CN115139860B - Battery pack heating method, device, equipment and storage medium - Google Patents

Battery pack heating method, device, equipment and storage medium Download PDF

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Publication number
CN115139860B
CN115139860B CN202210787985.1A CN202210787985A CN115139860B CN 115139860 B CN115139860 B CN 115139860B CN 202210787985 A CN202210787985 A CN 202210787985A CN 115139860 B CN115139860 B CN 115139860B
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Prior art keywords
battery pack
temperature
heating
vehicle
determining
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CN115139860A (en
Inventor
蒋涛
黄真
蒋中洲
马洁高
张志强
伍健
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Dongfeng Liuzhou Motor Co Ltd
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Dongfeng Liuzhou Motor Co Ltd
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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
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/44—Control modes by parameter estimation

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  • Engineering & Computer Science (AREA)
  • Secondary Cells (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a battery pack heating method, a device, equipment and a storage medium, and relates to the technical field of battery pack thermal management. The method comprises the following steps: determining a vehicle state when the battery pack satisfies a heating condition; when the vehicle state is a driving state, determining a target temperature according to the historical vehicle operation data; and heating the battery pack to enable the temperature of the battery pack to reach the target temperature. The invention determines the heating temperature required by the battery pack according to the actual running condition of the whole vehicle, reduces unnecessary heat loss caused by heating in the running process of the power battery pack at low temperature, reduces electric quantity consumption and reduces the running cost of the vehicle.

Description

Battery pack heating method, device, equipment and storage medium
Technical Field
The present invention relates to the field of battery pack thermal management technologies, and in particular, to a battery pack heating method, apparatus, device, and storage medium.
Background
The power battery pack needs to be heated at low temperature to keep the battery pack working normally. The usual heating modes are: when the pack reaches the heating condition, the pack is directly heated to a fixed pack temperature (e.g., 25 ℃). The heating easily causes the phenomena of more energy loss, less whole vehicle endurance, temperature difference and the like when the battery pack is heated at low temperature.
Disclosure of Invention
The invention mainly aims to provide a battery pack heating method, a device, equipment and a storage medium, and aims to solve the technical problem of high energy loss in the battery pack heating process in the prior art.
In order to achieve the above object, the present invention provides a battery pack heating method comprising:
Determining a vehicle state when the battery pack satisfies a heating condition;
Determining a target temperature according to historical vehicle operation data when the vehicle state is a driving state;
and heating the battery pack to enable the temperature of the battery pack to reach the target temperature.
Optionally, when the vehicle state is a driving state, determining the target temperature according to the vehicle history operation data includes:
When the vehicle state is a driving state, determining the average current of the battery pack every day according to the vehicle history operation data;
And when the average current is less than or equal to the average temperature current, determining a target temperature according to the historical vehicle operation data.
Optionally, when the average current is less than or equal to the average temperature current, determining the target temperature according to the historical vehicle operation data includes:
When the average current is smaller than or equal to the average temperature current, determining the average mileage of the vehicle running every day according to the historical running data of the vehicle;
determining a driving mileage according to the current electric quantity of the battery pack;
When the driving mileage is greater than the average mileage, determining the heating electric quantity of the battery pack;
And determining the target temperature according to the heating electric quantity.
Optionally, after determining the driving range according to the current electric quantity of the battery pack, the method further includes:
when the driving mileage is less than or equal to the average mileage, determining average time of the vehicle driving every day according to the vehicle history operation data;
When the average time is less than or equal to a preset time, the first temperature is taken as a target temperature;
and when the average time is greater than the preset time, taking a second temperature as a target temperature, wherein the second temperature is greater than the first temperature.
Optionally, the determining the target temperature according to the heating electric quantity includes:
determining a maximum heating temperature according to the heating electric quantity;
When the maximum heating temperature is greater than or equal to a third temperature, the third temperature is taken as a target temperature;
And when the maximum heating temperature is smaller than the third temperature, taking the maximum heating temperature as a target temperature.
Optionally, after determining the vehicle state when the battery pack meets the heating condition, the method further includes:
Determining a charging current when the vehicle state is a fast charge state;
When the charging current is greater than or equal to a preset current, taking the fourth temperature as a target temperature;
And when the charging current is smaller than a preset current, taking a fifth temperature as a target temperature, wherein the fifth temperature is smaller than the fourth temperature.
Optionally, after determining the vehicle state when the battery pack meets the heating condition, the method further includes:
And when the vehicle state is a slow charge state, taking the fifth temperature as a target temperature.
In addition, in order to achieve the above object, the present invention also proposes a battery pack heating device including:
the detection module is used for determining the state of the vehicle when the battery pack meets the heating condition;
the calculation module is used for determining a target temperature according to the historical running data of the vehicle when the vehicle state is a running state;
And the heating module is used for heating the battery pack to enable the temperature of the battery pack to reach the target temperature.
