CN114103732A - Charging and heating method and system for power battery of electric vehicle - Google Patents
Charging and heating method and system for power battery of electric vehicle Download PDFInfo
- Publication number
- CN114103732A CN114103732A CN202111544373.1A CN202111544373A CN114103732A CN 114103732 A CN114103732 A CN 114103732A CN 202111544373 A CN202111544373 A CN 202111544373A CN 114103732 A CN114103732 A CN 114103732A
- Authority
- CN
- China
- Prior art keywords
- power
- charging
- battery
- heating
- power battery
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000010438 heat treatment Methods 0.000 title claims abstract description 106
- 238000000034 method Methods 0.000 title claims abstract description 45
- 230000008569 process Effects 0.000 abstract description 17
- 238000013468 resource allocation Methods 0.000 abstract description 3
- 238000007726 management method Methods 0.000 description 12
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 6
- 238000001816 cooling Methods 0.000 description 5
- 238000012986 modification Methods 0.000 description 5
- 230000004048 modification Effects 0.000 description 5
- 230000006978 adaptation Effects 0.000 description 4
- 230000006872 improvement Effects 0.000 description 4
- 230000008859 change Effects 0.000 description 3
- 239000000110 cooling liquid Substances 0.000 description 3
- 238000013461 design Methods 0.000 description 3
- 239000007788 liquid Substances 0.000 description 3
- 230000000644 propagated effect Effects 0.000 description 3
- 238000013459 approach Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000005265 energy consumption Methods 0.000 description 2
- 230000003287 optical effect Effects 0.000 description 2
- 230000002035 prolonged effect Effects 0.000 description 2
- 230000002441 reversible effect Effects 0.000 description 2
- 238000003491 array Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000004590 computer program Methods 0.000 description 1
- 239000004020 conductor Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000011156 evaluation Methods 0.000 description 1
- 239000000835 fiber Substances 0.000 description 1
- 230000014509 gene expression Effects 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 239000003607 modifier Substances 0.000 description 1
- 238000005457 optimization Methods 0.000 description 1
- 238000004321 preservation Methods 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
Images
Classifications
-
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
-
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K2001/008—Arrangement or mounting of electrical propulsion units with means for heating the electrical propulsion units
-
- 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
Abstract
The invention provides a charging and heating method and a charging and heating system for a power battery of an electric vehicle, wherein the method comprises the following steps: acquiring the temperature and the battery charge state of the power battery in real time; determining the charging power of the power battery according to the surplus available power; under the condition that the maximum allowable charging power of the power battery is selected, obtaining the set power of the battery heater according to the surplus charging power and the maximum achievable power of the battery heater; determining whether to heat the power battery or not according to the heating demand condition and the heating priority of the power battery; when heating to 100% of the battery state of charge, stopping charging. The invention effectively plays a role in heating and insulating the battery in the charging process, does not occupy the charging power to heat, preferentially ensures the charging efficiency of the battery when the charging power can not meet the requirement of the battery, and can achieve the purposes of improving the charging rate and saving the resource allocation.
Description
Technical Field
The invention mainly relates to the field of charging of power batteries of electric vehicles, in particular to a charging and heating method and a charging and heating system for the power batteries of the electric vehicles.
Background
The charging power required by a battery at different temperatures and at different states of Charge (State of Charge, hereinafter referred to as SOC, also called remaining capacity, which represents the ratio of the remaining dischargeable capacity to the capacity at its fully charged State, usually expressed as a percentage, after the battery has been used for a certain period of time or left unused for a long time) is different. When the temperature of the battery is lower, the current which can be received by the battery is lower, and the charging speed is correspondingly reduced. In order to achieve a better charging environment, the battery needs to heat itself to increase the demand capacity. At present, a mainstream battery is heated by a liquid thermal system, the liquid thermal system heats cooling liquid by a power battery heater so as to rapidly improve the temperature of the cooling liquid, and the high-temperature cooling liquid transfers heat to a battery through a water cooling plate and a heat conducting material so as to improve the temperature of the battery. The energy of the power battery heater in the charging process is derived from the charging pile.
And charging the new energy vehicle at different temperatures, and inquiring corresponding charging power according to the current SOC and the temperature value to obtain the charging current allowed to be accepted by the current power battery. The power of direct current charging stake output under general condition can satisfy the charging power of corresponding battery demand, but because the low temperature charging performance of each brand battery is different in the market, and the direct current charging stake product of different brands is different, and partial charging stake can appear one and fill the condition of two cars even, consequently can appear the charging power of output than lower, is close even can't reach the demand of battery. Especially, in the early charging pile, the charging capacity is weak, the output charging current is low, and the requirement of the battery cannot be met. The alternating-current charging stake is then because the power limit value of filling electric pile is less, can't satisfy the maximum demand of charging of battery almost.
For most heating strategies, an optimum temperature of a battery is generally set, and energy consumption in the process and the maximum capacity which can be provided by a charging pile are ignored, so that more energy is still separated for heating the battery when the output power of the charging pile cannot be matched with the requested power of the battery, and the maximum charging power allowed by a mainstream alternating current charging pile in the current market is close to the consumed power of a battery heater, so that when the heating strategy in the current charging process is adopted for charging in a cold region, on one hand, the input power for actual charging is small, the SOC rises slowly, the charging speed is low, the time is prolonged, and the possibility of complaints exists in users; on the other hand, energy that heats the battery to a higher temperature while failing to meet the battery demand value, as in an ac charging process, is wasted.
Disclosure of Invention
It is to be understood that both the foregoing general description and the following detailed description of the present disclosure are exemplary and explanatory and are intended to provide further explanation of the disclosure.
In view of the above situation, the present invention aims to provide a method for optimizing a battery heating strategy based on the charging capabilities of a battery and a charging pile, wherein the maximum charging power allowed by the battery and the output power of the charging pile under corresponding SOC and temperature conditions are compared, and the lower value of the maximum charging power allowed by the battery and the output power of the charging pile is taken as the battery tributary or the alternating current charging power. The heating target temperature of the battery is set, the energy consumption optimization configuration of the whole vehicle is reduced, the charging rate of the battery is improved, and the charging time is reduced.
In order to achieve the purpose, the technical scheme adopted by the invention is based on a charging process temperature control approach of the current battery thermal management system of the electric automobile, and the BMS module enables the battery thermal management system to be automatically switched to a battery heating mode according to temperature parameters acquired in real time and preset conditions. The temperature of the battery core in the battery pack is increased.
