CN112793456B - Charging control structure and strategy for vehicle combining external environment temperature and terminal temperature rise - Google Patents
Charging control structure and strategy for vehicle combining external environment temperature and terminal temperature rise Download PDFInfo
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- 238000004364 calculation method Methods 0.000 claims description 12
- 239000000178 monomer Substances 0.000 claims description 12
- 238000011217 control strategy Methods 0.000 abstract description 3
- 230000002035 prolonged effect Effects 0.000 abstract description 2
- 230000032683 aging Effects 0.000 description 5
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- CIWBSHSKHKDKBQ-JLAZNSOCSA-N Ascorbic acid Chemical compound OC[C@H](O)[C@H]1OC(=O)C(O)=C1O CIWBSHSKHKDKBQ-JLAZNSOCSA-N 0.000 description 2
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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
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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
- B60L53/10—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 the energy transfer between the charging station and the vehicle
- B60L53/14—Conductive energy transfer
- B60L53/16—Connectors, e.g. plugs or sockets, specially adapted for charging electric vehicles
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
- H02J7/00309—Overheat or overtemperature protection
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/007—Regulation of charging or discharging current or voltage
- H02J7/007188—Regulation of charging or discharging current or voltage the charge cycle being controlled or terminated in response to non-electric parameters
- H02J7/007192—Regulation of charging or discharging current or voltage the charge cycle being controlled or terminated in response to non-electric parameters in response to temperature
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- 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
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/12—Electric charging stations
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/14—Plug-in electric vehicles
-
- 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
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
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- Engineering & Computer Science (AREA)
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- Mechanical Engineering (AREA)
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Abstract
The invention provides a charging control structure and a charging control strategy combining external environment temperature and terminal temperature rise for a vehicle, wherein an external temperature sensor is used, a temperature sensor module is connected to a specified position, a temperature signal of the temperature sensor is transmitted to a battery control box, the battery control box detects the state of external temperature change through temperature detection in the charging process, and the temperature rise of an internal terminal is combined to correct the required current of the battery control box according to the internal temperature and the external temperature, so that the times of terminal over-temperature can be reduced to a certain extent, thermal balance at a lower temperature can be generated under the most conditions, the quality of the terminal is ensured, the service life of the terminal is prolonged, the behavior of stopping charging is avoided, the charging time is shortened, and the safety of the whole vehicle is improved.
Description
Technical Field
The invention relates to the field of pure electric vehicle charging technology design, in particular to a charging control strategy combining external environment temperature and terminal temperature rise temperature for a vehicle.
Background
Pure [ electric ] motor coach's charging current combines to carry out the output according to the electric core temperature of battery and the SOC of battery, does not consider the terminal condition of socket to charging during, if terminal temperature is too high, not only can cause the rifle of jumping and can not continue the circumstances such as charging, what more probably causes the charging seat to melt with the terminal of rifle that charges, produces irreversible bad influence to bring very big examination to electric automobile's whole car safety. If can combine the temperature of terminal to carry out correction to a certain extent to charging current, can reduce the number of times that the terminal is too warm to a certain extent, can produce the thermal balance under the lower temperature under the condition of utmost point majority to the quality of the terminal of assurance, the time of charging and the security of whole car, thereby improve the intellectuality of charging. The existing charging strategy does not consider the influence of combining external environment temperature, considering heat dissipation and the like and terminal temperature rise, and the charging over-temperature condition occurs in summer for many vehicles.
Disclosure of Invention
The invention aims to provide a charging control structure and strategy for combining external environment temperature and terminal temperature rise for a vehicle, which improves the safety of a system, has wide application of a temperature sensor, high reliability and more accurate detection on the external environment temperature.
In order to achieve the purpose, the invention is realized by the following technical scheme:
a charging control structure combining external environment temperature and terminal temperature rise for a vehicle comprises a battery control box, a high-voltage distribution box, a charging socket, an external temperature sensor, a battery box A and a battery box B; the charging socket and the external temperature sensor are connected to a vehicle communication interface of the battery control box, the high-voltage distribution box is connected to a control wiring harness of the battery control box, the communication output of the battery control box is connected to the communication input end of the battery box A, the communication output end of the battery box A is connected to the communication input end of the battery box B, and the communication output end of the battery box B is connected to the communication input end of the battery control box; an internal temperature sensor is arranged inside the charging socket.
