CN114103732B - 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
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- 238000010438 heat treatment Methods 0.000 title claims abstract description 112
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- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 5
- 230000006978 adaptation Effects 0.000 description 4
- 238000001816 cooling Methods 0.000 description 4
- 239000000110 cooling liquid Substances 0.000 description 3
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- 239000007788 liquid Substances 0.000 description 3
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
-
- 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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Power Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The application provides a charging and heating method and a 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 charging surplus available power; under the condition that the maximum charging power allowed by the power battery is selected, obtaining the set power of the battery heater according to the charging surplus power and the maximum achievable power of the battery heater; determining whether to heat the power battery according to the heating demand condition and the heating priority of the power battery; when the battery state of charge reaches 100%, charging is stopped. The application effectively plays the role of heating and preserving heat of the battery in the charging process, does not occupy charging power for heating at the same time, preferentially ensures the charging efficiency of the battery when the charging power cannot meet the battery requirement, and can achieve the purposes of improving the charging rate and saving resource allocation.
Description
Technical Field
The application mainly relates to the field of charging of power batteries of electric vehicles, in particular to a charging and heating method and a system for the power batteries of the electric vehicles.
Background
The battery has different charging powers at different temperatures and battery Charge states (SOC for short, also called residual Charge, and represents the ratio of the residual dischargeable Charge after the battery is used for a period of time or is left unused for a long time to the Charge of the battery in a full Charge State, which is usually expressed as a percentage). When the battery temperature is relatively low, the current that the battery can receive is relatively low, and the charging speed is correspondingly reduced. To achieve a better charging environment, the battery needs to heat itself to increase demand capacity. At present, a main stream battery is heated by a liquid heating system, a power battery heater is adopted by the liquid heating system to heat cooling liquid so as to rapidly improve the temperature of the cooling liquid, and the high-temperature cooling liquid transfers heat to the battery through a water cooling plate and a heat conducting material so as to improve the temperature of the battery. The power battery heater energy of the charging process is derived from the charging stake.
The new energy vehicle is charged at different temperatures, and corresponding charging power is queried according to the current SOC and the temperature value to obtain the charging current which the current power battery is allowed to accept. Under the general condition, the output power of the direct current charging pile can meet the charging power required by the corresponding battery, but because the low-temperature charging performance of batteries of different brands in the market is different, direct current charging pile products of different brands are different, even part of charging piles can be subjected to one-pile-two-car charging, the output charging power is lower, and the requirements of the batteries are close to or even not met. Especially early charging pile, the charge ability is weak, and the charging current of output is lower, can't reach the demand of battery. The power limit of the charging pile is smaller, so that the maximum charging requirement of the battery can not be met.
For most heating strategies, the optimal temperature of a battery is generally set, and the energy consumption and the maximum capacity which can be provided by a charging pile in the process are ignored, so that when the output power of the charging pile cannot be matched with the battery request power, more energy is still separated to heat the battery, and the maximum charging power allowed by the main current alternating-current charging pile on the market is close to the power consumed by a battery heater, so that when the current charging process heating strategy is adopted to charge in a cold region, on one hand, the input power for actual charging is smaller, the SOC is slowly increased, the charging speed is low, the time is prolonged, and the user complains possibly; on the other hand, energy that heats the battery to a higher temperature while failing to meet the battery demand value is wasted, as in the ac charging process.
Disclosure of Invention
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory and are intended to provide further explanation of the disclosure.
Aiming at the current situation, the application aims to provide a battery heating strategy optimization method based on battery and charging pile charging capability, and the maximum charging power allowed by the battery and the charging pile energy output power under corresponding SOC and temperature conditions are compared, and the lower value of the maximum charging power and the charging pile energy output power is taken as battery tributary or alternating current charging power. And setting a battery heating target temperature, reducing the energy consumption optimization configuration of the whole vehicle, improving the battery charging rate and reducing the charging time.
