CN101386285B - 车辆加热通风和空气调节和电池热管理 - Google Patents

车辆加热通风和空气调节和电池热管理 Download PDF

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CN101386285B
CN101386285B CN2008102159464A CN200810215946A CN101386285B CN 101386285 B CN101386285 B CN 101386285B CN 2008102159464 A CN2008102159464 A CN 2008102159464A CN 200810215946 A CN200810215946 A CN 200810215946A CN 101386285 B CN101386285 B CN 101386285B
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battery
air
hvac
main chamber
cell channel
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CN101386285A (zh
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G·A·梅杰
J·M·普卢恩
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GM Global Technology Operations LLC
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/04—Arrangement of batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
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    • B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
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Abstract

披露了用于车辆的具有HVAC部分和电池部分的HVAC和电池热管理系统，和运行方法。HVAC部分可以包括主室，位于主室内的蒸发器，在蒸发器下游延伸过主室的部分的加热器，邻近加热器从主室延伸且在加热器的上游和下游与主室流体连通的电池通道。电池部分可以包括与电池通道流体连通的电池组，位于电池通道内且构造为选择地允许流体在蒸发器和加热器之间从主室流动的电池冷却阀，和位于电池通道内且构造为选择地允许流体从加热器下游的主室流动的电池加热阀。

Description

车辆加热通风和空气调节和电池热管理
技术领域
本发明一般地涉及具有加热通风和空气调节(HVAC)系统和空气冷却/加热电池组的车辆。
背景技术
一些现代汽车由电动马达推动，它们是混合动力电动车辆、纯电动车辆或一些其他类似类型的车辆。这些车辆包括用于存储用来驱动马达的电荷的电池组。可能发生流入和流出电池组的显著量的能量，这可能将电池组的温度升高到希望的水平以上。同样，电池当在一定的低温度范围以上时更好地运行。因此，这些车辆的一些使用了多种技术以冷却和加热电池组。由于冷却电池组的额外的成本和复杂性，因此希望以最有效和最廉价的方式冷却和加热电池组。
另外，对于这些车辆，有时希望将乘员舱加热同时将电池冷却，反之亦然。因此，现有技术的系统可以使用完全补充的HVAC系统，该系统特别地用于加热和冷却电池组。希望的是降低或消除这样的补充的HVAC系统，该系统可以用于加热和冷却电池组，因为这些分开的HVAC系统可能增加了成本和重量，且造成这些车辆的封装问题。
这些车辆的纯电池动力范围也可能由于加热或冷却乘员舱的能量需要而降低。因此，也希望的是发现更有效的方式来加热和冷却车辆的乘员舱。
发明内容
