WO2024109883A1 - 氢能混动汽车的动力电池加热方法、装置、介质和设备 - Google Patents

氢能混动汽车的动力电池加热方法、装置、介质和设备 Download PDF

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Publication number
WO2024109883A1
WO2024109883A1 PCT/CN2023/133676 CN2023133676W WO2024109883A1 WO 2024109883 A1 WO2024109883 A1 WO 2024109883A1 CN 2023133676 W CN2023133676 W CN 2023133676W WO 2024109883 A1 WO2024109883 A1 WO 2024109883A1
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Prior art keywords
temperature
power battery
battery
circuit
heat
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PCT/CN2023/133676
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English (en)
French (fr)
Inventor
李文旭
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长城汽车股份有限公司
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Publication of WO2024109883A1 publication Critical patent/WO2024109883A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6567—Liquids
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
    • H01M10/667—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an electronic component, e.g. a CPU, an inverter or a capacitor
    • 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries

Definitions

  • the present application relates to the field of vehicle technology, and in particular to a method, device, medium and equipment for heating a power battery of a hydrogen hybrid vehicle.
  • Hydrogen hybrid vehicles are driven by hydrogen fuel cells and power batteries. Like oil-electric hybrid vehicles, they can choose two different power outputs according to different driving conditions.
  • the present application provides a method, device, medium and equipment for heating a power battery of a hydrogen hybrid vehicle, which can heat the power battery without consuming the power battery electricity, so as to solve the problem of driving range attenuation at low temperatures.
  • an embodiment of the present application provides a method for heating a power battery of a hydrogen hybrid vehicle.
  • the hydrogen hybrid vehicle includes a drive motor and an auxiliary circuit for heat exchange with a BOP (Balance Of Plant) auxiliary component, and the method includes:
  • the heat of the auxiliary circuit is controlled to heat the power battery
  • the drive motor is controlled to heat the power battery.
  • the hydrogen hybrid vehicle further includes a battery circuit for performing heat exchange with the power battery;
  • the heat of the auxiliary circuit is controlled to heat the power battery, including:
  • the heat of the auxiliary circuit is controlled to heat the battery circuit, so that the battery circuit heats the power battery.
  • controlling the heat of the auxiliary circuit to heat the battery circuit so that the battery circuit heats the power battery includes:
  • the auxiliary circuit and the battery circuit are controlled to be conductive so that the coolant in the auxiliary circuit flows into the battery circuit to heat the power battery.
  • the method further includes:
  • the auxiliary circuit and the battery circuit are controlled to be disconnected so that the coolant in the auxiliary circuit stops heating the power battery. Until the inlet temperature is less than the third temperature threshold, the auxiliary circuit and the battery circuit are controlled to be connected again.
  • the method further includes:
  • the target inlet temperature and the allowable upper and lower deviation limits are set, wherein the second temperature threshold is the sum of the target inlet temperature and the upper deviation limit, and the third temperature threshold is the difference between the target inlet temperature and the lower deviation limit.
  • the controlling the auxiliary circuit and the battery circuit to be connected includes:
  • the auxiliary circuit and the battery circuit are connected in series by means of a valve, so that the auxiliary circuit heats the battery circuit.
  • the method further includes:
  • the heat of the auxiliary circuit is controlled to stop heating the battery circuit until the lowest temperature of the power battery is less than or equal to the first temperature threshold, and then the heat of the auxiliary circuit is controlled to heat the battery circuit again.
  • the method further includes:
  • the heat of the auxiliary circuit is controlled to stop heating the battery circuit; until the temperature difference is less than the second temperature difference threshold, the heat of the auxiliary circuit is controlled again to heat the battery circuit.
  • controlling the drive motor to heat the power battery includes:
  • the heating trigger threshold of the power battery is a fifth temperature threshold; the fifth temperature threshold is less than the first temperature threshold;
  • the drive motor When it is detected that the lowest temperature of the power battery is greater than the sixth temperature threshold, the drive motor is controlled to stop heating the battery circuit until the lowest temperature of the power battery is less than or equal to the sixth temperature threshold, and then the drive motor is controlled to heat the battery circuit again.
  • the sixth temperature threshold is greater than the fifth temperature threshold.
  • obtaining the coolant temperature of the auxiliary circuit includes:
  • controlling the drive motor to heat the battery circuit so that the battery circuit heats the power battery includes:
  • a heating request is sent to the motor controller, so that the motor controller starts the drive motor in response to the heating request to heat the coolant in the battery circuit;
  • a start request is sent to the battery water pump controller, so that the battery water pump controller starts the battery water pump in response to the start request, so that the battery water pump drives the heated coolant to heat the power battery.
  • the embodiment of the present application provides a power battery heating device for a hydrogen hybrid vehicle, the device is applied to a hydrogen hybrid vehicle, the hydrogen hybrid vehicle includes a drive motor and an auxiliary circuit for heat exchange with a BOP auxiliary component, the device includes:
  • the temperature acquisition module is used to obtain the coolant temperature of the auxiliary circuit and the minimum temperature of the power battery;
  • a first heating module is used to control the heat of the auxiliary circuit to heat the power battery when the temperature of the coolant in the auxiliary circuit is greater than the lowest temperature of the power battery;
  • the second heating module is used to control the drive motor to heat the power battery when the coolant temperature of the auxiliary circuit is less than or equal to the lowest temperature of the power battery.
  • the auxiliary component circuit further includes a temperature sensor
  • the BOP auxiliary component includes a hydrogen pump controller, an air compressor controller, an air compressor, and a booster connected in sequence;
  • the temperature sensor is used to obtain the coolant temperature at the water outlet of the auxiliary circuit.
  • the hydrogen hybrid vehicle further includes a battery circuit for heat exchange with the power battery;
  • the first heating module includes:
  • a first temperature threshold determination submodule which determines that a heating trigger threshold of the power battery is a first temperature threshold when the coolant temperature of the auxiliary circuit is greater than the lowest temperature of the power battery;
  • the first heating submodule is used to control the heat of the auxiliary circuit to heat the battery circuit when it is detected that the lowest temperature of the power battery is less than or equal to a first temperature threshold, so that the battery circuit heats the power battery.
  • the first heating submodule is specifically used to control the conduction between the auxiliary circuit and the battery circuit, so that the coolant in the auxiliary circuit flows into the battery circuit to heat the power battery.
  • the first heating module further includes:
  • An inlet temperature acquisition submodule for acquiring an inlet temperature of the coolant flowing into the battery circuit at the inlet of the power battery after controlling the auxiliary circuit and the battery circuit to be turned on so that the coolant in the auxiliary circuit flows into the battery circuit to heat the power battery;
  • the first dynamic control submodule is used to control the auxiliary circuit and the battery circuit to be disconnected when the inlet temperature is greater than the second temperature threshold, so that the coolant in the auxiliary circuit stops heating the power battery, until the inlet temperature is less than the third temperature threshold, and then the auxiliary circuit and the battery circuit are controlled to be turned on again.
  • the first heating module further includes:
  • the second dynamic control submodule is used to control the heat of the auxiliary circuit to heat the battery circuit, so that after the battery circuit heats the power battery, when it is detected that the lowest temperature of the power battery is greater than the fourth temperature threshold, the heat of the auxiliary circuit is controlled to stop heating the battery circuit until the lowest temperature of the power battery is When the temperature is less than or equal to the first temperature threshold, the heat of the auxiliary circuit is controlled again to heat the battery circuit.
  • the first heating module further includes:
  • the temperature difference determination submodule is used to obtain the maximum temperature of the power battery and determine the temperature difference between the maximum temperature and the minimum temperature after controlling the heat of the auxiliary circuit to heat the battery circuit so that the battery circuit heats the power battery;
  • the third dynamic control submodule is used to control the heat of the auxiliary circuit to stop heating the battery circuit when the temperature difference value is greater than the first temperature difference threshold; until the temperature difference value is less than the second temperature difference threshold, the heat of the auxiliary circuit is controlled to heat the battery circuit again.
  • the second heating module includes:
  • a second temperature threshold determination submodule for determining that the heating trigger threshold of the power battery is a fifth temperature threshold when the coolant temperature of the auxiliary circuit is less than or equal to the lowest temperature of the power battery; the fifth temperature threshold is less than the first temperature threshold;
  • a second heating submodule for controlling the drive motor to heat the battery circuit when detecting that the lowest temperature of the power battery is less than or equal to a fifth temperature threshold, so that the battery circuit heats the power battery;
  • the fourth dynamic control submodule is used to control the drive motor to stop heating the battery circuit when it is detected that the lowest temperature of the power battery is greater than the sixth temperature threshold, and to control the drive motor to heat the battery circuit again when the lowest temperature of the power battery is less than or equal to the sixth temperature threshold.
  • the second heating submodule includes:
  • a first control unit configured to send a heating request to the motor controller when detecting that the lowest temperature of the power battery is less than or equal to a fifth temperature threshold, so that the motor controller starts the drive motor in response to the heating request to heat the coolant in the battery circuit;
  • the second control unit is used to send a start request to the battery water pump controller, so that the battery water pump controller starts the battery water pump in response to the start request, so that the battery water pump drives the heated coolant to heat the power battery.
  • an embodiment of the present application provides a storage medium, in which machine executable instructions are stored.
  • the machine executable instructions are executed by a processor, the power battery heating method for a hydrogen hybrid vehicle proposed in the first aspect of the present application is implemented.
  • an embodiment of the present application provides a vehicle, including a processor and a memory, wherein the memory stores machine executable instructions that can be executed by the processor, and the processor is used to execute the machine executable instructions to realize the dynamics of the hydrogen hybrid vehicle proposed in the first aspect of the present application. Power battery heating method.
