A Novel Battery Temperature-Locking Method Based on Self-Heating Implemented with an Original Driving Circuit While Electric Vehicle Driving: A Numerical Investigation

In extremely cold environments, when battery electric vehicles (BEVs) are navigating urban roads at low speeds, the limited heating capacity of the on-board heat pump system and positive temperature coefficient (PTC) device can lead to an inevitable decline in battery temperature, potentially falling below its permissible operating range. This situation can subsequently result in vehicle malfunctions and, in severe cases, traffic accidents. Henceforth, a novel battery self-heating method during driving is proposed to maintain battery temperature. This approach is ingeniously embedded within the heating mechanism within the motor driving system without any necessity to alter or modify the existing driving circuitry. In the meantime, the battery voltage can be regulated to prevent it from surpassing the limit, thereby ensuring the battery’s safety. This method introduces the dead zone into the space vector pulse width modulation (SVPWM) algorithm to form the newly proposed dSVPWM algorithm, which successfully changes the direction of the bus current in a PWM period and forms AC, and the amplitude of the battery alternating current (AC) can also be controlled by adjusting the heating intensity defined by the ratio of the dead zone and the compensation vector to the original zero vector. Through the Simulink model of the motor driving system, the temperature hysteresis locking strategy, grounded in the field-oriented control (FOC) method and employing the dSVPWM algorithm, has been confirmed to provide controllable and sufficiently stable motor speed regulation. During the low-speed phase of the China Light Vehicle Test Cycle (CLTC), the battery temperature fluctuation is meticulously maintained within a range of ±0.2 °C. The battery’s minimum temperature has been successfully locked at around −10 °C. In contrast, the battery temperature would decrease by a significant 1.44 °C per minute without the implementation of the temperature-locking strategy. The voltage of the battery pack is always regulated within the range of 255~378 V. It remains within the specified upper and lower thresholds. The battery voltage overrun can be effectively avoided.