实施例构思了用于车辆的包括HVAC部分和电池部分的HVAC和电池热管理系统。HVAC部分可以包括具有外侧空气入口和循环空气入口的主室，HVAC吹风机，位于主室内的蒸发器，在蒸发器下游延伸过主室的部分的加热器，邻近加热器从主室延伸且在加热器的上游和下游与主室流体连通的电池通道，邻近加热器的旁通/关闭阀，和位于主室内部在加热器下游且在电池通道下游的温度控制和关闭阀。电池部分可以包括与电池通道流体连通的电池组，位于电池通道内且构造为选择地允许流体在蒸发器和加热器之间从主室流动的电池冷却阀，位于电池通道内且构造为选择地允许流体在加热器下游从主室流动的电池加热阀，和与电池组流体连通且选择地与车辆外侧的大气流体连通的压力释放通道。
实施例构思了用于车辆的包括HVAC部分和电池部分的HVAC和电池热管理系统。HVAC部分可以包括主室，HVAC吹风机，位于主室内的蒸发器，在蒸发器下游延伸过主室的部分的加热器，邻近加热器从主室延伸的且在加热器上游与主室流体连通的电池通道。电池部分可以包括与电池通道流体连通的电池组，位于电池通道内且构造为选择地允许流体在蒸发器和加热器之间从主室流动的电池冷却阀，和与电池组流体连通且选择地与车辆外侧的大气流体连通的压力释放通道。
实施例构思了加热和冷却车辆电池组的方法，方法包括如下步骤：将空气抽吸通过HVAC模块的主室内的蒸发器；选择地使空气流过蒸发器下游的主室内的加热器；选择地使空气从蒸发器和加热器之间通过电池通道流向电池组；选择地使空气从加热器下游通过电池通道流向电池组；和选择地使空气从电池组通过通道流向车体压力释放口和乘员舱的一个。
实施例的优点是车辆HVAC模块不仅用于加热和冷却乘员舱，而且用于电池组。因此，不要求另外补充的HVAC系统来加热和冷却电池组。如果希望，在电池组内可以使用补充加热，或仅使用来自HVAC系统的加热。同样，不要求用于电池组加热和冷却的另外的过滤或水分离，因为HVAC模块负责两者的这些功能。
实施例的优点是即使不使用分开的电池HVAC系统，但可以实现同时的轿舱加热和电池冷却，反之亦然。
实施例的优点是乘员舱和电池在乘员进入车辆前可以预先调节(即，实现更希望的温度)。此预先调节可以通过密钥卡激活，或可以当车辆被插入以对电池组充电时自动地激活。如果车辆被插入充电同时车辆处于热浸渍(例如，在热天停驻在太阳下时)，则预先调节可以是特别地有用的，因为预先调节可以增加电池的性能和电池寿命。预先调节可以仅使用新鲜空气循环或使用空气调节系统的运行来实现，以进一步将车辆内的空气冷却且去湿。
实施例的优点是通过流过电池组加热的空气可以引导到乘员舱，以避免舱内的负压且在希望时提供对舱的补充的加热。补充加热可以允许在车辆运行期间从电池组要求更少的用于HVAC对乘员舱加热的能量，因此增加了车辆的纯电力范围。
附图说明
图1是根据第一实施例的车辆的示意图。
图2是根据第一实施例的HVAC和电池热管理系统的示意图。
图3是根据第二实施例的HVAC和电池热管理系统的示意图。
图4是类似于图3的示意图，图中图示了用于电池加热模式的空气流动路径的例子。
图5是类似于图3的示意图，图中图示了用于电池加热模式的空气流动路径的另一个例子。
图6是类似于图3的示意图，图中图示了用于电池加热模式的空气流动路径的另一个例子。
图7是类似于图3的示意图，图中图示了用于电池加热模式的空气流动路径的另一个例子。
图8是根据第三实施例的HVAC和电池热管理系统的示意图。
图9是根据第四实施例的HVAC和电池热管理系统的示意图。
图10是根据第五实施例的车辆的示意图。
具体实施方式
参考图1至图2，图中示出了一般地标为20的车辆，车辆20具有乘员舱21。车辆例如可以是电动车辆，混合动力电动车辆，插入式混合动力电动车辆，或燃料电池车辆。车辆20包括加热、通风和空气调节(HVAC)和电池热管理系统22。热管理系统22包括HVAC部分24和电池部分26。
HVAC部分24包括HVAC模块28，该HVAC模块28与HVAC控制器30连通且由HVAC控制器30控制(连通线由虚线指示)。HVAC模块28包括外侧空气入口32，空气可抽吸到外侧空气入口32内而从大气到车辆内(典型地，车辆机罩，如通过箭头33指示)，和循环空气入口34，空气从乘员舱21抽吸到循环空气入口34内。两个入口32、34选择地与主室36流体连通，其中新鲜空气阀/循环空气阀38选择地阻塞了在入口32、34和主室36之间的空气流动的部分或全部。空气阀38的位置可以通过HVAC控制器30控制。HVAC吹风机40安装在主室36内且可以通过控制器30控制，以导致空气流过主室36。
