CN105280977B - 包括具有集成加热元件的热界面材料的电池热管理系统 - Google Patents

包括具有集成加热元件的热界面材料的电池热管理系统 Download PDF

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CN105280977B
CN105280977B CN201510431316.0A CN201510431316A CN105280977B CN 105280977 B CN105280977 B CN 105280977B CN 201510431316 A CN201510431316 A CN 201510431316A CN 105280977 B CN105280977 B CN 105280977B
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battery
heating element
interface material
thermal interface
battery pack
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CN105280977A (zh
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尼尔·罗伯特·巴罗斯
史蒂夫·F·克洛赖恩
乔治·艾伯特·加芬克尔
达纳恩杰伊·韦亚拉
崇兴·库奥
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Ford Global Technologies LLC
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    • 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
    • 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
    • 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
    • Y02T10/72—Electric energy management in electromobility

Abstract

本发明涉及一种用于电气化车辆的电池热管理系统，是包括具有集成加热元件的热界面材料的电池热管理系统。本发明还提供了一种电池组，其包括电池单元，邻近电池单元的热界面材料，以及与热界面材料集成的加热元件。

Description

包括具有集成加热元件的热界面材料的电池热管理系统
技术领域
本公开涉及一种用于电气化车辆的电池热管理系统。电池热管理系统包括热界面材料和适于在一定条件下加热一个或多个电池单元的集成的加热元件。
背景技术
对减少汽车和其他车辆的耗油量和排放量的需要是众所周知的。因此，正在开发减少或完全消除依赖于内燃发动机的车辆。电气化车辆是为此目的正在开发的一种类型的车辆。总体上，电气化车辆与传统机动车辆不同，因为它们由一个或多个电池供以动力的电机来选择性驱动。相比之下，传统机动车辆完全依赖于内燃发动机来驱动车辆。
电气化车辆电池典型地由包括多个电池单元的一个或多个电池阵列构成。可能需要热管理电池单元。例如，电池单元可能需要在某些条件下被冷却或在其他条件下被加热。
发明内容
根据本公开的示例的电池组包括电池单元、邻近电池单元的热界面材料和与热界面材料集成的加热元件。
在任何上述实施例的进一步的实施例中，加热元件是电阻加热线。
在任何上述实施例的进一步的实施例中，加热元件被嵌入、粘接、叠加或印刷在热界面材料上。
在任何上述实施例的进一步的实施例中，加热元件是与热界面材料的顶部表面或底部表面相接的。
在任何上述实施例的进一步的实施例中，热界面材料被夹在电池单元和第二电池单元之间。
在任何上述实施例的进一步的实施例中，加热元件被夹在热界面材料的第一层和第二层之间。
在任何上述实施例的进一步的实施例中，加热元件布置在包括布置为蜿蜒回路的多根加热线的栅格内。
在任何上述实施例的进一步的实施例中，热界面材料被缠绕在电池单元周围。