The battery thermal management system comprises a water cooling plate, a connecting pipeline, a water inlet and outlet temperature sensor, a power battery heater, a circulating water pump, two three-way valves, a BMS module thermal management control module, a charging pile or a charging wire, a vehicle-mounted charging module and a vehicle control unit, wherein the water cooling plate is installed on a battery pack. The liquid cooling plate is positioned below the battery module, and the battery heater is connected with the inlet and the outlet of the battery water cooling plate through a connecting pipeline. The battery heater is switched on and off by the battery BMS module heat management control module, and 0-100% stepless power switching can be realized.
In order to solve the technical problem, the invention provides a charging and heating method for a power battery of an electric vehicle, which is characterized by comprising the following steps:
s1, acquiring the temperature and the battery charge state of the power battery in real time;
s2, determining the charging power of the power battery according to the surplus available power;
s3, under the condition that the maximum charging power allowed by the power battery is selected, the set power of the battery heater is obtained according to the charging surplus power and the maximum achievable power of the battery heater;
s4, determining whether to heat the power battery according to the heating demand condition and the heating priority of the power battery;
and S5, stopping charging when the battery is heated to reach 100% of the charge state.
Preferably, the invention further provides a charging and heating method for the power battery of the electric vehicle, which is characterized in that,
in the step S2, the surplus available power for charging is a difference between a maximum output power of the charging pile and a maximum allowable charging power of the power battery;
when the maximum output power of the charging pile is larger than the maximum allowable charging power of the power battery, the charging power of the power battery is charged according to the maximum allowable charging power of the power battery;
and when the maximum output power of the charging pile is smaller than the maximum allowable charging power of the power battery, the charging power of the power battery is charged according to the maximum output power of the charging pile.
Preferably, the invention further provides a charging and heating method for the power battery of the electric vehicle, which is characterized in that,
in step S3, when the surplus available power for charging is greater than the maximum achievable power of the battery heater, the set power of the battery heater is determined as the maximum achievable power of the battery heater;
and when the charging surplus available power is smaller than the maximum achievable power of the battery heater, the set power of the battery heater is confirmed as the charging surplus available power.
Preferably, the invention further provides a charging and heating method for the power battery of the electric vehicle, which is characterized in that,
the step S4 further includes:
and when the temperature of the power battery is lower than a heating starting threshold value, the battery heater is started, and when the temperature of the power battery reaches a heating closing threshold value, the battery heater is closed.
Preferably, the invention further provides a charging and heating method for the power battery of the electric vehicle, which is characterized in that,
the heating method is applicable to either of alternating current and direct current charging.
Preferably, the invention further provides a charging and heating method for the power battery of the electric vehicle, which is characterized in that,
the heating-on threshold and the heating-off threshold under the alternating-current charging are not higher than the heating-on threshold and the heating-off threshold under the direct-current charging.
The invention also provides a charging and heating system for the power battery of the electric vehicle, which is characterized by comprising the following components:
the power battery thermal management control module acquires the temperature and the charge state of the power battery in real time;
the vehicle control unit is coupled with the power battery thermal management control module, determines the charging power of the power battery, and sends a heating switch control instruction to the power battery according to the real-time temperature, the heating starting threshold and the heating closing threshold of the power battery;
and the battery heater is coupled with the power battery thermal management control module and used for receiving the heating switch control instruction sent by the vehicle controller through the power battery thermal management control module.
Preferably, the invention further provides a charging and heating system for the power battery of the electric vehicle, which is characterized in that,
when the maximum output power of the charging pile is larger than the maximum allowable charging power of the power battery, the vehicle control unit controls the charging power of the power battery to charge according to the maximum allowable charging power of the power battery;
when the maximum output power of the charging pile is smaller than the maximum allowable charging power of the power battery, the vehicle control unit controls the charging power of the power battery to charge according to the maximum output power of the charging pile;
and the difference between the maximum output power of the charging pile and the maximum allowable charging power of the power battery is the surplus available power for charging.
Preferably, the invention further provides a charging and heating system for the power battery of the electric vehicle, which is characterized in that,
when the surplus available charging power is larger than the maximum achievable power of the battery heater, the vehicle control unit controls the set power of the battery heater to be determined as the maximum achievable power of the battery heater;
and when the charging surplus available power is smaller than the maximum achievable power of the battery heater, the vehicle control unit controls the set power of the battery heater to confirm that the charging surplus available power is used.
Preferably, the invention further provides a charging and heating system for the power battery of the electric vehicle, which is characterized in that,
and the vehicle control unit sends a heating opening control instruction according to the condition that the heating temperature of the power battery is lower than a heating opening threshold value, and sends a heating closing control instruction when the heating temperature of the power battery reaches a heating closing threshold value.
Compared with the prior art, the invention has the following advantages:
the invention effectively plays a role in heating and insulating the battery in the charging process, does not occupy the charging power to heat, preferentially ensures the charging efficiency of the battery when the charging power can not meet the requirement of the battery, and can achieve the purposes of improving the charging rate and saving the resource allocation.
Drawings
Embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. Reference will now be made in detail to the preferred embodiments of the present disclosure, examples of which are illustrated in the accompanying drawings. Wherever possible, the same reference numbers will be used throughout the drawings to refer to the same or like parts. Further, although the terms used in the present disclosure are selected from publicly known and used terms, some of the terms mentioned in the specification of the present disclosure may be selected by the applicant at his or her discretion, the detailed meanings of which are described in relevant parts of the description herein. Furthermore, it is required that the present disclosure is understood, not simply by the actual terms used but by the meaning of each term lying within.
The above and other objects, features and advantages of the present invention will become apparent to those skilled in the art from the following detailed description of the present invention with reference to the accompanying drawings.
FIG. 1 is a flow chart of a charging and heating method for a power battery of an electric vehicle according to the present invention;
fig. 2 is a block diagram of the charging and heating system for the power battery of the electric vehicle based on the invention.
Reference numerals
10-vehicle control unit
11-battery
111-BMS module
12-Battery heater
100-electric vehicle system
200-charging pile
21-charging gun
Detailed Description
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings used in the description of the embodiments will be briefly introduced below. It is obvious that the drawings in the following description are only examples or embodiments of the application, from which the application can also be applied to other similar scenarios without inventive effort for a person skilled in the art. Unless otherwise apparent from the context, or otherwise indicated, like reference numbers in the figures refer to the same structure or operation.
