect than the method for adjusting the water inlet temperature of the battery pack, and a temperature equalization strategy can be set according to specific situations, and one or both of the two methods can be adopted for use in a matching manner, so as to eliminate the temperature difference, and the method for starting the water pump to equalize the temperature can be considered as a preferred method.
It should be further noted that the coefficients 25, 28, 45, 0.3, 0.5, and the like in the above formula are calibration values determined according to experimental data in the embodiment of the present invention, the numerical values are only used as an example of the embodiment of the present invention, and the values of such coefficients can be calibrated according to specific situations. Similarly, the segment of the SOC is only a segment form of a preferred embodiment of the present invention, and may be adjusted according to specific situations.
The embodiment of the invention provides a battery pack water inlet temperature subsection dynamic adjustment strategy based on SOC, user driving habits (namely user driving distance habits) and vehicle speed, the water inlet temperature can be dynamically adjusted according to the SOC, the user driving habits and the vehicle speed, and the heating rate can be changed along with the dynamic adjustment strategy; when the heating is closer to the discharge cut-off point, the temperature rise rate of the battery pack is higher, and the heating effectiveness can be improved by a dynamic adjustment mode; the sawtooth-shaped sectional adjustment of the temperature of the water inlet plays a role in temperature equalization to a certain extent, and the temperature equalization times can be reduced.
In the embodiment of the invention, based on the charge state of the vehicle and the driving habits of users, the heating energy consumption of the battery pack is reduced and the heating effectiveness is improved by the sectional dynamic adjustment and temperature equalization strategy of the water inlet temperature of the battery pack.
The embodiment of the invention also provides control equipment, which comprises a memory, a processor and a program which is stored on the memory and can be operated on the processor; the processor implements the control method as described above when executing the program.
The embodiment of the invention also provides an automobile which comprises the control device.
While the preferred embodiments of the present invention have been described, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention as defined in the following claims.
Claims (14)
1. A method of controlling a temperature of a vehicle battery pack, comprising:
determining a first trip probability of a target vehicle according to the daily driving mileage of the target vehicle in a preset period; the first trip probability is the probability that the target vehicle will travel for a long distance when currently traveling;
and controlling the temperature of the battery pack according to the first trip probability and the temperature difference between the battery cells in the battery pack of the target vehicle.
2. The control method according to claim 1, wherein the determining the first trip probability of the target vehicle according to the mileage of the target vehicle per day in a preset period comprises:
and determining that the first trip probability is 0 when the driving mileage of the target vehicle per day is less than a first preset mileage in a first preset number of consecutive days in the preset period.
3. The control method according to claim 1, wherein the determining the first trip probability of the target vehicle according to the mileage of the target vehicle per day in a preset period comprises:
determining the total long-distance driving days of the target vehicle in the preset period according to the daily driving mileage of the target vehicle in the preset period;
and calculating the first trip probability according to the total days of long-distance driving.
4. The control method according to claim 3, wherein the calculating the first travel probability according to the total days of long-distance travel comprises:
in the preset period, when the total travel days of the target vehicle are less than or equal to a second preset number of days, determining that the first travel probability is the ratio of the total long-distance travel days to the second preset number of days;
in the preset period, when the total travel days of the target vehicle are greater than a second preset number of days, determining that the first travel probability is the ratio of the total long-distance travel days to the total travel days;
wherein the second preset number of days is greater than 0 and less than the preset period.
5. The control method according to claim 1, wherein the controlling the temperature of the battery pack according to the first trip probability and the temperature difference between the battery cells in the battery pack of the target vehicle includes:
when the first trip probability is greater than or equal to a preset value and the temperature difference is greater than a first threshold value, or when the first trip probability is smaller than the preset value and the temperature difference is greater than a second threshold value, controlling the temperature of the battery pack;
wherein the second threshold is greater than the first threshold.
6. The control method according to claim 5, wherein the controlling of the temperature of the battery pack includes:
and starting a water pump to equalize the temperature of the battery pack.
7. The control method according to claim 6, characterized by further comprising:
when the first trip probability is larger than or equal to a preset value, starting a water pump, carrying out temperature equalization on the temperature of the battery pack, and stopping temperature equalization after the temperature difference is smaller than a first temperature;
when the first trip probability is smaller than a preset value, starting a water pump, carrying out temperature equalization on the temperature of the battery pack, and stopping temperature equalization after the temperature difference is smaller than a second temperature;
wherein the first temperature is determined according to the first threshold and the second temperature is determined according to the second threshold.
8. The control method according to claim 5, wherein the controlling of the temperature of the battery pack includes:
determining a target temperature according to the average speed of the target vehicle in a certain time, the current state of charge (SOC) and the first trip probability;
heating a water inlet temperature of a battery pack of the target vehicle to the target temperature.
9. A control device for a vehicle battery pack temperature, characterized by comprising:
the probability calculation module is used for determining a first trip probability of a target vehicle according to the daily driving mileage of the target vehicle in a preset period; the first trip probability is the probability that the target vehicle will travel for a long distance when currently traveling;
and the temperature control module is used for controlling the temperature of the battery pack according to the first trip probability and the temperature difference between the battery cores in the battery pack of the target vehicle.
10. The control apparatus of claim 9, wherein the probability calculation module comprises:
and the first calculating submodule is used for determining that the first trip probability is 0 when the driving mileage of the target vehicle per day is smaller than a first preset mileage in a first preset number of days in the preset period.
11. The control apparatus of claim 9, wherein the probability calculation module comprises:
the second calculation submodule is used for determining the total long-distance driving days of the target vehicle in the preset period according to the driving mileage of the target vehicle in the preset period every day;
and the third calculation submodule is used for calculating the first trip probability according to the total days of long-distance running.
12. The control device of claim 9, wherein the temperature control module comprises:
the temperature control submodule is used for controlling the temperature of the battery pack when the first trip probability is greater than or equal to a preset value and the temperature difference is greater than a first threshold value, or when the first trip probability is smaller than the preset value and the temperature difference is greater than a second threshold value;
wherein the second threshold is greater than the first threshold.
13. A control device comprising a memory, a processor, and a program stored on the memory and executable on the processor; characterized in that the processor implements the control method according to any one of claims 1 to 8 when executing the program.
14. A motor vehicle, characterized by comprising a control device according to any one of claims 9 to 12.
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| CN115377554A (en) * | 2022-04-24 | 2022-11-22 | 宁德时代新能源科技股份有限公司 | Electric device, heating control method and device thereof, and medium |
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