CN102695624A - 用于控制混合动力电动车辆中的蓄电池温度的设备和方法 - Google Patents

用于控制混合动力电动车辆中的蓄电池温度的设备和方法 Download PDF

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CN102695624A
CN102695624A CN2009801618884A CN200980161888A CN102695624A CN 102695624 A CN102695624 A CN 102695624A CN 2009801618884 A CN2009801618884 A CN 2009801618884A CN 200980161888 A CN200980161888 A CN 200980161888A CN 102695624 A CN102695624 A CN 102695624A
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motor
adjustment loop
storage battery
temperature
battery
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CN102695624B (zh
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托比亚斯·阿克塞尔松
盖伊·穆登
约翰·拉松
耶克·伦纳威
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Volvo Truck Corp
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Abstract

本发明涉及一种用于控制混合动力车辆中的牵引用蓄电池的温度的方法，其中，所述混合动力车辆包括用于提供牵引力的内燃发动机和电机，所述方法包括以下步骤：提供用于所述内燃发动机的第一温度调节回路；提供用于所述牵引用蓄电池的第二温度调节回路；通过电加热器来加热所述牵引用蓄电池，该电加热器与泵、散热器及所述牵引用蓄电池串联地设置在所述第二温度调节回路中；当所述蓄电池低于预定的温度区间时，将电力从所述电机、经由所述第二温度调节回路中的DC/DC转换器传输到所述加热器，所述电机由所述内燃发动机驱动。