蒸发器42安装在HVAC吹风机40下游的主室36内且延伸过该主室36的宽度，且可以以常规的方式连接到空气调节系统的剩余部分。在蒸发器42下游，电池通道44从主室36分开。邻近电池通道44的进口46处是加热器芯48和补充的加热器50。加热器48、50仅延伸过主室36的宽度的部分。加热器芯48可以以常规的方式连接到发动机冷却剂系统，且补充加热器50可以被电驱动。
旁通/关闭阀52邻近加热器48、50且选择地延伸过主室36的剩余宽度。此阀52的位置确定了在流入HVAC模块28的轿舱空气分配部分54前空气流动是否被引导通过加热器48、50或可能围绕加热器48、50流动。温度控制和关闭阀56位于加热器48、50和电池通道44的下游。此阀52的位置确定了流过加热器48、50的空气是否被允许流入轿舱空气分配部分54或引导到电池通道44内。电池控制阀58和电池加热阀60位于电池通道44内在进口46的刚好下游处。电池冷却阀58的位置确定从蒸发器42流来的空气是否被允许流入到电池通道44内，且电池加热阀60的位置确定从加热器48、50流来的空气是否被允许流入到电池通道44内。
电池部分26的电池通道44延伸到电池组66的进口64。流过电池通道44的空气被引导通过电池组66到连接到压力释放通道70的电池组出口68，压力释放通道70又连接到车体压力释放口72。车体压力释放口72是单向口，当压力释放通道70内的空气压力高于大气压力一定量时，它允许空气从压力释放通道70流向车辆20外侧的大气(如通过箭头73指示)，但不使得空气流过口72到释放通道70内。电池部分26也可以包括与HVAC控制器和插入式充电器76连通的电池组控制器74。
图3至图7图示了第二实施例。因为此实施例类似于第一实施例，所以类似的元件数字将用于类似的元件，但使用100系列的序号。电池组166接收通过电池通道144的来自HVAC模块128的空气流动的能力(使得阀138、152、156、158、160引导空气流动且蒸发器142和加热器148、150冷却/加热空气)基本上与第一实施例相同。HVAC模块128仍将空气通过外侧空气入口132和循环空气入口134的一个或两个拉入，且可以选择地将空气排放到轿舱空气分配部分154。电池组也仍通过压力释放通道170连接到车体压力释放口172。
第二实施例添加了一些特征以增进HVAC和电池热管理系统122的灵活性。添加了电池-轿舱循环通道178，该通道178将压力释放通道170和轿舱121连接。电池循环通道180也将电池-轿舱循环通道178连接到电池通道144。电池循环阀186位于电池-轿舱循环通道178与电池循环通道180的交叉处。此阀186选择地将空气流动引导到电池循环通道180内或轿舱121内。选择的电池吹风机182位于电池组166上游的电池通道144内以补充HVAC吹风机140或当需要电池空气循环(以下将论述)时提供流动。选择的电池加热器184也位于电池组166内以补充来自加热器148、150的热量或当希望电池空气循环和电池加热时提供热量。
图4示出了当充电时希望加热电池组166时在车辆120被插入以用于电池充电时可以使用的空气流动路径。箭头显示在希望的空气流动路径中的空气流动。在此电池加热模式中，新鲜空气/再循环空气阀138定位为将空气从乘员舱121循环。HVAC吹风机140促使空气通过蒸发器142(优选地无冷却的制冷剂流动流过它)。当旁通/关闭阀152、温度控制和关闭阀156和电池冷却阀158关闭且电池加热阀160开启时，促使空气通过加热器芯148和补充加热器150。因为这是电池充电模式，所以不可能发动机冷却剂是热的，所以补充加热器150被激活以在空气流过补充加热器150时将其加热。加热的空气然后流过电池通道144且通过电池组166以加热电池。选择的电池吹风机182可以被激活以辅助空气流动，且选择的电池加热器184可以被激活以如果希望则进一步加热空气。替代地，为此模式电池吹风机182和电池加热器184可以分别提供空气流动和热量，而作为HVAC吹风机140和补充加热器150的替代。在空气从电池组166流动后，电池循环阀186定位为引导空气通过电池-轿舱循环通道178且回到乘员舱121内。