Preferably, cell A and cell B are arranged in battery box A, cell A is connected with temperature detection point B1, cell B is connected with temperature detection point B2, cell C is arranged in battery box B, and cell C is connected with temperature detection point B3.
A combined external ambient temperature and terminal rise temperature charging control strategy for a vehicle using the method of claim 1, comprising the steps of:
1) an external temperature sensor (acquiring external ambient temperature and transmitting the external ambient temperature to the battery control box, and an internal temperature sensor transmitting the internal temperature of the charging socket to the battery control box;
2) the battery control box calculates and outputs a current derating coefficient L1 combining the change of the external environment by comparing the external environment temperature with the change of the internal temperature of the charging socket through chart checking or calculation, and the battery control box also needs to combine the temperature rise value of the internal temperature of the charging socket and the temperature rise rate of the internal temperature of the charging socket and outputs a current derating coefficient L2 combining the change of the internal environment through chart checking or calculation;
3) the battery control box multiplies two derating coefficients L1 and L2, and a derated current value Iactual = I L is output by combining the external environment temperature and the influence of the internal temperature of the charging socket according to a charging request current I obtained by combining the temperatures B of the battery cells A, B and C as B1, B2, B3 and the SOC value of the battery;
4) the de-rating of the current is performed when the temperature reaches the cut-off temperature, which is the temperature that the actual charging socket and its terminal fittings and cannot withstand.
Preferably, the step of obtaining the current derating coefficient L1 in combination with the external environment temperature change by a lookup table is as follows: inputting the influence brought by the ambient temperature at the beginning; firstly, inputting an external environment temperature X value and inputting an internal terminal temperature rise Y value; when the X is judged to be more than or equal to 40, and a chart is looked up according to the X value and the Y value, and the value of L1 at the moment is found; outputting an L1 value, and finishing;
the step of calculating the current derating coefficient L1 in combination with the change of the external environment temperature is as follows: inputting the influence brought by the external environment temperature at the beginning; firstly, inputting an external environment temperature X value and inputting an internal terminal temperature rise Y value; if X <40, L1=1, if X ≧ 40 and Y ≥ 50, L1=1- (X + Y)/90, if Y >50, L1=0, both of which satisfy one of the terms, the value of L1 at this time is found; outputting an L1 value, and finishing; when the external ambient temperature plus the terminal temperature reaches the preset turn-off point of 90 ℃, L1= 0.
Preferably, the step of obtaining the current derating coefficient L2 combined with the change of the internal environment by a lookup table is as follows: inputting the influence caused by temperature rise of an internal terminal at the beginning; firstly, inputting a temperature rise Y value of an internal terminal, and calculating to obtain a maximum speed S value; at the moment, according to the magnitude of the S value and the Y value, a chart is looked up, and the value of L2 at the moment is found; outputting an L2 value, and finishing;
the step of calculating the current derating coefficient L2 combined with the internal environment change is as follows: inputting the influence caused by temperature rise of an internal terminal at the beginning; firstly, inputting a temperature rise Y value of an internal terminal, and calculating to obtain a maximum speed S value; when the calculation is carried out according to the values of the S value and the Y value, the formula is L2= (1-Y/50) × (1-S/1.2), Y is less than or equal to 50, S is less than or equal to 1.2, and the L2 value is output, and the method is ended; when the terminal temperature rise exceeds 50, namely Y is larger than or equal to 50, or the temperature rise rate is larger than 1.2, namely S is larger than or equal to 1.2, the turn-off point of the internal temperature rise is reached, and L2=0.
The invention has the advantages that: simple structure and convenient use. The safety of the system is improved, the system components are few, and the battery control box can be controlled by adopting a mature comparison principle. The reliability is high, and temperature sensor uses extensively, has very high reliability, and is more accurate to the detection of external environment temperature.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the principles of the invention and not to limit the invention.
Fig. 1 is a schematic diagram of a system composition structure.