As used in this application and the appended claims, the terms "a," "an," "the," and/or "the" are not intended to be inclusive in the singular, but rather are intended to be inclusive in the plural unless the context clearly dictates otherwise. In general, the terms "comprises" and "comprising" merely indicate that steps and elements are included which are explicitly identified, that the steps and elements do not form an exclusive list, and that a method or apparatus may include other steps or elements.
The relative arrangement of the components and steps, the numerical expressions, and numerical values set forth in these embodiments do not limit the scope of the present application unless specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective portions shown in the drawings are not drawn in an actual proportional relationship for the convenience of description. Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail but are intended to be part of the specification where appropriate. In all examples shown and discussed herein, any particular value should be construed as merely illustrative, and not limiting. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, further discussion thereof is not required in subsequent figures.
In the description of the present application, it is to be understood that the orientation or positional relationship indicated by the directional terms such as "front, rear, upper, lower, left, right", "lateral, vertical, horizontal" and "top, bottom", etc., are generally based on the orientation or positional relationship shown in the drawings, and are used for convenience of description and simplicity of description only, and in the case of not making a reverse description, these directional terms do not indicate and imply that the device or element being referred to must have a particular orientation or be constructed and operated in a particular orientation, and therefore, should not be considered as limiting the scope of the present application; the terms "inner and outer" refer to the inner and outer relative to the profile of the respective component itself.
Spatially relative terms, such as "above … …," "above … …," "above … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial relationship to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if a device in the figures is turned over, devices described as "above" or "on" other devices or configurations would then be oriented "below" or "under" the other devices or configurations. Thus, the exemplary term "above … …" can include both an orientation of "above … …" and "below … …". The device may be otherwise variously oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.
It should be noted that the terms "first", "second", and the like are used to define the components, and are only used for convenience of distinguishing the corresponding components, and the terms have no special meanings unless otherwise stated, and therefore, the scope of protection of the present application is not to be construed as being limited. Further, although the terms used in the present application are selected from publicly known and used terms, some of the terms mentioned in the specification of the present application may be selected by the applicant at his or her discretion, the detailed meanings of which are described in relevant parts of the description herein. Further, it is required that the present application is understood not only by the actual terms used but also by the meaning of each term lying within.
Flow charts are used herein to illustrate operations performed by systems according to embodiments of the present application. It should be understood that the preceding or following operations are not necessarily performed in the exact order in which they are performed. Rather, various steps may be processed in reverse order or simultaneously. Meanwhile, other operations are added to or removed from these processes.
Please refer to fig. 1 for a charging and heating method of a power battery of an electric vehicle according to the present invention, in combination with fig. 2 for a schematic diagram of a hardware architecture of the charging system.
It should be noted that the flow chart is suitable for the AC and DC cases, but the thresholds involved in the specific steps are different, and the following are specifically described one by one:
s1, connecting the charging gun 21 of the charging pile 200 with the electric automobile system 100, and starting the charging working condition of the electric automobile system 100;
s2, acquiring the current temperature and Battery state of charge SOC of the power Battery 11 in real time by a Battery management control module (BMS module) 111 of the new energy vehicle;
s3, the charging pile 200 acquires the output current I1 of the charging pile and converts the output current I1 into the output power P1 of the charging pile 200, the charging gun 21 is connected with the electric automobile system 100 for information interaction, and the vehicle controller 10 acquires the output power P1 of the charging pile;
s4, the BMS module 111 obtains the maximum allowable charging power P2 of the power battery by querying the battery charging power limit table according to the temperature, the temperature and the battery state of charge SOC obtained in real time in the step S2, and the BMS module 111 transmits the power P2 to the vehicle controller 10, so that the vehicle controller 10 obtains the maximum allowable charging power P2 of the power battery;
s5, after obtaining the maximum output power P1 of the charging pile and the maximum allowable charging power P2 of the power battery, the vehicle controller 10 compares the maximum output power P1 of the charging pile and the maximum allowable charging power P2 of the power battery, calculates the surplus available charging power Δ P as P1-P2, and determines whether Δ P < 0?
The maximum achievable heating power value is planned to include but not limited to 5000W, so that whether the value of delta P is between 0 and 5000 is judged.
And S6, if the P1 is smaller than the P2, namely the delta P is less than 0, the maximum output power of the charging pile is lower than the maximum allowable charging power of the power battery, and no surplus charging power exists. The vehicle controller 10 controls the charging pile output power P1 to be the battery charging power P, and proceeds to step S12;
and S7, if the P1 is larger than the P2, namely the delta P is larger than 0, the maximum output power of the charging pile is higher than the maximum allowable charging power of the power battery, and the surplus of the charging power exists. Taking the maximum allowable battery charging power P2 as the battery charging power P;
s8, when the maximum output power P1 of the charging pile is larger than the maximum allowable charging power P2 of the power battery, the set power P of the battery heater 12 is obtained according to the comparison between the surplus power delta P and the maximum achievable power P3 of the battery heater 12hTwo cases are included:
when Δ P>P3, the set power P of the battery heater 12h＝P3；
When Δ P<P3, the set power P of the battery heater 12h＝ΔP。
S9, according to the real-time acquired power battery temperature and SOC, the heating demand condition and the heating priority of the power battery 11 are judged, whether the battery heater 12 needs to work is determined, and the heating demand and the heating priority are fed back to the vehicle control unit 10, and the method specifically comprises the following steps:
determine whether the heating temperature of the power battery 11 is lower than the heating-on threshold T1? When the heating temperature of the power battery 11 is higher than the opening threshold T1, go to step S12;
the setting range of the starting threshold value should fully consider the low-temperature characteristic of the power battery and the design requirement of the current battery pack. Generally, the charging power of the power battery is severely limited at low temperature, and the threshold value needs to be set in consideration of the temperature range in which the battery pack can meet the charging of the normal unlimited power of the AC and the DC. Namely, the charging power limitation intervals of the battery in the non-heating state are inconsistent due to the inconsistency of the charging power involved in the AC and the DC. The turn-on threshold interval should therefore differ. The heating starting threshold value in the AC state is not higher than the DC starting threshold value, the AC can refer to a temperature range of-10 ℃, and the DC can refer to a temperature range of 5-20 ℃. The temperature range is only used for reference and is not strictly limited, and the specific value is adjusted according to the proportion of the ternary battery and the battery characteristics.
In a preferred embodiment, T1 is set to 3 ℃ as the dc rechargeable battery heating on threshold, which is specifically determined according to the actual cell characteristics, and when the battery temperature is higher than or equal to T3 ℃, it is determined that no heating is required.