在任何上述实施例的进一步的实施例中，热界面材料接触冷却板。
任何上述实施例的进一步的实施例包括控制系统，所述控制系统监控与电池单元相关联的至少一个温度条件，并在如果至少一个温度条件下降到低于预定阈值时驱动加热元件。
根据本公开的示例的电池组包括：包括多个电池单元的电池阵列、支撑电池阵列的托盘、托盘和电池阵列之间的热界面材料、以及响应于下降到低于预定阈值的至少一个温度条件加热多个电池单元的加热元件。
在任何上述实施例的进一步的实施例中，加热元件与热界面材料集成。
任何上述实施例的进一步的实施例包括邻近电池阵列的第二电池阵列，热界面材料定位在托盘与电池阵列和第二电池阵列的每一个之间。
任何上述实施例的进一步的实施例包括控制系统，所述控制系统包括监控第一温度条件的第一传感器、监控第二温度条件的第二传感器、以及基于第一温度条件和第二温度条件选择性驱动加热元件的控制模块。
任何上述实施例的进一步的实施例包括定位在热界面材料和托盘之间的冷却板。
根据本公开的示例的方法包括，监控电池组的至少一个温度条件，所述电池组包括电池单元、热界面材料和与热界面材料集成的加热元件，以及如果至少一个温度条件下降到低于预定阈值时利用加热元件调节电池单元。
在任何上述实施例的进一步的实施例中，监控步骤包括利用第一传感器感测第一温度条件，利用第二传感器感测第二温度条件，以及将第一温度条件和第二温度条件中的至少一个与预定阈值进行比较。
在任何上述实施例的进一步的实施例中，第一温度条件是环境温度条件，并且第二温度条件是电池单元的温度条件。
任何上述实施例的进一步的实施例包括一旦至少一个温度条件超过预定阈值阀，就结束调节步骤。
在任何上述实施例的进一步的实施例中，调节步骤基于由车辆操作者所选择的估计出发时间来执行。
可以独立地或以任何组合采用上述段落的实施例、示例和备选方案、权利要求书、或下面的说明书和附图，包括任何它们的各个方面或相应的单独特征。结合一个实施例所描述的特征适用于所有实施例，除非这些特征是互相矛盾的。
对于本领域普通技术人员，本公开的各种特征和优点将从下面的具体实施方式中变得显而易见。附随具体实施方式的附图能够简要描述如下。
附图说明
图1示意性地示出了电气化车辆的动力传动系统；
图2示出了根据本公开的第一实施例的电池组；
图3A示出了电池热管理系统的加热元件的第一配置；
图3B示出了电池热管理系统的加热元件的第二配置；
图3C示出了电池热管理系统的加热元件的第三配置；
图3D示出了电池热管理系统的加热元件的第四配置；
图4示出了根据本公开的第二实施例的电池组；
图5示出了另一电池组；
图6示出了又一电池组；
图7示意性示出了用于操作电池热管理系统的示例性控制策略。
具体实施方式
用于电气化车辆的电池热管理系统在本公开中予以细化。示例性电池热管理系统包括热界面材料和可以与热界面材料集成的加热元件。热界面材料定位为邻近于一个或多个电池单元，并且加热元件在某些条件下被驱动以加热电池单元。例如，加热元件可以在相对冷的条件下加热电池单元。通过集成加热元件与热界面材料，热量可以被产生并与电池单元紧密接近施加。在以下段落中将对这些和其他特征进行详细地讨论。
图1示意性示出了用于电气化车辆12的动力传动系统10。虽然被示出为混合动力电动车辆(HEV)，但应当理解，本文中所描述的构思不限于混合动力电动车辆，并且能够扩展到其他电气化车辆，包括但不限于，插电式混合动力电动车辆(PHEV)和纯电动车辆(BEV)。
在一个实施例中，动力传动系统10是动力分配动力传动系统，其采用第一驱动系统和第二驱动系统。第一驱动系统包括发动机14和发电机18(即，第一电机)的组合。第二驱动系统至少包括马达22(即，第二电机)、发电机18和电池总成24。在本示例中，第二驱动系统被认为是动力传动系统10的电驱动系统。第一和第二驱动系统产生扭矩来驱动电气化车辆12的一组或多组车辆驱动轮28。
可以包括内燃发动机的发动机14和发电机18可以通过诸如行星齿轮组的动力传输单元30连接。当然，包括其他齿轮组和变速器的其他类型的动力传输单元可以用于将发动机14连接到发电机18。在一个非限制性实施例中，动力传输单元30是行星齿轮组，其包括环形齿轮32、中心齿轮34和支架总成36。
发电机18可以通过动力传输单元30由发动机14驱动，以将动能转换为电能。发电机18可以备选地用作马达来将电能转换成动能，从而向连接到动力传输单元30的轴38输出扭矩。由于发电机18可操作地连接至发动机14，发动机14的速度可以由发电机18控制。