FIG. 2 is a schematic diagram of a charging current correction strategy combined with a charging socket terminal temperature
FIG. 3.1 is a plan view of a correction in combination with an external ambient temperature
FIG. 3.2 is a plan view of a correction combining the temperature rise of the internal terminal
FIG. 4 is a method for calculating a temperature rise rate of a terminal
FIG. 5 is a schematic view of a temperature fitting curve
FIG. 6 is a table representation of the derating factor of L1
FIG. 7 is an illustration of internal terminal temperature rise rate data
FIG. 8 is a graphical illustration of the rate of temperature rise of the internal terminal
FIG. 9 is a table representation of the derating factor of L2
In the figure: the system comprises a charging socket 1-1, an internal temperature sensor 1-2, a high-voltage distribution box 1-3, a temperature detection point B3 1-4, a battery box B1-5, a single battery C1-6, a temperature detection point B2 1-7, a single battery B1-8, a single battery A1-9, a temperature detection point B1 1-10, a single battery box A1-11, a battery control box 1-12 and an external temperature sensor 1-13.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
As shown in fig. 1, a charging control structure combining external environment temperature and terminal temperature rise for a vehicle comprises a battery control box 1-12, a high-voltage distribution box 1-3, a charging socket 1-1, an external temperature sensor 1-13, a battery box A1-11 and a battery B1-5; the charging socket 1-1 and the external temperature sensor 1-13 are connected to a vehicle communication interface of the battery control box 1-12, the high-voltage distribution box 1-3 is connected to a control wire harness of the battery control box 1-12, the communication output of the battery control box 1-12 is connected to the communication input end of the battery box A1-11, the communication output end of the battery box A1-11 is connected to the communication input end of the battery box B1-5, and the communication output end of the battery box B1-5 is connected to the communication input end of the battery control box 1-12; an internal temperature sensor 1-2 is arranged inside the charging socket 1-1, a monomer A1-9 and a monomer B1-8 are arranged inside the battery box A1-11, the monomer A1-9 is connected with a temperature detection point B11-10, the monomer B1-8 is connected with a temperature detection point B21-7, a monomer C1-6 is arranged inside the battery box B1-5, and the monomer C1-6 is connected with a temperature detection point B31-4.
An external temperature sensor 1-13 is added near the charging socket 1-1 to transmit the external ambient temperature to the battery control box 1-12, and an internal temperature sensor 1-2 of the charging socket 1-1 is also transmitted to the battery control box 1-12, and through a chart, as shown in fig. 5, fig. 6, fig. 7, fig. 8 and fig. 9 or calculation, a corresponding derating coefficient L is found, and a charging request current I obtained by combining the external ambient temperature and the internal temperature of the charging socket (1-1) is output as a derated current value itactual = ita L, wherein the charging request current I is obtained by combining the external ambient temperature and the temperature B of the battery cells a, B and C respectively as B1, B2 and B3 and the battery SOC value, so that the charging current output under a large frame on the whole charging loop is realized. The basis for our series of measures is to set the shutdown point and derating factor, and when the temperature reaches a certain level, to perform the derating of the current, if the actual charging socket 1-1 and its terminal fittings etc. with changing temperature are not able to withstand, this point temperature is set as the shutdown temperature, and we set the shutdown temperature here to be 90 ℃.