S10, when it is determined in step S9 that the heating temperature of the power battery 11 is lower than the heating-on threshold T1, which indicates that the power battery needs to be heated, the BMS module 111 controls the battery heater 12 to be turned on, and the heating power P of the battery heater 12 is sethFor its own maximum achievable power P3, i.e. PhHeating P3;
s11, during the heating process, the BMS module 111 still obtains the temperature and the SOC of the power battery 11 in real time, and monitors whether the heating temperature of the power battery 11 reaches the heating-off threshold T2? If yes, go to step S12, if not, go to step S13;
the set range of the shutdown threshold value should also fully take into account the low-temperature characteristics of the power battery and the design requirements of the current battery pack. Besides the setting of the threshold value, the temperature interval that the battery pack can meet the charging of the AC and the DC normal unlimited power is considered, and the closing threshold value should be at least 2 ℃ higher than the opening threshold value so as to prevent the heater from being started and stopped frequently due to the problems of temperature precision and the like. Namely, the charging power limitation intervals of the battery in the non-heating state are inconsistent due to the inconsistency of the charging power involved in the AC and the DC. The shutdown threshold interval should therefore differ. The heating starting threshold value in the AC state is not higher than the DC starting threshold value, the AC can refer to a temperature range of-5-15 ℃, and the DC can refer to a temperature range of 10-25 ℃. The temperature range is only used for reference and is not strictly limited, and the specific value is adjusted according to the proportion of the ternary battery and the battery characteristics.
In a preferred embodiment, the programmed heating shutdown threshold T2 is 2 ℃, which needs to be confirmed according to actual cell characteristics.
S12, the BMS module 111 sends the updated no-heat-requirement requirements and priorities to the hybrid vehicle controller 10 andthe synchronous control turns off the battery heater 10 to make the battery heater 12 in a standby state, i.e. P h＝0；
S13, if the heating-off threshold T2 is not reached as a result of the determination in the step S11, the BMS module 111 keeps the current status and continues to instruct the battery heater 12 to operate at PhHeating is performed for the heating power until a heating off threshold T2 is reached.
S14, the BMS module 111 acquires the SOC of the power battery 11 in real time and determines whether the SOC reaches 100%, i.e., whether the charging process is completed? If so, the process proceeds to step S15, otherwise, the process proceeds to step S2, and the above-described flow is repeated.
And S15, completing the AC/DC charging process, pulling out the charging gun 21, and disconnecting the electric automobile system 100 from the charging pile 200.
For example, the charging power limit table related to step S4 is as follows:
| T/
|
0 | 2 | 10 | 15 | 20 | 25 | 30 | 35 | 40 | 45 | 50 | 55 | 60 | 65 | 70 | 75 | 80 | 85 | 90 | 95 | |
| -30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| -25 | 14117 .76 | 14619 .52 | 15418 .24 | 14117 .76 | 13009 .72 | 12410 .68 | 11709 .24 | 10391 .48 | 9690. 04 | 8189. 88 | 7590. 84 | 7693. 24 | 7374. 92 | 7182. 48 | 7259. 76 | 7081. 44 | 5381. 6 | 3881. 44 | 2980. 32 | 1782 .24 | 0 |
| -20 | 21521 .28 | 22017 .92 | 23118 .72 | 20620 .16 | 19609 .4 | 19010 .36 | 17709 .88 | 15793 .08 | 14390 .2 | 12690 .36 | 11789 .24 | 11789 .24 | 11173 .96 | 10582 .16 | 10459 .76 | 9078. 24 | 6180. 32 | 4480. 48 | 3482. 08 | 2079 .2 | 0 |
| -15 | 28720 | 29319 .04 | 30619 .52 | 27020 .16 | 26111 .8 | 25610 .04 | 23510 .84 | 21189 .56 | 18993 .08 | 17093 .56 | 15992 .76 | 15793 .08 | 14973 | 13884 .56 | 13562 .48 | 10977 .76 | 7178. 72 | 5279. 2 | 4178. 4 | 2580 .96 | 0 |
| -10 | 35519 .36 | 36220 .8 | 37720 .96 | 33118 .08 | 32209 .72 | 31810 .36 | 29112 .12 | 26391 .48 | 23493 .56 | 21389 .24 | 19991 .48 | 19592 .12 | 18674 .76 | 17084 .56 | 16660 .08 | 13880 .8 | 8678. 88 | 6380 | 5079. 52 | 3180 | 0 |
| -5 | 58421 .12 | 59419 .52 | 61820 .8 | 53920 .64 | 51409 .72 | 50109 .24 | 46013 .24 | 41792 .44 | 36493 .24 | 32090 .04 | 28593 .08 | 27891 .64 | 25970 .76 | 23684 .24 | 23761 .52 | 18580 .96 | 11679 .2 | 8581. 6 | 6779. 36 | 4378 .08 | 0 |
| 0 | 80918 4 | 82418 56 | 85521 28 | 74518 4 | 70312 76 | 68111 16 | 62509 88 | 56988 6 | 49390 52 | 42790 84 | 36989 88 | 36088 76 | 33174 6 | 30181 52 | 30760 56 | 27878 88 | 17981 92 | 13179 36 | 10378 72 | 6779 36 | 0 |
| 5 | 97722 24 | 99422 08 | 10322 11 | 90221 44 | 86911 8 | 81013 56 | 72411 96 | 64591 8 | 56691 64 | 50091 96 | 45192 12 | 43190 2 | 40772 68 | 35880 08 | 35363 44 | 34079 2 | 23578 08 | 17377 76 | 13681 12 | 8980 96 | 0 |
| 10 | 11401 92 | 11591 87 | 12041 92 | 10541 76 | 10331 12 | 93608 76 | 82011 96 | 71990 2 | 63793 08 | 57290 68 | 53189 56 | 50291 64 | 48370 76 | 41583 76 | 39863 92 | 38579 68 | 34278 88 | 25180 64 | 19779 04 | 1308 208 | 0 |
| 15 | 11761 86 | 11951 81 | 12421 82 | 11172 03 | 10730 99 | 10311 15 | 92410 68 | 81692 6 | 72691 64 | 63188 92 | 59891 64 | 58591 16 | 54473 8 | 47784 08 | 46862 96 | 45681 12 | 38979 04 | 28677 6 | 22380 | 1487 92 | 0 |
| 20 | 11672 2.6 | 11871 9.4 | 12341 9.5 | 11942 0.8 | 11291 1.2 | 10951 1.5 | 10580 9.7 | 10049 3.2 | 88491 .96 | 76593 .08 | 70392 .76 | 70792 .12 | 66070 .6 | 57880 .72 | 56360 .56 | 54482 .4 | 45082 .08 | 30280 .16 | 25779 .68 | 1728 0.48 | 0 |