图5示出了当充电时希望加热电池时在车辆被插入以用于电池充电时可以使用的空气流动路径。为造成此流动路径，电池循环阀186阻挡了从电池组166回到乘员舱121的流动，且电池加热阀160和电池冷却阀158被关闭。与图4的流动路径相对比，不使用HVAC吹风机140和加热器148、150。电池吹风机182被激活以循环空气，且电池加热器184被激活以加热空气。空气然后从电池通道144通过电池组166通过压力释放通道170的部分流入电池-轿舱循环通道178且然后被引导到电池循环通道180。虽然此流动路径比图4中所示的流动路径更短且可以具有更小的热损失，但它在特定的车辆内要求存在电池吹风机182和电池加热器184，而非使这些部件对于系统是选择的。
图6示出了在车辆运行时当希望加热电池时可以使用的空气流动路径。为造成此流动路径，电池循环阀186阻挡了到电池循环通道180的空气流动，新鲜空气/循环空气阀定向为将流动从外侧空气入口132拉动，且电池加热阀160被打开。电池冷却阀158，旁通关闭阀152和温度控制和关闭阀156关闭。HVAC吹风机140则将外侧空气拉入到车辆内，且造成了通过加热器芯148和补充加热器150的空气流动，其中将空气加热，且然后空气通过电池通道144到电池组166。当离开电池组166时，因为另外的空气从车辆外侧引入，所以空气将自然地流过压力释放通道170，且当建立了压力时，车体压力释放口172将开启，从而允许空气离开车辆。对于此空气流动路径，电池吹风机182和电池加热器184是选择的，因为空气流动和加热可以在HVAC模块128内生成。
图7示出了在车辆运行时当希望加热车辆且也希望加热轿舱时可以使用的空气流动路径。流动路径类似于图6示出的路径，但温度控制和关闭阀156开启，使得由加热器芯148和/或补充加热器150加热的空气的部分流入到HVAC模块128的轿舱空气分配部分154内。空气的另一个部分仍流过电池加热阀160，其中温度控制和关闭阀156可控制，以改变流入到每个方向上的空气的百分比。新鲜空气/循环空气阀138也可以调整，以改变吸入HVAC模块128内的新鲜空气与循环空气的百分比，该百分比又确定了流过电池-轿舱循环通道180而非通过车体压力释放口172的空气的比例。对于此空气流动路径，电池吹风机182和电池加热器184是选择的，因为空气流动和加热可以在HVAC模块128内生成。在纯电力驱动期间用于最优热载荷和最小化电池消耗的阀定位可以通过添加湿度传感器(未示出)而得以增强，从而允许在HVAC模块运行的除霜模式期间的最优的设定，因为循环降低了热载荷，但新鲜空气允许降低湿度。
图8图示了第三实施例。因为此实施例类似于第二实施例，所以类似的元件序号用于类似的元件，但使用200系列的序号。此实施例仍具有HVAC模块228，包括外侧空气入口232，来自乘员舱221的循环空气入口23，新鲜/循环空气阀238，HVAC吹风机240，蒸发器242，加热器芯284，补充加热器250，旁通关闭阀252，温度控制和关闭阀256，和轿舱空气分配部分254。电池部分226也还包括在通向电池组266的电池通道244内的电池冷却阀258和电池加热阀260，通向车体压力释放口272和电池-轿舱循环通道178的压力释放通道270，和电池循环阀286，该阀286选择地允许空气流入电池循环通道280。然而，与第二实施例不同，此实施例包括轿舱通风流动路径290，该通风路径290引导从轿舱空气分配部分254(通过乘员舱流动路径)到压力释放通道270的空气流动。因此，空气流动的一些或全部当引导到车体压力释放口272或引导回以通过HVAC模块228循环时可以旁通电池组266。
图8也示出了两个可能的空气流动路径以用于在车辆处于插入而为电池充电时冷却电池组266。用于第一模式的空气流动路径通过实线箭头指示且阀位置以实线示出。在此模式中，HVAC吹风机240将空气通过循环空气入口234、通过蒸发器242而吸入，在蒸发器242处空气被冷却，且空气通过电池冷却阀258到电池通道244。空气流过电池组266到压力释放通道270且然后通过电池-轿舱循环通道278以完成循环。