As shown in fig. 2, the basic strategy is to determine whether the relay is closed, when the battery control box 1-12 detects that the charging relay in the high-voltage distribution box is closed, the temperature of the internal terminal is recorded as N0, the actual real-time temperature of the internal terminal is N, and at this time, the battery control box 1-12 calculates X = N-N0; obtaining an external temperature rise derating coefficient L1 at the moment due to the rise of the external environment temperature by checking a chart or calculating as shown in FIG. 3.1, obtaining a derating coefficient L2 at the moment by checking a chart or calculating as shown in FIG. 3.2 in combination with the temperature rise rate of the internal terminal and the temperature rise value of the internal terminal at the moment, outputting a derating coefficient L1 at the moment in combination with the external environment temperature, outputting a derating coefficient L2 at the moment in combination with the temperature rise of the internal terminal, and obtaining a total derating coefficient at the moment by calculating L = L1L 2; the battery control box 1-12 multiplies the value of the derating coefficient L by the charging current I originally required according to the charging characteristics of the battery to obtain the actual demand icai = ita L, and then the process is ended. In fact, since the final terminal heat productivity is I t and the heat productivity in unit time is determined by I, the temperature rise of the terminal of the charging socket 1-1 can be accurately controlled by controlling the current, so that the terminal of the charging socket 1-1 is protected, the service life is prolonged, the safety performance of the whole vehicle can be better protected, the charging can be controlled more quickly, and the pole end condition such as gun jump is avoided;
specifically, there are two ways to calculate the change value of the ambient temperature affected by the external ambient temperature rise, as shown in fig. 3.1, the first way is to look up table 6 to obtain: inputting the influence brought by the ambient temperature at the beginning; firstly, inputting an external environment temperature X value and inputting an internal terminal temperature Y value; at this time, when X is judged to be more than or equal to 40, and a chart is looked up according to the X value and the Y value, and as shown in FIG. 6, the value of L1 at this time is found; outputting an L1 value, and finishing; the second one is calculated as: inputting the influence brought by the external environment temperature at the beginning; firstly, inputting an external environment temperature X value and inputting an internal terminal temperature rise Y value; when X is less than 40, L1=1, when X is greater than or equal to 40, the coefficient is no more than 50, L1=1- (X + Y)/90, and when Y >50, L1=0, two of which satisfy one of the terms, the value of L1 is found; outputting an L1 value, and finishing; when the external ambient temperature plus the terminal temperature can reach the turn-off point of 90 ℃ we set, then L1= 0.
The data of chart checking or calculation is mainly related to the structure and specific materials of the terminal, specific derating values are different, the parameter is only a schematic parameter, the parameter is obtained by charging a sample car of which the terminal is damaged by overheating for many times before, and combining the aging result at that time, however, the aging product is tested, the national standard is still met, and the parameter is only a schematic of the invention;
as shown in fig. 5 and 6: line 1 represents: when the ambient temperature is 40 ℃, a treatment is carried out according to the ambient temperature and the internal temperature rise
A line with an ambient temperature of above 40 ℃ and X + Y = 50;
when the concentration is below the No. 1 line, no treatment is carried out;
when the number 1 line is contained below the number 2 line above the number 1 line for derating, the derating coefficient is 0.9;
when the number 2 line is contained below the number 3 line above the number 2 line for derating, the derating coefficient is 0.8;
when the number 3 line is contained below the number 4 line above the number 3 line, derating is carried out, and the derating coefficient is 0.5;
when the number 4 line is contained below the number 5 line above the number 4 line, derating is carried out, and the derating coefficient is 0.28;
the data are only brief data, and specific derating coefficients need to be evaluated and analyzed comprehensively according to the characteristics of the charging seat terminal material, temperature rise and the like;
the second method can be similar to the operation, and the adjustment of determining the derating coefficient is carried out by means of an algorithm;
the specific design is shown in the following figures:
the second method is to calculate the temperature without dividing the region, as follows:
the internal ambient temperature rise is Y, assuming that the ambient temperature at the time of the initial charge Y1= X1, Y1 and X1 are both the temperature at the time of the initial charge Y = Y real-time-Y1;
firstly, setting a closing point, assuming that the closing point is 90 ℃, and then generating a curve as follows;
setting the coefficient as X <40, L1=1, when X is more than or equal to 40, when Y is more than or equal to 50, L1=1- (X + Y)/90, when Y is more than 50, L1=0, the formula is only an indication parameter that a sample car with a terminal which is damaged by overheating is charged for a plurality of times, and the aging result is obtained in combination with the aging result at that time, but the aging product still meets the national standard after being tested, and the parameter is only an indication of invention;
of course, the above calculation mode and algorithm are only a brief illustration, and under the real condition, the actual calculation is needed, the derating fitting analysis is carried out, a curve is made, and the corresponding algorithm is found for fitting;
for the interior of the battery control boxes 1-12, when an ambient temperature occurs, a derating coefficient is found according to a fitting algorithm, and finally, the input current is limited through calculation;
specifically, there are two ways to calculate the internal terminal temperature rise rate and the value caused by the terminal temperature, as shown in fig. 3.2, the first way is to look up table 9 to obtain: inputting the influence caused by temperature rise of an internal terminal at the beginning; firstly, inputting a temperature rise Y value of an internal terminal, and calculating to obtain a maximum speed S value; at this time, when a table is looked up according to the magnitude of the S value and the Y value, as shown in fig. 9, the value of L2 at this time is found; outputting an L2 value, and finishing;
the second one is calculated as: inputting the influence caused by temperature rise of an internal terminal at the beginning; firstly, inputting a temperature rise Y value of an internal terminal, and calculating to obtain a maximum speed S value; when the calculation is carried out according to the values of the S value and the Y value, the formula is L2= (1-Y/50) × (1-S/1.2), Y is less than or equal to 50, S is less than or equal to 1.2, and the L2 value is output, and the method is ended; when the terminal temperature rise is not less than 50K, namely Y is larger than or equal to 50, or the temperature rise rate is larger than 1.2, namely S is larger than or equal to 1.2, the turn-off point of the internal temperature rise is reached, and L2=0.
