CN118306268A - Battery thermal management system and vehicle - Google Patents
Battery thermal management system and vehicle Download PDFInfo
- Publication number
- CN118306268A CN118306268A CN202410719765.4A CN202410719765A CN118306268A CN 118306268 A CN118306268 A CN 118306268A CN 202410719765 A CN202410719765 A CN 202410719765A CN 118306268 A CN118306268 A CN 118306268A
- Authority
- CN
- China
- Prior art keywords
- port
- battery pack
- motor
- electromagnetic valve
- thermal management
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000010438 heat treatment Methods 0.000 claims abstract description 142
- 238000004804 winding Methods 0.000 claims description 47
- 239000007788 liquid Substances 0.000 claims description 45
- 238000001816 cooling Methods 0.000 claims description 38
- 239000003507 refrigerant Substances 0.000 claims description 25
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 25
- 239000003990 capacitor Substances 0.000 claims description 23
- 238000007599 discharging Methods 0.000 claims description 17
- 230000007935 neutral effect Effects 0.000 claims description 14
- 230000005284 excitation Effects 0.000 claims description 11
- 230000008859 change Effects 0.000 claims description 10
- 238000006243 chemical reaction Methods 0.000 claims description 5
- 238000004321 preservation Methods 0.000 claims description 4
- 239000012530 fluid Substances 0.000 claims description 2
- 239000000110 cooling liquid Substances 0.000 abstract description 13
- 238000000034 method Methods 0.000 description 21
- 238000010586 diagram Methods 0.000 description 19
- 230000009466 transformation Effects 0.000 description 12
- 230000008569 process Effects 0.000 description 10
- 230000001360 synchronised effect Effects 0.000 description 9
- 238000011217 control strategy Methods 0.000 description 8
- 238000005070 sampling Methods 0.000 description 6
- HBBGRARXTFLTSG-UHFFFAOYSA-N Lithium ion Chemical compound [Li+] HBBGRARXTFLTSG-UHFFFAOYSA-N 0.000 description 5
- 230000006978 adaptation Effects 0.000 description 5
- 239000002826 coolant Substances 0.000 description 5
- 229910001416 lithium ion Inorganic materials 0.000 description 5
- 239000000498 cooling water Substances 0.000 description 4
- 230000017525 heat dissipation Effects 0.000 description 4
- 230000003068 static effect Effects 0.000 description 4
- 238000013461 design Methods 0.000 description 3
- 230000001131 transforming effect Effects 0.000 description 3
- 208000019901 Anxiety disease Diseases 0.000 description 2
- 230000002159 abnormal effect Effects 0.000 description 2
- 238000010521 absorption reaction Methods 0.000 description 2
- 230000036506 anxiety Effects 0.000 description 2
- 239000003245 coal Substances 0.000 description 2
- 238000004891 communication Methods 0.000 description 2
- 238000001514 detection method Methods 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 238000009413 insulation Methods 0.000 description 2
- 238000005057 refrigeration Methods 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 239000012809 cooling fluid Substances 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 238000004146 energy storage Methods 0.000 description 1
- 230000020169 heat generation Effects 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000002035 prolonged effect Effects 0.000 description 1
- 230000002441 reversible effect Effects 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Abstract
The invention discloses a battery thermal management system and a vehicle, wherein the battery thermal management system comprises a motor and a controller, the motor is connected with a battery pack through a battery thermal management loop; the controller is respectively connected with the motor and the battery thermal management loop and is used for controlling the motor to run with zero torque according to the state of the vehicle when the battery pack has a heating requirement, and enabling heat generated by a stator and/or a rotor of the motor to heat the battery pack through the battery thermal management loop. According to the battery thermal management system provided by the embodiment of the invention, when the motor is controlled to perform zero-torque operation to heat the battery pack, the rotor and the stator of the motor can heat the cooling liquid so as to heat the battery pack, so that the battery thermal management system has more comprehensive functions, wider environment-friendly range and capability of improving the utilization rate of various devices in the system.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a battery thermal management system and a vehicle.
Background
With the development and rapid popularization of electric vehicles, many challenges are also faced. The power battery based on lithium ions is widely applied, and the battery is charged and discharged at a proper temperature due to the inherent characteristics of the battery, so that the charging and discharging efficiency of the battery can be improved, the service life of the battery is prolonged, and the charging and discharging capacity of the battery at a low temperature can be greatly reduced, so that the practicability of the electric automobile in a cold area is affected. Especially, the electric automobile is charged slowly in winter, the endurance is shortened, the air conditioner is not dared to be opened, and the phenomenon of low-temperature anxiety is one of key problems which need to be solved urgently, namely, how to improve the use performance of lithium ions at low temperature is caused by the fact that the low-temperature anxiety is a pain point affecting the user experience in the market process of the electric automobile. The lithium ion battery is sensitive to low temperature, the internal resistance of the lithium ion battery is sharply increased at low temperature, the discharge capacity and the charge and discharge performance are greatly limited, the dynamic performance of the electric automobile is insufficient in low temperature environment, the driving range is greatly shortened, the battery can not be charged almost at the temperature lower than-20 ℃, if the battery is charged forcibly, the internal short circuit is easily caused, and the potential safety hazard is caused. There are many solutions to the problem of low temperature use of lithium ion batteries: for example, one of the solutions heats the coolant of the battery cooling circuit at a low temperature by using a PTC heater or a heating wire heater, and heats the battery cells to a predetermined temperature by the coolant. For another example, another approach is to heat the cooling water by utilizing a motor zero torque or stall control strategy to achieve the purpose of heating the battery.
In the prior art, when the battery is heated by adopting the first scheme, an external auxiliary heating device is needed to be additionally arranged, so that the cost is high and the complexity of system design is increased. When the second scheme is adopted to heat the battery, although an external auxiliary heating device is removed, the cost and the complexity of the system are reduced, when the zero torque operation or the locked-rotor operation of the motor is controlled to heat cooling water, only the motor stator generally generates heat, the realization function is single, the application environment range is narrow, and the utilization rate of system devices is low.
Disclosure of Invention
The present invention aims to solve at least one of the technical problems existing in the prior art. Therefore, a first object of the present invention is to provide a battery thermal management system, which controls a motor to perform zero torque operation to heat a battery pack, wherein a rotor and a stator of the motor can heat a cooling liquid to heat the battery pack, so that the battery thermal management system has more comprehensive functions, wider environment adaptation range and improved utilization rate of various devices in the system.
A second object of the invention is to propose a vehicle.
In order to achieve the above object, a battery thermal management system according to an embodiment of a first aspect of the present invention includes: the motor is connected with the battery pack through a battery thermal management loop; and the controller is respectively connected with the motor and the battery thermal management loop and is used for controlling the motor to run with zero torque according to the state of the vehicle when the battery pack has a heating requirement, and enabling heat generated by a stator and/or a rotor of the motor to heat the battery pack through the battery thermal management loop.
According to the battery thermal management system provided by the embodiment of the invention, when the battery pack has a heating requirement, the controller controls the motor to run with zero torque according to the state of the vehicle, and the rotor and the stator of the motor can heat the cooling liquid so as to heat the battery pack, so that the battery thermal management system has more comprehensive functions, wider environment adaptation range and higher utilization rate of various devices in the system. And the battery thermal management system heats the battery pack and considers the state of the vehicle at the same time, so that the vehicle can realize the function of heating the battery pack by the electric drive system under different states, and the cooperative control of the battery pack heating and the vehicle state can be performed.
In some embodiments of the invention, the battery thermal management loop comprises: the heat pump system is connected with the liquid path of the battery pack; the electric drive system comprises an oil liquid cooling loop for cooling the motor, and the oil liquid cooling loop is connected with an oil liquid pipeline of the motor; and the oil liquid cooling loop is respectively connected with the heat pump system and the battery pack through the first plate exchanger.
In some embodiments of the invention, the electro-drive system further comprises: the stator driving circuit is respectively connected with the controller, the stator of the motor and the charging bus of the battery pack and is used for driving the stator of the motor; and the rotor driving circuit is respectively connected with the controller, the rotor of the motor and the charging bus of the battery pack and is used for driving the rotor of the motor.
In some embodiments of the invention, the controller controls the motor to perform zero torque operation when the vehicle is in a parked state and the battery pack has a heating demand, wherein the stator is heated by controlling the stator driving circuit and the rotor is heated by controlling the rotor driving circuit.
In some embodiments of the invention, the controller controls the motor to perform zero torque operation when the vehicle is in a direct-connection state of charge and the battery pack has a heating demand, wherein the stator is heated by controlling the stator driving circuit and the rotor is heated by controlling the rotor driving circuit.
In some embodiments of the present invention, the controller is configured to obtain a quadrature axis voltage and a quadrature axis voltage according to a target quadrature axis current, a target direct axis current, a feedback quadrature axis current, and a feedback direct axis current when controlling the stator driving circuit, and obtain a pulse width modulation duty ratio of the stator driving circuit according to the quadrature axis voltage and the direct axis voltage through inverse Park conversion and a pulse width modulation algorithm, so as to drive a stator of the motor, wherein the target quadrature axis current is zero.
In some embodiments of the invention, the controller controls the motor to run with zero torque when the battery pack has a heating demand when the vehicle is in a boost charge state without a fault, wherein the stator is caused to store energy by controlling the stator drive circuit and the rotor is caused to generate heat by controlling the rotor drive circuit.