第二运行模式的流动路径允许在车辆处于插入而为电池充电时冷却轿舱(且如果需要电池组冷却)。对于此模式，流动路径和阀位置的改变通过虚线指示。空气从外侧空气入口232通过HVAC吹风机240吸入且然后被引入电池通道244和轿舱空气分配部分254。流入轿舱空气分配部分254的空气与流过电池组266的空气在通过车体压力释放口流出前在压力释放通道270内汇合。
图9图示了第四实施例。因为此实施例类似于第二实施例，所以类似的元件序号将用于类似的元件，但使用300系列序号。在此实施例中，冷却的空气流动示出为同时流过乘员舱321和电池组366。这些空气流动路径允许在车辆运行时冷却电池组366和轿舱321。
对于第一空气流动路径，HVAC吹风机340将空气的部分通过循环空气入口334吸入且将剩余部分通过外侧空气入口332吸入，且引导空气通过蒸发器，在蒸发器处空气被冷却。当温度控制和关闭阀356和电池加热阀360关闭且电池冷却阀358开启时，空气的部分流过电池通道344，通过电池组366且到压力释放通道370内。空气流动然后部分地通过车体压力释放口372流出，且部分地通过电池-轿舱循环通道180流到乘员舱321。电池循环阀386阻挡了流入电池循环通道380的流动。对于第二流动路径，旁通/关闭阀352开启，所以流过蒸发器342的空气的部分流过轿舱空气分配部分354到乘员舱321且回到循环空气入口334。作为选择，加热器芯348具有关闭阀以防止热的发动机冷却剂在冷却模式中循环通过它。
图10图示了第五实施例。因为此实施例类似于第一实施例，所以类似的元件序号将用于类似的元件，但使用400系列序号。此车辆420具有乘员舱421，乘员舱421具有自动方式以允许空气从轿舱421的中上部逸出。空气逸出可以是自动开启的天窗497或可以是通过车辆机罩的部分的与HVAC部分424的HVAC模块428连通的反向空气流动433。对于此车辆，电池组466仍通过电池通道444连接到HVAC模块428且通过压力释放通道470连接到车体压力释放口472。然而，对于此实施例，车体压力释放口472是可控的。即，它电可控以允许在某些情况中通过口的反向流动。选择地，车体压力释放口472可以包括屏或隔板(未示出)，以最小化对于碎屑或动物进入到口内的可能性。
车辆420还包括与电池组控制器474连通的HVAC控制器430，电池组控制器474与电池组466和插入充电器476连通。如果冷却模式包括天窗497或车窗(未示出)的自动开启，则也可以存在选择的雨传感器(未示出)，以防止雨水进入车辆。如果冷却模式包括自动开启的天窗497或车窗则也可以存在选择的内部进入检测器(未示出)以防止窃贼。
对于此车辆420，当车辆停驻在热浸渍条件(热天中停驻在太阳下)时，车体压力释放口472和天窗497开启。因为口472低于天窗497，所以将发生从口472到天窗497的被动对流。到压力释放口470的空气流动473将流过电池组466、电池通道444且流入到HVAC模块428内。空气将然后流过乘员舱421且通过天窗497流出。作为替代，空气流动路径可以通过HVAC模块428且通过机罩而非通过天窗497离开。虽然此替代允许了电池组冷却，但乘员舱冷却不很有效。对于另外的替代，可以使用吹风机的一个而实现比仅对流流动冷却的改进。
除自动被动冷却外，当车辆420处于热浸渍时，也可以使用具有按键495的密钥卡494，该密钥卡494将发出信号496而导致车辆420激活被动冷却。
虽然本发明的某些实施例已详细描述，但本发明所涉及的领域一般技术人员将认识到多种替代设计和实施例以用于实施在如下的权利要求书中限定的本发明。

Claims (20)

1.用于车辆的加热通风和空气调节HVAC和电池热管理系统，包括：
HVAC部分，包括具有外侧空气入口和循环空气入口的主室，HVAC吹风机，位于主室内的蒸发器，在蒸发器下游延伸过主室的部分的加热器，邻近加热器从主室延伸且在加热器的上游和下游与主室流体连通的电池通道，邻近加热器的旁通/关闭阀，和位于主室内部在加热器下游且在电池通道下游的温度控制和关闭阀；和
电池部分，包括与电池通道流体连通的电池组，位于电池通道内且构造为选择地允许流体在蒸发器和加热器之间从主室流动的电池冷却阀，位于电池通道内且构造为选择地允许流体在加热器下游从主室流动的电池加热阀，和与电池组流体连通且选择地与车辆外侧的大气流体连通的压力释放通道。