| 23 | 11622 0.8 | 11821 7.6 | 12291 7.8 | 12491 9.7 | 12441 0.7 | 12350 9.6 | 11941 3.6 | 11599 1.5 | 10769 2 | 96289 .72 | 90488 .76 | 82793 .4 | 79572 .04 | 67782 .8 | 65863 .28 | 63181 .28 | 49782 .24 | 30280 .16 | 28380 .64 | 1907 7.6 | 0 |
| 30 | 11522 2.4 | 11732 1.6 | 12211 9 | 12421 8.2 | 12441 0.7 | 12441 0.7 | 12441 0.7 | 12449 0.7 | 12018 9.9 | 10908 9.7 | 10369 3.2 | 90591 .16 | 88470 .6 | 74182 .8 | 71961 .2 | 68680 .16 | 60180 .96 | 30177 .76 | 30382 .56 | 2317 8.72 | 0 |
| 35 | 11461 8.2 | 11672 2.6 | 12162 2.4 | 12381 8.9 | 12441 0.7 | 12441 0.7 | 12441 0.7 | 12449 0.7 | 11979 0.5 | 10879 2.8 | 10349 3.6 | 90391 .48 | 88270 .92 | 73983 .12 | 71761 .52 | 68378 .08 | 64579 .04 | 30080 .48 | 30280 .16 | 2668 0.8 | 0 |
| 40 | 11392 1.9 | 11611 8.4 | 12121 7.9 | 12332 2.2 | 12441 0.7 | 12441 0.7 | 12441 0.7 | 12449 0.7 | 11949 3.6 | 10849 0.7 | 10319 1.5 | 90089 .4 | 88071 .24 | 73783 .44 | 71561 .84 | 68178 .4 | 64282 .08 | 29978 .08 | 30280 .16 | 3047 9.84 | 0 |
| 45 | 11342 0.2 | 11571 9 | 12072 1.3 | 12282 0.5 | 12410 8.6 | 12441 0.7 | 12441 0.7 | 12449 0.7 | 11899 1.8 | 10818 8.6 | 10288 9.4 | 89889 .72 | 87774 .28 | 73681 .04 | 71362 .16 | 67978 .72 | 64082 .4 | 29978 .08 | 30177 .76 | 3047 9.84 | 0 |
| 50 | 11302 08 | 11522 24 | 12021 95 | 12242 11 | 12361 2 | 12441 07 | 12441 07 | 12418 86 | 11859 24 | 10778 92 | 10259 24 | 89690 04 | 87574 6 | 73481 36 | 71259 76 | 67779 04 | 63980 | 29978 08 | 30177 76 | 3047 984 | 0 |
| 55 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
example 1:
step one, when the AC charging gun is inserted into a charging port of the new energy vehicle, firstly, the vehicle control unit obtains the maximum charging power of the charging pile. It is assumed here that the charging power is 7.2Kw, and that P1 is 7.2 Kw;
and step two, assuming that the temperature of the power battery is 0 ℃ and the SOC of the power battery is 20%, the battery BMS module inquires the maximum chargeable power according to a table, wherein the table lookup indicates that the maximum allowable chargeable power of the battery is 70kW, namely P2 is 70 kW. The BMS module judges that the heating requirement is a high heating requirement and has higher priority by combining the temperature of the power battery at 0 ℃. Sending the information to the vehicle control unit;
and step three, comparing the P1 with the P2 by the vehicle control unit, wherein the P1 is less than the P2, charging is finished by the P1 being 7.2kW, and the command that the heater power of the BMS module is 0 is fed back.
And step four, the whole charging process is a dynamic change process, and if the related charging power, the battery temperature, the SOC and the like change, an evaluation adjustment strategy needs to be implemented, namely the cycle is started in real time.
Example 2:
when it is determined that the DC charging gun is inserted into the charging port of the energy vehicle, the vehicle control unit first obtains the maximum charging power of the charging pile, where the charging power is assumed to be 100kW, that is, it is determined that P1 is 100 kW.
Step two: assuming that the temperature of the power battery is 0 ℃ and the SOC of the power battery is 20%, the battery BMS module thermal management control module inquires the maximum chargeable power of charging, and a table lookup shows that the maximum allowable charging power of the battery is 70kW, namely, P2 is 70 kW. The BMS module determines that the heating demand is a high heating demand, higher priority, in conjunction with a battery temperature of 0 ℃. And sending the information to the vehicle control unit.
Step three, comparing the P1 with the P2 by the vehicle control unit, and obtaining P1>P2, the vehicle control unit instructs the current battery BMS module controller to complete charging with P1 ═ 70kW, Δ P ═ 30kW, the vehicle control unit determines the feedback P assuming that the maximum achievable heating power of the battery heater is 5kWhAfter the battery BMS module controller receives this command, it will instruct the current battery heater to operate at 5kW of power.
And step four, the whole charging process is a dynamic change process, and the battery temperature and the SOC need to be monitored by the battery BMS module controller in real time. Assuming that the battery heater is turned off after a certain period of time as the temperature of the battery increases, the thermal management module of the battery BMS module controls the turn-off of the battery heater, and the power allocated to the battery heater by the vehicle controller becomes 0.
The design points of the invention are as follows: surplus power is taken as a consideration for charging heating. For example, the charging pile can provide 100kW of output power P1, the maximum allowable charging power P2 of the power battery is 90kW, the charging pile has 10kW of surplus power, the surplus power can be completely supplied to the battery heater, if the set power of the heater is more than or equal to 10kW, the 10kW balance is directly and completely provided to the heater, and if the set power of the heater is less than 10kW, the heating is carried out according to the set power of the heater. Therefore, the battery pack can be heated by the heater at full power. The occupation of charging power caused by charging with the maximum power can be effectively avoided, and the charging time is prolonged.
In addition, another heating cutoff condition is provided by a heating threshold temperature T2 during the heating process, and the heater is turned on when the battery temperature is lower than the threshold temperature and, once higher, the heating standby is stopped.