In some embodiments of the present invention, the controller is configured to perform a difference operation according to an excitation reference current and an excitation actual current to obtain a current difference, and perform a PID (PID regulator) current adjustment operation according to the current difference to obtain a pulse width modulation duty ratio of the rotor driving circuit when controlling the rotor driving circuit, so as to drive a rotor of the motor.
In some embodiments of the present invention, the stator driving circuit includes a plurality of phase legs, each phase leg being connected across the positive dc bus and the negative dc bus, a midpoint of each phase leg being connected to a first end of a winding of a corresponding stator, second ends of all windings of the stator being connected to a neutral point, the neutral point being adapted to be connected to a dc charging port of a vehicle; the rotor driving circuit comprises an H half-bridge arm, two ends of the H half-bridge arm are respectively connected with the positive DC bus and the negative DC bus, and the middle point of the H half-bridge arm is connected with the rotor through a slip ring structure.
In some embodiments of the invention, the oil cooling circuit includes: the first end of the oil pump is connected with a first port of an oil liquid pipeline of the motor; the first port of the second plate change is connected with the second end of the oil pump, the second port of the second plate change is connected with the second port of the oil pipeline of the motor, the first port of the second plate change is communicated with the second port of the second plate change, the third port of the second plate change is connected with the first end of a driving circuit thermal management pipeline of the electric drive system, and the second end of the driving circuit thermal management pipeline is connected with the first port of the first plate change; the first port of the first three-way valve is connected with the second port of the first plate exchanger, and the first port of the first plate exchanger is communicated with the second port of the first plate exchanger; the water inlet of the water pump is connected with the second port of the first three-way valve, the water outlet of the water pump is connected with the fourth port of the second plate exchanger, and the third port of the second plate exchanger is communicated with the fourth port of the second plate exchanger; when the battery pack has a heating requirement, the first port and the second port of the three-way valve are communicated.
In some embodiments of the invention, the oil cooling circuit further comprises: and the first end of the radiator is connected with the third port of the first three-way valve and the controller, and when the winding temperature of the motor exceeds the electric drive heat preservation temperature, the first port of the first three-way valve is communicated with the third port of the first three-way valve so as to radiate heat of the motor.
In some embodiments of the invention, the heat pump system comprises: the device comprises a compressor, a gas-liquid separator, a first electromagnetic valve, a first electronic expansion valve, a first one-way valve, a second electromagnetic valve and a third electromagnetic valve; the exhaust port of the compressor is connected with the first port of the first electromagnetic valve, the second port of the first electromagnetic valve is connected with the first port of the liquid path of the battery pack, the second port of the liquid path of the battery pack is connected with the first port of the first electronic expansion valve, the second port of the first electronic expansion valve is connected with the input port of the first one-way valve, the output port of the first one-way valve is connected with the first port of the second electromagnetic valve, the second port of the second electromagnetic valve is connected with the third port of the first plate switch, the fourth port of the first plate switch is connected with the first port of the third electromagnetic valve, the second port of the third electromagnetic valve is connected with the first port of the gas-liquid separator, and the second port of the gas-liquid separator is connected with the return port of the compressor; when the temperature of the battery pack is smaller than the target battery pack temperature corresponding to the current environment temperature, the battery pack has a heating requirement, and the first electromagnetic valve, the first electronic expansion valve, the second electromagnetic valve and the third electromagnetic valve are all in an open state.
In some embodiments of the invention, the heat pump system further comprises: a fourth solenoid valve, an external condenser and a second check valve; the first port of the fourth electromagnetic valve is connected with the output port of the first one-way valve, the second port of the fourth electromagnetic valve is connected with the first port of the external condenser, the second port of the external condenser is connected with the input port of the second one-way valve, and the second port of the second one-way valve is connected with the first port of the third electromagnetic valve; when the temperature of the battery pack is smaller than the target battery pack temperature corresponding to the current environment temperature and the temperature of a refrigerant in the heat pump system is smaller than the current environment temperature, the battery pack has a heating requirement, and the first electromagnetic valve, the first electronic expansion valve, the second electromagnetic valve, the third electromagnetic valve and the fourth electromagnetic valve are all in an open state.
In some embodiments of the invention, the input port of the third one-way valve is connected to the output port of the second one-way valve, and the output port of the third one-way valve is connected to the second port of the first electronic expansion valve.
In some embodiments of the invention, the heat pump system further comprises: an in-vehicle condenser, a second electronic expansion valve and a fifth electromagnetic valve; the first port of the in-vehicle condenser is connected with the exhaust port of the compressor, the second port of the in-vehicle condenser is respectively connected with the first port of the second electronic expansion valve and the first port of the fifth electromagnetic valve, the second port of the second electronic expansion valve is connected with the first port of the fourth electromagnetic valve, and the second port of the fifth electromagnetic valve is connected with the first port of the fourth electromagnetic valve.
In some embodiments of the invention, the heat pump system further comprises: the third electronic expansion valve, the evaporator and the fourth one-way valve; the first port of the third electronic expansion valve is connected with the fourth port of the first plate exchanger and the second port of the second one-way valve, the second port of the third electronic expansion valve is connected with the first port of the evaporator, the second port of the evaporator is connected with the input port of the fourth one-way valve, and the output port of the fourth one-way valve is connected with the first port of the gas-liquid separator; the controller is also used for determining that the cabin has a heating requirement, controlling the third electromagnetic valve to be closed and controlling the third electronic expansion valve to be opened.
In some embodiments of the invention, the heat pump system further comprises: a sixth electromagnetic valve, wherein a first port of the sixth electromagnetic valve is connected with a second port of the first electromagnetic valve and a first port of a liquid path of the battery pack; when the temperature of the battery pack is higher than the normal working temperature of the battery pack, the battery pack has a cooling requirement, the third electromagnetic valve, the fourth electromagnetic valve, the fifth electromagnetic valve, the sixth electromagnetic valve, the first electronic expansion valve and the second electronic expansion valve are all in an open state, and the first electromagnetic valve and the second electromagnetic valve are in a closed state.
In some embodiments of the invention, the controller is further configured to determine that the cabin has a cooling demand, control the third electronic expansion valve to open and control the third solenoid valve to close, and determine that the cabin has no heating demand, control the third solenoid valve to open and control the third electronic expansion valve to close.
In some embodiments of the present invention, the fourth solenoid valve is closed when the temperature of the battery pack is less than the target battery pack temperature corresponding to the current ambient temperature, and the temperature of the refrigerant in the heat pump system is greater than or equal to the current ambient temperature.
In some embodiments of the invention, the controller is further configured to determine that the cabin has no heating demand, control the third solenoid valve to open, and control the third electronic expansion valve to close.
In some embodiments of the invention, the controller is further configured to control the motor to exit the zero torque operating state when the vehicle fails or the vehicle charge changes.
In order to achieve the above object, a second aspect of the present invention provides a vehicle including: a battery pack; and a battery thermal management system according to any one of the preceding claims, the battery thermal management system being connected to the liquid path of the battery pack.
According to the vehicle provided by the embodiment of the invention, the battery thermal management system of any one of the embodiments is connected with the liquid path of the battery pack, when the battery pack has a heating requirement, the battery thermal management system can control the motor to run with zero torque according to the vehicle state, and the rotor and the stator of the motor can heat the battery pack through cooling liquid, so that the function is more comprehensive, the application environment range is wider, and the utilization rate of all devices in the system can be improved. In addition, the state of the vehicle is considered, so that the vehicle can realize the function of heating the battery pack by the electric drive system in different states, and the cooperative control of the battery pack heating and the vehicle state can be realized.
In some embodiments of the invention, the vehicle further comprises: and the charge-discharge circuit is suitable for being connected with the battery pack, a stator driving circuit and a rotor driving circuit of a motor in the electric drive system.
In some embodiments of the invention, the charge-discharge circuit comprises: the positive direct current bus is connected with the positive electrode of the battery pack; the negative direct current bus is connected with the negative electrode of the battery pack; the positive electrode main contactor is positioned on the positive electrode direct current bus and is positioned between one end of the stator driving circuit and one end of the rotor driving circuit and the positive electrode end of the battery pack, and is closed during charging; the negative electrode main contactor is positioned on the negative electrode direct current bus, and is positioned between the other end of the stator driving circuit, the other end of the rotor driving circuit and the negative electrode end of the battery pack, and is closed when the battery pack is charged.
In some embodiments of the invention, the charge-discharge circuit further comprises: a bus capacitor connected between the positive DC bus and the negative DC bus in a bridging manner, and positioned between the battery pack and the stator driving circuit; a direct current charging and discharging port, wherein a first end of the direct current charging and discharging port is connected with a central line point of the stator winding, and a second end of the direct current charging and discharging port is connected with the negative electrode direct current bus; and the first end of the charge-discharge port capacitor is connected with the first end of the direct-current charge-discharge port, and the second end of the charge-discharge port capacitor is connected with the second end of the direct-current charge-discharge port.
In some embodiments of the invention, the charge-discharge circuit further comprises: the first switch is positioned on the positive DC bus and is positioned between the DC charge and discharge port and the first end of the stator driving circuit; the second switch is positioned between the second end of the direct-current charging and discharging port and the second end of the charging and discharging port capacitor; the third switch is positioned between the first end of the direct-current charge-discharge port and a neutral line point of a stator winding of the motor; when the vehicle is in a direct-connection charging state and the battery pack has a heating requirement, the first switch and the second switch are closed, and the third switch is opened; and when the vehicle is in a boost charging state and the vehicle has no fault, the second switch and the third switch are closed and the first switch is opened when the battery pack has a heating requirement.
Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
Drawings
The foregoing and/or additional aspects and advantages of the invention will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:
FIG. 1 is a block diagram of a battery thermal management system according to one embodiment of the invention;
FIG. 2 is a schematic circuit diagram of a battery thermal management system according to one embodiment of the invention;
FIG. 3 is a schematic diagram of a circuit connection according to one embodiment of the invention;
Fig. 4 is a schematic diagram of a control principle of battery pack heating according to an embodiment of the present invention;
FIG. 5 is a schematic diagram of the principle of coordinate transformation according to one embodiment of the invention;
FIG. 6 is a block diagram of a vehicle according to one embodiment of the invention;
FIG. 7 is a schematic diagram of direct-connect charging and motor heating current flow according to one embodiment of the invention;
FIG. 8 is a schematic diagram of direct-connect charging and motor heating current flow according to another embodiment of the invention;
FIG. 9 is a schematic diagram of boost charging and motor heating current flow according to one embodiment of the invention;
FIG. 10 is a schematic diagram of boost charging and motor heating current flow according to another embodiment of the invention;
Fig. 11 is a flowchart of a control method for heating a battery pack by motor zero torque operation according to one embodiment of the present invention.
Reference numerals:
A vehicle 1000;
a battery thermal management system 100;
The heat pump system 10, the electric drive system 20, the first board changer 30, the controller 40 and the direct current charging port 50;
The device comprises a motor 1, a battery pack 2, an oil pump 3, a second plate changer 4, a first three-way valve 5, a water pump 6, a radiator 7, a compressor 8 and a gas-liquid separator 9;
The device comprises a stator driving circuit 21, a rotor driving circuit 22, a stator S, a rotor F, a positive main contactor K+, a negative main contactor K-, a bus capacitor Cn, a charge-discharge port capacitor Cm, a first switch K1, a second switch K2, a third switch K3, a neutral point N1 of a stator winding, a first power device VT1, a second power device VT2, a third power device VT3, a fourth power device VT4, a fifth power device VT5, a sixth power device VT6, a seventh power device VT7, a tenth power device VT10, a first freewheel diode VD1, a second freewheel diode VD2, a third freewheel diode VD3, a fourth freewheel diode VD4, a fifth freewheel diode VD5, a sixth freewheel diode VD6, a seventh freewheel diode VD7, an eighth freewheel diode VD8, a ninth freewheel diode VD9, a tenth freewheel diode 10, a first electromagnetic valve N1, a second electromagnetic valve N2, a third electromagnetic valve N3, a fourth electromagnetic valve N4, a fifth electromagnetic valve N5, a sixth electromagnetic valve N6, a third electromagnetic valve Q-expansion valve Q2, a third electromagnetic valve Q-expansion valve Q1, a third electromagnetic valve Q-expansion valve Q-switch Q1.
Detailed Description
Embodiments of the present invention will be described in detail below, by way of example with reference to the accompanying drawings.
In the prior art, CN201810187389.3 provides a power battery heating system and method, the system includes a first temperature sensor, a controller, and a motor, and the first temperature sensor is mounted to the power battery; the controller includes temperature sampling unit and heating control unit, wherein: the temperature sampling unit is used for acquiring the temperature of the power battery in real time through the first temperature sensor; and the heating control unit is used for controlling the motor to run with zero torque by using the energy provided by the power battery when the temperature of the power battery meets the preset condition. According to the invention, the power motor is used for heating the power battery, so that the power battery can be heated without external auxiliary heating equipment, the cost is reduced, the complexity of system design is reduced, and the power battery is heated uniformly.
The invention with the patent number of CN202110322625.X provides a charging control method, a charging control device and an electric automobile, and relates to the technical field of electric automobiles, wherein the control method comprises the following steps: after the insulation detection of the charging pile is finished, a first voltage value is sent to the charging pile; receiving capacity parameters fed back by the charging pile, controlling the first switch to be closed, and controlling the second switch to be opened; setting the charging demand voltage of the power battery as a first voltage value to enter a charging stage; acquiring the actual output charging voltage of the charging pile through a voltage detection unit; and adjusting the charging demand voltage of the power battery according to the magnitude relation between the actual output charging voltage of the charging pile and the second voltage value and the magnitude relation between the charging power of the power battery and the preset power, and simultaneously controlling the states of the first switch and the second switch. According to the invention, the states of the first switch and the second switch are controlled, so that the charging modes of the electric automobile are effectively and seamlessly switched, the automatic switching of the two charging modes is realized, and the electric automobile is charged in an optimal charging mode.
In the two prior arts disclosed above, in the first patent technical solution, only the heating of the stator end of the motor in the parking state is considered, the rotor is not heated at the same time, the heating efficiency is low, only the stator of the motor heats, and the technology of heating the rotor is not mentioned; in addition, because of the hardware topology limitation of the technology, the motor locked-rotor heating of direct-current direct charging and direct-current boost charging cannot be realized, the realization function is single, the application environment range is narrow, and the utilization rate of system devices is low. In the second patent technical solution, when the ambient temperature is low, the battery is not allowed to charge and discharge or the charge and discharge current is allowed to be small, and no mention is made of a cooperative control method of charging and battery heating. Due to the limitations of the technical algorithm, the scheme of the electric drive system for assisting in heating the battery cells to a preset temperature under the charging condition cannot be realized. In this way, when the battery pack has a heating requirement, the motor is controlled to run with zero torque according to the state of the vehicle, and the heat generated by the stator and/or the rotor of the motor heats the battery pack through the battery thermal management loop. That is, when the motor heats the battery pack, the state of the vehicle is considered, and the method is not limited to the parking state, the direct current charging state and the boosting charging state, and the heat generated by the stator and/or the rotor of the motor can be heated by the battery thermal management loop. That is, the motor rotor and the stator of the embodiment of the invention can heat the battery by heating the cooling liquid, so that the cooperative control of boosting or direct-connection charging and motor heating can be performed.
A battery thermal management system according to an embodiment of the present invention is described below with reference to fig. 1 to 5.
In some embodiments of the present invention, as shown in fig. 1, a block diagram of a battery thermal management system according to one embodiment of the present invention is shown. The battery thermal management system 100 includes a motor 1 and a controller 40. Wherein in particular the electric machine 1 is connected to the battery pack 2 by a battery thermal management circuit, wherein the battery thermal management circuit is a circulation circuit for connecting the battery pack 2 and the electric machine 1 shown in fig. 1.
The controller 40 is connected to the motor 2 and the battery thermal management circuit, respectively, and is configured to control the motor 1 to perform zero torque operation according to a vehicle state when the battery pack 2 has a heating requirement, and to cause heat generated by the stator and/or the rotor of the motor 1 to heat the battery pack 2 through the battery thermal management circuit.
More specifically, a battery thermal management system 100 according to an embodiment of the present invention may be understood with reference to fig. 2, and as shown in fig. 2, is a schematic circuit diagram of the battery thermal management system according to an embodiment of the present invention. Further, the description herein is as follows: the dashed box shown in the figures for indicating the heat pump system 10 does not include the battery pack 2, the electric drive system 20 and the first board change 30; and, the dashed box for indicating the electric drive system 20 does not include the motor 1.
The battery thermal management circuit comprises a heat pump system 10, an electric drive system 20 and a first board station 30. The heat pump system 10 is connected to the liquid path of the battery pack 2. The electric drive system 20 comprises an oil cooling circuit for cooling the oil of the motor 1, and the oil cooling circuit is connected with an oil pipeline of the motor 1; the oil cooling circuit is connected to the heat pump system 10 and the battery pack 2 via the first plate exchanger 30. The medium circulating in the heat pump system 10 is a refrigerant, so the first plate exchanger 30 is a refrigerant plate exchanger.
The controller 40 is respectively connected with the heat pump system 10 and the electric drive system 20, and the controller 40 is a vehicle control unit, such as VCU (Vehicle control unit ), and is configured to control the motor 1 to perform zero torque operation according to the vehicle state when the battery pack 2 has a heating requirement, and enable heat generated by the stator and/or the rotor of the motor 1 to heat the battery pack 2 through the battery thermal management circuit. It will be appreciated that when the motor 1 is operated with zero torque, the generated heat is released into the oil cooling circuit, the oil cooling circuit exchanges heat with the heat pump system 10 at the first plate exchanger 30, the heat is transferred to the heat pump system 10, the heat pump system 10 further transfers the heat generated by the motor 1 to the battery pack 2, and the motor 1 is an electro-magnetic motor, so that the purpose of heating the battery pack 2 by the stator and/or the rotor of the motor 1 can be achieved.