  • the embodiment of the present application provides a method for heating the power battery of a hydrogen hybrid vehicle, which obtains the coolant temperature of the auxiliary circuit used for heat exchange with the BOP accessories and the minimum temperature of the power battery; when the coolant temperature of the auxiliary circuit is greater than the minimum temperature of the power battery, the heat of the auxiliary circuit is controlled to heat the power battery; when the coolant temperature of the auxiliary circuit is less than or equal to the minimum temperature of the power battery, the drive motor is controlled to heat the power battery.
  • the embodiment of the present application can heat the power battery to a suitable operating temperature by using the heat generated by the BOP accessories without consuming the power of the power battery; and when the heat generated by the BOP accessories is not enough to heat the power battery, the drive motor is controlled to actively generate heat to heat the power battery.
  • the embodiment of the present application can effectively solve the problem of battery capacity attenuation of the power battery at low temperatures and increase the driving range of the whole vehicle at low temperatures by using the auxiliary circuit and the drive motor in combination.
  • FIG. 1 is a flow chart of the steps of a method for heating a power battery of a hydrogen hybrid vehicle in one embodiment of the present application.
  • FIG. 2 is a schematic diagram showing the connection between the auxiliary circuit and the battery circuit in one embodiment of the present application.
  • FIG3 is a schematic diagram of the functional modules of a power battery heating device for a hydrogen hybrid vehicle in one embodiment of the present application.
  • FIG. 4 is a schematic structural diagram of a vehicle in an embodiment of the present application.
  • hydrogen fuel cells are power generation devices that directly convert the chemical energy of hydrogen and oxygen into electrical energy.
  • hydrogen hybrid vehicles are usually equipped with BOP accessories to meet the working requirements of fuel cells.
  • BOP accessories can specifically include hydrogen pump controllers, air compressors, air compressor controllers, boosters, and water-cooled intercoolers. Heat is generated, which is usually absorbed and dissipated by the accessory circuit used for heat exchange with the BOP accessories.
  • the inventor of this application found that in order to solve the problem of mileage attenuation at low temperatures, related technologies usually use heating film heating, PTC heating, heat pump heating, motor active heating and other solutions to heat the power battery. However, these solutions also consume the power of the power battery while heating, and cannot effectively solve the problem of mileage attenuation at low temperatures.
  • the present application aims to provide a method for heating the power battery of a hydrogen hybrid vehicle.
  • the method heats the power battery by effectively utilizing the heat generated by the BOP auxiliary parts, and can heat the power battery to a suitable operating temperature without consuming the power of the power battery, thereby solving the problem of battery capacity attenuation at low temperatures, and effectively increasing the driving range of the whole vehicle at low temperatures.
  • the hydrogen hybrid vehicle includes a drive motor and an auxiliary circuit for heat exchange with a BOP auxiliary component.
  • the method may specifically include the following steps:
  • the execution subject of this embodiment is the vehicle controller, which can be a computing service device with data processing, network communication and program running functions, or an electronic device with the above functions such as a driving computer, an on-board computer, etc., such as BCM (Body Control Module), VCU (Vehicle Control Unit), CCU (Central Computing Unit), etc.
  • BCM Body Control Module
  • VCU Vehicle Control Unit
  • CCU Central Computing Unit
  • the power battery is usually composed of multiple battery cells, and the temperatures of different battery cells may be different during operation.
  • the temperature of each battery cell can be obtained through a temperature sensor and sent to the CCU.
  • the CCU takes the minimum value of all battery cell temperatures as the minimum temperature of the power battery.
  • a first temperature sensor may be provided at the water outlet of the auxiliary circuit to obtain the coolant temperature at the water outlet, and the coolant temperature is sent to the CCU.
  • the coolant temperature of the auxiliary circuit is detected to be greater than the minimum temperature of the power battery, Temperature, which means that the heat of the auxiliary circuit can heat the power battery. At this time, the heat of the auxiliary circuit will be controlled to heat the power battery.
  • the drive motor will be controlled to actively generate heat to heat the power battery.
  • the embodiment of the present application improves a method for heating the power battery of a hydrogen hybrid vehicle.
  • the coolant temperature of the auxiliary circuit is greater than the minimum temperature of the power battery, the heat of the BOP auxiliary parts can be fully utilized to heat the power battery, thereby heating the power battery to a suitable operating temperature without consuming the power battery power;
  • the coolant temperature of the auxiliary circuit is less than or equal to the minimum temperature of the power battery, the power battery can be actively heated by controlling the drive motor, thereby meeting the minimum heating requirement of the power battery at low temperatures.
  • the embodiment of the present application can effectively solve the problem of battery capacity attenuation at low temperatures of the power battery through the coordinated use of the auxiliary circuit and the drive motor, thereby increasing the driving range of the whole vehicle at low temperatures.
  • the hydrogen hybrid vehicle further includes a battery circuit for heat exchange with the power battery, and S102 may specifically include the following sub-steps:
  • the CCU After the CCU obtains the coolant temperature of the auxiliary circuit and the lowest temperature of the power battery, it will compare the coolant temperature of the auxiliary circuit and the lowest temperature of the power battery. When the coolant temperature of the auxiliary circuit is greater than the lowest temperature of the power battery, it means that the heat of the auxiliary circuit can heat the power battery; when the coolant temperature of the auxiliary circuit is less than or equal to the lowest temperature of the power battery, it means that the heat of the auxiliary circuit is insufficient to heat the power battery.
  • the operating temperature of the power battery needs to be at least -10°C. Since the fuel cell system can heat the coolant temperature in the auxiliary circuit to a higher temperature in a short time, this heat is sufficient to heat the power battery. Therefore, when it is determined that the coolant temperature in the auxiliary circuit is greater than the lowest temperature of the power battery, the heating trigger threshold of the power battery can be set to the first temperature threshold with a higher temperature value, such as 20°C.
  • the heat of the auxiliary circuit is controlled to heat the battery circuit.
  • the first temperature threshold is set to 20°C.
  • the power battery is heated by effectively utilizing the heat generated by the BOP auxiliary parts.
  • the power battery can be heated to a suitable operating temperature without consuming the power battery power, thereby effectively solving the problem of battery capacity attenuation at low temperatures and increasing the driving range of the entire vehicle at low temperatures.
  • S102-2 may further include the following sub-steps:
  • S102-2-1 Control the auxiliary circuit and the battery circuit to be conductive so that the coolant in the auxiliary circuit flows into the battery circuit to heat the power battery.
  • a valve can be used to connect the auxiliary circuit and the battery circuit in series to achieve heating of the battery circuit by the auxiliary circuit.
  • the auxiliary circuit includes a BOP auxiliary 20 and a temperature sensor 70
  • the BOP auxiliary 20 includes a hydrogen pump controller 24, an air compressor controller 23, an air compressor 22 and a booster 21 connected in sequence
  • the temperature sensor 70 is used to obtain the coolant temperature at the water outlet of the auxiliary circuit
  • the battery circuit includes a water pump 30 and a power battery 10 connected in sequence, and the water pump 30 is used to provide a stable and reliable driving force for the coolant in the auxiliary circuit and the battery circuit.
  • the auxiliary circuit and the battery circuit are connected by a valve 11, which can be specifically arranged between the temperature sensor 70 and the water pump 30.
  • the CCU When controlling the heat of the auxiliary circuit to heat the battery circuit, the CCU will control the valve 11 to open, and the water pump 30 will absorb the heat generated by the hydrogen pump controller 24, the air compressor controller 23, the air compressor 22 and the booster 21 in sequence when driving the coolant in the auxiliary circuit to pass through the BOP auxiliary 20, and make the coolant after absorbing the heat flow into the battery circuit, and then transfer the heat of the coolant flowing into the battery circuit to the power battery 10, so as to achieve heating of the power battery 10; when the auxiliary circuit does not have enough heat to heat the power battery 10, the valve 11 is closed.
  • the valve 11 can be a three-way proportional valve, a four-way proportional valve or a CBV (Compressor Bypass Valve), etc., which can be adjusted according to actual needs.
  • CBV Compressor Bypass Valve
  • the embodiment of the present application does not limit the specific type of the valve 11.
  • the present embodiment can also achieve heating of the battery circuit by the auxiliary circuit in other ways, such as setting a heat exchanger between the auxiliary circuit and the battery circuit for heat exchange.
  • the CCU when controlling the heat of the auxiliary circuit to heat the battery circuit, the CCU will control the three-way proportional valve to open so that the coolant in the auxiliary circuit flows through the heat exchanger for heat exchange, and the heat exchanger transfers the heat to the battery circuit.
  • the coolant in the battery circuit is driven by the battery water pump, and finally transfers the heat in the battery circuit to the power battery to achieve heating of the power battery.
  • a method with less modification cost can be selected according to actual needs to achieve heating of the battery circuit by the auxiliary circuit. For example, when the auxiliary circuit and the battery circuit are close to each other, the auxiliary circuit and the battery circuit can be directly connected in series with a valve. Compared with adding a heat exchanger, the heating of the battery circuit by the auxiliary circuit can be achieved with less cost.
  • the method for heating the power battery of a hydrogen hybrid vehicle may further include the following steps:
  • a temperature sensor may be provided at the battery inlet of the battery circuit to obtain the inlet temperature of the coolant flowing into the battery circuit at the power battery inlet in real time, and transmit information including the inlet temperature to the CCU.
  • the CCU compares the inlet temperature with the second temperature threshold.
  • the auxiliary circuit and the battery circuit are controlled to be disconnected so that the coolant in the auxiliary circuit stops entering the battery circuit to prevent the inlet temperature of the battery circuit from continuing to rise. Due to the influence of the low temperature environment, the inlet temperature of the battery circuit will drop.
  • the CCU When the inlet temperature of the battery circuit drops to less than or equal to the third temperature threshold, the CCU will re-control the auxiliary circuit and the battery circuit to be turned on so that the coolant in the auxiliary circuit continues to enter the battery circuit, and then circulate continuously, so that the inlet temperature of the battery circuit can be dynamically maintained between the third temperature threshold and the second temperature threshold.