动力传输单元30的环形齿轮32可以连接至轴40，轴40通过第二动力传输单元44连接到车辆驱动轮28。第二动力传输单元44可以包括具有多个齿轮46的齿轮组。其他动力传输单元也可以是合适的。齿轮46将扭矩从发动机14传输到差速器48，以最终向车辆驱动轮28提供牵引力。差速器48可以包括使扭矩能够传输给车辆驱动轮28的多个齿轮。在一个实施例中，第二动力传输单元44通过差速器48机械耦接至轮轴50，以将扭矩分配到车辆驱动轮28。
也可以采用马达22来通过向也被连接到第二动力传输单元44的轴52输出扭矩来驱动车辆驱动轮28。在一个实施例中，马达22和发电机18合作作为再生制动系统的一部分，其中，马达22和发电机18二者都可以被用作马达来输出扭矩。例如，马达22和发电机18可以各自向电池总成24输出电力。
电池总成24是电气化车辆电池总成的示例类型。电池总成24可以包括高电压电池组，所述高电压电池组包括多个能够输出电力来操作马达22和发电机18的多个电池阵列。其他类型的能量存储设备和/或输出设备也可以用于对电气化车辆12电气化供以动力。
在一个非限制性实施例中，电气化车辆12具有两种基本操作模式。电气化车辆12可以在马达22被用于(通常没有来自发动机14的辅助)车辆推进的电动车辆(EV)模式下操作，从而消耗电池总成24的荷电状态，直到在某些驾驶模式/循环下的最大容许放电率。EV模式是用于电气化车辆12的操作的电荷消耗模式的示例。在EV模式期间，电池总成24的荷电状态在一些情况下可以增加，例如由于一段时间的再生制动。发动机14在默认EV模式下通常是关闭的，但能够基于车辆系统状态所必需地或由操作者允许进行操作。
电气化车辆12还可以在混合动力(HEV)模式下进行操作，其中，发动机14和马达22二者都用于车辆推进。HEV模式是用于电气化车辆12的操作的电荷维持模式的示例。在HEV模式期间，电气化车辆12可以通过增加发动机14推进力使用，减少马达22推进力使用，以保持电池总成24的荷电状态在恒定的或大致恒定的水平。电气化车辆12可以在除了本公开范围内的EV和HEV模式之外的其他操作模式下进行操作。
图2示出了可以结合到电气化车辆中的电池组54。例如，电池组54可以在图1的电气化车辆12的电池组件24内使用。电池组件24可以包括用于向电气化车辆12的部件供应电力的一个或多个电池组54。电池总成24采用的电池组54的数量并非是要限制本公开，并且其能够根据车辆类型发生变化。
一个或多个电池阵列56安装在电池组54内部。虽然在本实施例中描绘出了两个电池阵列56，但电池组54能够容纳本公开范围内的任何数量的电池阵列56。每个电池阵列56包括多个电池单元58。电池单元58可以并排堆叠并相对于彼此被保留，以构建每个电池阵列56。在一个非限制性实施例中，电池单元58是棱柱形的锂离子电池单元。也可以利用其他类型的电池单元。
电池组54还可以包括托盘60、盖62和电池热管理系统64。托盘60是电池组54的基座，并支撑电池阵列56。在一个实施例中，托盘60充当散热器，以在一定车辆条件下驱散由电池单元58产生的热量。托盘60可以包括顶部表面66和从顶部表面66的相对端67、69向上延伸的壁68。在另一实施例中，托盘60由金属材料制成，并且是热电传导的。
盖62被定位在托盘60上，以容纳电池组54的电池阵列56。盖62可以包括总体上围绕电池阵列56的多个壁70。同时，托盘60和盖62基本上掩盖电池阵列56。
电池热管理系统64可以用于热调节电池阵列56的电池单元58。在一个非限制性实施例中，电池热管理系统64包括热界面材料(TIM)72和与TIM 72集成的加热元件74。电池热管理系统64，特别是加热元件74，可以在一定条件下被利用来加热电池单元58，如在下文更详细讨论的。
在一个实施例中，TIM 72被定位在电池阵列56的电池单元58和托盘60之间。TIM72保持电池单元58与托盘60之间的热接触，并且可以在热传递事件期间增加这些相邻部件之间的热导率。TIM 72可以在电池单元58和托盘60之间的整个接触表面上分配热量。TIM72可以穿过托盘60的顶部表面66的整体延伸。在一个非限制性实施例中，TIM 72在托盘60的壁68之间从端部67向端部69延伸。
在一个实施例中，TIM 72由环氧树脂构成。在另一实施例中，TIM 72由基于硅酮的材料构成。其他材料也可以备选地或附加地用于形成TIM72。
加热元件74可以与TIM 72集成。例如，加热元件74能够嵌入、印刷、粘接或以其他方式连接到TIM 72。在一个非限制性实施例中，加热元件74是电阻加热线。也在本公开的范围之内预期其他加热元件。
电池热管理系统64可以附加地包括控制系统65，其控制电池单元58的加热。在一个实施例中，控制系统65包括第一传感器76、第二传感器77和控制模块78。第一传感器76可以是温度传感器，其感测电池组54的环境温度条件。第一传感器76可以安装在电池组54附近的任何位置，但不必在电池组54的内部。表示感测到的环境温度条件的信号TC1可以由第一传感器76周期性通信至控制模块78。
第二传感器77可以是布置为感测电池阵列56的一个或多个电池单元58的温度条件的另一个温度传感器。在一个实施例中，第二传感器77安装在电池组54内部，并且能够直接安装到电池单元58。虽然在图2的高度示意描绘中被示为单个传感器，但控制系统65能够采用多个传感器来监控电池单元58的温度条件。事实上，每个电池单元58可以包括一传感器。第二传感器77可以周期地向控制模块78通信表示感测到的电池单元温度条件的信号TC2。
控制模块78可以是整个车辆系统控制器(VSC)的一部分，或者能够可选择地是从VSC分开的独立的控制单元。在一个非限制性实施例中，控制模块78是电池电子控制模块(BECM)。控制模块78可以包括用于执行与电池热管理系统64相关联的各种控制策略的处理单元和永久存储器。
在一个实施例中，如果一个或两个信号TC1和TC2指示低于存储在控制模块78上的预定阈值的温度条件，则控制模块78命令电池热管理系统64的加热元件74接通。预定阈值可以例如以一个或多个查找表的形式存储在控制模块78的永久存储器中。当确定电池单元58是否需要加热时，控制模块78可以考虑信号TC1和TC2中一个或者两个，以在相对冷的条件下使完整的电池性能成为可能。
图3A示出了电池热管理系统64的加热元件74的平面图。在本实施例中，加热元件74叠加或印刷在TIM 72上。在另一实施例中，加热元件74嵌入TIM 72内部。加热元件74可以布置在栅格80中，栅格80包括多根间隔开的加热线82。在一个实施例中，栅格80布置为加热线82的蜿蜒回路。也可以预期其他配置，并且图3A中所示的栅格80的配置并非意味着限制本公开。
加热线82的端部管脚84可以连接至电流源86。电流源86可以是高电压电池，低电压电池或外部电源。当由控制模块78命令时，电流源86传递电流通过加热元件74的加热线82。当电流通过加热线82传递时，加热元件74产生热量。由加热元件74产生的热量可以用于加热电池组54的电池单元58。
在另一实施例中，加热元件74被定位在TIM 72下方(参见图3B)。例如，加热元件74可以是与TIM 72的底部表面92相接的。
在又一实施例中，加热元件74被定位在TIM 72的顶部(参见图3C)。例如，加热元件74可以是与TIM 72的顶部表面94相接的。
在又一实施例中，加热元件74被夹在TIM 72的第一层88A和第二层88B之间(参见图3D)。这是加热元件74如何能够嵌入TIM 72内的一个示例。
当然，图3A-3D的示例性实施例旨在非限制性的。即，也可以在本公开的范围之内预期其他配置。
图4示出了根据本公开的另一实施例的电池组154。在本公开中，类似附图标记在适当时表示类似元件，具有增加100或其倍数的附图标记表示被修正的元件，其应被理解为并入与相应的原始元件相同的特征和优点。
本实施例的电池组154基本上类似于图2的电池组54。然而，在本实施例中，电池组154并入了冷却板190。在一个实施例中，冷却板190被定位在托盘60和电池组154的TIM 72之间。冷却板190可以用于在一定条件下从电池单元58中除去热量。
图5示出了又一电池组254。在本实施例中，电池组254包括由TIM72分开的电池单元58。TIM 72包括集成的加热元件74。加热元件74可以选择性地驱动以加热电池单元58的侧表面。电池单元58可以是棱柱形或袋型电池单元。在另一实施例中，电池单元58是圆柱形的单元，并且TIM 72至少部分缠绕在电池单元58周围(参见例如图6)。