Specifically, in some embodiments, the oil cooling circuit includes an oil pump 3, a second plate 4, a first three-way valve 5, and a water pump 6, a first end of the oil pump 3 being connected to a first port of an oil line of the motor 1; the first port of the second plate changer 4 is connected with the second end of the oil pump 3, the second port of the second plate changer 4 is connected with the second port of the oil pipeline of the motor 1, the first port of the second plate changer 4 is communicated with the second port of the second plate changer 4, the third port of the second plate changer 4 is connected with the first end of the driving circuit heat management pipeline of the electric drive system 20, and the second end of the driving circuit heat management pipeline is connected with the first port of the first plate changer 30; the first port of the first three-way valve 5 is connected with the second port of the first plate changer 30, and the first port of the first plate changer 30 is communicated with the second port of the first plate changer 30; the water inlet of the water pump 6 is connected with the second port of the first three-way valve 5, the water outlet of the water pump 6 is connected with the fourth port of the second plate exchanger 4, and the third port of the second plate exchanger 4 is communicated with the fourth port of the second plate exchanger 4. Specifically, as shown in fig. 2, in the dashed box labeled with the electric drive system 20, the loop formed by the solid arrows represents the cooling loop of the cooling fluid in the drive circuit thermal management line, and the loop formed by the dashed arrows represents the cooling loop of the cooling oil in the oil line in which the electric motor 1 is located. The oil cooling circuit belongs to an electric drive system 20, and the second plate change 4 is an electric drive plate change.
When the battery pack 2 has a heating requirement, the first port and the second port of the three-way valve P are connected. That is, when the motor 1 is operated with zero torque and is heated by the battery pack 2, the heat generated by the motor 1 is transferred in the oil cooling circuit, in fact, the heat generated by the motor 1 is released to the oil pipeline where the motor 1 is located, the cooling oil in the oil pipeline exchanges heat with the cooling liquid in the driving circuit thermal management pipeline at the second plate heat exchanger 4, the heat is transferred to the cooling liquid circuit in the driving circuit thermal management pipeline, then the cooling liquid circuit in the driving circuit thermal management pipeline exchanges heat with the heat pump system 10 at the first plate heat exchanger 30, the heat is transferred to the heat pump system 10, and then the heat generated by the motor 1 is transferred to the battery pack 2 by the heat pump system 10, so that the purpose of heating the battery pack 2 by the motor 1 is finally achieved.
Further, in other embodiments, the oil cooling circuit further includes a radiator 7, where a first end of the radiator 7 is connected to the third port of the first three-way valve 5 and the controller 40, and when the winding temperature of the motor 1 exceeds the electric drive insulation temperature, the first port of the first three-way valve 5 is in communication with the third port of the first three-way valve 5 to dissipate heat of the motor 1.
It will be appreciated that the controller 40 may determine via temperature sensing whether it is necessary to control zero torque operation of the motor 1 to heat the battery pack 2. Specifically, the controller 40 determines that the battery heating request needs to be started by acquiring temperature data in a temperature sensor for detecting the temperature of the battery pack 2, and sends a command to an electronic control in the electric drive system 20, and the electronic control controls the motor 1 to perform zero torque heating through a heating control unit (software) in the electronic control. Since the heating value of the electric drive system 20 is not large enough in the initial heating stage, the first three-way valve 5 is controlled to prevent the coolant from passing through the radiator 7 loop in the initial zero torque heating stage of the electric motor 1, so that the coolant loop in the driving circuit thermal management pipeline exchanges heat with the heat pump system 10 at the first plate heat exchanger 30, and the oil temperature of the electric motor 1 is mainly exchanged to the first plate heat exchanger 30 through the coolant, which is the internal thermal management heat flow direction of the electric drive system 20.
According to the battery thermal management system 100 provided by the embodiment of the invention, based on the architecture of the heat pump system 10 and the electric drive system 20, when the battery pack 2 has a heating requirement, the controller 40 controls the motor 1 to run with zero torque according to the vehicle state, and the rotor and the stator of the motor 1 can heat the cooling liquid so as to heat the battery pack 2, so that the realization function is more comprehensive, the adaptation environment range is wider, and the utilization rate of devices in the whole system is high. And, the battery thermal management system 100 takes the state of the vehicle into consideration while heating the battery pack 2, so that the vehicle can realize the function of heating the battery pack 2 by the electric drive system 20 in different states, thereby performing cooperative control of the state of the motor 1 and the charging of the battery pack 2.
In some embodiments of the present invention, it will be understood from fig. 3 that the electric drive system 20 and the motor 1 according to the embodiments of the present invention are schematic diagrams of circuit connection according to an embodiment of the present invention, as shown in fig. 3, wherein the electric drive system 20 further includes a stator driving circuit 21 and a rotor driving circuit 22, and wherein the stator driving circuit 21 and the rotor driving circuit 22 together constitute the electric control as in the above embodiments. Wherein the electro-drive system 20 and the controller 40 are not shown in fig. 3.
The stator driving circuit 21 is respectively connected with the controller 40, the stator S of the motor 1 and the charging bus of the battery pack 2 and is used for driving the stator S of the motor 1; the rotor driving circuit 22 is connected to the controller 40, the rotor F of the motor 1, and the charging bus of the battery pack 2, respectively, for driving the rotor F of the motor.
Specifically, the stator driving circuit 21 includes multiple phases of bridge arms, each phase of bridge arm is bridged between the positive dc bus and the negative dc bus, the midpoint of each phase of bridge arm is connected with the first ends of the windings of the corresponding stator S, the second ends of all the windings of the stator S are connected with a neutral line point, and the neutral line point is suitable for being connected with the dc charging port 50 of the vehicle; the rotor driving circuit 22 includes an H half bridge arm, two ends of the H half bridge arm are respectively connected with the positive dc bus and the negative dc bus, and a midpoint of the H half bridge arm is connected with the rotor F through a slip ring structure.
The motor 1 of the embodiment of the invention can be an electrically excited synchronous motor with three phases, five phases, six phases, nine phases, twelve phases and the like, the motor 1 can comprise a plurality of sets of windings, the windings of the motor 1 comprise x sets of windings, wherein x is more than or equal to 1, and x is an integer. Specifically, the number of phases of the x-th set of windings can be set to beEach phase winding in the x-th set of windings comprisesCoil branches, each phase windingThe coil branches are connected together to form a phase end point, and each phase winding in the x-th set of windingsOne of the coil branches is also respectively connected with the other phase windingsOne of the coil branches being connected to formA plurality of connection points, wherein,≥1，Not less than 2, and，Is an integer. Based on this, the multiphase bridge arm comprises K groupsBridge arms, a group ofMidpoint of at least one bridge arm of the bridge arms and one set of bridge armsOne phase end point in the phase winding is connected, and the bridge arms connected with any two phase end points are different, wherein,≥K is more than or equal to x, and K,Are integers.
Further, the multiphase bridge arm is a reversible PWM (Pulse Width Modulation ) rectifier, and the working state of each power device can be controlled by controlling the duty ratio of each power device in the multiphase bridge arm.
Hereinafter, an embodiment of the present invention will be exemplified by a three-phase three-pair-pole electro-magnetic synchronous motor shown in fig. 3. The stator S of the three-phase motor 1 comprises four sets of windings, and three phases are A, B, C respectively; the four sets of windings are A1, B1 and C1 respectively; a2, B2 and C2; a3, B3 and C3; a4, B5, C5. Thus, its corresponding stator drive circuit 21, i.e. the motor controller, is three-phase, each phase leg comprising an upper leg and a lower leg, wherein the three-phase legs are connected to the three-phase stator S winding coils of the motor 1, respectively. The first phase bridge arm comprises a first power device VT1, a first freewheel diode VD1, a second power device VT2 and a second freewheel diode VD2 which are connected in parallel, wherein the first power device VT1, the first freewheel diode VD1, the second power device VT2 and the second freewheel diode VD2 are connected in parallel; the second phase bridge arm comprises a third power device VT3, a third freewheel diode VD3, a fourth power device VT4 and a fourth freewheel diode VD4 which are connected in series and arranged in parallel; the third phase bridge arm comprises a fifth power device VT5 connected in series, a fifth freewheel diode VD5 arranged in parallel, a sixth power device VT6 and a sixth freewheel diode VD6 arranged in parallel. The midpoint of the first phase leg is connected to the coils of the three-phase stator S winding a of the motor 1, the midpoint of the second phase leg is connected to the coils of the three-phase stator S winding B of the motor 1, and the midpoint of the third phase leg is connected to the coils of the three-phase stator S winding C of the motor 1.
The motor 1 of the embodiment of the invention adopts three pairs of pole rotors, the rotor F is powered from bus voltage through a slip ring structure, and the positive pole is connected with a seventh power device VT7 in series, a seventh freewheel diode VD7 and a ninth freewheel diode VD9 which are arranged in parallel; the negative electrode is connected in series with an eighth freewheel diode VD8, a tenth power device VT10 and a tenth freewheel diode VD10 which are arranged in parallel to form an H half-bridge structure. The positive pole of the direct current charging port 50 is connected in series with a third switch K3 and is connected to a neutral line point n1 of a stator winding of the motor 1, the negative pole of the direct current charging port 50 is connected in series with a second switch K2 and is connected to a negative pole direct current bus, the positive pole of a charge-discharge port capacitor Cm is connected to the positive pole of the direct current charging port 50, and the negative pole of the charge-discharge port capacitor Cm is connected to the negative pole direct current bus.
As described above, the control ends of the first power device VT1, the second power device VT2, the third power device VT3, the fourth power device VT4, the fifth power device VT5, the sixth power device VT6, the seventh power device VT7, and the tenth power device VT10 are all connected to the controller 40, and the turn-on conditions of these power devices are controlled by the controller 40.
In some embodiments of the present invention, the heat pump system 10 of the embodiment of the present invention is further understood from fig. 2, and the heat pump system 10 includes a compressor 8, a gas-liquid separator 9, a first solenoid valve N1, a first electronic expansion valve M1, a first check valve D1, a second solenoid valve N2, and a third solenoid valve N3.