  • the target inlet temperature and the upper and lower limits of the allowed deviation can be set, and then the second temperature threshold is equivalent to the sum of the target inlet temperature and the upper limit of the deviation, and the third temperature threshold is equivalent to The difference between the target inlet temperature and the lower limit of the deviation.
  • the upper limit of the deviation can be set to 5°C
  • the lower limit of the deviation can be set to 2°C.
  • the CCU controls the three-way proportional valve to close, controls the auxiliary circuit and the battery circuit to be disconnected, so that the coolant of the auxiliary circuit stops entering the battery circuit, and controls the battery water pump to continue to work; in this process, the difference between the inlet temperature T cool of the battery circuit and the target inlet temperature T tar is continuously judged until T cool -T tar ⁇ -2°C, the CCU controls the three-way proportional valve to open again, controls the auxiliary circuit and the battery circuit to be connected, so that the coolant of the auxiliary circuit continues to enter the battery circuit, and then maintains the inlet temperature of the battery circuit in the temperature range between (T tar -2°C) and (T tar +5°C), wherein (T tar -2°C) is the third temperature threshold, and (T tar +5°C) is the second temperature threshold.
  • the second temperature threshold and the third temperature threshold dynamic control of the temperature of the coolant flowing into the battery circuit can be achieved, so that the temperature of the coolant flowing into the battery circuit is maintained within a suitable temperature range, preventing the inlet temperature of the battery circuit from rising to an excessively high temperature, exceeding the maximum temperature allowed by the battery circuit, and affecting the service life of the battery circuit itself.
  • the method for heating the power battery of a hydrogen hybrid vehicle may further include the following steps:
  • a third temperature threshold is set for the power battery, and the third temperature threshold is equivalent to the threshold for stopping the heating trigger. That is to say, in the process of controlling the heat of the auxiliary circuit to heat the power battery, the CCU will continue to monitor the lowest temperature of the power battery in real time through the temperature sensor set in the power battery. When the CCU detects that the lowest temperature of the power battery is greater than the third temperature threshold, it will control the heat of the auxiliary circuit to stop heating the power battery. After stopping heating the power battery, due to the influence of the low temperature environment, the temperature of the power battery will drop again.
  • the CCU When the lowest temperature of the power battery is less than or equal to the first temperature threshold, the CCU will control the heat of the auxiliary circuit to heat the power battery again, and then continue the cycle to dynamically maintain the lowest temperature of the power battery between the first temperature threshold and the third temperature threshold.
  • the third temperature threshold may be equal to the second temperature threshold or may be less than the second temperature threshold.
  • the method for heating the power battery of a hydrogen hybrid vehicle may further include the following steps:
  • S102-4 Obtain the maximum temperature of the power battery, and determine the temperature difference between the maximum temperature and the minimum temperature.
  • the temperature of all cells will be monitored, and the maximum value of all cell temperatures will be determined as the highest temperature of the power battery, and the minimum value of all cell temperatures will be determined as the lowest temperature of the power battery, and then the temperature difference value ⁇ T between the highest temperature and the lowest temperature will be determined.
  • the first temperature difference threshold can be set to 15°C
  • the second temperature difference threshold can be set to 10°C.
  • the CCU In the battery temperature equalization mode, the CCU will control the battery water pump to work continuously, so that the battery circuit brings the heat from the high-temperature part of the power battery to the low-temperature part of the battery, thereby reducing the temperature difference value ⁇ T; during this process, the CCU will continue to monitor the temperature difference value ⁇ T, and when the temperature difference value ⁇ T ⁇ 10°C is detected, the temperature equalization mode will be exited.
  • the auxiliary circuit and the battery circuit will be controlled to be connected again, so that the coolant of the auxiliary circuit continues to enter the battery circuit until the minimum temperature of the power battery is greater than the third temperature threshold, and then the heating function is exited.
  • S103 may include the following sub-steps:
  • the drive motor can be used to actively generate heat to heat the power battery.
  • the battery needs to work at least above -10°C, so the fifth temperature threshold can be set to -10°C. That is to say, when the minimum temperature of the power battery Tmin ⁇ -10°C, and the coolant temperature of the auxiliary circuit T BOP ⁇ Tmin , it means that the heat of the auxiliary circuit is not enough to heat the power battery and the minimum temperature of the power battery is too low. At this time, the CCU will control the drive motor to heat the power battery.
  • the coolant temperature T BOP ⁇ T min of the auxiliary circuit is detected, and the minimum temperature of the power battery is in the following range: -10°C ⁇ T min ⁇ 20°C, it means that the minimum temperature of the power battery can meet the minimum working requirements.
  • the CCU will not control the auxiliary circuit or drive the motor to heat the power battery.
  • a heating request is sent to the motor controller, so that the motor controller starts the drive motor in response to the heating request to heat the coolant in the battery circuit; at the same time, a start request is sent to the battery water pump controller, so that the battery water pump controller starts the battery water pump in response to the start request, so that the battery water pump drives the heated coolant to heat the power battery.
  • the sixth temperature threshold should be greater than the fifth temperature threshold.
  • the sixth temperature threshold can be set to -5°C. That is, after controlling the drive motor to heat the power battery, if the minimum temperature of the power battery T min > -5°C is detected, the CCU will control the drive motor to stop heating the power battery. After stopping heating the power battery, due to the influence of the low temperature environment, the temperature of the power battery will drop again. When the minimum temperature of the power battery T min ⁇ -10°C When the temperature is too low, the CCU will re-control the drive motor to heat the power battery, and then continue the cycle to dynamically maintain the minimum temperature of the power battery in the range of -10°C to -5°C.
  • steps that are the same or similar to S102-4 and S102-5 will be executed to prevent the temperature difference between the highest temperature and the lowest temperature of the power battery during the heating process from being too large; steps that are the same or similar to S102-2-2 and S102-2-3 will also be executed to prevent the temperature of the coolant entering the battery circuit from being too high, thereby affecting the service life of the battery circuit itself.
  • different power battery heating threshold control strategy solutions will be adopted according to the different coolant temperatures in the auxiliary circuit.
  • the heat of the auxiliary circuit is sufficient to heat the power battery, by setting the first temperature threshold with a higher temperature, the heat generated by the BOP accessories can be effectively utilized to heat the power battery to the optimal operating temperature range without consuming electricity;
  • the heat of the auxiliary circuit is insufficient to heat the power battery, by setting the fifth temperature threshold with a lower temperature, the drive motor can be used to heat the power battery, and the power battery can be heated to a suitable temperature that can meet the minimum working requirements by using a small amount of power in the power battery.
  • an embodiment of the present application provides a power battery heating device 300 for a hydrogen hybrid vehicle.
  • the power battery heating device 300 for a hydrogen hybrid vehicle is applied to a hydrogen hybrid vehicle.
  • the hydrogen hybrid vehicle includes a drive motor and an auxiliary circuit for heat exchange with a BOP auxiliary component.
  • the power battery heating device 300 for a hydrogen hybrid vehicle may include:
  • the temperature acquisition module 301 is used to acquire the coolant temperature of the auxiliary circuit and the minimum temperature of the power battery;
  • the first heating module 302 is used to control the heat of the auxiliary circuit to heat the power battery when the temperature of the coolant in the auxiliary circuit is greater than the lowest temperature of the power battery;
  • the second heating module 303 is used to control the drive motor to heat the power battery when the temperature of the coolant in the auxiliary circuit is less than or equal to the lowest temperature of the power battery.
  • the temperature acquisition module 301 may include a temperature sensor and an acquisition circuit, wherein the temperature sensor includes a first temperature sensor and a second temperature sensor.
  • the first temperature sensor may be disposed at the water outlet of the auxiliary circuit to acquire the coolant temperature at the water outlet, and send the coolant temperature to the acquisition circuit to acquire the coolant temperature of the auxiliary circuit.
  • the second temperature sensor may be used to acquire the temperature of each cell in the power battery, and send the temperature of each cell to the acquisition circuit.
  • the acquisition circuit acquires the minimum value of all battery cell temperatures as the minimum temperature of the power battery.
  • the first heating module 302 may be a control circuit, which controls the heat of the auxiliary circuit to heat the power battery when the temperature of the coolant in the auxiliary circuit is greater than the lowest temperature of the power battery.
  • the second heating module 303 may be a drive circuit, which controls the drive motor to actively generate heat to heat the power battery when the temperature of the coolant in the auxiliary circuit is less than or equal to the lowest temperature of the power battery.
  • the above-mentioned acquisition circuit, control circuit and drive circuit can all be circuits in the vehicle's controller, and the controller can be a computing service device with data processing, network communication and program running functions, or an electronic device with the above-mentioned functions such as a driving computer, an on-board computer, etc., such as BCM (Body Control Module), VCU (Vehicle Control Unit), CCU (Central Computing Unit), etc., and this embodiment does not impose any restrictions on this.
  • BCM Body Control Module
  • VCU Vehicle Control Unit
  • CCU Central Computing Unit
  • the hydrogen hybrid vehicle further includes a battery circuit for heat exchange with the power battery;
  • the first heating module 302 includes:
  • a first temperature threshold determination submodule which determines that a heating trigger threshold of the power battery is a first temperature threshold when the coolant temperature of the auxiliary circuit is greater than the lowest temperature of the power battery;
  • the first heating submodule is used to control the heat of the auxiliary circuit to heat the battery circuit when it is detected that the lowest temperature of the power battery is less than or equal to a first temperature threshold, so that the battery circuit heats the power battery.
  • the first heating module 302 is specifically used to control the connection between the auxiliary circuit and the battery circuit, so that the coolant in the auxiliary circuit flows into the battery circuit to heat the power battery.
  • the first heating module 302 further includes:
  • An inlet temperature acquisition submodule for acquiring an inlet temperature of the coolant flowing into the battery circuit at the inlet of the power battery after controlling the auxiliary circuit and the battery circuit to be turned on so that the coolant in the auxiliary circuit flows into the battery circuit to heat the power battery;
  • the first dynamic control submodule is used to control the auxiliary circuit and the battery circuit to be disconnected when the inlet temperature is greater than the second temperature threshold, so that the coolant in the auxiliary circuit stops heating the power battery, until the inlet temperature is less than the third temperature threshold, and then the auxiliary circuit and the battery circuit are controlled to be turned on again.