In addition, in order to achieve the above object, the present invention also proposes a battery pack heating apparatus including: the battery pack heating device comprises a memory, a processor and a battery pack heating program which is stored in the memory and can run on the processor, wherein the battery pack heating program is executed by the processor to realize the battery pack heating method.
In addition, in order to achieve the above object, the present invention also proposes a storage medium having stored thereon a battery pack heating program which, when executed by a processor, implements the battery pack heating method as described above.
In the invention, the state of the vehicle is determined when the battery pack meets the heating condition; when the vehicle state is a driving state, determining a target temperature according to the historical vehicle operation data; the battery pack is heated, so that the temperature of the battery pack reaches the target temperature, the heating temperature required by the battery pack is determined according to the actual running condition of the whole vehicle, unnecessary heat loss caused by heating in the running process of the power battery pack at low temperature is reduced, the electric quantity consumption is reduced, and the running cost of the vehicle is reduced.
Drawings
Fig. 1 is a schematic structural diagram of a battery pack heating device of a hardware operating environment according to an embodiment of the present invention;
FIG. 2 is a flow chart of a first embodiment of a method for heating a battery pack according to the present invention;
FIG. 3 is a graph illustrating the output power versus temperature of a battery pack according to one embodiment of the present invention;
FIG. 4 is a flow chart of a second embodiment of the method for heating a battery pack according to the present invention;
FIG. 5 is a graph illustrating the output current versus temperature rise of a battery pack according to one embodiment of the present invention;
FIG. 6 is a flow chart of a third embodiment of a method for heating a battery pack according to the present invention;
FIG. 7 is a graph of low temperature delta attenuation versus temperature in accordance with one embodiment of the present invention;
FIG. 8 is a graph of the amount of thermal decay versus temperature for one embodiment of the present invention;
fig. 9 is a schematic structural view of an embodiment of a battery pack heating device according to the present invention.
The achievement of the objects, functional features and advantages of the present invention will be further described with reference to the accompanying drawings, in conjunction with the embodiments.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Referring to fig. 1, fig. 1 is a schematic diagram of a battery pack heating apparatus in a hardware operating environment according to an embodiment of the present invention.
As shown in fig. 1, the battery pack heating apparatus may include: a processor 1001, such as a central processing unit (Central Processing Unit, CPU), a communication bus 1002, a user interface 1003, a network interface 1004, a memory 1005. Wherein the communication bus 1002 is used to enable connected communication between these components. The user interface 1003 may include a Display (Display), and the optional user interface 1003 may also include a standard wired interface, a wireless interface, and the wired interface for the user interface 1003 may be a USB interface in the present invention. The network interface 1004 may optionally include a standard wired interface, a Wireless interface (e.g., a Wireless-Fidelity (Wi-Fi) interface). The Memory 1005 may be a high-speed random access Memory (Random Access Memory, RAM) Memory or a stable Memory (NVM), such as a disk Memory. The memory 1005 may also optionally be a storage device separate from the processor 1001 described above.
It will be appreciated by those skilled in the art that the structure shown in fig. 1 is not limiting of the battery pack heating apparatus and may include more or fewer components than shown, or certain components may be combined, or a different arrangement of components.
As shown in fig. 1, an operating system, a network communication module, a user interface module, and a battery pack heating program may be included in a memory 1005, which is considered to be one type of computer storage medium.
In the battery pack heating apparatus shown in fig. 1, the network interface 1004 is mainly used for connecting to a background server, and performing data communication with the background server; the user interface 1003 is mainly used for connecting user equipment; the battery pack heating apparatus invokes a battery pack heating program stored in the memory 1005 through the processor 1001 and executes the battery pack heating method provided by the embodiment of the present invention.
Based on the above hardware structure, an embodiment of the battery pack heating method of the present invention is presented.
Referring to fig. 2, fig. 2 is a flowchart illustrating a first embodiment of a battery pack heating method according to the present invention.
In a first embodiment, a battery pack heating method includes the steps of:
Step S10: when the battery pack satisfies the heating condition, the vehicle state is determined.
It should be understood that the execution body of the embodiment is the BATTERY pack heating device, which has functions of data processing, data communication, program running, etc., and the BATTERY pack heating device may be a BMS (BATTERY MANAGEMENT SYSTEM ), but may be other devices having similar functions, which is not limited in this embodiment.
A detection device, such as a temperature sensor, a voltage sensor, or a current sensor, may be provided in the battery pack. The detection device is used for detecting state data (such as temperature, voltage or current) of the battery pack, feeding the detected data back to the BMS, and analyzing the state of the battery pack according to the received detection data.
The BMS is internally provided with a battery pack heating condition, and when the detection data received by the BMS meets the heating condition, a heating control program is started. The heating condition may be a critical condition composed of various status data, for example, the heating condition may be whether the temperature of the battery pack is less than 0 ℃, and when the temperature of the battery pack is less than 0 ℃, it is determined that the battery pack meets the heating condition.
