WO2023123770A1 - 电池充电方法和车辆电气系统 - Google Patents

电池充电方法和车辆电气系统 Download PDF

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Publication number
WO2023123770A1
WO2023123770A1 PCT/CN2022/089334 CN2022089334W WO2023123770A1 WO 2023123770 A1 WO2023123770 A1 WO 2023123770A1 CN 2022089334 W CN2022089334 W CN 2022089334W WO 2023123770 A1 WO2023123770 A1 WO 2023123770A1
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WIPO (PCT)
Prior art keywords
battery
charging
control unit
state
relay
Prior art date
Application number
PCT/CN2022/089334
Other languages
English (en)
French (fr)
Inventor
刘帝平
颜昱
左希阳
潘先喜
李宝
但志敏
Original Assignee
宁德时代新能源科技股份有限公司
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Application filed by 宁德时代新能源科技股份有限公司 filed Critical 宁德时代新能源科技股份有限公司
Priority to JP2022548238A priority Critical patent/JP7507246B2/ja
Priority to EP22747232.1A priority patent/EP4227149A1/en
Priority to KR1020227027718A priority patent/KR20230106121A/ko
Priority to US17/940,318 priority patent/US20230208149A1/en
Publication of WO2023123770A1 publication Critical patent/WO2023123770A1/zh

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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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/62—Monitoring or controlling charging stations in response to charging parameters, e.g. current, voltage or electrical charge
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/66—Data transfer between charging stations and vehicles
    • 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
    • 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

Definitions

  • This application relates to the field of battery technology, in particular to a battery charging method and a vehicle electrical system
  • the present application discloses a battery charging method and a vehicle electrical system, which can meet the requirements of safe and efficient charging of a low-SOC power battery by a charging pile in a low-temperature environment.
  • the present application provides a battery charging control method applied to a vehicle electrical system
  • the vehicle electrical system includes a current control unit
  • the current control unit includes a semiconductor device
  • one end of the current control unit is connected to the battery, and the other end Connect to a charging power source.
  • the battery charging control method includes: when the temperature of the battery is lower than a first preset temperature, controlling the current control unit to be in a first state, wherein the first state includes a state in which a semiconductor device is reversely connected to a circuit; sending a first charging request , the first charging request includes a first charging current, the first charging current is the current required to heat the battery to a first preset temperature; when the battery temperature reaches the first preset temperature, the control current control unit is in a second state , wherein the second state includes the state that the semiconductor device is connected to the circuit or the state that the semiconductor is connected to the circuit; a second charging request is sent, and the second charging request includes a second charging current, and the battery is charged with the second charging current .
  • the embodiment of the present application can implement a method for charging a battery, which switches the working state of the current control unit to be in the first state or the second state according to the temperature of the battery.
  • the control current control unit When the battery temperature is lower than the first preset temperature, the control current control unit is in the first state, and the semiconductor device is reversely connected to the circuit. At this time, the current control unit can block the passage of current, and the charging power supply stops charging the power battery.
  • the control current control unit Form a loop with the battery heating module, supply power to the battery heating module to heat the battery; when the battery temperature reaches the first preset temperature, the control current control unit is in the second state, and the semiconductor device is connected to the circuit or forwardly connected to the circuit, at this time
  • the current control unit allows current to pass through, the charging power supply forms a loop with the power battery and the current control unit to charge the power battery, the connection between the charging power supply and the battery heating module is disconnected, and the power supply for the battery heating module is stopped.
  • the charging current for heating can be requested without changing the communication protocol, and at the same time, it can effectively ensure that the charging current for heating does not flow into the power battery to avoid battery damage and heating.
  • the conventional fast charging can be performed by switching the current control unit, so as to realize the safe and efficient low-temperature charging of the low-temperature low-SOC battery by the charging power source.
  • controlling the current control unit to be in the second state includes: sending a first charging request when the battery temperature reaches a first preset temperature, and the first The charging request includes: the first charging current is zero.
  • the first charging current is requested to be 0, and then the current control unit is controlled to switch to the second state, that is, when the working state of the current control unit is switched, it will be used for heating
  • the charging current is reduced to 0. It prevents the current from flowing into the battery during the process of switching the working state of the current control unit to cause damage to the battery, and further ensures the safety of low-temperature charging of the battery.
  • the current control unit includes a semiconductor device and a first relay, and when the temperature of the battery is lower than a first preset temperature, controlling the current control unit to be in the first state includes: when the temperature of the battery When the first temperature is lower than the preset temperature, the control turns off the first relay, one end of the first relay is connected to the battery, the other end of the first relay is connected to the charging power supply, and the semiconductor device is connected in parallel with the first relay.
  • the current control unit includes a semiconductor device and a first relay, and when the temperature of the battery reaches a first preset temperature, controlling the current control unit to be in a second state includes: When the temperature is set, the first relay is controlled to be turned on, wherein one end of the first relay is connected to the battery, the other end of the first relay is connected to the charging power supply, and the semiconductor device is connected in parallel with the first relay.
  • the current control unit includes a first relay and a semiconductor device, and the first relay and the semiconductor device are connected in parallel.
  • the first relay is turned off, and the semiconductor device is reversely connected to the circuit, so that the current control unit is in the first state; the first relay is turned on, and the semiconductor device can be bypassed, so that the current control unit is in the second state.
  • the semiconductor device can be connected in and out of the circuit, and the working state of the current control unit can be switched.
  • the current control unit includes a bidirectional semiconductor device, and when the temperature of the battery reaches the first preset temperature, controlling the current control unit to be in the second state includes: when the battery temperature reaches the first preset temperature , to control the commutation of the bidirectional semiconductor device, so that the bidirectional semiconductor device is forwardly connected to the circuit.
  • the current control unit includes a bidirectional semiconductor device.
  • the bidirectional semiconductor device By controlling and switching the direction of the bidirectional semiconductor device, it can be realized that when the temperature of the battery is lower than the first preset temperature, the reverse connection circuit can be realized.
  • the temperature of the battery reaches the first preset temperature
  • the relay in the current control unit is saved, and the circuit connection and control are simpler, so as to ensure fast and efficient switching of the working state of the current control unit.
  • the present application provides a vehicle electrical system, including: a current control unit, the current control unit includes a semiconductor device, one end of the current control unit is connected to the battery, and the other end is connected to the charging power source; a control module, the control module uses When the temperature of the battery is lower than the first preset temperature, the control current control unit is in the first state, wherein the first state includes the state that the semiconductor device is reversely connected to the circuit; the communication module is used to send the first A charging request, the first charging request includes a first charging current, the first charging current is the current required to heat the battery to a first preset temperature The control module is also used to control the current when the battery temperature reaches the first preset temperature The control unit is in the second state, wherein the second state includes the state that the semiconductor device is connected to the circuit or the state that the semiconductor is connected to the circuit; the communication module is also used to send a second charging request, and the second charging request includes the second Charging current, the battery is charged with the second charging current.
  • a current control unit includes
  • the above embodiments provide a vehicle electrical system.
  • the working state of the current control unit is in the first state or the second state according to the temperature of the battery.
  • the current control unit is in the first state, and the semiconductor device is reversely connected to the circuit.
  • the current control unit can block the flow of current, and the charging power supply and the battery heating module form a loop to heat the battery.
  • the module supplies power to heat the battery; when the battery temperature reaches the first preset temperature, the current control unit is in the second state, and the semiconductor device is connected to the circuit or connected to the circuit in the forward direction.
  • the current control unit allows the current to pass through, and the charging power and power
  • the battery and the current control unit form a loop to perform conventional charging on the power battery, and the connection between the charging power source and the battery heating module is disconnected, and the power supply for the battery heating module is stopped.
  • the charging current for heating can be requested without changing the communication protocol, and at the same time, it can effectively ensure that the charging current for heating does not flow into the power battery to avoid battery damage and heating.