2.根据权利要求1所述的HVAC和电池热管理系统，其中电池部分包括在压力释放通道和乘员舱之间流体连通的电池-轿舱循环通道，在电池-轿舱循环通道和电池通道之间流体连通的电池循环通道，和构造为选择地阻挡流体流入电池循环通道的电池循环阀。
3.根据权利要求2所述的HVAC和电池热管理系统，其中HVAC部分包括构造为选择地控制来自外侧空气入口和循环空气入口的空气流动比例的新鲜/循环空气阀。
4.根据权利要求2所述的HVAC和电池热管理系统，其中电池部分包括位于电池通道内的电池吹风机和位于电池组内的电池加热器。
5.根据权利要求1所述的HVAC和电池热管理系统，其中HVAC部分包括轿舱空气分配部分，旁通/关闭阀构造为选择地允许来自蒸发器的流体流动旁通加热器且流入轿舱空气分配部分，温度控制和关闭阀构造为选择地允许流体流过加热器以流入轿舱空气分配部分，且轿舱空气分配部分与轿舱通风流动路径流体连通，该轿舱通风流动路径与压力释放通道流体连通。
6.根据权利要求1所述的HVAC和电池热管理系统，其中加热器是加热器芯和邻近加热器芯的补充加热器。
7.根据权利要求1所述的HVAC和电池热管理系统，其中电池部分包括位于电池通道内的电池吹风机。
8.根据权利要求1所述的HVAC和电池热管理系统，其中电池部分包括位于电池组内的电池加热器。
9.根据权利要求1所述的HVAC和电池热管理系统，包括与压力释放通道流体连通且构造为选择地允许空气流入压力释放通道的可控车体压力释放口。
10.根据权利要求9所述的HVAC和电池热管理系统，包括自动天窗，所述的自动天窗构造为在可控车体压力释放口允许空气流入时可开启。
11.根据权利要求9所述的HVAC和电池热管理系统，包括具有按键的密钥卡，用于发送无线信号以导致促动可控车体压力释放口而允许空气流入。
12.用于车辆的加热通风和空气调节HVAC和电池热管理系统，包括：
HVAC部分，包括主室，HVAC吹风机，位于主室内的蒸发器，在蒸发器下游延伸过主室的部分的加热器，和邻近加热器从主室延伸且在加热器的上游与主室流体连通的电池通道；和
电池部分，包括与电池通道流体连通的电池组，位于电池通道内且构造为选择地允许流体在蒸发器和加热器之间从主室流动的电池冷却阀，和与电池组流体连通且选择地与车辆外侧的大气流体连通的压力释放通道。
13.根据权利要求12所述的HVAC和电池热管理系统，其中电池部分包括位于电池通道内的电池吹风机和位于电池组内的电池加热器。
14.根据权利要求12所述的HVAC和电池热管理系统，其中电池部分包括与压力释放通道流体连通的电池-轿舱循环通道，在电池-轿舱循环通道和电池通道之间流体连通的电池循环通道，和构造为选择地阻挡流体流入电池循环通道的电池循环阀。
15.根据权利要求12所述的HVAC和电池热管理系统，其中电池通道也在加热器下游与主室流体连通，且电池部分包括位于电池通道内且构造为选择地允许流体在加热器下游从主室流过电池通道的电池加热阀。
16.加热和冷却车辆电池组的方法，方法包括如下步骤：
(a)将空气抽吸通过加热通风和空气调节HVAC模块的主室内的蒸发器；
(b)选择地使空气流过蒸发器下游的主室内的加热器；
(c)选择地使空气从蒸发器和加热器之间通过电池通道流向电池组；
(d)选择地使空气从加热器下游通过电池通道流向电池组；和
(e)选择地使空气从电池组通过通道流向车体压力释放口和乘员舱的一个。
17.根据权利要求16所述的方法，其中步骤(e)进一步通过选择地使空气从电池组通过电池循环通道流向电池通道来限定，且方法进一步包括步骤(f)，即以位于邻近电池组的电池吹风机造成通过电池组的空气流动。
18.根据权利要求16所述的方法，其中步骤(b)进一步通过加热器为加热器芯和补充加热器的至少一个且选择地使空气流过加热器芯和补充加热器的该至少一个来限定。
19.根据权利要求16所述的方法，其中步骤(c)进一步通过促动电池通道内的电池冷却阀以选择地允许空气从蒸发器和加热器之间流入电池通道来限定，且步骤(d)进一步通过促动电池通道内的电池加热阀以选择地允许空气从加热器下游流入电池通道内来限定。
20.根据权利要求16所述的方法，其中车体压力释放口是可控的车体压力释放口，且方法包括(f)选择地允许从车体压力释放口到电池组内的反向空气流动。
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