Description

用于控制混合动力电动车辆中的蓄电池温度的设备和方法
技术领域
本发明涉及根据独立权利要求的前序部分所述的、混合动力车辆的蓄电池温度的控制方法和设备。
背景技术
混合动力电动车辆包括内燃发动机和电机。该电机至少部分地由蓄电池提供牵引力。
已知温度对蓄电池的性能有影响。当蓄电池在充电时，蓄电池的温度会由于蓄电池溶液的化学反应而升高。充电期间的这种温度升高会加速正极的腐蚀和退化。因此，蓄电池的温度过高会降低其性能并缩短其寿命。类似地，蓄电池的温度过低也会降低其性能并缩短其寿命。铅酸蓄电池的期望工作温度是25℃～40℃，而锂离子蓄电池的期望工作温度范围是0℃～40℃。
考虑到上述情形，希望控制混合动力车辆中的蓄电池温度，以延长该蓄电池的寿命。
在US 7147071中，公开了具有蓄电池温度调节装置的混合动力电动车辆。该装置包括内燃发动机冷却剂回路和蓄电池冷却剂回路。热量经由热交换器而在这些回路之间传递。
US 7147071中提出的上述方案的问题在于：该热交换器的成本太高，并且必须重新设计用于发动机的冷却剂回路。
发明内容
本发明的一个目的是提供一种克服了上述问题的、用于控制混合动力车辆中的牵引用蓄电池的温度的方法。
该目的通过独立权利要求的特征来实现。其他权利要求和说明书公开了本发明的有利实施例。
在根据本发明的第一示例性实施例中，提供了一种用于控制混合动力车辆中的牵引用蓄电池的温度的方法，其中，所述混合动力车辆包括用于提供牵引力的内燃发动机和电机，所述方法包括以下步骤：提供用于所述内燃发动机的第一温度调节回路；提供用于所述牵引用蓄电池的第二温度调节回路；通过电加热器来加热所述牵引用蓄电池，该电加热器与泵、散热器及所述牵引用蓄电池串联地设置在所述第二温度调节回路中；当所述蓄电池低于预定的温度区间时，将电力从所述电机、经由所述第二温度调节回路中的DC/DC转换器传输到所述加热器，所述电机由所述内燃发动机驱动。
此示例性实施例的优点是：用于对所述蓄电池进行加热的电力由所述内燃发动机、通过DC/DC转换器和所述电机来提供。
在根据本发明的另一示例性实施例中，所述方法还包括以下步骤：仅当所述蓄电池的温度在所述预定的温度区间内时，才使用所述蓄电池来提供牵引力。
此示例性实施例的优点是可以延长所述蓄电池的寿命。
在根据本发明的另一示例性实施例中，所述方法还包括以下步骤：在所述第二温度调节回路中提供用于旁通所述散热器的旁通回路；通过阀来调节流入所述散热器或流入所述旁通回路中的液体冷却剂的流量。
此示例性实施例的优点是：可以减少达到所述蓄电池的工作温度所需的时间。
在根据本发明的另一示例性实施例中，所述方法还包括以下步骤：当所述蓄电池温度低于所述预定的温度区间时，通过目标电压值来控制所述电机，以向所述加热器提供电力。
此实施例的优点是：可以增加电气部件的寿命并且可以确保其性能。
在根据本发明的另一示例性实施例中，所述方法还包括以下步骤：将所述第二温度调节回路与所述第一温度调节回路隔离。
此示例性实施例的优点是：能够相互独立地控制所述第一温度调节回路和所述第二温度调节回路。
本发明还涉及一种用于控制混合动力车辆中的牵引用蓄电池的温度的系统，其中，所述混合动力车辆包括用于提供牵引力的内燃发动机和电机，所述系统包括：用于所述内燃发动机的第一温度调节回路；用于所述牵引用蓄电池的第二温度调节回路；设置在所述第二温度调节回路中的加热器、泵和散热器，从所述电机、经由DC/DC转换器来为所述加热器提供电力，所述电机由所述内燃发动机驱动。
此示例性实施例的优点是：用于对所述蓄电池进行加热的电力由所述内燃发动机、通过DC/DC转换器和所述电机来提供。
在本发明的另一示例性实施例中，所述系统还包括：位于所述第二温度调节回路中的、用于旁通所述散热器的旁通回路；用于调节流入所述散热器或流入所述旁通回路中的液体冷却剂流量的阀。
此示例性实施例的优点是：可以减少达到所述蓄电池的工作温度所需的时间。
在根据本发明的又一示例性实施例中，所述系统还包括：控制器，所述控制器用于在所述蓄电池低于所述预定的温度区间时、通过目标电压值来控制所述电机，以向所述加热器提供电力。
此实施例的优点是：可以增加电气部件的寿命并且可以确保其性能。
在本发明的又一示例性实施例中，所述第一温度调节回路和所述第二温度调节回路被彼此隔离。
此示例性实施例的优点是：能够相互独立地控制所述第一温度调节回路和所述第二温度调节回路。
附图说明
从以下对实施例的详细描述中，可以最好地理解本发明以及上述及其他目的和优点，但本发明不限于这些实施例，其中示意性地示出了：
图1描绘了根据本发明的用于调节混合动力车辆中的牵引用蓄电池的温度的、温度调节回路的示例性实施例的示意图。
图2描绘了根据本发明的、基于一个示例性实施例的并联式混合动力车辆的示意图。
在这些附图中，相同或相似的元件由相同的附图标记表示。这些附图仅仅是示意性图示，并非用于给出本发明的具体参数。此外，这些附图仅旨在描绘本发明的典型实施例，因此不应视为限制本发明的范围。
具体实施方式
图1描绘了根据本发明的用于调节混合动力车辆中的牵引用蓄电池的温度的、温度调节回路100的示例性实施例。所述温度调节回路100包括加热器102、可选的阀104、可选的液体冷却剂旁通回路106、散热器108、牵引用蓄电池110、泵112、以及主液体冷却剂回路116。
在主温度调节回路116中(图1中的实线)，可借助于泵112来输送液体冷却剂。该液体冷却剂可以由水与乙二醇、氨、二氯二氟甲烷混合而成或者是任何其他适当的液体冷却剂。泵112可以由电驱动和/或由内燃发动机通过皮带或液压驱动。该液体冷却剂由泵112输送到加热器102。所述加热器是电加热器，它使用了与车辆中的其他电气设备相同的线电压，对于卡车、大客车和建筑设备来说，该线电压通常是24V，而对于轿车来说，该线电压通常是12V。
液体冷却剂被从加热器102输送到散热器或热交换器108。所述热交换器108可以配备有用于将热量从热交换器108中排出的风扇。替代地，也可不使用风扇，这意味着仅利用风速或环境温差来冷却该热交换器108。
液体冷却剂被从热交换器108输送到牵引用蓄电池110，然后输送回所述泵112中。该牵引用蓄电池110可具有400V、600V的线电压或任何其他适当的线电压。所述牵引用蓄电池可以是铅酸型蓄电池、锂离子型蓄电池、镍金属氢化物型蓄电池或任何其他适当类型的蓄电池。
在图1中，还示出了可选的液体冷却剂旁通回路106(虚线所示)和阀104。该阀可用于旁通所述散热器108。当要把所述牵引用蓄电池110加热至适当温度时，散热器108可以被旁通，与液体冷却剂被迫从散热器108中流过时相比，这将减少该蓄电池达到上述适当温度所需的时间。
在图2中，示出了根据本发明的、基于一个示例性实施例的并联式混合动力车辆200的示意图。所述并联式混合动力车辆包括内燃发动机228、变速器227、电机226、DC/DC转换器229、牵引用蓄电池210、开关224和所述加热器202。
该内燃发动机228可以是柴油机、汽油机或多种燃料发动机。变速器227包括位于内燃发动机228和电机226之间的机械连接件。所述变速器尤其包括离合器、变速箱和传动轴等。该电机226具有双重功能，即：向所述变速器提供扭矩或动力以推进车辆，也就是用作马达；或者在能量再生期间，例如当车辆被制动时，该电机沿相反方向把来自车轮的机械能转换为电能，也就是用作发电机。这种能量再生也可以结合所述内燃发动机来进行，以将充电电流传送给所述蓄电池。
该电机可以是具有本领域中公知的、已知可选构造的直流型或交流型电机，因此，在本文中不必对其进一步说明。
该DC/DC转换器用于把所述蓄电池和/或电机产生的、通常在数百伏范围内的电压转换为适合于车辆中的所有电气设备的线电压，该线电压通常在6V～50V的范围内。该DC/DC转换器布置在所述电机/牵引用蓄电池与车辆中的电气系统之间，该电气系统例如包括加热器202、车载电台、内燃发动机管理系统、灯、电子设备等。
所述牵引用蓄电池经由开关224而布置在混合动力车辆200中。所述开关可用于多种不同的目的。第一，它可以用作安全开关，以断开从所述蓄电池向该混合动力车辆提供的高电压；第二，当处于充电管理策略中时，它可以用于所述蓄电池。
第一温度调节回路可用于所述内燃发动机。第二温度调节回路100可用于所述牵引用蓄电池。所述牵引用蓄电池可以通过电加热器102加热，该电加热器102与泵112、散热器108及所述牵引用蓄电池110串联地设置在所述第二温度调节回路100中。当所述蓄电池210低于预定的温度区间时，电力可以从电机226、经由所述第二温度调节回路100中的DC/DC转换器229传输到所述加热器，该由所述内燃发动机228驱动。
在加热该蓄电池210期间，通过打开开关224而断开所述蓄电池210。该电机226可以产生300V～800V范围内的高电压。该DC/DC转换器可以将所述高电压转换为6V～50V范围内的电压。当该蓄电池变冷时，可以设定所述阀104使得液体冷却剂不流经所述散热器108。这可以提高蓄电池110、210的效率并减少蓄电池110、210升温所需的时长。当该蓄电池的温度足够高，即，处于所用类型的蓄电池的特定温度范围内时，所述开关224闭合，从而该蓄电池被连接以向车辆提供牵引力。通过确保该蓄电池具有在所述温度区间内的温度，可以在不减少其寿命的情况下使用该蓄电池。当该开关被闭合并且该蓄电池用于提供牵引力时，仍可通过所述温度调节回路来调节该蓄电池的温度，以确保该蓄电池的寿命尽可能长，也就是说，在该蓄电池向电机提供牵引力的同时，加热器102、202可以工作。当该蓄电池被加热(并断开)时，所述电机的电压受到控制，即，预先确定一个电压范围以确保在该蓄电池被断开时、把足够但不过高的电压传递给各个电气部件。该电机用作调节器，进行制动或不制动，以使系统电压保持在所述预定的电压范围内。当该蓄电池被连接时，则以本领域公知的方式调节流入和流出该蓄电池的电流。
仅当该蓄电池的温度在给定的温度区间内时，才使用该蓄电池，即经由所述电机向车辆提供牵引力，所述温度区间对于所用类型的蓄电池来说是特定的。该蓄电池的所述温度区间可以在所用类型的蓄电池的技术数据中获得。
上文公开的本发明是针对并联式混合动力车辆来描述的。通过适当修改其设计方案，本发明同样适用于串联式混合动力车辆。
应当理解，本发明不限于上文描述及附图所示的实施例；而是，本领域技术人员应当认识到，可以在所附权利要求的范围内进行多种修改和变型。