In order to achieve the above purpose, the technical scheme adopted by the application is based on the charging process temperature control approach of the current electric automobile battery thermal management system, 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, a two-position three-way valve, a BMS module thermal management control module, a charging pile or a charging wire, a vehicle-mounted charging module and a vehicle controller. 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 controlled to be 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 problems, the application 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 charging surplus available power;
s3, under the condition that the maximum charging power allowed by 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;
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 charge state reaches 100% after heating.
Preferably, the application 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 charging power is the difference between the maximum output power of the charging pile and the 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 charges 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 allowable maximum charging power of the power battery, the charging power of the power battery charges according to the maximum output power of the charging pile.
Preferably, the application further provides a charging and heating method for the power battery of the electric vehicle, which is characterized in that,
in the step S3, when the charging surplus available power is greater than the maximum achievable power of the battery heater, the set power of the battery heater is determined to be 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 to be the charging surplus available power.
Preferably, the application 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 start threshold, the battery heater is started, and when the temperature of the power battery reaches a heating stop threshold, the battery heater is closed.
Preferably, the application 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 alternating current or direct current charging.
Preferably, the application 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 charge are not higher than the heating on threshold and the heating off threshold under the direct-current charge.
The application also provides a charging and heating system for the power battery of the electric vehicle, which is characterized in that the heating system comprises:
the power battery thermal management control module is used for acquiring the temperature and the state of charge of the power battery in real time;
the whole vehicle controller is coupled with the power battery thermal management control module, determines the charging power of the power battery, and sends out a heating switch control instruction for the power battery according to the real-time temperature, the heating start threshold and the heating stop threshold of the power battery;
and the battery heater is coupled with the power battery thermal management control module and receives the heating switch control instruction sent by the whole vehicle controller through the power battery thermal management control module.
Preferably, the application 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 whole vehicle controller 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 whole vehicle controller 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 charging power.
Preferably, the application further provides a charging and heating system for the power battery of the electric vehicle, which is characterized in that,
when the surplus available power of the charging is larger than the maximum achievable power of the battery heater, the whole vehicle controller controls the set power of the battery heater to be confirmed 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 whole vehicle controller controls the set power of the battery heater to confirm the charging surplus available power.
Preferably, the application further provides a charging and heating system for the power battery of the electric vehicle, which is characterized in that,
and the whole vehicle controller sends out a heating start control instruction according to the condition that the heating temperature of the power battery is lower than a heating start threshold, and sends out a heating close control instruction when the heating temperature of the power battery reaches a heating close threshold.
Compared with the prior art, the application has the following advantages:
the application effectively plays the role of heating and preserving heat of the battery in the charging process, does not occupy charging power for heating at the same time, preferentially ensures the charging efficiency of the battery when the charging power cannot meet the battery requirement, and can achieve the purposes of improving the charging rate and saving 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. Furthermore, although terms used in the present disclosure are selected from publicly known and commonly used terms, some terms mentioned in 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 application will become apparent to those skilled in the art from the following detailed description of the present application with reference to the accompanying drawings.
FIG. 1 is a flow chart of a method for charging and heating a power battery of an electric vehicle according to the present application;
fig. 2 is a block diagram of a charging and heating system for a power battery of an electric vehicle according to the present application.
Reference numerals
10-vehicle controller
11-cell
111-BMS module
12-Battery Heater
100-electric automobile 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 that are used in the description of the embodiments will be briefly described below. It is apparent that the drawings in the following description are only some examples or embodiments of the present application, and it is apparent to those of ordinary skill in the art that the present application may be applied to other similar situations according to the drawings without inventive effort. Unless otherwise apparent from the context of the language or otherwise specified, like reference numerals in the figures refer to like structures or operations.
As used in the specification and in the claims, the terms "a," "an," "the," and/or "the" are not specific to a singular, but may include a plurality, unless the context clearly dictates otherwise. In general, the terms "comprises" and "comprising" merely indicate that the steps and elements are explicitly identified, and they do not constitute an exclusive list, as other steps or elements may be included in a method or apparatus.