  • the first heating module 302 further includes:
  • the second dynamic control submodule is used to control the heat of the auxiliary circuit to heat the battery circuit, so that after the battery circuit heats the power battery, when it is detected that the lowest temperature of the power battery is greater than the fourth temperature threshold, the heat of the auxiliary circuit is controlled to stop heating the battery circuit until the lowest temperature of the power battery is When the temperature is less than or equal to the first temperature threshold, the heat of the auxiliary circuit is controlled again to heat the battery circuit.
  • the first heating module 302 further includes:
  • the temperature difference determination submodule is used to obtain the maximum temperature of the power battery and determine the temperature difference between the maximum temperature and the minimum temperature after controlling the heat of the auxiliary circuit to heat the battery circuit so that the battery circuit heats the power battery;
  • the third dynamic control submodule is used to control the heat of the auxiliary circuit to stop heating the battery circuit when the temperature difference value is greater than the first temperature difference threshold; until the temperature difference value is less than the second temperature difference threshold, the heat of the auxiliary circuit is controlled to heat the battery circuit again.
  • the second heating module 303 further includes:
  • a second temperature threshold determination submodule configured to determine that the heating trigger threshold of the power battery is a fifth temperature threshold when the coolant temperature of the auxiliary circuit is less than or equal to the lowest temperature of the power battery; the fifth temperature threshold is less than the first temperature threshold;
  • a second heating submodule for controlling the drive motor to heat the battery circuit when detecting that the lowest temperature of the power battery is less than or equal to a fifth temperature threshold, so that the battery circuit heats the power battery;
  • the fourth dynamic control submodule is used to control the drive motor to stop heating the battery circuit when it is detected that the lowest temperature of the power battery is greater than the sixth temperature threshold, and to control the drive motor to heat the battery circuit again when the lowest temperature of the power battery is less than or equal to the sixth temperature threshold.
  • the second heating submodule includes:
  • a first control unit configured to send a heating request to the motor controller when detecting that the lowest temperature of the power battery is less than or equal to a fifth temperature threshold, so that the motor controller starts the drive motor in response to the heating request to heat the coolant in the battery circuit;
  • the second control unit is used to send a start request to the battery water pump controller, so that the battery water pump controller starts the battery water pump in response to the start request, so that the battery water pump drives the heated coolant to heat the power battery.
  • the specific implementation of the power battery heating device 300 for the hydrogen hybrid vehicle in the embodiment of the present application refers to the specific implementation of the power battery heating method for the hydrogen hybrid vehicle proposed in the first aspect of the embodiment of the present application, and will not be repeated here.
  • an embodiment of the present application provides a storage medium on which a computer program/instruction is stored.
  • the computer program/instruction is executed by a processor, the power battery heating method for a hydrogen hybrid vehicle proposed in the first aspect of the embodiment of the present application is implemented.
  • an embodiment of the present application provides a vehicle 400, including a processor 401 and a memory 402; the memory 402 stores machine executable instructions that can be executed by the processor 401, and the processor 401 is used to execute the machine executable instructions to implement the power battery heating method of the hydrogen hybrid vehicle proposed in the first aspect.
  • vehicle 400 in the embodiment of the present application refers to the specific implementation of the power battery heating method of the hydrogen hybrid vehicle proposed in the first aspect of the embodiment of the present application, and will not be repeated here.
  • the embodiments of the embodiments of the present invention may be provided as methods, devices, or computer program products. Therefore, the embodiments of the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the embodiments of the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program codes.
