CN113752875B - Vehicle battery heating device and method and vehicle - Google Patents

Vehicle battery heating device and method and vehicle Download PDF

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Publication number
CN113752875B
CN113752875B CN202010501619.6A CN202010501619A CN113752875B CN 113752875 B CN113752875 B CN 113752875B CN 202010501619 A CN202010501619 A CN 202010501619A CN 113752875 B CN113752875 B CN 113752875B
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China
Prior art keywords
battery
bridge arm
current value
energy storage
storage element
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CN113752875A (en
Inventor
潘华
刘俊华
谢飞跃
赵婷婷
肖椿生
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BYD Co Ltd
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BYD Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/24—Using the vehicle's propulsion converter for charging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • 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
    • H01M10/63—Control systems
    • H01M10/637—Control systems characterised by the use of reversible temperature-sensitive devices, e.g. NTC, PTC or bimetal devices; characterised by control of the internal current flowing through the cells, e.g. by switching
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Electrochemistry (AREA)
  • Power Engineering (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Automation & Control Theory (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The present disclosure relates to a vehicle battery heating device. The device comprises: the motor inverter, the bus filter capacitor and the motor are connected with each other to realize motor driving; the bridge arm converter, the winding, the energy storage element and the battery are connected to realize the heating of the battery; and the controller is configured to control the motor inverter to enable the motor to output torque and control the bridge arm converter to act under a first preset state so as to charge and discharge the energy storage element and the battery, thereby realizing the heating of the battery. Therefore, the self-heating of the battery in the running process of the vehicle is realized, and the vehicle is more energy-saving and efficient.

Description

Vehicle battery heating device and method and vehicle
Technical Field
The present disclosure relates to the field of vehicle automatic control, and in particular, to a vehicle battery heating apparatus and method, and a vehicle.
Background
With the widespread use of new energy, batteries may be applied in the field of vehicles as a power source. The battery is used as a power source in different environments, and the performance of the battery is also affected. In a low-temperature environment, the performance of the battery is greatly reduced compared with the normal temperature. For example, the discharge capacity of a battery below zero will decrease with decreasing temperature. At-30 ℃, the discharge capacity of the battery is substantially zero, resulting in the battery being unusable. In order to be able to use the battery in a low temperature environment, it is necessary to heat the battery before using the battery.
In the related art, the battery and the energy storage element can be charged and discharged by controlling the on-off state of the motor inverter, and finally the purpose of heating the battery is achieved. However, since the current in the windings of the motor forms a current vector and generates a magnetic field when the motor inverter and the motor are used for self-heating of the battery, the motor rotor may be caused to output a pulsating torque, and if the motor inverter and the motor are used for driving of the vehicle, they cannot be used for heating of the battery. Therefore, the self-heating circuit formed by the motor inverter and the motor can only realize the self-heating function of the battery of the vehicle in a parking state, and cannot meet the self-heating requirement of the battery in a driving state.
Disclosure of Invention
The purpose of the present disclosure is to provide a vehicle battery heating device and method, which can heat a battery while a vehicle is traveling, and which has high reliability, and a vehicle.
In order to achieve the above object, the present disclosure provides a vehicle battery heating device, the device including:
the first end of the motor inverter is connected with the first polarity end of the battery, and the second end of the motor inverter is connected with the second polarity end of the battery;
The first end of the bus filter capacitor is connected with the first end of the motor inverter, and the second end of the bus filter capacitor is connected with the second end of the motor inverter;
the motor is connected with the motor inverter;
the first end of the bridge arm converter is connected with the first end of the bus filter capacitor and the first end of the motor inverter respectively, and the second end of the bridge arm converter is connected with the second end of the bus filter capacitor and the second end of the motor inverter respectively;
a winding, wherein a first end of the winding is connected with the bridge arm converter;
an energy storage element, a first end of the energy storage element being connected to a second end of the winding, the second end of the energy storage element being connected to a second end of the bridge arm converter;
and the controller is configured to control the motor inverter to output torque and control the bridge arm converter to act under a first preset state so as to charge and discharge the energy storage element and the battery, thereby realizing heating of the battery.
Through the technical scheme, the bridge arm converters, the windings and the energy storage elements in other devices except the motor inverter in the original hardware structure of the vehicle are utilized to control the charge and discharge between the energy storage elements and the battery to heat the battery, so that motor driving and self-heating of the battery are not affected. Therefore, the battery heating function of the vehicle in the running process is realized, and the vehicle is more efficient. When the circuit structure provided by the disclosure is utilized to perform self-heating of the battery, the heating speed is high, the reliability is high, the hardware resources are saved, and the cost of the whole vehicle is reduced.
Optionally, the controller is further configured to control on-off of the motor inverter to output torque of the motor and control the bridge arm converter to be disconnected in a second preset state.
In the embodiment, the bridge arm converter is disconnected, so that the battery heating loop is simply and conveniently turned off, only the vehicle driving function is realized when the heating requirement is not met, hardware resources are not required to be modified, the driving control circuit is not influenced, and the reliability and the adaptability are high.
Optionally, the controller is further configured to control the motor inverter to be disconnected in a third preset state, so that the motor does not output torque, and control the bridge arm converter to act, so that the energy storage element and the battery are charged and discharged, and heating of the battery is achieved.
In this embodiment, the shutdown of the vehicle drive circuit is simply achieved by turning off the motor inverter, without affecting the self-heating circuit of the battery.
Optionally, the positive electrode of the battery is connected with the first end of the bus filter capacitor through a first switch module, the positive electrode of the battery is connected with the first end of the bus filter capacitor through a second switch module and a pre-charge resistor in sequence, the negative electrode of the battery is connected with the second end of the bus filter capacitor through a third switch module,
The controller is further configured to control the motor inverter to be disconnected and control the second switch module and the third switch module to be conducted under a third preset state, precharge the bus filter capacitor, then control the second switch module to be disconnected, and control the bridge arm converter to act so as to charge and discharge between the energy storage element and the battery, thereby realizing heating of the battery.
Therefore, through a simple control method and the arrangement of fewer switch modules, the pre-charging of the bus filter capacitor can be realized in the parking state of the vehicle, and the safety of battery heating is ensured.
Optionally, the first end of the energy storage element is connected with the positive electrode of the direct current charging port through a fourth switch module, and the second end of the energy storage element is connected with the negative electrode of the direct current charging port through a fifth switch module;
the controller is further configured to control the first switch module, the third switch module, the fourth switch module and the fifth switch module to be conducted under a fourth preset state, so that the bridge arm converter, the winding and the energy storage element boost the voltage input by the direct current charging port and then charge the battery.
In this embodiment, the space is saved by multiplexing the device for battery heating and the device for boosting and charging, the connection lines are reduced, and the cost is reduced. Meanwhile, through a simple control method and the arrangement of fewer switch modules, the switching of the multiplexed battery heating circuit and the multiplexed boost charging circuit can be realized.
Optionally, the controller is configured to:
and in the first preset state or the third preset state, acquiring a current value flowing through the energy storage element and/or a voltage value at two ends of the energy storage element, and controlling switching of on-off states of an upper bridge arm and a lower bridge arm of the bridge arm converter according to the current value and/or the voltage value.
Therefore, the controller can accurately control the on-off states of the upper bridge arm and the lower bridge arm according to the current value flowing through the energy storage element and/or the voltage values at the two ends of the energy storage element.
Optionally, the controller is configured to, in a first preset state or a third preset state,
when the upper bridge arm is in a conducting state, the lower bridge arm is in a switching-off state, and the current value reaches a first current threshold value, and/or the voltage value is increased to the first voltage threshold value, the upper bridge arm is controlled to be switched off and the lower bridge arm is controlled to be switched on;
When the lower bridge arm is in a conducting state, the upper bridge arm is in a shutoff state, and the current value reaches a second current threshold value, and/or the voltage value is reduced to a second voltage threshold value, the upper bridge arm is controlled to be conducted, and the lower bridge arm is controlled to be turned off;
the current direction corresponding to the first current threshold is opposite to the current direction corresponding to the second current threshold.
Optionally, when the upper bridge arm is in a conducting state, the energy storage element and the winding are switched from releasing energy to the battery to receiving energy of the battery according to a conducting time of the upper bridge arm;
when the lower bridge arm is in a conducting state, the energy storage element is switched from receiving the energy of the winding to releasing the energy to the motor winding according to the conducting time of the lower bridge arm.
Optionally, the controller is further configured to adjust the switching frequency and/or the duty cycle of the bridge arm converter during heating of the battery to bring the charge and discharge current values of the battery to optimal current values.
The present disclosure also provides a vehicle battery heating method, the method comprising:
in a first preset state, controlling the motor inverter to output torque of the motor, controlling the bridge arm converter to act, enabling the energy storage element and the battery to charge and discharge so as to heat the battery,
The first end of the motor inverter is connected with the first polarity end of the battery, and the second end of the motor inverter is connected with the second polarity end of the battery; the first end of the bus filter capacitor is connected with the first end of the motor inverter, and the second end of the bus filter capacitor is connected with the second end of the motor inverter; the motor is connected with the motor inverter; the first end of the bridge arm converter is respectively connected with the first end of the bus filter capacitor and the first end of the motor inverter, and the second end of the bridge arm converter is respectively connected with the second end of the bus filter capacitor and the second end of the motor inverter; the first end of the winding is connected with the bridge arm converter; the first end of the energy storage element is connected with the second end of the winding, and the second end of the energy storage element is connected to the second end of the bridge arm converter.
Optionally, the method further comprises:
and in a second preset state, controlling the on-off of the motor inverter to enable the motor to output torque, and controlling the bridge arm converter to be disconnected.
Optionally, the method further comprises:
and in a third preset state, controlling the motor inverter to be disconnected so that the motor does not output torque, and controlling the bridge arm converter to act so as to charge and discharge the energy storage element and the battery, thereby realizing the heating of the battery.
Optionally, the positive electrode of the battery is connected with the first end of the bus filter capacitor through a first switch module, the positive electrode of the battery is connected with the first end of the bus filter capacitor through a second switch module and a pre-charge resistor in sequence, the negative electrode of the battery is connected with the second end of the bus filter capacitor through a third switch module,
the method further comprises the steps of: and under a third preset state, controlling the motor inverter to be disconnected, controlling the second switch module and the third switch module to be conducted, pre-charging the bus filter capacitor, then controlling the second switch module to be disconnected, controlling the first switch module to be conducted, controlling the bridge arm converter to act, and enabling the energy storage element and the battery to be charged and discharged so as to heat the battery.
Optionally, the first end of the energy storage element is connected with the positive electrode of the direct current charging port through a fourth switch module, the second end of the energy storage element is connected with the negative electrode of the direct current charging port through a fifth switch module,
the method further comprises the steps of: and in a fourth preset state, controlling the first switch module, the third switch module, the fourth switch module and the fifth switch module to be conducted so that the bridge arm converter, the winding and the energy storage element boost the voltage input by the direct current charging port and charge the battery.
Optionally, the method further comprises:
and in the first preset state or the third preset state, acquiring a current value flowing through the energy storage element and/or a voltage value at two ends of the energy storage element, and controlling switching of on-off states of an upper bridge arm and a lower bridge arm of the bridge arm converter according to the current value and/or the voltage value.
Optionally, in the first preset state or the third preset state, a current value flowing through the energy storage element and/or a voltage value at two ends of the energy storage element are obtained, and switching of on-off states of an upper bridge arm and a lower bridge arm of the bridge arm converter is controlled according to the current value and/or the voltage value, including:
in the first preset state or the third preset state, when the upper bridge arm is in a conducting state and the lower bridge arm is in a cutting-off state, and the current value reaches a first current threshold value, and/or when the voltage value is increased to the first voltage threshold value, the upper bridge arm is controlled to be cut off and the lower bridge arm is controlled to be conducted; when the lower bridge arm is in a conducting state, the upper bridge arm is in a cutting-off state, and the current value reaches a second current threshold value, and/or the voltage value is reduced to a second voltage threshold value, the upper bridge arm is controlled to be conducted, the lower bridge arm is controlled to be cut off,
The current direction corresponding to the first current threshold is opposite to the current direction corresponding to the second current threshold.
Optionally, when the upper bridge arm is in a conducting state, the energy storage element and the winding are switched from releasing energy to the battery to receiving energy of the battery according to a conducting time of the upper bridge arm;
when the lower bridge arm is in a conducting state, the energy storage element is switched from receiving the energy of the winding to releasing the energy to the motor winding according to the conducting time of the lower bridge arm.
Optionally, the method further comprises:
during heating of the battery, the switching frequency and/or the duty cycle of the bridge arm converter are adjusted so that the charge or discharge current value of the battery reaches an optimal current value.
In the embodiment, the switching frequency and/or the duty ratio of the bridge arm converter are/is adjusted to enable the current value flowing through the battery to reach the optimal current value, a simple method is utilized to enable the heating efficiency of the battery to be gradually maximized, the control is simple, and the heating efficiency is better.
Optionally, during heating of the battery, adjusting the switching frequency and/or the duty cycle of the bridge arm converter to bring the charge or discharge current value of the battery to an optimal current value, including:
And during the heating period of the battery, according to the comparison result of the charging or discharging current value of the battery and the optimal current value and the duty ratio of the bridge arm converter in the current carrier frequency period, the duty ratio of the bridge arm converter in the next carrier frequency period is regulated, so that the charging or discharging current value of the battery reaches the optimal current value.
In this way, the duty cycle in each carrier frequency period of the bridge arm converter is adjusted according to the condition of the duty cycle in the previous carrier frequency period so as to gradually reach the optimal current value. Therefore, the frequency of duty ratio adjustment is high, so that the optimal current value can be quickly reached, and the heating efficiency of the battery is quickly improved.
Optionally, during heating of the battery, according to a comparison result of a charge or discharge current value of the battery and the optimal current value and a duty ratio of the bridge arm converter in a current carrier frequency period, adjusting the duty ratio of the bridge arm converter in a next carrier frequency period to enable the charge or discharge current value of the battery to reach the optimal current value, including:
during the heating period of the battery, if the charging or discharging current value of the battery is smaller than the optimal current value, controlling to enable the duty ratio of the bridge arm converter in the next carrier frequency period to be larger than the duty ratio in the current carrier frequency period; and if the charging or discharging current value of the battery is larger than the optimal current value, controlling to enable the duty ratio of the bridge arm converter in the next carrier frequency period to be smaller than the duty ratio in the current carrier frequency period until the charging or discharging current value of the battery reaches the optimal current value.
Therefore, the safety of the battery energy treatment device can be ensured, the heating efficiency can be improved, and the heating time can be shortened.
Optionally, the bridge arm converter, the winding and the energy storage element are in a boost direct current DC module, and the optimal current value is the smaller of a maximum current value allowed by the battery and a maximum current value allowed by the boost DC module.
The optimal current value limited in this way does not exceed the range which can be born by the device, and the battery is heated by using larger current, so that the optimal current value is an ideal current value which is easy to find.
The disclosure also provides a vehicle comprising a battery and the vehicle battery heating device provided by the disclosure.
Additional features and advantages of the present disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings are included to provide a further understanding of the disclosure, and are incorporated in and constitute a part of this specification, illustrate the disclosure and together with the description serve to explain, but do not limit the disclosure. In the drawings:
FIG. 1 is a block diagram of a vehicle battery heating apparatus provided in an exemplary embodiment;
fig. 2 is a schematic circuit configuration diagram of a vehicle battery heating device according to an exemplary embodiment;
FIG. 3 is a schematic diagram of the current flow when the battery is unheated and the travelling crane is provided in an exemplary embodiment;
FIGS. 4 a-4 d are schematic diagrams of current flow at four phases of a current cycle when the vehicle is running and the battery is not heating, respectively, as provided by an exemplary embodiment;
fig. 5 is a flowchart of a method of heating a vehicle battery according to an exemplary embodiment.
Detailed Description
Specific embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating and illustrating the disclosure, are not intended to limit the disclosure.
Fig. 1 is a block diagram of a vehicle battery heating apparatus provided in an exemplary embodiment. As shown in fig. 1, the vehicle battery heating device may include a motor inverter 10, a bus filter capacitor 20, a motor 30, a bridge arm converter 40, windings 50, an energy storage element 60, and a controller 70.
The first end 10a of the motor inverter 10 is connected with a first polarity end of the battery, and the second end 10b of the motor inverter 10 is connected with a second polarity end of the battery; the first end 20a of the bus bar filter capacitor 20 is connected with the first end 10a of the motor inverter 10, and the second end 20a of the bus bar filter capacitor 20 is connected with the second end 10b of the motor inverter 10; the motor 30 is connected with the motor inverter 10; the first end 40a of the bridge arm converter 40 is connected with the first end 20a of the bus bar filter capacitor 20 and the first end 10a of the motor inverter 10 respectively, and the second end 40b of the bridge arm converter 40 is connected with the second end 20b of the bus bar filter capacitor 20 and the second end 10b of the motor inverter 10 respectively; a first end 50a of winding 50 is connected to bridge arm converter 40; a first end 60a of energy storage element 60 is connected to second end 50b of winding 50, and second end 60b of energy storage element 60 is connected to second end 40b of bridge arm converter 40.
The controller 70 is configured to control the motor inverter 10 to output torque from the motor 30 and control the bridge arm converter 40 to operate in a first preset state, so as to charge and discharge the energy storage element 60 and the battery, thereby heating the battery.
For example, bridge arm converter 40 may include a phase bridge arm, and correspondingly, winding 40 may include a phase coil, and first end 50a of winding 50 may be connected at a midpoint of the phase bridge arm. Bridge arm converter 40 may also include a multi-phase bridge arm, and winding 50 may include a multi-phase coil, where a first end of each phase coil in the multi-phase coil is connected to a midpoint of each phase bridge arm in the multi-phase bridge arm in a one-to-one correspondence.
The first preset state may be a state in which the controller receives an instruction for controlling the running of the vehicle and receives an instruction for controlling the self-heating of the battery. The instruction for running the vehicle and the instruction for self-heating may be received in any order. For example, the instruction of self-heating of the battery is received when the vehicle is running, or the instruction of running of the vehicle is received when the battery of the vehicle is self-heating, or both the instructions are received simultaneously. In all of these cases, the first preset state is assumed. As to the triggering conditions, the transmitting and receiving modes, etc. of the vehicle driving command and the self-heating command, they are well known to those skilled in the art, and will not be described herein.
Through the technical scheme, the bridge arm converters, the windings and the energy storage elements in other devices except the motor inverter in the original hardware structure of the vehicle are utilized to control the charge and discharge between the energy storage elements and the battery to heat the battery, so that motor driving and self-heating of the battery are not affected. Therefore, the battery heating function of the vehicle in the running process is realized, and the vehicle is more efficient. When the circuit structure provided by the disclosure is utilized to perform self-heating of the battery, the heating speed is high, the reliability is high, the hardware resources are saved, and the cost of the whole vehicle is reduced.
In yet another embodiment, the controller is further configured to control the on-off of the motor inverter to output torque from the motor and to control the bridge arm converter to be turned off in the second preset state.
The second preset state is a state in which a command for running the vehicle is received, but a command for self-heating of the battery is not received. In this case, after the controller 70 controls the bridge arm converter 40 to be turned off, the winding 50 and the energy storage element 60 are disconnected from the battery, i.e., the battery self-heating circuit is disconnected. The controller 70 may control the on-off of the original motor inverter 10 in the vehicle to control the driving motor 30, thereby driving the vehicle.
In this embodiment, the bridge arm converter 40 is turned off, so that the battery heating circuit is simply turned off, the control circuit of the traveling crane is not affected, and the reliability is high.
In yet another embodiment, the controller is further configured to control the motor inverter to be turned off in a third preset state so that the motor does not output torque, and to control the bridge arm converter to operate so that the energy storage element and the battery are charged and discharged to achieve heating of the battery.
The third preset state is a state in which a self-heating instruction of the battery is received, but a running instruction of the vehicle is not received. In this case, after the controller 70 controls the motor inverter 10 to be turned off, the motor 30 is disconnected from the battery, i.e., the vehicle drive circuit is disconnected. The controller 70 may control the bridge arm converter 40 to operate, so as to charge and discharge the energy storage element 60 and the battery, so as to heat the battery.
In this embodiment, by turning off the motor inverter 10, the heating of the battery is controlled but the running of the vehicle is not controlled, and the turning off of the vehicle drive circuit is simply achieved without affecting the circuit in which the battery self-heats, with high reliability.
In the parking state of the vehicle, the bus filter capacitor may be precharged first if the battery is to be heated. Fig. 2 is a schematic circuit configuration diagram of a vehicle battery heating device according to an exemplary embodiment. As shown in fig. 2, the positive electrode of the battery 100 is connected to the first end 20a of the bus filter capacitor 20 through the first switch module K1, the positive electrode of the battery 100 is connected to the first end 20a of the bus filter capacitor 20 through the second switch module K2 and the pre-charge resistor R in sequence, and the negative electrode of the battery 100 is connected to the second end 20b of the bus filter capacitor 20 through the third switch module K3.
Motor inverter 10 includes three-phase legs having midpoints A, B, C connected to three-phase windings of motor 30, respectively. Bridge arm converter 40 includes a phase bridge arm including an upper bridge arm S1 and a lower bridge arm S2. The midpoint D of the phase leg is connected to a first end of winding 50. The energy storage element 60 is shown in fig. 2 in the form of a capacitor, and in other embodiments, the energy storage element 60 may be another type of energy storage element such as an inductor.
In this embodiment, the controller may be further configured to control the motor inverter 10 to be turned off and control the second switch module K2 and the third switch module K3 to be turned on in a third preset state, precharge the bus filter capacitor 20, and then control the second switch module K2 to be turned off, the first switch module K1 to be turned on and control the bridge arm converter 40 to operate, so as to charge and discharge between the energy storage element 60 and the battery 100, so as to heat the battery 100.
When the second switch module K2 and the third switch module K3 are turned on, the battery 100, the second switch module K2, the precharge resistor R, the bus filter capacitor 20 and the third switch module K3 form a loop, and the battery 100 charges the bus filter capacitor 20 through the precharge resistor R. Then the second switch module K2 is turned off, and the first switch module K1 is turned on, so that the battery is ready for heating under the condition that the bus filter capacitor 20 stores energy, the battery 100, the bridge arm converter 40, the winding 50 and the energy storage element 60 form a battery heating loop, and the battery 100 is heated through the action of the bridge arm converter 40.
If the vehicle is traveling while the battery is being heated, the bus filter capacitor 20 is already precharged due to the motor being driven, so the self-heating of the battery can be performed directly. If the battery is heated during the parking, the controller 70 may perform the heating control after pre-charging the bus filter capacitor 20 by controlling the on/off of the first, second and third switch modules K1, K2 and K3 according to the above steps. In this way, by means of a simple control method and fewer switch modules, the bus filter capacitor 20 can be precharged in the parking state of the vehicle, so that the battery can be heated quickly and the reliability is high.
As shown in fig. 2, a first end of the energy storage element 60 may be connected to the positive electrode 200a of the dc charging port through the fourth switch module K4, and a second end of the energy storage element may be connected to the negative electrode 200b of the dc charging port through the fifth switch module K5.
The controller may be further configured to control the first switch module K1, the third switch module K3, the fourth switch module K4, and the fifth switch module K5 to be turned on in the fourth preset state, so that the bridge arm converter 40, the winding 50, and the energy storage element 60 boost the voltage input from the dc charging port and charge the battery 100.
The fourth preset state may be that the controller receives an instruction for controlling boost charging of the battery. In this embodiment, bridge arm converter 40, windings 50, and energy storage element 60 may multiplex devices in a Direct Current (DC) module in the vehicle. Therefore, when the battery is boosted and charged by the arm converter 40, the winding 50, and the energy storage element 60, self-heating is not performed.
In this embodiment, the boost charging circuit is turned on or off by controlling the switching module between the energy storage element 60 and the dc charging port to turn on or off, and the boost charging circuit is turned off when the battery needs to be heated and turned on when the boost charging is needed. The device for heating the battery and the device for boosting and charging are multiplexed to save space, reduce connecting lines and reduce cost. Meanwhile, through a simple control method and fewer switch modules, the switching of the multiplexed battery heating circuit and the multiplexed boost charging circuit can be realized rapidly, and the reliability is high.
Fig. 3 is a schematic diagram of the current flow when the battery is not being heated and the vehicle is being driven by an exemplary embodiment. Wherein the arrow direction indicates the current direction. As shown in fig. 3, the current flows out from the positive electrode, passes through the first switch module K1, the three-phase bridge arm of the motor inverter, the motor winding, and the third switch module K3, and returns to the negative electrode of the battery. The controller controls the on-off of the motor inverter to enable the motor to output torque, and controls the bridge arm converter to be disconnected, so that the battery heating loop is disconnected. For simplicity, the labels of the various devices in fig. 3 and 4 a-4 d below are not shown, and reference may be made to the labels of the various devices in fig. 2.
Fig. 4 a-4 d are schematic diagrams of current flow at four stages of a current cycle when the vehicle is running and the battery is heating, respectively, as provided by an exemplary embodiment.
The first stage: the upper bridge arm of the bridge arm converter is controlled to be conducted, the lower bridge arm is controlled to be turned off, the battery is discharged, the winding stores energy, the energy storage element is charged, current flows to be shown in fig. 4a, the current flows out from the positive electrode of the battery, flows through the first switch module K1, flows through the upper bridge arm S1 of the bridge arm converter, the winding 50, the energy storage element 60 and the third switch module K3 except the current flowing through the motor inverter, and flows back to the negative electrode of the battery.
And a second stage: the upper bridge arm of the bridge arm converter is controlled to be turned off, the lower bridge arm is controlled to be turned on, the winding releases energy, the energy storage element is charged, the current flows to be shown in fig. 4b, the current flows out from the positive electrode of the battery, flows through the first switch module K1, flows through the motor inverter and the third switch module K3, and then flows back to the negative electrode of the battery. In addition, the lower leg S2 of the leg converter, the winding 50, and the energy storage element 60 form a loop.
And a third stage: the upper bridge arm of the bridge arm converter is kept off, the lower bridge arm is conducted, when the winding current is reduced to zero, the energy storage element discharges, the winding stores energy, the current flows to the lower bridge arm S2 of the bridge arm converter, the winding 50 and the energy storage element 60 form a loop with the direction opposite to that in fig. 4b as shown in fig. 4 c.
Fourth stage: the upper bridge arm of the bridge arm converter is controlled to be conducted, the lower bridge arm is controlled to be turned off, the energy storage element is discharged, the winding releases energy to charge the battery, the current flow between the battery and the energy storage element 60 is shown in fig. 4d except the current flow of the battery flowing through the motor inverter, the current flows out of the energy storage element 60, flows through the winding 50, the upper bridge arm S1 of the bridge arm converter and the first switch module K1, flows back to the positive electrode of the battery, flows out of the negative electrode of the battery, and flows back to the energy storage element 60 after flowing through the third switch module K3.
In the present disclosure, the controller 70 may be configured to obtain a current value flowing through the energy storage element 60 and/or a voltage value across the energy storage element 60 in the first preset state or the third preset state, and control switching of on-off states of the upper leg and the lower leg of the leg converter 40 according to the current value and/or the voltage value. In this way, the controller 70 can accurately determine the time for switching the on/off states of the upper bridge arm and the lower bridge arm according to the current flowing through the energy storage element 60 and/or the voltage across the energy storage element 60, so as to achieve the purpose of switching from the stage shown in fig. 4a to the stage shown in fig. 4b, and from the stage shown in fig. 4c to the stage shown in fig. 4d, thereby achieving the purpose of accurate control.
For example, the controller 70 may be configured to, in the first preset state or the third preset state:
when the upper bridge arm is in a conducting state and the lower bridge arm is in a switching-off state, and the current value flowing through the energy storage element 60 reaches a first current threshold value, and/or when the voltage value at two ends of the energy storage element 60 is increased to the first voltage threshold value, the upper bridge arm is controlled to be switched off and the lower bridge arm is controlled to be switched on. For example, the phase shown in fig. 4a is switched to the phase shown in fig. 4 b.
When the lower bridge arm is in a conducting state, the upper bridge arm is in a shutoff state, and the current value flowing through the energy storage element 60 reaches a second current threshold value, and/or the voltage values at two ends of the energy storage element 60 are reduced to the second voltage threshold value, the upper bridge arm is controlled to be conducted, and the lower bridge arm is controlled to be turned off. For example, the phase shown in fig. 4c is switched to the phase shown in fig. 4 d.
The current direction corresponding to the first current threshold is opposite to the current direction corresponding to the second current threshold. It should be noted that, the first current threshold, the second current threshold, the first voltage threshold and the second voltage threshold may be determined according to empirical data, or calibrated in advance according to experimental data, or determined according to a formula, where the formula may represent a correspondence between each threshold and environmental information, and when the environmental information changes, each threshold may change correspondingly. The environmental information may include, for example, a use period of the battery, SOC information, a battery temperature, an environmental temperature, and the like. The above formula can be obtained by function fitting using data under different experimental conditions.
Further, when the upper leg is in the on state, the energy storage element 60 and the winding 50 are switched from releasing energy to the battery to receiving energy from the battery, depending on the on time of the upper leg. For example, the process shown in fig. 4d is switched to the process shown in fig. 4 a.
And, when the lower leg is in the on state, energy storage element 60 is switched from receiving energy from winding 50 to releasing energy to winding 50 according to the on time of the lower leg. For example, the process shown in fig. 4b is switched to the process shown in fig. 4 c.
Specifically, the control may be performed by a low switching frequency control method or a high switching frequency control method.
In the low switching frequency control method: the four phases can be alternately circulated, and if the current value reaches the threshold value corresponding to the charging and discharging current, the charging and discharging process of the battery can be realized.
In the high switching frequency control method: the first two phases can be alternately circulated in N switching periods, and if the current value reaches the threshold value corresponding to the discharge current, the battery discharge process is completed; and (3) alternately cycling the two working states in N switching periods, and completing the battery charging process if the charging current reaches a threshold value corresponding to the charging current.
In yet another embodiment, controller 70 may be further configured to adjust the switching frequency and/or duty cycle in the bridge arm converter during battery heating to bring the charge and discharge current values of the battery to optimal current values.
Wherein the optimal current value is an ideal current value flowing through the battery in consideration of battery and circuit characteristics. If bridge arm converter 40, windings 50, and energy storage element 60 are devices in a boost DC module, the optimal current value may be the smaller of the maximum current value allowed by the battery and the maximum current value allowed by the boost DC module.
The maximum current value allowed by the battery is related to the battery SOC, temperature, crossover frequency, voltage, single cycle playback capacity, and the like. The maximum current value allowed by the boost DC module is mainly limited by the junction temperature of the IGBT module chip and the temperature of the inductance coil sensor, and the maximum current allowed by the boost DC module can be obtained in a table look-up mode according to the current temperature of the IGBT module chip collected by the message, the current temperature collected by the inductance coil sensor and the torque limiting temperature of the IGBT chip and the inductance coil sensor.
Specifically, the optimal current value can be obtained by the following formula:
I(f)＝min(I max1 ，I max2 )
I max1 ＝C﹡f
Figure BDA0002524904530000161
wherein I (f) is an optimal current value, I max1 Maximum current value allowed for battery, I max2 For the maximum current value allowed by the boost DC module, min is the minimum value, C is the capacity which can not be exceeded by pulse charge and discharge in one cycle, f is the alternating frequency of the battery, U max For maximum battery voltage, OCV is open circuit voltage, R ac (f) Is a function of the ac internal resistance of the battery as a function of f.
In the embodiment, the current value of battery charging and discharging reaches the optimal current value by adjusting the switching frequency and/or the duty ratio in the bridge arm converter, and the battery heating efficiency is gradually maximized by a simple method, so that the control is simple and the reliability is high.
For example, during heating of the battery, if the charge or discharge current value of the battery is smaller than the optimal current value, controlling to make the duty ratio of the bridge arm converter in the next carrier frequency period larger than the duty ratio in the current carrier frequency period; and if the charging or discharging current value of the battery is larger than the optimal current value, controlling to enable the duty ratio of the bridge arm converter in the next carrier frequency period to be smaller than the duty ratio in the current carrier frequency period until the charging or discharging current value of the battery reaches the optimal current value.
That is, the current in the battery is finally at the optimal current value (or heating is stopped before the optimal current value is reached due to satisfaction of the heating stop condition) by the closed-loop control of the duty ratio. Specifically, an initial duty cycle may be predetermined, and a step size of the duty cycle adjustment may be predetermined, and the duty cycle in the next carrier frequency period is adjusted using the initial duty cycle and the step size during closed-loop control of the duty cycle. Therefore, the safety of the battery energy treatment device can be ensured, the heating efficiency can be improved, and the heating time can be shortened.
The present disclosure also provides a method of heating a vehicle battery. Fig. 5 is a flowchart of a method of heating a vehicle battery according to an exemplary embodiment. As shown in fig. 5, the method may include step S101: and in a first preset state, controlling the motor inverter to output torque, and controlling the bridge arm converter to act, so that the energy storage element and the battery are charged and discharged, and the battery is heated.
Wherein, the first end 10a of the motor inverter 10 is connected with the first polarity end of the battery, and the second end 10b of the motor inverter 10 is connected with the second polarity end of the battery; the first end 20a of the bus bar filter capacitor 20 is connected with the first end 10a of the motor inverter 10, and the second end 20a of the bus bar filter capacitor 20 is connected with the second end 10b of the motor inverter 10; the motor 30 is connected with the motor inverter 10; the first end 40a of the bridge arm converter 40 is connected with the first end 20a of the bus bar filter capacitor 20 and the first end 10a of the motor inverter 10 respectively, and the second end 40b of the bridge arm converter 40 is connected with the second end 20b of the bus bar filter capacitor 20 and the second end 10b of the motor inverter 10 respectively; a first end 50a of winding 50 is connected to bridge arm converter 40; a first end 60a of energy storage element 60 is connected to second end 50b of winding 50, and second end 60b of energy storage element 60 is connected to second end 40b of bridge arm converter 40.
Through the technical scheme, the bridge arm converters, the windings and the energy storage elements in other devices except the motor inverter in the original hardware structure of the vehicle are utilized to control the charge and discharge between the energy storage elements and the battery to heat the battery, so that motor driving and self-heating of the battery are not affected. Therefore, the battery heating function of the vehicle in the running process is realized, and the vehicle is more efficient. When the circuit structure provided by the disclosure is utilized to perform self-heating of the battery, the heating speed is high, the reliability is high, the hardware resources are saved, and the cost of the whole vehicle is reduced.
Optionally, the method may further include: and in a second preset state, controlling the on-off of the motor inverter to enable the motor to output torque, and controlling the bridge arm converter to be disconnected.
Optionally, the method may further include: and in a third preset state, the motor inverter is controlled to be disconnected so that the motor does not output torque, and the bridge arm converter is controlled to act so as to charge and discharge the energy storage element and the battery, thereby realizing the heating of the battery.
Optionally, the positive electrode of the battery 100 is connected to the first end 20a of the bus filter capacitor 20 through the first switch module K1, the positive electrode of the battery 100 is connected to the first end 20a of the bus filter capacitor 20 through the second switch module K2 and the pre-charge resistor R in sequence, and the negative electrode of the battery 100 is connected to the second end 20b of the bus filter capacitor 20 through the third switch module K3.
The method further comprises the steps of: in the third preset state, the motor inverter is controlled to be turned off, the second switch module K2 and the third switch module K3 are controlled to be turned on, the bus filter capacitor 20 is precharged, then the second switch module K2 is controlled to be turned off, the first switch module K1 is controlled to be turned on, and the bridge arm converter 40 is controlled to act, so that the energy storage element 60 and the battery 100 are charged and discharged, and the battery 100 is heated.
Alternatively, the first end of the energy storage element 60 may be connected to the positive electrode 200a of the dc charging port through the fourth switch module K4, and the second end of the energy storage element may be connected to the negative electrode 200b of the dc charging port through the fifth switch module K5.
The method may further comprise: in the fourth preset state, the first switch module K1, the third switch module K3, the fourth switch module K4 and the fifth switch module K5 are controlled to be turned on, so that the bridge arm converter 40, the winding 50 and the energy storage element 60 boost the voltage input from the dc charging port and charge the battery 100.
Optionally, the method further comprises: in the first preset state or the third preset state, a current value flowing through the energy storage element 60 and/or a voltage value at two ends of the energy storage element 60 are obtained, and switching of on-off states of the upper bridge arm and the lower bridge arm of the bridge arm converter 40 is controlled according to the current value and/or the voltage value.
Optionally, in the first preset state or the third preset state, acquiring a current value flowing through the energy storage element and/or a voltage value at two ends of the energy storage element, and controlling switching of on-off states of an upper bridge arm and a lower bridge arm of the bridge arm converter according to the current value and/or the voltage value, including:
in the first preset state or the third preset state, when the upper bridge arm is in a conducting state and the lower bridge arm is in a shutoff state, and the current value reaches a first current threshold value, and/or when the voltage value is increased to the first voltage threshold value, the upper bridge arm is controlled to be turned off and the lower bridge arm is controlled to be turned on; when the lower bridge arm is in a conducting state, the upper bridge arm is in a shutoff state, and the current value reaches a second current threshold value, and/or the voltage value is reduced to the second voltage threshold value, the upper bridge arm is controlled to be conducted, and the lower bridge arm is controlled to be turned off.
The current direction corresponding to the first current threshold is opposite to the current direction corresponding to the second current threshold.
Optionally, when the upper bridge arm is in a conducting state, the energy storage element and the winding are switched from releasing energy to the battery to receiving the energy of the battery according to the conducting time of the upper bridge arm; when the lower bridge arm is in a conducting state, the energy storage element is switched from receiving the energy of the winding to releasing the energy to the motor winding according to the conducting time of the lower bridge arm.
Optionally, the method further comprises: during heating of the battery, the switching frequency and/or the duty cycle of the bridge arm converter are adjusted so that the charge or discharge current value of the battery reaches an optimal current value.
In yet another embodiment, during battery heating, adjusting the switching frequency and/or duty cycle of the bridge arm converter to bring the charge or discharge current value of the battery to an optimal current value includes:
and during the heating period of the battery, according to the comparison result of the charging or discharging current value and the optimal current value of the battery and the duty ratio of the bridge arm converter in the current carrier frequency period, the duty ratio of the bridge arm converter in the next carrier frequency period is regulated, so that the charging or discharging current value of the battery reaches the optimal current value.
That is, the duty cycle in each carrier frequency period of the bridge arm converter is adjusted according to the duty cycle in the previous carrier frequency period so as to gradually reach the optimal current value. Therefore, the frequency of duty ratio adjustment is high, so that the optimal current value can be quickly reached, and the heating efficiency of the battery is quickly improved.
In yet another embodiment, during heating of the battery, adjusting the duty cycle of the bridge arm converter in the next carrier frequency period according to the comparison result of the charge or discharge current value of the battery and the optimal current value and the duty cycle of the bridge arm converter in the current carrier frequency period, so that the charge or discharge current value of the battery reaches the optimal current value, includes:
During the heating period of the battery, if the charging or discharging current value of the battery is smaller than the optimal current value, controlling to enable the duty ratio of the bridge arm converter in the next carrier frequency period to be larger than the duty ratio in the current carrier frequency period; and if the charging or discharging current value of the battery is larger than the optimal current value, controlling to enable the duty ratio of the bridge arm converter in the next carrier frequency period to be smaller than the duty ratio in the current carrier frequency period until the charging or discharging current value of the battery reaches the optimal current value.
That is, the current in the circuit is eventually at an optimal current value (or heating is stopped before the optimal current value is reached due to satisfaction of the heating stop condition) by closed-loop control of the duty ratio. Specifically, an initial duty cycle may be predetermined, and a step size of the duty cycle adjustment may be predetermined, and the duty cycle in the next carrier frequency period is adjusted using the initial duty cycle and the step size during closed-loop control of the duty cycle. Therefore, the safety of the battery energy treatment device can be ensured, the heating efficiency can be improved, and the heating time can be shortened.
In yet another embodiment, the bridge arm converter, windings and energy storage element are in the boost DC module, the optimal current value being the smaller of the maximum current value allowed by the battery and the maximum current value allowed by the boost DC module.
The maximum current value allowed by the battery is related to the battery SOC, temperature, crossover frequency, voltage, single cycle playback capacity, and the like. The maximum current value allowed by the boost DC module is mainly limited by the junction temperature of the IGBT module chip and the temperature of the inductance coil sensor, and the maximum current allowed by the boost DC module can be obtained in a table look-up mode according to the current temperature of the IGBT module chip collected by the message, the current temperature collected by the inductance coil sensor and the torque limiting temperature of the IGBT chip and the inductance coil sensor.
The optimal current value limited in this way does not exceed the range which can be born by the device, and the battery is heated by using larger current, so that the optimal current value is an ideal current value which is easy to find.
Specifically, the optimal current value can be obtained by the following formula:
I(f)＝min(I max1 ，I max2 )
I max1 ＝C﹡f
Figure BDA0002524904530000201
wherein I (f) is an optimal current value, I max1 Maximum current value allowed for battery, I max2 For the maximum current value allowed by the boost DC module, min is the minimum value, C is the capacity which can not be exceeded by pulse charge and discharge in one cycle, f is the alternating frequency of the battery, U max For maximum battery voltage, OCV is open circuit voltage, R ac (f) Is a function of the ac internal resistance of the battery as a function of f.
In the embodiment, the switching frequency and/or the duty ratio in the bridge arm converter are/is adjusted to enable the current value flowing through the battery to reach the optimal current value, a simple method is utilized to enable the heating efficiency of the battery to be gradually maximized, and the control is simple and the reliability is high.
The disclosure also provides a vehicle comprising a battery and the vehicle battery heating device provided by the disclosure.
The specific manner in which the operations are performed by the steps in the above embodiments has been described in detail in relation to the embodiments of the apparatus, and will not be described in detail herein.
The preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings, but the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solutions of the present disclosure within the scope of the technical concept of the present disclosure, and all the simple modifications belong to the protection scope of the present disclosure.
In addition, the specific features described in the above embodiments may be combined in any suitable manner without contradiction. The various possible combinations are not described further in this disclosure in order to avoid unnecessary repetition.
Moreover, any combination between the various embodiments of the present disclosure is possible as long as it does not depart from the spirit of the present disclosure, which should also be construed as the disclosure of the present disclosure.

Claims (22)

1. A vehicle battery heating apparatus, characterized in that the apparatus comprises:
The first end of the motor inverter is connected with the first polarity end of the battery, and the second end of the motor inverter is connected with the second polarity end of the battery;
the first end of the bus filter capacitor is connected with the first end of the motor inverter, and the second end of the bus filter capacitor is connected with the second end of the motor inverter;
the motor is connected with the motor inverter;
the first end of the bridge arm converter is connected with the first end of the bus filter capacitor and the first end of the motor inverter respectively, and the second end of the bridge arm converter is connected with the second end of the bus filter capacitor and the second end of the motor inverter respectively;
a winding, wherein a first end of the winding is connected with the bridge arm converter;
an energy storage element, a first end of the energy storage element being connected to a second end of the winding, the second end of the energy storage element being connected to a second end of the bridge arm converter;
and the controller is configured to control the motor inverter to output torque and control the bridge arm converter to act under a first preset state so as to charge and discharge the energy storage element and the battery, thereby realizing heating of the battery.
2. The apparatus of claim 1, wherein the controller is further configured to control the on-off of the motor inverter to cause the motor to output torque and to control the bridge arm converter to be off in a second preset state.
3. The apparatus of claim 1, wherein the controller is further configured to control the motor inverter to be turned off in a third preset state such that the motor does not output torque and to control the bridge arm converter to operate to charge and discharge between the energy storage element and the battery to effect heating of the battery.
4. The apparatus of claim 1, wherein the positive electrode of the battery is connected to the first end of the bus filter capacitor through a first switch module, the positive electrode of the battery is connected to the first end of the bus filter capacitor through a second switch module and a precharge resistor in sequence, the negative electrode of the battery is connected to the second end of the bus filter capacitor through a third switch module,
the controller is further configured to control the motor inverter to be disconnected and control the second switch module and the third switch module to be conducted under a third preset state, precharge the bus filter capacitor, then control the second switch module to be disconnected, and control the bridge arm converter to act so as to charge and discharge between the energy storage element and the battery, thereby realizing heating of the battery.
5. The apparatus of claim 4, wherein a first end of the energy storage element is connected to an anode of the dc charging port through a fourth switch module, and a second end of the energy storage element is connected to a cathode of the dc charging port through a fifth switch module;
the controller is further configured to control the first switch module, the third switch module, the fourth switch module and the fifth switch module to be conducted under a fourth preset state, so that the bridge arm converter, the winding and the energy storage element boost the voltage input by the direct current charging port and then charge the battery.
6. The apparatus of claim 3, wherein the controller is configured to:
and in the first preset state or the third preset state, acquiring a current value flowing through the energy storage element and/or a voltage value at two ends of the energy storage element, and controlling switching of on-off states of an upper bridge arm and a lower bridge arm of the bridge arm converter according to the current value and/or the voltage value.
7. The apparatus of claim 6, wherein the controller is configured to, in the first preset state or the third preset state,
When the upper bridge arm is in a conducting state, the lower bridge arm is in a switching-off state, and the current value reaches a first current threshold value, and/or the voltage value is increased to the first voltage threshold value, the upper bridge arm is controlled to be switched off and the lower bridge arm is controlled to be switched on;
when the lower bridge arm is in a conducting state, the upper bridge arm is in a shutoff state, and the current value reaches a second current threshold value, and/or the voltage value is reduced to a second voltage threshold value, the upper bridge arm is controlled to be conducted, and the lower bridge arm is controlled to be turned off;
the current direction corresponding to the first current threshold is opposite to the current direction corresponding to the second current threshold.
8. The apparatus of claim 7, wherein the device comprises a plurality of sensors,
when the upper bridge arm is in a conducting state, the energy storage element and the winding are switched from releasing energy to the battery to receiving the energy of the battery according to the conducting time of the upper bridge arm;
when the lower bridge arm is in a conducting state, the energy storage element is switched from receiving the energy of the winding to releasing the energy to the motor winding according to the conducting time of the lower bridge arm.
9. The apparatus of claim 1, wherein the controller is further configured to adjust a switching frequency and/or a duty cycle in the bridge arm converter during heating of the battery to bring a charge or discharge current value of the battery to an optimal current value.
10. A method of heating a vehicle battery, the method comprising:
in a first preset state, controlling the motor inverter to output torque of the motor, controlling the bridge arm converter to act, enabling the energy storage element and the battery to charge and discharge so as to heat the battery,
the first end of the motor inverter is connected with the first polarity end of the battery, and the second end of the motor inverter is connected with the second polarity end of the battery; the first end of the bus filter capacitor is connected with the first end of the motor inverter, and the second end of the bus filter capacitor is connected with the second end of the motor inverter; the motor is connected with the motor inverter; the first end of the bridge arm converter is respectively connected with the first end of the bus filter capacitor and the first end of the motor inverter, and the second end of the bridge arm converter is respectively connected with the second end of the bus filter capacitor and the second end of the motor inverter; the first end of the winding is connected with the bridge arm converter; the first end of the energy storage element is connected with the second end of the winding, and the second end of the energy storage element is connected to the second end of the bridge arm converter.
11. The method according to claim 10, wherein the method further comprises:
and in a second preset state, controlling the on-off of the motor inverter to enable the motor to output torque, and controlling the bridge arm converter to be disconnected.
12. The method according to claim 10, wherein the method further comprises:
and in a third preset state, controlling the motor inverter to be disconnected so that the motor does not output torque, and controlling the bridge arm converter to act so as to charge and discharge the energy storage element and the battery, thereby realizing the heating of the battery.
13. The method of claim 10, wherein the positive electrode of the battery is connected to the first end of the bus filter capacitor through a first switch module, the positive electrode of the battery is connected to the first end of the bus filter capacitor through a second switch module and a pre-charge resistor in sequence, the negative electrode of the battery is connected to the second end of the bus filter capacitor through a third switch module,
the method further comprises the steps of: and under a third preset state, controlling the motor inverter to be disconnected, controlling the second switch module and the third switch module to be conducted, pre-charging the bus filter capacitor, then controlling the second switch module to be disconnected, controlling the first switch module to be conducted, controlling the bridge arm converter to act, and enabling the energy storage element and the battery to be charged and discharged so as to heat the battery.
14. The method of claim 13, wherein a first end of the energy storage element is connected to a positive pole of the DC charging port through a fourth switching module, a second end of the energy storage element is connected to a negative pole of the DC charging port through a fifth switching module,
the method further comprises the steps of: and in a fourth preset state, controlling the first switch module, the third switch module, the fourth switch module and the fifth switch module to be conducted so that the bridge arm converter, the winding and the energy storage element boost the voltage input by the direct current charging port and charge the battery.
15. The method according to claim 12, wherein the method further comprises:
and in the first preset state or the third preset state, acquiring a current value flowing through the energy storage element and/or a voltage value at two ends of the energy storage element, and controlling switching of on-off states of an upper bridge arm and a lower bridge arm of the bridge arm converter according to the current value and/or the voltage value.
16. The method of claim 15, wherein in the first preset state or the third preset state, obtaining a current value flowing through the energy storage element and/or a voltage value across the energy storage element, and controlling switching of on-off states of an upper bridge arm and a lower bridge arm of the bridge arm converter according to the current value and/or the voltage value, includes:
In the first preset state or the third preset state, when the upper bridge arm is in a conducting state and the lower bridge arm is in a cutting-off state, and the current value reaches a first current threshold value, and/or when the voltage value is increased to the first voltage threshold value, the upper bridge arm is controlled to be cut off and the lower bridge arm is controlled to be conducted; when the lower bridge arm is in a conducting state, the upper bridge arm is in a cutting-off state, and the current value reaches a second current threshold value, and/or the voltage value is reduced to a second voltage threshold value, the upper bridge arm is controlled to be conducted, the lower bridge arm is controlled to be cut off,
the current direction corresponding to the first current threshold is opposite to the current direction corresponding to the second current threshold.
17. The method of claim 16, wherein the step of determining the position of the probe comprises,
when the upper bridge arm is in a conducting state, the energy storage element and the winding are switched from releasing energy to the battery to receiving the energy of the battery according to the conducting time of the upper bridge arm;
when the lower bridge arm is in a conducting state, the energy storage element is switched from receiving the energy of the winding to releasing the energy to the motor winding according to the conducting time of the lower bridge arm.
18. The method according to any one of claims 10-17, further comprising:
during heating of the battery, the switching frequency and/or the duty cycle of the bridge arm converter are adjusted so that the charge or discharge current value of the battery reaches an optimal current value.
19. The method of claim 18, wherein adjusting the switching frequency and/or duty cycle of the bridge arm converter to achieve an optimal current value for the charge or discharge current value of the battery during heating of the battery comprises:
and during the heating period of the battery, according to the comparison result of the charging or discharging current value of the battery and the optimal current value and the duty ratio of the bridge arm converter in the current carrier frequency period, the duty ratio of the bridge arm converter in the next carrier frequency period is regulated, so that the charging or discharging current value of the battery reaches the optimal current value.
20. The method of claim 19, wherein during heating of the battery, adjusting the duty cycle of the bridge arm converter in a next carrier frequency period based on the comparison of the charge or discharge current value of the battery and the optimal current value and the duty cycle of the bridge arm converter in the current carrier frequency period, the charge or discharge current value of the battery reaching the optimal current value comprises:
During the heating period of the battery, if the charging or discharging current value of the battery is smaller than the optimal current value, controlling to enable the duty ratio of the bridge arm converter in the next carrier frequency period to be larger than the duty ratio in the current carrier frequency period; and if the charging or discharging current value of the battery is larger than the optimal current value, controlling to enable the duty ratio of the bridge arm converter in the next carrier frequency period to be smaller than the duty ratio in the current carrier frequency period until the charging or discharging current value of the battery reaches the optimal current value.
21. The method of claim 18, wherein the bridge arm converter, the winding, and the energy storage element are in a boost DC module, the optimal current value being the smaller of the maximum current value allowed by the battery and the maximum current value allowed by the boost DC module.
22. A vehicle comprising a battery and the vehicle battery heating device of any one of claims 1-9.
CN202010501619.6A 2020-06-04 2020-06-04 Vehicle battery heating device and method and vehicle Active CN113752875B (en)

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