The relative arrangement of the components and steps, numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present application unless it is specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective parts shown in the drawings are not drawn in actual scale for convenience of description. Techniques, methods, and apparatus known to one of ordinary skill in the relevant art may not be discussed in detail, but should be considered part of the specification where appropriate. In all examples shown and discussed herein, any specific values should be construed as merely illustrative, and not a limitation. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further discussion thereof is necessary in subsequent figures.
In the description of the present application, it should be understood that the azimuth or positional relationships indicated by the azimuth terms such as "front, rear, upper, lower, left, right", "lateral, vertical, horizontal", and "top, bottom", etc., are generally based on the azimuth or positional relationships shown in the drawings, merely to facilitate description of the present application and simplify the description, and these azimuth terms do not indicate and imply that the apparatus or elements referred to must have a specific azimuth or be constructed and operated in a specific azimuth, and thus should not be construed as limiting the scope of protection of the present application; the orientation word "inner and outer" refers to inner and outer relative to the contour of the respective component itself.
Spatially relative terms, such as "above … …," "above … …," "upper surface at … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial location relative 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 in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "above" or "over" other devices or structures would then be oriented "below" or "beneath" the other devices or structures. Thus, the exemplary term "above … …" may include both orientations of "above … …" and "below … …". The device may also be positioned in other different ways (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.
In addition, the terms "first", "second", etc. are used to define the components, and are only for convenience of distinguishing the corresponding components, and the terms have no special meaning unless otherwise stated, and therefore should not be construed as limiting the scope of the present application. Furthermore, although terms used in the present application are selected from publicly known and commonly used terms, some terms mentioned in the present specification 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 application is understood, not simply by the actual terms used but by the meaning of each term lying within.
A flowchart is used in the present application to describe the operations performed by a system according to embodiments of the present application. It should be understood that the preceding or following operations are not necessarily performed in order precisely. Rather, the various steps may be processed in reverse order or simultaneously. At the same time, other operations are added to or removed from these processes.
Please refer to fig. 1, which is a schematic diagram of a hardware architecture of the charging system shown in fig. 2.
It should be noted that this flowchart is suitable for the cases of AC and DC, but the thresholds involved in the specific steps are different, and the following is specifically given one by one:
s1, a charging gun 21 of a charging pile 200 is connected with an electric automobile system 100, and the electric automobile system 100 starts a charging working condition;
s2, a new energy vehicle power battery thermal management control module (Battery Manage System, BMS module) 111 acquires the temperature of the current power battery 11 and the battery state of charge SOC in real time;
s3, the charging pile 200 acquires the output current I1 of the charging pile, 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 whole 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 inquiring a battery charging power limit value table through the temperature and the temperature obtained in real time in the step S2 and the battery state of charge SOC, and the BMS module 111 transmits the power P2 to the whole vehicle controller 10, so that the whole 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 power delta P=P1-P2 of the charging, and judges whether delta P <0 is satisfied?
The maximum achievable heating power value contemplated in the present application includes, but is not limited to, 5000W, and thus determines whether the value of Δp is between 0 and 5000.