Claims (9)

1.一种用于控制混合动力车辆中的牵引用蓄电池的温度的方法，其中，所述混合动力车辆包括用于提供牵引力的内燃发动机和电机，所述方法包括以下步骤：
a.提供用于所述内燃发动机的第一温度调节回路；
b.提供用于所述牵引用蓄电池的第二温度调节回路；
c.通过电加热器来加热所述牵引用蓄电池，所述电加热器与泵、散热器及所述牵引用蓄电池串联地设置在所述第二温度调节回路中，
其特征在于，所述方法还包括以下步骤：
d.当所述蓄电池低于预定的温度区间时，将电力从所述电机、经由所述第二温度调节回路中的DC/DC转换器传输到所述加热器，所述电机由所述内燃发动机驱动。
2.根据权利要求1所述的方法，还包括以下步骤：
e.仅当所述蓄电池的温度在所述预定的温度区间内时，才使用所述蓄电池来提供牵引力。
3.根据权利要求1或2所述的方法，还包括以下步骤：
f.在所述第二温度调节回路中提供用于旁通所述散热器的旁通回路；
g.通过阀来调节流入所述散热器或流入所述旁通回路中的液体冷却剂的流量。
4.根据前述权利要求中的任一项所述的方法，还包括以下步骤：
h.当所述蓄电池低于所述预定的温度区间时，通过目标电压值来控制所述电机，以向所述加热器提供电力。
5.根据前述权利要求中的任一项所述的方法，还包括以下步骤：
i.将所述第二温度调节回路与所述第一温度调节回路隔离。
6.一种用于控制混合动力车辆中的牵引用蓄电池的温度的系统，其中，所述混合动力车辆包括用于提供牵引力的内燃发动机和电机，所述系统包括：
用于所述内燃发动机的第一温度调节回路；
用于所述牵引用蓄电池的第二温度调节回路；
设置在所述第二温度调节回路中的加热器、泵和散热器，其特征在于，从所述电机、经由DC/DC转换器来为所述加热器提供电力，所述电机由所述内燃发动机驱动。
7.根据权利要求6所述的系统，还包括：
位于所述第二温度调节回路中的、用于旁通所述散热器的旁通回路；
用于调节流入所述散热器或流入所述旁通回路中的液体冷却剂流量的阀。
8.根据权利要求6所述的系统，还包括：
控制器，所述控制器用于在所述蓄电池低于所述预定的温度区间时、通过目标电压值来控制所述电机，以向所述加热器提供电力。
9.根据权利要求6所述的系统，其中，所述第一温度调节回路和所述第二温度调节回路被彼此隔离。
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