Of course, the above calculation mode and algorithm are only a brief illustration, and under the real condition, the actual calculation is needed, the derating fitting analysis is carried out, a curve is made, and the corresponding algorithm is found for fitting;
specifically, the internal terminal temperature rise rate is calculated, as shown in fig. 4:
1. firstly outputting temperature rise before outputting Y10, Y9, Y8, Y7, Y6, Y5, Y4, Y3, Y2, Y1 and Y8 to be 8 t; y7 is output temperature rise before 7 t; y6 is output temperature rise before 6 t; y5 is output temperature rise before 5 t; y4 is output temperature rise before 4 t; y3 is output temperature rise before 3 t; y2 is output temperature rise before 2 t; y1 is output temperature rise before 1 t; calculate S1, S2, S3, S4, S5, S6, S7:
S1=(Y1-Y2)/t；
S2=(Y1-Y3)/2t；
S3=(Y1-Y4)/3t；
S4=(Y1-Y5)/4t；
S5=(Y1-Y6)/5t；
S6=(Y1-Y7)/6t；
S7=(Y1-Y8)/7t；
comparing and outputting the maximum S value;
as shown in fig. 7, when Y1=24 ℃; y2=23.5 ℃; y3=23 ℃; y4=22.6 ℃; y5=22.5 ℃; y6=22.3 ℃; y7=22.1 ℃; y8=22 ℃; t =1 s;
S1=(Y1-Y2)/1t=0.5000℃/s；
S2=(Y1-Y3)/2t=0.5000℃/s；
S3=(Y1-Y4)/3t=0.4667℃/s；
S4=(Y1-Y5)/4t=0.3750℃/s;
S5=(Y1-Y6)/5t=0.3400℃/s；
S6=(Y1-Y7)/6t=0.3167℃/s；
S7=(Y1-Y8)/7t=0.2857℃/s；
comparing the inner maximum values; the maximum S is 0.5 ℃/S; in conjunction with the internal terminal temperature rise of 24 c at this time, as shown in fig. 8, it can be seen that the slope of S1, S2 is larger, and in conjunction with fig. 9, L2=0.8 at this time.