The exhaust port of the compressor 88 is connected to the first port of the first solenoid valve N1, the second port of the first solenoid valve N1 is connected to the first port of the liquid path of the battery pack 2, the second port of the liquid path of the battery pack 2 is connected to the first port of the first electronic expansion valve M1, the second port of the first electronic expansion valve M1 is connected to the input port of the first check valve D1, the output port of the first check valve D1 is connected to the first port of the second solenoid valve N2, the second port of the second solenoid valve N2 is connected to the third port of the first plate switch 30, the fourth port of the first plate switch 30 is connected to the first port of the third solenoid valve N3, the second port of the third solenoid valve N3 is connected to the first port of the gas-liquid separator 9, and the second port of the gas-liquid separator 9 is connected to the return port of the compressor 8.
When the temperature of the battery pack is less than the target battery pack temperature corresponding to the current ambient temperature, the battery pack 2 has a heating requirement, and it can be understood that the state is that the vehicle is in a parking state without failure and the battery pack 2 has a heating requirement, and the first solenoid valve N1, the first electronic expansion valve M1, the second solenoid valve N2 and the third solenoid valve N3 are controlled to be in an open state.
It can be appreciated that when the controller 40 detects that the temperature of the battery pack is less than the target battery pack temperature corresponding to the current ambient temperature, the first solenoid valve N1, the second solenoid valve N2, the third solenoid valve N3 and the first electronic expansion valve M1 are opened; the refrigerant passes through the compressor 8, the first electromagnetic valve N1, the battery pack 2, the first electronic expansion valve M1, the first one-way valve D1, the second electromagnetic valve N2, the first plate exchanger 30 absorbs heat generated by the electric drive system 20, and the third electromagnetic valve N3 and the gas-liquid separator 9 return to the compressor 8, so that the battery pack 2 is heated.
Further, in determining by the controller 40 whether the entire vehicle is in a fault-free state, the faults herein include, but are not limited to: the CAN communication interaction among the controller 40, the heat pump system 10 and the electric drive system 20 is abnormal; the temperature of power switch devices in the battery pack 2, the motor 1, the stator driving circuit 21 and the rotor driving circuit 22 is over-temperature or the temperature sensor samples abnormally; the water pump 6 or the oil pump 3 in the electric drive system 20 cannot be started, or the control of each valve in the heat pump system 10 is abnormal; the controller 40 or the heat pump system 10 or the electric drive system 20 detects a hardware failure or the like.
Further, in some embodiments of the present invention, when the vehicle is in a parked state and the battery pack 2 has a heating requirement, the controller 40 controls the motor 1 to perform zero-torque operation, in which the stator S is heated by controlling the stator driving circuit 21 and the rotor F is heated by controlling the rotor driving circuit 22.
In some embodiments, the controller 40 is configured to obtain the quadrature axis voltage and the quadrature axis voltage according to the target quadrature axis current, the target direct axis current, the feedback quadrature axis current, and the feedback direct axis current when controlling the stator driving circuit 21, and obtain the pulse width modulation duty ratio of the stator driving circuit 21 according to the quadrature axis voltage and the direct axis voltage through inverse Park transformation and a pulse width modulation algorithm to drive the stator S of the motor 1, wherein the target quadrature axis current is zero. And, in other embodiments, the controller 40 is configured to perform a difference operation according to the excitation reference current and the excitation actual current to obtain a current difference, and perform a PID current adjustment operation according to the current difference to obtain a pulse width modulation duty ratio of the rotor driving circuit 22 to drive the rotor F of the motor 1 when controlling the rotor driving circuit 22.
Hereinafter, the control principle of the heating of the battery pack 2 when the motor 1 according to the embodiment of the present invention is operated with zero torque can be understood from fig. 4, and fig. 4 is a schematic view of the control principle of the heating of the battery pack according to one embodiment of the present invention.
In the embodiment of the invention, a three-phase electro-magnetic synchronous motor is taken as an example, S is a stator part of the electro-magnetic motor 1, and F is a rotor part of the electro-magnetic motor 1. According to the formula of the motor torque equation. Wherein,Indicating the output torque of the shaft end of the motor,Representing the pole pair number of the motor,Represents the mutual inductance of the stator and the rotor in the direction of the straight axis,Indicating the excitation current and the current of the magnetic field,Representing the direct-axis inductance of the inductor,Representing the inductance of the quadrature axis,The current of the straight axis is indicated,Representing the quadrature current.
The parking heating control principle is as follows: to output torque at the shaft end of the motorZero, meet the quadrature currentZero, direct currentExciting currentValues within any hardware design range may be given. The control is as follows, given a target quadrature currentZero, ensuring no torque output at the shaft end of the motor, and giving target direct-axis currentExciting current. Target quadrature axis currentCurrent with target straight axisGiven, respectively with the feedback of the AC-DC current、The difference is made and passed through PID current regulator to obtain quadrature axis voltageAnd direct axis voltageWill direct axis voltageAnd quadrature axis voltageObtained by inverse Park transformationAndAnd obtaining the pulse width modulation duty ratio of each phase bridge arm through an SVPWM (Space Vector Pulse Width Modulation ) algorithm.
And finally obtaining the required current values of each phase of the motor 1 through the modulation action of the bridge arm in the electric control. Wherein the current on the stator S three phases of the motor 1 is measured、、When the method is used, two-phase current is generally collected firstly, then a third phase current value is calculated through kirchhoff's law, and then the feedback alternating-direct current is obtained through Clark conversion and Park conversion、. Wherein the inverse Park and Park conversions require acquisition of the rotor F position of the motor 1 in real time. Exciting currentGiven the excitation actual current fed back with the sensor for detecting the current of the rotor F of the motor 1The difference is made to obtain a current difference, a pulse width modulation duty ratio is obtained through a PID current regulator, a current value required by the rotor F is obtained through the H half-bridge modulation effect, and the rotor F of the motor 1 is controlled to generate heat. The rotor F and the stator S of the motor 1 generate heat at the same time, and the heating efficiency is higher. The oil pump 3 of the motor 1 transfers the heat of the cooling oil to the cooling water in the second plate exchanger 4, and the cooling water transfers the heat to the refrigerant in the first plate exchanger 30, so that the parking heating control is realized.
Wherein Park transformation is synchronous rotation coordinate transformation, and two-phase static coordinate system is transformed into synchronous rotation coordinate system, and generally no zero axis vector is included; expanding Park transformation, namely synchronous rotation coordinate transformation, and transforming a two-phase static coordinate system into a synchronous rotation coordinate system, wherein the synchronous rotation coordinate system comprises a zero-axis vector; inverse Park transform is the inverse of Park transform; clark transforms to a stationary coordinate transform, transforming the N-phase shafting to a two-phase stationary coordinate system, generally without a zero axis vector; expanding Clark transformation into static coordinate transformation, and transforming an N-phase shafting into a two-phase static coordinate system, wherein the N-phase shafting comprises a zero-axis vector; inverse Clark transformation, i.e., the inverse of Clark transformation; the SVPWM algorithm is a space vector pulse width modulation algorithm.
And, the principle of the coordinate transformation according to the embodiment of the present invention can be understood according to fig. 5, fig. 5 is a schematic diagram of the principle of the coordinate transformation according to one embodiment of the present invention, in which θ is an included angle between a direct axis of a rotor of a power motor for a vehicle and an a-phase winding of the power motor for the vehicle; direct axis voltageAnd quadrature axis voltageThe voltage and the direct-axis current of the stator S under the d-q axis coordinate system are respectivelyAnd quadrature axis currentThe current of the stator S under the d-q axis coordinate system is respectively; direct axis inductanceAnd quadrature axis inductanceThe lower winding inductances of the d-q axis coordinate system are respectively; rs is stator winding resistance and phase resistance; In order to obtain the electric angular velocity, Is the pole pair number of the motor 1,。
Based on the above, in the embodiment of the invention, the electric excitation synchronous motor is adopted, in the parking state, on the basis that the stator end of the motor 1 can heat the battery pack 1, a certain value is given to the rotor excitation current, the quadrature axis current is zero, and a certain direct axis current is given to the direct axis current, so that the rotor F can heat simultaneously, that is, the rotor F and the stator S of the motor 1 can heat the battery pack 1 by heating the cooling liquid, the power of the motor 1 for locked-rotor heating is improved, and the heating rate of the battery pack 2 is accelerated.
In some embodiments of the present invention, as shown in FIG. 2, the heat pump system 10 further includes a fourth solenoid valve N4, an external condenser Q1, and a second check valve D2.
The first port of the fourth electromagnetic valve N4 is connected with the output port of the first one-way valve D1, the second port of the fourth electromagnetic valve N4 is connected with the first port of the external condenser Q1, the second port of the external condenser Q1 is connected with the input port of the second one-way valve D2, and the second port of the second one-way valve D2 is connected with the first port of the third electromagnetic valve N3;
When the temperature of the battery pack 2 is smaller than the target battery pack temperature corresponding to the current environment temperature and the temperature of the refrigerant is smaller than the current environment temperature, the battery pack 2 has a heating requirement, and the first electromagnetic valve N1, the first electronic expansion valve M1, the second electromagnetic valve N2, the third electromagnetic valve N3 and the fourth electromagnetic valve N4 are all in an open state.