  • the conventional fast charging can be performed by switching the current control unit, so as to realize the safe and efficient low-temperature charging of the low-temperature and low-SOC battery by the charging pile.
  • the communication module is further configured to: when the temperature of the battery reaches a first preset temperature, send a first charging request, where the first charging request includes: the first charging current is 0.
  • the communication module when the battery has been heated to the first preset temperature, the communication module requests the first charging current to be 0, and the control module then controls the current control unit to be in the second state, that is, when switching the working state of the current control unit, the The charging current is reduced to 0. It prevents the current from flowing into the battery during the process of switching the working state of the current control unit to cause damage to the battery, and further ensures the safety of low-temperature charging of the battery.
  • the application provides a vehicle electrical system, including a battery and a current control unit, the current control unit includes a first relay and a semiconductor device, one end of the first relay is connected to the battery, and the other end of the first relay is connected to the charging power supply connected; the semiconductor device is connected in parallel with the first relay.
  • the current control unit when the temperature of the battery is lower than the first preset temperature, the current control unit is in the first state, and in the first state, the first relay is disconnected; when the battery temperature reaches the first preset temperature, the current control unit is in the first state. In the second state, the first relay is turned on in the second state.
  • the above current control unit includes: a first relay, a semiconductor device and a second relay, one end of the first relay is connected to the battery, and the other end of the first relay is connected to the charging power source; the semiconductor device is connected to the second One relay is connected in parallel; the second relay is connected to the branch where the semiconductor device is located.
  • the current control unit includes a first relay and a semiconductor device, and also includes a second relay.
  • the second relay is connected to the branch where the semiconductor device is located, and is connected in series with the semiconductor device, and can control the access circuit and the output circuit of the semiconductor device. .
  • the safety of the circuit can be improved.
  • the relay of any branch fails or breaks down, the relay on the other branch can continue to work, ensuring the switching of semiconductor devices into and out of the circuit, and improving the reliability of the electrical system.
  • the present application provides a battery management system, including a processor and a memory, the memory is used to store a computer program, and the processor is used to call the computer program to execute the method of any possible embodiment in the first aspect above.
  • the present application provides a storage medium for storing a computer program, and the computer program is used to execute the method of any possible embodiment in the first aspect above.
  • the present application provides a vehicle, including the vehicle electrical system in any possible embodiment of the above-mentioned first aspect and second aspect.
  • Fig. 1 is a schematic structural diagram of a charging system disclosed in an embodiment of the present application
  • Fig. 2 is a schematic structural diagram of the connection between a vehicle electrical system and a charging power source disclosed in an embodiment of the present application;
  • Fig. 3 is a schematic diagram of the structure of another vehicle electrical system connected to a charging power source disclosed in an embodiment of the present application;
  • Fig. 4 is a schematic structural diagram of another vehicle electrical system connected to a charging power source disclosed in an embodiment of the present application;
  • Fig. 5 is a schematic flowchart of a battery charging control method disclosed in an embodiment of the present application.
  • Fig. 6 is a schematic flowchart of another battery charging control method disclosed in an embodiment of the present application.
  • Fig. 7 is a schematic flowchart of another battery charging control method disclosed in an embodiment of the present application.
  • Fig. 8 is a schematic structural diagram of a battery management module disclosed in an embodiment of the present application.
  • Fig. 1 shows a schematic structural diagram of a charging system applicable to an embodiment of the present application.
  • the charging system 10 may include: a charging power source 100 and a vehicle electrical system 200 .
  • the vehicle may be an electric vehicle, including a pure electric vehicle and a plug-in hybrid electric vehicle.
  • the power battery can be any type of battery, including but not limited to: lithium ion battery, lithium metal battery, lithium sulfur battery, lead acid battery, nickel battery, nickel metal hydride battery, or lithium air battery etc.
  • the power battery in the embodiment of this application can be a battery cell/battery monomer (cell), or a battery module or a battery pack, where a battery module or a battery pack can be composed of multiple battery strings formed in parallel.
  • the specific type and scale of the power battery are not specifically limited.
  • the vehicle electrical system 200 is generally provided with a battery management module 220 for controlling the vehicle electrical system and monitoring the battery 210. status.
  • the battery management module may be a battery management system (battery management system, BMS) or a domain controller (domain control unit, DCU).
  • BMS battery management system
  • DCU domain controller
  • the battery management module 220 can be integrated with the power battery and set in the same device or device, or the battery management module 220 can also be set as an independent device/device outside the power battery.
  • the charging power source 100 is a device for supplementing electric energy to the battery 210 in the vehicle electrical system 200 .
  • the charging power source 100 in the embodiment of the present application may be a fast charging charging pile, a charging pile supporting a vehicle to grid (V2G) mode, and the like.
  • V2G vehicle to grid
  • the charging power source 100 can be connected to the battery 210 through a wire, and connected to the battery management module 220 through a communication wire.
  • the communication line is used to realize information exchange between the charging power source 100 and the battery management module 220 .
  • the communication line includes but is not limited to a controller area network (control area network, CAN) communication bus or a daisy chain (daisy chain) communication bus.
  • controller area network control area network, CAN
  • daisy chain daisy chain
  • the charging power source 100 may also communicate with the battery management module 220 through a wireless network.
  • the embodiment of the present application does not specifically limit the communication type between the charging power source 100 and the battery management module 220 .
  • the power batteries of new energy vehicles on the market are mostly rechargeable batteries, the most common ones are lithium batteries, such as lithium-ion batteries or lithium-ion polymer batteries.
  • the temperature of the battery and the uniformity of the temperature field have a great influence on the performance and service life of the power battery. If the power battery works at too low temperature or charges the power battery in a low temperature environment, it will cause the battery to decompose lithium, resulting in poor performance of the battery, which will seriously affect the capacity and service life of the battery. Therefore, when charging the battery in a low temperature environment, it is first necessary to heat the battery.
  • the battery heating module can only be powered by slow charging through the on-board charger to heat the battery. After the battery temperature rises to a certain value, it can be charged normally.
  • this method has its limitations. In some vehicles, there is no slow charging port, and it is impossible to supply power to the battery heating module through the on-board charger through slow charging. For example, when a commercial vehicle only has a fast charging port, the vehicle will not be able to be charged or used when the battery is low in temperature and low in SOC.
  • the conventional heating charging method needs to change the communication protocol so that the charging pile can recognize that the vehicle is in a low-temperature environment, so that the charging pile has an auxiliary heating function.
  • this method requires the development of a new fast charging pile, additionally adding or modifying the communication protocol during charging, the standard international agreement is not applicable, and the existing fast charging piles on the market are still not widely used.
  • Embodiments of the present application provide a battery charging control method and a vehicle electrical system.
  • FIG. 2 shows a schematic structural diagram of a vehicle electrical system 200 connected to a charging power source 100 according to an embodiment of the present application.
  • the vehicle electrical system 200 includes a battery 210, a battery heating module 230 and a current control unit 240, one end of the current control unit 240 is connected to the battery 210, and the other end is connected to the charging power source 100; the battery heating module 230 is connected in parallel with the battery 210 and the current control unit 240 One end of the battery heating module 230 is connected to the battery 210 and the charging power source 100 , and the other end is connected to the current control unit 240 and the charging power source 100 .
  • the battery heating module 230 includes a third relay K3 and a heater R1, and the third relay K3 is connected in series with the heater R1.
  • the third relay K3 is used to control the battery heating module 230 to connect or connect to the circuit
  • the heater R1 is used to heat the battery 210, which may be a PTC heater or a heating film.
  • the specific type and scale of the heater in the battery heating module 230 there is no special limitation on the specific type and scale of the heater in the battery heating module 230 .
  • the battery heating module 230 may also include a fourth relay K4, the third relay K3, the fourth relay K4 and the heater R1 are connected in series, and the third relay K3 and the fourth relay K4 are respectively arranged in the heating to both ends of R1.
  • the third relay K3 and the fourth relay K4 cooperate to control the connection of the battery heating module 230 into or out of the circuit, which enhances the safety and reliability of the circuit system.
  • the current control unit 240 includes a semiconductor device.
  • the current control unit 240 includes a first relay K1 and a semiconductor device D1.
  • one end of the first relay K1 is connected to the battery 210 , and the other end of the first relay K1 is connected to the charging power source 100 ; the semiconductor device D1 is connected in parallel with the first relay K1 .
  • the current control unit 240 includes a first relay K1 and a semiconductor device D1, and may further include a second relay K2.
  • One end of the first relay K1 is connected to the battery 210, the other end of the first relay K1 is connected to the charging power source 100; the semiconductor device D1 is connected in parallel with the first relay K1; the second relay K2 is connected to the branch where the semiconductor device D1 is located.
  • the semiconductor device D1 in the current control unit 240 can be set as a diode, a thyristor, a bidirectional IGBT or other semiconductor devices, that is, by using the unidirectional conductivity of the semiconductor, by reversely connecting the semiconductor device D1 in the circuit, It can realize blocking current.
  • the current control unit 240 can be arranged on the positive busbar or the negative busbar of the battery 210 . In the embodiment of the present application, the current control unit 240 is disposed on the negative busbar of the battery 210 as an example.
  • the semiconductor device D1 in the current control unit 240 may be a bidirectional semiconductor device.
  • FIG. 5 shows a charging control method 500 according to an embodiment of the present application, which is used for heating and charging the battery 210 .
  • the method 500 may specifically include some or all of the following steps.
  • Step 510 When the temperature of the battery is lower than the first preset temperature, control the current control unit to be in the first state.
  • the first state is a state in which the semiconductor device is reversely connected to the circuit.
  • the first preset temperature is the charging allowable temperature of the battery 210.
  • the first relay K1 is turned off and the semiconductor device D1 is reversely connected to the circuit, thereby controlling the current control unit 240 to block the flow of current, the charging power supply 100 stops charging the battery 210, and at the same time makes the charging power supply 100 and the battery heating module 230 form a loop , so that the charging power source 100 supplies power to the battery heating module 230 to heat the battery 210 .
  • the current control unit 240 further includes a second relay K2.
  • the first relay K1 is turned off and the second relay K2 is turned on, and the The semiconductor device D1 is reversely connected to the circuit, so as to control the current control unit 240 to block the passage of current.
  • the semiconductor device D1 in the current control unit 240 is a bidirectional semiconductor device
  • the direction of the bidirectional semiconductor device D1 in the circuit can be directly controlled to keep the direction opposite to the current, thereby blocking the passage of current.
  • the battery heating module 230 is connected to the circuit to form a loop with the charging power source 100 .
  • the third relay K3 and the fourth relay K4 are turned on, so that the charging power supply 100 supplies power to the battery heating module 230 to heat the battery 210 .
  • Step 520 Send a first charging request.
  • the first charging request includes a first charging current, which is the current required to heat the battery to a first preset temperature, and can be set according to the power of electrical appliances such as the battery heating module. Specifically, at this time, the charging power source 100 is requested to send the first charging current to heat the battery 210 to a first preset temperature, so as to perform conventional charging on the battery 210 subsequently.
  • a first charging current which is the current required to heat the battery to a first preset temperature
  • the charging power source 100 is requested to send the first charging current to heat the battery 210 to a first preset temperature, so as to perform conventional charging on the battery 210 subsequently.
  • the first charging current output by the charging power supply 100 flows into the vehicle electrical system 200, and the current control unit 240 is in the first state because the semiconductor device is reversely connected to the circuit, that is, the current control unit 240 can block the passage of current, so the first charging Electric current can flow into the battery heating module 230 to heat the battery 210, but not flow into the battery 210 to avoid damage to the battery. And because the battery 210 and the charging power source 100 are kept connected, the vehicle electrical system 200 can successfully establish a connection with the charging power source 100 and request charging current without adding or modifying the communication protocol.
  • Step 530 When the battery temperature reaches the first preset temperature, control the current control unit to be in the second state.
  • the second state is a state in which the semiconductor device is connected to the circuit or a state in which the semiconductor device is connected to the circuit. Specifically, when the temperature of the battery 210 reaches the first preset temperature, the battery 210 can be charged normally. At this time, the first relay K1 is turned on to connect the semiconductor device out of the circuit, that is, the semiconductor device D1 is short-circuited, so that the current control unit 240 is controlled to allow current to pass through.
  • the current control unit 240 further includes a second relay K2.
  • the first relay is turned on and the second relay K2 is turned off, so that the semiconductor device D1 is connected to the circuit, that is, the semiconductor device D1 is bypassed, so that the current control unit 240 is controlled to allow current to pass through.
  • the semiconductor device D1 in the current control unit 240 is a bidirectional semiconductor device
  • the direction of the bidirectional semiconductor device D1 in the circuit can be directly controlled to maintain a forward state relative to the current, thereby allowing the current to pass.
  • the battery heating module 230 is connected to the circuit. Specifically, the third relay K3 in the battery heating module 230 is turned off or the third relay K3 and the fourth relay K4 are turned off at the same time to bypass the current heating module 230 so that the charging power source 100 can charge the battery 210 normally.
  • Step 540 Send a second charging request.
  • the second charging request includes a second charging current.
  • the charging power source 100 is requested to send the second charging current to charge the battery 210 .
  • the battery heating module 230 is bypassed, and the current control unit 240 is in the second state, that is, the current control unit 240 allows current to pass through, and the second charging current output by the charging power source 100 can flow to the battery 210 for normal charging.
  • a current control unit is set in the vehicle electrical system.
  • the control semiconductor device is reversely connected to the circuit, and the current control unit is in the first state, namely The current control unit blocks the passage of current.
  • the battery can be kept connected to the charging power supply and successfully request the charging power supply to output charging current without additionally adding or modifying the communication protocol.
  • it can effectively prevent the first charging current output by the charging power supply from flowing into the battery and causing damage to the battery.
  • the control semiconductor device When it is detected that the battery temperature reaches the first preset temperature to allow charging, the control semiconductor device is connected to the circuit or the semiconductor device is forwardly connected to the circuit, and the current control unit is in the second state, that is, the current control unit allows the current to pass through, so that at the battery temperature When the charging temperature is reached, the vehicle electrical system can be directly put into the normal fast charging state without affecting the charging efficiency of the battery.
  • the current control unit By setting the current control unit and controlling its working state, it is possible to realize safe and efficient low-temperature heating and charging of the low-temperature and low-SOC battery by the charging power source.
  • the charging control method in the above embodiments may be extended to a charging control method 600 as shown in FIG. 6 , and the method 600 may specifically include some or all of the following steps.
  • Step 610 When the temperature of the battery is lower than the first preset temperature, control the current control unit to be in the first state.
  • the first state is a state in which the semiconductor device is reversely connected to the circuit.
  • the specific implementation manner is similar to that in method 500, and will not be repeated here.
  • Step 620 Send a first charging request.
  • the first charging request includes a first charging current, which is the current required to heat the battery to a first preset temperature, and can be set according to the power of electrical appliances such as the battery heating module. Specifically, at this time, the charging power source 100 is requested to send the first charging current to heat the battery 210 to a first preset temperature, so as to perform conventional charging on the battery 210 subsequently.
  • a first charging current which is the current required to heat the battery to a first preset temperature
  • the charging power source 100 is requested to send the first charging current to heat the battery 210 to a first preset temperature, so as to perform conventional charging on the battery 210 subsequently.
  • Step 630 When the battery temperature reaches the first preset temperature, send a first charging request, including: the first charging current is 0.
  • the first charging current output by the charging power source 100 is requested to drop to 0, and then the working state of the current control unit 240 is switched to the second state, that is, when the switching current control unit 240 works state, reduce the charging current for heating to 0. It prevents the current from flowing into the power battery during the process of switching the working state of the current control unit to cause damage to the power battery, and further ensures the safety of low-temperature charging of the battery.
  • Step 640 Control the current control unit to be in the second state.
  • the second state is a state in which the semiconductor device is connected to the circuit or a state in which the semiconductor device is connected to the circuit.
  • the specific implementation manner is the same as that described in method 500, and will not be repeated here.
  • Step 650 Send a second charging request.
  • the second charging request includes a second charging current.
  • the charging power source 100 is requested to send the second charging current to charge the battery 210 .
  • the first charging current when the battery temperature has been heated to the first preset temperature, the first charging current is requested to be 0, and then the current control unit is controlled to be in the second state, that is, when the working state of the current control unit is switched, the charging current is reduced is 0. It prevents the current from flowing into the power battery during the process of switching the working state of the current control unit to cause damage to the power battery, and further ensures the safety of low-temperature charging of the battery.
  • Fig. 7 is a schematic flow chart of a possible implementation based on the above charging control method.
  • the charging power supply can safely and efficiently charge the low-temperature low-SOC battery at low temperature.
  • the method 700 may specifically include:
  • Step 701 Confirm the connection between the charging power supply and the vehicle, and start charging.
  • Step 702 Detect whether the battery temperature meets a first preset temperature.
  • the first preset temperature is the charging allowable temperature of the battery 210 . If the temperature of the battery 210 satisfies the first preset temperature, the battery 210 does not need to be heated, and proceeds to step 708;
  • Step 703 Turn off K1 and turn on K2, so that the current control unit is in the first state.
  • the first state is a state in which the semiconductor device is reversely connected to the circuit. At this time, the first relay K1 is turned off, and the second relay K2 is turned on.
  • Step 704 Turn on K3 and K4, so that the battery heating module is connected to the circuit.
  • Step 705 Send a first charging request, including: a first charging current.
  • the first charging current is the current required to heat the battery 210 to the first preset temperature, which can be set according to the power of the battery heating module 230 .
  • the charging power source 100 is requested to send the first charging current to heat the battery 210 to a first preset temperature, so that the battery 210 can be charged normally subsequently.
  • Step 706 Detect whether the battery temperature meets the first preset temperature.
  • the heating effect is detected. If the temperature of the battery 210 meets the first preset temperature, stop heating and go to step 707 ; if not, continue heating the battery 210 and go to step 703 .
  • Step 707 Send a first charging request, including: the first charging current is 0.
  • Step 708 Close K1 and open K2, so that the current control unit is in the second state.
  • the second state is a state in which the semiconductor device is connected to the circuit. At this moment, the first relay K1 is turned on, and the second relay K2 is turned off.
  • Step 709 Disconnect K3 and K4 to bypass the battery heating module.
  • Step 710 Send a second charging request, including: a second charging current.
  • the battery heating module is bypassed, the current control unit 240 is in the second state, that is, allowing current to pass through, and requests the charging power source 100 to output a second charging current to charge the battery 210 normally.
  • Step 711 Charging is completed.
  • the battery can be kept connected to the charging power source and successfully request the charging power source to output the charging current without additionally adding or modifying the communication protocol.
  • the current output by the charging power supply flows into the battery, causing battery damage, so that the charging power supply can safely and efficiently charge the low-temperature and low-SOC battery at low temperature.
  • the embodiment of the present application also provides a vehicle electrical system, including a current control unit, a control module and a communication module.
  • the current control unit includes a semiconductor device, one end of the current control unit is connected to the battery, and the other end is connected to the charging power supply;
  • the control module is used to control the current control unit to be in the first state when the temperature of the battery is lower than the first preset temperature, Wherein, the first state is a state in which the semiconductor device is reversely connected to the circuit;
  • the communication module is used to send a first charging request, the first charging request includes a first charging current, and the first charging current is obtained by heating the battery to a first preset temperature. required current.
  • the control module is also used to control the current control unit to be in the second state when the battery temperature reaches the first preset temperature, wherein the second state is the state where the semiconductor device is connected to the circuit; the communication module is also used to send the second charging request,
  • the second charging request includes a second charging current with which the battery is charged.
  • control module is connected with the battery heating module 230 and the current control unit 240 in the vehicle electrical system 200, and is used to control the on and off of K1, K2, K3 and K4, thereby controlling the battery heating module 230 to connect to the circuit or Bypass, and the current control unit 240 is in the first state or the second state.
  • the communication module is used for information exchange with the charging power source 100, and its communication method includes but not limited to control area network (control area network, CAN) communication or daisy chain (daisy chain) communication.
  • the embodiment of the present application also provides a battery management module 220, including a processor 221 and a memory 222, the memory 222 is used to store computer programs, and the processor 221 is used to call the computer programs to execute the aforementioned Charging control methods in various embodiments.
  • a battery management module 220 including a processor 221 and a memory 222, the memory 222 is used to store computer programs, and the processor 221 is used to call the computer programs to execute the aforementioned Charging control methods in various embodiments.
  • the embodiment of the present application also provides a readable storage medium for storing a computer program, and the computer program is used to execute the charging control method in the foregoing embodiments of the present application.
  • the embodiment of the present application also provides a vehicle, including the vehicle electrical system in the foregoing embodiments of the present application.

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Abstract

一种电池充电方法和车辆电气系统（200），能够满足充电桩在低温环境下对低SOC动力电池进行安全高效的充电。电池充电控制方法应用于一种车辆电气系统（200），车辆电气系统（200）包括电流控制单元（240），电流控制单元（240）包括半导体器件。方法包括：当电池（210）的温度低于第一预设温度时，控制电流控制单元（240）处于第一状态（510），其中，第一状态包括半导体器件反向接入电路的状态；请求发送第一充电请求（520），第一充电请求包括第一充电电流；当电池（210）温度达到第一预设温度时，控制电流控制单元（240）处于第二状态（530），第二状态包括半导体器件接出电路的状态或半导体器件正向接入电路的状态；请求发送第二充电请求（540），第二充电请求包括第二充电电流，电池（210）以第二充电电流进行充电。

Description

电池充电方法和车辆电气系统
相关申请的交叉引用
本申请要求享有于2021年12月29日提交的名称为“电池充电方法和车辆电气系统”的中国专利申请202111631807.1的优先权，该申请的全部内容通过引用并入本文中。
技术领域
本申请涉及电池技术领域，特别是涉及一种电池充电方法和车辆电气系统
背景技术
随着新能源电池的快速发展，电动车辆已经成为未来汽车工业发展新方向。动力电池技术日益成熟，用户对动力电池的充电速度和安全性有了更高的需求。然而，目前常用的充电桩无法满足在低温环境下对低荷电状态(SOC)的动力电池进行安全高效的充电，限制了充电桩的功能和应用。
发明内容
本申请了一种电池充电方法和车辆电气系统，能够满足充电桩在低温环境下对低SOC动力电池进行安全高效的充电。
第一方面，本申请提供一种电池充电控制方法，应用于一种车辆电气系统，该车辆电气系统包括电流控制单元，电流控制单元包括半导体器件，该电流控制单元的一端与电池连接，另一端与充电电源连接。该电池充电控制方法包括：当电池的温度低于第一预设温度时，控制电流控制单元处于第一状态，其中，第一状态包括半导体器件反向接入电路的状态；发送第一充电请求，该第一充电请求包括第一充电电流，该第一充电电流为加热电池至第一预设温度所需的电流；当电池温度达到第一预设温度时，控制电流控制单元处于第二状态，其中，第二状态包括半导体器件接出电路的状态或半导体正向接入电路的状态；发送第二充电请求，该第二充电请求包括第二充电电流，电池以该第二充电电流进行充电。
通过本申请实施例能够实现一种电池的充电方法，根据电池的温度情况切换电流控制单元的工作状态处于第一状态或第二状态。当电池温度低于第一预设温度时，控制电流控制单元处于第一状态，半导体器件反向接入电路，此时电流控制单元能够阻隔电流通过，充电电源停止为动力电池进行充电，充电电源与电池加热模块形成回路，向电池加热模块供电以加热电池；当电池温度达到第一预设温度时，控制电流控制单元处于第二状态，半导体器件接出电路或正向接入电路，此时电流控制单元允许电流通过，充电电源与动力电池、电流控制单元形成回路，为动力电池进行充电，充电电源与电池加热模块的连接断开，停止为电池加热模块供电。这样在对电池进行低温充电的过程中，能够在不更改通信协议的情况下，请求用于加热的充电电流，同时可以有效确保用于加热的充电电流不流入动力电池内，避免电池损坏，加热至常温或电池所需的工作温度后可以通过切换电流控制单元进行常规快充充电，从而实现充电电源对低温低SOC电池进行安全高效的低温充电。
在一种可能的实施例中，当电池温度达到第一预设温度时，控制电流控制单元处于第二状态包括：当电池温度达到第一预设温度时，发送第一充电请求，该第一充电请求包括：第一充电电流为0。
上述实施例中，当电池已加热到第一预设温度时，请求第一充电电流为0，再控制电流控制单元切换到第二状态，即在切换电流控制单元工作状态时，将用于加热的充电电流降低为0。防止电流在切换电流控制单元工作状态的过程中流进电池内而造成电池损坏，进一步保证了电池低温充电的安全性。
在一种可能的实施例中，所述电流控制单元包括半导体器件和第一继电器，当电池的温度低于第一预设温度时，控制电流控制单元处于第一状态，包括：当电池的温度第一低于预设温度 时，控制断开第一继电器，该第一继电器的一端与电池连接，该第一继电器的另一端与充电电源连接，该半导体器件与第一继电器并联。
在一种可能的实施例中，电流控制单元包括半导体器件和第一继电器，当电池的温度达到第一预设温度时，控制电流控制单元处于第二状态，包括：当电池温度达到第一预设温度时，控制导通第一继电器，其中，第一继电器的一端与电池连接，第一继电器的另一端与充电电源连接，半导体器件与第一继电器并联。
上述实施例中，电流控制单元包括第一继电器和半导体器件，且第一继电器与半导体器件并联连接。断开第一继电器，将半导体器件反向接入电路，使电流控制单元处于第一状态；导通第一继电器，可将半导体器件旁路，使电流控制单元处于第二状态。通过控制第一继电器的导通或断开，即可实现半导体器件接入和接出电路，切换电流控制单元的工作状态。
在一种可能的实施例中，电流控制单元包括双向半导体器件，当电池的温度达到第一预设温度时，控制电流控制单元处于第二状态，包括：当电池温度达到第一预设温度时，控制双向半导体器件换向，使双向半导体器件正向接入电路。
上述实施例中，电流控制单元包括双向半导体器件，通过控制切换双向半导体器件的方向，即可实现当电池的温度低于第一预设温度时反向接入电路，当电池的温度达到第一预设温度时正向接入电路，节省了电流控制单元中的继电器，使电路连接和控制更简单，从而保证快捷高效地转换电流控制单元工作状态。
第二方面，本申请提供一种车辆电气系统，包括：电流控制单元，该电流控制单元包括半导体器件，电流控制单元的一端与电池连接，另一端与充电电源连接；控制模块，该控制模块用于当电池的温度低于第一预设温度时，控制电流控制单元处于第一状态，其中，第一状态包括半导体器件反向接入电路的状态；通信模块，该通信模块用于发送第一充电请求，第一充电请求包括第一充电电流，第一充电电流为加热电池至第一预设温度所需的电流控制模块还用于当所述电池温度达到第一预设温度时，控制电流控制单元处于第二状态，其中，第二状态包括半导体器件接出电路的状态或所述半导体正向接入电路的状态；通信模块还用于发送第二充电请求，第二充电请求包括第二充电电流，电池以第二充电电流进行充电。
上述实施例提供了一种车辆电气系统，通过在车辆电气系统中使用电流控制单元，根据电池的温度情况使电流控制单元的工作状态处于第一状态或第二状态。当电池温度低于第一预设温度时，电流控制单元处于第一状态，半导体器件反向接入电路，此时电流控制单元能够阻隔电流通过，充电电源与电池加热模块形成回路，向电池加热模块供电以加热电池；当电池温度达到第一预设温度时，电流控制单元处于第二状态，半导体器件接出电路或正向接入电路，此时电流控制单元允许电流通过，充电电源与动力电池、电流控制单元形成回路从而对动力电池进行常规充电，充电电源与电池加热模块的连接断开，停止为电池加热模块供电。这样在对电池进行低温充电的过程中，能够在不更改通信协议的情况下，请求用于加热的充电电流，同时可以有效确保用于加热的充电电流不流入动力电池内，避免电池损坏，加热至常温或电池所需的工作温度后可以通过切换电流控制单元进行常规快充充电，从而实现充电桩对低温低SOC电池进行安全高效的低温充电。
在一种可能的实施例中，通信模块还用于：当电池温度达到第一预设温度时，发送第一充电请求，该第一充电请求包括：第一充电电流为0。
上述实施例中，当电池已加热到第一预设温度时，通信模块请求第一充电电流为0，控制模块再控制电流控制单元处于第二状态，即在切换电流控制单元工作状态时，将充电电流降低为0。防止电流在切换电流控制单元工作状态的过程中流进电池内而造成电池损坏，进一步保证了电池低温充电的安全性。
第三方面，本申请提供了一种车辆电气系统，包括电池、电流控制单元，电流控制单元包括第一继电器和半导体器件，第一继电器的一端与电池连接，第一继电器的另一端与充电电源连接；半导体器件与第一继电器并联。其中，当电池的温度低于第一预设温度时，电流控制单元处于第一状态，在第一状态下，第一继电器断开；当电池温度达到第一预设温度时，电流控制单元处于第二状态，在第二状态为下，第一继电器导通。
在一种可能的实施例中，上述电流控制单元包括：第一继电器、半导体器件和第二继电器，第一继电器的一端与电池连接，第一继电器的另一端与充电电源连接；半导体器件与第一继电器并联；；第二继电器连接在半导体器件所在的支路。其中，当电池的温度低于第一预设温度时，电流控制单元处于第一状态，在第一状态下，第一继电器断开且第二继电器导通；当电池温度达到第一预设温度时，电流控制单元处于第二状态，在第二状态下，第一继电器导通且第二继电器断开。
上述实施例中，电流控制单元包括第一继电器和半导体器件，还包括第二继电器，第二继电器连接在半导体器件所在的支路上，与半导体器件串联，能够控制半导体器件接入电路和接出电路。使用与半导体器件并联的第一继电器和与半导体器件串联的第二继电器同时控制半导体器件在电路中的接入和接出，能够提高电路的安全性。当任一支路的继电器失效或故障时，另一支路上的继电器能够继续工作，保证半导体器件接入电路和接出电路的切换，提高了该电气系统的可靠性。
第四方面，本申请提供了一种电池管理系统，包括处理器和存储器，存储器用于存储计算机程序，处理器用于调用计算机程序，执行上述第一方面中任意可能的实施例的方法。
第五方面，本申请提供了一种存储介质，用于存储计算机程序，该计算机程序用于执行上述第一方面中任意可能的实施例的方法。
第六方面，本申请提供了一种车辆，包括上述第一方面和第二方面中任意可能的实施例的车辆电气系统。
附图说明
为了更清楚地说明本申请实施例的技术方案，下面将对本申请实施例中所需要使用的附图作简单地介绍，显而易见地，下面所描述的附图仅仅是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据附图获得其他的附图。
图1是本申请一实施例公开的一种充电系统的结构示意图；
图2是本申请一实施例公开的一种车辆电气系统与充电电源连接的结构示意图；
图3是本申请一实施例公开的另一种车辆电气系统与充电电源连接的结构示意图；
图4是本申请一实施例公开的又一种车辆电气系统与充电电源连接的结构示意图；
图5是本申请一实施例公开的一种电池充电控制方法的流程示意图；
图6是本申请一实施例公开的另一种电池充电控制方法的流程示意图；
图7是本申请一实施例公开的又一种电池充电控制方法的流程示意图；
图8是本申请一实施例公开的一种电池管理模块的结构示意图。
具体实施方式
需要下面结合附图和实施例对本申请的实施方式作进一步详细描述。以下实施例的详细描述和附图用于示例性地说明本申请的原理，但不能用来限制本申请的范围，即本申请不限于所描述的实施例。
在本申请的描述中，需要说明的是，除非另有说明，“多个”的含义是两个以上；术语“上”、“下”、“左”、“右”、“内”、“外”等指示的方位或位置关系仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。此外，术语“第一”、“第二”、“第三”等仅用于描述目的，而不能理解为指示或暗示相对重要性。“垂直”并不是严格意义上的垂直，而是在误差允许范围之内。“平行”并不是严格意义上的平行，而是在误差允许范围之内。
下述描述中出现的方位词均为图中示出的方向，并不是对本申请的具体结构进行限定。在本申请的描述中，还需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连 接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是直接相连，也可以通过中间媒介间接相连。对于本领域的普通技术人员而言，可视具体情况理解上述术语在本申请中的具体含义。
图1示出了本申请实施例适用的一种充电系统的结构示意图。
如图1所示，该充电系统10可包括：充电电源100和车辆电气系统200。可选地，车辆可为电动汽车，包含纯电动汽车和可插电的混合动力电动汽车。
可选地，车辆电气系统200中可设置有至少一个电池包(battery pack)，该至少一个电池包的整体可统称为动力电池，即电池210。从电池的种类而言，该动力电池可以是任意类型的电池，包括但不限于：锂离子电池、锂金属电池、锂硫电池、铅酸电池、镍隔电池、镍氢电池、或者锂空气电池等等。从电池的规模而言，本申请实施例中的动力电池可以是电芯/电池单体(cell)，也可以是电池模组或电池包，其中电池模组或电池包均可由多个电池串并联形成。在本申请实施例中，动力电池的具体类型和规模均不做具体限定。
此外，为了智能化管理及维护动力电池，防止电池出现过充电和过放电，延长电池的使用寿命，车辆电气系统200中一般还设置有电池管理模块220，用于控制车辆电气系统以及监控电池210的状态。电池管理模块可以是电池管理系统(battery management system，BMS)或域控制器(domain control unit，DCU)。可选地，该电池管理模块220可以与动力电池集成设置于同一设备或装置中，或者，该电池管理模块220也可作为独立的设备/装置设置于动力电池之外。
具体地，充电电源100是一种为车辆电气系统200中的电池210补充电能的装置。本申请实施例中的充电电源100可以为快充充电桩、支持汽车对电网(vehicle to grid，V2G)模式的充电桩等。
可选地，充电电源100可通过电线连接于电池210，且通过通信线连接于电池管理模块220。其中，通信线用于实现充电电源100和电池管理模块220之间的信息交互。
作为示例，该通信线包括但不限于是控制器局域网(control area network，CAN)通信总线或者菊花链(daisy chain)通信总线。
可选地，充电电源100除了可通过通信线与电池管理模块220进行通信以外，还可以通过无线网络与电池管理模块220进行通信。本申请实施例对充电电源100与电池管理模块220的通信类型不做具体限定。
市面上新能源汽车的动力电池多为可充电的蓄电池，最常见的是锂电池，例如锂离子电池或锂离子聚合物电池等等。电池的温度以及温度场的均匀性对动力电池的性能和使用寿命等方面都有很大的影响。若动力电池在过低的温度下工作或者在低温环境下对动力电池进行充电，会造成电池析锂，导致电池的性能变差，严重影响电池的容量和使用寿命。因此在低温环境下对电池进行充电时，首先需要对电池进行加热处理。
目前在电池处于低温环境下时，如电池处于低SOC的状态，则不能对外放电，电池加热模块无法工作。此时，只能通过慢充，经车载充电机给电池加热模块供电，从而给电池加热，待电池温度上升到一定值后，才能正常进行充电。然而这种方法有其局限性，在一些车辆上没有慢充口，无法通过慢充经车载充电机给电池加热模块供电。如商用车只有快充口时，在电池低温低SOC的情况下，车辆将出现无法充电，无法使用的情况。
而对于快充充电桩，常规的加热充电方法则是需要更改通信协议，使充电桩能够识别车辆在低温环境下，从而使充电桩具有辅助加热功能。当这种方法需要开发全新的快充桩、另外增加或修改充电时的通信协议，不适用标准国际协议，市场上现有的快充桩仍然无法广泛使用。
因此，为解决上述问题，使充电桩实现在低温环境下对低SOC动力电池进行安全高效的充电。本申请实施例提供了一种电池充电控制方法和车辆电气系统。
图2示出了本申请实施例的车辆电气系统200与充电电源100连接的结构示意图。车辆电气系统200包括电池210、电池加热模块230和电流控制单元240，电流控制单元240的一端与电 池210连接，另一端与充电电源100连接；电池加热模块230与电池210和电流控制单元240并联，电池加热模块230的一端连接电池210和充电电源100，另一端与电流控制单元240和充电电源100连接。
可选地，如图3所示，电池加热模块230包括第三继电器K3和加热器R1，第三继电器K3与加热器R1串联连接。其中，第三继电器K3用于控制电池加热模块230接入或接出电路，加热器R1用于加热电池210，其可以是PTC加热器或加热膜。在本申请实施例中，对电池加热模块230中加热器的具体类型和规模均不做特殊限定。
可选地，如图4，电池加热模块230还可以包括第四继电器K4，第三继电器K3、第四继电器K4和加热器R1串联连接，且第三继电器K3和第四继电器K4分别设置于加热器R1的两端。第三继电器K3和第四继电器K4配合控制电池加热模块230接入或接出电路，增强了电路系统的安全性和可靠性。
电流控制单元240包括半导体器件。可选地，如图3所示，电流控制单元240包括第一继电器K1和半导体器件D1。其中，第一继电器K1的一端与电池210连接，第一继电器K1的另一端与充电电源100连接；半导体器件D1与第一继电器K1并联。
可选地，如图4所示，电流控制单元240包括第一继电器K1和半导体器件D1，还可以包括第二继电器K2。其中第一继电器K1的一端与电池210连接，第一继电器K1的另一端与充电电源100连接；半导体器件D1与第一继电器K1并联；第二继电器K2连接在半导体器件D1所在的支路。
可选地，电流控制单元240中的半导体器件D1可以设置为二极管、可控硅、双向IGBT或其他半导体器件，即利用半导体的单向导电性，通过将半导体器件D1反向接在电路中，就可以实现阻隔电流。并通过调整该半导体器件D1在电路中的连接方向，可以将该电流控制单元240设置在电池210的正极母线或负极母线上。本申请实施例以电流控制单元240设置在电池210的负极母线上为例。
可选地，电流控制单元240中的半导体器件D1可为双向半导体器件。
图5示出了本申请实施例的充电控制方法500，用于对电池210进行加热充电。该方法500具体可以包括以下步骤中的部分或者全部。
步骤510：当电池的温度低于第一预设温度时，控制电流控制单元处于第一状态。
其中，第一状态为半导体器件反向接入电路的状态。具体地，第一预设温度为电池210充电允许温度，当电池210的温度低于第一预设温度时，电池210处于低温状态，需要在充电前进行加热。此时，断开第一继电器K1将半导体器件D1反向接入电路，从而控制电流控制单元240阻隔电流通过，充电电源100停止为电池210充电，同时使充电电源100与电池加热模块230形成回路，从而使充电电源100向电池加热模块230供电以加热电池210。
可选地，如图4所示，电流控制单元240还包括第二继电器K2，当电池210的温度低于第一预设温度时，断开第一继电器K1且导通第二继电器K2，将半导体器件D1反向接入电路，从而控制电流控制单元240阻隔电流通过。
可选地，当电流控制单元240中的半导体器件D1为双向半导体器件时，则可以直接控制电路中双向半导体器件D1的方向保持在相对电流反向的状态，从而阻隔电流通过。
电流控制单元240处于第一状态时，电池加热模块230接入电路，与充电电源100形成回路。具体地，导通第三继电器K3和第四继电器K4，使充电电源100向电池加热模块230供电以加热电池210。
步骤520：发送第一充电请求。
其中，第一充电请求包括第一充电电流，该第一充电电流为加热电池至第一预设温度所需的电流，可根据电池加热模块等用电器功率设定。具体地，此时请求充电电源100发送第一充电电流，加热电池210至第一预设温度，以便后续对电池210进行常规充电。
此时，充电电源100输出的第一充电电流流入车辆电气系统200，由于半导体器件反向接入电路，电流控制单元240处于第一状态，即电流控制单元240可以阻隔电流通过，因此第一充电电流能够流入电池加热模块230以加热电池210，而不会流入电池210，避免电池损坏。且由于电池210与充电电源100电路保持导通，车辆电气系统200能够成功与充电电源100建立连接并请求充电电流而无需另外增加或修改通信协议。
步骤530：当电池温度达到第一预设温度时，控制电流控制单元处于第二状态。
其中，第二状态为半导体器件接出电路的状态或半导体正向接入电路的状态。具体地，当电池210的温度达到第一预设温度时，可以对电池210进行常规充电。此时，导通第一继电器K1使半导体器件接出电路，即半导体器件D1被短路，从而控制电流控制单元240允许电流通过。
可选地，如图4所示，电流控制单元240还包括第二继电器K2，当电池210的温度达到第一预设温度时，导通第一继电器且断开第二继电器K2，使半导体器件D1接出电路，即半导体器件D1被旁路，从而控制电流控制单元240允许电流通过。
可选地，当电流控制单元240中的半导体器件D1为双向半导体器件时，则可以直接控制电路中双向半导体器件D1的方向保持在相对电流正向的状态，从而允许电流通过。
此时电池加热模块230接出电路。具体地，断开电池加热模块230中的第三继电器K3或同时断开第三继电器K3和第四继电器K4，将电流加热模块230旁路，使充电电源100向电池210进行常规充电。
步骤540：发送第二充电请求。
其中，第二充电请求包括第二充电电流。具体地，根据电池210的充电需求，请求充电电源100发送第二充电电流，以对电池210充电。
此时，电池加热模块230被旁路，电流控制单元240处于第二状态，即电流控制单元240允许电流通过，充电电源100输出的第二充电电流就可以流向电池210，进行常规充电。
该实施例中，在车辆电气系统中设置一个电流控制单元，当电池温度低于第一预设温度，电池需要加热时，控制半导体器件反向接入电路，电流控制单元处于第一状态，即电流控制单元阻隔电流通过。这样既可以实现电池与充电电源保持连接并成功请求充电电源输出充电电流，而无需另外增加或修改通信协议，同时又可以有效防止充电电源输出的第一充电电流流入电池内部造成电池损坏。当检测到电池温度达到第一预设温度允许充电时，控制半导体器件接出电路或半导体器件正向接入电路，电流控制单元处于第二状态，即电流控制单元允许电流通过，这样在电池温度达到允许充电的温度时，可以直接使车辆电气系统进入正常快充状态，而不影响到电池的充电效率。通过设置电流控制单元、控制其工作状态，能够实现充电电源对低温低SOC电池进行安全高效的低温加热充电。
进一步地，上述实施例的充电控制方法可以扩展为如图6所示的充电控制方法600，方法600具体可以包括以下步骤中的部分或者全部。
步骤610：当电池的温度低于第一预设温度时，控制电流控制单元处于第一状态。
其中，第一状态为半导体器件反向接入电路的状态。具体执行方式与方法500中类似，此处不再赘述。
步骤620：发送第一充电请求。
其中，第一充电请求包括第一充电电流，该第一充电电流为加热电池至第一预设温度所需的电流，可根据电池加热模块等用电器功率设定。具体地，此时请求充电电源100发送第一充电电流，加热电池210至第一预设温度，以便后续对电池210进行常规充电。
步骤630：当电池温度达到第一预设温度时，发送第一充电请求，包括：第一充电电流为0。
具体地，当电池温度达到第一预设温度时，请求充电电源100输出的第一充电电流降为 0，再切换电流控制单元240的工作状态至第二状态，即在切换电流控制单元240工作状态时，将用于加热的充电电流降低为0。防止电流在切换电流控制单元工作状态的过程中流进动力电池内而造成动力电池损坏，进一步保证了电池低温充电的安全性。
步骤640：控制电流控制单元处于第二状态。
其中，第二状态为半导体器件接出电路的状态或半导体器件正向接入电路的状态。具体执行方式与方法500中所述相同，此处不再赘述。
步骤650：发送第二充电请求。
其中，第二充电请求包括第二充电电流。具体地，根据电池210的充电需求，请求充电电源100发送第二充电电流，以对电池210充电。
该实施例中，当电池温度已加热至第一预设温度时，请求第一充电电流为0，再控制电流控制单元处于第二状态，即在切换电流控制单元工作状态时，将充电电流降低为0。防止电流在切换电流控制单元工作状态的过程中流进动力电池内而造成动力电池损坏，进一步保证了电池低温充电的安全性。