  • computer-usable storage media including but not limited to disk storage, CD-ROM, optical storage, etc.
  • These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing terminal device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing terminal device generate a device for implementing the functions specified in one process or multiple processes in the flowchart and/or one box or multiple boxes in the block diagram.
  • These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing terminal device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce a manufactured product including an instruction device that implements the functions specified in one or more processes in the flowchart and/or one or more boxes in the block diagram.
  • These computer program instructions can also be loaded into a computer or other programmable data processing terminal device so that a series of operation steps are executed on the computer or other programmable terminal device to generate a computer program.
  • the instructions executed on a computer or other programmable terminal device provide steps for implementing the functions specified in one or more flows in the flowchart and/or one or more blocks in the block diagram.
  • references herein to "one embodiment,” “embodiment,” or “one or more embodiments” mean that a particular feature, structure, or characteristic described in conjunction with the embodiment is included in at least one embodiment of the present disclosure.
  • examples of the term “in one embodiment” herein do not necessarily all refer to the same embodiment.

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Abstract

本申请提供了一种氢能混动汽车的动力电池加热方法、装置、介质和设备，属于车辆技术领域。本申请实施例通过获取辅件回路的冷却液温度和动力电池的最低温度；在辅件回路的冷却液温度大于动力电池的最低温度时，控制辅件回路的热量加热动力电池；在辅件回路的冷却液温度小于等于动力电池的最低温度时，控制驱动电机加热动力电池。本申请实施例能够在不消耗动力电池电量的前提下，利用辅件回路的热量加热动力电池，而在辅件回路的热量不足以加热动力电池时，则控制驱动电机主动产热给动力电池加热，通过辅件回路和驱动电机的配合使用，能够有效解决动力电池低温下电池容量衰减问题，增加低温下整车的续驶里程。

Description

氢能混动汽车的动力电池加热方法、装置、介质和设备
相关申请的交叉引用
本公开要求在2022年11月25日提交中国专利局、申请号为202211497670.X、名称为“氢能混动汽车的动力电池加热方法、装置、介质和设备”的中国专利申请的优先权，其全部内容通过引用结合在本公开中。
技术领域
本申请涉及车辆技术领域，特别是涉及一种氢能混动汽车的动力电池加热方法、装置、介质和设备。
背景技术
在国家的大力推动下，新能源汽车越来越受到各大汽车厂家的重视。其中，氢能混动汽车具有非常广阔的前景。氢能混动汽车采用氢燃料电池和动力电池共同驱动，与油电混动一样，可以根据不同的驾驶条件选择两种不同的动力输出。
然而，由于氢能混动汽车配备了动力电池，因此仍然面临着低温下电池容量衰减造成续驶里程衰减的问题。为此，各大车企增加了多种动力电池加热功能，如加热膜加热、PTC(Positive Temperature Coefficient，正温度系数)加热、热泵加热等方案。但这些方案在加热的同时也消耗了动力电池的电量，虽然通过加热动力电池缓解了低温下电池容量衰减问题，但对于续驶里程来说并没太多收益，并未有效解决低温下续驶里程衰减问题。
发明内容
本申请提供一种氢能混动汽车的动力电池加热方法、装置、介质和设备，能够在不消耗动力电池电量的同时，为动力电池加热，以解决低温下续驶里程衰减问题。
为了解决上述问题，本申请采用了以下的技术方案：
第一方面，本申请实施例提供了一种氢能混动汽车的动力电池加热方法， 氢能混动汽车包括驱动电机以及用于和BOP(Balance Of Plant)辅件进行热交换的辅件回路，方法包括：
获取辅件回路的冷却液温度和动力电池的最低温度；
在辅件回路的冷却液温度大于动力电池的最低温度时，控制辅件回路的热量加热动力电池；
在辅件回路的冷却液温度小于等于动力电池的最低温度时，控制驱动电机加热动力电池。
在本申请一实施例中，氢能混动汽车还包括用于和动力电池进行热交换的电池回路；
在辅件回路的冷却液温度大于动力电池的最低温度时，控制辅件回路的热量加热动力电池，包括：
在辅件回路的冷却液温度大于动力电池的最低温度时，确定动力电池的加热触发阈值为第一温度阈值；
在检测到动力电池的最低温度小于等于第一温度阈值时，控制辅件回路的热量加热电池回路，以使电池回路加热动力电池。
在本申请一实施例中，控制辅件回路的热量加热电池回路，以使电池回路加热动力电池，包括：
控制辅件回路和电池回路导通，以使辅件回路的冷却液流入电池回路以加热动力电池。
在本申请一实施例中，控制辅件回路和电池回路导通，以使辅件回路的冷却液流入电池回路以加热动力电池之后，方法还包括：
获取流入电池回路的冷却液在动力电池入口处的入口温度；
在入口温度大于第二温度阈值时，控制辅件回路和电池回路断路，以使辅件回路的冷却液停止加热动力电池，直到入口温度小于第三温度阈值时，重新控制辅件回路和电池回路导通。
在本申请一实施例中，该方法还包括：
设置目标入口温度以及允许的偏差上限和偏差下限，其中，第二温度阈值为目标入口温度和偏差上限之和，第三温度阈值为所述目标入口温度和偏差下限之差。
在本申请一实施例中，所述控制辅件回路和电池回路导通包括：
利用阀门串联辅件回路和电池回路，以实现辅件回路对电池回路的加热。
在本申请一实施例中，控制辅件回路的热量加热电池回路，以使电池回路加热动力电池之后，方法还包括：
在检测到动力电池的最低温度大于第四温度阈值时，控制辅件回路的热量停止对电池回路进行加热，直到动力电池的最低温度小于等于第一温度阈值时，重新控制辅件回路的热量加热电池回路。
在本申请一实施例中，控制辅件回路的热量加热电池回路，以使电池回路加热动力电池之后，方法还包括：
获取动力电池的最高温度，并确定最高温度与最低温度之间的温差值；
在温差值大于第一温差阈值时，控制辅件回路的热量停止加热电池回路；直到温差值小于第二温差阈值时，重新控制辅件回路的热量加热电池回路。
在本申请一实施例中，在辅件回路的冷却液温度小于等于动力电池的最低温度时，控制驱动电机加热动力电池，包括：
在辅件回路的冷却液温度小于等于动力电池的最低温度时，确定动力电池的加热触发阈值为第五温度阈值；第五温度阈值小于第一温度阈值；
在检测到动力电池的最低温度小于等于第五温度阈值时，控制驱动电机加热电池回路，以使电池回路加热动力电池；
在检测到动力电池的最低温度大于第六温度阈值时，控制驱动电机停止对电池回路进行加热，直到动力电池的最低温度小于等于第六温度阈值时，重新控制驱动电机加热电池回路。
在本申请一实施例中，第六温度阈值大于第五温度阈值。
在本申请一实施例中，获取辅件回路的冷却液温度包括：
获取辅件回路的出水口处的冷却液温度。
在本申请一实施例中，在检测到动力电池的最低温度小于等于第五温度阈值时，控制驱动电机加热电池回路，以使电池回路加热动力电池，包括：
在检测到动力电池的最低温度小于等于第五温度阈值时，发送加热请求给电机控制器，以使电机控制器响应于加热请求启动驱动电机，以加热电池回路中的冷却液；
发送启动请求给电池水泵控制器，以使电池水泵控制器响应于启动请求启动电池水泵，以使电池水泵驱动加热后的冷却液加热动力电池。
第二方面，基于相同发明构思，本申请实施例提供了一种氢能混动汽车的动力电池加热装置，装置应用于氢能混动汽车，氢能混动汽车包括驱动电机以及用于和BOP辅件进行热交换的辅件回路，装置包括：
温度获取模块，用于获取辅件回路的冷却液温度和动力电池的最低温度；
第一加热模块，用于在辅件回路的冷却液温度大于动力电池的最低温度时，控制辅件回路的热量加热动力电池；
第二加热模块，用于在辅件回路的冷却液温度小于等于动力电池的最低温度时，控制驱动电机加热动力电池。
在本申请一实施例中，辅件回路还包括温度传感器，BOP辅件包括依次连接的氢泵控制器、空气压缩机控制器、空气压缩机和升压器；
其中，温度传感器用于获取辅件回路的出水口处的冷却液温度。
在本申请一实施例中，氢能混动汽车还包括用于和动力电池进行热交换的电池回路；第一加热模块包括：
第一温度阈值确定子模块，在辅件回路的冷却液温度大于动力电池的最低温度时，确定动力电池的加热触发阈值为第一温度阈值；
第一加热子模块，用于在检测到动力电池的最低温度小于等于第一温度阈值时，控制辅件回路的热量加热电池回路，以使电池回路加热动力电池。
在本申请一实施例中，第一加热子模块具体用于控制辅件回路和电池回路导通，以使辅件回路的冷却液流入电池回路以加热动力电池。
在本申请一实施例中，第一加热模块还包括：
入口温度获取子模块，用于在控制辅件回路和电池回路导通，以使辅件回路的冷却液流入电池回路以加热动力电池之后，获取流入电池回路的冷却液在动力电池入口处的入口温度；
第一动态控制子模块，用于在入口温度大于第二温度阈值时，控制辅件回路和电池回路断路，以使辅件回路的冷却液停止加热动力电池，直到入口温度小于第三温度阈值时，重新控制辅件回路和电池回路导通。
在本申请一实施例中，第一加热模块还包括：