The vehicle state may include a running state, a charged state, a stopped state, or the like. The driving state indicates that the vehicle is in a driving process or is parked in a suspension state, and the battery pack is in a discharging state in the driving state. The charging state means that the vehicle is connected with the charging device and is in the process of charging the battery pack. The parking state is that the vehicle is flameout, and all parts in the vehicle, including the battery pack, are in an inactive state.
The BMS may communicate with the vehicle central control and determine the vehicle state based on the state signal sent by the vehicle central control. For example, the vehicle center controller transmits a discharge signal to the BMS when the vehicle travels, and the BMS determines that the vehicle is in a traveling state and controls the battery pack to discharge after receiving the discharge signal. The vehicle central control can also transmit a charging signal to the BMS when the vehicle is charged, and the BMS judges that the vehicle is in a charging state after receiving the charging signal and simultaneously controls the battery pack to charge. The vehicle central control can also transmit a power-down signal to the BMS after the vehicle is flameout, and the BMS judges that the vehicle is in a parking state after receiving the power-down signal and simultaneously controls the battery pack to power down.
Step S20: and when the vehicle state is a driving state, determining the target temperature according to the historical vehicle operation data.
When the vehicle is in different states, the battery pack is in different states, and the temperature change trend of the battery pack is different. For example, when the battery pack is discharged, the battery pack itself may experience a certain temperature rise when the output current is high. In the embodiment, when the vehicle heats the battery pack, energy is saved, and the corresponding target temperature is set through the historical running data of the vehicle, so that the heating temperature is reasonably set.
In order to avoid excessive memory occupation caused by overlarge data and excessive calculation force requirements, the method is used for solving the problem that the data is too large. The vehicle history data may include operational data for a short period of time, for example, the vehicle history operational data may include operational data for the first seven days of the vehicle. The operating data may include, among other things, vehicle range, travel time, battery pack output current, etc.
Referring to fig. 3, fig. 3 is a graph illustrating the output power versus temperature of a battery pack according to an embodiment of the present invention. As shown in fig. 3, when the output power of the battery pack is high, the temperature of the battery pack needs to be maintained at a high temperature in order to ensure the vehicle performance; when the battery pack output power is low, the temperature of the battery pack can be kept at a low temperature to maintain vehicle performance. Therefore, when the vehicle is in a low-temperature environment, the demand for external heat is high when the battery pack output is high, and the demand for external heat is low when the battery pack output is low. Therefore, the demand of the battery pack for external heat at the current time can be determined by analyzing the historical operation data of the vehicle, and the target temperature can be further determined.
For example, by analyzing historical operating data of a vehicle, the vehicle is in a long-time high-power operating state at about 8 a.m. and about 6 a.m. while the vehicle is running less at other times. At this time, if the current time is 8 a.m., it indicates that the demand of the battery pack for external heating is higher, and a higher target temperature, such as 20 ℃ or 25 ℃, may be set; if the current time is 12 am, it means that the demand of the battery pack for external heating amount is lower, and a lower target temperature, such as 5 ℃ or 10 ℃, can be set.
Step S30: and heating the battery pack to enable the temperature of the battery pack to reach the target temperature.
In a specific implementation, the BMS controls the heating mechanism to operate so that the temperature of the battery pack gradually increases. Meanwhile, the BMS determines the temperature value of the battery pack in the heating process by receiving the temperature detection signal transmitted by the temperature sensor, and when the temperature value reaches the target temperature value, the BMS controls the heating mechanism to stop running. The heating mechanism may be a heating tube or other devices, and the heating mechanism has a mature technology, which is not described herein.
When the battery pack is heated, if the target temperature is greatly different from the current environment temperature, the heating structure can be controlled to operate with high power so as to improve the heating speed; if the target temperature is less different from the current ambient temperature, the heating structure can be controlled to operate with less power so as to save energy consumption.
In the present embodiment, the battery pack is heated when the vehicle is in a charged state, and the charging efficiency of the battery pack is improved. Specifically, when the vehicle state is a fast charge state, determining a charge current; when the charging current is greater than or equal to the preset current, taking the fourth temperature as a target temperature; and when the charging current is smaller than the preset current, taking the fifth temperature as a target temperature, wherein the fifth temperature is smaller than the fourth temperature.
In the fast charging process, the charging current is often higher, and when the charging current is higher, the battery pack needs to be quickly brought to a suitable charging temperature (namely, the fourth temperature), so that the battery pack has the best charging performance. When the charging current is low, the battery pack temperature has less influence on the charging effect, so that a low target temperature (namely, a fifth temperature) can be set, and the battery pack is heated by utilizing the internal resistance heating function of the battery. The charging current refers to a charging current allowable by a quick charging device (such as a charging pile).
For example, the preset current may be 150A, and when the allowable charging current is greater than 150A, the target temperature is set to 25 ℃ so that the battery pack is in the optimal charging area. When the allowable charging current is less than or equal to 150A, the target temperature is set to be 5 ℃, so that the loss caused by heating is reduced, and the self internal resistance heating function of the battery is fully utilized.