Compared with the prior art, the invention has the beneficial effects that:
according to the method, based on the output capability of the charging pile and the charging capability of the battery, the charging power corresponding to a lower value is compared with the charging power corresponding to the lower value, and the maximum charging efficiency under different temperatures and SOC is realized. Meanwhile, the surplus charging power is utilized to work the battery heater, the effect of heating and heat preservation of the battery can be effectively achieved in the charging process, meanwhile, the charging power is not occupied for heating, the charging efficiency of the battery is preferentially guaranteed when the charging power cannot meet the requirement of the battery, and the purposes of improving the charging rate and saving resource allocation can be achieved.
Having thus described the basic concept, it will be apparent to those skilled in the art that the foregoing disclosure is by way of example only, and is not intended to limit the present application. Various modifications, improvements and adaptations to the present application may occur to those skilled in the art, although not explicitly described herein. Such modifications, improvements and adaptations are proposed in the present application and thus fall within the spirit and scope of the exemplary embodiments of the present application.
Also, this application uses specific language to describe embodiments of the application. Reference throughout this specification to "one embodiment," "an embodiment," and/or "some embodiments" means that a particular feature, structure, or characteristic described in connection with at least one embodiment of the present application is included in at least one embodiment of the present application. Therefore, it is emphasized and should be appreciated that two or more references to "an embodiment" or "one embodiment" or "an alternative embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, some features, structures, or characteristics of one or more embodiments of the present application may be combined as appropriate.
Aspects of the present application may be embodied entirely in hardware, entirely in software (including firmware, resident software, micro-code, etc.) or in a combination of hardware and software. The above hardware or software may be referred to as "data block," module, "" engine, "" unit, "" component, "or" system. The processor may be one or more Application Specific Integrated Circuits (ASICs), Digital Signal Processors (DSPs), digital signal processing devices (DAPDs), Programmable Logic Devices (PLDs), Field Programmable Gate Arrays (FPGAs), processors, controllers, microcontrollers, microprocessors, or a combination thereof. Furthermore, aspects of the present application may be represented as a computer product, including computer readable program code, embodied in one or more computer readable media. For example, computer-readable media may include, but are not limited to, magnetic storage devices (e.g., hard disk, floppy disk, magnetic strips … …), optical disks (e.g., Compact Disk (CD), Digital Versatile Disk (DVD) … …), smart cards, and flash memory devices (e.g., card, stick, key drive … …).
The computer readable medium may comprise a propagated data signal with the computer program code embodied therein, for example, on a baseband or as part of a carrier wave. The propagated signal may take any of a variety of forms, including electromagnetic, optical, and the like, or any suitable combination. The computer readable medium can be any computer readable medium that can communicate, propagate, or transport the program for use by or in connection with an instruction execution system, apparatus, or device. Program code on a computer readable medium may be propagated over any suitable medium, including radio, electrical cable, fiber optic cable, radio frequency signals, or the like, or any combination of the preceding.
Having thus described the basic concept, it will be apparent to those skilled in the art that the foregoing disclosure is by way of example only, and is not intended to limit the present application. Various modifications, improvements and adaptations to the present application may occur to those skilled in the art, although not explicitly described herein. Such modifications, improvements and adaptations are proposed in the present application and thus fall within the spirit and scope of the exemplary embodiments of the present application.
Also, this application uses specific language to describe embodiments of the application. Reference throughout this specification to "one embodiment," "an embodiment," and/or "some embodiments" means that a particular feature, structure, or characteristic described in connection with at least one embodiment of the present application is included in at least one embodiment of the present application. Therefore, it is emphasized and should be appreciated that two or more references to "an embodiment" or "one embodiment" or "an alternative embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, some features, structures, or characteristics of one or more embodiments of the present application may be combined as appropriate.
Similarly, it should be noted that in the preceding description of embodiments of the application, various features are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the disclosure aiding in the understanding of one or more of the embodiments. This method of disclosure, however, is not intended to require more features than are expressly recited in the claims. Indeed, the embodiments may be characterized as having less than all of the features of a single embodiment disclosed above.
Numerals describing the number of components, attributes, etc. are used in some embodiments, it being understood that such numerals used in the description of the embodiments are modified in some instances by the use of the modifier "about", "approximately" or "substantially". Unless otherwise indicated, "about", "approximately" or "substantially" indicates that the number allows a variation of ± 20%. Accordingly, in some embodiments, the numerical parameters used in the specification and claims are approximations that may vary depending upon the desired properties of the individual embodiments. In some embodiments, the numerical parameter should take into account the specified significant digits and employ a general digit preserving approach. Notwithstanding that the numerical ranges and parameters setting forth the broad scope of the range are approximations, in the specific examples, such numerical values are set forth as precisely as possible within the scope of the application.
Although the present application has been described with reference to the present specific embodiments, it will be recognized by those skilled in the art that the foregoing embodiments are merely illustrative of the present application and that various changes and substitutions of equivalents may be made without departing from the spirit of the application, and therefore, it is intended that all changes and modifications to the above-described embodiments that come within the spirit of the application fall within the scope of the claims of the application.
Claims (10)
1. A charging and heating method for a power battery of an electric vehicle is characterized by comprising the following steps:
s1, acquiring the temperature and the battery charge state of the power battery in real time;
s2, determining the charging power of the power battery according to the surplus available power;
s3, under the condition that the maximum charging power allowed by the power battery is selected, the set power of the battery heater is obtained according to the charging surplus power and the maximum achievable power of the battery heater;
s4, determining whether to heat the power battery according to the heating demand condition and the heating priority of the power battery;
and S5, stopping charging when the battery is heated to reach 100% of the charge state.
2. The charging and heating method for the power battery of the electric vehicle according to claim 1,
in the step S2, the surplus available power for charging is a difference between a maximum output power of the charging pile and a maximum allowable charging power of the power battery;
when the maximum output power of the charging pile is larger than the maximum allowable charging power of the power battery, the charging power of the power battery is charged according to the maximum allowable charging power of the power battery;
and when the maximum output power of the charging pile is smaller than the maximum allowable charging power of the power battery, the charging power of the power battery is charged according to the maximum output power of the charging pile.
3. The charging and heating method for the power battery of the electric vehicle according to claim 2,
in step S3, when the surplus available power for charging is greater than the maximum achievable power of the battery heater, the set power of the battery heater is determined as the maximum achievable power of the battery heater;
and when the charging surplus available power is smaller than the maximum achievable power of the battery heater, the set power of the battery heater is confirmed as the charging surplus available power.
4. The charging and heating method for the power battery of the electric vehicle as set forth in claim 3, wherein the step S4 further comprises:
and when the temperature of the power battery is lower than a heating starting threshold value, the battery heater is started, and when the temperature of the power battery reaches a heating closing threshold value, the battery heater is closed.