第二动态控制子模块，用于控制辅件回路的热量加热电池回路，以使电池回路加热动力电池之后，在检测到动力电池的最低温度大于第四温度阈值时，控制辅件回路的热量停止对电池回路进行加热，直到动力电池的最低温 度小于等于第一温度阈值时，重新控制辅件回路的热量加热电池回路。
在本申请一实施例中，第一加热模块还包括：
温差值确定子模块，用于在控制辅件回路的热量加热电池回路，以使电池回路加热动力电池之后，获取动力电池的最高温度，并确定最高温度与最低温度之间的温差值；
第三动态控制子模块，用于在温差值大于第一温差阈值时，控制辅件回路的热量停止加热电池回路；直到温差值小于第二温差阈值时，重新控制辅件回路的热量加热电池回路。
在本申请一实施例中，第二加热模块包括：
第二温度阈值确定子模块，用于在辅件回路的冷却液温度小于等于动力电池的最低温度时，确定动力电池的加热触发阈值为第五温度阈值；第五温度阈值小于第一温度阈值；
第二加热子模块，用于在检测到动力电池的最低温度小于等于第五温度阈值时，控制驱动电机加热电池回路，以使电池回路加热动力电池；
第四动态控制子模块，用于在检测到动力电池的最低温度大于第六温度阈值时，控制驱动电机停止对电池回路进行加热，直到动力电池的最低温度小于等于第六温度阈值时，重新控制驱动电机加热电池回路。
在本申请一实施例中，第二加热子模块包括：
第一控制单元，用于在检测到动力电池的最低温度小于等于第五温度阈值时，发送加热请求给电机控制器，以使电机控制器响应于加热请求启动驱动电机，以加热电池回路中的冷却液；
第二控制单元，用于发送启动请求给电池水泵控制器，以使电池水泵控制器响应于启动请求启动电池水泵，以使电池水泵驱动加热后的冷却液加热动力电池。
第三方面，基于相同发明构思，本申请实施例提供了一种存储介质，存储介质内存储有机器可执行指令，机器可执行指令被处理器执行时实现本申请第一方面提出的氢能混动汽车的动力电池加热方法。
第四方面，基于相同发明构思，本申请实施例提供了一种车辆，包括处理器和存储器，存储器存储有能够被处理器执行的机器可执行指令，处理器用于执行机器可执行指令，以实现本申请第一方面提出的氢能混动汽车的动 力电池加热方法。
与现有技术相比，本申请包括以下优点：
本申请实施例提供的一种氢能混动汽车的动力电池加热方法，通过获取用于和BOP辅件进行热交换的辅件回路的冷却液温度和动力电池的最低温度；在辅件回路的冷却液温度大于动力电池的最低温度时，控制辅件回路的热量加热动力电池；在辅件回路的冷却液温度小于等于动力电池的最低温度时，控制驱动电机加热动力电池。本申请实施例能够在不消耗动力电池电量的前提下，利用BOP辅件产生的热量将动力电池加热到适宜的工作温度；而在BOP辅件产生的热量不足以加热动力电池时，则通过控制驱动电机主动产热给动力电池加热。本申请实施例通过辅件回路和驱动电机的配合使用，能够有效解决动力电池低温下电池容量衰减问题，增加低温下整车的续驶里程。
附图说明
图1是本申请一实施例中一种氢能混动汽车的动力电池加热方法的步骤流程图。
图2是本申请一实施例中辅件回路和电池回路的连接示意图。
图3是本申请一实施例中一种氢能混动汽车的动力电池加热装置的功能模块示意图。
图4是本申请一实施例中一种车辆的结构示意图。
具体实施例
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
需要说明的是，氢燃料电池是将氢气和氧气的化学能直接转换成电能的发电装置。为保证氢燃料电池的正常运行，通常在氢能混动汽车中配置有用于满足燃料电池工作需求的BOP辅件，BOP辅件具体可包括氢泵控制器、空压机、空压机控制器、升压机和水冷中冷器等部件。BOP辅件在运行过程中 会产生热量，这部分热量通常是由用于和BOP辅件进行热交换的辅件回路吸收并进行散热处理。
本申请发明人发现，针对电池低温时里程衰减问题，相关技术通常采用加热膜加热、PTC加热、热泵加热、电机主动加热等方案对动力电池进行加热。但这些方案在加热的同时也消耗了动力电池的电量，并不能有效解决低温下续驶里程衰减问题。
针对相关技术中存在的缺陷，本申请旨在提供一种氢能混动汽车的动力电池加热方法。该方法通过有效利用BOP辅件产生的热量实现对动力电池的加热，能够在不消耗动力电池电量的前提下，将动力电池加热到适宜的工作温度，解决动力电池低温下电池容量衰减问题，进而有效增加低温时整车的续驶里程。
参照图1，示出了本申请一种氢能混动汽车的动力电池加热方法，应用于氢能混动汽车，该氢能混动汽车包括驱动电机以及用于和BOP辅件进行热交换的辅件回路，该方法具体可以包括以下步骤：
S101：获取辅件回路的冷却液温度和动力电池的最低温度。
需要说明的是，本实施例的执行主体为车辆的控制器，该控制器可以是具有数据处理、网络通信以及程序运行功能的计算服务设备，或者具有上述功能的电子设备如行车电脑、车载电脑等，如BCM(Body Control Module，车身控制模块)、VCU(Vehicle Control Unit，整车控制器)、CCU(Central Computing Unit，中央计算单元)等，本实施方式不对执行主体作出具体限制，以下将以CCU作为执行主体进行示例说明。
在本实施方式中，动力电池通常由多个电芯组成，而不同的电芯在运行过程中的温度可能不一样，为保证动力电池的运行性能，可以通过温度传感器获取各个电芯的温度，并将各个电芯温度发送至CCU，CCU则取所有电芯温度中的最小值作为动力电池的最低温度。
在本实施方式中，还可以通过在辅件回路的出水口处设置第一温度传感器，以获取出水口处的冷却液温度，并将该冷却液温度发送至CCU。
S102：在辅件回路的冷却液温度大于动力电池的最低温度时，控制辅件回路的热量加热动力电池。
在本实施方式中，若检测到辅件回路的冷却液温度大于动力电池的最低 温度，这说明辅件回路的热量能够加热动力电池，此时，将控制辅件回路的热量对动力电池进行加热。
S103：在辅件回路的冷却液温度小于等于动力电池的最低温度时，控制驱动电机加热动力电池。
在本实施方式中，若检测到辅件回路的冷却液温度小于等于动力电池的最低温度，这说明辅件回路的热量不足以加热动力电池，此时，为保证电池在低温环境下能够工作在适宜的温度，将控制驱动电机主动产热给动力电池加热。
本申请实施例提高的一种氢能混动汽车的动力电池加热方法，一方面，可以在辅件回路的冷却液温度大于动力电池的最低温度时，充分利用BOP辅件的热量实现对动力电池的加热，进而在不消耗动力电池电量的前提下，将动力电池加热到适宜的工作温度；另一方面，可以在辅件回路的冷却液温度小于等于动力电池的最低温度时，通过控制驱动电机主动加热动力电池，进而满足动力电池在低温下的最低加热需求。本申请实施例通过辅件回路和驱动电机的配合使用，能够有效解决动力电池低温下电池容量衰减问题，进而增加低温下整车的续驶里程。
在一个可行的实施方式中，氢能混动汽车还包括用于和动力电池进行热交换的电池回路，S102具体可以包括以下子步骤：
S102-1：在辅件回路的冷却液温度大于动力电池的最低温度时，确定动力电池的加热触发阈值为第一温度阈值。
在本实施方式中，在CCU获取到辅件回路的冷却液温度和动力电池的最低温度之后，将比较辅件回路的冷却液温度和动力电池的最低温度。在辅件回路的冷却液温度大于动力电池的最低温度时，说明辅件回路的热量能够加热动力电池；在辅件回路的冷却液温度小于等于动力电池的最低温度时，说明辅件回路的热量不足以加热动力电池。
需要说明的是，因整车动力性的要求，需要动力电池的工作温度最少在-10℃以上，而由于燃料电池系统可在短时间内可将辅件回路中的冷却液温度加热至较高温度，此部分热量足够给动力电池加热，因此，在确定辅件回路的冷却液温度大于动力电池的最低温度时，可将动力电池的加热触发阈值设置为温度值较高的第一温度阈值，如设置为20℃。
S102-2：在检测到动力电池的最低温度小于等于第一温度阈值时，控制辅件回路的热量加热电池回路，以使电池回路加热动力电池。
在本实施方式中，在确定辅件回路的热量能够加热动力电池之后，将控制辅件回路的热量加热电池回路，示例性的，第一温度阈值设置为20℃，当CCU检测到动力电池的最低温度Tmin≤20℃且辅件回路的冷却液温度TBOP＞Tmin且时，CCU将控制辅件回路的热量对电池回路进行加热，以使动力电池的最低温度Tmin能够大于20℃，进而使动力电池进入适宜工作的温度范围。
在本实施方式中，通过有效利用BOP辅件产生的热量实现对动力电池的加热，能够在不消耗动力电池电量的前提下，将动力电池加热到适宜的工作温度，进而有效解决动力电池低温下电池容量衰减问题，增加低温下整车的续驶里程。
在一个可行的实施方式中，S102-2具体还可以包括以下子步骤：
S102-2-1：控制辅件回路和电池回路导通，以使辅件回路的冷却液流入电池回路以加热动力电池。
在本实施方式中，可以采用阀门串联辅件回路和电池回路，以实现辅件回路对电池回路的加热。参照图2，示出了辅件回路和电池回路的连接示意图，其中，辅件回路包括BOP辅件20和和温度传感器70，BOP辅件20包括依次连接的氢泵控制器24、空气压缩机控制器23、空气压缩机22和升压器21，温度传感器70用于获取辅件回路的出水口处的冷却液温度；电池回路包括依次连接的水泵30和动力电池10，水泵30用于为辅件回路和电池回路中的冷却液提供稳定可靠的驱动力。
在本实施方式中，辅件回路和电池回路之间通过阀门11连接，具体可以设置在温度传感器70和水泵30之间。在控制辅件回路的热量加热电池回路时，CCU将控制阀门11开启，水泵30在驱动辅件回路中的冷却液经过BOP辅件20时，将依次吸收氢泵控制器24、空气压缩机控制器23、空气压缩机22和升压器21所产生的热量，并使吸收热量后的冷却液流入电池回路，进而将流入电池回路的冷却液的热量传递给动力电池10，实现对动力电池10的加热；当辅件回路没有足够的热量加热动力电池10时，则关闭阀门11。
在本实施方式中，阀门11可以为三通比例阀，也可以为四通比例阀或者CBV(Compressor Bypass Valve，压缩机旁路阀门)等等，可以根据实际需要 进行设置，本申请实施例对阀门11的具体类型可以不做限定。
需要说明的是，本实施方式还可以通过其他方式实现辅件回路对电池回路的加热，如在辅件回路和电池回路之间设置换热器进行热量交换。具体而言，在控制辅件回路的热量加热电池回路时，CCU将控制三通比例阀开启，以使辅件回路中的冷却液流经换热器进行热量交换，而换热器则将热量传递给电池回路，电池回路中的冷却液则是由电池水泵驱动，进而最终将电池回路中的热量传递给动力电池，实现对动力电池的加热。
在本实施方式中，可根据实际需求选择改动成本较少的方式实现辅件回路对电池回路的加热，如在辅件回路和电池回路相距较近的情况下，可以直接采用阀门串联辅件回路和电池回路，相较于增设换热器，能够利用较少的成本，实现辅件回路对电池回路的加热。
在一个可行的实施方式中，S102-2-1之后，氢能混动汽车的动力电池加热方法还可以包括以下步骤：
S102-2-2：获取流入电池回路的冷却液在动力电池入口处的入口温度。
在具体实现中，可以在电池回路的电池入口处设置温度传感器，以实时获取流入电池回路的冷却液在动力电池入口处的入口温度，并将包含该入口温度的信息传输给CCU。
S102-2-3：在入口温度大于第二温度阈值时，控制辅件回路和电池回路断路，以使辅件回路的冷却液停止加热动力电池，直到入口温度小于第三温度阈值时，重新控制辅件回路和电池回路导通。