When the controller 40 detects that the temperature of the outside environment of the vehicle is greater than the temperature of the circulating refrigerant of the real-time battery pack, that is, the current ambient temperature is greater than the temperature of the refrigerant, the first electromagnetic valve N1, the second electromagnetic valve N2, the third electromagnetic valve N3 and the fourth electromagnetic valve N4 are opened; the refrigerant is divided into two channels through the compressor 8, the first electromagnetic valve N1, the battery pack 2, the first electronic expansion valve M1 and the first one-way valve D1, wherein one part of the refrigerant passes through the second electromagnetic valve N2, absorbs heat generated by the electric drive system 20 through the first plate exchanger 30, and the other part of the refrigerant passes through the fourth electromagnetic valve N4, the outside condenser Q1 to absorb heat to the outside environment temperature, so that the battery pack 2 is heated.
And in other embodiments, when the temperature of the battery pack is less than the target battery pack temperature corresponding to the current ambient temperature and the temperature of the refrigerant in the heat pump system 10 is greater than or equal to the current ambient temperature, the fourth electromagnetic valve N4 is closed, and the refrigerant is stopped from directly absorbing heat from outside the vehicle.
In other embodiments of the present invention, the heat pump system 10 further includes a third check valve D3, an input port of the third check valve D3 is connected to an output port of the second check valve D2, and an output port of the third check valve D3 is connected to a second port of the first electronic expansion valve M1, where the third check valve D3 is in an open state when the electric drive system 20 heats the battery pack 2, and the third check valve D3 may be used to prevent the refrigerant in the pipeline from flowing back into the liquid path of the battery pack 2.
In other embodiments of the present invention, the heat pump system 10 further includes an in-vehicle condenser Q2, a second electronic expansion valve M2, and a fifth solenoid valve N5, wherein a first port of the in-vehicle condenser Q2 is connected to the exhaust port of the compressor 8, a second port of the in-vehicle condenser Q2 is connected to a first port of the second electronic expansion valve M2, and a first port of the fifth solenoid valve N5, respectively, a second port of the second electronic expansion valve M2 is connected to a first port of the fourth solenoid valve N4, and a second port of the fifth solenoid valve N5 is connected to a first port of the fourth solenoid valve N4.
In further embodiments of the present invention, the heat pump system 10 further includes a third electronic expansion valve M3, an evaporator Q3, and a fourth check valve D4; the first port of the third electronic expansion valve M3 is connected to the fourth port of the first board switch 30 and the second port of the second one-way valve D2, the second port of the third electronic expansion valve M3 is connected to the first port of the evaporator Q3, the second port of the evaporator Q3 is connected to the input port of the fourth one-way valve D4, and the output port of the fourth one-way valve D4 is connected to the first port of the gas-liquid separator 9.
The controller 40 is also used for determining that the cabin has a heating requirement, controlling the third electromagnetic valve N3 to be closed and controlling the third electronic expansion valve M3 to be opened. And, the controller 40 is further configured to determine that there is no heating requirement for the cabin, control the third electromagnetic valve N3 to open, and control the third electronic expansion valve M3 to close.
If there is a heating demand in the vehicle, the third electronic expansion valve M3 is opened, the third electromagnetic valve N3 is closed, the refrigerant returns to the compressor 8 in the loop through the third electronic expansion valve M3, the vehicle evaporator Q3, the fourth one-way valve D4 and the gas-liquid separator 9, and if there is no heating demand in the vehicle, the third electromagnetic valve N3 is controlled to be opened, and the refrigerant returns to the compressor 8 in the loop through the third electromagnetic valve N3 and the gas-liquid separator 9.
In some embodiments of the present invention, the heat pump system 10 further includes a sixth solenoid valve N6, wherein a first port of the sixth solenoid valve N6 is connected to a second port of the first solenoid valve N1 and a first port of the fluid path of the battery pack 21.
When the temperature of the battery pack is detected to be greater than the normal operating temperature of the battery pack 2, it is determined that the battery pack 2 has a cooling requirement, it is understood that the controller 40 may acquire temperature data in a temperature sensor for detecting the temperature of the battery pack, and when the temperature of the battery pack is detected to be greater than the normal operating temperature of the battery pack 2, it is determined that the battery heating request is not required to be started, and then a command is sent to a heating control unit (software) in the electronic control, and the electronic control motor 1 turns off zero torque heating. The first three-way valve 5 is controlled to enable the cooling liquid to pass through the radiator loop, the electric control cooling liquid and the cooling oil of the motor 1 exchange heat at the second plate exchanger 4 and then pass through the first plate exchanger 30, and the heat dissipation requirement on the electric drive system 20 is met.
The controller 40 controls the third, fourth, fifth, sixth and sixth solenoid valves N3, N4, N5, N6, the first and second electronic expansion valves M1, M2 to be in an open state, and the first and second solenoid valves N1, N2 to be in a closed state. It can be understood that when the battery pack 2 needs to be cooled, the third electromagnetic valve N3, the fourth electromagnetic valve N4, the fifth electromagnetic valve N5, the sixth electromagnetic valve N6, the first electronic expansion valve M1 and the second electronic expansion valve M2 are opened, the first electromagnetic valve N1 and the second electromagnetic valve N2 are closed, the refrigerant passes through the compressor 8, the in-vehicle condenser Q2-second electronic expansion valve M2-fifth electromagnetic valve N5-fourth electromagnetic valve N4-out-of-vehicle condenser Q1-second check valve D2, a part of the refrigerant passes through the third check valve D3-first electronic expansion valve M1-battery pack 2-sixth electromagnetic valve N6-gas-liquid separator 9 and returns to the compressor 8, so as to realize the cooling and heat dissipation requirements of the battery pack 2, and the cooling and heat dissipation loop of the battery pack 2 is separated from the heat dissipation loop of the electric drive system 20.
In other embodiments, the controller 40 is further configured to determine that the cabin has a cooling requirement, control the third electronic expansion valve M3 to open and control the third solenoid valve N3 to close, and determine that the cabin has no heating requirement, control the third solenoid valve N3 to open and control the third electronic expansion valve M3 to close. It can be understood that if there is a refrigeration demand in the vehicle, the third electronic expansion valve M3 is opened, the third electromagnetic valve N3 is closed, and a part of the refrigerant returns to the compressor 8 through the third electronic expansion valve M3-the in-vehicle evaporator Q3-the fourth one-way valve D4-the gas-liquid separator 9; if there is no refrigeration request in the vehicle, the third electromagnetic valve N3 is opened, and the refrigerant returns to the compressor 8 through the third electromagnetic valve N3-gas-liquid separator 9.
Based on the above, the battery thermal management system 100 according to the embodiment of the invention is based on the architecture of the heat pump system 10 and the electric drive system 20, when the battery pack 2 has a heating requirement, the controller 40 controls the motor 2 to perform zero torque operation according to the vehicle state, the rotor S and the stator F of the motor 2 can heat the battery pack 2 by heating the cooling liquid, and meanwhile, the vehicle state is considered, so that the function of heating the battery pack 2 by the electric drive system 20 can be realized in the charged or uncharged state of the vehicle, and the cooperative control of the battery pack 2 charging and the motor 1 heating can be performed.
In other embodiments of the present invention, the controller 40 is further configured to control the motor 1 to exit the zero torque operating state when the vehicle fails or the vehicle charge changes. For example, if the whole vehicle has a fault or a parking state or the charging is changed (such as power-off, driving, etc.), if the motor 1 is in the zero-torque heating control strategy, the electric control exits the zero-torque heating control of the motor 1. Or when the motor 1 is in the zero torque heating control strategy, the controller 40 is further configured to exit the zero torque heating control of the motor 1 by electric control when it is determined that the temperature of the battery pack is greater than or equal to the target battery pack temperature corresponding to the current ambient temperature, that is, the heating of the battery pack 1 is completed.
In order to achieve the above object, the second aspect of the present invention provides a vehicle, as shown in fig. 6, which is a block diagram of a vehicle according to an embodiment of the present invention, wherein the vehicle 1000 includes a battery pack 2 and the battery thermal management system 100 of any one of the above, and the battery thermal management system 100 is connected to a liquid path of the battery pack 2.
Specifically, the vehicle 1000 according to the embodiment of the present invention can also be understood from fig. 3, wherein the vehicle 1000 further includes a charge-discharge circuit connected with the battery pack 2, the stator driving circuit 21 and the rotor driving circuit 22 of the motor 1 in the electric drive system 20. Specifically, the charging and discharging circuit comprises a positive direct current bus, a negative direct current bus, a positive main contactor K+ and a negative main contactor K-, wherein the positive direct current bus is connected with the positive electrode of the battery pack 2; the negative dc bus is connected to the negative electrode of the battery pack 2, wherein the charge and discharge circuit, the positive dc bus, and the negative dc bus are not shown in fig. 3.
The positive main contactor K+ is positioned on the positive direct current bus, is positioned between one end of the stator driving circuit 21 and one end of the rotor driving circuit 21 and the positive end of the battery pack 2, and is closed during charging; the negative main contactor K-is located on the negative dc bus, and the negative main contactor K-is located between the other end of the stator driving circuit 21, the other end of the rotor driving circuit 22, and the negative end of the battery pack 2, and is closed when the battery pack 2 is charged. That is, the battery pack 2 is connected to the dc bus of the motor controller, that is, the stator driving circuit 21 and the rotor driving circuit 22, through the positive electrode main contactor k+ and the negative electrode main contactor K-.
And, the charge-discharge circuit further includes a bus capacitor Cn, a charge-discharge port capacitor Cm, and a dc charge-discharge port 50. The bus capacitor Cn is bridged between the positive DC bus and the negative DC bus, and is positioned between the battery pack 2 and the stator driving circuit 21; the first end of the direct current charge-discharge port 50 is connected with a neutral line point n1 of the stator winding, and the second end of the direct current charge-discharge port 50 is connected with a negative direct current bus; the first end of the charge-discharge port capacitor Cm is connected to the first end of the dc charge-discharge port 50, and the second end of the charge-discharge port capacitor Cm is connected to the second end of the dc charge-discharge port 50. That is, the positive electrode of the charge/discharge port capacitor Cm is connected to the positive electrode of the dc charge/discharge port 50, and the negative electrode of the charge/discharge port capacitor Cm is connected to the negative dc bus.
In other embodiments of the present invention, as shown in fig. 3, the charge-discharge circuit further includes a first switch K5, a second switch K3, and a third switch K4. The first switch K1 is located on the positive dc bus, and the first switch K1 is located between the dc charge-discharge port 50 and the first end of the stator driving circuit 21; the second switch K2 is located between the second end of the dc charge-discharge port 50 and the second end of the charge-discharge port capacitor Cm; the third switch K3 is located between the first end of the dc charge-discharge port 50 and the neutral point n1 of the stator winding of the motor 1. That is, the third switch K3 is connected to the neutral line of the motor, i.e., the neutral line point n1 of the stator winding, as the positive series switch of the dc charge/discharge port 50 circuit, and the second switch K2 is connected to the negative dc bus as the negative series switch of the dc charge/discharge port 50 circuit.
When the vehicle 1000 is in a direct-connection charging state and the battery pack 2 has a heating requirement, the first switch K1 and the second switch K2 are closed, and the third switch K3 is opened.
In particular, the analysis of embodiments of the present invention in the event that the vehicle 1000 is fault-free and the vehicle 1000 is in a direct state of charge and the battery pack 2 has a heating requirement can be understood in conjunction with fig. 7 and 8. FIG. 7 is a schematic diagram of direct-connect charging and motor heating current flow according to one embodiment of the invention; fig. 8 is a schematic diagram of direct-connect charging and motor heating current flow according to another embodiment of the invention.
In some embodiments of the present invention, the controller 40 controls the motor 1 to perform zero torque operation when the vehicle 1000 is in a direct-connection state of charge and the battery pack 2 has a heating requirement, wherein the stator S is heated by controlling the stator driving circuit 21 and the rotor F is heated by controlling the rotor driving circuit 22.
Specifically, as shown in fig. 7 or 8, the solid-line arrow indicates the current direction in which the battery pack 2 supplies power to the motor 1, and the broken-line arrow indicates the current direction in which the battery pack 2 performs direct-current charging.
For the charging process, when the direct current gun of the charging pile is inserted into the direct current charging and discharging port 50, the controller 40 firstly judges whether boost charging is needed, if not, the direct connection charging is performed, the first switch K1, the second switch K2, the positive main contactor K+ and the negative main contactor K-are controlled to be attracted, the third switch K3 is controlled to be disconnected, and the external charging pile supplies power for the battery pack 2 through the positive direct current bus and the negative direct current bus through the direct current charging and discharging port 50.
As for the process of heating the battery pack 2, it is possible to determine whether the battery pack 2 needs to be heated according to the method of the above embodiment, and if it is determined that the motor 1 needs to be controlled to operate with zero torque to heat the battery pack 2, the direct-connection charging and heating functions are performed. The controller 40 controls the first power device VT1, the fourth power device VT4, the sixth power device VT6, the seventh power device VT7 and the tenth power device VT10 to be turned on, controls the second power device VT2, the third power device VT3 and the fifth power device VT5 to be turned off, and provides current for the rotor F and the stator S of the motor 1 by the battery pack 2 so as to realize simultaneous heat generation of the rotor F and the stator S of the motor 1, thereby realizing cooperative control of direct-connection charging and heating of the motor 1.
And, in other embodiments, when the vehicle 1000 is not malfunctioning and the vehicle 1000 is in a boost charge state, the second switch K2, the third switch K3 are closed and the first switch K1 is open when the battery pack 2 has a heating demand.
In particular, the analysis of embodiments of the present invention in the event that the vehicle 1000 is fault-free and the vehicle 1000 is in a direct state of charge and the battery pack 2 has a heating requirement can be understood in conjunction with fig. 9 and 10. FIG. 9 is a schematic diagram of boost charging and motor heating current flow according to one embodiment of the invention; fig. 10 is a schematic diagram of boost charging and motor heating current flow according to another embodiment of the invention.
In some embodiments of the present invention, when the vehicle 1000 is fault-free and the vehicle 1000 is in a boost charge state, the controller 40 controls the motor 1 to perform zero torque operation when the battery pack 2 has a heating demand, wherein the stator S is caused to store energy by controlling the stator driving circuit 21 and the rotor F is caused to generate heat by controlling the rotor driving circuit 22.
Specifically, as shown in fig. 9 or 10, the solid-line arrow indicates the current direction in which the battery pack 2 supplies power to the motor 1, and the broken-line arrow indicates the current direction in which the battery pack 2 performs boost charging.
For the charging process, when the dc gun of the charging pile is inserted into the dc charging/discharging port 50, the controller 40 first determines whether the boost charging is required, and if so, performs the boost charging and heating functions. The controller 40 controls the second switch K2, the third switch K4, the positive electrode main contactor K+ and the negative electrode main contactor K-to be attracted, and controls the first switch K1 to be disconnected, and the charging demand target voltage Chrg _Volt sent by the controller 40 and the voltage Cm_Volt of the charging and discharging port capacitor Cm are collected in real time, the difference between Chrg _Volt and Cm_Volt is processed by the PID voltage regulator, and the PWM duty ratio of each phase bridge arm is obtained through the SPWM (Sinusoidal Pulse Width Modulation) algorithm, wherein the duty ratio of the three-phase bridge arms is the same. As shown in fig. 9, during the energy storage process of the stator S, the controller 40 controls the second power device VT2, the fourth power device VT4, and the sixth power device VT6 to be turned on, and controls the first power device VT1, the third power device VT3, and the fifth power device VT5 to be turned off. And, as shown in fig. 10, when it is determined that the stator S is storing energy according to the voltage cm_volt of the charge-discharge port capacitor Cm, the controller 40 controls the first power device VT1, the third power device VT3, and the fifth power device VT5 to be turned on, and controls the second power device VT2, the fourth power device VT4, and the sixth power device VT6 to be turned off, so as to release the energy stored in the stator S to the battery pack 2, thereby achieving the purpose of boosting and charging the battery pack 2. The charge demand target voltage Chrg _volt and the voltage cm_volt of the charge-discharge port capacitor Cm are not shown in fig. 9 and 10.
And, as shown in fig. 9 and 10, for the process of heating the battery pack 2, it may be determined whether the battery pack 2 needs to be heated according to the method of the above embodiment, and if it is determined that the motor 1 needs to be controlled to heat the battery pack 2, the controller 40 controls the seventh power device VT7 and the tenth power device VT10 to be turned on, and the battery pack 2 supplies current to the rotor F of the motor 1. Specifically, the exciting current of rotor FGiven the excitation actual current fed back by the sensor for detecting the current of the rotor F of the motor 1 provided in the systemAnd (3) performing difference, namely calculating PWM duty ratio through a PID current regulator, obtaining a current value required by the rotor F through the H half-bridge modulation, and controlling the rotor F of the motor 1 to generate heat, so that the cooperative control of boosting charge and heating of the motor 1 is realized.
Based on the above, the motor 1 adopted by the invention can perform the cooperative control of boosting or direct-connection charging of the battery pack 2 and heating of the motor 1. During boost charging, the stator S part adopts boost control, and the rotor F adopts a given H half-bridge PWM direct current to control the rotor winding to generate heat; and when the direct connection charging is performed, heating control is performed on the stator S winding and the rotor F winding under the condition of ensuring zero torque of the whole vehicle. Therefore, the motor 1 locked-rotor heating cooperative control of direct-current direct charging and direct-current boost charging can be realized, the functions are comprehensive, the adaptation environment range is wider, and the utilization rate of each device in the system can be improved. In addition, the embodiment of the invention can heat the battery pack 2 by the heat of the direct-heat-absorption electric drive system 20 of the refrigerant of the heat pump system 10 through the cooperative control of the charging of the battery pack 2 and the heating of the motor 1, and can also realize the heating of the passenger cabin and improve the charging efficiency.
According to the vehicle 1000 of the embodiment of the present invention, by providing the liquid path connection between the battery thermal management system 100 and the battery pack 2 according to any one of the above embodiments, when the battery pack 2 has a heating requirement, the battery thermal management system 100 can control the motor 2 to perform zero torque operation according to the vehicle state, and the rotor S and the stator F of the motor 2 can both heat the battery pack 2, and since the state of the vehicle 1000 is considered, the vehicle 1000 can realize the function of heating the battery pack 2 by the electric drive system 20 in the charged or uncharged state, so that cooperative control of charging the battery pack 2 and heating the motor 1 can be performed.
Further, it can be understood from fig. 11 that the whole vehicle is in a non-failure state and in a parking or charging state, when the battery pack needs to be heated, the process of heating the battery pack is performed by controlling the zero torque operation of the motor. Fig. 11 is a flowchart of a control method for heating a battery pack by zero torque operation of a motor according to an embodiment of the present invention, the control method including steps S101-S110, as follows.