5. The charging and heating method for the power battery of the electric vehicle according to claim 4,
the heating method is applicable to either of alternating current and direct current charging.
6. The charging and heating method for the power battery of the electric vehicle according to claim 5,
the heating-on threshold and the heating-off threshold under the alternating-current charging are not higher than the heating-on threshold and the heating-off threshold under the direct-current charging.
7. An electric vehicle power battery charging and heating system, the heating system comprising:
the power battery thermal management control module acquires the temperature and the charge state of the power battery in real time;
the vehicle control unit is coupled with the power battery thermal management control module, determines the charging power of the power battery, and sends a heating switch control instruction to the power battery according to the real-time temperature, the heating starting threshold and the heating closing threshold of the power battery;
and the battery heater is coupled with the power battery thermal management control module and used for receiving the heating switch control instruction sent by the vehicle controller through the power battery thermal management control module.
8. The charging and heating system for the power battery of the electric vehicle according to claim 7,
when the maximum output power of the charging pile is larger than the maximum allowable charging power of the power battery, the vehicle control unit controls the charging power of the power battery to charge according to the maximum allowable charging power of the power battery;
when the maximum output power of the charging pile is smaller than the maximum allowable charging power of the power battery, the vehicle control unit controls the charging power of the power battery to charge according to the maximum output power of the charging pile;
and the difference between the maximum output power of the charging pile and the maximum allowable charging power of the power battery is the surplus available power for charging.
9. The charging and heating system for the power battery of the electric vehicle according to claim 8,
when the surplus available charging power is larger than the maximum achievable power of the battery heater, the vehicle control unit controls the set power of the battery heater to be determined as the maximum achievable power of the battery heater;
and when the charging surplus available power is smaller than the maximum achievable power of the battery heater, the vehicle control unit controls the set power of the battery heater to confirm that the charging surplus available power is used.
10. The charging and heating system for the power battery of the electric vehicle according to claim 9,
and the vehicle control unit sends a heating opening control instruction according to the condition that the heating temperature of the power battery is lower than a heating opening threshold value, and sends a heating closing control instruction when the heating temperature of the power battery reaches a heating closing threshold value.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111544373.1A CN114103732B (en) | 2021-12-16 | 2021-12-16 | Charging and heating method and system for power battery of electric vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111544373.1A CN114103732B (en) | 2021-12-16 | 2021-12-16 | Charging and heating method and system for power battery of electric vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114103732A true CN114103732A (en) | 2022-03-01 |
| CN114103732B CN114103732B (en) | 2023-10-24 |
Family
ID=80365139
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111544373.1A Active CN114103732B (en) | 2021-12-16 | 2021-12-16 | Charging and heating method and system for power battery of electric vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114103732B (en) |
Citations (23)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6624615B1 (en) * | 2002-08-23 | 2003-09-23 | Hyundai Motor Company | Battery temperature management method of an electric vehicle |
| US6949841B1 (en) * | 1999-09-22 | 2005-09-27 | Peugeot Citroen Automobiles Sa | System for managing electric power in a hybrid motor vehicle |
| JP4325728B1 (en) * | 2008-05-12 | 2009-09-02 | トヨタ自動車株式会社 | Hybrid vehicle and power control method for hybrid vehicle |
| US20130057209A1 (en) * | 2011-09-02 | 2013-03-07 | Tesla Motors, Inc. | Multiport Vehicle DC Charging System with Variable Power Distribution |
| EP2571715A2 (en) * | 2010-05-19 | 2013-03-27 | Audi AG | Interaction of thermal management and charging management during external charging |
| US20150217623A1 (en) * | 2012-08-13 | 2015-08-06 | Calsonic Kansei Corporation | Thermal management system for electric vehicle and its control method |
| CN105882648A (en) * | 2016-05-09 | 2016-08-24 | 上汽大众汽车有限公司 | Hybrid power system energy management method based on fuzzy logic algorithm |
| CN106427990A (en) * | 2016-12-16 | 2017-02-22 | 上汽大众汽车有限公司 | Hybrid power system and energy management method thereof |
| US20180079318A1 (en) * | 2016-09-21 | 2018-03-22 | Hyundai Motor Company | System and method for charging battery |
| CN108357367A (en) * | 2018-01-10 | 2018-08-03 | 宁波吉利汽车研究开发有限公司 | A kind of heating of power battery and cooling control system and method |
| US20180257473A1 (en) * | 2015-08-07 | 2018-09-13 | Cummins, Inc. | Systems and methods of battery management and control for a vehicle |
| CN108773278A (en) * | 2018-04-27 | 2018-11-09 | 北京长城华冠汽车科技股份有限公司 | new energy vehicle charging method and device |
| DE102017121931A1 (en) * | 2017-09-21 | 2019-03-21 | Borgward Trademark Holdings Gmbh | Method and device for controlling the charging of an electric vehicle and an electric vehicle |
| CN109910684A (en) * | 2019-03-12 | 2019-06-21 | 中国第一汽车股份有限公司 | A kind of power battery heating system of electric vehicle and control method |
| CN109969040A (en) * | 2019-04-28 | 2019-07-05 | 广州小鹏汽车科技有限公司 | Charging heating control method and system for electric automobile power battery |
| CN110077281A (en) * | 2019-04-30 | 2019-08-02 | 浙江吉利控股集团有限公司 | A kind of charging heating method and system of plug-in hybrid electric vehicle power battery |
| US20200070675A1 (en) * | 2018-09-03 | 2020-03-05 | Hyundai Motor Company | Method for charging electric vehicles |
| CN111071106A (en) * | 2019-12-25 | 2020-04-28 | 浙江合众新能源汽车有限公司 | Low-temperature charging management system and method for electric automobile |