继续参考图1-6，图7示意性示出了用于操作电池热管理系统64的控制策略100。例如，控制策略100可以在某些条件下被执行，以加热电池组54(或电池组154)的电池单元58。当然，电池热管理系统64能够在本公开的范围内实现和执行其他控制策略。在一个实施例中，电池热管理系统64的控制系统65的控制模块78利用适于执行控制策略100或任何其他控制策略的一个或多个算法来编程。
如图7所示，控制策略100可以通过监控与电池组54相关联的一个或多个温度条件在框102开始。在一个实施例中，控制系统65的传感器76、77可以监控电池组54的一个或多个温度条件并向控制模块78通信信号(例如，信号TC1和TC2)。在一个非限制性实施例中，信号TC1可以表示环境温度条件，并且信号TC2可以表示电池单元温度条件。
在框104，控制策略100确定感测到的温度条件是否已下降到低于预定阈值。在一个非限制性实施例中，控制模块78可以将从传感器76、77接收到的温度信息与例如存储在永久存储器中的查找表内的所存储的预定阈值进行比较。预定阈值可以被限定在指示电池单元58需要加热的温度上。除了其他标准以外，这可能根据车辆在运行时的气候发生变化，和/或可能根据内部车舱温度发生变化。
如果感测到的温度条件已下降到低于预定阈值，则控制策略进行到框106。然而，如果感测到的温度条件超过预定阈值，则控制策略100确定电池单元58不需要加热并结束于框108。
控制策略100可以在框106驱动加热元件74接通来加热电池单元58。接下来，在块108中，控制策略100确定更新的温度条件是否仍然低于预定阈值。如果是，则加热元件74在框110保持为接通。如果否，则例如通过切换加热元件为关断，控制策略结束于框108。
在另一实施例中，控制系统65的控制模块78可以被编程为确定何时开始加热电池单元58以及电池单元58的目标温度应该是多少。例如，控制模块78可以被编程为基于由车辆操作者选择的估计出发时间通过利用在加热期间不消耗电池能量的插电能量源(on-plug energy source)来计算何时开始利用加热元件74加热电池单元58。传感器76、77可以连续地监控温度条件并与控制模块78进行通信，以做出这种确定。
虽然不同的非限制性实施例被示出为具有特定的部件或步骤，但本公开的实施例不限于这些特定的组合。能够使用与来自任何其他非限制性实施例的其他特征或部件相结合的来自任何非限制性实施例的某些部件或特征。
应当理解，类似附图标记标识贯穿几个附图的对应的或类似的元件。应该理解，尽管在这些示例性实施例中公开并示出了具体的部件布置，但其他布置从本公开的教导中也能够是有益的。
上述描述应理解为说明性的，并非有任何限制的意义。本领域普通技术人员将理解，某些修改可能落入本公开的范围之内。由于这些原因，应当研究以下权利要求，以确定本发明的真实保护范围和内容。

Claims (9)

1.一种电池组，包括：
电池单元；
邻近所述电池单元的热界面材料；
与所述热界面材料集成的加热元件；
托盘，所述托盘支撑所述电池单元；
其中，所述热界面材料被定位在所述电池单元和所述托盘之间；
所述热界面材料包括环氧树脂或基于硅酮的材料；以及
所述加热元件被嵌入、粘接、叠加或印刷在所述热界面材料上。
2.权利要求1中所述的电池组，其中，所述加热元件是电阻加热线。
3.权利要求1中所述的电池组，其中，所述加热元件是与所述热界面材料的顶部表面或底部表面相接的。
4.权利要求1中所述的电池组，其中，所述热界面材料被夹在所述电池单元和第二电池单元之间。
5.权利要求1中所述的电池组，其中，所述加热元件被夹在所述热界面材料的第一层和第二层之间。
6.权利要求1中所述的电池组，其中，所述加热元件布置在包括布置为蜿蜒回路的多根加热线的栅格内。
7.权利要求6中所述的电池组，其中，所述热界面材料被缠绕在所述电池单元周围。
8.权利要求1中所述的电池组，其中，所述电池组还包含冷却板；所述冷却板被定位在所述托盘和所述热界面材料之间。
9.权利要求1中所述的电池组，其中，包括控制系统，所述控制系统监控与所述电池单元相关联的至少一个温度条件，并在如果所述至少一个温度条件下降到低于预定阈值时驱动所述加热元件。
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