And S6, if P1 is smaller than P2, namely delta P <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 output power P1 of the charging pile as the battery charging power P, and proceeds to step S12;
and S7, if P1 is larger than P2, namely delta P >0, the maximum output power of the charging pile is higher than the maximum allowable charging power of the power battery, and surplus charging power exists. Taking the maximum allowable battery charging power P2 as battery charging power P;
s8, under the condition that 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 of the surplus power delta P and the maximum achievable power P3 of the battery heater 12 h Two cases are included:
when DeltaP>At P3, the set power P of the battery heater 12 h ＝P3；
When DeltaP<At P3, the set power P of the battery heater 12 h ＝ΔP。
S9, according to the temperature and the SOC of the power battery obtained in real time, judging the heating requirement condition and the heating priority of the power battery 11, determining whether the battery heater 12 is required to work, and feeding back the heating requirement and the heating priority to the whole vehicle controller 10, and specifically relates to:
determining 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 turn-on threshold T1, the process proceeds to step S12;
the set range of the opening threshold should sufficiently consider the low temperature characteristics of the power battery and the design requirements of the current battery pack. In general, the power battery is severely limited in charging power at low temperature, and the threshold value needs to be set in consideration of a temperature interval in which the battery pack can meet the normal non-limiting power charging of AC and DC. That is, since the charging power of AC and DC is not uniform, the battery charging power limited section in the non-heating state is also not uniform. The on threshold interval should therefore differ. The on threshold for heating in the AC state should be no higher than the on threshold for DC, which may be referenced, for example, -10 ℃, and DC may be referenced in the temperature interval of 5-20 ℃. The temperature range is only used as a reference, not strictly limited, and specific values are adjusted according to the proportion of the ternary battery and the battery characteristics.
In a preferred embodiment, T1 is set to 3 ℃ as the heating on threshold of the dc rechargeable battery, and is specifically determined according to the actual battery cell characteristics, and when the battery temperature is higher than or equal to T3 ℃, no heating is required by default.
S10, when it is determined in step S9 that the heating temperature of the power battery 11 is lower than the heating start threshold T1, it is indicated that the power battery needs to be heated, the BMS module 111 needs to control the battery heater 12 to be started, and the heating power P of the battery heater 12 is set h For its own maximum achievable power P3, i.e. P h Heating =p3;
s11, during the heating process, the BMS module 111 still acquires the temperature and 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 in real time? If yes, go to step S12, if not, go to step S13;
the set range of the shutdown threshold should also adequately take into account the low temperature characteristics of the power cells and the design requirements of the current battery pack. In addition to the threshold setting, which requires consideration of the temperature interval in which the battery pack can meet the AC and DC normal non-limiting power charge, the off threshold should be at least 2 ℃ higher than the on threshold to prevent frequent heater start-up and shut-down due to temperature accuracy and the like. That is, since the charging power of AC and DC is not uniform, the battery charging power limited section in the non-heating state is also not uniform. The shut-down threshold interval should therefore differ. The on threshold for heating in the AC state should be no higher than the on threshold for DC, which may be referenced, for example, -5-15 ℃, and DC may be referenced in the temperature interval of 10-25 ℃. The temperature range is only used as a reference, not strictly limited, and specific values are adjusted according to the proportion of the ternary battery and the battery characteristics.
In a preferred embodiment, the heating shutdown threshold T2 is assumed to be 2 ℃, which is specifically determined based on the actual cell characteristics.
S12, the BMS module 111 sends updated heating-free demand and priority to the vehicle controller 10, and synchronously controls the battery heater 10 to be turned off to enable the battery heater 12 to be in a standby state, namely 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 maintainsThe current situation continues to instruct the battery heater 12 to operate at P h Heating is performed for the heating power until the 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 yes, go to step S15, if not, go to step S2, circulate the above-mentioned flow.
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.