| JP2020096508A (en) * | 2018-11-30 | 2020-06-18 | 株式会社Ｓｕｂａｒｕ | Vehicle battery heating device |
| CN111942228A (en) * | 2020-07-28 | 2020-11-17 | 中国第一汽车股份有限公司 | Low-temperature charging control system and control method for electric automobile |
| CN112060964A (en) * | 2020-08-18 | 2020-12-11 | 金龙联合汽车工业（苏州）有限公司 | Battery heating strategy optimization method based on charging capacity of battery and charging pile |
| CN112622681A (en) * | 2019-09-24 | 2021-04-09 | 长城汽车股份有限公司 | Charging control method and device |
| CN112776660A (en) * | 2019-11-05 | 2021-05-11 | 北京新能源汽车股份有限公司 | Charging control method of electric automobile, vehicle control unit, system and electric automobile |
-
2021
- 2021-12-16 CN CN202111544373.1A patent/CN114103732B/en active Active
Patent Citations (24)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6949841B1 (en) * | 1999-09-22 | 2005-09-27 | Peugeot Citroen Automobiles Sa | System for managing electric power in a hybrid motor vehicle |
| US6624615B1 (en) * | 2002-08-23 | 2003-09-23 | Hyundai Motor Company | Battery temperature management method of an electric vehicle |
| JP4325728B1 (en) * | 2008-05-12 | 2009-09-02 | トヨタ自動車株式会社 | Hybrid vehicle and power control method for hybrid vehicle |
| US20100280698A1 (en) * | 2008-05-12 | 2010-11-04 | Toyota Jidosha Kabushiki Kaisha | Hybrid vehicle and method for controlling electric power of hybrid vehicle |
| EP2571715A2 (en) * | 2010-05-19 | 2013-03-27 | Audi AG | Interaction of thermal management and charging management during external charging |
| US20130057209A1 (en) * | 2011-09-02 | 2013-03-07 | Tesla Motors, Inc. | Multiport Vehicle DC Charging System with Variable Power Distribution |
| US20150217623A1 (en) * | 2012-08-13 | 2015-08-06 | Calsonic Kansei Corporation | Thermal management system for electric vehicle and its control method |
| US20180257473A1 (en) * | 2015-08-07 | 2018-09-13 | Cummins, Inc. | Systems and methods of battery management and control for a vehicle |
| CN105882648A (en) * | 2016-05-09 | 2016-08-24 | 上汽大众汽车有限公司 | Hybrid power system energy management method based on fuzzy logic algorithm |
| US20180079318A1 (en) * | 2016-09-21 | 2018-03-22 | Hyundai Motor Company | System and method for charging battery |
| CN106427990A (en) * | 2016-12-16 | 2017-02-22 | 上汽大众汽车有限公司 | Hybrid power system and energy management method thereof |
| DE102017121931A1 (en) * | 2017-09-21 | 2019-03-21 | Borgward Trademark Holdings Gmbh | Method and device for controlling the charging of an electric vehicle and an electric vehicle |
| CN108357367A (en) * | 2018-01-10 | 2018-08-03 | 宁波吉利汽车研究开发有限公司 | A kind of heating of power battery and cooling control system and method |
| CN108773278A (en) * | 2018-04-27 | 2018-11-09 | 北京长城华冠汽车科技股份有限公司 | new energy vehicle charging method and device |
| US20200070675A1 (en) * | 2018-09-03 | 2020-03-05 | Hyundai Motor Company | Method for charging electric vehicles |
| JP2020096508A (en) * | 2018-11-30 | 2020-06-18 | 株式会社Ｓｕｂａｒｕ | Vehicle battery heating device |
| CN109910684A (en) * | 2019-03-12 | 2019-06-21 | 中国第一汽车股份有限公司 | A kind of power battery heating system of electric vehicle and control method |
| CN109969040A (en) * | 2019-04-28 | 2019-07-05 | 广州小鹏汽车科技有限公司 | Charging heating control method and system for electric automobile power battery |
| CN110077281A (en) * | 2019-04-30 | 2019-08-02 | 浙江吉利控股集团有限公司 | A kind of charging heating method and system of plug-in hybrid electric vehicle power battery |
| CN112622681A (en) * | 2019-09-24 | 2021-04-09 | 长城汽车股份有限公司 | Charging control method and device |
| CN112776660A (en) * | 2019-11-05 | 2021-05-11 | 北京新能源汽车股份有限公司 | Charging control method of electric automobile, vehicle control unit, system and electric automobile |
| CN111071106A (en) * | 2019-12-25 | 2020-04-28 | 浙江合众新能源汽车有限公司 | Low-temperature charging management system and method for electric automobile |
| CN111942228A (en) * | 2020-07-28 | 2020-11-17 | 中国第一汽车股份有限公司 | Low-temperature charging control system and control method for electric automobile |
| CN112060964A (en) * | 2020-08-18 | 2020-12-11 | 金龙联合汽车工业（苏州）有限公司 | Battery heating strategy optimization method based on charging capacity of battery and charging pile |
Non-Patent Citations (2)
| Title |
|---|
| 束颖萍;: "日本电动车协会1988年调查研究报告摘要", 电机技术, no. 03 * |
| 阡陌;: "海格:推动"绿管家"纯电动车解决方案", 汽车与配件, no. 12 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN114103732B (en) | 2023-10-24 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN110077281B (en) | Charging and heating method and system for power battery of plug-in hybrid electric vehicle | |
| US9493088B2 (en) | Electric automobile and integrated control system thereof | |
| CN111439166B (en) | Vehicle and method for controlling a vehicle | |
| CN109585973B (en) | Power battery thermal management method and system | |
| EP3037300A2 (en) | Temperature-raising device and temperature-raising method for in-car battery | |
| US9630518B2 (en) | Dynamic grid loading using plug-in electrified vehicles | |
| US20200361332A1 (en) | Method for electrically charging an energy storage of a motor vehicle, control device, and motor vehicle | |
| KR102507816B1 (en) | Method and system for battery charge | |
| US10414289B2 (en) | Method to condition a battery on demand while off charge | |
| US11712981B2 (en) | Vehicle | |
| WO2014167914A1 (en) | Battery charging system and method | |
| JP2021040439A (en) | vehicle | |
| JP2009201170A (en) | Charge control system | |
| JP5704747B2 (en) | Charge control unit | |
| JP2018061332A (en) | On-vehicle battery charging system | |
| CN112297933A (en) | System and method for controlling power distribution from a charging source to an electric vehicle | |
| JP2019004544A (en) | Control system | |
| JP2010004627A (en) | Charging system and method for charging | |
| CN114103732A (en) | Charging and heating method and system for power battery of electric vehicle | |
| CN112216905A (en) | Storage battery temperature control system and method and vehicle with same | |
| JP2016111721A (en) | Charge control device of vehicle | |
| CN113644342A (en) | Battery system, control method and control device of battery system and vehicle | |
| CN110315986B (en) | Brake feedback control system and vehicle | |
| CN117207849B (en) | Active heating control method for electric automobile, storage medium and electronic equipment | |
| CN217672143U (en) | Integrated thermal management system of electric automobile |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |