CN109599618B - Temperature adjusting method and temperature adjusting system for vehicle-mounted battery - Google Patents

Temperature adjusting method and temperature adjusting system for vehicle-mounted battery Download PDF

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Publication number
CN109599618B
CN109599618B CN201710923038.XA CN201710923038A CN109599618B CN 109599618 B CN109599618 B CN 109599618B CN 201710923038 A CN201710923038 A CN 201710923038A CN 109599618 B CN109599618 B CN 109599618B
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battery
temperature
power
cooling
heat exchange
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CN109599618A (en
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伍星驰
谈际刚
王洪军
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BYD Co Ltd
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BYD Co Ltd
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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/63—Control systems
    • H01M10/633—Control systems characterised by algorithms, flow charts, software details or the like
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6561—Gases
    • H01M10/6563—Gases with forced flow, e.g. by blowers
    • H01M10/6564—Gases with forced flow, e.g. by blowers using compressed gas
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6567—Liquids
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/657—Means for temperature control structurally associated with the cells by electric or electromagnetic means
    • H01M10/6571—Resistive heaters
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/657—Means for temperature control structurally associated with the cells by electric or electromagnetic means
    • H01M10/6572—Peltier elements or thermoelectric devices
    • 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries

Abstract

The invention discloses a temperature regulating system of a vehicle-mounted battery, which comprises a compressor and a heat exchanger, wherein the compressor is used for compressing a vehicle-mounted battery; the compressor is connected with the heat exchanger; a condenser connected to the compressor; the battery thermal management module is connected with the heat exchanger to form a heat exchange flow path; the semiconductor heat exchange module comprises a cooling end, a heating end and a heat exchange fan, wherein one of the cooling end or the heating end is connected with the heat exchanger and used for heating power/refrigerating power of the heat exchanger, the heat exchange fan is connected with the other of the cooling end or the heating end, and the heat exchange fan is used for exhausting air to the outside of the carriage; and the controller is respectively connected with the semiconductor heat exchange module, the compressor and the battery heat pipeline module. The system can adjust the temperature of the vehicle-mounted battery when the temperature of the vehicle-mounted battery is too high or too low, so that the temperature of the vehicle-mounted battery is maintained in a preset range, and the condition that the performance of the vehicle-mounted battery is influenced due to too high or too low temperature is avoided.

Description

Temperature adjusting method and temperature adjusting system for vehicle-mounted battery
Technical Field
The invention relates to the technical field of automobiles, in particular to a temperature adjusting system of a vehicle-mounted battery.
Background
At present, the performance of a vehicle-mounted battery of an electric vehicle is greatly influenced by the climate environment, and the performance of the vehicle-mounted battery is influenced by too high or too low ambient temperature, so that the temperature of the vehicle-mounted battery needs to be adjusted to maintain the temperature within a preset range.
In the related art, in regions with hot climate environments, a battery cooling system needs to be added to an electric vehicle to reduce the temperature of a vehicle-mounted battery when the temperature of the battery is too high; in areas with cold climate, it is necessary to add a battery heating system to the electric vehicle to raise the temperature of the vehicle battery when the temperature is too low.
However, in hot summer and cold winter, the above method cannot simultaneously solve the problems of too high temperature and too low temperature of the vehicle-mounted battery, and the method for adjusting the temperature of the vehicle-mounted battery is rough, and cannot accurately control the heating power and the cooling power according to the actual condition of the vehicle-mounted battery, so that the temperature of the vehicle-mounted battery cannot be maintained within the preset range.
Disclosure of Invention
The present invention is directed to solving, at least to some extent, one of the technical problems in the related art.
Therefore, the present invention is directed to a temperature adjustment system for a vehicle-mounted battery, which can adjust the temperature of the vehicle-mounted battery when the temperature of the vehicle-mounted battery is too high or too low, so as to maintain the temperature of the vehicle-mounted battery within a preset range, thereby avoiding the situation that the performance of the vehicle-mounted battery is affected by too high or too low temperature.
To achieve the above object, an embodiment of the present invention provides a temperature adjustment system for a vehicle-mounted battery, including: a heat exchanger; the compressor is connected with the heat exchanger; a condenser connected to the compressor; the battery heat management module is connected with the heat exchanger to form a heat exchange flow path; the semiconductor heat exchange module comprises a cooling end, a heating end and a heat exchange fan, wherein one of the cooling end or the heating end is connected with the heat exchanger and used for heating power/refrigerating power of the heat exchanger, the heat exchange fan is connected with the other of the cooling end or the heating end, and the heat exchange fan is used for exhausting air to the outside of a carriage; a controller connected to the semiconductor heat exchange module, the compressor, and the battery heat pipe module, respectively.
According to the temperature adjusting system of the vehicle-mounted battery, the temperature of the vehicle-mounted battery can be adjusted according to the actual condition of the vehicle-mounted battery when the temperature of the vehicle-mounted battery is too high, so that the temperature of the vehicle-mounted battery is maintained in a preset range, and the situation that the performance of the vehicle-mounted battery is influenced due to too high temperature is avoided.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which,
FIGS. 1a to 1b are schematic structural views of a temperature regulation system of a vehicle-mounted battery according to a first embodiment of the invention;
fig. 2a-2b are schematic structural views of a temperature regulation system of a vehicle-mounted battery according to a second embodiment of the invention;
FIG. 3 is a control topology of a vehicle battery thermostat system according to one embodiment of the invention;
fig. 4a-4b are schematic structural views of a temperature regulation system of a vehicle-mounted battery according to a third embodiment of the invention;
fig. 5 is a schematic configuration diagram of a temperature regulation system of a vehicle-mounted battery according to a fourth embodiment of the invention;
fig. 6 is a flowchart of a temperature adjustment method of a battery pack according to a first embodiment of the present invention;
fig. 7 is a schematic configuration diagram of a temperature adjustment system of a vehicle-mounted battery according to a fifth embodiment of the invention;
fig. 8a to 8b are schematic structural views of a temperature regulation system of a vehicle-mounted battery according to a sixth embodiment of the invention;
FIG. 9 is a control topology of a vehicle battery thermostat system according to another embodiment of the invention;
Fig. 10 is a flowchart of a temperature adjustment method of a battery pack according to a fifth embodiment of the present invention;
11a-11b are schematic structural views of a temperature adjustment system of a vehicle-mounted battery according to a seventh embodiment of the invention;
fig. 12a to 12b are schematic structural views of a temperature adjustment system of a vehicle-mounted battery according to an eighth embodiment of the invention;
fig. 13 is a flowchart of a battery-mounted temperature adjustment method according to a seventh embodiment of the present invention;
fig. 14 is a schematic structural view of a temperature regulation system of a vehicle-mounted battery according to a ninth embodiment of the invention;
fig. 15a to 15b are schematic structural views of a temperature adjustment system of a vehicle-mounted battery according to a tenth embodiment of the invention;
fig. 16 is a flowchart of a temperature adjustment method of a battery pack according to a ninth embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
A temperature adjustment method and a temperature adjustment system of a vehicle-mounted battery proposed by an embodiment of the invention are described below with reference to the drawings.
Fig. 1a to 1b are schematic structural views of a temperature adjustment system of a vehicle-mounted battery according to a first embodiment of the invention. As shown in fig. 1a-1b, the system comprises: the system comprises a battery thermal management module 1, a heat exchanger 2, a semiconductor heat exchange module 3 of the heat exchanger 2, a vehicle-mounted air conditioner and a controller (specifically shown in the figure).
The vehicle-mounted air conditioner is provided with an air conditioner air outlet, a first air duct 100 is formed between the air conditioner air outlet and the heat exchanger 2, and the vehicle-mounted air conditioner provides refrigeration power for the heat exchanger 2 through the first air duct 100. The battery thermal management module 1 is connected with the heat exchanger 2 to form a heat exchange flow path. The semiconductor heat exchange module 3 includes a cooling end, a heating end and a heat exchange fan 501, one of the heating end and the cooling end is connected to the heat exchanger 2 for providing heating power/cooling power, and the heat exchange fan 501 is disposed corresponding to the other of the cooling end or the heating end. The controller is respectively connected with the semiconductor heat exchange module 3, the battery heat management module 1 and the vehicle-mounted air conditioner, and is used for obtaining temperature regulation required power P1 and temperature regulation actual power P2 of the battery 4 and regulating the power of a compressor in the semiconductor heat exchange module and/or the vehicle-mounted air conditioner according to the temperature regulation required power P1 and the temperature regulation actual power P2.
Further, in an embodiment of the present invention, as shown in fig. 1a-1b, the semiconductor heat exchange module 3 may be connected in parallel with the heat exchanger 2 and the battery 4 to cool the terminal heating side; as shown in fig. 2a-ab, the semiconductor heat exchange modules 3 may also be connected in series between the heat exchanger 2 and the battery 4. The semiconductor heat exchange module 3 further comprises a heat exchange fan 301 connected with the cooling end or the heating end, and the heat exchange fan 301 is used for exhausting air to the outside of the carriage.
It is understood that the battery 4 refers to an energy storage device mounted on the vehicle to provide a power output for the vehicle and to provide power to other electrical devices on the vehicle, which may be repeatedly charged.
Specifically, the semiconductor exchange module 3 has a heating terminal and a cooling terminal, and the heating terminal and the cooling terminal are exchanged when the power supply is reversely connected. The heating end or the cooling end of the semiconductor heat exchange module 3 is provided with a heat exchange fan 301 for exhausting air to the outside of the carriage.
As shown in fig. 1a-1b, when the semiconductor heat exchange module 3 is connected in parallel with the heat exchanger 2 and the battery 4, if the temperature of the battery 4 is high, for example, higher than 40 ℃, the temperature regulation system of the vehicle-mounted battery enters a cooling mode, the controller controls the semiconductor heat exchange module 3 and the battery thermal management module 1 to start working, the semiconductor heat exchange module 3 supplies power in the forward direction, as shown in fig. 1a, the cooling end is connected into the cooling pipeline, the cooling end starts cooling to cool the medium in the cooling pipeline so as to cool the battery 4, and simultaneously the heat exchange fan 301 blows the heat at the heating end to the outside of the vehicle. If the temperature of the battery is lower than 0 ℃, for example, the temperature regulating system of the vehicle-mounted battery enters a heating mode, the semiconductor heat exchange module 3 and the battery heat management module 1 start to work, the semiconductor heat exchange module 3 supplies power reversely, as shown in fig. 1b, the heating end is connected to the cooling pipeline, the heating end starts to heat, so as to heat the medium in the cooling pipeline, so as to heat the battery 4, and meanwhile, the heat exchange fan 301 blows the cooling capacity of the cooling end to the outside of the vehicle.
As shown in fig. 2a-2b, when the semiconductor heat exchange module 3 is connected in series between the heat exchanger 2 and the battery 4, the cooling/heating of the battery can be completed by controlling the power supply direction of the semiconductor heat exchange module 3. Fig. 2a shows the semiconductor heat exchange module 3 in a forward direction, and fig. 2b shows the semiconductor heat exchange module 3 in a reverse direction.
During the process of cooling and/or heating the battery, the controller also obtains the temperature adjustment required power P1 and the temperature adjustment actual power P2 of the battery in real time, wherein the temperature adjustment required power P1 is to adjust the temperature of the battery to a set target temperature within a target time, and the power required to be supplied to the battery 4 is obtained, and the battery temperature adjustment actual power P2 is the actual temperature adjustment power obtained by the battery 4 when the battery is currently adjusted in temperature, and the target temperature and the target time are set values, and can be preset according to the actual situation of the vehicle-mounted battery, for example, when the battery is cooled, the target temperature can be set to about 35 ℃, when the battery is heated, the target temperature can be set to 10 ℃, and the target time can be set to 1 hour. The controller can adjust the power of the semiconductor heat exchange module 3 and/or the compressor according to the power P1 and the power P2, so that the temperature of the battery 4 can be adjusted within a target time, the temperature of the vehicle-mounted battery is maintained within a preset range, and the situation that the performance of the vehicle-mounted battery is influenced due to overhigh or overlow temperature is avoided.
Further, according to an embodiment of the present invention, as shown in fig. 1a to 1b and fig. 2a to 2b, the vehicle air conditioner includes a first adjusting valve 501 provided in the first air duct 100 and a first fan 501 corresponding to the heat exchanger 2, and the first fan 501 is configured to provide cooling power to the heat exchanger 2.
Specifically, except that the semiconductor heat exchange module 3 can provide refrigeration power for battery cooling, the vehicle-mounted air conditioner can also provide cooling power for the battery, and the first fan 501 can blow cooling air at the air outlet of the air conditioner to the heat exchanger 2 to provide cooling power for the heat exchanger 2, so that the medium in the heat exchange flow path is cooled, and the purpose of cooling the battery 4 is achieved. The controller may also control the opening or closing of the first regulating valve 51, and may regulate the opening of the first regulating valve 51. The first fan 501 is controlled by a controller, and the wind speed is adjustable. The controller may adjust the cooling power for cooling the battery by adjusting the opening degree of the first adjusting valve 51.
Further, according to an embodiment of the present invention, as shown in fig. 1a-1b and fig. 2a-2b, a second air duct 200 is formed between the air outlet of the air conditioner and the vehicle compartment, and the vehicle air conditioner further includes a second adjusting valve 52 and a second fan 502 which are arranged in the second air duct, and the second fan 502 is used for cooling the vehicle compartment.
The vehicle-mounted air conditioner provides refrigeration power for the heat exchanger 2 through the first air duct 100, and the vehicle-mounted air conditioner provides refrigeration power for a carriage through the second air duct 200.
Specifically, the controller may also control the opening or closing of the second regulating valve 52, and may regulate the opening degree of the second regulating valve 52. The second fan 502 is controlled by the controller, and the wind speed is adjustable. When the compartment needs to be cooled, the controller controls the second regulating valve 52 to open, the second fan 502 works, and the second fan 502 can blow cooling air at the air outlet of the air conditioner to the compartment so as to cool the compartment.
In an embodiment of the present invention, as shown in fig. 1a-1b and fig. 2a-2b, the battery thermal management module 1 may include: the pump 12, the first temperature sensor 14, the second temperature sensor 15 and the flow rate sensor 16 are arranged on the heat exchange flow path, and the pump 12, the first temperature sensor 14, the second temperature sensor 15 and the flow rate sensor 16 are connected with the controller; wherein: the pump 12 is used for providing power to make the medium in the heat exchange flow path flow; the first temperature sensor 14 is for detecting an inlet temperature of the medium flowing into the vehicle-mounted battery; the second temperature sensor 15 is for detecting the outlet temperature of the medium flowing out of the vehicle-mounted battery; the flow rate sensor 16 detects the flow rate of the medium in the heat exchange flow path.
Further, the battery thermal management module 1 may further include a medium container 13 disposed on the heat exchange flow path, and the medium container 13 is used for storing and supplying a medium to the heat exchange flow path. The battery thermal management module 1 may further include: and the heater 11 is connected with the controller and used for heating the medium in the heat exchange flow path.
The heater 11 may be a PTC (Positive Temperature Coefficient, broadly referred to as a semiconductor material or a component with a large Positive Temperature Coefficient) heater, so as to perform CAN communication with the battery thermal management controller, provide heating power for the Temperature regulation system of the vehicle-mounted battery, and be controlled by the battery thermal management controller, and the heater 11 is not directly contacted with the battery 4, thereby having higher safety, reliability and practicability.
As shown in fig. 3, the controller may include a battery manager, a battery thermal management controller and a semiconductor controller, and an in-vehicle air conditioning controller, the battery thermal management controller being electrically connected to the first temperature sensor 14, the second temperature sensor 15, and the flow rate sensor 16, and performing CAN communication with the pump 12 to acquire the temperature-regulated actual power P2, and to control the rotation speed of the pump 31 and monitor the medium temperature and the medium flow rate, according to the specific heat capacity of the medium, the density of the medium. The semiconductor controller may control the semiconductor heat exchange module 3 and the heat exchange fan 301. The battery manager may manage the battery 4, obtain voltage, current and temperature information of the battery 4, and calculate the temperature adjustment required power P1 according to the target temperature and the target time t of the battery, the specific heat capacity C of the battery, the mass M of the battery, and the internal resistance R of the battery. The vehicle-mounted air conditioner controller is electrically connected with the first regulating valve 51, the second regulating valve 52, the first fan 501 and the second fan 502, and controls the opening and closing of the first regulating valve 51 and the second regulating valve 52, the rotating speeds of the first fan 501 and the second fan 502 and the refrigerating power of the compressor. The vehicle-mounted air conditioner controller is in CAN communication with the battery manager and the battery thermal management controller so as to adjust the wind speeds of the first fan 501 and the second fan 502 and the opening degrees of the first regulating valve 51 and the second regulating valve 52 according to the temperature adjustment required power P1 acquired by the battery manager and the temperature adjustment actual power P2 acquired by the battery thermal management controller. And the semiconductor controller is in CAN communication with the battery manager and the battery thermal manager so as to control the power supply direction and power of the semiconductor heat exchange module according to the temperature regulation required power P1 acquired by the battery manager and the temperature regulation actual power P2 acquired by the battery thermal management controller.
According to one embodiment of the invention, the controller is further configured to obtain a temperature of the battery, and determine whether the temperature of the battery is greater than a first temperature threshold or less than a second temperature threshold, wherein when the temperature of the battery is greater than the first temperature threshold, the cooling mode is entered; and entering a heating mode when the temperature of the battery is less than a second temperature threshold, wherein the first temperature threshold is greater than the second temperature threshold. The first temperature threshold and the second temperature threshold may be preset according to actual conditions, for example, the first temperature threshold may be 40 ℃, and the second temperature threshold may be 0 ℃.
Specifically, after the vehicle is powered on, the battery manager acquires the temperature of the battery in real time, sends the temperature to the vehicle-mounted air conditioner controller and judges the temperature, and the vehicle-mounted air conditioner controller can also forward the temperature information of the battery to the battery thermal management controller.
If the temperature of the battery is higher than 40 ℃, the temperature of the battery 4 is over high at this moment, and in order to avoid the influence of the high temperature on the performance of the battery 4, the temperature of the battery 4 needs to be reduced, the temperature adjusting system enters a cooling mode, the vehicle-mounted air conditioner controller controls the first adjusting valve 51 to be opened, the first fan 501 blows cooling air of the vehicle-mounted air conditioner to the heat exchanger 2 so as to cool a medium in a cooling pipeline in the heat exchanger 2, and the medium cools the battery 4 through the battery thermal management module 1. When cooling the battery, the first regulating valve 51 is opened, and the flow of cooling air is: air-conditioning outlet-first governing valve 51-first fan 501-heat exchanger 2. The in-vehicle cooling branch is as follows: the air conditioner air outlet, the second regulating valve 52, the second fan 502 and the compartment.
In the illustration of fig. 1a, there are two battery cooling branches, battery cooling branch circuit 1: heat exchanger 2-heater 11 (off) -pump 12-first temperature sensor 14-battery 4-second temperature sensor-15-flow sensor 16-medium container 13-heat exchanger 2; battery cooling branch circuit 2: semiconductor heat exchange module (cooling end) -heater 11 (off) -pump 12-first temperature sensor 14-battery 4-second temperature sensor 15-flow rate sensor 16-medium container 13-semiconductor heat exchange module (cooling end).
In the illustration of fig. 2a there is a battery cooling branch: the heat exchanger 2, the semiconductor heat exchange module 3 (cooling end), the heater 11 (closed), the pump 12, the first temperature sensor 14, the battery 4, the second temperature sensor 15, the flow rate sensor 16, the medium container 13 and the heat exchanger 2.
And if the temperature of the battery 4 is lower than 0 ℃, which indicates that the temperature of the battery 4 is too low at this time, in order to avoid the influence of low temperature on the performance of the battery 4, the temperature rise processing needs to be performed on the battery 4, the temperature adjusting system enters a heating mode, the battery thermal management controller controls the heater 11 to be turned on, the semiconductor controller controls the semiconductor heat exchange module 3 to supply power reversely, and meanwhile, the vehicle-mounted air conditioner controller keeps the first adjusting valve 51 in a closed state, in the scheme shown in fig. 1b, the medium flow direction is as follows: heater 11 (on) -pump 12-first temperature sensor 14-battery 4-second temperature sensor-15-flow sensor 16-medium container 13-semiconductor heat exchange module (heating end) -heater 11 (on). In the scheme shown in fig. 2b, the media flow direction is: the heat exchanger 2, the semiconductor heat exchange module 3 (heating end), the heater 11 (starting), the pump 12, the first temperature sensor 14, the battery 4, the second temperature sensor 15, the flow rate sensor 16, the medium container 13 and the heat exchanger 2.
In an embodiment of the present invention, the temperature regulation system of the vehicle-mounted battery further includes: the battery state detection module is used for detecting the current of the vehicle-mounted battery, and the controller is also connected with the battery state detection module.
How to obtain the temperature-regulation required power P1 and the temperature-regulation actual power P2 of the battery is described below with reference to specific embodiments.
According to an embodiment of the invention, the controller may be configured to obtain a first parameter when the battery is turned on for temperature adjustment and generate a first temperature adjustment required power of the battery according to the first parameter, and obtain a second parameter when the battery is temperature adjusted and generate a second temperature adjustment required power of the battery according to the second parameter, and generate a temperature adjustment required power P1 of the battery according to the first temperature adjustment required power of the battery and the second temperature adjustment required power of the battery, respectively.
Further, according to an embodiment of the present invention, the first parameter is an initial temperature and a target temperature at which temperature adjustment of the battery 4 is turned on and a target time T from the initial temperature to the target temperature, and the first temperature difference Δ T between the initial temperature and the target temperature is obtained1And according to the first temperature difference DeltaT1And the target time t generates the first temperature regulation required power.
Further, the battery thermal management module 1 generates the first temperature regulation required power by the following equation (1):
ΔT1*C*M/t (1)，
wherein, Delta T1Is a first temperature difference between the initial temperature and the target temperature, t is the target time, C is the specific heat capacity of the battery 4, and M is the mass of the battery 4.
The second parameter is an average current I of the battery 4 in a preset time, and the battery thermal management module 1 generates a second temperature regulation required power according to the following formula (2):
I2*R， (2)，
where I is the average current and R is the internal resistance of the battery 4.
Specifically, the charge/discharge current parameter of the battery 4 may be detected by a current hall sensor, and the battery manager may estimate the average current of the battery 4 according to the current parameter of the battery 4 over a period of time.
When cooling battery 4, P1 ═ Δ T1*C*M/t+I2R; when the battery 4 is heated, P1 ═ Δ T1*C*M/t-I2*R。
According to an embodiment of the invention, the controller further generates a second temperature difference Δ T based on the inlet temperature detected by the first temperature sensor 14 and the outlet temperature detected by the second temperature sensor 152And according to the second temperature difference DeltaT of each battery2And the flow rate v detected by the flow rate sensor 16 generates the temperature-regulated actual power P2 of the battery.
Further, according to an embodiment of the present invention, the temperature-adjusted actual power P2 is generated by the following formula (3):
ΔT2*c*m， (3)
Wherein, Delta T2And c is the specific heat capacity of the medium in the flow path, m is the mass of the medium flowing through the cross-sectional area of the flow path in unit time, wherein m is v ρ s, v is the flow velocity of the medium, ρ is the density of the medium, and s is the cross-sectional area of the flow path.
Specifically, after the vehicle is powered on, the battery manager judges whether the battery 4 needs to be temperature-regulated according to the battery temperature, if the battery 4 needs to be temperature-regulated, the information for starting the temperature regulation function is sent to the vehicle-mounted air conditioner controller through the CAN communication, the vehicle-mounted air conditioner controller forwards the information to the battery thermal management controller, and the battery thermal management controller controls the pump 12 to start working at a default rotating speed (such as a low rotating speed).
Then, the battery manager obtains an initial temperature (i.e., a current temperature) of the battery 4, a target temperature, and a target time t from the initial temperature to the target temperature, where the target temperature and the target time t may be preset according to an actual situation, and calculates a first temperature adjustment required power of the battery 4 according to formula (1). Meanwhile, the battery manager obtains the average current I of the battery 4 within a preset time, and calculates a second temperature regulation required power of the battery 4 according to the formula (2). Then, the battery manager calculates a temperature adjustment required power P1 (required power that adjusts the temperature of the battery 4 to a target temperature for a target time) from the first temperature adjustment required power and the second temperature adjustment required power of the battery 4, where P1 ═ Δ T when the battery 4 is cooled 1*C*M/t+I2R, when heating the battery 4, P1 ═ Δ T1*C*M/t-I2R. Then, the battery thermal management controller acquires temperature information detected by the first temperature sensor 14 and the second temperature sensor 15, acquires flow rate information detected by the flow rate sensor 16, and calculates the temperature-adjusted actual power P2 of the battery 4 according to equation (3). Finally, the controller adjusts by controlling the power of the semiconductor heat exchanging module 3 or the heater 11 or the compressor according to the P1, P2 of the battery 4 to precisely control the heating power/cooling power of the battery 4.
As can be seen from the above-mentioned embodiment, P1 is composed of two parts, and when battery 4 needs to be cooled, if the initial temperature of battery 4 is 45 ℃ and the target temperature is 35 ℃, the amount of heat that battery 4 needs to dissipate when it drops from 45 ℃ to 35 ℃ is fixed, as represented by formula (1), i.e., Δ T1Direct calculation of C M/t can be obtained. Meanwhile, during the cooling process of the battery 4, a discharging and charging process exists, heat is generated in the discharging and charging process, and the heat of the part can be directly obtained by detecting the average current I of the battery 4 according to the formula (3), namely I2R, directly calculating the heating power of the current battery 4, i.e., the second temperature adjustment required power. The cooling completion time of the present invention is set based on the target time t (t may be set according to the user's needs or the actual design of the vehicle) A change in situation). After the target time T required for cooling completion is determined, the temperature adjustment required power P1, P1 ═ Δ T, required for cooling of the current battery 4 can be estimated1*C*M/t+I2R. If the heating function is started, the temperature regulation required power P1 is delta T1*C*M/t-I2R, i.e., the greater the discharge or charge current of the battery 4 during the heating of the battery 4, the smaller the required heating power, i.e., the temperature regulation demand power P1.
The cooling time of the battery 4 is affected by the cooling efficiency, and since the cooling efficiency is affected by the external environment temperature and the current temperature of the battery 4, the efficiency of the temperature regulation system is also constantly changed during the cooling of the battery 4, so that the cooling efficiency cannot be 100%, and therefore, it is necessary to adjust the actual power P2 by detecting the temperature of the battery 4 only when P1 is the time at which the cooling of the battery 4 cannot be accurately regulated. In the present invention, the temperature-regulated actual power P2 of the battery 4 can be calculated by the formula (3), i.e., Δ T2 × c ×.m. P2 can also be calculated from the actual battery cooling power P2, i.e., Δ T3 × C × m1 in formula (4), where Δ T3 is the temperature change of battery 4 in a certain period of time, C is the specific heat capacity of battery 4, and m1 is the mass of battery 4. However, since the mass of a general battery is large, the temperature change per unit time is not significant, it takes a long time to detect the temperature difference, and the requirement for real-time performance is not met, so that the P2 power is generally calculated according to the formula (3).
Due to the influence of the cooling efficiency, P2 is hardly equal to P1, and in order to make the cooling target time t of the battery 4 more accurate, it is necessary to perform adjustment in real time according to P1 and P2 to ensure that the temperature adjustment required power P1 of the battery 4 is equal to the temperature adjustment actual power P2 of the battery.
How the controller adjusts the power of the semiconductor heat exchange module and/or the compressor according to the temperature adjustment demand power P1 and the temperature adjustment actual power P2 is described below with reference to specific embodiments.
According to an embodiment of the present invention, when in the cooling mode, the controller obtains a power difference between the temperature adjustment required power P1 and the temperature adjustment actual power P2 when the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2, and increases the cooling power of the semiconductor heat exchange module 3 and/or the compressor according to the power difference, and decreases the cooling power of the semiconductor heat exchange module 3 and/or the compressor or keeps the cooling power of the semiconductor heat exchange module 3 and/or the compressor unchanged when the temperature adjustment required power P1 is less than or equal to the temperature adjustment actual power P2.
Further, the controller controls the semiconductor heat exchange module 3 to operate at full cooling power when the temperature regulation required power P1 is greater than the temperature regulation actual power P2, and the temperature of the battery is greater than a first preset temperature threshold value. The first preset temperature threshold may be preset according to actual conditions, and may be, for example, 45 ℃.
And if the temperature regulation required power P1 is greater than the temperature regulation actual power P2 and the temperature of the battery is less than the first preset temperature threshold, the controller also increases the refrigerating power of the semiconductor heat exchange module 3 when the temperature in the vehicle cabin does not reach the air-conditioning set temperature.
When the temperature regulation required power P1 is greater than the temperature regulation actual work P2 and the temperature of the battery is greater than the first preset temperature threshold, the controller also increases the opening degree of the first regulating valve 51 while decreasing the opening degree of the second regulating valve 52.
Specifically, after the battery cooling function is started (the temperature adjustment system enters the cooling mode), the in-vehicle air conditioning controller sends battery cooling function start information to the battery thermal management controller and the semiconductor controller. The vehicle-mounted air conditioner controller receives the temperature regulation required power P1 of the battery sent by the battery manager and forwards the information to the battery thermal management controller and the semiconductor controller. During the battery cooling process, the vehicle air conditioner controller controls the first regulating valve 51 and the second regulating valve 52 to be opened, and simultaneously controls the first fan 501 and the second fan 502 to start to work. The vehicle-mounted air conditioner controller receives the water temperature information sent by the battery thermal management controller and the temperature adjustment actual power P2 of the battery, and forwards the information to the battery manager and the semiconductor controller. In the battery cooling process, the vehicle-mounted air conditioner controller compares the temperature regulation required power P1 of the battery with the temperature actual power P2 information of the battery, if the temperature regulation required power P1 is greater than the temperature actual power P2, whether the temperature of the battery reaches 45 ℃ (higher temperature) is judged, if the temperature of the battery reaches 45 ℃, the vehicle-mounted air conditioner controller reduces the opening degree of the second regulating valve 52, the opening degree of the first regulating valve 61 is increased, the in-vehicle cooling air flow is reduced, the cooling air flow of the battery cooling branch is increased, the cooling capacity distribution of battery cooling and in-vehicle cooling is adjusted, meanwhile, the semiconductor controller controls the semiconductor heat exchange module 3 to operate at full cooling power, namely, the maximum cooling power, the influence of reduction of in-vehicle cooling effect caused by reduction of in-vehicle cooling refrigerant quantity is relieved, and the heat exchange fan is controlled to operate at a high rotating speed. If the temperature of the battery is not higher than 45 ℃, whether the temperature in the compartment reaches the set temperature of the air conditioner is judged, if so, the vehicle-mounted air conditioner controller reduces the opening degree of the second regulating valve 602 and increases the opening degree of the first regulating valve 601, if the temperature in the compartment does not reach the set temperature of the air conditioner, the requirement of the cooling capacity in the vehicle is preferentially met, and at the moment, the difference value between the required temperature regulation power P1 and the actual temperature regulation power P2 is partially used for cooling, and the cooling power is provided by the semiconductor heat exchange module 3. In the process of starting the battery cooling function, the vehicle-mounted air conditioner controller monitors the actual cooling power of the battery pack and the real-time cooling power information of the semiconductor heat exchange module in real time, and determines the opening degree between the first regulating valve 51 and the second regulating valve 52 according to the vehicle-mounted cooling power demand and the battery pack cooling power demand information so as to facilitate the cooling of the battery and the cooling air volume distribution of the vehicle-mounted cooling loop, so that the cooling power of the battery cooling air loop provided by the vehicle-mounted air conditioner and the cooling power of the semiconductor heat exchange module 3 are equal to the temperature regulation demand power P1 of the battery. In the battery cooling process, if the vehicle-mounted air conditioner receives the battery cooling completion information sent by the battery manager, namely the temperature of the battery reaches 35 ℃, the vehicle-mounted air conditioner controller forwards the battery cooling completion information to the battery thermal management controller, and the battery cooling is completed.
The average temperature of the battery is subjected to hierarchical treatment, and the threshold values of temperature control are 40 ℃, 45 ℃ and 35 ℃. When the temperature of the battery is higher than 40 ℃, the cooling function of the battery is started, when the temperature of the battery reaches 35 ℃, the cooling of the battery is completed, and when the temperature of the battery reaches a higher temperature of 45 ℃, the vehicle-mounted air conditioner preferentially meets the cooling capacity requirement of the battery. In addition, when P1 is greater than P2, if the battery temperature does not exceed 45 ℃, the cooling capacity demand in the vehicle cabin is still prioritized, and if the cooling power in the vehicle cabin is already sufficient and reaches equilibrium, the vehicle air conditioner increases the battery cooling power again.
And if the P1 is less than or equal to the P2, the refrigeration power of the vehicle-mounted air conditioner can be reduced, the opening degree of the first regulating valve is reduced, or the refrigeration power of the semiconductor heat exchange module 3 is reduced, so that the electric energy is saved, or the refrigeration power of the vehicle-mounted air conditioner, the opening degree of the first regulating valve and the refrigeration power of the semiconductor heat exchange module 3 are kept unchanged.
It is understood that if the in-vehicle cooling is not opened, the second regulating valve 51 is closed and the second fan 502 is not operated.
Further, the battery thermal management module further comprises a heater, wherein the heater is used for heating the medium in the heat exchange flow path, and when the heating mode is adopted, the battery 4 is heated through the semiconductor heating module 3 and the heater 11.
According to an embodiment of the present invention, when in the heating mode, the controller obtains a power difference between the temperature adjustment required power P1 and the temperature adjustment actual power P2 when the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2, and increases the power of the heater 11 and/or the semiconductor heat exchange module 3 for heating the battery according to the power difference, and keeps the power of the heater 11 and/or the semiconductor heat exchange module 3 constant when the temperature adjustment required power P1 is less than or equal to the temperature adjustment actual power P2.
Specifically, when operating in the heating mode, the controller acquires P1 and P2 of the battery 4, and makes a judgment. If the P1 of the battery 4 is greater than the P2, which indicates that if the temperature rise of the battery 4 cannot be completed within the target time according to the current heating power, the controller obtains the power difference between the P1 and the P2 of the battery 4, and increases the power of the heater 11 and/or the semiconductor heat exchange module 3 according to the power difference, wherein the larger the power difference between the P1 and the P2 is, the more the power of the heater 11 and/or the semiconductor heat exchange module 3 is increased, so that the temperature of the battery 4 is raised to the target temperature within the preset time t. And if P1 is less than or equal to P2, the heating power of heater 11 and/or semiconductor heat exchange module 3 may be reduced to save electric power, or the power of heater 11 and/or semiconductor heat exchange module 3 may be kept unchanged. When the temperature of the battery reaches a second set temperature, for example, 10 ℃, the heating of the battery 4 is completed, and the battery manager sends a message for turning off the temperature regulation function to the battery thermal management controller through the CAN communication to control the heater 11 to stop heating. If the temperature of the battery 4 is still below 10 c after the thermostat system enters the heating mode for a longer period of time, for example, 2 hours, the battery thermal management controller increases the power to the heater 11 and/or the semiconductor heat exchange module 3 appropriately to allow the battery 4 to finish warming as soon as possible.
In the embodiment of the invention, the controller also increases the rotating speed of the heat exchange fan when the temperature regulation required power P1 is greater than the temperature regulation actual power P2.
Further, according to an embodiment of the present invention, the controller is further configured to decrease the rotation speed of the pump 12 or keep the rotation speed of the pump 12 constant when the temperature-regulation required power P1 is less than or equal to the temperature-regulation actual power P2, and increase the rotation speed of the pump 12 when the temperature-regulation required power P1 is greater than the temperature-regulation actual power P2.
Specifically, when the temperature regulation system enters the heating mode or the cooling mode, if P1 of the battery 4 is less than or equal to P2, and/or the semiconductor heat exchange module 3 controls the rotation speed of the pump 12 to be reduced to save electric power, or to keep the rotation speed of the pump 12 constant. And if the P1 of the battery 4 is greater than the P2, the rotation speed of the pump 12 can be controlled to be increased in addition to the control of the increase of the cooling power of the air conditioner, the increase of the opening degree of the first regulating valve 61, and the increase of the power of the semiconductor heat exchange module 3 or the heater 11, so as to increase the mass of the medium flowing through the cross-sectional area of the cooling flow path per unit time, thereby increasing the temperature regulation actual power P2 of the battery 4 to realize the temperature regulation within the target time t.
The adjustment process of the system shown in fig. 1a-1b and 2a-2b is described below in connection with a specific example.
1. When cooling the battery 4:
when the battery cooling function is started, the semiconductor heat exchange module supplies power positively, and the cooling end of the semiconductor heat exchange module is connected into the battery cooling loop.
The cooling power of the battery cooling branch is the cooling power of the air conditioner cooling air which flows through the heat exchanger 2 through the first regulating valve and the cooling power which flows through the cooling end of the semiconductor heat exchange module to reduce the temperature of the cooling liquid. And the cooling power of the in-vehicle cooling branch is the cooling power of the air-conditioning cooling air blown to the carriage through the second regulating valve.
(1) Battery cooling and in-vehicle cooling initial power distribution:
and setting the required battery cooling power as P1, the actual battery cooling power as P2, P3 as the maximum cooling power of the semiconductor heat exchange module, P6 as the in-vehicle cooling power, and P7 as the maximum cooling power of the compressor.
When the sum of the power of the battery cooling demand power P1 and the power of the vehicle interior cooling demand power P6 is smaller than or equal to the maximum cooling power P7 of the compressor, namely P1+ P6 is smaller than or equal to P7, P1 is smaller than P7, P6 is smaller than P7, the compressor operates according to the cooling power P1+ P6. And simultaneously controlling the opening degree of the second regulating valve so that the in-vehicle cooling power is P6. The opening degree of the first regulating valve is controlled so that the battery cooling power is P1.
When P7 is more than P1+ P6 and less than or equal to P7+ P3, Pe is P1+ P6-P7, Pf is P1+ P6-P3, the compressor operates according to the maximum refrigerating power P7, and the semiconductor heat exchange module operates according to the cooling power Pe. The cooling power of the battery cooling branch is P1, and the power of the in-vehicle cooling branch is P6. And simultaneously controlling the opening degree of the second regulating valve so that the in-vehicle cooling power is P6, and controlling the opening degree of the first regulating valve so that the battery cooling power is P1.
When P1+ P6 is greater than P7+ P3, whether the temperature of the battery is greater than 45 ℃ is judged, if the temperature of the battery is greater than 45 ℃, cooling power is preferentially provided for cooling the battery, the compressor operates according to the maximum cooling power P7, the semiconductor heat exchange module operates according to the maximum cooling power P3, and meanwhile the rotating speed of the heat exchange fan is increased. And increasing the opening degree of the first regulating valve, increasing the rotating speed of the first fan to enable the cooling power of the battery cooling branch to be P1, and reducing the opening degree of the second regulating valve to enable the in-vehicle cooling branch power to be P7+ P3-P1. If the battery temperature is not higher than 45 ℃ and the temperature in the vehicle does not reach the set temperature, cooling power is preferentially provided for the vehicle, the compressor runs according to the maximum cooling power P7, the semiconductor heat exchange module runs according to the maximum cooling power P3, and meanwhile the rotating speed of the heat exchange fan is increased. And increasing the opening degree of the second regulating valve, increasing the rotating speed of the second fan to ensure that the cooling power of the in-vehicle cooling branch is P6, and reducing the opening degree of the second regulating valve to ensure that the cooling power of the battery cooling branch is P7+ P3-P6. If the temperature in the vehicle has reached the set temperature, the cooling power of the battery is preferentially satisfied. Meanwhile, the rotating speed of a pump in a battery cooling loop can be increased, and the heat exchange power is improved.
(2) Power distribution in the battery cooling process:
if P1 is more than P2, and Pc is P1-P2, P1+ P6+ Pc is less than P7, the compressor increases the cooling power Pc, and simultaneously increases the opening degree of the first regulating valve, and increases the rotating speed of the first fan, the heat exchange fan and the pump so as to increase the cooling power of the battery.
If P1 is more than P2, Pc is P1-P2, P7 is more than P1+ P6+ Pc is less than or equal to P7+ P3, Pg is P1+ P6+ Pc-P7, and Ph is P1+ P6+ Pc-P3, the compressor operates according to the maximum refrigerating power P7, and the semiconductor ventilation module operates according to the cooling power Pg. Or the compressor is operated at a cooling power Ph and the semiconductor ventilation module is operated at a maximum cooling power P3. Or the compressor is operated at the maximum cooling power P7, the semiconductor heat exchange module increases the cooling power Pc. Or the compressor increases the cooling power Pc, and the semiconductor heat exchange module operates according to the maximum cooling power P3. Or the cooling power of the compressor is not changed, and the cooling power of the semiconductor heat exchange module is increased by Pc. Or the cooling power of the compressor is increased by Pc, and the cooling power of the semiconductor heat exchange module is unchanged. Or the cooling power of the compressor is increased by 0.5Pc, and the cooling power of the semiconductor heat exchange module is increased by 0.5 Pc. Or the cooling power is increased according to the ratio of the maximum cooling power of the compressor and the maximum cooling power of the semiconductor heat exchange module respectively in proportion. Meanwhile, the opening degree of the first regulating valve is increased, the rotating speed of the first fan, the heat exchange fan and the pump is increased, and the cooling power of the battery cooling branch is increased by Pc.
If P1 is more than P2, Pc is P1-P2, and P1+ P6+ Pc is more than P7+ P3, the compressor operates according to the maximum cooling power P7, meanwhile, the semiconductor heat exchange module operates according to the maximum cooling power P3, meanwhile, the rotating speed of the fan is increased, and the rotating speed of the pump is increased through the battery heat management heat exchange module, so that the heat exchange power is increased. At the moment, whether the temperature of the battery is higher than 45 ℃ is judged, if the temperature of the battery is higher than 45 ℃, cooling power is preferentially provided for cooling the battery, the compressor operates according to the maximum cooling power P7, the semiconductor heat exchange module operates according to the maximum cooling power P3, and meanwhile the rotating speed of the fan is increased. The aperture of the first governing valve of increase improves the rotational speed of first fan for the cooling power of battery cooling branch road is P1+ Pc, reduces the aperture of second governing valve, improves the rotational speed of second fan, makes the in-vehicle cooling branch road power P7+ P3-P1-Pc, and the control pump rotational speed improves simultaneously, and the heat transfer fan rotational speed improves, makes the cooling power of battery cooling branch road increase Pc. If the battery temperature is not higher than 45 ℃ and the temperature in the vehicle does not reach the set temperature, cooling power is preferentially provided for the vehicle, the compressor runs according to the maximum cooling power P7, the semiconductor heat exchange module runs according to the maximum cooling power P3, and meanwhile the rotating speed of the heat exchange fan is increased. And increasing the opening degree of the second regulating valve, increasing the rotating speed of the second fan to ensure that the cooling power of the in-vehicle cooling branch is P6, and reducing the opening degree of the first regulating valve to ensure that the cooling power of the battery cooling branch is P7+ P3-P6. If the temperature in the vehicle has reached the set temperature, the cooling power of the battery is preferentially satisfied.
And if P1 is not more than P2 and Pc is P2-P1, maintaining the refrigeration power of the compressor unchanged, maintaining the refrigeration power of the semiconductor unchanged, or reducing the refrigeration power of the compressor, reducing the cooling power of the semiconductor heat exchange module, or reducing the opening degree of the first regulating valve, or reducing the rotating speed of the first fan, the heat exchange fan and the pump, so that the cooling power of the battery cooling branch loop is reduced by Pc.
2. When heating the battery:
when the battery heating function is started, the semiconductor heat exchange module supplies power reversely, and the heating end of the semiconductor heat exchange module is connected into the battery heating loop.
The heating power of the battery heating loop is the heating power which flows through the PTC heater to enable the temperature of the cooling liquid to rise and the heating power which flows through the heating end of the semiconductor heat exchange module to enable the temperature of the cooling liquid to rise.
(1) And setting the required battery heating power as P1, the actual battery heating power as P2, P4 as the maximum heating power of the semiconductor heat exchange module, and P5 as the maximum heating power of the PTC heater.
If P1 is less than or equal to P5, the PTC heater provides heating power for the battery according to the heating power P1.
If P1 is greater than P5, P1 is not more than P5+ P4, and P1-P5 are Pd, the PTC heater provides heating power for the battery according to the maximum heating power P5, meanwhile, the semiconductor heat exchange module provides heating power for the battery according to the heating power Pd, meanwhile, the rotating speed of the heat exchange fan is increased, and the rotating speed of the pump is increased through the battery heat management heat exchange module, so that the heat exchange power is increased. If P1 is greater than P5, and P1 is greater than P5+ P4, the PTC heater provides heating power for the battery according to the maximum heating power P5, meanwhile, the semiconductor heat exchange module provides heating power for the battery according to the maximum heating power P3, meanwhile, the rotating speed of the heat exchange fan is increased, and the rotating speed of the pump is increased through the battery heat management heat exchange module, so that the heat exchange power is increased.
(2) In the heating process, if P1 is not more than P2 and Pc is P2-P1, the heating power Pc of the semiconductor heat exchange module is reduced, the rotating speed of the heat exchange fan is reduced, or the heating power of the PTC heater is reduced by Pc, and meanwhile, the rotating speed of the pump is reduced by the battery heat management heat exchange module, so that electric energy is saved. Or to keep the current heating power unchanged.
In the heating process, if P1 is more than P2, Pc is P1-P2, and P1+ Pc is less than or equal to P5, the PTC heater increases the heating power Pc, and the battery thermal management module controls the rotating speed of the pump to be increased so as to increase the heating power of the battery.
If P1 is more than P2, Pc is P1-P2, P5 is more than P1+ Pc and is less than or equal to P5+ P4, Pi is P1+ Pc-P5, Pj is P1+ Pc-P4, the PTC heater operates according to the maximum heating power P5, and the semiconductor heat exchange module operates according to the heating power Pi. Or the PTC heater operates according to the heating power Pj, and the semiconductor heat exchange module operates according to the maximum heating power P4. Or the PTC heater provides heating power for the battery according to the maximum heating power P5, and the semiconductor heat exchange module increases the heating power Pc. Or the heating power of the heater is not changed, and the heating power of the semiconductor heat exchange module is increased by Pc. Or the heating power of the heater is increased by Pc, and the heating power of the semiconductor heat exchange module is unchanged. Or the heating power of the PTC heater is increased by 0.5Pc, the heating power of the semiconductor heat exchange module is increased by 0.5Pc, or the heating power is increased according to the ratio of the maximum heating power of the PTC heater and the maximum heating power of the semiconductor heat exchange module respectively in proportion. Meanwhile, the rotating speed of the heat exchange fan is increased, and the rotating speed of the pump is increased by the battery heat management heat exchange module, so that the heat exchange power is increased, and the battery heating power is increased by Pc.
If P1 is more than P2, Pc is P1-P2, and P1+ Pc is more than P5+ P4, the PTC heater provides heating power for the battery according to the maximum heating power P5, meanwhile, the semiconductor heat exchange module provides heating power for the battery according to the maximum heating power P4, meanwhile, the rotating speed of the heat exchange fan is increased, and the rotating speed of the pump is increased through the battery heat management heat exchange module, so that the heat exchange power is increased.
The scheme shown in fig. 4a-4b is a schematic structural diagram of a battery temperature regulation system when the vehicle air conditioner is not started. In fig. 4a, the battery cooling power is supplied by the semiconductor heat exchange module 3, and this scheme is generally applied to the working conditions that the air temperature in the vehicle is low, the air conditioner is not turned on, but the battery pack needs to be cooled. Because the external environment temperature is lower, so battery temperature regulation demand power is lower, cools off through semiconductor heat exchange module 3, is favorable to reducing the air conditioner energy consumption. The difference between the solution in fig. 4b and that in fig. 4a is that the semiconductor heat exchange module 3 is in series relationship with the heat exchanger 2.
Fig. 5 shows another battery thermal management system, the biggest difference is that the vehicle air conditioner and the semiconductor heat exchange module 3 are not operated compared with fig. 1a-1 b. This scheme is applicable to when the interior/exterior ambient temperature of car is lower, and the outside cooling air blows on heat exchanger 2 through second fan 502-second governing valve 52-first governing valve 51-first fan 501, provides the cooling air for the battery cooling. The scheme does not need to provide extra refrigeration power, can fully utilize the air of the external environment and can save the electric quantity.
According to the temperature adjusting system of the vehicle-mounted battery, the power of the semiconductor heat exchange module/or the compressor is adjusted according to the temperature adjusting required power and the temperature adjusting actual power of the battery by obtaining the temperature adjusting required power and the temperature adjusting actual power of the battery. Therefore, when the temperature of the vehicle-mounted battery is too high or too low, the temperature of the battery can be adjusted according to the actual condition of the vehicle-mounted battery, so that the temperature of the vehicle-mounted battery is maintained in a preset range, and the condition that the performance of the vehicle-mounted battery is influenced due to too high or too low temperature is avoided.
Fig. 6 is a flowchart of a temperature adjustment method of a vehicle-mounted battery according to a first embodiment of the invention. As shown in fig. 1a-1b, the vehicle-mounted battery temperature regulation system comprises a heat exchanger; the vehicle-mounted air conditioner is provided with an air conditioner air outlet, and a first air duct is formed between the air conditioner air outlet and the heat exchanger; the semiconductor heat exchange module comprises a cooling end, a heating end and a heat exchange fan, wherein one of the heating end and the cooling end is connected with the heat exchanger and used for providing heating power/cooling power, and the heat exchange fan is arranged corresponding to the other of the cooling end or the heating end; as shown in fig. 6, the temperature adjustment method of the vehicle-mounted battery includes the steps of:
And S1, acquiring the temperature regulation required power P1 of the battery.
Further, according to an embodiment of the present invention, the obtaining the temperature adjustment required power P1 of the battery specifically includes: the method comprises the steps of obtaining a first parameter when the starting temperature of the battery is adjusted, and generating a first temperature adjustment required power of the battery according to the first parameter. And acquiring a second parameter of the battery during temperature adjustment, and generating a second temperature adjustment required power of the battery according to the second parameter. The temperature regulation required power P1 of the battery is generated based on the first temperature regulation required power of the battery and the second temperature regulation required power of the battery.
Further, according to an embodiment of the present invention, the first parameters are an initial temperature and a target temperature when the battery is turned on and a target time t from the initial temperature to the target temperature, and the generating the first temperature adjustment required power of the battery according to the first parameters specifically includes: a first temperature difference Delta T between an initial temperature and a target temperature is obtained1. According to the first temperature difference Delta T1And the target time t generates the first temperature regulation required power.
Still further, according to an embodiment of the present invention, the first temperature regulation required power is generated by the following formula (1):
ΔT1*C*M/t， (1)
Wherein, Delta T1Is a first temperature difference between an initial temperature and a target temperature, t is a target time, C is a specific heat capacity of the battery, and M is a mass of the battery.
According to one embodiment of the invention, the second parameter is an average current I of the battery cell in a preset time, and the second temperature regulation required power of the battery is generated by the following formula (2):
I2*R， (2)
wherein I is the average current and R is the internal resistance of the battery.
Wherein when cooling the battery, P1 is delta T1*C*M/t+I2R; when the battery is heated, P1 ═ Δ T1*C*M/t-I2*R。
And S2, acquiring the temperature-regulated actual power P2 of the battery.
According to an embodiment of the present invention, the obtaining the temperature-regulated actual power P2 of the battery specifically includes: the inlet temperature and the outlet temperature of the flow path for adjusting the battery temperature are acquired, and the flow velocity v of the medium flowing into the flow path is acquired. Generating a second temperature difference Δ T according to an inlet temperature and an outlet temperature of a flow path of the battery2. According to the second temperature difference Delta T of the battery2And the flow rate v generates a temperature regulated actual power P2.
Further, according to an embodiment of the present invention, the temperature-adjusted actual power P2 is further generated according to the following formula (3):
ΔT2*c*m， (3)
wherein, Delta T2And c is the specific heat capacity of the medium in the flow path, m is the mass of the medium flowing through the cross-sectional area of the flow path in unit time, wherein m is v ρ s, v is the flow velocity of the medium, ρ is the density of the medium, and s is the cross-sectional area of the flow path.
And S3, adjusting the power of the semiconductor heat exchange module and/or the compressor according to the temperature adjustment required power P1 and the temperature adjustment actual power P2.
Further, in an embodiment of the present invention, as shown in fig. 1a-1b, the semiconductor heat exchange module comprises a cooling end and a heating end, and the semiconductor heat exchange module is connected in parallel with the heat exchanger and the battery; as shown in fig. 2a-ab, the semiconductor heat exchange modules may also be connected in series between the heat exchanger and the battery. The semiconductor heat exchange module also comprises a heat exchange fan connected with the cooling end or the heating end, and the heat exchange fan is used for exhausting air to the outside of the carriage.
Specifically, the semiconductor exchange module has a heating terminal and a cooling terminal, and the heating terminal and the cooling terminal are exchanged when the power supply is reversely connected. And a heat exchange fan is arranged at the heating end or the cooling end of the semiconductor heat exchange module and used for exhausting air to the outside of the carriage.
When the semiconductor heat exchange module is connected with the heat exchanger and the battery in parallel, if the temperature of the battery is higher than 40 ℃, for example, the temperature adjusting system of the vehicle-mounted battery enters a cooling mode, the semiconductor heat exchange module and the battery heat management module start to work, the semiconductor heat exchange module supplies power in the forward direction, as shown in fig. 1a, the cooling end is connected into the heat exchange flow path, the cooling end starts to refrigerate, so that a medium in the heat exchange flow path is cooled, so that the battery is cooled, and meanwhile, the heat of the heating end is blown out of the vehicle by the heat exchange fan. If the temperature of the battery is lower than 0 ℃, for example, the temperature regulating system of the vehicle-mounted battery enters a heating mode, the semiconductor heat exchange module and the battery heat management module start to work, and the semiconductor heat exchange module supplies power reversely, as shown in fig. 1b, the heating end is connected to the cooling pipeline, the heating end starts to heat, so as to heat the medium in the cooling pipeline, so as to heat the battery, and meanwhile, the heat exchange fan blows the refrigerating capacity of the cooling end to the outside of the vehicle.
As shown in fig. 2a-2b, when the semiconductor heat exchange module is connected in series between the heat exchanger and the battery, the cooling/heating of the battery can be completed by controlling the power supply direction of the semiconductor heat exchange module. Fig. 2a shows the semiconductor heat exchange module in a forward power supply mode, and fig. 2b shows the semiconductor heat exchange module in a reverse power supply mode.
In the process of cooling and/or heating the battery, the required power P1 for temperature adjustment and the actual power P2 for temperature adjustment of the battery are also obtained in real time, where the required power P1 for temperature adjustment is to adjust the temperature of the battery to a set target temperature within a target time, and the power required to be supplied to the battery is obtained, and the actual power, the target temperature and the target time obtained by the battery when the actual power P2 for temperature adjustment of the battery is currently set as set values, and can be preset according to the actual condition of the vehicle-mounted battery, for example, when the battery is cooled, the target temperature can be set at about 35 ℃, when the battery is heated, the target temperature can be set at 10 ℃, and the target time can be set at 1 hour. Then, the power of the semiconductor heat exchange module is adjusted according to the power P1 and the power P2, so that the temperature of the battery can be adjusted within a target time, the temperature of the vehicle-mounted battery is maintained within a preset range, and the situation that the performance of the vehicle-mounted battery is influenced due to overhigh or overlow temperature is avoided.
Further, according to an embodiment of the present invention, as shown in fig. 1a to 1b and fig. 2a to 2b, the vehicle-mounted battery temperature adjusting system may further include a first adjusting valve 51 connected to the air outlet of the air conditioner, and a first fan connected to the first adjusting valve, the first fan being configured to cool the heat exchanger.
Specifically, the cooling power can be provided for the battery through the semiconductor heat exchange module, and the cooling power can also be provided for the battery through the vehicle-mounted air conditioner. When the battery is cooled, the first adjusting valve is controlled to be opened, the first fan blows cooling air of the vehicle-mounted air conditioner to the heat exchanger so as to cool media in a cooling pipeline in the heat exchanger, and the media cool the battery through the battery thermal management module. The cooling power for cooling the battery may be adjusted by adjusting the opening degree of the first valve. The power of the compressor is also regulated during cooling according to P1 and P2. So that the battery can finish temperature adjustment within the target time, the temperature of the vehicle-mounted battery is maintained in a preset range, and the condition that the performance of the vehicle-mounted battery is influenced due to overhigh or overlow temperature is avoided.
Further, according to an embodiment of the present invention, as shown in fig. 1a to 1b and fig. 2a to 2b, the vehicle-mounted battery temperature adjusting system further includes a second adjusting valve connected to the air-conditioning outlet, and a second fan connected to the second adjusting valve, the second fan being configured to cool the vehicle compartment.
Specifically, when the compartment needs to be refrigerated, the second adjusting valve is controlled to be opened, the second fan works, and the second fan can blow cooling air at the air outlet of the air conditioner to the compartment so as to refrigerate the compartment.
In an embodiment of the present invention, as shown in fig. 1a-1b and fig. 2a-2b, the battery thermal management module includes a heater, a pump, and a media container connected in series with each other, wherein the pump is connected between a first end of the heat exchanger and a first end of the battery, and the media container is connected between a second end of the heat exchanger and a second end of the battery, the battery thermal management module further including a first temperature sensor disposed at the first end of the battery, and a second temperature sensor and a flow rate sensor disposed at the second end of the battery.
Specifically, the medium can be heated by the semiconductor heat exchange module, and the medium can be heated by the heater so as to regulate the temperature of the battery when the temperature of the battery is low. The heater can be a PTC heater and provides heating power for the battery, and the heater is not directly contacted with the battery, so that the safety, the reliability and the practicability are higher. The pump is mainly used for providing power, the medium container is mainly used for storing the medium and receiving the medium added to the temperature regulating system, and when the medium in the cooling pipeline is reduced, the medium in the medium container can be automatically replenished. The first temperature sensor is used for detecting the temperature of the inlet medium of the battery flow path, and the second temperature sensor is used for detecting the temperature of the outlet medium of the battery flow path. The flow rate sensor is used for detecting the flow rate information of the medium in the pipeline in the temperature regulating system.
According to an embodiment of the present invention, the temperature adjustment method may further include: acquiring the temperature of the battery, and judging whether the temperature of the battery is greater than a first temperature threshold value; entering a cooling mode when the temperature of the battery is greater than a first temperature threshold; when the temperature of the battery is smaller than or equal to the first temperature threshold, continuously judging whether the temperature of the battery is smaller than a second temperature threshold; and entering a heating mode when the temperature of the battery is less than a second temperature threshold value, wherein the first temperature threshold value is greater than the second temperature threshold value.
Specifically, after the vehicle is powered on, the temperature of the battery is acquired in real time and is judged. If the temperature of the battery is higher than 40 ℃, the temperature of the battery 4 is over high at this moment, and in order to avoid the influence of high temperature on the performance of the battery, the battery needs to be cooled, a cooling mode is entered, the first regulating valve 51 is controlled and controlled to be opened, the first fan blows cooling air of the vehicle-mounted air conditioner to the heat exchanger so as to cool media in a cooling pipeline in the heat exchanger, the semiconductor heat exchange module is controlled to supply power in the forward direction so as to cool the media in the heat exchange flow path, and the media cools the battery through the battery heat management module.
And if the temperature of the battery is lower than 0 ℃, the temperature of the battery is too low at the moment, so that the battery needs to be subjected to temperature rise treatment to avoid the influence of low temperature on the performance of the battery 4, the battery enters a heating mode, the heater 11 is controlled to be started, the semiconductor heat exchange module supplies power reversely, and meanwhile, the vehicle-mounted air conditioner keeps the first regulating valve in a closed state.
According to an embodiment of the present invention, when the cooling mode is selected, the adjusting the power of the semiconductor heat exchange module and/or the compressor according to the temperature adjustment required power P1 and the temperature adjustment actual power P2 specifically includes: judging whether the temperature regulation required power P1 is greater than the temperature regulation actual power P2; if the temperature regulation required power P1 is greater than the temperature regulation actual power P2, acquiring a power difference between the temperature regulation required power P1 and the temperature regulation actual power P2, and increasing the power of the semiconductor heat exchange module and/or the compressor according to the power difference; and if the temperature regulation required power P1 is less than or equal to the temperature regulation actual power P2, reducing the refrigerating power of the semiconductor heat exchange module and/or the compressor or keeping the refrigerating power of the semiconductor heat exchange module and/or the compressor unchanged.
Further, acquiring a power difference between the temperature regulation required power P1 and the temperature regulation actual power P2, and increasing the power of the semiconductor heat exchange module according to the power difference specifically comprises: and when the temperature regulation required power P1 is greater than the temperature regulation actual power P2 and the temperature of the battery is greater than a first preset temperature threshold value, controlling the semiconductor heat exchange module to operate at full refrigeration power. The first preset temperature threshold may be preset according to actual conditions, and may be, for example, 45 ℃.
When the temperature regulation required power P1 is greater than the temperature regulation actual power P2 and the temperature of the battery is less than a first preset temperature threshold value, further judging whether the temperature in the compartment reaches the set temperature of the air conditioner; if the temperature does not reach the set temperature of the air conditioner, the refrigerating power of the semiconductor heat exchange module and the rotating speed of the heat exchange fan are increased.
When the temperature regulation required power P1 is greater than the temperature regulation actual work P2 and the temperature of the battery is greater than a first preset temperature threshold value, the opening degree of the first regulating valve is also increased, and the opening degree of the second regulating valve is reduced.
Specifically, in the battery cooling process, the temperature regulation required power P1 of the battery and the temperature actual power P2 information of the battery are compared, if the temperature regulation required power P1 is greater than the temperature actual power P2, whether the temperature of the battery reaches 45 ℃ (higher temperature) is judged, if the temperature of the battery reaches 45 ℃, the opening degree of the second regulating valve is reduced, the opening degree of the first regulating valve is increased, the cooling air flow in the vehicle is reduced, the cooling air flow of the battery cooling branch is increased, the cooling capacity distribution of the battery cooling and the vehicle cooling is adjusted, meanwhile, the semiconductor heat exchange module is controlled to operate at full cooling power, namely, the maximum cooling power is controlled, the influence of reduction of the vehicle cooling effect caused by reduction of the vehicle cooling refrigerant quantity is relieved, and the heat exchange fan is controlled to operate at a high rotating speed. If the temperature of the battery is not higher than 45 ℃, whether the temperature in the compartment reaches the set temperature of the air conditioner is judged, if so, the opening degree of the second regulating valve is reduced, the opening degree of the first regulating valve is increased, if the temperature in the compartment does not reach the set temperature of the air conditioner, the requirement of the refrigerating capacity in the vehicle is met preferentially, and at the moment, the difference part of the cooling power between the required power P1 of the temperature regulation and the actual power P2 of the temperature regulation is provided by the semiconductor heat exchange module. In the process of starting the battery cooling function, the vehicle-mounted air conditioner monitors the actual cooling power of the battery pack and the real-time cooling power information of the semiconductor heat exchange module in real time, and determines the opening degree between the first regulating valve and the second regulating valve according to the in-vehicle cooling power demand and the battery pack cooling power demand information so as to facilitate the cooling of the battery and the distribution of cooling air volume of the in-vehicle cooling loop, so that the cooling power of the battery cooling air loop provided by the vehicle-mounted air conditioner and the cooling power of the semiconductor heat exchange module are equal to the temperature regulation demand power P1 of the battery. During the cooling of the battery, if the temperature of the battery reaches 35 ℃, the cooling of the battery is completed.
The average temperature of the battery is subjected to hierarchical treatment, and the threshold values of temperature control are 40 ℃, 45 ℃ and 35 ℃. When the temperature of the battery is higher than 40 ℃, the cooling function of the battery is started, when the temperature of the battery reaches 35 ℃, the cooling of the battery is completed, and when the temperature of the battery reaches a higher temperature of 45 ℃, the vehicle-mounted air conditioner preferentially meets the cooling capacity requirement of the battery. In addition, when P1 is greater than P2, if the battery temperature does not exceed 45 ℃, the cooling capacity demand in the vehicle cabin is still prioritized, and if the cooling power in the vehicle cabin is already sufficient and reaches equilibrium, the vehicle air conditioner increases the battery cooling power again.
And if the P1 is less than or equal to the P2, the refrigeration power of the vehicle-mounted air conditioner and the refrigeration power of the semiconductor heat exchange module can be reduced to save electric energy, or the refrigeration power of the vehicle-mounted air conditioner and the refrigeration power of the semiconductor heat exchange module are kept unchanged.
It will be appreciated that if the in-vehicle cooling is not on, the second damper valve is closed and the second blower is not operating.
According to an embodiment of the present invention, when the heating mode is selected, adjusting the heating power of the semiconductor heat exchange module according to the temperature adjustment required power and the temperature adjustment actual power specifically includes: judging whether the temperature regulation required power P1 is greater than the temperature regulation actual power P2; if the temperature regulation required power P1 is greater than the temperature regulation actual power P2, acquiring a power difference between the temperature regulation required power P1 and the temperature regulation actual power P2, and increasing the heating power for the semiconductor heat exchange module according to the power difference; and if the temperature regulation required power P1 is less than or equal to the temperature regulation actual power P2, keeping the heating power of the semiconductor heat exchange module unchanged.
According to one embodiment of the invention, the battery thermal management module comprises a pump, a first temperature sensor, a second temperature sensor and a flow rate sensor which are arranged on the heat exchange flow path, wherein the pump, the first temperature sensor, the second temperature sensor and the flow rate sensor are connected with a controller; wherein: the pump is used for enabling the medium in the heat exchange flow path to flow; the first temperature sensor is used for detecting the inlet temperature of a medium flowing into the vehicle-mounted battery; the second temperature sensor is used for detecting the outlet temperature of the medium flowing out of the vehicle-mounted battery; the flow rate sensor is used for detecting the flow rate of the medium in the heat exchange flow path, and the method further comprises the following steps: if the temperature regulation demand power P1 is greater than the temperature regulation actual power P2, the pump speed is increased.
Specifically, when the temperature adjustment system enters the heating mode or the cooling mode, if P1 of the battery is less than or equal to P2, the rotation speed of the pump is controlled to be reduced to save electric power or to keep the rotation speed of the pump constant. And if the P1 of the battery is larger than the P2, the rotating speed of the pump can be controlled to be increased in addition to controlling the refrigerating power of the vehicle-mounted air conditioner, the opening degree of the first regulating valve to be increased and the power of the semiconductor heat exchange module or the heater, so that the mass of the medium flowing through the cross section area of the cooling flow path in unit time can be increased, the temperature of the battery is increased, and the actual power P2 is adjusted, so that the temperature adjustment can be realized in the target time t.
Further, as shown in fig. 1a-1b and fig. 2a-2b, the battery thermal management module further comprises a heater for heating the medium in the heat exchange flow path, and when the heating mode is set, the battery 4 is heated by the semiconductor heating module 3 and the heater 11.
Specifically, when operating in the heating mode, the P1 and P2 of the battery are acquired and judged. If the P1 of the battery is larger than the P2, the power difference between the P1 and the P2 of the battery is obtained, and the power of the heater and/or the semiconductor heat exchange module is increased according to the power difference if the temperature rise of the battery cannot be completed within the target time according to the current heating power, wherein the power difference between the P1 and the P2 is larger, the power of the heater and/or the semiconductor heat exchange module is increased more, so that the temperature of the battery 4 is increased to the target temperature within the preset time t. And if the P1 is less than or equal to P2, the heating power of the heater and/or the semiconductor heat exchange module can be reduced to save electric energy, or the power of the heater and/or the semiconductor heat exchange module can be kept unchanged. When the temperature of the battery reaches a second set temperature, for example, 10 ℃, the battery heating is completed, and the heater is controlled to stop heating. If the temperature of the battery remains below 10 c after the thermostat system enters the heating mode for a longer period of time, for example, 2 hours, the heater power is increased appropriately to allow the battery to finish warming as quickly as possible.
According to the temperature adjusting method of the vehicle-mounted battery, the required power of the temperature adjustment of the battery is obtained, the actual power of the temperature adjustment of the battery is obtained, and finally the power of the semiconductor heat exchange module and/or the compressor is adjusted according to the required power of the temperature adjustment and the actual power of the temperature adjustment. Therefore, according to the method, when the temperature of the vehicle-mounted battery is too high, the temperature of the vehicle-mounted battery can be adjusted according to the actual condition of the vehicle-mounted battery, so that the temperature of the vehicle-mounted battery is maintained in a preset range, and the situation that the performance of the vehicle-mounted battery is influenced due to the too high temperature is avoided.
The invention also proposes a non-transitory computer-readable storage medium on which a computer program is stored which, when executed by a processor, implements the temperature adjustment method described above.
According to the non-transitory computer-readable storage medium provided by the embodiment of the invention, the required power for regulating the temperature of the battery is obtained, the actual power for regulating the temperature of the battery is obtained, and finally the power of the semiconductor heat exchange module and/or the compressor is regulated according to the required power for regulating the temperature and the actual power for regulating the temperature, so that the temperature of the vehicle-mounted battery can be regulated according to the actual condition of the vehicle-mounted battery when the temperature of the vehicle-mounted battery is too high, the temperature of the vehicle-mounted battery is maintained in the preset range, and the condition that the performance of the vehicle-mounted battery is influenced due to the too high temperature is avoided.
Fig. 7 is a schematic configuration diagram of a temperature adjustment system of a vehicle-mounted battery according to a fifth embodiment of the invention. As shown in fig. 7, the system includes: compressor 11, evaporator 12, battery thermal management module 1, heat exchanger 2, and semiconductor heat exchange module 3, and a controller (not specifically shown in the figures).
A first air duct 100 is arranged between the heat exchanger 2 and the air-conditioning outlet, and the first air duct 100 includes a first adjusting valve 51 and a first fan 501.
The evaporator 12 is connected to the compressor 11. Battery thermal management module 1 is connected to battery 4. The heat exchanger 2 is connected with the battery thermal management module 1, and the heat exchanger 2 is arranged corresponding to the air conditioning air outlet through the first regulating valve 51 and the first fan 501. The semiconductor heat exchange module 3 is used for refrigerating the evaporator 12. The battery thermal management module 1 is connected with the heat exchanger 2 to form a heat exchange flow path. The semiconductor heat exchange module 3 comprises a cooling end and a heating end, wherein the cooling end is connected with the evaporator 12 and is used for refrigerating the evaporator 12. The controller is used for obtaining the temperature regulation required power P1 and the temperature regulation actual power P2 of the battery, and regulating the refrigeration power of the semiconductor heat exchange module 3 and/or the compressor 11 according to the temperature regulation required power P1 and the temperature regulation actual power P2.
As shown in fig. 7, the cooling end of the conductor heat exchange module 3 is connected to the evaporator 12 through a pipeline, the outlet of the evaporator 12 is connected to the inlet of the cooling end, the inlet of the evaporator 12 is connected to the outlet of the cooling end, and as shown in fig. 8a-8b, the cooling end of the conductor heat exchange module 3 can also be connected in series with the evaporator 12.
As shown in fig. 7 and fig. 8a-8b, the vehicle-mounted battery temperature adjusting system further includes a third fan 503 disposed corresponding to the evaporator 12, and a third air duct 300 is disposed between the third fan 503 and the air-conditioning outlet. The vehicle-mounted battery temperature regulation system also comprises a heat exchange fan 301 connected with the heating end of the semiconductor heat exchange module, and the heat exchange fan 301 exhausts air to the outside of the carriage.
Specifically, the semiconductor heat exchange module 3 has a heating end and a cooling end, and the heating end of the semiconductor heat exchange module 3 is provided with a heat exchange fan 301 for exhausting air to the outside of the vehicle compartment.
As shown in fig. 7, when the cooling end is disposed above the evaporator 12, the cooling power source of the vehicle air conditioner is mainly provided by the compressor 11 and the semiconductor heat exchange module 3, wherein the compressor cooling loop is: the refrigerant flows through the evaporator 12, and then the temperature of the evaporator 12 decreases and the temperature of the refrigerant increases, namely, the compressor 11, the condenser 13, the first electronic valve 14, the first expansion valve 15, the evaporator 12 and the compressor 11. The refrigeration loop of the semiconductor heat exchange module is as follows: the semiconductor heat exchange module 3 (cooling end) — the evaporator 12 — the semiconductor heat exchange module (cooling end), the temperature of the refrigerant rises after flowing through the evaporator 12, and the cooling end of the semiconductor heat exchange module cools part of the refrigerant and then flows through the evaporator 12 again, so that the temperature of the evaporator 12 drops.
After the air in the vehicle passes through the evaporator 12, the temperature is reduced, the cooling air is blown to the air outlet of the air conditioner through the third fan 503, and then is blown to the heat exchanger 2 through the first fan 501, so that the medium in the cooling pipeline is cooled, the battery 4 is cooled, and meanwhile, the heat of the heating end is blown to the outside of the vehicle through the heat exchange fan 301. When the battery cooling function is not activated, the first regulating valve 51 is closed. The first regulating valve 51 is opened when the battery cooling function is started. The first expansion valve 15 may be used to control the flow rate of the refrigerant flowing into the evaporator, and the first electronic valve 14 may be used to control the opening and closing of the compressor refrigeration circuit.
As shown in fig. 8a-8b, when the cooling end is connected in series with the evaporator 12, as shown in fig. 8a, the semiconductor heat exchange module 3 may be connected in series between the first expansion valve 15 and the evaporator 12, the cooling end of the semiconductor heat exchange module 3 is directly connected to the refrigerant circuit, the refrigerant is cooled by the cooling end, and then the temperature of the refrigerant is decreased, and then the refrigerant passes through the evaporator 12, so that the cooling power of the compressor refrigeration circuit is higher. As shown in fig. 8b, the semiconductor heat exchange module 3 may also be connected in series between the evaporator 12 and the compressor 11, the cooling end is directly connected to the refrigerant loop, the refrigerant passes through the evaporator 12 first, so that the temperature of the refrigerant is raised, and then the refrigerant passes through the cooling end, so that the temperature of the refrigerant is lowered, and the refrigeration power of the air conditioning system is improved.
In the process of cooling the battery, the controller also obtains a temperature regulation required power P1 and a temperature regulation actual power P2 of the battery in real time, wherein the temperature regulation required power P1 is the power required to be supplied to the battery 4 for regulating the temperature of the battery to a set target temperature within a target time, and the battery temperature regulation actual power P2 is the actual power, the target temperature and the target time obtained by the battery 4 when the battery is currently temperature-regulated, and can be preset according to the actual condition of the vehicle-mounted battery, for example, when the battery is cooled, the target temperature can be set to about 35 ℃, and the target time can be set to 1 hour. The controller can adjust the power of the semiconductor heat exchange module 3 and/or the compressor 11 according to the power P1 and the power P2, so that the temperature of the vehicle-mounted battery 4 can be adjusted within a target time, the temperature of the vehicle-mounted battery is maintained within a preset range, and the situation that the performance of the vehicle-mounted battery is influenced due to overhigh temperature is avoided.
The vehicle-mounted air conditioner and the semiconductor heat exchange module 3 can provide refrigeration power for battery cooling and can also provide refrigeration power for a carriage.
According to an embodiment of the present invention, as shown in fig. 7 and fig. 8a-8b, the air-conditioning outlet is located in the second air duct 200, the second air duct 200 includes a second regulating valve 52 and a second fan 502 connected to the second regulating valve 52, and the second fan 502 is used for cooling the compartment.
Specifically, the first regulating valve 51 may be used to control the cooling air intake of the battery cooling branch. The second control valve 52 may be used to control the cooling air intake of the in-vehicle cooling branch. When the battery cooling function is started, the first regulating valve 51 is opened, the temperature of air in the vehicle is reduced after the air passes through the evaporator 12, cooling air is blown to the air outlet of the air conditioner through the third fan 503 and then blown to the heat exchanger 2 through the first fan 501 to cool the medium in the heat exchange flow path, so that the battery 4 is cooled, and meanwhile, the heat at the heating end is blown to the outside of the vehicle by the heat exchange fan 301. When the compartment needs to be cooled, the second regulating valve 52 is opened, and the second fan 502 blows cooling air at the air outlet of the air conditioner to the compartment, so as to provide cooling power for the compartment.
In an embodiment of the present invention, as shown in fig. 7 and fig. 8a-8b, the battery thermal management module 1 may include: the pump 12, the first temperature sensor 14, the second temperature sensor 15 and the flow rate sensor 16 are arranged on the heat exchange flow path, and the pump 12, the first temperature sensor 14, the second temperature sensor 15 and the flow rate sensor 16 are connected with the controller; wherein: the pump 12 is used for providing power to make the medium in the heat exchange flow path flow; the first temperature sensor 14 is for detecting an inlet temperature of the medium flowing into the vehicle-mounted battery; the second temperature sensor 15 is for detecting the outlet temperature of the medium flowing out of the vehicle-mounted battery; the flow rate sensor 16 detects the flow rate of the medium in the heat exchange flow path.
Further, the battery thermal management module 1 may further include a medium container 13 disposed on the heat exchange flow path, and the medium container 13 is used for storing and supplying a medium to the heat exchange flow path. The battery thermal management module 1 may further include: and the heater 11 is connected with the controller and used for heating the medium in the heat exchange flow path.
The heater 11 may be a PTC (Positive Temperature Coefficient, broadly referred to as a semiconductor material or a component with a large Positive Temperature Coefficient) heater, so as to perform CAN communication with the battery thermal management controller, provide heating power for the Temperature regulation system of the vehicle-mounted battery, and be controlled by the battery thermal management controller, and the heater 11 is not directly contacted with the battery 4, thereby having higher safety, reliability and practicability.
According to one embodiment of the invention, the controller is further configured to obtain a temperature of the battery, and determine whether the temperature of the battery is greater than a first temperature threshold or less than a second temperature threshold, wherein when the temperature of the battery is greater than the first temperature threshold, the cooling mode is entered; and entering a heating mode when the temperature of the battery is less than a second temperature threshold, wherein the first temperature threshold is greater than the second temperature threshold. The first temperature threshold and the second temperature threshold may be preset according to actual conditions, for example, the first temperature threshold may be 40 ℃, and the second temperature threshold may be 0 ℃.
After the vehicle is powered on, the battery manager acquires the temperature of the battery in real time, sends the temperature to the vehicle-mounted air conditioner controller and judges the temperature, and the vehicle-mounted air conditioner controller can also forward the temperature information of the battery to the battery thermal management controller.
If the temperature of the battery is higher than 40 ℃, the temperature of the battery 4 is over high at the moment, in order to avoid the influence of high temperature on the performance of the battery 4, the temperature of the battery 4 needs to be reduced, the temperature regulating system enters a cooling mode, the vehicle-mounted air conditioner controller controls the first regulating valve 51 to be opened, and the medium in the heat exchange flow path flows to the following steps: heat exchanger 2-heater 11 (off) -pump 12-first temperature sensor 14-battery 4-second temperature sensor-15-flow sensor 16-medium container 13-heat exchanger 2;
if the temperature of the battery 4 is lower than 0 ℃, which indicates that the temperature of the battery 4 is too low at this time, in order to avoid the influence of low temperature on the performance of the battery 4, the temperature rise processing needs to be performed on the battery 4, the temperature adjusting system enters a heating mode, the battery thermal management controller controls the heater 11 to be turned on, and meanwhile, the vehicle-mounted air conditioning controller keeps the first adjusting valve 51 in a closed state, and the medium flow direction is as follows: heater 11 (on) -pump 12-first temperature sensor 14-battery 4-second temperature sensor-15-flow rate sensor 16-medium container 13-heat exchanger 2-heater 11 (on).
How the controller obtains the temperature-regulation required power P1 and the temperature-regulation actual power P2 of the battery is described below with reference to specific embodiments.
According to one embodiment of the invention, the controller may be configured to obtain a first parameter when the battery is turned on for temperature adjustment, and generate a first temperature adjustment required power of the battery according to the first parameter, and obtain a second parameter when the battery is temperature-adjusted, and generate a second temperature adjustment required power of the battery according to the second parameter, and generate a temperature adjustment required power P1 of the battery according to the first temperature adjustment required power of the battery and the second temperature adjustment required power of the battery.
Further, according to an embodiment of the present invention, the first parameter is an initial temperature and a target temperature at which temperature adjustment of the battery 4 is turned on and a target time T from the initial temperature to the target temperature, and the first temperature difference Δ T between the initial temperature and the target temperature is obtained1And according to the first temperature difference DeltaT1And the target time t generates the first temperature regulation required power.
Further, the first temperature regulation required power is generated by the following formula (1):
ΔT1*C*M/t (1)，
wherein, Delta T1Is a first temperature difference between the initial temperature and the target temperature, t is the target time, C is the specific heat capacity of the battery 4, and M is the mass of the battery 4.
The second parameter is an average current I of the battery 4 in a preset time, and the battery thermal management module 1 generates a second temperature regulation required power according to the following formula (2):
I2*R， (2)，
where I is the average current and R is the internal resistance of the battery 4.
Specifically, the charge and discharge current parameters of the battery 4 may be detected by a current hall sensor and the battery manager may estimate the average current of the battery 4 based on the current parameters of the battery 4 over a period of time.
When cooling battery 4, P1 ═ Δ T1*C*M/t+I2R; when the battery 4 is heated, P1 ═ Δ T1*C*M/t-I2*R。
According to an embodiment of the invention, the controller further generates a second temperature difference Δ T based on the inlet temperature detected by the first temperature sensor 14 and the outlet temperature detected by the second temperature sensor 152And according to the second temperature difference DeltaT of each battery2And the flow rate v detected by the flow rate sensor 16 generates the temperature-regulated actual power P2 of the battery.
Further, according to an embodiment of the present invention, the temperature-adjusted actual power P2 is generated according to the following formula (3):
ΔT2*c*m， (3)
wherein, Delta T2And c is the specific heat capacity of the medium in the flow path, m is the mass of the medium flowing through the cross-sectional area of the flow path in unit time, wherein m is v ρ s, v is the flow velocity of the medium, ρ is the density of the medium, and s is the cross-sectional area of the flow path.
Specifically, after the vehicle is powered on, the battery manager judges whether the battery 4 needs to be subjected to temperature adjustment according to the battery temperature, if the battery 4 needs to be subjected to temperature adjustment, the information for starting the temperature adjustment function is sent to the vehicle-mounted air conditioner starting gas through CAN communication, the vehicle-mounted air conditioner controller forwards the information to the battery thermal management controller, and the battery thermal management controller controls the pump 12 to start working at a default rotating speed (such as a low rotating speed).
Then, the battery manager obtains an initial temperature (i.e., a current temperature) of the battery 4, a target temperature, and a target time t from the initial temperature to the target temperature, where the target temperature and the target time t may be preset according to an actual situation, and calculates a first temperature adjustment required power of the battery 4 according to formula (1). At the same time, the user can select the desired position,the battery manager obtains the average current I of the battery 4 in a preset time, and calculates a second temperature regulation required power of the battery 4 according to the formula (2). Then, the battery manager calculates a temperature adjustment required power P1 (required power that adjusts the temperature of the battery 4 to a target temperature for a target time) from the first temperature adjustment required power and the second temperature adjustment required power of the battery 4, where P1 ═ Δ T when the battery 4 is cooled 1*C*M/t+I2R, when heating the battery 4, P1 ═ Δ T1*C*M/t-I2R. Then, the battery thermal management controller acquires temperature information detected by the first temperature sensor 14 and the second temperature sensor 15, acquires flow rate information detected by the flow rate sensor 16, and calculates the temperature-adjusted actual power P2 of the battery 4 according to equation (3). Finally, the controller may perform adjustment to precisely control the heating power/cooling power of the battery 4 by controlling the power of the semiconductor heat exchange module 3 or the heater 11 or the on-vehicle air conditioner (compressor) according to P1, P2 of the battery 4.
It is understood that, as shown in fig. 9, the vehicle air-conditioning controller is also electrically connected with the compressor to control the compressor, and the vehicle air-conditioning controller can control the rotation speed of the first to third fans 501 and 503, the respective regulating valves, the electronic valves, and the expansion valve.
How the power of the semiconductor heat exchange module and/or the compressor is adjusted according to the temperature adjustment required power P1 and the temperature adjustment actual power P2 is described below with reference to specific embodiments.
According to an embodiment of the present invention, when in the cooling mode, the controller obtains a power difference between the temperature adjustment required power P1 and the temperature adjustment actual power P2 when the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2, and increases the cooling power of the semiconductor heat exchange module 3 and/or the compressor 11 according to the power difference, and decreases the cooling power of the semiconductor heat exchange module 3 and/or the compressor 11 or keeps the cooling power of the semiconductor heat exchange module 3 and/or the compressor 11 constant when the temperature adjustment required power P1 is less than or equal to the temperature adjustment actual power P2.
Further, the controller controls the semiconductor heat exchange module 3 to operate at full cooling power when the temperature regulation required power P1 is greater than the temperature regulation actual power P2, and the temperature of the battery is greater than a first preset temperature threshold value. The first preset temperature threshold may be preset according to actual conditions, and may be, for example, 45 ℃. And if the temperature regulation required power P1 is greater than the temperature regulation actual power P2 and the temperature of the battery is less than the first preset temperature threshold, the controller also increases the cooling power of the semiconductor heat exchange module 3 when the temperature in the compartment does not reach the air conditioner set temperature.
When the temperature-regulation required power P1 is greater than the temperature-regulation actual work P2, and the temperature of the battery is greater than the first preset temperature threshold, the controller also increases the opening degree of the first regulating valve 51, while decreasing the opening degree of the second regulating valve 52. Specifically, taking the scheme shown in fig. 7 as an example, if the vehicle-mounted air conditioning controller receives the battery cooling function start information sent by the battery manager, the battery cooling function is started, and the vehicle-mounted air conditioning controller sends the battery cooling function start information to the battery thermal management controller and the semiconductor controller. The vehicle-mounted air conditioner controller receives the temperature regulation required power P1 of the battery sent by the battery manager, forwards the information to the battery thermal management controller and the semiconductor controller and controls the first regulating valve 51 to be opened. During the cooling process of the battery, the vehicle-mounted air conditioner controller receives the water temperature information sent by the battery thermal management controller and the temperature adjustment actual power P2 of the battery and forwards the information to the battery manager and the semiconductor controller. In the battery cooling process, the vehicle-mounted air conditioner controller compares the temperature regulation required power P1 of the battery with the temperature actual power P2 information of the battery, if the temperature regulation required power P1 is greater than the temperature actual power P2, whether the temperature of the battery reaches 45 ℃ (higher temperature) is judged, if the temperature of the battery reaches 45 ℃, the vehicle-mounted air conditioner reduces the opening degree of the second regulating valve 52, the opening degree of the first regulating valve 61 is increased, the in-vehicle cooling air flow is reduced, the cooling air flow of the battery cooling branch is increased, the cooling capacity distribution of battery cooling and in-vehicle cooling is adjusted, meanwhile, the semiconductor controller controls the semiconductor heat exchange module 3 to operate at full cooling power, namely, the maximum cooling power is operated, the influence of reduction of in-vehicle cooling effect caused by reduction of in-vehicle cooling refrigerant is relieved, and the heat exchange fan is controlled to operate at a high rotating speed. If the temperature of the battery is not higher than 45 ℃, whether the temperature in the compartment reaches the set temperature of the air conditioner is judged, if so, the vehicular air conditioner controller reduces the opening degree of the second regulating valve 52 and increases the opening degree of the first regulating valve 51, if the temperature in the compartment does not reach the set temperature of the air conditioner, the requirement of the cooling capacity in the vehicle is preferentially met, and at the moment, the difference value between the required temperature regulation power P1 and the actual temperature regulation power P2 is partially used for cooling, and the cooling power is provided by the semiconductor heat exchange module 3. In the process of starting the battery cooling function, the vehicle-mounted air conditioner controller monitors the actual cooling power of the battery pack and the real-time cooling power information of the semiconductor heat exchange module in real time, and determines the opening degree between the first regulating valve 51 and the second regulating valve 52 according to the vehicle-mounted cooling power demand and the battery pack cooling power demand information so as to facilitate the cooling of the battery and the cooling air volume distribution of the vehicle-mounted cooling branch, so that the cooling power of the battery cooling air loop provided by the vehicle-mounted air conditioner and the cooling power of the semiconductor heat exchange module 3 are equal to the temperature regulation demand power P1 of the battery. In the battery cooling process, if the vehicle-mounted air conditioner receives the battery cooling completion information sent by the battery manager, namely the temperature of the battery reaches 35 ℃, the vehicle-mounted air conditioner controller forwards the battery cooling completion information to the battery thermal management controller, and the battery cooling is completed.
The average temperature of the battery is subjected to hierarchical treatment, and the threshold values of temperature control are 40 ℃, 45 ℃ and 35 ℃. When the temperature of the battery is higher than 40 ℃, the cooling function of the battery is started, when the temperature of the battery reaches 35 ℃, the cooling of the battery is completed, and when the temperature of the battery reaches a higher temperature of 45 ℃, the vehicle-mounted air conditioner preferentially meets the cooling capacity requirement of the battery. In addition, when P1 is greater than P2, if the battery temperature does not exceed 45 ℃, the cooling capacity demand in the vehicle cabin is still prioritized, and if the cooling power in the vehicle cabin is already sufficient and reaches equilibrium, the vehicle air conditioner increases the battery cooling power again.
And if the P1 is less than or equal to the P2, the vehicle air conditioner may reduce the cooling power of the compressor, or the semiconductor heat exchange module 3 may reduce the cooling power to save electric energy, or the cooling power of the compressor and the semiconductor heat exchange module 3 may be kept unchanged.
According to an embodiment of the present invention, when being the heating mode, the controller obtains a power difference between the temperature adjustment required power P1 and the temperature adjustment actual power P2 when the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2, and increases the power of the heater 11 for heating the battery according to the power difference, and keeps the power of the heater 11 constant when the temperature adjustment required power P1 is less than or equal to the temperature adjustment actual power P2.
Further, in the heating mode, the battery 4 is heated by the heater 11.
Specifically, when operating in the heating mode, the controller acquires P1 and P2 of the battery 4, and makes a judgment. If P1 of the battery 4 is greater than P2, which means that if the temperature rise of the battery 4 cannot be completed within the target time according to the current heating power, the battery thermal management module 1 obtains the power difference between P1 and P2 of the battery 4 and increases the power of the heater 11 according to the power difference, wherein the greater the power difference between P1 and P2, the more the power of the heater 11 is increased so that the temperature of the battery 4 is raised to the target temperature within the preset time t. Whereas, if P1 is less than or equal to P2, the heating power of the heater 11 may be reduced to save electric power, or the power of the heater 11 may be kept constant. When the temperature of the battery reaches a second set temperature, for example, 10 ℃, the heating of the battery 4 is completed, and the heater 11 is controlled to stop heating. If the temperature of the battery 4 remains below 10 c after the thermostat system has entered the heating mode for a longer period of time, for example 2 hours, the power of the heater 11 is suitably increased so that the battery 4 completes warming as soon as possible.
Further, according to an embodiment of the present invention, the controller is further configured to decrease the rotation speed of the pump 12 or keep the rotation speed of the pump 12 constant when the temperature-regulation required power P1 is less than or equal to the temperature-regulation actual power P2, and increase the rotation speed of the pump 12 when the temperature-regulation required power P1 is greater than the temperature-regulation actual power P2.
Specifically, when the temperature adjustment system enters the heating mode or the cooling mode, if P1 of the battery 4 is less than or equal to P2, the controller controls the rotational speed of the pump 12 to be reduced to save electric power or to keep the rotational speed of the pump 12 constant. If the P1 of the battery 4 is larger than the P2, the rotation speed of the pump 12 can be controlled to be increased to increase the mass of the medium flowing through the cross-sectional area of the cooling flow path per unit time, so that the temperature of the battery 4 is adjusted to the actual power P2 to achieve temperature adjustment within the target time t.
A specific regulation process of the battery temperature of the system shown in fig. 7 and 8a-8b is described below in connection with a specific embodiment.
1. When cooling down the battery
The cooling power is provided by the air conditioner compressor and the semiconductor heat exchange module. The compressor and the semiconductor heat exchange module cool the refrigerant, the temperature of the evaporator is reduced after the refrigerant passes through the evaporator, and air conditioner cooling air is blown to the heat exchanger 2 or the carriage through the third fan to cool the battery and the carriage respectively.
The cooling power of the battery cooling branch is the cooling power of the air-conditioning cooling air blown through the heat exchanger 2 by the first regulating valve, and the cooling power of the in-vehicle cooling branch is the cooling power of the air-conditioning cooling air blown to the carriage by the second regulating valve.
(1) Battery cooling and in-vehicle cooling initial power distribution
And setting the required battery cooling power as P1, the actual battery cooling power as P2, P3 as the maximum cooling power of the semiconductor heat exchange module, P6 as the in-vehicle cooling power, and P7 as the maximum cooling power of the compressor.
When the sum of the power of the battery cooling demand power P1 and the power of the vehicle interior cooling demand power P6 is smaller than or equal to the maximum cooling power P7 of the compressor, namely P1+ P6 is smaller than or equal to P7, P1 is smaller than P7, P6 is smaller than P7, the compressor operates according to the cooling power P1+ P6. And simultaneously controlling the opening degree of the second regulating valve so that the in-vehicle cooling power is P6. The opening degree of the first regulating valve is controlled so that the battery cooling power is P1.
When P7 is more than P1+ P6 and less than or equal to P7+ P3, Pe is P1+ P6-P7, Pf is P1+ P6-P3, the compressor operates according to the maximum refrigerating power P7, and the semiconductor heat exchange module operates according to the cooling power Pe. The cooling power of the battery cooling branch is P1, and the power of the in-vehicle cooling branch is P6. Or the semiconductor heat exchange module is operated according to the maximum cooling power P3, and the compressor is operated according to the cooling power Pf. And simultaneously controlling the opening degree of the second regulating valve so that the in-vehicle cooling power is P6, and controlling the opening degree of the first regulating valve so that the battery cooling power is P1.
When P1+ P6 is greater than P7+ P3, whether the temperature of the battery is greater than 45 ℃ is judged, if the temperature of the battery is greater than 45 ℃, cooling power is preferentially provided for cooling the battery, the compressor operates according to the maximum cooling power P7, the semiconductor heat exchange module operates according to the maximum cooling power P3, and meanwhile the rotating speed of the heat exchange fan is increased. And increasing the opening degree of the first regulating valve, increasing the rotating speed of the first fan to enable the cooling power of the battery cooling branch to be P1, and reducing the opening degree of the second regulating valve to enable the in-vehicle cooling branch power to be P7+ P3-P1. If the battery temperature is not higher than 45 ℃ and the temperature in the vehicle does not reach the set temperature, cooling power is preferentially provided for the vehicle, the compressor runs according to the maximum cooling power P7, the semiconductor heat exchange module runs according to the maximum cooling power P3, and meanwhile the rotating speed of the heat exchange fan is increased. And increasing the opening degree of the second regulating valve, increasing the rotating speed of the second fan to ensure that the cooling power of the in-vehicle cooling branch is P6, and reducing the opening degree of the second regulating valve to ensure that the cooling power of the battery cooling branch is P7+ P3-P6. If the temperature in the vehicle has reached the set temperature, the cooling power of the battery is preferentially satisfied. Meanwhile, the rotating speed of a pump in a battery cooling loop can be increased, and the heat exchange power is improved.
(2) Power distribution during battery cooling
If P1 is more than P2, and Pc is P1-P2, P1+ P6+ Pc is less than P7, the compressor increases the cooling power Pc, and simultaneously increases the opening degree of the first regulating valve, and increases the rotating speed of the first fan, the heat exchange fan and the pump so as to increase the cooling power of the battery.
If P1 is more than P2, Pc is P1-P2, P7 is more than P1+ P6+ Pc is less than or equal to P7+ P3, Pg is P1+ P6+ Pc-P7, and Ph is P1+ P6+ Pc-P3, the compressor operates according to the maximum refrigerating power P7, and the semiconductor ventilation module operates according to the cooling power Pg. Or the compressor is operated at a cooling power Ph and the semiconductor ventilation module is operated at a maximum cooling power P3. Or the compressor is operated at the maximum cooling power P7, the semiconductor heat exchange module increases the cooling power Pc. Or the compressor increases the cooling power Pc, and the semiconductor heat exchange module operates according to the maximum cooling power P3. Or the cooling power of the compressor is not changed, and the cooling power of the semiconductor heat exchange module is increased by Pc. Or the cooling power of the compressor is increased by Pc, and the cooling power of the semiconductor heat exchange module is unchanged. Or the cooling power of the compressor is increased by 0.5Pc, and the cooling power of the semiconductor heat exchange module is increased by 0.5 Pc. Or the cooling power is increased according to the ratio of the maximum cooling power of the compressor and the maximum cooling power of the semiconductor heat exchange module respectively in proportion. Meanwhile, the opening degree of the first regulating valve is increased, the rotating speed of the first fan, the heat exchange fan and the pump is increased, and the cooling power of the battery cooling branch is increased by Pc.
If P1 is more than P2, Pc is P1-P2, and P1+ P6+ Pc is more than P7+ P3, the compressor operates according to the maximum cooling power P7, meanwhile, the semiconductor heat exchange module operates according to the maximum cooling power P3, meanwhile, the rotating speed of the fan is increased, and the rotating speed of the pump is increased through the battery heat management heat exchange module, so that the heat exchange power is increased. At the moment, whether the temperature of the battery is higher than 45 ℃ is judged, if the temperature of the battery is higher than 45 ℃, cooling power is preferentially provided for cooling the battery, the compressor operates according to the maximum cooling power P7, the semiconductor heat exchange module operates according to the maximum cooling power P3, and meanwhile the rotating speed of the fan is increased. The aperture of the first governing valve of increase improves the rotational speed of first fan for the cooling power of battery cooling branch road is P1+ Pc, reduces the aperture of second governing valve, improves the rotational speed of second fan, makes the in-vehicle cooling branch road power P7+ P3-P1-Pc, and the control pump rotational speed improves simultaneously, and the heat transfer fan rotational speed improves, makes the cooling power of battery cooling branch road increase Pc. If the battery temperature is not higher than 45 ℃ and the temperature in the vehicle does not reach the set temperature, cooling power is preferentially provided for the vehicle, the compressor runs according to the maximum cooling power P7, the semiconductor heat exchange module runs according to the maximum cooling power P3, and meanwhile the rotating speed of the heat exchange fan is increased. And increasing the opening degree of the second regulating valve, increasing the rotating speed of the second fan to ensure that the cooling power of the in-vehicle cooling branch is P6, and reducing the opening degree of the first regulating valve to ensure that the cooling power of the battery cooling branch is P7+ P3-P6. If the temperature in the vehicle has reached the set temperature, the cooling power of the battery is preferentially satisfied.
And if P1 is not more than P2 and Pc is P2-P1, maintaining the refrigeration power of the compressor unchanged, maintaining the refrigeration power of the semiconductor unchanged, or reducing the refrigeration power of the compressor, reducing the cooling power of the semiconductor heat exchange module, or reducing the opening degree of the first regulating valve, or reducing the rotating speed of the first fan, the heat exchange fan and the pump, so that the cooling power of the battery cooling branch loop is reduced by Pc.
2. When heating the battery
When the battery heating function is started, the semiconductor heat exchange module does not work.
The heating power of the battery heating circuit is the heating power which is increased in temperature of the medium by flowing through the PTC heater.
(1) Let the battery heating demand power be P1, the battery actual heating power be P2, and P5 be the maximum heating power of the PTC heater.
If P1 is less than or equal to P5, the PTC heater provides heating power for the battery according to the heating power P1.
If P1 is greater than P5, the PTC heater provides heating power for the battery according to the maximum heating power P5, and meanwhile the battery thermal management heat exchange module increases the rotating speed of the pump to increase the heat exchange power.
(2) In the heating process, if P1 is not more than P2 and Pc is P2-P1, the heating power of the PTC heater is reduced by Pc, and meanwhile, the battery thermal management heat exchange module reduces the rotating speed of the pump to save electric energy or keep the current heating power unchanged.
In the heating process, if P1 is more than P2, Pc is P1-P2, and P1+ Pc is less than or equal to P5, the PTC heater increases the heating power Pc, and the battery thermal management module controls the rotating speed of the pump to be increased so as to increase the heating power of the battery.
If P1 is more than P2, Pc is P1-P2, and P5 is more than P1+ Pc, the PTC heater operates according to the maximum heating power P5, and the battery thermal management heat exchange module increases the rotating speed of the pump to increase the heat exchange power.
According to the temperature adjusting system of the vehicle-mounted battery, the required power for adjusting the temperature and the actual power for adjusting the temperature of the battery are obtained through the controller, and the power of the semiconductor heat exchange module and/or the compressor is adjusted according to the required power for adjusting the temperature and the actual power for adjusting the temperature. Therefore, when the temperature of the vehicle-mounted battery is too high or too low, the temperature of the battery can be adjusted according to the actual condition of the vehicle-mounted battery, so that the temperature of the vehicle-mounted battery is maintained in a preset range, and the condition that the performance of the vehicle-mounted battery is influenced due to too high or too low temperature is avoided.
Fig. 10 is a flowchart of a temperature adjustment method of a vehicle-mounted battery according to a fifth embodiment of the invention. As shown in fig. 7, the vehicle-mounted battery temperature adjusting system includes a heat exchanger, a first air duct is provided between the heat exchanger and the air outlet of the air conditioner, and the first air duct includes a first adjusting valve and a first fan; a battery thermal management module; the battery thermal management module is connected with the heat exchanger to form a heat exchange flow path; a compressor and an evaporator; the semiconductor heat exchange module comprises a cooling end and a heating end, and the cooling end is connected with the evaporator and used for refrigerating the evaporator; as shown in fig. 10, the temperature adjustment method of the vehicle-mounted battery includes the steps of:
And S1', acquiring the temperature regulation required power P1 of the battery.
Further, according to an embodiment of the present invention, the obtaining the temperature adjustment required power P1 of the battery specifically includes: the method comprises the steps of obtaining a first parameter when the starting temperature of the battery is adjusted, and generating a first temperature adjustment required power of the battery according to the first parameter. And acquiring a second parameter of the battery during temperature adjustment, and generating a second temperature adjustment required power of the battery according to the second parameter. The temperature regulation required power P1 of the battery is generated based on the first temperature regulation required power of the battery and the second temperature regulation required power of the battery.
Further, according to an embodiment of the present invention, the first parameters are an initial temperature and a target temperature when the battery is turned on and a target time t from the initial temperature to the target temperature, and the generating the first temperature adjustment required power of the battery according to the first parameters specifically includes: a first temperature difference Delta T between an initial temperature and a target temperature is obtained1. According to the first temperature difference Delta T1And the target time t generates the first temperature regulation required power.
Still further, according to an embodiment of the present invention, the first temperature regulation required power is generated by the following formula (1):
ΔT1*C*M/t， (1)
Wherein, Delta T1Is a first temperature difference between an initial temperature and a target temperature, t is a target time, C is a specific heat capacity of the battery, and M is a mass of the battery.
According to one embodiment of the invention, the second parameter is an average current I of the battery cell in a preset time, and the second temperature regulation required power of the battery is generated by the following formula (2):
I2*R， (2)
wherein I is the average current and R is the internal resistance of the battery.
Wherein when cooling the battery, P1 is delta T1*C*M/t+I2R; when the battery is heated, P1 ═ Δ T1*C*M/t-I2*R。
S2', obtaining the temperature adjustment actual power P2 of the battery.
According to an embodiment of the present invention, the obtaining the temperature-regulated actual power P2 of the battery specifically includes: the inlet temperature and the outlet temperature of the flow path for adjusting the battery temperature are acquired, and the flow velocity v of the medium flowing into the flow path is acquired. Generating a second temperature difference Δ T according to an inlet temperature and an outlet temperature of a flow path of the battery2. According to the second temperature difference Delta T of the battery2And the flow rate v generates a temperature regulated actual power P2.
Further, according to an embodiment of the present invention, the temperature-adjusted actual power P2 is further generated according to the following formula (3):
ΔT2*c*m， (3)
wherein, Delta T2And c is the specific heat capacity of the medium in the flow path, m is the mass of the medium flowing through the cross-sectional area of the flow path in unit time, wherein m is v ρ s, v is the flow velocity of the medium, ρ is the density of the medium, and s is the cross-sectional area of the flow path.
S3', adjusting the power of the semiconductor heat exchange module and/or the compressor according to the temperature adjustment required power P1 and the temperature adjustment actual power P2.
Further, in the embodiment of the present invention, as shown in fig. 7, the semiconductor heat exchange module comprises a cooling end and a heating end, the cooling end is disposed above the evaporator, as shown in fig. 8a-8b, and the cooling end can also be connected in series with the evaporator.
As shown in fig. 7 and fig. 8a-8b, the vehicle-mounted battery temperature adjusting system further includes a third fan connected to the evaporator, the third fan being disposed in the air-conditioning air outlet. The vehicle-mounted battery temperature adjusting system can further comprise a heat exchange fan connected with the heating end, and the heat exchange fan exhausts air to the outside of the carriage.
Specifically, the semiconductor module has a heating end and a cooling end. And the heating end of the semiconductor heat exchange module is provided with a heat exchange fan for exhausting air to the outside of the carriage.
As shown in fig. 7, when the cooling end is disposed above the evaporator, the cooling power source of the vehicle air conditioner is mainly provided by the compressor and the semiconductor heat exchange module, wherein the compressor cooling loop is: the refrigerant flows through the evaporator, the temperature of the evaporator is reduced, and the temperature of the refrigerant is increased. The refrigeration loop of the semiconductor heat exchange module is as follows: the semiconductor heat exchange module (cooling end) -evaporator-semiconductor heat exchange module (cooling end) is characterized in that the temperature of the refrigerant is increased after the refrigerant flows through the evaporator, and the refrigerant flows through the evaporator again after the cooling end of the semiconductor heat exchange module cools part of the refrigerant, so that the temperature of the evaporator is reduced.
After the air in the vehicle passes through the evaporator, the temperature is reduced, the cooling air is blown to the air outlet of the air conditioner through the third fan, and then is blown to the heat exchanger through the first fan so as to cool the medium in the cooling pipeline, so that the battery is cooled, and meanwhile, the heat of the heating end is blown to the outside of the vehicle through the heat exchange fan. When the battery cooling function is not activated, the first regulating valve is closed. The first regulator valve is opened when the battery cooling function is started. The first expansion valve can be used for controlling the flow of the refrigerant flowing into the evaporator, and the first electronic valve can be used for controlling the opening and closing of the refrigeration loop of the compressor.
As shown in fig. 8a-8b, when the cooling end is connected in series with the evaporator, as shown in fig. 8a, the semiconductor heat exchange module may be connected in series between the first expansion valve and the evaporator, the cooling end of the semiconductor heat exchange module is directly connected to the refrigerant loop, the temperature of the refrigerant is decreased after the refrigerant is cooled by the cooling end, and the refrigerant passes through the evaporator, so that the cooling power of the compressor refrigeration loop is higher. As shown in fig. 8b, the semiconductor heat exchange module may also be connected in series between the evaporator and the compressor, the cooling end is directly connected to the refrigerant loop, the refrigerant passes through the evaporator first to raise the temperature of the refrigerant, and then passes through the cooling end to lower the temperature of the refrigerant, thereby improving the refrigeration power of the air conditioning system.
In the process of cooling the battery, the temperature regulation required power P1 and the temperature regulation actual power P2 of the battery are also obtained in real time, wherein the temperature regulation required power P1 is that the temperature of the battery is regulated to a set target temperature within a target time and the power required to be supplied to the battery is obtained, and the battery temperature regulation actual power P2 is that when the temperature of the battery is currently regulated, the actual power, the target temperature and the target time obtained by the battery are set values and can be preset according to the actual condition of the vehicle-mounted battery, for example, when the battery is cooled, the target temperature can be set to about 35 ℃, and the target time can be set to 1 hour. Then, the power of the semiconductor heat exchange module and/or the compressor can be adjusted according to the power P1 and the power P2, so that the temperature of the battery can be adjusted within a target time, the temperature of the vehicle-mounted battery is maintained within a preset range, and the situation that the performance of the vehicle-mounted battery is affected due to overhigh temperature is avoided.
The vehicle-mounted air conditioner and the semiconductor heat exchange module can provide refrigeration power for battery cooling and can also provide refrigeration power for a carriage.
According to an embodiment of the present invention, as shown in fig. 7 and 8a-8b, the vehicle-mounted battery temperature regulation system may further include a second regulation valve connected to the air-conditioning air outlet and a second fan connected to the second regulation valve, the second fan being for cooling the vehicle compartment.
Specifically, the first regulating valve can be used for controlling the cooling air inlet amount of the battery cooling branch. The second control valve 52 may be used to control the cooling air intake of the in-vehicle cooling branch. When the battery cooling function is started, the first regulating valve is opened, air in the vehicle passes through the evaporator, the temperature is reduced, cooling air is blown to the air outlet of the air conditioner through the third fan and then blown to the heat exchanger through the first fan so as to cool the medium in the cooling pipeline, the battery 4 is cooled, and meanwhile, the heat of the heating end is blown to the outside of the vehicle through the heat exchange fan. When the compartment needs to be refrigerated, the second adjusting valve is opened, and the second fan blows cooling air at the air outlet of the air conditioner to the compartment so as to provide refrigerating power for the compartment.
In an embodiment of the present invention, as shown in fig. 7 and fig. 8a-8b, the battery thermal management module includes a pump, a first temperature sensor, a second temperature sensor, and a flow rate sensor disposed on the heat exchange flow path, the pump, the first temperature sensor, the second temperature sensor, and the flow rate sensor being connected to the controller; wherein: the pump is used for enabling the medium in the heat exchange flow path to flow; the first temperature sensor is used for detecting the inlet temperature of a medium flowing into the vehicle-mounted battery; the second temperature sensor is used for detecting the outlet temperature of the medium flowing out of the vehicle-mounted battery; the flow velocity sensor is used for detecting the flow velocity of the medium in the heat exchange flow path.
Further, the battery thermal management module may further include a medium container disposed on the heat exchange flow path, the medium container being configured to store and supply a medium to the heat exchange flow path. The battery thermal management module may further include a heater for heating the medium in the heat exchange flow path.
In one embodiment of the invention, the semiconductor heat exchange module and the heat exchanger are connected in parallel on a heat exchange flow path formed by connecting the battery heat management module and the heat exchanger, wherein an outlet of an evaporator is connected with an inlet of the cooling end, and an inlet of the evaporator is connected with an outlet of the cooling end. Or the cooling end of the semiconductor heat exchange module is connected in series with the evaporator, specifically, the inlet of the cooling end of the semiconductor heat exchange module is connected with the outlet of the first expansion valve, the outlet of the cooling end of the semiconductor heat exchange module is connected with the inlet of the evaporator, or the inlet of the cooling end of the semiconductor heat exchange module is connected with the outlet of the evaporator, and the outlet of the cooling end of the semiconductor heat exchange module is connected with the inlet of the battery heat management module.
Specifically, as shown in fig. 7 and 8a-8b, in addition to cooling the medium by the semiconductor heat exchange module, the medium may be heated by a heater to regulate the temperature of the battery when the temperature of the battery is low. The heater can be a PTC heater and provides heating power for the battery, and the heater is not directly contacted with the battery, so that the safety, the reliability and the practicability are higher. The pump is mainly used for providing power, the medium container is mainly used for storing the medium and receiving the medium added to the temperature regulating system, and when the medium in the cooling pipeline is reduced, the medium in the medium container can be automatically replenished. The first temperature sensor is used for detecting the temperature of the inlet medium of the battery flow path, and the second temperature sensor is used for detecting the temperature of the outlet medium of the battery flow path. The flow rate sensor is used for detecting the flow rate information of the medium in the pipeline in the temperature regulating system.
According to an embodiment of the present invention, the temperature adjustment method may further include: acquiring the temperature of the battery, and judging whether the temperature of the battery is greater than a first temperature threshold value; entering a cooling mode when the temperature of the battery is greater than a first temperature threshold; when the temperature of the battery is smaller than or equal to the first temperature threshold, continuously judging whether the temperature of the battery is smaller than a second temperature threshold; and entering a heating mode when the temperature of the battery is less than a second temperature threshold value, wherein the first temperature threshold value is greater than the second temperature threshold value.
Specifically, after the vehicle is powered on, the temperature of the battery is acquired in real time and is judged. If the temperature of the battery is higher than 40 ℃, the temperature of the battery 4 is over high at this moment, so that the battery needs to be cooled to avoid the influence of the high temperature on the performance of the battery, the battery enters a cooling mode, the first regulating valve 51 is controlled to be opened, the first fan blows cooling air of the vehicle-mounted air conditioner to the heat exchanger to cool a medium in a cooling pipeline in the heat exchanger, and the medium cools the battery through the battery heat management module.
And if the temperature of the battery is lower than 0 ℃, the temperature of the battery is too low at the moment, so that the battery needs to be subjected to temperature rise treatment to avoid the influence of low temperature on the performance of the battery 4, the battery enters a heating mode, the heater 11 is controlled to be opened, and meanwhile, the vehicle-mounted air conditioner keeps the first regulating valve in a closed state.
According to an embodiment of the present invention, when the cooling mode is selected, the adjusting the power of the semiconductor heat exchange module and/or the compressor according to the temperature adjustment required power P1 and the temperature adjustment actual power P2 specifically includes: judging whether the temperature regulation required power P1 is greater than the temperature regulation actual power P2; if the temperature regulation required power P1 is greater than the temperature regulation actual power P2, acquiring a power difference between the temperature regulation required power P1 and the temperature regulation actual power P2, and increasing the power of the semiconductor heat exchange module and/or the compressor according to the power difference; and if the temperature regulation required power P1 is less than or equal to the temperature regulation actual power P2, reducing the power of the semiconductor heat exchange module and/or the compressor or keeping the power of the semiconductor heat exchange module and/or the compressor unchanged.
Further, acquiring a power difference between the temperature regulation required power P1 and the temperature regulation actual power P2, and increasing the power of the semiconductor heat exchange module according to the power difference specifically comprises: and when the temperature regulation required power P1 is greater than the temperature regulation actual power P2 and the temperature of the battery is greater than a first preset temperature threshold value, controlling the semiconductor heat exchange module to operate at full refrigeration power. The first preset temperature threshold may be preset according to actual conditions, and may be, for example, 45 ℃.
When the temperature regulation required power P1 is greater than the temperature regulation actual power P2 and the temperature of the battery is less than a first preset temperature threshold value, further judging whether the temperature in the compartment reaches the set temperature of the air conditioner; and if the temperature does not reach the set temperature of the air conditioner, the refrigerating power of the semiconductor heat exchange module is increased.
As shown in fig. 7 and fig. 8a-8b, a specific second air duct is provided between the air-conditioning air outlet and the vehicle compartment, the second air duct includes a second regulating valve and a second fan connected to the second regulating valve, the second fan is used for cooling the vehicle compartment, and the method further includes: when the temperature-regulation required power P1 is greater than the temperature-regulation actual power P2, and the temperature of the battery is greater than the first preset temperature threshold value, the opening degree of the first regulating valve is also increased, while the opening degree of the second regulating valve is decreased.
Specifically, in the battery cooling process, the temperature regulation required power P1 of the battery and the temperature actual power P2 information of the battery are compared, if the temperature regulation required power P1 is greater than the temperature actual power P2, whether the temperature of the battery reaches 45 ℃ (higher temperature) is judged, if the temperature of the battery reaches 45 ℃, the opening degree of the second regulating valve is reduced, the opening degree of the first regulating valve is increased, the cooling air flow in the vehicle is reduced, the cooling air flow of the battery cooling branch is increased, the cooling capacity distribution of the battery cooling and the vehicle cooling is adjusted, meanwhile, the semiconductor heat exchange module is controlled to operate at full cooling power, namely, the maximum cooling power is controlled, the influence of reduction of the vehicle cooling effect caused by reduction of the vehicle cooling refrigerant quantity is relieved, and the heat exchange fan is controlled to operate at a high rotating speed. If the temperature of the battery is not higher than 45 ℃, whether the temperature in the compartment reaches the set temperature of the air conditioner is judged, if so, the opening degree of the second regulating valve is reduced, the opening degree of the first regulating valve is increased, if the temperature in the compartment does not reach the set temperature of the air conditioner, the requirement of the refrigerating capacity in the vehicle is met preferentially, and at the moment, the difference part of the cooling power between the required power P1 of the temperature regulation and the actual power P2 of the temperature regulation is provided by the semiconductor heat exchange module. In the process of starting the battery cooling function, the actual cooling power of the battery pack and the real-time cooling power information of the semiconductor heat exchange module are monitored in real time, and the opening degree between the first regulating valve and the second regulating valve is determined according to the in-vehicle cooling power demand and the battery pack cooling power demand information so as to facilitate battery cooling and cooling air volume distribution of an in-vehicle cooling loop, so that the cooling power of the battery cooling air loop provided by the vehicle-mounted air conditioner and the cooling power of the semiconductor heat exchange module are equal to the temperature regulation demand power P1 of the battery. During the cooling of the battery, if the temperature of the battery reaches 35 ℃, the cooling of the battery is completed.
The average temperature of the battery is subjected to hierarchical treatment, and the threshold values of temperature control are 40 ℃, 45 ℃ and 35 ℃. When the temperature of the battery is higher than 40 ℃, the cooling function of the battery is started, when the temperature of the battery reaches 35 ℃, the cooling of the battery is completed, and when the temperature of the battery reaches a higher temperature of 45 ℃, the vehicle-mounted air conditioner preferentially meets the cooling capacity requirement of the battery. In addition, when P1 is less than P2, if the battery temperature does not exceed 45 ℃, the cooling capacity demand in the vehicle cabin is still prioritized, and if the cooling power in the vehicle cabin is already sufficient and reaches equilibrium, the vehicle air conditioner increases the battery cooling power again.
And if the P1 is less than or equal to the P2, the cooling power of the semiconductor heat exchange module can be reduced to save electric energy, or the cooling power of the semiconductor heat exchange module is kept unchanged.
It will be appreciated that if the in-vehicle cooling is not on, the second damper valve is closed and the second blower is not operating.
According to an embodiment of the present invention, the adjusting the heating power of the semiconductor heat exchange module according to the temperature adjustment required power and the temperature adjustment actual power specifically includes: judging whether the temperature regulation required power P1 is greater than the temperature regulation actual power P2; if the temperature regulation required power P1 is greater than the temperature regulation actual power P2, acquiring a power difference between the temperature regulation required power P1 and the temperature regulation actual power P2, and increasing the heating power for the semiconductor heat exchange module according to the power difference; and if the temperature regulation required power P1 is less than or equal to the temperature regulation actual power P2, keeping the heating power of the semiconductor heat exchange module unchanged.
Further, the battery thermal management module comprises a heater for heating the medium in the heat exchange flow path, and when the battery thermal management module is in a heating mode, the battery is heated by the semiconductor heating module and the heater when the battery thermal management module is in the heating mode.
Specifically, when operating in the heating mode, the P1 and P2 of the battery are acquired and judged. If the P1 of the battery is greater than the P2, it is explained that if the temperature rise of the battery cannot be completed within the target time according to the current heating power, the power difference between the P1 and the P2 of the battery is obtained, and the power of the heater is increased according to the power difference, wherein the larger the power difference between the P1 and the P2 is, the more the power of the heater is increased, so that the temperature of the battery 4 is raised to the target temperature within the preset time t. And if P1 is less than or equal to P2, the heating power of the heater may be reduced to save electric power or the heater power may be kept constant. When the temperature of the battery reaches a second set temperature, for example, 10 ℃, the battery heating is completed, and the heater is controlled to stop heating. If the temperature of the battery remains below 10 c after the thermostat system enters the heating mode for a longer period of time, for example, 2 hours, the heater power is increased appropriately to allow the battery to finish warming as quickly as possible.
In the embodiment of the invention, when the temperature regulation required power P1 is greater than the temperature regulation actual power P2, the rotating speed of the heat exchange fan is increased.
When the temperature adjusting system enters the heating mode or the cooling mode, if the P1 of the battery is less than or equal to P2, the rotation speed of the pump is controlled to be reduced to save electric energy or to keep the rotation speed of the pump unchanged. And if the P1 of the battery is larger than the P2, the rotating speed of the pump can be controlled to be increased in addition to controlling the cooling power of the vehicle air conditioner compressor to be increased, the opening degree of the first regulating valve to be increased and the power of the semiconductor heat exchange module or the heater to be increased, so that the mass of the medium flowing through the cross section area of the cooling flow path in unit time can be increased, the temperature of the battery is increased, and the actual power P2 of the temperature regulation is increased, so that the temperature regulation can be realized within the target time t.
According to the temperature adjusting method of the vehicle-mounted battery, the required power for adjusting the temperature of the battery is firstly obtained, the actual power for adjusting the temperature of the battery is then obtained, and finally the power of the semiconductor heat exchange module and/or the compressor is adjusted according to the required power for adjusting the temperature and the actual power for adjusting the temperature. Therefore, according to the method, when the temperature of the vehicle-mounted battery is too high or too low, the temperature of the battery can be adjusted according to the actual condition of the vehicle-mounted battery, so that the temperature of the vehicle-mounted battery is maintained in a preset range, and the condition that the performance of the vehicle-mounted battery is influenced due to too high or too low temperature is avoided.
Furthermore, the invention proposes a non-transitory computer-readable storage medium on which a computer program is stored which, when being executed by a processor, implements the temperature adjustment method described above.
The non-transitory computer-readable storage medium of the embodiment of the invention firstly acquires the temperature regulation required power of the battery, then acquires the temperature regulation actual power of the battery, and finally regulates the power of the semiconductor heat exchange module and/or the compressor according to the temperature regulation required power and the temperature regulation actual power, so that the temperature of the vehicle-mounted battery can be maintained in a preset range, and the condition that the performance of the vehicle-mounted battery is influenced due to overhigh temperature is avoided.
Fig. 11a to 11b are schematic structural views of a temperature adjustment system of a vehicle-mounted battery according to a seventh embodiment of the invention. As shown in fig. 11a to 11b, the temperature regulation system of the vehicle-mounted battery includes: the heat exchanger 2, the compressor 11, the condenser 13, the battery thermal management module 1, the semiconductor heat exchange module 3 and a controller (not specifically shown in the figure).
Wherein the compressor 11 is connected to the heat exchanger 2. The condenser 13 is connected to the compressor 11. The battery thermal management module 1 is connected with the heat exchanger 2 to form a heat exchange flow path. The semiconductor heat exchange module 3 comprises a cooling end, a heating end and a heat exchange fan 301, wherein one of the cooling end or the heating end is connected with the heat exchanger and used for heating power/refrigerating power for the heat exchanger, the heat exchange fan 301 is connected with the other of the cooling end or the heating end, and the heat exchange fan 301 is used for exhausting air to the outside of the carriage. The control controller is respectively connected with the semiconductor heat exchange module 3, the compressor 11 and the battery heat pipeline module 1, and is used for acquiring the temperature regulation required power P1 and the temperature regulation actual power P2 of the battery 4 and regulating the power of the semiconductor heat exchange module and/or the compressor according to the temperature regulation required power P1 and the temperature regulation actual power P2.
Further, in the embodiment of the present invention, as shown in fig. 11a to 11b, the semiconductor heat exchange module 3 may be connected in parallel with the heat exchanger, an inlet of the cooling/heating terminal of the semiconductor heat exchange module 3 is connected to the first terminal of the heat exchanger 2, and an outlet of the cooling/heating terminal of the semiconductor heat exchange module 3 is connected to the second terminal of the heat exchanger 2. As shown in fig. 12a-1ab, the semiconductor heat exchange module 3 may also be connected in series between the heat exchanger 2 and the battery heat management module 1, and the cooling end/heating end of the semiconductor heat exchange module 3 is connected in series with the heat exchanger 2, wherein an inlet of the cooling end/heating end of the semiconductor heat exchange module 3 is connected to the second end of the heat exchanger 2, and an outlet of the cooling end/heating end of the semiconductor heat exchange module 3 is connected to an inlet of the battery heat management module 1.
The semiconductor heat exchange module 3 further comprises a heat exchange fan 301 connected to the cooling end or the heating end.
When cooling the battery, the cooling side may be connected in parallel with the heat exchanger 2 as shown in fig. 11a, or in series between the heat exchanger 2 and the battery 4 as shown in fig. 12 a. When the battery is heated, the heating terminal may be connected in parallel with the heat exchanger 2 and the battery 4 as shown in fig. 11b, or in series between the heat exchanger 2 and the battery thermal management module 1 as shown in fig. 12 b.
Specifically, the semiconductor exchange module 3 has a heating terminal and a cooling terminal, and the heating terminal and the cooling terminal are exchanged when the power supply is reversely connected. The heating end or the cooling end of the semiconductor heat exchange module 3 is provided with a heat exchange fan 301 for exhausting air to the outside of the carriage. The heat exchanger 2 may be a plate heat exchanger, and as shown in fig. 11a to 11b and 12a to 12b, the heat exchanger 2 has two passages, wherein a first passage is connected to the compressor 11, a second passage is connected to the battery thermal management module 1, a refrigerant flows through the first passage, and a medium flows through the second passage.
As shown in fig. 11a-11b, when the semiconductor heat exchange module 3 is connected in parallel with the heat exchanger 2, if the temperature of the battery 4 is higher, for example, higher than 40 ℃, the temperature regulation system of the vehicle-mounted battery enters into a cooling mode, the semiconductor heat exchange module 3, the battery thermal management module 1 and the vehicle-mounted air conditioner start to operate, and the semiconductor heat exchange module 3 supplies power in the forward direction (fig. 11a), wherein the cooling power of the battery cooling loop mainly has 2 sources, one of the two sources is the compressor 11 of the vehicle-mounted air conditioner, the refrigerant of the compressor 11 flows into the heat exchanger 2 to provide cooling power for the heat exchanger 2, and the medium temperature decreases after the cooling pipeline flows through the heat exchanger 2; the other is a semiconductor heat exchange module 3, the semiconductor heat exchange module 3 supplies power in the forward direction, the cooling end is connected into a cooling pipeline to directly cool the medium, cooling power is provided for battery cooling, and meanwhile, the heat at the heating end is blown out of the vehicle by a heat exchange fan 301.
If the temperature of the battery is low, for example, lower than 0 ℃, the temperature regulation system of the vehicle-mounted battery enters a heating mode, the semiconductor heat exchange module 3 and the battery heat management module 1 start to work, the semiconductor heat exchange module 3 supplies power reversely, as shown in fig. 11b, the heating end is connected to the cooling pipeline, the heating end starts to heat, so as to heat the medium in the cooling pipeline, so as to heat the battery 4, and meanwhile, the heat exchange fan 301 blows the cooling capacity of the cooling end to the outside of the vehicle.
As shown in fig. 12a-12b, the semiconductor heat exchanging module 3 can also be connected in series between the heat exchanger 2 and the battery 4, and by controlling the power supply direction of the semiconductor heat exchanging module 3, the cooling/heating of the medium can be completed, so as to provide cooling power/heating power and complete the cooling/heating of the battery.
During the process of cooling and/or heating the battery, the controller also obtains the temperature adjustment required power P1 and the temperature adjustment actual power P2 of the battery in real time, wherein the temperature adjustment required power P1 is to adjust the temperature of the battery to a set target temperature within a target time, and the power required to be supplied to the battery 4 is obtained, and the battery temperature adjustment actual power P2 is the actual power obtained by the battery 4 when the battery is currently adjusted in temperature, and the target temperature and the target time are set values, and can be preset according to the actual situation of the vehicle-mounted battery, for example, when the battery is cooled, the target temperature can be set to about 35 ℃, when the battery is heated, the target temperature can be set to 10 ℃, and the target time can be set to 1 hour. The controller can adjust the power of the semiconductor heat exchange module 3 and/or the compressor 11 according to the power P1 and the power P2, so that the temperature of the vehicle-mounted battery 4 can be adjusted within a target time, the temperature of the vehicle-mounted battery is maintained within a preset range, and the situation that the performance of the vehicle-mounted battery is influenced due to overhigh or overlow temperature is avoided.
The compressor 11 can provide cooling power to the battery 4 and also can provide cooling power to the vehicle compartment.
According to an embodiment of the present invention, as shown in fig. 11a to 11b and fig. 12a to 12b, the on-board battery temperature regulation system further includes an in-vehicle cooling branch 20 connected to the compressor 11, the in-vehicle cooling branch 20 including an evaporator 21, the evaporator 21 being connected to the compressor 11.
Specifically, the compressor 11 and the condenser 12 constitute an air-conditioning refrigeration branch 10. The interior of the vehicle air conditioner is divided into 2 independent cooling branches, namely an in-vehicle cooling branch 20 and a battery cooling branch 30, from the condenser 12. The in-vehicle cooling branch 20 mainly supplies cooling power to the space in the vehicle compartment through the evaporator 12, and the battery cooling branch mainly supplies cooling power to the battery 4 through the heat exchanger 2. The cooling power of the battery cooling branch mainly has 2 sources, wherein one of the cooling power is that the refrigerant of the compressor 11 flows into the heat exchanger 2 to provide the cooling power for the heat exchanger 2, and the other cooling power is that the cooling end of the semiconductor heat exchange module 3 performs refrigeration to provide the cooling power for the battery cooling branch.
The first and second electronic valves 14 and 24 are used to control the opening and closing of the battery cooling branch 30 and in-vehicle cooling branch 20, respectively. The first expansion valve 15 and the second expansion valve 25 may be used to control the flow rates of the battery cooling branch 30 and the in-vehicle cooling branch 20 and the refrigerant, respectively, so as to control the cooling powers of the battery cooling branch 30 and the in-vehicle cooling branch 20, respectively.
When the cooling function of the battery 4 is started, the refrigerant has 2 flowing directions, and the in-vehicle cooling branch 20 is: compressor 11-condenser 13-second electronic valve 24-second expansion valve 25-evaporator 12-compressor 11; the battery cooling branch 30 is: compressor 11-condenser 13-first electrovalve 14-first expansion valve 15-heat exchanger 2-compressor 11. When the battery cooling function is not activated, the first electronic valve 14 is closed. The first electronic valve 14 is opened when the battery cooling function is started. If cooling is not required in the vehicle at this time, the second electronic valve 24 is closed.
In an embodiment of the present invention, as shown in fig. 11a-11b and 12a-12b, the battery thermal management module 1 may include: the pump 12, the first temperature sensor 14, the second temperature sensor 15 and the flow rate sensor 16 are arranged on the heat exchange flow path, and the pump 12, the first temperature sensor 14, the second temperature sensor 15 and the flow rate sensor 16 are connected with the controller; wherein: the pump 12 is used for providing power to make the medium in the heat exchange flow path flow; the first temperature sensor 14 is for detecting an inlet temperature of the medium flowing into the vehicle-mounted battery; the second temperature sensor 15 is for detecting the outlet temperature of the medium flowing out of the vehicle-mounted battery; the flow rate sensor 16 detects the flow rate of the medium in the heat exchange flow path.
Further, the battery thermal management module 1 may further include a medium container 13 disposed on the heat exchange flow path, and the medium container 13 is used for storing and supplying a medium to the heat exchange flow path. The battery thermal management module 1 may further include: and the heater 11 is connected with the controller and used for heating the medium in the heat exchange flow path.
It can be understood that, in addition to heating the medium by the heating end of the semiconductor heat exchange module 3, the temperature regulation system of the vehicle-mounted battery can also heat the medium by the heater 11 so as to regulate the temperature of the battery 4 when the temperature of the battery is low. The heater 11 CAN be a PTC heater, so as to perform CAN communication with the battery thermal management controller, provide heating power for the temperature regulation system of the vehicle-mounted battery, and be controlled by the battery thermal management controller, and the heater 11 is not directly contacted with the battery 4, so that the safety, reliability and practicability are higher. The pump 12 is primarily intended to provide power and the medium reservoir 13 is primarily intended to store medium and to receive medium to be added to the temperature regulation system, the medium in the medium reservoir 13 being automatically replenished when the medium in the temperature regulation system decreases. The first temperature sensor 14 is arranged to detect the temperature of the cell flow inlet medium and the second temperature sensor 15 is arranged to detect the temperature of the cell flow outlet medium. Flow sensor 16 is used to sense flow rate information of the medium in the conduit of the temperature regulated system.
How the controller obtains the temperature-regulation required power P1 and the temperature-regulation actual power P2 of the battery 4 is described below with reference to specific examples.
According to one embodiment of the invention, the controller may be configured to obtain a first parameter when the battery is turned on for temperature adjustment, and generate a first temperature adjustment required power of the battery according to the first parameter, and obtain a second parameter when the battery is temperature-adjusted, and generate a second temperature adjustment required power of the battery according to the second parameter, and generate a temperature adjustment required power P1 of the battery according to the first temperature adjustment required power of the battery and the second temperature adjustment required power of the battery.
Further, according to an embodiment of the present invention, the first parameter is an initial temperature and a target temperature at which temperature adjustment of the battery 4 is turned on and a target time T from the initial temperature to the target temperature, and the first temperature difference Δ T between the initial temperature and the target temperature is obtained1And according to the first temperature differenceΔT1And the target time t generates the first temperature regulation required power.
Further, the controller generates the first temperature regulation required power by the following formula (1):
ΔT1*C*M/t (1)，
wherein, Delta T1Is a first temperature difference between the initial temperature and the target temperature, t is the target time, C is the specific heat capacity of the battery 4, and M is the mass of the battery 4.
The second parameter is an average current I of the battery 4 in a preset time, and the battery thermal management module 1 generates a second temperature regulation required power according to the following formula (2):
I2*R， (2)，
where I is the average current and R is the internal resistance of the battery 4.
Specifically, the charge and discharge current parameters of the battery 4 may be detected by a current hall sensor and the battery manager may estimate the average current of the battery 4 based on the current parameters of the battery 4 over a period of time.
When cooling battery 4, P1 ═ Δ T1*C*M/t+I2R; when the battery 4 is heated, P1 ═ Δ T1*C*M/t-I2*R。
According to an embodiment of the invention, the controller further generates a second temperature difference Δ T based on the inlet temperature detected by the first temperature sensor 14 and the outlet temperature detected by the second temperature sensor 152And according to the second temperature difference DeltaT of each battery2And the flow rate v detected by the flow rate sensor 16 generates the temperature-regulated actual power P2 of the battery.
Further, according to an embodiment of the present invention, the temperature-adjusted actual power P2 is generated according to the following formula (3):
ΔT2*c*m， (3)
wherein, Delta T2And c is the specific heat capacity of the medium in the flow path, m is the mass of the medium flowing through the cross-sectional area of the flow path in unit time, wherein m is v ρ s, v is the flow velocity of the medium, ρ is the density of the medium, and s is the cross-sectional area of the flow path.
Specifically, after the vehicle is powered on, the battery manager determines whether the battery 4 needs to be temperature-adjusted according to the battery temperature, and if it is determined that the battery 4 needs to be temperature-adjusted, the battery thermal management controller controls the pump 12 to start operating at a default rotational speed (e.g., a low rotational speed).
Then, the battery manager obtains an initial temperature (i.e., a current temperature) of the battery 4, a target temperature, and a target time t from the initial temperature to the target temperature, where the target temperature and the target time t may be preset according to an actual situation, and calculates a first temperature adjustment required power of the battery 4 according to formula (1). Meanwhile, the battery manager obtains the average current I of the battery 4 within a preset time, and calculates a second temperature regulation required power of the battery 4 according to the formula (2). Then, the battery manager calculates a temperature adjustment required power P1 (required power that adjusts the temperature of the battery 4 to a target temperature for a target time) from the first temperature adjustment required power and the second temperature adjustment required power of the battery 4, where P1 ═ Δ T when the battery 4 is cooled1*C*M/t+I2R, when heating the battery 4, P1 ═ Δ T1*C*M/t-I2R. Then, the battery thermal management controller acquires temperature information detected by the first temperature sensor 14 and the second temperature sensor 15, acquires flow rate information detected by the flow rate sensor 16, and calculates the temperature-adjusted actual power P2 of the battery 4 according to equation (3). Finally, the controller precisely controls the heating power/cooling power of the battery 4 by controlling the power of the semiconductor heat exchange module 3 or the heater 11 or the compressor 11 and the opening degree of the expansion valve according to P1, P2 of the battery 4.
According to an embodiment of the present invention, the controller may be further configured to obtain a temperature of the battery, and determine whether the temperature of the battery is greater than a first temperature threshold or less than a second temperature threshold, wherein when the temperature of the battery is greater than the first temperature threshold, the cooling mode is entered; and entering a heating mode when the temperature of the battery is less than a second temperature threshold, wherein the first temperature threshold is greater than the second temperature threshold. The first temperature threshold and the second temperature threshold may be preset according to actual conditions, for example, the first temperature threshold may be 40 ℃, and the second temperature threshold may be 0 ℃.
Specifically, after the vehicle is powered on, the battery manager acquires the temperature of the battery in real time and judges the temperature. If the temperature of the battery is higher than 40 ℃, which indicates that the temperature of the battery 4 is too high at this time, in order to avoid the influence of the high temperature on the performance of the battery 4, the temperature of the battery 4 needs to be reduced, the temperature regulation system enters a cooling mode, and the vehicle-mounted air conditioner controller controls the first electronic valve 14 to be opened. When cooling the battery, the first electronic valve is opened, and the cold coal flow direction is as follows: compressor 11-condenser 13-first electronic valve 14-first expansion valve 15-heat exchanger 2-compressor 11; in FIG. 11a, the media flow direction is 2, respectively: heat exchanger 2-heater 11 (off) -pump 12-first temperature sensor 14-battery 4-second temperature sensor-15-flow sensor 16-medium container 13-heat exchanger 2; cooling end-heat exchanger 2-heater 11 (off) -pump 12-first temperature sensor 14-battery 4-second temperature sensor-15-flow rate sensor 16-medium container 13-cooling end. In fig. 12a the media flow direction is one, i.e.: heat exchanger 2-cooling side-heater 11 (off) -pump 12-first temperature sensor 14-battery 4-second temperature sensor-15-flow sensor 16-medium container 13-heat exchanger 2. The medium in the pipeline is cooled through the heat exchanger 2 and the cooling end, so that the medium exchanges heat with the battery 4, and the temperature adjustment of the battery is completed.
If the temperature of the battery 4 is lower than 0 ℃, which indicates that the temperature of the battery 4 is too low at this time, in order to avoid the low temperature from affecting the performance of the battery 4, the temperature of the battery 4 needs to be raised, the temperature adjusting system enters a heating mode, the battery thermal management controller controls the heater 11 to be turned on, and meanwhile, the vehicle-mounted air conditioning controller keeps the first electronic valve 14 in a closed state, and the media flow directions in fig. 11b are 2, which are respectively: heat exchanger 2-heater 11 (on) -pump 12-first temperature sensor 14-battery 4-second temperature sensor-15-flow sensor 16-medium container 13-heat exchanger 2; heating end-heat exchanger 2-heater 11 (off on) -pump 12-first temperature sensor 14-battery 4-second temperature sensor-15-flow sensor 16-medium container 13-heating end. In fig. 12b the medium flow direction is one, i.e.: heat exchanger 2-heating end-heater 11 (turn on) -pump 12-first temperature sensor 14-battery 4-second temperature sensor-15-flow sensor 16-medium container 13-heat exchanger 2. The medium in the cooling pipe is heated by the heater 11 and the heating end, so that the medium exchanges heat with the battery 4, and the temperature adjustment of the battery is completed.
How the controller adjusts the power of the semiconductor heat exchange module and/or the compressor according to the temperature adjustment demand power P1 and the temperature adjustment actual power P2 is described below with reference to specific embodiments.
According to an embodiment of the present invention, when in the cooling mode, the controller obtains a power difference between the temperature-adjustment required power P1 and the temperature-adjustment actual power P2 when the temperature-adjustment required power P1 is greater than the temperature-adjustment actual power P2, and increases the power of the semiconductor heat exchange module 3 and/or the compressor 11 according to the power difference, and decreases the power of the semiconductor heat exchange module 3 and/or the compressor 11 or keeps the power of the semiconductor heat exchange module 3 and/or the compressor 11 constant when the temperature-adjustment required power P1 is less than or equal to the temperature-adjustment actual power P2.
Further, the controller controls the semiconductor heat exchange module 3 to operate at full cooling power when the temperature regulation required power P1 is greater than the temperature regulation actual power P2, and the temperature of the battery is greater than a first preset temperature threshold value. The first preset temperature threshold may be preset according to actual conditions, and may be, for example, 45 ℃.
And if the temperature regulation required power P1 is greater than the temperature regulation actual power P2 and the temperature of the battery is less than the first preset temperature threshold, the controller also increases the power of the semiconductor heat exchange module 3 when the temperature in the vehicle cabin does not reach the air-conditioning set temperature.
When the temperature regulation required power P1 is greater than the temperature regulation actual work P2 and the temperature of the battery is greater than the first preset temperature threshold, the controller also increases the opening degree of the first expansion valve 15 while decreasing the opening degree of the second expansion valve 25.
Specifically, if the vehicle-mounted air conditioning controller receives battery cooling function starting information sent by the battery manager, the battery cooling function is started, and the vehicle-mounted air conditioning controller sends the battery cooling function starting information to the battery thermal management controller and the semiconductor controller. The vehicle-mounted air conditioner controller receives the temperature regulation required power P1 of the battery sent by the battery manager and forwards the information to the battery thermal management controller and the semiconductor controller. During the cooling of the battery, the on-board air conditioning controller controls the first electronic valve 14 to open. The vehicle-mounted air conditioner controller receives the water temperature information sent by the battery thermal management controller and the actual temperature regulation power P2 of the battery and forwards the information to the battery manager and the semiconductor controller. In the process of cooling the battery, the vehicle-mounted air-conditioning controller compares the temperature regulation required power P1 of the battery with the temperature actual power P2 information of the battery, if the temperature regulation required power P1 is greater than the temperature actual power P2, whether the temperature of the battery reaches 45 ℃ (higher temperature) is judged, if the temperature of the battery reaches 45 ℃, the vehicle-mounted air-conditioning controller reduces the opening degree of the second expansion valve 15, increases the opening degree of the first expansion valve 25 to reduce the flow rate of the refrigerant in the vehicle, increases the flow rate of the refrigerant of a cooling branch of the battery to adjust the cooling capacity distribution of the battery cooling and the vehicle cooling, and simultaneously, the semiconductor controller controls the semiconductor heat exchange module 3 to operate at full cooling power, namely, the maximum cooling power to relieve the influence of the reduction of the vehicle cooling effect caused by the reduction of the vehicle cooling refrigerant in the vehicle, and controls the heat exchange fan to operate at a high rotating speed. If the temperature of the battery is not higher than 45 ℃, whether the temperature in the compartment reaches the set temperature of the air conditioner is judged, if so, the vehicle-mounted air conditioner controller reduces the opening degree of the second expansion valve 25 and increases the opening degree of the first expansion valve 15, if the temperature in the compartment does not reach the set temperature of the air conditioner, the requirement of the cooling capacity in the vehicle is preferentially met, and at the moment, the difference value between the required temperature regulation power P1 and the actual temperature regulation power P2 is partially used for cooling, and the cooling power is provided by the semiconductor heat exchange module 3. In the process of starting the battery cooling function, the vehicle-mounted air conditioner controller monitors the actual cooling power of the battery pack and the real-time cooling power information of the semiconductor heat exchange module in real time, and determines the opening degree between the first expansion valve 15 and the second expansion valve 25 according to the vehicle-mounted cooling power demand and the battery pack cooling power demand information so as to facilitate the cooling of the battery and the refrigerant distribution of a vehicle-mounted cooling loop, so that the cooling power of the battery cooling branch provided by the vehicle-mounted air conditioner and the cooling power provided by the semiconductor heat exchange module 3 are equal to the temperature regulation demand power P1 of the battery. In the battery cooling process, if the vehicle-mounted air conditioner controller receives battery cooling completion information sent by the battery manager, namely the temperature of the battery reaches 35 ℃, the vehicle-mounted air conditioner controller forwards the battery cooling completion information to the battery thermal management controller, and the battery cooling is completed.
The average temperature of the battery is subjected to hierarchical treatment, and the threshold values of temperature control are 40 ℃, 45 ℃ and 35 ℃. When the temperature of the battery is higher than 40 ℃, the cooling function of the battery is started, when the temperature of the battery reaches 35 ℃, the cooling of the battery is completed, and when the temperature of the battery reaches a higher temperature of 45 ℃, the vehicle-mounted air conditioner preferentially meets the cooling capacity requirement of the battery. In addition, when P1 is greater than P2, if the battery temperature does not exceed 45 ℃, the cooling capacity demand in the vehicle cabin is still prioritized, and if the cooling power in the vehicle cabin is already sufficient and reaches equilibrium, the vehicle air conditioner increases the battery cooling power again.
And if P1 is less than or equal to P2, the controller may decrease the cooling power of compressor 11, decrease or decrease the cooling power of semiconductor heat exchange module 3 to save electric power, or keep the cooling power of compressor 11 and semiconductor heat exchange module 3 constant.
It is understood that if the in-vehicle cooling is not opened, the second regulating valve 51 is closed and the second fan 502 is not operated.
According to an embodiment of the present invention, when being the heating mode, the controller obtains a power difference between the temperature adjustment required power P1 and the temperature adjustment actual power P2 when the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2, and increases the power of the heater 11 for heating the battery according to the power difference, and keeps the power of the heater 11 constant when the temperature adjustment required power P1 is less than or equal to the temperature adjustment actual power P2.
Further, in the heating mode, the battery 4 is heated by the semiconductor heating module 3 and the heater 11.
Specifically, when operating in the heating mode, battery thermal management module 1 takes and makes determinations about P1 and P2 of battery 4. If the P1 of the battery 4 is greater than the P2, which indicates that if the temperature rise of the battery 4 cannot be completed within the target time according to the current heating power, the controller obtains the power difference between the P1 and the P2 of the battery 4, and increases the power of the heater 11 and/or the semiconductor heat exchange module 3 according to the power difference, wherein the larger the power difference between the P1 and the P2 is, the more the power of the heater 11 and/or the semiconductor heat exchange module 3 is increased, so that the temperature of the battery 4 is raised to the target temperature within the preset time t. And if P1 is less than or equal to P2, the heating power of heater 11 and/or semiconductor heat exchange module 3 may be reduced to save electric power, or the power of heater 11 and/or semiconductor heat exchange module 3 may be kept unchanged. When the temperature of the battery reaches a second set temperature, for example, 10 ℃, the heating of the battery 4 is completed, and the battery manager sends a message for turning off the temperature regulation function to the battery thermal management controller through the CAN communication to control the heater 11 to stop heating. If the temperature of the battery 4 remains below 10 c after the thermostat system enters the heating mode for a longer period of time, for example, 2 hours, the battery thermal management controller increases the power to the heater 11 appropriately to allow the battery 4 to finish warming as quickly as possible.
In the embodiment of the invention, the controller also increases the rotating speed of the heat exchange fan when the temperature regulation required power P1 is greater than the temperature regulation actual power P2.
Further, according to an embodiment of the present invention, the controller is further configured to decrease the rotation speed of the pump 12 or keep the rotation speed of the pump 12 constant when the temperature-regulation required power P1 is less than or equal to the temperature-regulation actual power P2, and increase the rotation speed of the pump 12 when the temperature-regulation required power P1 is greater than the temperature-regulation actual power P2.
Specifically, when the temperature adjustment system enters the heating mode or the cooling mode, if P1 of the battery 4 is less than or equal to P2, the controller controls the rotational speed of the pump 12 to be reduced to save electric power or to keep the rotational speed of the pump 12 constant. And if the P1 of the battery 4 is greater than the P2, the rotation speed of the pump 12 may be controlled to be increased in order to increase the mass of the medium flowing through the cross-sectional area of the cooling flow path per unit time, in addition to the increase in the cooling power of the air conditioner compressor, the increase in the opening degree of the first expansion valve 15, and the increase in the power of the semiconductor heat exchange module 3 or the heater 11, so that the temperature adjustment actual power P2 of the battery 4 is increased to achieve temperature adjustment within the target time t.
The specific process of battery temperature regulation for the system shown in fig. 11a-11b and fig. 12a-12b is described below in conjunction with specific embodiments.
1. When the battery cooling function is started, the semiconductor heat exchange module supplies power positively, and the cooling end of the semiconductor heat exchange module is connected into the battery cooling loop.
The cooling power of the battery cooling branch is the cooling power of the refrigerant flowing through the heat exchanger 2 through the first expansion valve plus the cooling power of the cooling end of the semiconductor heat exchange module, so that the temperature of the medium is reduced. The cooling power of the in-vehicle cooling branch is the cooling power of air conditioner cooling air which passes through the evaporator after the refrigerant of the second expansion valve flows through the evaporator and blows air to the carriage.
(1) Battery cooling and in-vehicle cooling initial power distribution
And setting the required battery cooling power as P1, the actual battery cooling power as P2, P3 as the maximum cooling power of the semiconductor heat exchange module, P6 as the in-vehicle cooling power, and P7 as the maximum cooling power of the compressor.
When the sum of the power of the battery cooling demand power P1 and the power of the vehicle interior cooling demand power P6 is smaller than or equal to the maximum cooling power P7 of the compressor, namely P1+ P6 is smaller than or equal to P7, P1 is smaller than P7, P6 is smaller than P7, the compressor operates according to the cooling power P1+ P6. And simultaneously, the opening degree of the second expansion valve is controlled so that the in-vehicle cooling power is P6. The opening degree of the first expansion valve is controlled so that the battery cooling power is P1.
When P7 is more than P1+ P6 and less than or equal to P7+ P3, Pe is P1+ P6-P7, Pf is P1+ P6-P3, the compressor operates according to the maximum refrigerating power P7, and the semiconductor heat exchange module operates according to the cooling power Pe. The cooling power of the battery cooling branch is P1, and the power of the in-vehicle cooling branch is P6. Or the semiconductor heat exchange module is operated according to the maximum cooling power P3, and the compressor is operated according to the cooling power Pf. While the opening degree of the second expansion valve is controlled so that the in-vehicle cooling capacity becomes P6, the opening degree of the first expansion valve is controlled so that the battery cooling capacity becomes P1.
When P1+ P6 is greater than P7+ P3, whether the temperature of the battery is greater than 45 ℃ is judged, if the temperature of the battery is greater than 45 ℃, cooling power is preferentially provided for cooling the battery, the compressor operates according to the maximum cooling power P7, the semiconductor heat exchange module operates according to the maximum cooling power P3, and meanwhile the rotating speed of the heat exchange fan is increased. The opening degree of the first expansion valve is increased so that the cooling capacity of the battery cooling branch is P1, and the opening degree of the second expansion valve is decreased so that the in-vehicle cooling branch capacity becomes P7+ P3-P1. If the battery temperature is not higher than 45 ℃ and the temperature in the vehicle does not reach the set temperature, cooling power is preferentially provided for the vehicle, the compressor runs according to the maximum cooling power P7, the semiconductor heat exchange module runs according to the maximum cooling power P3, and meanwhile the rotating speed of the heat exchange fan is increased. The opening degree of the second expansion valve is increased so that the cooling capacity of the in-vehicle cooling branch is P6, and the opening degree of the second expansion valve is decreased so that the cooling capacity of the battery cooling branch is P7+ P3-P6. If the temperature in the vehicle has reached the set temperature, the cooling power of the battery is preferentially satisfied. Meanwhile, the rotating speed of a pump in a battery cooling loop can be increased, and the heat exchange power is improved.
(2) Power distribution during battery cooling
If P1 is more than P2, Pc is P1-P2, P1+ P6+ Pc is less than P7, the compressor increases the cooling power Pc, and simultaneously increases the opening degree of the first expansion valve, and increases the rotation speed of the heat exchange fan and the pump, so as to increase the cooling power of the battery.
If P1 is more than P2, Pc is P1-P2, P7 is more than P1+ P6+ Pc is less than or equal to P7+ P3, Pg is P1+ P6+ Pc-P7, and Ph is P1+ P6+ Pc-P3, the compressor operates according to the maximum refrigerating power P7, and the semiconductor ventilation module operates according to the cooling power Pg. Or the compressor is operated at a cooling power Ph and the semiconductor ventilation module is operated at a maximum cooling power P3. Or the compressor is operated at the maximum cooling power P7, the semiconductor heat exchange module increases the cooling power Pc. Or the compressor increases the cooling power Pc, and the semiconductor heat exchange module operates according to the maximum cooling power P3. Or the cooling power of the compressor is not changed, and the cooling power of the semiconductor heat exchange module is increased by Pc. Or the cooling power of the compressor is increased by Pc, and the cooling power of the semiconductor heat exchange module is unchanged. Or the cooling power of the compressor is increased by 0.5Pc, and the cooling power of the semiconductor heat exchange module is increased by 0.5 Pc. Or the cooling power is increased according to the ratio of the maximum cooling power of the compressor and the maximum cooling power of the semiconductor heat exchange module respectively in proportion. Meanwhile, the opening degree of the first expansion valve is increased, the rotating speed of the heat exchange fan and the rotating speed of the pump are increased, and the cooling power of the battery cooling branch is increased by Pc.
If P1 is more than P2, Pc is P1-P2, and P1+ P6+ Pc is more than P7+ P3, the compressor operates according to the maximum cooling power P7, meanwhile, the semiconductor heat exchange module operates according to the maximum cooling power P3, meanwhile, the rotating speed of the fan is increased, and the rotating speed of the pump is increased through the battery heat management heat exchange module, so that the heat exchange power is increased. At the moment, whether the temperature of the battery is higher than 45 ℃ is judged, if the temperature of the battery is higher than 45 ℃, cooling power is preferentially provided for cooling the battery, the compressor operates according to the maximum cooling power P7, the semiconductor heat exchange module operates according to the maximum cooling power P3, and meanwhile the rotating speed of the fan is increased. The opening degree of the first expansion valve is increased, so that the cooling power of the battery cooling branch is P1+ Pc, the opening degree of the second expansion valve is reduced, the power of the in-vehicle cooling branch is P7+ P3-P1-Pc, the rotating speed of the control pump is increased, the rotating speed of the heat exchange fan is increased, and the cooling power of the battery cooling branch is increased by Pc. If the battery temperature is not higher than 45 ℃ and the temperature in the vehicle does not reach the set temperature, cooling power is preferentially provided for the vehicle, the compressor runs according to the maximum cooling power P7, the semiconductor heat exchange module runs according to the maximum cooling power P3, and meanwhile the rotating speed of the heat exchange fan is increased. The opening degree of the second expansion valve is increased so that the cooling capacity of the in-vehicle cooling branch is P6, and the opening degree of the first expansion valve is decreased so that the cooling capacity of the battery cooling branch is P7+ P3-P6. If the temperature in the vehicle has reached the set temperature, the cooling power of the battery is preferentially satisfied.
If P1 is not more than P2 and Pc is P2-P1, the refrigeration power of the compressor is maintained unchanged, the refrigeration power of the semiconductor is maintained unchanged, or the refrigeration power of the compressor is reduced, the cooling power of the semiconductor heat exchange module is reduced, or the opening degree of the first expansion valve is reduced, or the rotating speed of the heat exchange fan and the pump is reduced, so that the cooling power of the battery cooling branch loop is reduced by Pc.
And 2, when the battery heating function is started, the semiconductor heat exchange module supplies power reversely, and the heating end of the semiconductor heat exchange module is connected into the battery heating loop.
The heating power of the battery heating loop is the heating power which is increased in the temperature of the medium by flowing through the PTC heater and the heating power which is increased in the temperature of the medium by flowing through the heating end of the semiconductor heat exchange module.
(1) And setting the required battery heating power as P1, the actual battery heating power as P2, P4 as the maximum heating power of the semiconductor heat exchange module, and P5 as the maximum heating power of the PTC heater.
If P1 is less than or equal to P5, the PTC heater provides heating power for the battery according to the heating power P1.
If P1 is greater than P5, P1 is not more than P5+ P4, and P1-P5 are Pd, the PTC heater provides heating power for the battery according to the maximum heating power P5, meanwhile, the semiconductor heat exchange module provides heating power for the battery according to the heating power Pd, meanwhile, the rotating speed of the heat exchange fan is increased, and the rotating speed of the pump is increased through the battery heat management heat exchange module, so that the heat exchange power is increased. If P1 is greater than P5, and P1 is greater than P5+ P4, the PTC heater provides heating power for the battery according to the maximum heating power P5, meanwhile, the semiconductor heat exchange module provides heating power for the battery according to the maximum heating power P3, meanwhile, the rotating speed of the heat exchange fan is increased, and the rotating speed of the pump is increased through the battery heat management heat exchange module, so that the heat exchange power is increased.
(2) In the heating process, if P1 is not more than P2 and Pc is P2-P1, the heating power Pc of the semiconductor heat exchange module is reduced, the rotating speed of the heat exchange fan is reduced, or the heating power of the PTC heater is reduced by Pc, and meanwhile, the rotating speed of the pump is reduced by the battery heat management heat exchange module, so that electric energy is saved. Or to keep the current heating power unchanged.
In the heating process, if P1 is more than P2, Pc is P1-P2, and P1+ Pc is less than or equal to P5, the PTC heater increases the heating power Pc, and the battery thermal management module controls the rotating speed of the pump to be increased so as to increase the heating power of the battery.
If P1 is more than P2, Pc is P1-P2, P5 is more than P1+ Pc and is less than or equal to P5+ P4, Pi is P1+ Pc-P5, Pj is P1+ Pc-P4, the PTC heater operates according to the maximum heating power P5, and the semiconductor heat exchange module operates according to the heating power Pi. Or the PTC heater operates according to the heating power Pj, and the semiconductor heat exchange module operates according to the maximum heating power P4. Or the PTC heater provides heating power for the battery according to the maximum heating power P5, and the semiconductor heat exchange module increases the heating power Pc. Or the heating power of the heater is not changed, and the heating power of the semiconductor heat exchange module is increased by Pc. Or the heating power of the heater is increased by Pc, and the heating power of the semiconductor heat exchange module is unchanged. Or the heating power of the PTC heater is increased by 0.5Pc, the heating power of the semiconductor heat exchange module is increased by 0.5Pc, or the heating power is increased according to the ratio of the maximum heating power of the PTC heater and the maximum heating power of the semiconductor heat exchange module respectively in proportion. Meanwhile, the rotating speed of the heat exchange fan is increased, and the rotating speed of the pump is increased by the battery heat management heat exchange module, so that the heat exchange power is increased, and the battery heating power is increased by Pc.
If P1 is more than P2, Pc is P1-P2, and P1+ Pc is more than P5+ P4, the PTC heater provides heating power for the battery according to the maximum heating power P5, meanwhile, the semiconductor heat exchange module provides heating power for the battery according to the maximum heating power P4, meanwhile, the rotating speed of the heat exchange fan is increased, and the rotating speed of the pump is increased through the battery heat management heat exchange module, so that the heat exchange power is increased.
According to the temperature adjusting system of the vehicle-mounted battery, the required power for adjusting the temperature and the actual power for adjusting the temperature of the battery are obtained through the controller, and the power of the semiconductor heat exchange module and/or the compressor is adjusted according to the required power for adjusting the temperature and the actual power for adjusting the temperature. Therefore, when the temperature of the vehicle-mounted battery is too high or too low, the temperature of the battery can be adjusted according to the actual condition of the vehicle-mounted battery, so that the temperature of the vehicle-mounted battery is maintained in a preset range, and the condition that the performance of the vehicle-mounted battery is influenced due to too high or too low temperature is avoided.
Fig. 13 is a flowchart of a temperature adjustment method of a vehicle-mounted battery according to a seventh embodiment of the invention. 11a-11b, the vehicle-mounted battery temperature regulation system includes a heat exchanger; the compressor is connected with the heat exchanger; a condenser connected to the compressor; the battery heat management module is connected with the heat exchanger to form a heat exchange flow path; the semiconductor heat exchange module comprises a cooling end, a heating end and a heat exchange fan, wherein one of the cooling end or the heating end is connected with the heat exchanger and used for heating power/refrigerating power of the heat exchanger, the heat exchange fan is connected with the other of the cooling end or the heating end, and the air heater is used for exhausting air to the outside of the carriage; as shown in fig. 13, the temperature adjustment method of the vehicle-mounted battery includes the steps of:
And S1', acquiring the temperature regulation required power P1 of the battery.
Further, according to an embodiment of the present invention, the obtaining the temperature adjustment required power P1 of the battery specifically includes: the method comprises the steps of obtaining a first parameter when the starting temperature of the battery is adjusted, and generating a first temperature adjustment required power of the battery according to the first parameter. And acquiring a second parameter of the battery during temperature adjustment, and generating a second temperature adjustment required power of the battery according to the second parameter. The temperature regulation required power P1 of the battery is generated based on the first temperature regulation required power of the battery and the second temperature regulation required power of the battery.
Further, according to an embodiment of the present invention, the first parameters are an initial temperature and a target temperature when the battery is turned on and a target time t from the initial temperature to the target temperature, and the generating the first temperature adjustment required power of the battery according to the first parameters specifically includes: a first temperature difference Delta T between an initial temperature and a target temperature is obtained1. According to the first temperature difference Delta T1And the target time t generates the first temperature regulation required power.
Still further, according to an embodiment of the present invention, the first temperature regulation required power is generated by the following formula (1):
ΔT1*C*M/t， (1)
Wherein, Delta T1Is a first temperature difference between an initial temperature and a target temperature, t is a target time, C is a specific heat capacity of the battery, and M is a mass of the battery.
According to one embodiment of the invention, the second parameter is an average current I of the battery cell in a preset time, and the second temperature regulation required power of the battery is generated by the following formula (2):
I2*R， (2)
wherein I is the average current and R is the internal resistance of the battery.
Wherein when cooling the battery, P1 is delta T1*C*M/t+I2R; when the battery is heated, P1 ═ Δ T1*C*M/t-I2*R。
And S2', acquiring the temperature-regulated actual power P2 of the battery.
According to an embodiment of the present invention, the obtaining the temperature-regulated actual power P2 of the battery specifically includes: the inlet temperature and the outlet temperature of the flow path for adjusting the battery temperature are acquired, and the flow velocity v of the medium flowing into the flow path is acquired. Generating a second temperature difference Δ T according to an inlet temperature and an outlet temperature of a flow path of the battery2. According to the second temperature difference Delta T of the battery2And the flow rate v generates a temperature regulated actual power P2.
Further, according to an embodiment of the present invention, the temperature-adjusted actual power P2 is further generated according to the following formula (3):
ΔT2*c*m， (3)
wherein, Delta T2And c is the specific heat capacity of the medium in the flow path, m is the mass of the medium flowing through the cross-sectional area of the flow path in unit time, wherein m is v ρ s, v is the flow velocity of the medium, ρ is the density of the medium, and s is the cross-sectional area of the flow path.
And S3', adjusting the power of the semiconductor heat exchange module and/or the compressor according to the temperature adjustment required power P1 and the temperature adjustment actual power P2.
Specifically, when the battery is cooled, as shown in fig. 11a, the cooling terminal may be connected in parallel with the heat exchanger and the battery, as shown in fig. 12a, or the cooling terminal may be connected in series between the heat exchanger and the battery. When the battery is heated, the heating terminal may be connected in parallel with the heat exchanger and the battery as shown in fig. 11b, or may be connected in series between the heat exchanger and the battery as shown in fig. 12 b.
Specifically, the semiconductor exchange module has a heating terminal and a cooling terminal, and the heating terminal and the cooling terminal are exchanged when the power supply is reversely connected. And a heat exchange fan is arranged at the heating end or the cooling end of the semiconductor heat exchange module and used for exhausting air to the outside of the carriage. The heat exchanger may be a plate heat exchanger, and as shown in fig. 11a-11b and 12a-12b, the heat exchanger has two passes, wherein a first pass is connected to the compressor, a second pass is connected to the battery thermal management module, a refrigerant flows through the first pass, and a medium flows through the second pass.
As shown in fig. 11a-11b, when the semiconductor heat exchange module is connected in parallel with the heat exchanger, if the temperature of the battery is higher than 40 ℃, the temperature regulation system of the vehicle-mounted battery enters a cooling mode, and the semiconductor heat exchange module, the battery thermal management module and the vehicle-mounted air conditioner start to operate, wherein the cooling power of the battery cooling loop mainly has 2 sources, one of the sources is a compressor of the vehicle-mounted air conditioner, a refrigerant of the compressor flows into the heat exchanger to provide cooling power for the heat exchanger, and the temperature of a medium in the cooling pipeline decreases after the medium flows through the heat exchanger; the other is a semiconductor heat exchange module, the semiconductor heat exchange module is positively powered, a cooling end is connected into a cooling pipeline to directly cool a medium, cooling power is provided for battery cooling, and meanwhile, a heat exchange fan blows heat of a heating end to the outside of the vehicle. If the temperature of the battery is lower than 0 ℃, for example, the temperature regulating system of the vehicle-mounted battery enters a heating mode, the semiconductor heat exchange module and the battery heat management module start to work, and the semiconductor heat exchange module supplies power reversely, as shown in fig. 11b, the heating end is connected to the cooling pipeline, the heating end starts to heat, so as to heat the medium in the cooling pipeline, so as to heat the battery, and meanwhile, the heat exchange fan blows the refrigerating capacity of the cooling end to the outside of the vehicle.
As shown in fig. 12a-12b, the semiconductor heat exchange module may also be connected in series between the heat exchanger and the battery, and by controlling the power supply direction of the semiconductor heat exchange module, the cooling/heating of the medium can be completed, so as to provide cooling/heating power and complete the cooling/heating of the battery.
In the process of cooling and/or heating the battery, the required power P1 for temperature adjustment and the actual power P2 for temperature adjustment of the battery are also obtained in real time, where the required power P1 for temperature adjustment is to adjust the temperature of the battery to a set target temperature within a target time, and the power required to be supplied to the battery is obtained, and the actual power, the target temperature and the target time obtained by the battery when the actual power P2 for temperature adjustment of the battery is currently set as set values, and can be preset according to the actual condition of the vehicle-mounted battery, for example, when the battery is cooled, the target temperature can be set at about 35 ℃, when the battery is heated, the target temperature can be set at 10 ℃, and the target time can be set at 1 hour. Then, the power of the semiconductor heat exchange module is adjusted according to the power P1 and the power P2, so that the temperature of the battery can be adjusted within a target time, the temperature of the vehicle-mounted battery is maintained within a preset range, and the situation that the performance of the vehicle-mounted battery is influenced due to overhigh or overlow temperature is avoided.
The compressor can provide cooling power for the battery and can also provide cooling power for the carriage.
In accordance with one embodiment of the present invention, as shown in fig. 11a-11b and 12a-12b, the on-board battery temperature regulation system further includes an in-board cooling branch connected to the compressor. When the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2, and the average temperature of the battery is greater than the first preset temperature threshold, the method further includes: the refrigeration power of the cooling branch in the vehicle is reduced, and the refrigeration power opening degree of the battery cooling branch is increased. The first preset temperature threshold may be preset according to actual conditions, and may be, for example, 45 ℃.
Specifically, the compressor and the condenser constitute an air-conditioning refrigeration branch. The interior of the vehicle-mounted air conditioner is divided into 2 independent cooling branches from the condenser, namely an in-vehicle cooling branch and a battery cooling branch. The in-vehicle cooling branch mainly provides refrigeration power for the space in the carriage through the evaporator, and the battery cooling branch mainly provides refrigeration power for the battery through the heat exchanger. The cooling power of the battery cooling branch mainly has 2 sources, wherein one is that a refrigerant of the compressor flows into the heat exchanger to provide cooling power for the heat exchanger, and the other is that the cooling end of the semiconductor heat exchange module performs refrigeration to provide cooling power for the battery cooling branch.
The first electronic valve and the second electronic valve are respectively used for controlling the opening and closing of the battery cooling branch and the in-vehicle cooling branch. The first expansion valve and the second expansion valve can be respectively used for controlling the flow of the battery cooling branch, the in-vehicle cooling branch and the refrigerant so as to respectively control the cooling power of the battery cooling branch and the in-vehicle cooling branch.
When the cooling function of battery starts, there is a flow direction in the refrigerant, and the interior cooling branch road of car is: compressor-condenser-second electronic valve-second expansion valve-evaporator-compressor; the battery cooling branch 30 is: compressor-condenser-first electronic valve-first expansion valve-heat exchanger-compressor. When the battery cooling function is not activated, the first electronic valve is closed. The first electronic valve is opened when the battery cooling function is activated. If cooling is not required in the vehicle at this time, the second electronic valve is closed.
In an embodiment of the present invention, as shown in fig. 11a-11b and 12a-12b, the battery thermal management module includes a heater, a pump, and a media container connected in series with each other, wherein the media container is connected between a first end of the heat exchanger and a first end of the battery, and the media container is connected between a second end of the heat exchanger and a second end of the battery, the battery thermal management module further including a first temperature sensor disposed at the first end of the battery, and a second temperature sensor and a flow rate sensor disposed at the second end of the battery.
Specifically, the temperature adjustment system of the vehicle-mounted battery can heat the medium through the heating end of the semiconductor heat exchange module 3, and can also heat the medium through the heater so as to adjust the temperature of the battery 4 when the temperature of the battery is low. So as to regulate the temperature of the battery when the temperature of the battery is low. The heater can be a PTC heater and provides heating power for the battery, and the heater is not directly contacted with the battery, so that the safety, the reliability and the practicability are higher. The pump is mainly used for providing power, the medium container is mainly used for storing the medium and receiving the medium added to the temperature regulating system, and when the medium in the cooling pipeline is reduced, the medium in the medium container can be automatically replenished. The first temperature sensor is used for detecting the temperature of the inlet medium of the battery flow path, and the second temperature sensor is used for detecting the temperature of the outlet medium of the battery flow path. The flow rate sensor is used for detecting the flow rate information of the medium in the pipeline in the temperature regulating system.
According to an embodiment of the present invention, the temperature adjustment method may further include: acquiring the temperature of the battery, and judging whether the temperature of the battery is greater than a first temperature threshold value; entering a cooling mode when the temperature of the battery is greater than a first temperature threshold; when the temperature of the battery is smaller than or equal to the first temperature threshold, continuously judging whether the temperature of the battery is smaller than a second temperature threshold; and entering a heating mode when the temperature of the battery is less than a second temperature threshold value, wherein the first temperature threshold value is greater than the second temperature threshold value.
Specifically, after the vehicle is powered on, the temperature of the battery is acquired in real time and is judged. If the temperature of the battery is judged to be higher than 40 ℃, the temperature of the battery is over high at the moment, and in order to avoid the influence of the high temperature on the performance of the battery, the battery needs to be cooled and enters a cooling mode. The control controls the first electronic valve to be opened, the semiconductor heat exchange module is positively powered, and the cooling end is connected into the cooling pipeline. When the battery is cooled, the first electronic valve is opened, and the medium in the pipeline is cooled through the heat exchanger and the cooling end, so that the medium and the battery are subjected to heat exchange, and the temperature adjustment of the battery is completed.
If the temperature of the battery is lower than 0 ℃, the temperature of the battery is too low at the moment, so that the battery is required to be heated in order to avoid the influence of low temperature on the performance of the battery, the temperature adjusting system enters a heating mode to control the heater to be started, the semiconductor heat exchange module supplies power reversely, the heating end is connected into the cooling pipeline, the first electronic valve is kept in a closed state, and the medium in the cooling pipeline is heated through the heater and the heating end so as to exchange heat between the medium and the battery 4, so that the temperature adjustment of the battery is completed.
According to an embodiment of the present invention, when the cooling mode is selected, the adjusting the cooling power of the semiconductor heat exchange module according to the temperature adjustment required power P1 and the temperature adjustment actual power P2 specifically includes: judging whether the temperature regulation required power P1 is greater than the temperature regulation actual power P2; if the temperature regulation required power P1 is greater than the temperature regulation actual power P2, acquiring a power difference between the temperature regulation required power P1 and the temperature regulation actual power P2, and increasing the power of the semiconductor heat exchange module and/or the compressor according to the power difference; and if the temperature regulation required power P1 is less than or equal to the temperature regulation actual power P2, reducing the power of the semiconductor heat exchange module and/or the compressor or keeping the power of the semiconductor heat exchange module and/or the compressor unchanged.
Further, acquiring a power difference between the temperature regulation required power P1 and the temperature regulation actual power P2, and increasing the power of the semiconductor heat exchange module according to the power difference specifically comprises: and when the temperature regulation required power P1 is greater than the temperature regulation actual power P2 and the temperature of the battery is greater than a first preset temperature threshold value, controlling the semiconductor heat exchange module to operate at full refrigeration power. The first preset temperature threshold may be preset according to actual conditions, and may be, for example, 45 ℃.
When the temperature regulation required power P1 is greater than the temperature regulation actual power P2 and the temperature of the battery is less than a first preset temperature threshold value, further judging whether the temperature in the compartment reaches the set temperature of the air conditioner; and if the temperature does not reach the set temperature of the air conditioner, the refrigerating power of the semiconductor heat exchange module is increased.
When the temperature regulation required power P1 is greater than the temperature regulation actual work P2 and the temperature of the battery is greater than a first preset temperature threshold value, the opening degree of the first expansion valve is also increased, and the opening degree of the second expansion valve is reduced.
Specifically, in the process of cooling the battery, the temperature regulation required power P1 of the battery and the temperature actual power P2 information of the battery are compared, if the temperature regulation required power P1 is greater than the temperature actual power P2, whether the temperature of the battery reaches 45 ℃ (higher temperature) is judged, if the temperature of the battery reaches 45 ℃, the opening degree of the second expansion valve is reduced, the opening degree of the first expansion valve is increased to reduce the flow rate of refrigerant in the vehicle, the refrigerant flow rate of the cooling branch of the battery is increased to adjust the cooling capacity distribution of the battery cooling and the vehicle cooling, and meanwhile, the semiconductor heat exchange module is controlled to operate at full cooling power, namely, the maximum cooling power, to relieve the influence of the reduction of the vehicle cooling effect caused by the reduction of the vehicle cooling capacity, and the heat exchange fan is controlled to operate at a high rotating speed. If the temperature of the battery is not higher than 45 ℃, whether the temperature in the compartment reaches the set temperature of the air conditioner is judged, if so, the opening degree of the second expansion valve is reduced, the opening degree of the first expansion valve is increased, if the temperature in the compartment does not reach the set temperature of the air conditioner, the refrigerating capacity requirement in the vehicle is met preferentially, and at the moment, the difference value between the required temperature regulation power P1 and the actual temperature regulation power P2 is partially used for cooling, and the cooling power is provided by the semiconductor heat exchange module. In the process of starting the battery cooling function, the actual cooling power of the battery pack and the real-time cooling power information of the semiconductor heat exchange module are monitored in real time, and the opening degree between the first expansion valve and the second expansion valve is determined according to the in-vehicle cooling power demand and the battery pack cooling power demand information so as to facilitate battery cooling and refrigerant distribution of an in-vehicle cooling loop, so that the cooling power of the battery cooling branch provided by the vehicle-mounted air conditioner and the cooling power provided by the semiconductor heat exchange module are equal to the temperature regulation demand power P1 of the battery. During the cooling of the battery, if the temperature of the battery reaches 35 ℃, the cooling of the battery is completed.
The average temperature of the battery is subjected to hierarchical treatment, and the threshold values of temperature control are 40 ℃, 45 ℃ and 35 ℃. When the temperature of the battery is higher than 40 ℃, the cooling function of the battery is started, when the temperature of the battery reaches 35 ℃, the cooling of the battery is completed, and when the temperature of the battery reaches a higher temperature of 45 ℃, the cooling capacity requirement of the battery is preferentially met. In addition, when P1 is greater than P2, if the battery temperature does not exceed 45 ℃, the cooling capacity demand in the vehicle cabin is still prioritized, and if the cooling power in the vehicle cabin is already sufficient and reaches equilibrium, the vehicle air conditioner increases the battery cooling power again.