When the vehicle state is the slow charge state, the fifth temperature is set as the target temperature. Because the rechargeable battery in the slow charge state is smaller, the temperature of the battery pack has less influence on the charging effect, so that a lower target temperature (namely, a fifth temperature) can be set, and the battery pack is heated by utilizing the self internal resistance heating function of the battery. When the vehicle state is the slow charge state, the target temperature may be set to 5 ℃. Of course, the above values are merely examples, and specific values thereof may be set according to requirements, which is not limited in this embodiment.
In the first embodiment, the vehicle state is determined by when the battery pack satisfies the heating condition; when the vehicle state is a driving state, determining a target temperature according to the historical vehicle operation data; the battery pack is heated, so that the temperature of the battery pack reaches the target temperature, the heating temperature required by the battery pack is determined according to the actual running condition of the whole vehicle, unnecessary heat loss caused by heating in the running process of the power battery pack at low temperature is reduced, the electric quantity consumption is reduced, and the running cost of the vehicle is reduced.
Referring to fig. 4, fig. 4 is a flowchart illustrating a second embodiment of a battery pack heating method according to the present invention. Based on the above-described first embodiment, a second embodiment of the battery pack heating method of the present invention is proposed.
In the second embodiment, step S20 may include:
Step S21: when the vehicle state is a running state, the average current of the battery pack per day is determined according to the vehicle history operation data.
The historical operation data of the vehicle is recorded with the discharge current of the battery pack in the operation process, and the average current of the battery pack in each day can be obtained through statistics by calculating the discharge current by combining the discharge time of the battery pack.
Further, the average current per day of the battery pack may specifically also refer to the average current per hour of the battery pack per day. The average current of the battery pack in each hour per day is calculated by classifying the discharging process in each hour.
Step S22: and when the average current is less than or equal to the average temperature current, determining the target temperature according to the historical vehicle operation data.
Referring to fig. 5, fig. 5 is a graph illustrating the output current and temperature rise of the battery pack according to an embodiment of the present invention. As shown in fig. 5, when the output current of the battery pack is greater than I, the battery pack may rise in temperature due to self-discharge, and when the output current of the battery pack is less than I, the battery pack temperature may not rise. The temperature equalizing current is the minimum output current of the battery pack capable of self-heating under the discharging condition.
In order to fully utilize the self-heating in the discharging process of the battery pack, if the average current of the battery pack per day is larger than the average temperature current, the battery pack can be heated up by the self-heating without the auxiliary heating of a heating mechanism when the vehicle runs. When the average current is less than or equal to the average current, the battery pack cannot raise the temperature through self-heating, and auxiliary heating by a heating mechanism is needed, and at this time, the target temperature needs to be further determined.
In addition, in order to improve the accuracy of judging the self-heating of the battery pack, the judgment can be made by using the average current per hour per day. For example, the average current per hour of the battery pack per day may be I1, I2, … …, I24, and when more than one average current is greater than the average temperature current, it is determined that the battery pack can raise the temperature by self-heating, and conversely, it is determined that the battery pack cannot raise the temperature by self-heating.
Or in order to meet the demand of the user for using the vehicle in each time period, the average current per hour per day corresponding to the current time can be compared with the average temperature current. For example, if the current time is 9 points and 30 minutes, comparing the I9 with the uniform temperature current, and if the I9 is larger than the uniform temperature current, judging that the temperature of the battery pack can be increased by self-heating, and not requesting heating; and otherwise, judging that the battery pack cannot raise the temperature through self-heating, and executing the subsequent step of determining the target temperature. Or if the current time is 13 points for 30 minutes, comparing the I13 with the uniform temperature current, and if the I13 is larger than the uniform temperature current, not requesting heating; and otherwise, requesting heating.
In the second embodiment, when the vehicle state is the running state, the average current of the battery pack per day is determined according to the vehicle history running data; when the average current is smaller than or equal to the average temperature current, the target temperature is determined according to the historical running data of the vehicle, so that whether the battery pack can be heated up by self-heating is judged, when the temperature can be heated up by self-heating, heating is not required, otherwise, heating is required, self-heating of the battery pack is fully utilized, active heating is reduced, and energy consumption is saved.
Referring to fig. 6, fig. 6 is a flowchart illustrating a third embodiment of a heating method for a battery pack according to the present invention. Based on the above-described first and second embodiments, a third embodiment of the battery pack heating method of the present invention is proposed.
In the third embodiment, step S22 may include:
Step S221: and when the average current is less than or equal to the average temperature current, determining the average mileage of the vehicle running every day according to the historical running data of the vehicle.
The heating mechanism for heating the battery pack generally needs to supply power to the battery pack, so that in the heating process, the electric quantity which can be used for heating in the battery pack needs to be considered, and the running of a user is prevented from being influenced. The average mileage of the battery pack can reflect the daily user demands of the user, and accordingly the electric quantity of the battery pack which can be used for heating can be determined.
The daily form mileage of the vehicle is recorded in the vehicle history running data, and the average mileage of the vehicle can be obtained by calculating the average value. Further, the average mileage of the vehicle per day may be the average mileage of the vehicle per hour per day. The average mileage of the vehicle in each hour is calculated by dividing the daily mileage according to each hour.