在本实施方式中，CCU在获取到流入电池回路的冷却液在动力电池入口处的入口温度之后，将该入口温度与第二温度阈值进行比较，在检测到电池回路的入口温度大于第二温度阈值时，将控制辅件回路和电池回路断路，以使辅件回路的冷却液停止进入电池回路，以防止电池回路的入口温度继续升高。由于低温环境的影响，电池回路的入口温度将下降，在电池回路的入口温度下降到小于等于第三温度阈值时，CCU将重新控制辅件回路和电池回路导通，以使辅件回路的冷却液继续进入电池回路，进而不断循环，使得电池回路的入口温度能够动态维持在第三温度阈值和第二温度阈值之间。
在具体实现中，可以设置目标入口温度以及允许的偏差上限和偏差下限，进而第二温度阈值相当于目标入口温度和偏差上限之和，第三温度阈值相当 于目标入口温度和偏差下限之差。示例性的，偏差上限可以设置为5℃，偏差下限可以设置为2℃，则在控制辅件回路的热量加热电池回路的过程中，持续判断电池回路的入口温度Tcool与目标入口温度Ttar的差值，当Tcool-Ttar≥5℃时，则CCU控制三通比例阀关闭，控制辅件回路和电池回路断路，以使辅件回路的冷却液停止进入电池回路，并控制电池水泵持续工作；此过程中持续判断电池回路的入口温度Tcool与目标入口温度Ttar的差值，直到Tcool-Ttar≤-2℃时，CCU再次控制三通比例阀开启，控制辅件回路和电池回路导通，以使辅件回路的冷却液继续进入电池回路，进而将电池回路的入口温度维持在(Ttar-2℃)到(Ttar+5℃)之间的温度范围，其中，(Ttar-2℃)即为第三温度阈值，(Ttar+5℃)即为第二温度阈值。
在本实施方式中，通过设置第二温度阈值和第三温度阈值，可是实现对流入电池回路的冷却液温度的动态控制，使得流入电池回路的冷却液温度维持在一个合适的温度范围内，防止电池回路的入口温度上升到过高的温度，超过电池回路允许的最高温度，影响电池回路本身的使用寿命。
在一个可行的实施方式中，S102-2之后，氢能混动汽车的动力电池加热方法还可以包括以下步骤：
S102-3：在检测到动力电池的最低温度大于第四温度阈值时，控制辅件回路的热量停止对电池回路进行加热，直到动力电池的最低温度小于等于第一温度阈值时，重新控制辅件回路的热量加热电池回路。
在本实施方式中，为避免流入电池回路的冷却液将动力电池加热至过高的温度，将针对动力电池设置第三温度阈值，该第三温度阈值相当于停止加热触发阈值。也就是说，CCU在控制辅件回路的热量加热动力电池的过程中，将会通过设置在动力电池的温度传感器继续实时监测动力电池的最低温度，在CCU检测到动力电池的最低温度大于第三温度阈值时，将控制辅件回路的热量停止对动力电池进行加热，在停止对动力电池进行加热之后，由于低温环境的影响，动力电池的温度将再度下降，在动力电池的最低温度小于等于第一温度阈值时，CCU将重新控制辅件回路的热量加热动力电池，进而不断循环，将动力电池的最低温度动态维持在第一温度阈值到第三温度阈值之间。
在本实施方式中，通过设置第一温度阈值和第三温度阈值，可是实现对动力电池的最低温度的动态控制，使得动力电池的最低温度维持在一个合适 的温度范围内。其中，第三温度阈值可以等于第二温度阈值，也可以小于第二温度阈值。
在一个可行的实施方式中，S102-2之后，氢能混动汽车的动力电池加热方法还可以包括以下步骤：
S102-4：获取动力电池的最高温度，并确定最高温度与最低温度之间的温差值。
需要说明的是，由于电池包内的空间非常有限，大量的单体电池堆积在一起，可能会出现动力电池内温度不均匀的现象，而动力电池的不同电芯之间的温差过大则可能导致电池组的使用寿命缩短。因此，本实施方式中，在控制辅件回路的热量加热动力电池之后，将会对所有电芯的温度进行监测，将所有电芯温度的最大值确定为动力电池的最高温度，将所有电芯温度的最小值确定为动力电池的最低温度，进而确定最高温度与最低温度之间的温差值△T。
S102-5：在温差值大于第一温差阈值时，控制辅件回路的热量停止加热电池回路；直到温差值小于第二温差阈值时，重新控制辅件回路的热量加热电池回路。
在本实施方式中，第一温差阈值可以设置为15℃，第二温差阈值可以设置为10℃，进而在检测到温差值△T≥15℃时，说明电池温差过大，此时CCU将控制三通比例阀关闭，控制辅件回路的冷却液停止进入电池回路，以使电池回路进入电池均温模式，在电池均温模式下，CCU将控制电池水泵持续工作，使得电池回路将动力电池中高温部分的热量带往电池的低温部分，进而降低温差值△T；此过程中CCU将持续对温差值△T进行监测，在监测到温差值△T≤10℃时，则退出均温模式，若在电池均温模式期间，动力电池的最低温度再次下降到小于等于第一温度阈值，则重新控制辅件回路和电池回路导通，以使辅件回路的冷却液继续进入电池回路，直到动力电池的最低温度大于第三温度阈值，再退出加热功能。
在本实施方式中，通过检测最高温度与最低温度之间的温差值，可以有效防止在加热过程中动力电池出现加热不均匀的现象，避免温差过大而影响动力电池的寿命，保证加热安全性。
在一个可行的实施方式中，S103可以包括以下子步骤：
S103-1：在辅件回路的冷却液温度小于等于动力电池的最低温度时，确定动力电池的加热触发阈值为第五温度阈值；第五温度阈值小于第一温度阈值。
在本实施方式中，在检测到辅件回路的冷却液温度小于等于动力电池的最低温度时，说明辅件回路的热量不足以加热动力电池。此时，为满足整车动力性的要求，可以使用驱动电机主动产热为动力电池加热。
在本实施方式中，因整车动力性的要求，需要电池最少工作在-10℃以上，因此，第五温度阈值可以设置为-10℃。也就是说，当动力电池的最低温度Tmin≤-10℃，且辅件回路的冷却液温度TBOP≤Tmin时，说明辅件回路的热量不足以加热动力电池并且动力电池的最低温度过低，此时，CCU将控制驱动电机加热动力电池。
需要说明的是，若检测到辅件回路的冷却液温度TBOP≤Tmin，且动力电池的最低温度处于以下范围：-10℃＜Tmin≤20℃，则说明动力电池的最低温度能够满足最低的工作需求，此时，CCU将不控制辅件回路或者驱动电机加热动力电池。
S103-2：在检测到动力电池的最低温度小于等于第五温度阈值时，控制驱动电机加热电池回路，以使电池回路加热动力电池。
在具体实现中，在检测到动力电池的最低温度小于等于第五温度阈值时，发送加热请求给电机控制器，以使电机控制器响应于加热请求启动驱动电机，以加热电池回路中的冷却液；同时发送启动请求给电池水泵控制器，以使电池水泵控制器响应于启动请求启动电池水泵，以使电池水泵驱动加热后的冷却液加热动力电池。
S103-3：在检测到动力电池的最低温度大于第六温度阈值时，控制驱动电机停止对电池回路进行加热，直到动力电池的最低温度小于等于第六温度阈值时，重新控制驱动电机加热电池回路。
在本实施方式中，第六温度阈值应当大于第五温度阈值，如在第五温度阈值设置为-10℃，第六温度阈值可以设置为-5℃，即，控制驱动电机加热动力电池之后，若检测到动力电池的最低温度Tmin＞-5℃，CCU将控制驱动电机停止对动力电池进行加热。在停止对动力电池进行加热之后，由于低温环境的影响，动力电池的温度将再度下降，在动力电池的最低温度Tmin≤-10℃ 时，CCU将重新控制驱动电机加热动力电池，进而不断循环，将动力电池的最低温度动态维持在-10℃到-5℃的范围。
需要说明的是，在利用驱动电机加热动力电池的过程中，将执行与S102-4和S102-5相同或相似的步骤，以防止加热过程中动力电池的最高温度与最低温度之间的温差值过大；同样将执行与S102-2-2和S102-2-3相同或相似的步骤，以防止进入电池回路的冷却液温度过高，影响电池回路本身的使用寿命。
在本实施方式中，根据辅件回路中冷却液温度的不同，将采取不同的动力电池加热阈值控制策略方案。在辅件回路的热量足以加热动力电池时，通过设置温度较高的第一温度阈值，可以有效利用BOP辅件产生的热量，在不消耗电量的同时将动力电池加热至最佳工作温度范围；在辅件回路的热量不足以加热动力电池时，过设置温度较低的第五温度阈值，可以利用驱动电机加热动力电池，利用动力电池少量的电量，将动力电池加热至能够满足最低工作需求的适宜温度。通过对不同条件下的多阈值判断，能够充分满足动力电池的加热需求，有效解决动力电池低温下电池容量衰减问题，进而有效增加低温下整车的续驶里程。
第二方面，参照图3，基于相同发明构思，本申请实施例提供了一种氢能混动汽车的动力电池加热装置300，该氢能混动汽车的动力电池加热装置300应用于氢能混动汽车，氢能混动汽车包括驱动电机以及用于和BOP辅件进行热交换的辅件回路，该氢能混动汽车的动力电池加热装置300可以包括：
温度获取模块301，用于获取辅件回路的冷却液温度和动力电池的最低温度；
第一加热模块302，用于在辅件回路的冷却液温度大于动力电池的最低温度时，控制辅件回路的热量加热动力电池；
第二加热模块303，用于在辅件回路的冷却液温度小于等于动力电池的最低温度时，控制驱动电机加热动力电池。
需要说明的是，温度获取模块301可以包括温度传感器和获取电路，其中，温度传感器包括第一温度传感器和第二温度传感器。第一温度传感器可以设置在辅件回路的出水口处，以获取出水口处的冷却液温度，并将该冷却液温度发送至获取电路以获取辅件回路的冷却液温度。第二温度传感器可以用于获取动力电池中各个电芯的温度，并将各个电芯的温度发送至获取电路， 该获取电路获取所有电芯温度中的最小值作为动力电池的最低温度。
第一加热模块302可以为控制电路，以在辅件回路的冷却液温度大于动力电池的最低温度时，控制辅件回路的热量加热动力电池。第二加热模块303可以为驱动电路，以在辅件回路的冷却液温度小于等于动力电池的最低温度时，控制驱动电机主动产热给动力电池加热。
其中，上述获取电路、控制电路以及驱动电路都可以是车辆的控制器中的电路，该控制器可以是具有数据处理、网络通信以及程序运行功能的计算服务设备，或者具有上述功能的电子设备如行车电脑、车载电脑等，如BCM(Body Control Module，车身控制器)、VCU(Vehicle Control Unit，整车控制器)、CCU(Central Computing Unit，中央计算单元)等，本实施例对此不作限制。
在本申请一实施例中，氢能混动汽车还包括用于和动力电池进行热交换的电池回路；第一加热模块302包括：
第一温温度阈值确定子模块，在辅件回路的冷却液温度大于动力电池的最低温度时，确定动力电池的加热触发阈值为第一温度阈值；
第一加热子模块，用于在检测到动力电池的最低温度小于等于第一温度阈值时，控制辅件回路的热量加热电池回路，以使电池回路加热动力电池。
在本申请一实施例中，第一加热模块302具体用于控制辅件回路和电池回路导通，以使辅件回路的冷却液流入电池回路以加热动力电池。
在本申请一实施例中，第一加热模块302还包括：
入口温度获取子模块，用于在控制辅件回路和电池回路导通，以使辅件回路的冷却液流入电池回路以加热动力电池之后，获取流入电池回路的冷却液在动力电池入口处的入口温度；
第一动态控制子模块，用于在入口温度大于第二温度阈值时，控制辅件回路和电池回路断路，以使辅件回路的冷却液停止加热动力电池，直到入口温度小于第三温度阈值时，重新控制辅件回路和电池回路导通。
在本申请一实施例中，第一加热模块302还包括：
第二动态控制子模块，用于控制辅件回路的热量加热电池回路，以使电池回路加热动力电池之后，在检测到动力电池的最低温度大于第四温度阈值时，控制辅件回路的热量停止对电池回路进行加热，直到动力电池的最低温 度小于等于第一温度阈值时，重新控制辅件回路的热量加热电池回路。
在本申请一实施例中，第一加热模块302还包括：
温差值确定子模块，用于在控制辅件回路的热量加热电池回路，以使电池回路加热动力电池之后，获取动力电池的最高温度，并确定最高温度与最低温度之间的温差值；