And if the P1 is less than or equal to the P2, the cooling power of the semiconductor heat exchange module can be reduced to save electric energy, or the cooling power of the semiconductor heat exchange module is kept unchanged.
According to one embodiment of the invention, during the cooling of the battery, it is determined whether the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2; if the temperature regulation required power P1 is greater than the temperature regulation actual power P2, acquiring a power difference between the temperature regulation required power P1 and the temperature regulation actual power P2, and increasing the cooling power of the air conditioner compressor according to the power difference; if the temperature regulation demand power P1 is less than or equal to the temperature regulation actual power P2, the cooling power of the air conditioner compressor is reduced or kept unchanged.
According to an embodiment of the invention, when the heating mode is adopted, the adjusting the heating power of the semiconductor heat exchange module according to the temperature adjustment required power and the temperature adjustment actual power specifically comprises the following steps: judging whether the temperature regulation required power P1 is greater than the temperature regulation actual power P2; if the temperature regulation required power P1 is greater than the temperature regulation actual power P2, acquiring a power difference between the temperature regulation required power P1 and the temperature regulation actual power P2, and increasing the heating power for the semiconductor heat exchange module according to the power difference; and if the temperature regulation required power P1 is less than or equal to the temperature regulation actual power P2, keeping the heating power of the semiconductor heat exchange module unchanged.
Further, in the heating mode, the battery is heated by the semiconductor heating module and the heater.
Specifically, when operating in the heating mode, the P1 and P2 of the battery are acquired and judged. If the P1 of the battery is larger than the P2, the power difference between the P1 and the P2 of the battery is obtained, and the power of the heater and/or the semiconductor heat exchange module is increased according to the power difference if the temperature rise of the battery cannot be completed within the target time according to the current heating power, wherein the power difference between the P1 and the P2 is larger, the power of the heater and/or the semiconductor heat exchange module is increased more, so that the temperature of the battery is increased to the target temperature within the preset time t. And if the P1 is less than or equal to P2, the heating power of the heater and/or the semiconductor heat exchange module can be reduced to save electric energy, or the power of the heater and/or the semiconductor heat exchange module can be kept unchanged. When the temperature of the battery reaches a second set temperature, for example, 10 ℃, the battery heating is completed, and the heater is controlled to stop heating. If the temperature of the battery remains below 10 c after the thermostat system enters the heating mode for a longer period of time, for example, 2 hours, the heater power is increased appropriately to allow the battery to finish warming as quickly as possible.
In the embodiment of the invention, the semiconductor heat exchange module also increases the rotating speed of the heat exchange fan when the temperature regulation required power P1 is greater than the temperature regulation actual power P2.
When the temperature adjusting system enters the heating mode or the cooling mode, if the P1 of the battery is less than or equal to P2, the rotation speed of the pump is controlled to be reduced to save electric energy or to keep the rotation speed of the pump unchanged. And if the P1 of the battery is larger than the P2, the rotating speed of the pump can be controlled to be increased in addition to controlling the cooling power increase of the air-conditioning compressor, the opening degree increase of the first regulating valve and the power of the semiconductor heat exchange module or the heater, so that the mass of the medium flowing through the cross section area of the cooling flow path in unit time can be increased, the temperature of the battery is increased, and the actual power P2 is adjusted, so that the temperature adjustment can be realized in the target time t.
According to the temperature adjusting method of the vehicle-mounted battery, the heating power and the cooling power of each battery can be accurately controlled according to the actual state of each battery, the temperature is adjusted when the temperature of the battery is too high or too low, the temperature of the battery is maintained in a preset range, and the condition that the performance of the vehicle-mounted battery is influenced by the temperature is avoided.
Furthermore, the invention proposes a non-transitory computer-readable storage medium on which a computer program is stored which, when being executed by a processor, implements the temperature adjustment method described above.
The non-transitory computer-readable storage medium of the embodiment of the invention can obtain the required power for temperature regulation and the actual power for temperature regulation of the battery, and then regulate the power of the semiconductor heat exchange module and/or the compressor according to the required power for temperature regulation and the actual power for temperature regulation so as to regulate the temperature when the temperature of the vehicle-mounted battery is too high or too low, so that the temperature of the vehicle-mounted battery is maintained in a preset range, and the condition that the performance of the vehicle-mounted battery is influenced by the too high temperature is avoided.
Fig. 14 is a block schematic diagram of a temperature regulation system of a vehicle-mounted battery according to a ninth embodiment of the invention. As shown in fig. 14, the system includes: the compressor 11, the condenser 13, an in-vehicle cooling branch 20 and a battery cooling branch 30 connected with the compressor 11, the semiconductor heat exchange module 3 and a controller (not specifically shown in the figure).
Wherein the condenser 13 is connected to the compressor 11. The battery cooling branch 30 includes a heat exchanger 2, the in-vehicle cooling branch 20 includes an evaporator 21, and the compressor 11 is connected to both the heat exchanger 2 and the evaporator 21. The semiconductor heat exchange module 3 comprises a cooling end and a heating end, the cooling end of the semiconductor heat exchange module 3 is connected with the heat exchanger 2, and the semiconductor heat exchange module 3 is used for providing cooling power for the heat exchanger 2. The battery thermal management module 1 is connected with the heat exchanger 2 to form a heat exchange flow path. The controller is respectively connected with the semiconductor heat exchange module 3, the battery heat management module 1 and the compressor 11, and is used for acquiring temperature regulation required power P1 and temperature regulation actual power P2 of the battery and regulating the refrigeration power of the semiconductor heat exchange module 3 and/or the compressor 11 according to the temperature regulation required power P1 and the temperature regulation actual power P2.
Further, in the embodiment of the present invention, as shown in fig. 14, the cooling end of the semiconductor heat exchange module 3 may be connected in parallel with the heat exchanger; as shown in fig. 15a-15b, the cooling side of the semiconductor heat exchange module 3 may also be in series with the heat exchanger 2. The semiconductor heat exchange module 3 further comprises a heat exchange fan 301 with a heating end connected, and the heat exchange fan 301 is used for exhausting air to the outside of the carriage.
Specifically, the semiconductor module 3 has a heating end and a cooling end. The heating end of the semiconductor heat exchange module 3 is provided with a heat exchange fan 301 for exhausting air to the outside of the carriage. The heat exchanger 2 may be a plate heat exchanger, and as shown in fig. 14 and 15a-15b, the heat exchanger 2 has two channels, wherein a first channel is connected to the compressor 11, a second channel is connected to the battery thermal management module 1, a refrigerant flows through the first channel, and a medium flows through the second channel.
The compressor 11 and the condenser 12 form an air-conditioning refrigeration branch 10, the evaporator 12, the second expansion valve 25 and the second electronic valve 24 form an in-vehicle cooling branch 20, and the heat exchanger 2, the first expansion valve 15 and the first electronic valve 14 form a battery cooling branch 30.
When cooling the battery, the cooling side may be connected in parallel with the heat exchanger as shown in fig. 14, or in series between the heat exchanger 2 and the first expansion valve 15 as shown in fig. 15a, or in series between the heat exchanger 2 and the compressor 11 as shown in fig. 15 b.
The vehicle air conditioner interior (compressor 11) is divided into 2 independent cooling branches, namely, an in-vehicle cooling branch 20 and a battery cooling branch 30, starting from the condenser 12. The in-vehicle cooling branch 20 mainly supplies cooling power to the space in the vehicle compartment through the evaporator 12, and the battery cooling branch mainly supplies cooling power to the battery 4 through the heat exchanger 2. The cooling power of the battery cooling branch mainly has 2 sources, wherein one of the cooling power is that the refrigerant of the compressor 11 flows into the heat exchanger 2 to provide the cooling power for the heat exchanger 2, and the other cooling power is that the cooling end of the semiconductor heat exchange module 3 performs refrigeration to provide the cooling power for the heat exchanger 2. The first and second electronic valves 14 and 24 are used to control the opening and closing of the battery cooling branch 30 and in-vehicle cooling branch 20, respectively. The first expansion valve 15 and the second expansion valve 25 may be used to control the flow rates of the battery cooling branch 30 and the in-vehicle cooling branch 20 and the refrigerant, respectively, so as to control the cooling powers of the battery cooling branch 30 and the in-vehicle cooling branch 20, respectively.
When the cooling function of the battery 4 is started, the refrigerant has 2 flowing directions, and the in-vehicle cooling branch 20 is: compressor 11-condenser 13-second electronic valve 24-second expansion valve 25-evaporator 12-compressor 11; in fig. 14, the battery cooling branch 30 is: compressor 11-condenser 13-first electrovalve 14-first expansion valve 15-heat exchanger 2-compressor 11. After the refrigerant passes through the heat exchanger 2, the temperature is reduced, and after the battery medium passes through the heat exchanger 2, the temperature is reduced, so that cooling power is provided for cooling the battery. Simultaneously, the cooling end also can provide cooling power for the battery, and the flow direction of the refrigerant in the semiconductor cooling branch is: cool end-heat exchanger 2-cool end. After the refrigerant flows through the heat exchanger 2, the temperature of the heat exchanger 2 is reduced, the temperature of the refrigerant is raised, the semiconductor heat exchange module 3 cools part of the refrigerant with higher temperature and then flows through the heat exchanger 2 again, so that the temperature of the heat exchanger 2 is reduced, and when the battery medium flows through the heat exchanger 2, the temperature of the medium is reduced. Therefore, the semiconductor heat exchange module improves the refrigeration power of the battery cooling loop.
In the solution shown in fig. 15a-15b, the cooling end is directly connected to the battery cooling branch 30, and the semiconductor heat exchange module 3 and the heat exchanger 2 are connected in series. In fig. 15a, the temperature of the refrigerant first decreases after passing through the cooling end of the semiconductor heat exchange module 3, and then passes through the heat exchanger 2, so that the cooling power of the battery cooling branch 30 is higher. In fig. 15b, the refrigerant first passes through the heat exchanger 2, so that the temperature of the refrigerant is increased, and then the refrigerant flows through the cooling end, so that the temperature of the refrigerant is decreased, the refrigeration power of the air conditioning system is increased, and the refrigeration burden of the vehicle-mounted air conditioner is reduced.
During the process of cooling and/or heating the battery, the controller also obtains the temperature adjustment required power P1 and the temperature adjustment actual power P2 of the battery in real time, wherein the temperature adjustment required power P1 is to adjust the temperature of the battery to a set target temperature within a target time, and the power required to be supplied to the battery 4 is obtained, and the battery temperature adjustment actual power P2 is the actual power obtained by the battery 4 when the battery is currently adjusted in temperature, and the target temperature and the target time are set values, and can be preset according to the actual situation of the vehicle-mounted battery, for example, when the battery is cooled, the target temperature can be set to about 35 ℃, when the battery is heated, the target temperature can be set to 10 ℃, and the target time can be set to 1 hour. The controller can adjust the refrigeration power of the semiconductor heat exchange module 3 and/or the compressor 11 according to the P1 and the P2, so that the temperature of the vehicle-mounted battery can be maintained in a preset range by adjusting the temperature of the battery 4 within a target time, and the situation that the performance of the vehicle-mounted battery is influenced by overhigh temperature is avoided.
In an embodiment of the present invention, as shown in fig. 14 and 15a-15b, the battery thermal management module 1 may include: the pump 12, the first temperature sensor 14, the second temperature sensor 15 and the flow rate sensor 16 are arranged on the heat exchange flow path, and the pump 12, the first temperature sensor 14, the second temperature sensor 15 and the flow rate sensor 16 are connected with the controller; wherein: the pump 12 is used for providing power to make the medium in the heat exchange flow path flow; the first temperature sensor 14 is for detecting an inlet temperature of the medium flowing into the vehicle-mounted battery; the second temperature sensor 15 is for detecting the outlet temperature of the medium flowing out of the vehicle-mounted battery; the flow rate sensor 16 detects the flow rate of the medium in the heat exchange flow path.
Further, the battery thermal management module 1 may further include a medium container 13 disposed on the heat exchange flow path, and the medium container 13 is used for storing and supplying a medium to the heat exchange flow path. The battery thermal management module 1 may further include: and the heater 11 is connected with the controller and used for heating the medium in the heat exchange flow path.
It is understood that the temperature regulation system of the vehicle-mounted battery can regulate the temperature of the battery 4 when the battery temperature is low, in addition to heating the medium by the heater 11, as shown in fig. 14 and 15a-15 b. The heater 11 CAN be a PTC heater, so as to perform CAN communication with the battery thermal management controller, provide heating power for the temperature regulation system of the vehicle-mounted battery, and be controlled by the battery thermal management controller, and the heater 11 is not directly contacted with the battery 4, so that the safety, reliability and practicability are higher. The pump 12 is primarily intended to provide power and the medium reservoir 13 is primarily intended to store medium and to receive medium to be added to the temperature regulation system, the medium in the medium reservoir 13 being automatically replenished when the medium in the temperature regulation system decreases. The first temperature sensor 14 is arranged to detect the temperature of the cell flow inlet medium and the second temperature sensor 15 is arranged to detect the temperature of the cell flow outlet medium. Flow sensor 16 is used to sense flow rate information of the medium in the conduit of the temperature regulated system.
How the controller obtains the temperature-regulation required power P1 and the temperature-regulation actual power P2 of the battery 4 is described below with reference to specific examples.
According to an embodiment of the invention, the controller may be configured to obtain a first parameter when the battery is turned on for temperature adjustment and generate a first temperature adjustment required power of the battery according to the first parameter, and obtain a second parameter when the battery is temperature adjusted and generate a second temperature adjustment required power of the battery according to the second parameter, and generate a temperature adjustment required power P1 of the battery according to the first temperature adjustment required power of the battery and the second temperature adjustment required power of the battery, respectively.
Further, according to an embodiment of the present invention, the first parameter is an initial temperature and a target temperature at which temperature adjustment of the battery 4 is turned on and a target time T from the initial temperature to the target temperature, and the first temperature difference Δ T between the initial temperature and the target temperature is obtained1And according to the first temperature difference DeltaT1And the target time t generates the first temperature regulation required power.
Further, the controller generates the first temperature regulation required power by the following formula (1):
ΔT1*C*M/t (1)，
wherein, Delta T1Is a first temperature difference between the initial temperature and the target temperature, t is the target time, C is the specific heat capacity of the battery 4, and M is the mass of the battery 4.
The second parameter is an average current I of the battery 4 in a preset time, and the battery thermal management module 1 generates a second temperature regulation required power according to the following formula (2):
I2*R， (2)，
where I is the average current and R is the internal resistance of the battery 4.
Specifically, the charge and discharge current parameters of the battery 4 may be detected by a current hall sensor and the battery manager may estimate the average current of the battery 4 based on the current parameters of the battery 4 over a period of time.
When cooling battery 4, P1 ═ Δ T1*C*M/t+I2R; when the battery 4 is heated, P1 ═ Δ T1*C*M/t-I2*R。
According to an embodiment of the invention, the controller further generates a second temperature difference Δ T based on the inlet temperature detected by the first temperature sensor 14 and the outlet temperature detected by the second temperature sensor 152And according to the second temperature difference DeltaT of each battery2And the flow rate v detected by the flow rate sensor 16 generates the temperature-regulated actual power P2 of the battery.
Further, according to an embodiment of the present invention, the temperature-adjusted actual power P2 is generated according to the following formula (3):
ΔT2*c*m， (3)
wherein, Delta T2And c is the specific heat capacity of the medium in the flow path, m is the mass of the medium flowing through the cross-sectional area of the flow path in unit time, wherein m is v ρ s, v is the flow velocity of the medium, ρ is the density of the medium, and s is the cross-sectional area of the flow path.
Specifically, after the vehicle is powered on, the battery manager judges whether the battery 4 needs to be temperature-regulated according to the battery temperature, if the battery 4 needs to be temperature-regulated, the information for starting the temperature regulation function is sent to the vehicle-mounted air conditioner controller through the CAN communication, the vehicle-mounted air conditioner controller forwards the information to the battery thermal management controller, and the battery thermal management controller controls the pump 12 to start working at a default rotating speed (such as a low rotating speed).
Then, the battery manager obtains an initial temperature (i.e., a current temperature) of the battery 4, a target temperature, and a target time t from the initial temperature to the target temperature, where the target temperature and the target time t may be preset according to an actual situation, and calculates a first temperature adjustment required power of the battery 4 according to formula (1). Meanwhile, the battery manager obtains the average current I of the battery 4 within a preset time, and calculates a second temperature regulation required power of the battery 4 according to the formula (2). Then, the battery manager calculates a temperature adjustment required power P1 (required power that adjusts the temperature of the battery 4 to a target temperature for a target time) from the first temperature adjustment required power and the second temperature adjustment required power of the battery 4, where P1 ═ Δ T when the battery 4 is cooled 1*C*M/t+I2R, when heating the battery 4, P1 ═ Δ T1*C*M/t-I2R. Then, the battery thermal management controller acquires temperature information detected by the first temperature sensor 14 and the second temperature sensor 15, acquires flow rate information detected by the flow rate sensor 16, and calculates the temperature-adjusted actual power P2 of the battery 4 according to equation (3).
According to an embodiment of the present invention, the controller may be further configured to obtain a temperature of the battery, and determine whether the temperature of the battery is greater than a first temperature threshold or less than a second temperature threshold, wherein when the temperature of the battery is greater than the first temperature threshold, the cooling mode is entered; and entering a heating mode when the temperature of the battery is less than a second temperature threshold, wherein the first temperature threshold is greater than the second temperature threshold. The first temperature threshold and the second temperature threshold may be preset according to actual conditions, for example, the first temperature threshold may be 40 ℃, and the second temperature threshold may be 0 ℃.
Specifically, after the vehicle is powered on, the battery manager acquires the temperature of the battery in real time and judges the temperature. If the temperature of the battery is higher than 40 ℃, which indicates that the temperature of the battery 4 is too high at this time, in order to avoid the influence of the high temperature on the performance of the battery 4, the temperature of the battery 4 needs to be reduced, the temperature regulation system enters a cooling mode, and the vehicle-mounted air conditioner controller controls the first electronic valve 14 to be opened. The flow direction of the media in fig. 14 and fig. 15a-15b is: heat exchanger 2-heater 11 (off) -pump 12-first temperature sensor 14-battery 4-second temperature sensor-15-flow rate sensor 16-medium container 13-heat exchanger 2. The medium in the pipeline is cooled through the heat exchanger 2 and the cooling end, so that the medium exchanges heat with the battery 4, and the temperature adjustment of the battery is completed.
If the temperature of the battery 4 is lower than 0 ℃, which means that the temperature of the battery 4 is too low at this time, in order to avoid the low temperature from affecting the performance of the battery 4, the temperature of the battery 4 needs to be raised, the temperature regulating system enters a heating mode, the battery thermal management controller controls the heater 11 to be turned on, and the vehicle air conditioning controller keeps the first electronic valve 14 in a closed state, and the medium flow directions in fig. 14 and fig. 15a-15b are as follows: heat exchanger 2-heater 11 (on) -pump 12-first temperature sensor 14-battery 4-second temperature sensor-15-flow sensor 16-medium container 13-heat exchanger 2. The medium in the cooling pipe is heated by the heater 11 to perform heat exchange with the battery 4, thereby completing temperature adjustment of the battery.
The following describes how the controller adjusts the cooling power of the semiconductor heat exchange module and/or the compressor according to the temperature adjustment demand power P1 and the temperature adjustment actual power P2 in conjunction with specific embodiments.
According to an embodiment of the present invention, when in the cooling mode, the controller obtains a power difference between the temperature adjustment required power P1 and the temperature adjustment actual power P2 when the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2, and increases the cooling power of the semiconductor heat exchange module 3 and/or the compressor according to the power difference, and decreases the cooling power of the semiconductor heat exchange module 3 and/or the compressor or keeps the cooling power of the semiconductor heat exchange module 3 and/or the compressor unchanged when the temperature adjustment required power P1 is less than or equal to the temperature adjustment actual power P2.
Further, the controller controls the semiconductor heat exchange module 3 to operate at full cooling power when the temperature regulation required power P1 is greater than the temperature regulation actual power P2, and the temperature of the battery is greater than the first preset temperature threshold value. The first preset temperature threshold may be preset according to actual conditions, and may be, for example, 45 ℃.
And if the temperature regulation required power P1 is greater than the temperature regulation actual power P2 and the temperature of the battery is less than the first preset temperature threshold, the controller also increases the refrigerating power of the semiconductor heat exchange module 3 when the temperature in the vehicle cabin does not reach the air-conditioning set temperature.
When the temperature regulation required power P1 is greater than the temperature regulation actual power P2 and the temperature of the battery is greater than the first preset temperature threshold value, the on-board air conditioning controller further increases the opening degree of the first expansion valve 15 while decreasing the opening degree of the second expansion valve 25 to decrease the cooling power of the in-vehicle cooling branch passage 20 while increasing the cooling power opening degree of the battery cooling branch passage 30.
Specifically, if the vehicle-mounted air conditioner controller receives the battery cooling function starting information sent by the battery manager, the battery cooling function is started, and the vehicle-mounted air conditioner sends the battery cooling function starting information to the battery thermal management controller and the semiconductor heat exchange module 3. The vehicle-mounted air conditioner controller receives the temperature regulation required power P1 of the battery sent by the battery manager and forwards the information to the battery thermal management controller and the semiconductor heat exchange module 3. During the cooling of the battery, the on-board air conditioning controller controls the first electronic valve 14 to open. The vehicle-mounted air conditioner controller receives the water temperature information sent by the battery thermal management controller and the actual temperature regulation power P2 of the battery and forwards the information to the battery manager and the semiconductor controller. In the process of cooling the battery, the vehicle-mounted air conditioner controller compares the temperature regulation required power P1 of the battery with the temperature actual power P2 information of the battery, if the temperature regulation required power P1 is greater than the temperature actual power P2, whether the temperature of the battery reaches 45 ℃ (higher temperature) is judged, if the temperature of the battery reaches 45 ℃, the vehicle-mounted air conditioner reduces the opening degree of the second expansion valve 15, increases the opening degree of the first expansion valve 25 to reduce the flow rate of the refrigerant in the vehicle, increases the flow rate of the refrigerant of a cooling branch of the battery to adjust the cooling capacity distribution of the battery cooling and the cooling capacity in the vehicle, and simultaneously, the semiconductor controller controls the semiconductor heat exchange module 3 to operate at full cooling power, namely, the maximum cooling power to relieve the influence of the reduction of the cooling effect in the vehicle caused by the reduction of the cooling capacity in the vehicle, and controls the heat exchange fan to operate at a high rotating speed. If the temperature of the battery is not higher than 45 ℃, whether the temperature in the compartment reaches the set temperature of the air conditioner is judged, if so, the vehicle-mounted air conditioner controller reduces the opening degree of the second expansion valve 25 and increases the opening degree of the first expansion valve 15, if the temperature in the compartment does not reach the set temperature of the air conditioner, the requirement of the cooling capacity in the vehicle is preferentially met, and at the moment, the difference value between the required temperature regulation power P1 and the actual temperature regulation power P2 is partially used for cooling, and the cooling power is provided by the semiconductor heat exchange module 3. In the process of starting the battery cooling function, the vehicle-mounted air conditioner controller monitors the actual cooling power of the battery pack and the real-time cooling power information of the semiconductor heat exchange module in real time, and determines the opening degree between the first expansion valve 15 and the second expansion valve 25 according to the vehicle-mounted cooling power demand and the battery pack cooling power demand information so as to facilitate the cooling of the battery and the refrigerant distribution of a vehicle-mounted cooling loop, so that the cooling power of the battery cooling branch provided by the vehicle-mounted air conditioner and the cooling power provided by the semiconductor heat exchange module 3 are equal to the temperature regulation demand power P1 of the battery. In the battery cooling process, if the vehicle-mounted air conditioner receives the battery cooling completion information sent by the battery manager, namely the temperature of the battery reaches 35 ℃, the vehicle-mounted air conditioner forwards the battery cooling completion information to the battery thermal management controller, and the battery cooling is completed.
The average temperature of the battery is subjected to hierarchical treatment, and the threshold values of temperature control are 40 ℃, 45 ℃ and 35 ℃. When the temperature of the battery is higher than 40 ℃, the cooling function of the battery is started, when the temperature of the battery reaches 35 ℃, the cooling of the battery is completed, and when the temperature of the battery reaches a higher temperature of 45 ℃, the vehicle-mounted air conditioner preferentially meets the cooling capacity requirement of the battery. In addition, when P1 is greater than P2, if the battery temperature does not exceed 45 ℃, the cooling capacity demand in the vehicle cabin is still prioritized, and if the cooling power in the vehicle cabin is already sufficient and reaches equilibrium, the vehicle air conditioner increases the battery cooling power again. And if the P1 is less than or equal to the P2, the vehicle air conditioner may reduce the cooling power of the compressor, or the semiconductor heat exchange module 3 may reduce the cooling power to save electric energy, or the cooling power of the compressor and the semiconductor heat exchange module 3 may be kept unchanged.
It is understood that if the in-vehicle cooling is not opened, the second regulating valve 51 is closed and the second fan 502 is not operated.
According to an embodiment of the present invention, when being the heating mode, the controller obtains a power difference between the temperature adjustment required power P1 and the temperature adjustment actual power P2 when the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2, and increases the power of the heater 11 for heating the battery according to the power difference, and keeps the power of the heater 11 constant when the temperature adjustment required power P1 is less than or equal to the temperature adjustment actual power P2.
Specifically, when operating in the heating mode, battery thermal management module 1 takes and makes determinations about P1 and P2 of battery 4. If P1 of the battery 4 is greater than P2, which means that if the temperature rise of the battery 4 cannot be completed within the target time according to the current heating power, the battery thermal management module 1 obtains the power difference between P1 and P2 of the battery 4 and increases the power of the heater 11 according to the power difference, wherein the greater the power difference between P1 and P2, the more the power of the heater 11 is increased so that the temperature of the battery 4 is raised to the target temperature within the preset time t. Whereas, if P1 is less than or equal to P2, the heating power of the heater 11 may be reduced to save electric power, or the power of the heater 11 may be kept constant. When the temperature of the battery reaches a second set temperature, for example, 10 ℃, the heating of the battery 4 is completed, and the battery manager sends a message for turning off the temperature regulation function to the battery thermal management controller through the CAN communication to control the heater 11 to stop heating. If the temperature of the battery 4 remains below 10 c after the thermostat system enters the heating mode for a longer period of time, for example, 2 hours, the battery thermal management controller increases the power to the heater 11 appropriately to allow the battery 4 to finish warming as quickly as possible.
In the embodiment of the invention, the controller also increases the rotating speed of the heat exchange fan when the temperature regulation required power P1 is greater than the temperature regulation actual power P2.
Further, according to an embodiment of the present invention, the controller is further configured to decrease the rotation speed of the pump 12 or keep the rotation speed of the pump 12 constant when the temperature-regulation required power P1 is less than or equal to the temperature-regulation actual power P2, and increase the rotation speed of the pump 12 when the temperature-regulation required power P1 is greater than the temperature-regulation actual power P2.
Specifically, when the temperature regulation system enters the heating mode or the cooling mode, if P1 of the battery 4 is less than or equal to P2, the battery thermal management module 1 controls the rotational speed of the pump 12 to be reduced to save electric power or keep the rotational speed of the pump 12 constant. And if P1 of the battery 4 is greater than P2, the rotation speed of the pump 12 may be controlled to be increased in addition to the increase in the cooling power of the air conditioner compressor, the increase in the opening degree of the first expansion valve 15, and the power of the semiconductor heat exchange module 3 or the heater 11 to increase the mass of the medium flowing through the cross-sectional area of the cooling flow path per unit time, thereby increasing the temperature adjustment actual power P2 of the battery 4 to achieve temperature adjustment within the target time t.
The specific process of battery temperature regulation for the system shown in fig. 14 and 15a-15b is described below in conjunction with specific embodiments.
1. And cooling the battery, wherein the cooling power is provided by the air conditioner compressor and the semiconductor heat exchange module. The compressor and the semiconductor heat exchange module cool the refrigerant. The refrigerant passes through the heat exchanger to reduce the temperature of the heat exchanger.
The temperature of the medium of the battery cooling loop is reduced after passing through the heat exchanger, and cooling power is provided for the battery.
(1) Battery cooling and in-vehicle cooling initial power distribution
And setting the required battery cooling power as P1, the actual battery cooling power as P2, P3 as the maximum cooling power of the semiconductor heat exchange module, P6 as the in-vehicle cooling power, and P7 as the maximum cooling power of the compressor.
When the sum of the power of the battery cooling demand power P1 and the power of the vehicle interior cooling demand power P6 is smaller than or equal to the maximum cooling power P7 of the compressor, namely P1+ P6 is smaller than or equal to P7, P1 is smaller than P7, P6 is smaller than P7, the compressor operates according to the cooling power P1+ P6. And simultaneously, the opening degree of the second expansion valve is controlled so that the in-vehicle cooling power is P6. The opening degree of the first expansion valve is controlled so that the battery cooling power is P1.
When P7 is more than P1+ P6 and less than or equal to P7+ P3, Pe is P1+ P6-P7, Pf is P1+ P6-P3, the compressor operates according to the maximum refrigerating power P7, and the semiconductor heat exchange module operates according to the cooling power Pe. The cooling power of the battery cooling branch is P1, and the power of the in-vehicle cooling branch is P6. Or the semiconductor heat exchange module is operated according to the maximum cooling power P3, and the compressor is operated according to the cooling power Pf. While the opening degree of the second expansion valve is controlled so that the in-vehicle cooling capacity becomes P6, the opening degree of the first expansion valve is controlled so that the battery cooling capacity becomes P1.
When P1+ P6 is greater than P7+ P3, whether the temperature of the battery is greater than 45 ℃ is judged, if the temperature of the battery is greater than 45 ℃, cooling power is preferentially provided for cooling the battery, the compressor operates according to the maximum cooling power P7, the semiconductor heat exchange module operates according to the maximum cooling power P3, and meanwhile the rotating speed of the heat exchange fan is increased. The opening degree of the first expansion valve is increased so that the cooling capacity of the battery cooling branch is P1, and the opening degree of the second expansion valve is decreased so that the in-vehicle cooling branch capacity becomes P7+ P3-P1. If the battery temperature is not higher than 45 ℃ and the temperature in the vehicle does not reach the set temperature, cooling power is preferentially provided for the vehicle, the compressor runs according to the maximum cooling power P7, the semiconductor heat exchange module runs according to the maximum cooling power P3, and meanwhile the rotating speed of the heat exchange fan is increased. The opening degree of the second expansion valve is increased so that the cooling capacity of the in-vehicle cooling branch is P6, and the opening degree of the second expansion valve is decreased so that the cooling capacity of the battery cooling branch is P7+ P3-P6. If the temperature in the vehicle has reached the set temperature, the cooling power of the battery is preferentially satisfied. Meanwhile, the rotating speed of a pump in a battery cooling loop can be increased, and the heat exchange power is improved.
(2) Power distribution during battery cooling
If P1 is more than P2, Pc is P1-P2, P1+ P6+ Pc is less than P7, the compressor increases the cooling power Pc, and simultaneously increases the opening degree of the first expansion valve, and increases the rotation speed of the heat exchange fan and the pump, so as to increase the cooling power of the battery.
If P1 is more than P2, Pc is P1-P2, P7 is more than P1+ P6+ Pc is less than or equal to P7+ P3, Pg is P1+ P6+ Pc-P7, and Ph is P1+ P6+ Pc-P3, the compressor operates according to the maximum refrigerating power P7, and the semiconductor ventilation module operates according to the cooling power Pg. Or the compressor is operated at a cooling power Ph and the semiconductor ventilation module is operated at a maximum cooling power P3. Or the compressor is operated at the maximum cooling power P7, the semiconductor heat exchange module increases the cooling power Pc. Or the compressor increases the cooling power Pc, and the semiconductor heat exchange module operates according to the maximum cooling power P3. Or the cooling power of the compressor is not changed, and the cooling power of the semiconductor heat exchange module is increased by Pc. Or the cooling power of the compressor is increased by Pc, and the cooling power of the semiconductor heat exchange module is unchanged. Or the cooling power of the compressor is increased by 0.5Pc, and the cooling power of the semiconductor heat exchange module is increased by 0.5 Pc. Or the cooling power is increased according to the ratio of the maximum cooling power of the compressor and the maximum cooling power of the semiconductor heat exchange module respectively in proportion. Meanwhile, the opening degree of the first expansion valve is increased, the rotating speed of the heat exchange fan and the rotating speed of the pump are increased, and the cooling power of the battery cooling branch is increased by Pc.
If P1 is more than P2, Pc is P1-P2, and P1+ P6+ Pc is more than P7+ P3, the compressor operates according to the maximum cooling power P7, meanwhile, the semiconductor heat exchange module operates according to the maximum cooling power P3, meanwhile, the rotating speed of the fan is increased, and the rotating speed of the pump is increased through the battery heat management heat exchange module, so that the heat exchange power is increased. At the moment, whether the temperature of the battery is higher than 45 ℃ is judged, if the temperature of the battery is higher than 45 ℃, cooling power is preferentially provided for cooling the battery, the compressor operates according to the maximum cooling power P7, the semiconductor heat exchange module operates according to the maximum cooling power P3, and meanwhile the rotating speed of the fan is increased. The opening degree of the first expansion valve is increased, so that the cooling power of the battery cooling branch is P1+ Pc, the opening degree of the second expansion valve is reduced, the power of the in-vehicle cooling branch is P7+ P3-P1-Pc, the rotating speed of the control pump is increased, the rotating speed of the heat exchange fan is increased, and the cooling power of the battery cooling branch is increased by Pc. If the battery temperature is not higher than 45 ℃ and the temperature in the vehicle does not reach the set temperature, cooling power is preferentially provided for the vehicle, the compressor runs according to the maximum cooling power P7, the semiconductor heat exchange module runs according to the maximum cooling power P3, and meanwhile the rotating speed of the heat exchange fan is increased. The opening degree of the second expansion valve is increased so that the cooling capacity of the in-vehicle cooling branch is P6, and the opening degree of the first expansion valve is decreased so that the cooling capacity of the battery cooling branch is P7+ P3-P6. If the temperature in the vehicle has reached the set temperature, the cooling power of the battery is preferentially satisfied.
If P1 is not more than P2 and Pc is P2-P1, the refrigeration power of the compressor is maintained unchanged, the refrigeration power of the semiconductor is maintained unchanged, or the refrigeration power of the compressor is reduced, the cooling power of the semiconductor heat exchange module is reduced, or the opening degree of the first expansion valve is reduced, or the rotating speed of the heat exchange fan and the pump is reduced, so that the cooling power of the battery cooling branch loop is reduced by Pc.
2. When the battery heating function is started, the semiconductor heat exchange module does not work.
The heating power of the battery heating circuit is the heating power which is increased in temperature of the medium by flowing through the PTC heater.
(1) Let the battery heating demand power be P1, the battery actual heating power be P2, and P5 be the maximum heating power of the PTC heater.
If P1 is less than or equal to P5, the PTC heater provides heating power for the battery according to the heating power P1.
If P1 is greater than P5, the PTC heater provides heating power for the battery according to the maximum heating power P5, and meanwhile the battery thermal management heat exchange module increases the rotating speed of the pump to increase the heat exchange power.
(2) In the heating process, if P1 is not more than P2 and Pc is P2-P1, the heating power of the PTC heater is reduced by Pc, and meanwhile, the battery thermal management heat exchange module reduces the rotating speed of the pump to save electric energy or keep the current heating power unchanged.
In the heating process, if P1 is more than P2, Pc is P1-P2, and P1+ Pc is less than or equal to P5, the PTC heater increases the heating power Pc, and the battery thermal management module controls the rotating speed of the pump to be increased so as to increase the heating power of the battery.
If P1 is more than P2, Pc is P1-P2, and P5 is more than P1+ Pc, the PTC heater operates according to the maximum heating power P5, and the battery thermal management heat exchange module increases the rotating speed of the pump to increase the heat exchange power.
According to the temperature adjusting system of the vehicle-mounted battery, the temperature adjusting required power and the temperature adjusting actual power of the battery are obtained through the battery thermal management module, and the refrigerating power of the semiconductor heat exchange module or the heating power of the heater is adjusted according to the temperature adjusting required power and the temperature adjusting actual power. Therefore, when the temperature of the vehicle-mounted battery is too high or too low, the temperature of the battery can be adjusted according to the actual condition of the vehicle-mounted battery, so that the temperature of the vehicle-mounted battery is maintained in a preset range, and the condition that the performance of the vehicle-mounted battery is influenced due to too high or too low temperature is avoided.
Fig. 16 is a flowchart of a temperature adjustment method of a vehicle-mounted battery according to a ninth embodiment of the invention. As shown in fig. 14, the vehicle-mounted battery temperature adjustment system includes a compressor; a condenser connected to the compressor; the system comprises an in-vehicle cooling branch and a battery cooling branch, wherein the in-vehicle cooling branch and the battery cooling branch are connected with a compressor, the battery cooling branch comprises a heat exchanger, and the in-vehicle cooling branch comprises an evaporator; the semiconductor heat exchange module comprises a cooling end and a heating end, the cooling end of the semiconductor heat exchange module is connected with the heat exchanger, and the semiconductor heat exchange module is used for providing cooling power for the heat exchanger; and the battery thermal management module is connected with the heat exchanger to form a heat exchange flow path. As shown in fig. 16, the temperature adjustment method of the vehicle-mounted battery includes the steps of:
And S1' obtaining the temperature regulation required power P1 of the battery.
Further, according to an embodiment of the present invention, the obtaining the temperature adjustment required power P1 of the battery specifically includes: the method comprises the steps of obtaining a first parameter when the starting temperature of the battery is adjusted, and generating a first temperature adjustment required power of the battery according to the first parameter. And acquiring a second parameter of the battery during temperature adjustment, and generating a second temperature adjustment required power of the battery according to the second parameter. The temperature regulation required power P1 of the battery is generated based on the first temperature regulation required power of the battery and the second temperature regulation required power of the battery.
Further, according to an embodiment of the present invention, the first parameters are an initial temperature and a target temperature when the battery is turned on and a target time t from the initial temperature to the target temperature, and the generating the first temperature adjustment required power of the battery according to the first parameters specifically includes:a first temperature difference Delta T between an initial temperature and a target temperature is obtained1. According to the first temperature difference Delta T1And the target time t generates the first temperature regulation required power.
Still further, according to an embodiment of the present invention, the first temperature regulation required power is generated by the following formula (1):
ΔT1*C*M/t， (1)
Wherein, Delta T1Is a first temperature difference between an initial temperature and a target temperature, t is a target time, C is a specific heat capacity of the battery, and M is a mass of the battery.
According to one embodiment of the invention, the second parameter is an average current I of the battery cell in a preset time, and the second temperature regulation required power of the battery is generated by the following formula (2):
I2*R， (2)
wherein I is the average current and R is the internal resistance of the battery.
Wherein when cooling the battery, P1 is delta T1*C*M/t+I2R; when the battery is heated, P1 ═ Δ T1*C*M/t-I2*R。
And S2' obtaining the temperature-regulated actual power P2 of the battery.
According to an embodiment of the present invention, the obtaining the temperature-regulated actual power P2 of the battery specifically includes: the inlet temperature and the outlet temperature of the flow path for adjusting the battery temperature are acquired, and the flow velocity v of the medium flowing into the flow path is acquired. Generating a second temperature difference Δ T according to an inlet temperature and an outlet temperature of a flow path of the battery2. According to the second temperature difference Delta T of the battery2And the flow rate v generates a temperature regulated actual power P2.
Further, according to an embodiment of the present invention, the temperature-adjusted actual power P2 is further generated according to the following formula (3):
ΔT2*c*m， (3)
wherein, Delta T2And c is the specific heat capacity of the medium in the flow path, m is the mass of the medium flowing through the cross-sectional area of the flow path in unit time, wherein m is v ρ s, v is the mass of the medium The flow velocity ρ is the density of the medium and s is the cross-sectional area of the flow path.
And S3' adjusting the refrigeration power of the semiconductor heat exchange module and/or the compressor according to the temperature adjustment required power P1 and the temperature adjustment actual power P2.
Further, in the embodiment of the present invention, as shown in fig. 14, the semiconductor heat exchange module 3 includes a cooling end and a heating end, and the cooling end of the semiconductor heat exchange module may be connected in parallel with the heat exchanger; as shown in fig. 15a-15b, the semiconductor heat exchange module may also be in series with a heat exchanger. The semiconductor heat exchange module further comprises a heat exchange fan 301 connected with the cooling end or the heating end, and the heat exchange fan is used for exhausting air to the outside of the carriage.
Specifically, the semiconductor module has a heating end and a cooling end. And a heat exchange fan is arranged at the heating end or the cooling end of the semiconductor heat exchange module and used for exhausting air to the outside of the carriage. The heat exchanger may be a plate heat exchanger, and as shown in fig. 14 and 15a-15b, the heat exchanger has two passes, wherein a first pass is connected to the compressor, a second pass is connected to the battery thermal management module, a coolant flows through the first pass, and a medium flows through the second pass.
The compressor and the condenser form an air conditioner refrigeration branch, the evaporator, the second expansion valve and the second electronic valve form an in-vehicle cooling branch, and the heat exchanger, the first expansion valve and the first electronic valve form a battery cooling branch.
When cooling the battery, the cooling side may be connected in parallel with the heat exchanger as shown in fig. 14, or in series between the heat exchanger and the first expansion valve as shown in fig. 15a, or in series between the heat exchanger and the compressor as shown in fig. 15 b.
The interior of the vehicle-mounted air conditioner is divided into 2 independent cooling branches from the condenser, namely an in-vehicle cooling branch and a battery cooling branch. The in-vehicle cooling branch mainly provides refrigeration power for the space in the carriage through the evaporator, and the battery cooling branch mainly provides refrigeration power for the battery through the heat exchanger. The cooling power of the battery cooling branch mainly has 2 sources, wherein one source is that a refrigerant of the compressor flows into the heat exchanger to provide cooling power for the heat exchanger, and the other source is that the cooling end of the semiconductor heat exchange module refrigerates to provide cooling power for the heat exchanger 2. The first electronic valve and the second electronic valve are respectively used for controlling the opening and closing of the battery cooling branch and the in-vehicle cooling branch. The first expansion valve and the second expansion valve can be respectively used for controlling the flow of the battery cooling branch, the in-vehicle cooling branch and the refrigerant so as to respectively control the cooling power of the battery cooling branch and the in-vehicle cooling branch.
When the cooling function of battery starts, there is a flow direction in the refrigerant, and the interior cooling branch road of car is: compressor-condenser-second electronic valve-second expansion valve-evaporator-compressor; in fig. 14, the battery cooling branch is: compressor-condenser-first electronic valve-first expansion valve-heat exchanger-compressor. The temperature of the refrigerant is reduced after the refrigerant passes through the heat exchanger, and the temperature of the battery medium is reduced after the battery medium passes through the heat exchanger, so that cooling power is provided for cooling the battery. Simultaneously, the cooling end also can provide cooling power for the battery, and the flow direction of the refrigerant in the semiconductor cooling branch is: cooling side-heat exchanger-cooling side. After the refrigerant flows through the heat exchanger, the temperature of the heat exchanger is reduced, the temperature of the refrigerant is increased, the semiconductor heat exchange module cools part of the refrigerant with higher temperature and then flows through the heat exchanger again, so that the temperature of the heat exchanger is reduced, and when a battery medium flows through the heat exchanger, the temperature of the medium is reduced. Therefore, the semiconductor heat exchange module improves the refrigeration power of the battery cooling loop.
In the solution shown in fig. 15a-15b, the cooling end is directly connected to the battery cooling branch, and the semiconductor heat exchange module is connected in series with the heat exchanger 2. In fig. 15a, after the refrigerant passes through the cooling end of the semiconductor heat exchange module, the temperature decreases, and then the refrigerant passes through the heat exchanger, so that the cooling power of the battery cooling branch is higher. In fig. 15b, the refrigerant first passes through the heat exchanger, so that the temperature of the refrigerant is increased, and then the refrigerant flows through the cooling end, so that the temperature of the refrigerant is decreased, the refrigeration power of the air conditioning system is increased, and the refrigeration burden of the vehicle-mounted air conditioner is reduced.
In the process of cooling and/or heating the battery, the required power P1 for temperature adjustment and the actual power P2 for temperature adjustment of the battery are also obtained in real time, where the required power P1 for temperature adjustment is to adjust the temperature of the battery to a set target temperature within a target time, and the power required to be supplied to the battery is obtained, and the actual power, the target temperature and the target time obtained by the battery when the actual power P2 for temperature adjustment of the battery is currently set as set values, and can be preset according to the actual condition of the vehicle-mounted battery, for example, when the battery is cooled, the target temperature can be set at about 35 ℃, when the battery is heated, the target temperature can be set at 10 ℃, and the target time can be set at 1 hour. Then, the refrigeration power of the semiconductor heat exchange module is adjusted according to the P1 and the P2, so that the temperature of the battery can be adjusted within the target time, the temperature of the vehicle-mounted battery is maintained within a preset range, and the condition that the performance of the vehicle-mounted battery is influenced due to overhigh or overlow temperature is avoided.
According to an embodiment of the present invention, the temperature adjustment method may further include: acquiring the temperature of the battery, and judging whether the temperature of the battery is greater than a first temperature threshold value; entering a cooling mode when the temperature of the battery is greater than a first temperature threshold; when the temperature of the battery is smaller than or equal to the first temperature threshold, continuously judging whether the temperature of the battery is smaller than a second temperature threshold; and entering a heating mode when the temperature of the battery is less than the second temperature threshold. Wherein the first temperature threshold is greater than the second temperature threshold.
Specifically, after the vehicle is powered on, the temperature of the battery is acquired in real time and is judged. If the temperature of the battery is judged to be higher than 40 ℃, the temperature of the battery is over high at the moment, and in order to avoid the influence of the high temperature on the performance of the battery, the battery needs to be cooled and enters a cooling mode. And controlling the first electronic valve to be opened, supplying power to the semiconductor cooling module in a forward direction, and cooling the refrigerant flowing through the heat exchanger through the cooling end. When the battery is cooled, the first electronic valve is opened, and the medium in the pipeline is cooled through the heat exchanger, so that the medium and the battery exchange heat, and the temperature adjustment of the battery is completed.
If the temperature of the battery is lower than 0 ℃, the temperature of the battery is too low at the moment, so that the battery is required to be heated in order to avoid the influence of low temperature on the performance of the battery, the temperature adjusting system enters a heating mode, the heater is controlled to be opened, meanwhile, the first electronic valve is kept in a closed state, and the medium in the cooling pipeline is heated by the heater so as to exchange heat with the battery, so that the temperature adjustment of the battery is completed.
According to an embodiment of the present invention, when the cooling mode is selected, the adjusting the cooling power of the semiconductor heat exchange module and/or the compressor according to the temperature adjustment demand power P1 and the temperature adjustment actual power P2 specifically includes: judging whether the temperature regulation required power P1 is greater than the temperature regulation actual power P2; if the temperature regulation required power P1 is greater than the temperature regulation actual power P2, acquiring a power difference between the temperature regulation required power P1 and the temperature regulation actual power P2, and increasing the refrigerating power of the semiconductor heat exchange module and/or the compressor according to the power difference; and if the temperature regulation required power P1 is less than or equal to the temperature regulation actual power P2, reducing the refrigerating power of the semiconductor heat exchange module and/or the compressor or keeping the refrigerating power of the semiconductor heat exchange module and/or the compressor unchanged.
Further, obtaining a power difference between the temperature regulation required power P1 and the temperature regulation actual power P2, and increasing the cooling power of the semiconductor heat exchange module according to the power difference specifically includes: and when the temperature regulation required power P1 is greater than the temperature regulation actual power P2 and the temperature of the battery is greater than a first preset temperature threshold value, controlling the semiconductor heat exchange module to operate at full refrigeration power. The first preset temperature threshold may be preset according to actual conditions, and may be, for example, 45 ℃.
When the temperature regulation required power P1 is greater than the temperature regulation actual power P2 and the temperature of the battery is less than a first preset temperature threshold value, further judging whether the temperature in the compartment reaches the set temperature of the air conditioner; and if the temperature does not reach the set temperature of the air conditioner, the refrigerating power of the semiconductor heat exchange module is increased.
When the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2, and the average temperature of the battery is greater than the first preset temperature threshold, the method further includes: the refrigeration power of the cooling branch in the vehicle is reduced, and the refrigeration power opening degree of the battery cooling branch is increased. The first preset temperature threshold may be preset according to actual conditions, and may be, for example, 45 ℃. The cooling power of the in-vehicle cooling branch can be reduced by increasing the opening degree of the first expansion valve while decreasing the opening degree of the second expansion valve, while increasing the cooling power opening degree of the battery cooling branch.
Specifically, in the process of cooling the battery, the temperature regulation required power P1 of the battery and the temperature actual power P2 information of the battery are compared, if the temperature regulation required power P1 is greater than the temperature actual power P2, whether the temperature of the battery reaches 45 ℃ (higher temperature) is judged, if the temperature of the battery reaches 45 ℃, the opening degree of the second expansion valve is reduced, the opening degree of the first expansion valve is increased to reduce the flow rate of refrigerant in the vehicle, the refrigerant flow rate of the cooling branch of the battery is increased to adjust the cooling capacity distribution of the battery cooling and the vehicle cooling, and meanwhile, the semiconductor heat exchange module is controlled to operate at full cooling power, namely, the maximum cooling power, to relieve the influence of the reduction of the vehicle cooling effect caused by the reduction of the vehicle cooling capacity, and the heat exchange fan is controlled to operate at a high rotating speed. If the temperature of the battery is not higher than 45 ℃, whether the temperature in the compartment reaches the set temperature of the air conditioner is judged, if so, the opening degree of the second expansion valve is reduced, the opening degree of the first expansion valve is increased, if the temperature in the compartment does not reach the set temperature of the air conditioner, the refrigerating capacity requirement in the vehicle is met preferentially, and at the moment, the difference value between the required temperature regulation power P1 and the actual temperature regulation power P2 is partially used for cooling, and the cooling power is provided by the semiconductor heat exchange module. In the process of starting the battery cooling function, the actual cooling power of the battery pack and the real-time cooling power information of the semiconductor heat exchange module are monitored in real time, and the opening degree between the first expansion valve and the second expansion valve is determined according to the in-vehicle cooling power demand and the battery pack cooling power demand information so as to facilitate battery cooling and refrigerant distribution of an in-vehicle cooling loop, so that the cooling power of the battery cooling branch provided by the vehicle-mounted air conditioner and the cooling power provided by the semiconductor heat exchange module are equal to the temperature regulation demand power P1 of the battery. During the cooling of the battery, if the temperature of the battery reaches 35 ℃, the cooling of the battery is completed.
The average temperature of the battery is subjected to hierarchical treatment, and the threshold values of temperature control are 40 ℃, 45 ℃ and 35 ℃. When the temperature of the battery is higher than 40 ℃, the cooling function of the battery is started, when the temperature of the battery reaches 35 ℃, the cooling of the battery is completed, and when the temperature of the battery reaches a higher temperature of 45 ℃, the cooling capacity requirement of the battery is preferentially met. In addition, when P1 is greater than P2, if the battery temperature does not exceed 45 ℃, the cooling capacity demand in the vehicle cabin is still prioritized, and if the cooling power in the vehicle cabin is already sufficient and reaches equilibrium, the vehicle air conditioner increases the battery cooling power again.
And if the P1 is less than or equal to the P2, the cooling power of the semiconductor heat exchange module can be reduced to save electric energy, or the cooling power of the semiconductor heat exchange module is kept unchanged.
According to one embodiment of the invention, during the cooling of the battery, it is determined whether the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2; if the temperature regulation required power P1 is greater than the temperature regulation actual power P2, acquiring a power difference between the temperature regulation required power P1 and the temperature regulation actual power P2, and increasing the cooling power of the air conditioner compressor according to the power difference; if the temperature regulation demand power P1 is less than or equal to the temperature regulation actual power P2, the cooling power of the air conditioner compressor is reduced or kept unchanged.
According to one embodiment of the present invention, as shown in fig. 14 and 15a-15b, the battery thermal management module includes a heater for heating the medium in the heat exchange flow path. When the heating mode is adopted, the medium in the heat exchange flow path is heated by controlling the heater.
When the heating mode is adopted, the step of adjusting the heating power of the semiconductor heat exchange module according to the temperature adjustment required power and the temperature adjustment actual power specifically comprises the following steps: judging whether the temperature regulation required power P1 is greater than the temperature regulation actual power P2; if the temperature regulation required power P1 is greater than the temperature regulation actual power P2, acquiring a power difference between the temperature regulation required power P1 and the temperature regulation actual power P2, and increasing the heating power for the heater according to the power difference; if the temperature-adjustment required power P1 is less than or equal to the temperature-adjustment actual power P2, the heating power of the heater is kept unchanged.
Specifically, when operating in the heating mode, the P1 and P2 of the battery are acquired and judged. If the P1 of the battery is larger than the P2, the power difference between the P1 and the P2 of the battery is obtained and the power of the heater is increased according to the power difference if the temperature rise of the battery cannot be completed within the target time according to the current heating power, wherein the power of the heater is increased more the larger the power difference between the P1 and the P2 is, so that the temperature of the battery is increased to the target temperature within the preset time t. And if P1 is less than or equal to P2, the heating power of the heater and can be reduced to save electric energy, or the power of the heater can be kept unchanged. When the temperature of the battery reaches a second set temperature, for example, 10 ℃, the battery heating is completed, and the heater is controlled to stop heating. If the temperature of the battery remains below 10 c after the thermostat system enters the heating mode for a longer period of time, for example, 2 hours, the heater power is increased appropriately to allow the battery to finish warming as quickly as possible.
In the embodiment of the invention, the semiconductor heat exchange module also increases the rotating speed of the heat exchange fan when the temperature regulation required power P1 is greater than the temperature regulation actual power P2.
When the temperature adjusting system enters the heating mode or the cooling mode, if the P1 of the battery is less than or equal to P2, the rotation speed of the pump is controlled to be reduced to save electric energy or to keep the rotation speed of the pump unchanged. And if the P1 of the battery is larger than the P2, the rotating speed of the pump can be controlled to be increased in addition to controlling the increase of the cooling power of the compressor, the increase of the opening degree of the first regulating valve and the power of the semiconductor heat exchange module or the heater, so that the mass of the medium flowing through the cross-sectional area of the cooling flow path in unit time can be increased, the temperature of the battery is increased, and the actual power P2 is adjusted, so that the temperature adjustment can be realized in the target time t.
According to the temperature adjusting method of the vehicle-mounted battery, the heating power and the cooling power of each battery can be accurately controlled according to the actual state of each battery, the temperature is adjusted when the temperature of the battery is too high or too low, the temperature of the battery is maintained in a preset range, and the condition that the performance of the vehicle-mounted battery is influenced by the temperature is avoided.
Furthermore, the invention proposes a non-transitory computer-readable storage medium on which a computer program is stored which, when being executed by a processor, implements the temperature adjustment method described above.
The non-transitory computer-readable storage medium of the embodiment of the invention can obtain the required power and the actual power for temperature regulation of the battery, and then control the refrigeration power of the semiconductor heat exchange module and/or the compressor according to the required power and the actual power for temperature regulation, so as to regulate the temperature when the temperature of the vehicle-mounted battery is too high, maintain the temperature of the vehicle-mounted battery in a preset range, and avoid the situation that the performance of the vehicle-mounted battery is influenced by the too high temperature.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.

Claims (9)

1. A temperature adjustment system of a vehicle-mounted battery, characterized by comprising:
A heat exchanger;
the compressor is connected with the heat exchanger;
a condenser connected to the compressor;
the battery heat management module is connected with the heat exchanger to form a heat exchange flow path;
the semiconductor heat exchange module comprises a cooling end, a heating end and a heat exchange fan, wherein one of the cooling end or the heating end is connected with the heat exchanger and used for providing heating power/refrigerating power for the heat exchanger, the heat exchange fan is connected with the other of the cooling end or the heating end, and the heat exchange fan is used for exhausting air to the outside of the carriage;
the controller is respectively connected with the semiconductor heat exchange module, the compressor and the battery heat management module, and is used for acquiring temperature regulation required power and temperature regulation actual power of a battery and regulating the power of the semiconductor heat exchange module and/or the compressor according to the temperature regulation required power and the temperature regulation actual power, wherein the temperature regulation required power is the power which is required to be provided for the battery and is used for regulating the temperature of the battery to a set target temperature within a target time;
The controller is specifically configured to increase the rotation speed of the heat exchange fan when the temperature adjustment required power is greater than the temperature adjustment actual power.
2. The vehicle-mounted battery temperature regulation system according to claim 1, wherein the semiconductor heat exchange module and the heat exchanger are connected in parallel on a heat exchange flow path formed by connecting the battery heat management module and the heat exchanger, wherein an inlet of a cooling end/heating end of the semiconductor heat exchange module is connected with a first end of the heat exchanger, and an outlet of the cooling end/heating end of the semiconductor heat exchange module is connected with a second end of the heat exchanger.
3. The vehicle-mounted battery temperature regulation system according to claim 1, wherein the cooling/heating terminals of the semiconductor heat exchange module are connected in series with the heat exchanger, wherein an inlet of the cooling/heating terminals of the semiconductor heat exchange module is connected to the second terminal of the heat exchanger, and an outlet of the cooling/heating terminals of the semiconductor heat exchange module is connected to an inlet of the battery thermal management module.
4. The vehicle-mounted battery temperature regulation system according to claim 1, further comprising an in-vehicle cooling branch connected to the compressor.
5. The system according to claim 4, wherein the in-vehicle cooling branch passage includes an evaporator, and the evaporator is connected to the compressor.
6. The temperature adjustment system of the vehicle-mounted battery according to claim 1,
the battery thermal management module comprises a pump, a first temperature sensor, a second temperature sensor and a flow rate sensor which are arranged on the heat exchange flow path, and the pump, the first temperature sensor, the second temperature sensor and the flow rate sensor are connected with the controller; wherein:
the pump is used for enabling the medium in the heat exchange flow path to flow;
the first temperature sensor is used for detecting the inlet temperature of the medium flowing into the vehicle-mounted battery;
the second temperature sensor is used for detecting the outlet temperature of the medium flowing out of the vehicle-mounted battery;
the flow velocity sensor is used for detecting the flow velocity of the medium in the heat exchange flow path.
7. The vehicle battery temperature regulation system of claim 6, wherein the battery thermal management module further comprises a media container disposed on the heat exchange flow path, the media container being configured to store and supply media to the heat exchange flow path.
8. The vehicle battery thermostat system of claim 7, wherein said battery thermal management module further comprises a heater connected to said controller for heating the medium in said heat exchange flow path.
9. The system of claim 1, further comprising a battery status detection module for detecting a current of the vehicle battery, wherein the controller is further connected to the battery status detection module.
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