Step S222: and determining the driving mileage according to the current electric quantity of the battery pack.
In particular implementations, the range may be calculated according to the following formula:
S=soc×rated mileage×low temperature attenuation×heating attenuation
S is a driving mileage; SOC is the current electric quantity of the battery pack; referring to fig. 7, fig. 7 is a graph illustrating the low temperature attenuation versus temperature according to an embodiment of the present invention; the heating attenuation can be referred to fig. 8, and fig. 8 is a graph of the heating attenuation versus temperature according to an embodiment of the present invention. The low-temperature attenuation is the attenuation degree during mileage calculation in a low-temperature environment; the heating decay amount refers to the decay degree at the time of mileage calculation in the case of starting heating.
Step S223: and when the driving mileage is greater than the average mileage, determining the heating power of the battery pack.
When the driving mileage is greater than the average mileage, the current electric quantity in the battery pack is sufficient, and the operation of the heating mechanism can be supported. The heating electric quantity is the surplus electric quantity of the current electric quantity in the battery pack on the premise of meeting the conventional user demands of users, and can be calculated according to the following formula:
SO1= (S-S1)/rated mileage/low temperature decay amount/heating decay amount
Wherein SOC1 is heating power, S is a driving mileage, and S1 is an average mileage.
In addition, to meet the demand of the user for use in each period, the average mileage may be an average mileage that is traveled per hour per day, where the average mileage traveled per hour per day includes S1, S2, … …, S24, if the current time is 9 points for 30 minutes, S9 is compared with the available mileage, and if I9 is less than the available mileage, it is indicated that the current electric quantity in the battery pack is sufficient; otherwise, the current electric quantity in the battery pack is insufficient. Or if the current time is 13 points and 30 minutes, comparing the S13 with the driving mileage, and if the I13 is smaller than the driving mileage, indicating that the current electric quantity in the battery pack is sufficient; otherwise, the current electric quantity in the battery pack is insufficient.
In addition, when the driving mileage is smaller than or equal to the average mileage, the current electric quantity in the battery pack is insufficient, and the operation of the heating mechanism is required to be limited at the moment, so that the situation that the user cannot use the vehicle normally is avoided. Specifically, when the driving mileage is less than or equal to the average mileage, determining the average time of the vehicle driving every day according to the vehicle history operation data; when the average time is less than or equal to the preset time, the first temperature is taken as the target temperature; and when the average time is greater than the preset time, taking the second temperature as a target temperature, wherein the second temperature is greater than the first temperature.
The average time the vehicle travels daily may represent the user's vehicle demand. When the average time is short, the user is not required to use the vehicle, and the target temperature can be set to be a low temperature under the condition that the current electric quantity in the battery pack is insufficient; when the average time is long, which means that the user's demand for use is not large, the target temperature may be set to a higher temperature. Wherein the first temperature may be 0 ℃ and the second temperature may be 10 ℃.
Considering the basic travel of the user every day (going up and down), the preset time can be set to be 1 hour, if the average time is less than or equal to 1 hour, the demand for using the vehicle is less, and the lower target temperature can be set to reduce the energy consumption. If the average time is longer than 1 hour, the vehicle needs more, and the user driving mileage and the vehicle output power can be simultaneously considered by setting the higher target temperature.
Step S224: the target temperature is determined based on the heating power.
Specifically, the heating amount of the heating mechanism in the case of providing the heating electric quantity can be calculated according to the energy conversion efficiency of the heating mechanism, so that the maximum temperature to which the battery pack can be heated is obtained, and the target temperature is determined according to the maximum temperature.
As an example, step S224 may include: determining a maximum heating temperature according to the heating electric quantity; when the maximum heating temperature is greater than or equal to the third temperature, the third temperature is taken as a target temperature; when the maximum heating temperature is less than the third temperature, the maximum heating temperature is taken as the target temperature.
With continued reference to fig. 3, as can be seen from fig. 3, the output power of the battery pack does not change significantly after the temperature exceeds a certain value. Therefore, to save energy, the battery pack has a maximum heatable temperature (i.e., the third temperature), and after the battery pack reaches the maximum heatable temperature, heating is stopped. As shown in fig. 3, the maximum heatable temperature may be 25 ℃. Therefore, when the maximum heating temperature is 25 ℃ or higher, the target temperature is set to 25 ℃. If the maximum heating temperature is less than 25 ℃, the target temperature is set to be the maximum heating temperature, such as 15 ℃ or 20 ℃.
In the present embodiment, the average mileage of the vehicle per day is determined from the vehicle history operation data by when the average current is less than or equal to the average current; determining a driving mileage according to the current electric quantity of the battery pack; when the driving mileage is greater than the average mileage, determining the heating electric quantity of the battery pack; and determining the target temperature according to the heating electric quantity, so that the battery pack is heated under the condition that the requirement of the user for the driving mileage is met, the driving mileage and the output power of the battery pack are considered, the anxiety of the user for the mileage is reduced, and the energy is saved.
In addition, in order to achieve the above object, the present invention also provides a storage medium, on which a battery pack heating program is stored, which when executed by a processor implements the battery pack heating method as described above. The technical solutions of all the embodiments can be adopted by the storage medium, so that the storage medium has at least the beneficial effects brought by the technical solutions of the embodiments, and the description is omitted herein.
In addition, referring to fig. 9, fig. 9 is a schematic structural diagram of an embodiment of a battery pack heating device according to the present invention.
In this embodiment, the battery pack heating device includes:
and a detection module 10 for determining a vehicle state when the battery pack satisfies a heating condition.
A detection device, such as a temperature sensor, a voltage sensor, or a current sensor, may be provided in the battery pack. The detecting device is used for detecting the state data (such as temperature, voltage or current) of the battery pack, and feeding the detected data back to the detecting module 10, and the detecting module 10 analyzes the state of the battery pack according to the received detection data.
The detection module 10 is internally provided with a battery pack heating condition, and when the received detection data meets the heating condition, the detection module 10 starts a heating control program. The heating condition may be a critical condition composed of various status data, for example, the heating condition may be whether the temperature of the battery pack is less than 0 ℃, and when the temperature of the battery pack is less than 0 ℃, it is determined that the battery pack meets the heating condition.
The vehicle state may include a running state, a charged state, a stopped state, or the like. The driving state indicates that the vehicle is in a driving process or is parked in a suspension state, and the battery pack is in a discharging state in the driving state. The charging state means that the vehicle is connected with the charging device and is in the process of charging the battery pack. The parking state is that the vehicle is flameout, and all parts in the vehicle, including the battery pack, are in an inactive state.
The detection module 10 may be in communication with a vehicle central control and determine the vehicle status based on status signals transmitted by the vehicle central control. For example, the vehicle center controller transmits a discharge signal to the detection module 10 when the vehicle is traveling, and the detection module 10 determines that the vehicle is traveling and controls the battery pack to discharge when receiving the discharge signal. The vehicle central control can also transmit a charging signal to the detection module 10 when the vehicle is charged, and the detection module 10 determines that the vehicle is in a charging state after receiving the charging signal and simultaneously controls the battery pack to charge. The vehicle central control can also transmit a power-down signal to the detection module 10 after the vehicle is flameout, and the detection module 10 can judge that the vehicle is in a parking state after receiving the power-down signal and simultaneously control the battery pack to power down.
The calculating module 20 is configured to determine a target temperature according to the vehicle history operation data when the vehicle state is a driving state.
When the vehicle is in different states, the battery pack is in different states, and the temperature change trend of the battery pack is different. For example, when the battery pack is discharged, the battery pack itself may experience a certain temperature rise when the output current is high. In the embodiment, when the vehicle heats the battery pack, energy is saved, and the corresponding target temperature is set through the historical running data of the vehicle, so that the heating temperature is reasonably set.
In order to avoid excessive memory occupation caused by overlarge data and excessive calculation force requirements, the method is used for solving the problem that the data is too large. The vehicle history data may include operational data for a short period of time, for example, the vehicle history operational data may include operational data for the first seven days of the vehicle. The operating data may include, among other things, vehicle range, travel time, battery pack output current, etc.
Referring to fig. 3, fig. 3 is a graph illustrating the output power versus temperature of a battery pack according to an embodiment of the present invention. As shown in fig. 3, when the output power of the battery pack is high, the temperature of the battery pack needs to be maintained at a high temperature in order to ensure the vehicle performance; when the battery pack output power is low, the temperature of the battery pack can be kept at a low temperature to maintain vehicle performance. Therefore, when the vehicle is in a low-temperature environment, the demand for external heat is high when the battery pack output is high, and the demand for external heat is low when the battery pack output is low. Therefore, the demand of the battery pack for external heat at the current time can be determined by analyzing the historical operation data of the vehicle, and the target temperature can be further determined.
For example, by analyzing historical operating data of a vehicle, the vehicle is in a long-time high-power operating state at about 8 a.m. and about 6 a.m. while the vehicle is running less at other times. At this time, if the current time is 8 a.m., it indicates that the demand of the battery pack for external heating is higher, and a higher target temperature, such as 20 ℃ or 25 ℃, may be set; if the current time is 12 am, it means that the demand of the battery pack for external heating amount is lower, and a lower target temperature, such as 5 ℃ or 10 ℃, can be set.
And a heating module 30 for heating the battery pack to make the temperature of the battery pack reach the target temperature.
In particular implementations, the heating module 30 controls the heating mechanism to operate so that the temperature of the battery pack gradually increases. Meanwhile, the heating module 30 determines the temperature value of the battery pack in the heating process by receiving the temperature detection signal transmitted by the temperature sensor, and when the temperature value reaches the target temperature value, the heating module 30 controls the heating mechanism to stop running. The heating mechanism may be a heating tube or other devices, and the heating mechanism has a mature technology, which is not described herein.
When the battery pack is heated, if the target temperature is greatly different from the current environment temperature, the heating structure can be controlled to operate with high power so as to improve the heating speed; if the target temperature is less different from the current ambient temperature, the heating structure can be controlled to operate with less power so as to save energy consumption.
In the present embodiment, the battery pack is heated when the vehicle is in a charged state, and the charging efficiency of the battery pack is improved. Specifically, when the vehicle state is a fast charge state, determining a charge current; when the charging current is greater than or equal to the preset current, taking the fourth temperature as a target temperature; and when the charging current is smaller than the preset current, taking the fifth temperature as a target temperature, wherein the fifth temperature is smaller than the fourth temperature.
In the fast charging process, the charging current is often higher, and when the charging current is higher, the battery pack needs to be quickly brought to a suitable charging temperature (namely, the fourth temperature), so that the battery pack has the best charging performance. When the charging current is low, the battery pack temperature has less influence on the charging effect, so that a low target temperature (namely, a fifth temperature) can be set, and the battery pack is heated by utilizing the internal resistance heating function of the battery. The charging current refers to a charging current allowable by a quick charging device (such as a charging pile).
For example, the preset current may be 150A, and when the allowable charging current is greater than 150A, the target temperature is set to 25 ℃ so that the battery pack is in the optimal charging area. When the allowable charging current is less than or equal to 150A, the target temperature is set to be 5 ℃, so that the loss caused by heating is reduced, and the self internal resistance heating function of the battery is fully utilized.
When the vehicle state is the slow charge state, the fifth temperature is set as the target temperature. Because the rechargeable battery in the slow charge state is smaller, the temperature of the battery pack has less influence on the charging effect, so that a lower target temperature (namely, a fifth temperature) can be set, and the battery pack is heated by utilizing the self internal resistance heating function of the battery. When the vehicle state is the slow charge state, the target temperature may be set to 5 ℃. Of course, the above values are merely examples, and specific values thereof may be set according to requirements, which is not limited in this embodiment.
In the first embodiment, the detection module 10 determines the vehicle state when the battery pack satisfies the heating condition; the calculation module 20 determines a target temperature based on the vehicle history operation data when the vehicle state is the running state; the heating module 30 heats the battery pack to enable the temperature of the battery pack to reach the target temperature, so that the heating temperature required by the battery pack is determined according to the actual running condition of the whole vehicle, unnecessary heat loss caused by heating in the running process of the power battery pack at low temperature is reduced, electric quantity consumption is reduced, and the running cost of the vehicle is reduced.
In one embodiment, the computing module 20 is further configured to determine an average current of the battery pack per day based on the vehicle history operating data when the vehicle state is a driving state; and when the average current is less than or equal to the average temperature current, determining the target temperature according to the historical vehicle operation data.
In one embodiment, the calculation module 20 is further configured to determine an average mileage of the vehicle driven daily according to the vehicle history operation data when the average current is less than or equal to the average current; determining a driving mileage according to the current electric quantity of the battery pack; when the driving mileage is greater than the average mileage, determining the heating electric quantity of the battery pack; the target temperature is determined based on the heating power.
In one embodiment, the computing module 20 is further configured to determine an average time of day for which the vehicle is traveling based on the vehicle historical operating data when the range is less than or equal to the average range; when the average time is less than or equal to the preset time, the first temperature is taken as the target temperature; and when the average time is greater than the preset time, taking the second temperature as a target temperature, wherein the second temperature is greater than the first temperature.
In one embodiment, the calculation module 20 is further configured to determine a maximum heating temperature according to the heating power; when the maximum heating temperature is greater than or equal to the third temperature, the third temperature is taken as a target temperature; when the maximum heating temperature is less than the third temperature, the maximum heating temperature is taken as the target temperature.
Other embodiments or specific implementation manners of the battery pack heating device according to the present invention may refer to the above method embodiments, so that the battery pack heating device at least has all the beneficial effects brought by the technical solutions of the above embodiments, and will not be described herein.
It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or system. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or system that comprises the element.
The foregoing embodiment numbers of the present invention are merely for the purpose of description, and do not represent the advantages or disadvantages of the embodiments. In the unit claims enumerating several means, several of these means may be embodied by one and the same item of hardware. The use of the terms first, second, third, etc. do not denote any order, but rather the terms first, second, third, etc. are used to interpret the terms as names.
From the above description of the embodiments, it will be clear to those skilled in the art that the above-described embodiment method may be implemented by means of software plus a necessary general hardware platform, but of course may also be implemented by means of hardware, but in many cases the former is a preferred embodiment. Based on such understanding, the technical solution of the present invention may be embodied essentially or in a part contributing to the prior art in the form of a software product stored in a storage medium (e.g. read only memory mirror (Read Only Memory image, ROM)/random access memory (Random Access Memory, RAM), magnetic disk, optical disk), comprising instructions for causing a terminal device (which may be a mobile phone, a computer, a server, or a network device, etc.) to perform the method according to the embodiments of the present invention.
The foregoing description is only of the preferred embodiments of the present invention, and is not intended to limit the scope of the invention, but rather is intended to cover any equivalents of the structures or equivalent processes disclosed herein or in the alternative, which may be employed directly or indirectly in other related arts.

Claims (8)

1. A battery pack heating method, characterized by comprising:
Determining a vehicle state when the battery pack satisfies a heating condition;
Determining a target temperature according to historical vehicle operation data when the vehicle state is a driving state;
Heating the battery pack to enable the temperature of the battery pack to reach the target temperature;
when the vehicle state is a driving state, determining the target temperature according to the historical vehicle operation data comprises the following steps:
when the vehicle state is a driving state, determining the average discharge current of the battery pack every day according to the vehicle history operation data;
when the average discharge current is less than or equal to the average temperature current, determining a target temperature according to the historical vehicle operation data;
And when the average discharge current is less than or equal to the average temperature current, determining a target temperature according to the historical vehicle operation data, including:
When the average discharge current is smaller than or equal to the average temperature current, determining the average mileage of the vehicle running every day according to the historical running data of the vehicle;
determining a driving mileage according to the current electric quantity of the battery pack;
When the driving mileage is greater than the average mileage, determining the heating electric quantity of the battery pack;
And determining the target temperature according to the heating electric quantity.
2. The battery pack heating method of claim 1, wherein after determining the driving range according to the current power of the battery pack, further comprising:
when the driving mileage is less than or equal to the average mileage, determining average time of the vehicle driving every day according to the vehicle history operation data;
When the average time is less than or equal to a preset time, the first temperature is taken as a target temperature;
and when the average time is greater than the preset time, taking a second temperature as a target temperature, wherein the second temperature is greater than the first temperature.
3. The battery pack heating method according to claim 1, wherein the determining the target temperature from the heating power includes:
determining a maximum heating temperature according to the heating electric quantity;
When the maximum heating temperature is greater than or equal to a third temperature, the third temperature is taken as a target temperature;
And when the maximum heating temperature is smaller than the third temperature, taking the maximum heating temperature as a target temperature.
4. The battery pack heating method according to any one of claims 1 to 3, wherein after determining the vehicle state when the battery pack satisfies the heating condition, further comprising:
Determining a charging current when the vehicle state is a fast charge state;
When the charging current is greater than or equal to a preset current, taking the fourth temperature as a target temperature;
And when the charging current is smaller than a preset current, taking a fifth temperature as a target temperature, wherein the fifth temperature is smaller than the fourth temperature.
5. The battery pack heating method according to claim 4, wherein after determining the vehicle state when the battery pack satisfies the heating condition, further comprising:
And when the vehicle state is a slow charge state, taking the fifth temperature as a target temperature.
6. A battery pack heating apparatus, characterized by comprising:
the detection module is used for determining the state of the vehicle when the battery pack meets the heating condition;
the calculation module is used for determining a target temperature according to the historical running data of the vehicle when the vehicle state is a running state;
the heating module is used for heating the battery pack to enable the temperature of the battery pack to reach the target temperature;
The calculation module is further used for determining the average discharge current of the battery pack every day according to the historical operation data of the vehicle when the vehicle state is the driving state; when the average discharge current is less than or equal to the average temperature current, determining a target temperature according to the historical vehicle operation data;
The calculation module is further used for determining the average mileage of the vehicle running every day according to the historical running data of the vehicle when the average discharge current is smaller than or equal to the average temperature current; determining a driving mileage according to the current electric quantity of the battery pack; when the driving mileage is greater than the average mileage, determining the heating electric quantity of the battery pack; and determining the target temperature according to the heating electric quantity.
7. A battery pack heating apparatus, characterized by comprising: a memory, a processor, and a battery pack heating program stored on the memory and executable on the processor, which when executed by the processor, implements the battery pack heating method of any one of claims 1 to 5.
8. A storage medium having stored thereon a battery pack heating program which, when executed by a processor, implements the battery pack heating method according to any one of claims 1 to 5.
CN202210787985.1A 2022-07-06 2022-07-06 Battery pack heating method, device, equipment and storage medium Active CN115139860B (en)

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CN113415125A (en) * 2021-07-27 2021-09-21 广州小鹏汽车科技有限公司 Battery thermal management method and device, vehicle and storage medium
CN114678631A (en) * 2022-03-03 2022-06-28 北京新能源汽车股份有限公司 Battery pack driving heating control method and device, battery pack and electric vehicle

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US11072258B2 (en) * 2017-12-11 2021-07-27 Ford Global Technologies, Llc Method for predicting battery life

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CN113415125A (en) * 2021-07-27 2021-09-21 广州小鹏汽车科技有限公司 Battery thermal management method and device, vehicle and storage medium
CN114678631A (en) * 2022-03-03 2022-06-28 北京新能源汽车股份有限公司 Battery pack driving heating control method and device, battery pack and electric vehicle

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