The following is an example in connection with a certain power cell, and the charge power limitation involved in step S4 is shown below:
| T/ SOC | 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 | 1411 7.76 | 1461 9.52 | 1541 8.24 | 1411 7.76 | 1300 9.72 | 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 | 2152 1.28 | 2201 7.92 | 2311 8.72 | 2062 0.16 | 1960 9.4 | 19010 .36 | 17709 .88 | 15793 .08 | 14390 .2 | 12690 .36 | 11789 .24 | 11789 .24 | 1117 3.96 | 10582 .16 | 10459 .76 | 9078. 24 | 6180 .32 | 4480. 48 | 3482. 08 | 2079. 2 | 0 |
| -15 | 2872 0 | 2931 9.04 | 3061 9.52 | 2702 0.16 | 2611 1.8 | 25610 .04 | 23510 .84 | 21189 .56 | 18993 .08 | 17093 .56 | 15992 .76 | 15793 .08 | 1497 3 | 13884 .56 | 13562 .48 | 10977 .76 | 7178 .72 | 5279. 2 | 4178. 4 | 2580. 96 | 0 |
| -10 | 3551 9.36 | 3622 0.8 | 3772 0.96 | 3311 8.08 | 3220 9.72 | 31810 .36 | 29112 .12 | 26391 .48 | 23493 .56 | 21389 .24 | 19991 .48 | 19592 .12 | 1867 4.76 | 17084 .56 | 16660 .08 | 13880 .8 | 8678 .88 | 6380 | 5079. 52 | 3180 | 0 |
| -5 | 5842 1.12 | 5941 9.52 | 6182 0.8 | 5392 0.64 | 5140 9.72 | 50109 .24 | 46013 .24 | 41792 .44 | 36493 .24 | 32090 .04 | 28593 .08 | 27891 .64 | 2597 0.76 | 23684 .24 | 23761 .52 | 18580 .96 | 1167 9.2 | 8581. 6 | 6779. 36 | 4378. 08 | 0 |
| 0 | 8091 84 | 8241 856 | 8552 128 | 7451 84 | 7031 276 | 68111 16 | 62509 88 | 56988 6 | 49390 52 | 42790 84 | 36989 88 | 36088 76 | 3317 46 | 30181 52 | 30760 56 | 27878 88 | 1798 192 | 13179 36 | 10378 72 | 67793 6 | 0 |
| 5 | 9772 224 | 9942 208 | 1032 211 | 9022 144 | 8691 18 | 81013 56 | 72411 96 | 64591 8 | 56691 64 | 50091 96 | 45192 12 | 43190 2 | 4077 268 | 35880 08 | 35363 44 | 34079 2 | 2357 808 | 17377 76 | 13681 12 | 89809 6 | 0 |
| 10 | 1140 192 | 1159 187 | 1204 192 | 1054 176 | 1033 112 | 93608 76 | 82011 96 | 71990 2 | 63793 08 | 57290 68 | 53189 56 | 50291 64 | 4837 076 | 41583 76 | 39863 92 | 38579 68 | 3427 888 | 25180 64 | 19779 04 | 13082 08 | 0 |
| 15 | 1176 186 | 1195 181 | 1242 182 | 1117 203 | 1073 099 | 10311 15 | 92410 68 | 81692 6 | 72691 64 | 63188 92 | 59891 64 | 58591 16 | 5447 38 | 47784 08 | 46862 96 | 45681 12 | 3897 904 | 28677 6 | 22380 | 14879 2 | 0 |
| 20 | 1167 22.6 | 1187 19.4 | 1234 19.5 | 1194 20.8 | 1129 11.2 | 10951 1.5 | 10580 9.7 | 10049 3.2 | 88491 .96 | 76593 .08 | 70392 .76 | 70792 .12 | 6607 0.6 | 57880 .72 | 56360 .56 | 54482 .4 | 4508 2.08 | 30280 .16 | 25779 .68 | 17280 .48 | 0 |
| 23 | 1162 20.8 | 1182 17.6 | 1229 17.8 | 1249 19.7 | 1244 10.7 | 12350 9.6 | 11941 3.6 | 11599 1.5 | 10769 2 | 96289 .72 | 90488 .76 | 82793 .4 | 7957 2.04 | 67782 .8 | 65863 .28 | 63181 .28 | 4978 2.24 | 30280 .16 | 28380 .64 | 19077 .6 | 0 |
| 30 | 1152 22.4 | 1173 21.6 | 1221 19 | 1242 18.2 | 1244 10.7 | 12441 0.7 | 12441 0.7 | 12449 0.7 | 12018 9.9 | 10908 9.7 | 10369 3.2 | 90591 .16 | 8847 0.6 | 74182 .8 | 71961 .2 | 68680 .16 | 6018 0.96 | 30177 .76 | 30382 .56 | 23178 .72 | 0 |
| 35 | 1146 18.2 | 1167 22.6 | 1216 22.4 | 1238 18.9 | 1244 10.7 | 12441 0.7 | 12441 0.7 | 12449 0.7 | 11979 0.5 | 10879 2.8 | 10349 3.6 | 90391 .48 | 8827 0.92 | 73983 .12 | 71761 .52 | 68378 .08 | 6457 9.04 | 30080 .48 | 30280 .16 | 26680 .8 | 0 |
| 40 | 1139 21.9 | 1161 18.4 | 1212 17.9 | 1233 22.2 | 1244 10.7 | 12441 0.7 | 12441 0.7 | 12449 0.7 | 11949 3.6 | 10849 0.7 | 10319 1.5 | 90089 .4 | 8807 1.24 | 73783 .44 | 71561 .84 | 68178 .4 | 6428 2.08 | 29978 .08 | 30280 .16 | 30479 .84 | 0 |
| 45 | 1134 20.2 | 1157 19 | 1207 21.3 | 1228 20.5 | 1241 08.6 | 12441 0.7 | 12441 0.7 | 12449 0.7 | 11899 1.8 | 10818 8.6 | 10288 9.4 | 89889 .72 | 8777 4.28 | 73681 .04 | 71362 .16 | 67978 .72 | 6408 2.4 | 29978 .08 | 30177 .76 | 30479 .84 | 0 |
| 50 | 1130 208 | 1152 224 | 1202 195 | 1224 211 | 1236 12 | 12441 07 | 12441 07 | 12418 86 | 11859 24 | 10778 92 | 10259 24 | 89690 04 | 8757 46 | 73481 36 | 71259 76 | 67779 04 | 6398 0 | 29978 08 | 30177 76 | 30479 84 | 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 a new energy vehicle, firstly, a vehicle control unit obtains the maximum charging power of a charging pile. Here, it is assumed that the charging power is 7.2Kw and p1=7.2 Kw is determined;
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 queries the maximum chargeable power according to the table, and the table lookup herein indicates that the maximum allowable charging power of the battery is 70kW, that is, p2=70 kW. The BMS module is combined with the power battery temperature of 0 ℃ to judge that the heating requirement is high in heating requirement, and the priority is higher. And sending the information to a whole vehicle controller;
and thirdly, comparing P1 and P2 by the whole vehicle controller, finishing charging by P1< P2 with P1=7.2 kW, and feeding back an instruction of 0 of the heater power of the BMS module.
Step four, the whole charging process is a dynamic change process, and if the related charging power, battery temperature, SOC and the like are changed, 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 firstly obtains the maximum charging power of the charging pile, and here, it is assumed that the charging power is 100kW, that is, p1=100 kW is determined.
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 charging maximum chargeable power, and the table look-up table herein shows that the maximum allowable charging power of the battery is 70kW, that is, p2=70 kW. The BMS module combines battery temperature 0 ℃ to judge that the heating requirement is high heating requirement, and the priority is higher. And sending the information to the whole vehicle controller.
Step three, the whole vehicle controller compares P1 with P2, P1>P2, the whole vehicle controller instructs the current battery BMS module controller to complete charging with p1=70 kW, Δp=30 kW, assuming that the highest achievable heating power of the battery heater is 5kW, and the whole vehicle controller determines feedback P h =5 kW, when the battery BMS module controller receives this instruction, it will instruct the current battery heater to operate at a power of 5 kW.
And step four, the whole charging process is a dynamic change process, and the battery temperature and the SOC need to be monitored in real time by a battery BMS module controller. Assuming that the battery temperature reaches the normal temperature interval after a period of time, the battery heater can be controlled to be turned off by the battery BMS module thermal management module, and the power distributed to the battery heater by the whole vehicle controller becomes 0.
The design key points of the application are as follows: surplus power is taken as a consideration for charging and heating. For example, the charging pile can provide output power P1 of 100kW, and the maximum allowable charging power P2 of the power battery is 90kW, so that the charging pile has more than 10kW balance, and the charging pile can be fully used for a battery heater, if the set power of the heater is more than or equal to 10kW, the 10kW balance is directly provided for the heater, and if the set power of the heater is less than 10kW, heating is performed according to the set power of the heater. Thereby, the heater can be realized to heat the battery pack at full power. The occupation of charging power caused by charging with maximum power can be effectively avoided, so that the charging time is prolonged.
In addition, another heating cut-off condition is provided by the 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 the heating standby is stopped once it is higher.
Compared with the prior art, the application has the beneficial effects that:
the method is based on the output capability of the charging pile in the battery charging capability, and the output capability and the battery charging capability are compared with the charging power corresponding to a lower value, so that the maximum charging efficiency under different temperatures and SOCs is realized. Meanwhile, the surplus charging power is utilized to work the battery heater, the effect of heating and preserving heat 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 guaranteed preferentially when the charging power cannot meet the battery requirement, and the purposes of improving the charging rate and saving the resource allocation can be achieved.
While the basic concepts have been described above, 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 be limiting. Although not explicitly described herein, various modifications, improvements and adaptations of the application may occur to one skilled in the art. Such modifications, improvements, and modifications are intended to be suggested within the present disclosure, and therefore, such modifications, improvements, and adaptations are intended to be within the spirit and scope of the exemplary embodiments of the present disclosure.
Meanwhile, the present application uses specific words to describe embodiments of the present application. Reference to "one embodiment," "an embodiment," and/or "some embodiments" means that a particular feature, structure, or characteristic is associated with at least one embodiment of the application. Thus, it should be emphasized and should be appreciated that two or more references to "an embodiment" or "one embodiment" or "an alternative embodiment" in various positions in this specification are not necessarily referring to the same embodiment. Furthermore, certain features, structures, or characteristics of one or more embodiments of the application may be combined as suitable.
Some aspects of the application may be performed entirely by hardware, entirely by software (including firmware, resident software, micro-code, etc.) or by a combination of hardware and software. The above hardware or software may be referred to as a "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 application may take the form of a computer product, comprising computer-readable program code, embodied in one or more computer-readable media. For example, computer-readable media can include, but are not limited to, magnetic storage devices (e.g., hard disk, floppy disk, tape … …), optical disk (e.g., compact disk CD, digital versatile disk DVD … …), smart card, 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 on a variety of forms, including electro-magnetic, optical, etc., or any suitable combination thereof. A computer readable medium can be any computer readable medium that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. Program code located on a computer readable medium may be propagated through any suitable medium, including radio, cable, fiber optic cable, radio frequency signals, or the like, or a combination of any of the foregoing.
While the basic concepts have been described above, 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 be limiting. Although not explicitly described herein, various modifications, improvements and adaptations of the application may occur to one skilled in the art. Such modifications, improvements, and modifications are intended to be suggested within the present disclosure, and therefore, such modifications, improvements, and adaptations are intended to be within the spirit and scope of the exemplary embodiments of the present disclosure.
Meanwhile, the present application uses specific words to describe embodiments of the present application. Reference to "one embodiment," "an embodiment," and/or "some embodiments" means that a particular feature, structure, or characteristic is associated with at least one embodiment of the application. Thus, it should be emphasized and should be appreciated that two or more references to "an embodiment" or "one embodiment" or "an alternative embodiment" in various positions in this specification are not necessarily referring to the same embodiment. Furthermore, certain features, structures, or characteristics of one or more embodiments of the application may be combined as suitable.
Similarly, it should be noted that in order to simplify the description of the present disclosure and thereby aid in understanding one or more inventive embodiments, various features are sometimes grouped together in a single embodiment, figure, or description thereof. This method of disclosure, however, is not intended to imply that more features than are required by the subject application. Indeed, less than all of the features of a single embodiment disclosed above.
In some embodiments, numbers describing the components, number of attributes are used, it being understood that such numbers being used in the description of embodiments are modified in some examples by the modifier "about," approximately, "or" substantially. Unless otherwise indicated, "about," "approximately," or "substantially" indicate that the number allows for a 20% variation. Accordingly, in some embodiments, numerical parameters set forth in the specification and claims are approximations that may vary depending upon the desired properties sought to be obtained by the individual embodiments. In some embodiments, the numerical parameters should take into account the specified significant digits and employ a method for preserving the general number of digits. Although the numerical ranges and parameters set forth herein are approximations in some embodiments for use in determining the breadth of the range, in particular embodiments, the numerical values set forth herein are as precisely as possible.
While the application has been described with reference to the specific embodiments presently, it will be appreciated by those skilled in the art that the foregoing embodiments are merely illustrative of the application, and various equivalent changes and substitutions may be made without departing from the spirit of the application, and therefore, all changes and modifications to the embodiments are intended to be within the scope of the appended claims.
Claims (6)
1. A method for charging and heating a power battery of an electric vehicle, the method comprising:
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 charging surplus available power;
s3, under the condition that the maximum charging power allowed by the power battery is selected, obtaining the set power of the battery heater according to the surplus available 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;
s5, stopping charging when the battery charge state reaches 100% after heating; wherein,,
in the step S2, the surplus available charging power is the difference between the maximum output power of the charging pile and the 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 charges according to the maximum allowable charging power of the power battery;
when the maximum output power of the charging pile is smaller than the allowable maximum charging power of the power battery, the charging power of the power battery charges according to the maximum output power of the charging pile; wherein,,
in the step S3, when the charging surplus available power is greater than the maximum achievable power of the battery heater, the set power of the battery heater is determined to be 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 to be the charging surplus available power.
2. The method of claim 1, wherein the step S4 further comprises:
and when the temperature of the power battery is lower than a heating start threshold, the battery heater is started, and when the temperature of the power battery reaches a heating stop threshold, the battery heater is closed.
3. The method for charging and heating a power battery of an electric vehicle according to claim 2, wherein,
the heating method is applicable to either alternating current or direct current charging.
4. The method for charging and heating a power battery of an electric vehicle according to claim 3, wherein,
the heating on threshold and the heating off threshold under the alternating-current charge are not higher than the heating on threshold and the heating off threshold under the direct-current charge.
5. An electric vehicle power battery charging heating system, characterized in that the heating system comprises:
the power battery thermal management control module is used for acquiring the temperature and the state of charge of the power battery in real time;
the whole vehicle controller is coupled with the power battery thermal management control module, determines the charging power of the power battery, and sends out a heating switch control instruction for the power battery according to the real-time temperature, the heating start threshold and the heating stop threshold of the power battery;
the battery heater is coupled with the power battery thermal management control module and receives the heating switch control instruction sent by the whole vehicle controller through the power battery thermal management control module; wherein,,
when the maximum output power of the charging pile is larger than the allowable maximum charging power of the power battery, the whole vehicle controller controls the charging power of the power battery to charge according to the allowable maximum 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 whole vehicle controller controls the charging power of the power battery to charge according to the maximum output power of the charging pile;
the difference between the maximum output power of the charging pile and the maximum allowable charging power of the power battery is charging surplus available power; wherein,,
when the surplus available power of the charging is larger than the maximum achievable power of the battery heater, the whole vehicle controller controls the set power of the battery heater to be confirmed 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 whole vehicle controller controls the set power of the battery heater to confirm the charging surplus available power.
6. The electric vehicle power battery charging and heating system of claim 5, wherein,
and the whole vehicle controller sends out a heating start control instruction according to the condition that the heating temperature of the power battery is lower than a heating start threshold, and sends out a heating close control instruction when the heating temperature of the power battery reaches a heating close threshold.
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