第三动态控制子模块，用于在温差值大于第一温差阈值时，控制辅件回路的热量停止加热电池回路；直到温差值小于第二温差阈值时，重新控制辅件回路的热量加热电池回路。
在本申请一实施例中，第二加热模块303还包括：
第二温度阈值确定子模块，用于在辅件回路的冷却液温度小于等于动力电池的最低温度时，确定动力电池的加热触发阈值为第五温度阈值；第五温度阈值小于第一温度阈值；
第二加热子模块，用于在检测到动力电池的最低温度小于等于第五温度阈值时，控制驱动电机加热电池回路，以使电池回路加热动力电池；
第四动态控制子模块，用于在检测到动力电池的最低温度大于第六温度阈值时，控制驱动电机停止对电池回路进行加热，直到动力电池的最低温度小于等于第六温度阈值时，重新控制驱动电机加热电池回路。
在本申请一实施例中，第二加热子模块包括：
第一控制单元，用于在检测到动力电池的最低温度小于等于第五温度阈值时，发送加热请求给电机控制器，以使电机控制器响应于加热请求启动驱动电机，以加热电池回路中的冷却液；
第二控制单元，用于发送启动请求给电池水泵控制器，以使电池水泵控制器响应于启动请求启动电池水泵，以使电池水泵驱动加热后的冷却液加热动力电池。
需要说明的是，本申请实施例的氢能混动汽车的动力电池加热装置300的具体实施方式参照前述本申请实施例第一方面提出的氢能混动汽车的动力电池加热方法的具体实施方式，在此不再赘述。
第三方面，基于相同发明构思，本申请实施例提供了一种存储介质，其上存储有计算机程序/指令，该计算机程序/指令被处理器执行时实现本申请实施例第一方面提出的氢能混动汽车的动力电池加热方法。
需要说明的是，本申请实施例的存储介质的具体实施方式参照前述本申请实施例第一方面提出的氢能混动汽车的动力电池加热方法的具体实施方式，在此不再赘述。
第四方面，基于相同发明构思，参照图4，本申请实施例提供了一种车辆400，包括处理器401和存储器402；存储器402存储有能够被处理器401执行的机器可执行指令，处理器401用于执行机器可执行指令，以实现第一方面提出的氢能混动汽车的动力电池加热方法。
需要说明的是，本申请实施例的车辆400的具体实施方式参照前述本申请实施例第一方面提出的氢能混动汽车的动力电池加热方法的具体实施方式，在此不再赘述。
本领域内的技术人员应明白，本发明实施例的实施例可提供为方法、装置、或计算机程序产品。因此，本发明实施例可采用完全硬件实施例、完全软件实施例、或结合软件和硬件方面的实施例的形式。而且，本发明实施例可采用在一个或多个其中包含有计算机可用程序代码的计算机可用存储介质(包括但不限于磁盘存储器、CD-ROM、光学存储器等)上实施的计算机程序产品的形式。
本发明实施例是参照根据本发明实施例的方法、终端设备(系统)、和计算机程序产品的流程图和/或方框图来描述的。应理解可由计算机程序指令实现流程图和/或方框图中的每一流程和/或方框、以及流程图和/或方框图中的流程和/或方框的结合。可提供这些计算机程序指令到通用计算机、专用计算机、嵌入式处理机或其他可编程数据处理终端设备的处理器以产生一个机器，使得通过计算机或其他可编程数据处理终端设备的处理器执行的指令产生用于实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能的装置。
这些计算机程序指令也可存储在能引导计算机或其他可编程数据处理终端设备以特定方式工作的计算机可读存储器中，使得存储在该计算机可读存储器中的指令产生包括指令装置的制造品，该指令装置实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能。
这些计算机程序指令也可装载到计算机或其他可编程数据处理终端设备上，使得在计算机或其他可编程终端设备上执行一系列操作步骤以产生计算 机实现的处理，从而在计算机或其他可编程终端设备上执行的指令提供用于实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能的步骤。
尽管已描述了本发明实施例的优选实施例，但本领域内的技术人员一旦得知了基本创造性概念，则可对这些实施例做出另外的变更和修改。所以，所附权利要求意欲解释为包括优选实施例以及落入本发明实施例范围的所有变更和修改。
本文中所称的“一个实施例”、“实施例”或者“一个或者多个实施例”意味着，结合实施例描述的特定特征、结构或者特性包括在本公开的至少一个实施例中。此外，请注意，这里“在一个实施例中”的词语例子不一定全指同一个实施例。
最后，还需要说明的是，在本文中，诸如第一和第二等之类的关系术语仅仅用来将一个实体或者操作与另一个实体或操作区分开来，而不一定要求或者暗示这些实体或操作之间存在任何这种实际的关系或者顺序。而且，术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者终端设备不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、物品或者终端设备所固有的要素。在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括要素的过程、方法、物品或者终端设备中还存在另外的相同要素。
以上对本发明所提供的一种氢能混动汽车的动力电池加热方法、装置、存储介质和车辆，进行了详细介绍，本文中应用了具体个例对本发明的原理及实施方式进行了阐述，以上实施例的说明只是用于帮助理解本发明的方法及其核心思想；同时，对于本领域的一般技术人员，依据本发明的思想，在具体实施方式及应用范围上均会有改变之处，综上，本说明书内容不应理解为对本发明的限制。

Claims (15)

  1. 一种氢能混动汽车的动力电池加热方法，其特征在于，所述氢能混动汽车包括驱动电机以及用于和BOP辅件进行热交换的辅件回路，所述方法包括：
    获取所述辅件回路的冷却液温度和动力电池的最低温度；
    在所述辅件回路的冷却液温度大于所述动力电池的最低温度时，控制所述辅件回路的热量加热所述动力电池；以及
    在所述辅件回路的冷却液温度小于等于所述动力电池的最低温度时，控制所述驱动电机加热所述动力电池。
  2. 根据权利要求1所述的氢能混动汽车的动力电池加热方法，其特征在于，所述氢能混动汽车还包括用于和所述动力电池进行热交换的电池回路；
    在所述辅件回路的冷却液温度大于所述动力电池的最低温度时，控制所述辅件回路的热量加热所述动力电池，包括：
    在所述辅件回路的冷却液温度大于所述动力电池的最低温度时，确定所述动力电池的加热触发阈值为第一温度阈值；以及
    在检测到所述动力电池的最低温度小于等于所述第一温度阈值时，控制所述辅件回路的热量加热所述电池回路，以使所述电池回路加热所述动力电池。
  3. 根据权利要求2所述的氢能混动汽车的动力电池加热方法，其特征在于，控制所述辅件回路的热量加热所述电池回路，以使所述电池回路加热所述动力电池，包括：
    控制所述辅件回路和所述电池回路导通，以使所述辅件回路的冷却液流入所述电池回路以加热所述动力电池。
  4. 根据权利要求3所述的氢能混动汽车的动力电池加热方法，其特征在于，控制所述辅件回路和所述电池回路导通，以使所述辅件回路的冷却液流入所述电池回路以加热所述动力电池之后，所述方法还包括：
    获取流入所述电池回路的冷却液在动力电池入口处的入口温度；以及
    在所述入口温度大于第二温度阈值时，控制所述辅件回路和所述电池回路断路，以使所述辅件回路的冷却液停止加热所述动力电池，直到所述入口 温度小于第三温度阈值时，重新控制所述辅件回路和所述电池回路导通。
  5. 根据权利要求4所述的氢能混动汽车的动力电池加热方法，其特征在于，所述方法还包括：
    设置目标入口温度以及允许的偏差上限和偏差下限，其中，所述第二温度阈值为所述目标入口温度和所述偏差上限之和，所述第三温度阈值为所述目标入口温度和所述偏差下限之差。
  6. 根据权利要求3所述的氢能混动汽车的动力电池加热方法，其特征在于，所述控制所述辅件回路和所述电池回路导通包括：
    利用阀门串联辅件回路和电池回路，以实现辅件回路对电池回路的加热。
  7. 根据权利要求2所述的氢能混动汽车的动力电池加热方法，其特征在于，控制所述辅件回路的热量加热所述电池回路，以使所述电池回路加热所述动力电池之后，所述方法还包括：
    在检测到所述动力电池的最低温度大于第四温度阈值时，控制所述辅件回路的热量停止对所述电池回路进行加热，直到所述动力电池的最低温度小于等于所述第一温度阈值时，重新控制所述辅件回路的热量加热所述电池回路。
  8. 根据权利要求2所述的氢能混动汽车的动力电池加热方法，其特征在于，控制所述辅件回路的热量加热所述电池回路，以使所述电池回路加热所述动力电池之后，所述方法还包括：
    获取所述动力电池的最高温度，并确定所述最高温度与所述最低温度之间的温差值；以及
    在所述温差值大于第一温差阈值时，控制所述辅件回路的热量停止加热所述电池回路；直到所述温差值小于第二温差阈值时，重新控制所述辅件回路的热量加热所述电池回路。
  9. 根据权利要求2所述的氢能混动汽车的动力电池加热方法，其特征在于，在所述辅件回路的冷却液温度小于等于所述动力电池的最低温度时，控制所述驱动电机加热所述动力电池，包括：
    在所述辅件回路的冷却液温度小于等于所述动力电池的最低温度时，确定所述动力电池的加热触发阈值为第五温度阈值；所述第五温度阈值小于所述第一温度阈值；
    在检测到所述动力电池的最低温度小于等于所述第五温度阈值时，控制所述驱动电机加热所述电池回路，以使所述电池回路加热所述动力电池；以及
    在检测到所述动力电池的最低温度大于第六温度阈值时，控制所述驱动电机停止对所述电池回路进行加热，直到所述动力电池的最低温度小于等于所述第六温度阈值时，重新控制所述驱动电机加热所述电池回路。
  10. 根据权利要求9所述的氢能混动汽车的动力电池加热方法，其特征在于，所述第六温度阈值大于所述第五温度阈值。
  11. 根据权利要求1所述的氢能混动汽车的动力电池加热方法，其特征在于，所述获取辅件回路的冷却液温度包括：
    获取辅件回路的出水口处的冷却液温度。
  12. 一种氢能混动汽车的动力电池加热装置，其特征在于，所述装置应用于氢能混动汽车，所述氢能混动汽车包括驱动电机以及用于和BOP辅件进行热交换的辅件回路，所述装置包括：
    温度获取模块，用于获取所述辅件回路的冷却液温度和动力电池的最低温度；
    第一加热模块，用于在所述辅件回路的冷却液温度大于所述动力电池的最低温度时，控制所述辅件回路的热量加热所述动力电池；以及
    第二加热模块，用于在所述辅件回路的冷却液温度小于等于所述动力电池的最低温度时，控制所述驱动电机加热所述动力电池。
  13. 根据权利要求12所述的氢能混动汽车的动力电池加热装置，其特征在于，所述辅件回路还包括温度传感器，所述BOP辅件包括依次连接的氢泵控制器、空气压缩机控制器、空气压缩机和升压器；
    其中，所述温度传感器用于获取所述辅件回路的出水口处的所述冷却液温度。
  14. 一种存储介质，其特征在于，所述存储介质内存储有机器可执行指令，所述机器可执行指令被处理器执行时实现如权利要求1-11任一项所述的氢能混动汽车的动力电池加热方法。
  15. 一种车辆，其特征在于，包括处理器和存储器；所述存储器存储有能够被所述处理器执行的机器可执行指令，所述处理器用于执行机器可执行 指令，以实现如权利要求1-11任一项所述的氢能混动汽车的动力电池加热方法。
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