Claims (3)
1. A charging control method combining external environment temperature and terminal temperature rise for a vehicle is characterized by comprising a charging control structure, wherein the charging control structure comprises a battery control box (1-12), a high-voltage distribution box (1-3), a charging socket (1-1), an external temperature sensor (1-13), a battery box A (1-11) and a battery box B (1-5); the charging socket (1-1) and the external temperature sensor (1-13) are connected to a vehicle communication interface of the battery control box (1-12), the high-voltage distribution box (1-3) is connected to a control wiring harness of the battery control box (1-12), the communication output end of the battery control box (1-12) is connected to the communication input end of the battery box A (1-11), the communication output end of the battery box A (1-11) is connected to the communication input end of the battery box B (1-5), and the communication output end of the battery box B (1-5) is connected to the communication input end of the battery control box (1-12); an internal temperature sensor (1-2) is arranged in the charging socket (1-1); a monomer A (1-9) and a monomer B (1-8) are arranged in the battery box A (1-11), the monomer A (1-9) is connected with a temperature detection point B1 (1-10), the monomer B (1-8) is connected with a temperature detection point B2 (1-7), a monomer C (1-6) is arranged in the battery box B (1-5), and the monomer C (1-6) is connected with a temperature detection point B3 (1-4);
the control method of the structure is as follows:
1) the external temperature sensor (1-13) acquires external ambient temperature, transmits the external ambient temperature to the battery control box (1-12), and simultaneously the internal temperature sensor (1-2) transmits the temperature in the charging socket (1-1) to the battery control box (1-12);
2) the battery control box (1-12) calculates and outputs a current derating coefficient L1 combining the change of the external environment temperature by comparing the external environment temperature with the change of the internal temperature of the charging socket (1-1) through checking a chart or calculating, and the battery control box (1-12) also needs to combine the temperature rise value of the internal temperature of the charging socket (1-1) and the temperature rise rate of the internal temperature of the charging socket (1-1) and outputs a current derating coefficient L2 combining the change of the internal environment temperature through checking the chart or calculating;
3) the battery control box (1-12) multiplies two derating coefficients L1 and L2 by L = L1L 2, and outputs a derated current value Iactual = IL combined with the influence of the external environment temperature and the internal temperature of the charging socket (1-1) by combining the charging request current Iobtained by combining the temperatures B1, B2, B3 of the battery cells A, B and C and the SOC value of the battery;
4) the de-rating of the current is performed when the temperature reaches a cut-off temperature, which the actual charging socket (1-1) and its terminal fittings cannot withstand.
2. The charging control method according to claim 1, wherein the step of obtaining the current derating coefficient L1 associated with the external environment temperature variation by looking up a table is as follows: inputting the influence brought by the ambient temperature at the beginning; firstly, inputting an external environment temperature X value and inputting an internal terminal temperature rise Y value; when the X is judged to be more than or equal to 40, and a chart is looked up according to the X value and the Y value, and the value of L1 at the moment is found; outputting an L1 value, and finishing;
the step of calculating the current derating coefficient L1 in combination with the change of the external environment temperature is as follows: inputting the influence brought by the external environment temperature at the beginning; firstly, inputting an external environment temperature X value and inputting an internal terminal temperature rise Y value; if X <40, L1=1, if X ≧ 40 and Y ≥ 50, L1=1- (X + Y)/90, if Y >50, L1=0, both of which satisfy one of the terms, the value of L1 at this time is found; outputting an L1 value, and finishing; when the external ambient temperature plus the terminal temperature reaches the preset turn-off point of 90 ℃, L1= 0.
3. The charging control method combining the external environment temperature and the terminal temperature rise according to claim 1, wherein the step of obtaining the current derating coefficient L2 combining the internal temperature change of the charging socket (1-1) through a look-up table is as follows: inputting the influence caused by temperature rise of an internal terminal at the beginning; firstly, inputting a temperature rise Y value of an internal terminal, and calculating to obtain a maximum speed S value; at the moment, according to the magnitude of the S value and the Y value, a chart is looked up, and the value of L2 at the moment is found; outputting an L2 value, and finishing;
the step of calculating the current derating coefficient L2 in combination with the temperature change inside the charging socket (1-1) is as follows: inputting the influence caused by temperature rise of an internal terminal at the beginning; firstly, inputting a temperature rise Y value of an internal terminal, and calculating to obtain a maximum speed S value; when the calculation is carried out according to the values of the S value and the Y value, the formula is L2= (1-Y/50) × (1-S/1.2), Y is less than or equal to 50, S is less than or equal to 1.2, and the L2 value is output, and the method is ended; when the terminal temperature rise exceeds 50, namely Y is larger than or equal to 50, or the temperature rise rate is larger than 1.2, namely S is larger than or equal to 1.2, the turn-off point of the internal temperature rise is reached, and L2=0.
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| JP2014135895A (en) * | 2014-04-24 | 2014-07-24 | Nec Corp | Charge control system and method |
| CN104218638B (en) * | 2014-08-20 | 2017-05-24 | 惠州市亿能电子有限公司 | Charging current safety control method |
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