图7为基于上述充电控制方法的一种可能实现方式的示意性流程图，通过控制电流控制单元的工作状态，实现充电电源对低温低SOC电池进行安全高效的低温充电。以图4所示的车辆电气系统为例，方法700具体可以包括：
步骤701：充电电源与车辆连接确认，开始充电。
步骤702：检测电池温度是否满足第一预设温度。
其中，第一预设温度为电池210充电允许温度。如电池210的温度满足第一预设温度，则不需要对电池210进行加热，进入步骤708；如电池210的温度不满足第一预设温度，则进入步骤703，加热电池210。
步骤703：断开K1、导通K2，使电流控制单元处于第一状态。
其中，第一状态为半导体器件反向接入电路的状态。此时断开第一继电器K1、导通第二继电器K2。
步骤704：导通K3、K4，使电池加热模块接入电路。
步骤705：发送第一充电请求，包括：第一充电电流。
其中，第一充电电流为加热电池210至第一预设温度所需的电流，可根据电池加热模块230的功率设定。此时请求充电电源100发送第一充电电流，以加热电池210达到第一预设温度，以使后续能够对电池210进行常规充电。
步骤706：检测电池温度是否满足第一预设温度。
对电池210进行加热后，检测加热效果。如电池210的温度满足第一预设温度，则停止加热，进入步骤707；如不满足第一预设温度，则继续加热电池210，进入步骤703。
步骤707：发送第一充电请求，包括：第一充电电流为0。
当电池温度达到第一预设温度时，请求充电电源100输出的第一充电电流降为0，再切换电流控制单元240的工作状态至第二状态，即在切换电流控制单元240工作状态时，将充电电流降低为0。
步骤708：闭合K1、断开K2，使电流控制单元处于第二状态。
其中，第二状态为半导体器件接出电路的状态。此时导通第一继电器K1、断开第二继电器K2。
步骤709：断开K3、K4，旁路电池加热模块。
步骤710：发送第二充电请求，包括：第二充电电流。
此时，电池加热模块被旁路，电流控制单元240处于第二状态，即允许电流通过，请求充电电源100输出第二充电电流以向电池210进行常规充电。
步骤711：充电完成。
从上述可能实现的方法中可以看出，通过控制电流控制单元的工作状态，就可以实现电池与充电电源保持连接并成功请求充电电源输出充电电流，而无需另外增加或修改通信协议，还可以避免低温充电的过程中充电电源输出的电流流入电池，造成电池损坏，从而实现充电电源对低温低SOC电池进行安全高效的低温充电。
本申请实施例还提供了一种车辆电气系统，包括电流控制单元、控制模块和通信模块。电流控制单元包括半导体器件，该电流控制单元的一端与电池连接，另一端与充电电源连接；控制模块用于当电池的温度低于第一预设温度时，控制电流控制单元处于第一状态，其中，第一状态为半导体器件反向接入电路的状态；通信模块用于发送第一充电请求，第一充电请求包括第一充电电流，第一充电电流为加热电池至第一预设温度所需的电流。控制模块还用于当电池温度达到第一预设温度时，控制电流控制单元处于第二状态，其中，第二状态为半导体器件接出电路的状态；通信模块还用于发送第二充电请求，第二充电请求包括第二充电电流，电池以该第二充电电流进行充电。
具体地，控制模块与车辆电气系统200中的电池加热模块230、电流控制单元240连接，用于控制K1、K2、K3和K4的导通和断开，从而控制电池加热模块230接入电路或旁路，以及电流控制单元240处于第一状态或第二状态。通信模块用于与充电电源100进行信息交互，其通信方式包括但不限于控制局域网(control area network，CAN)通信或菊花链(daisy chain)通信。
如图8所示，本申请实施例还提供了一种电池管理模块220，包括处理器221和存储器222，存储器222用于存储计算机程序，处理器221用于调用计算机程序，以执行前述本申请各实施例中的充电控制方法。
本申请实施例还提供了一种可读存储介质，用于存储计算机程序，该计算机程序用于执行前述本申请各实施例中的充电控制方法。
本申请实施例还提供了一种车辆，包括前述本申请各实施例中的车辆电气系统。
应理解，本文中的具体例子只是为了帮助本领域技术人员更好地理解本申请实施例，而非限制本申请实施例的范围。
还应理解，在本申请的各种实施例中，各过程的执行顺序应以其功能和内在逻辑确定，而不应对本申请实施例的实施过程构成任何限定。本说明书中描述的各种实施方式，既可以单独实施，也可以组合实施，本申请实施例对此不做限定。
虽然已经参考优选实施例对本申请进行了描述，但在不脱离本申请的范围的情况下，可以对其进行各种改进并且可以用等效物替换其中的部件。尤其是，只要不存在结构冲突，各个实施例中所提到的各项技术特征均可以任意方式组合起来。本申请并不局限于文中公开的特定实施例，而是包括落入权利要求的范围内的所有技术方案。

Claims (12)

  1. 一种电池充电控制方法，应用于一种车辆电气系统，其特征在于，所述车辆电气系统包括电流控制单元，所述电流控制单元包括半导体器件，所述电流控制单元的一端与电池连接，另一端与充电电源连接，所述方法包括：
    当所述电池的温度低于第一预设温度时，控制所述电流控制单元处于第一状态，其中，所述第一状态包括所述半导体器件反向接入电路的状态；
    发送第一充电请求，所述第一充电请求包括第一充电电流，所述第一充电电流为加热所述电池至所述第一预设温度所需的电流；
    当所述电池温度达到所述第一预设温度时，控制所述电流控制单元处于第二状态，其中，所述第二状态包括所述半导体器件接出电路的状态或所述半导体正向接入电路的状态；
    发送第二充电请求，所述第二充电请求包括第二充电电流，所述电池以所述第二充电电流进行充电。
  2. 根据权利要求1所述的控制方法，其特征在于，所述当所述电池温度达到所述第一预设温度时，控制所述电流控制单元处于所述第二状态，包括：
    当所述电池温度达到所述第一预设温度时，发送第一充电请求，所述第一充电请求包括：第一充电电流为0。
  3. 根据权利要求1或2所述的控制方法，其特征在于，所述电流控制单元包括半导体器件和第一继电器，所述当所述电池的温度低于第一预设温度时，控制所述电流控制单元处于第一状态，包括：
    当所述电池的温度低于所述第一预设温度时，控制断开第一继电器，其中，所述第一继电器的一端与所述电池连接，所述第一继电器的另一端与充电电源连接，所述半导体器件与所述第一继电器并联。
  4. 根据权利要求1至3中任一项所述的控制方法，其特征在于，所述电流控制单元包括半导体器件和第一继电器，所述当所述电池的温度达到所述第一预设温度时，控制所述电流控制单元处于第二状态，包括：
    当电池温度达到所述第一预设温度时，控制导通第一继电器，其中，所述第一继电器的一端与所述电池连接，所述第一继电器的另一端与充电电源连接，所述半导体器件与所述第一继电器并联。
  5. 根据权利要求1或2所述的控制方法，其特征在于，所述电流控制单元包括双向半导体器件，所述当所述电池的温度达到所述第一预设温度时，控制所述电流控制单元处于第二状态，包括：
    当电池温度达到所述第一预设温度时，控制所述双向半导体器件换向，使所述双向半导体器件正向接入电路。
  6. 一种车辆电气系统，其特征在于，所述系统包括：
    电流控制单元，所述电流控制单元包括半导体器件，所述电流控制单元的一端与电池连接，另一端与充电电源连接；
    控制模块，所述控制模块用于当电池的温度低于第一预设温度时，控制所述电流控制单元处于第一状态，其中，所述第一状态为包括所述半导体器件反向接入电路的状态；
    通信模块，所述通信模块用于发送第一充电请求，所述第一充电请求包括第一充电电流，所述第一充电电流为加热所述电池至所述第一预设温度所需的电流；
    所述控制模块还用于当所述电池温度达到所述第一预设温度时，控制所述电流控制单元处于第二状态，其中，所述第二状态包括所述半导体器件接出电路的状态或所述半导体正向接入电路的状态；
    所述通信模块还用于发送第二充电请求，所述第二充电请求包括第二充电电流，所述电池以所述第二充电电流进行充电。
  7. 根据权利要求6所述的系统，其特征在于，所述通信模块还用于：当所述电池温度达到所述第一预设温度时，发送第一充电请求，所述第一充电请求包括：第一充电电流为0。
  8. 一种车辆电气系统，其特征在于，所述系统包括电池、电流控制单元，所述电流控制单元包 括第一继电器和半导体器件，所述第一继电器的一端与所述电池连接，所述第一继电器的另一端与充电电源连接；所述半导体器件与所述第一继电器并联，其中，
    当所述电池的温度低于第一预设温度时，所述电流控制单元处于第一状态，在所述第一状态下，所述第一继电器断开；
    当所述电池温度达到所述第一预设温度时，所述电流控制单元处于第二状态，在所述第二状态下，所述第一继电器导通。
  9. 根据权利要求8所述的系统，其特征在于，所述电流控制单元包括所述第一继电器、所述半导体器件和第二继电器，所述第一继电器的一端与所述电池连接，所述第一继电器的另一端与充电电源连接；所述半导体器件与所述第一继电器并联；所述第二继电器连接在所述半导体器件所在的支路，其中，
    当所述电池的温度低于第一预设温度时，所述电流控制单元处于第一状态，在所述第一状态下，所述第一继电器断开且所述第二继电器导通；
    当所述电池温度达到所述第一预设温度时，所述电流控制单元处于第二状态，在所述第二状态下，所述第一继电器导通且所述第二继电器断开。
  10. 一种电池管理系统，其特征在于，包括处理器和存储器，所述存储器用于存储计算机程序，所述处理器用于调用所述计算机程序，执行上述权利要求1至5中任一项所述的方法。
  11. 一种可读存储介质，其特征在于，用于存储计算机程序，所述计算机程序用于执行上述权利要求1至5所述的方法。
  12. 一种车辆，其特征在于，包括权利要求6至9中任一项所述的车辆电气系统。
PCT/CN2022/089334 2021-12-29 2022-04-26 电池充电方法和车辆电气系统 WO2023123770A1 (zh)

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