S101, judging whether the whole vehicle is in a parking or charging state without faults or not, if yes, executing a step S102, and if no, executing a step S103.
S102, the controller receives a temperature sampling value T1. The temperature sampling value T1 is the temperature of the battery pack, and is detected by a temperature sensor for detecting the temperature of the battery pack and uploaded to the controller.
S103, judging whether the motor is in the zero torque heating control strategy or not, if yes, executing step S109, and if no, returning to re-judgment.
S104, judging whether T1 < T1ref is satisfied, if yes, executing step S105, and if no, executing step S103. Wherein, T1 is the temperature of the battery pack, and T1ref is the target battery pack temperature corresponding to the current ambient temperature.
S105, the controller sends a heating instruction to the electric control.
It will be appreciated that when T1 < T1ref, it is determined that the current battery pack requires auxiliary heating by the electric drive system. If T1 is greater than or equal to T1ref, the battery does not need an auxiliary heating by a motor at present. Particularly, when the whole vehicle has a fault or a parking state or the charging is changed (such as power-off, driving and the like), or T1 is more than or equal to T1ref, if the motor is in the zero torque heating control strategy, step S109 is executed, and the electric control exits the zero torque heating control of the motor.
S106, starting a motor zero torque control strategy. This step is performed by a heating control unit (software) within the electronic control.
S107, judging whether T2 < T2ref is satisfied, if yes, executing step S108, and if no, executing step S109. Wherein T2 is the winding temperature of the motor, and T2ref is the electric drive heat preservation temperature.
Further, if the motor is in the zero torque heating control strategy, it is required to determine whether the temperature T2 sampled by the motor winding sensor is greater than the electric drive heat preservation temperature value T2ref, and if T2 is less than T2ref, the determination process is exited, and the motor maintains the zero torque heating state.
S108, starting a water pump in the electric drive system and a first port and a third port loop of the first three-way valve. The motor is in a low-temperature environment, the temperature of the electric drive winding is relatively low in the early stage of zero-torque heating when the motor is started, and heat loss can be caused when the radiator of the electric drive system is started for cooling.
S110, judging whether T3 > T1 is satisfied, if yes, executing step S111, and if no, executing step S109. Wherein T3 is the temperature sampled by the circulating water temperature sensor of the electric drive system 20.
It can be understood that after the motor 1 keeps a zero torque heating state and the water pump 6 and the oil pump 3 in the electric drive system 20 are started to work, the water temperature in the circulation of the electric drive system 20 is increased, whether the sampling temperature T3 of the circulation water temperature sensor of the electric drive system 20 is greater than the sampling temperature of the current battery system, that is, the temperature T1 of the battery pack is judged, if T3 is greater than T1, the first electromagnetic valve N1, the fourth electromagnetic valve N4, the second electromagnetic valve N2 are opened, the sixth electromagnetic valve N6 and the fifth electromagnetic valve N5 are closed, and the duty ratio of the PWM of the electronic expansion valve 2 is given according to the temperature difference between the temperature T1 of the battery pack and the circulation water temperature T3 of the electric drive system. The circulating water in the electric drive system 20 heats the circulating water of the power battery system through the cold coal medium of the heat pump system 10, so that the heat of the electric drive system 20 is transferred to the battery pack 2. Meanwhile, after the cold coal in the heat pump system 10 is heated, the redundant heat can heat and preserve heat for the passenger cabin, so that the efficient utilization of the heat is realized. If the electric drive circulating water temperature T3 is less than or equal to the temperature T1 of the battery pack, the judging process is exited, the motor 1 keeps a zero torque heating state, the fifth electromagnetic valve N5, the fourth electromagnetic valve N4, the second electromagnetic valve N2 and the third electromagnetic valve N3 are opened, and the first electronic expansion valve M1 is closed. The temperature of the battery pack will also gradually rise during the charge and discharge process due to the resistance characteristic of the battery, and if the first electronic expansion valve M1 is opened, the power electricity will take away the heat generated by the battery pack 2 spontaneously, resulting in a problem of low battery heating efficiency given the duty ratio of the PWM of the first electronic expansion valve M1.
S111, a water pump in the electric drive system and a first port and a second port loop of the first three-way valve are started.
S112, closing the motor zero torque heating control strategy.
Based on the above, the vehicle 1000 of the embodiment of the invention can perform cooperative control of boosting or direct-connection charging and heating of the motor 1. During boost charging, the stator S part adopts boost control, and the rotor F adopts a given H half-bridge PWM direct current to control the rotor winding to generate heat; and when the direct connection charging is performed, heating control is performed on the stator S winding and the rotor F winding under the condition of ensuring zero torque of the whole vehicle. Therefore, the motor 1 locked-rotor heating cooperative control of direct-current direct charging and direct-current boost charging can be realized, the functions are comprehensive, the adaptation environment range is wider, and the utilization rate of each device in the system can be improved. In addition, the embodiment of the invention can heat the battery pack 2 by the cooperative control of the charging of the battery pack 2 and the heating of the motor 1 and by means of the direct heat absorption of the refrigerant of the heat pump system 10 and the heat of the electric drive system 20, and can also heat the passenger compartment and improve the charging efficiency.
Other components and operations of the vehicle 1000 and the battery thermal management system 100 according to the embodiment of the present invention are known to those of ordinary skill in the art and will not be described in detail herein.
In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means 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, schematic representations of the above terms do not necessarily refer to the same embodiments or examples.
While embodiments of the present invention have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the invention, the scope of which is defined by the claims and their equivalents.
Claims (26)
1. A battery thermal management system, comprising:
the motor is connected with the battery pack through a battery thermal management loop; and, a step of, in the first embodiment,
And the controller is respectively connected with the motor and the battery thermal management loop and is used for controlling the motor to run with zero torque according to the state of the vehicle when the battery pack has a heating requirement, and enabling heat generated by a stator and/or a rotor of the motor to heat the battery pack through the battery thermal management loop.
2. The battery thermal management system of claim 1, wherein the battery thermal management loop comprises:
the heat pump system is connected with the liquid path of the battery pack;
the electric drive system comprises an oil liquid cooling loop for cooling the motor, and the oil liquid cooling loop is connected with an oil liquid pipeline of the motor;
and the oil liquid cooling loop is respectively connected with the heat pump system and the battery pack through the first plate exchanger.
3. The battery thermal management system of claim 2, wherein the electric drive system further comprises:
The stator driving circuit is respectively connected with the controller, the stator of the motor and the charging bus of the battery pack and is used for driving the stator of the motor;
And the rotor driving circuit is respectively connected with the controller, the rotor of the motor and the charging bus of the battery pack and is used for driving the rotor of the motor.
4. The battery thermal management system of claim 3, wherein,
When the vehicle is in a parking state and the battery pack has a heating requirement, the controller controls the motor to perform zero-torque operation, wherein the stator is heated by controlling the stator driving circuit and the rotor is heated by controlling the rotor driving circuit.
5. The battery thermal management system of claim 3, wherein,
When the vehicle is in a direct-connection charging state and the battery pack has a heating requirement, the controller controls the motor to perform zero-torque operation, wherein the stator is heated by controlling the stator driving circuit and the rotor is heated by controlling the rotor driving circuit.
6. The battery thermal management system of claim 5, wherein,
And the controller is used for obtaining the quadrature axis voltage and the quadrature axis voltage according to the target quadrature axis current, the target direct axis current, the fed-back quadrature axis current and the fed-back direct axis current when controlling the stator driving circuit, and obtaining the pulse width modulation duty ratio of the stator driving circuit through inverse Park conversion and a pulse width modulation algorithm according to the quadrature axis voltage and the direct axis voltage so as to drive the stator of the motor, wherein the target quadrature axis current is zero.
7. The battery thermal management system of claim 3 wherein the controller controls the motor to run with zero torque when the battery pack has a heating demand when the vehicle is fault-free and the vehicle is in a boost charge state, wherein the stator is caused to store energy by controlling the stator drive circuit and the rotor is caused to generate heat by controlling the rotor drive circuit.
8. The battery thermal management system of claim 6 or 7, wherein,
And the controller is used for carrying out difference operation according to the excitation reference current and the excitation actual current to obtain a current difference when controlling the rotor driving circuit, and carrying out PID current regulation operation according to the current difference to obtain the pulse width modulation duty ratio of the rotor driving circuit so as to drive the rotor of the motor.
9. The battery thermal management system of claim 3, wherein,
The stator driving circuit comprises a plurality of phases of bridge arms, each phase of bridge arm is connected between a positive DC bus and a negative DC bus in a bridging way, the middle point of each phase of bridge arm is connected with the first ends of the windings of the corresponding stator, the second ends of all the windings of the stator are connected with a neutral line point, and the neutral line point is suitable for being connected with a DC charging port of a vehicle;
the rotor driving circuit comprises an H half-bridge arm, two ends of the H half-bridge arm are respectively connected with the positive DC bus and the negative DC bus, and the middle point of the H half-bridge arm is connected with the rotor through a slip ring structure.
10. The battery thermal management system of claim 2, wherein the oil cooling circuit comprises:
the first end of the oil pump is connected with the first port of the oil liquid pipeline of the motor;
The first port of the second plate exchanger is connected with the second end of the oil pump, the second port of the second plate exchanger is connected with the second port of the oil pipeline of the motor, the first port of the second plate exchanger is communicated with the second port of the second plate exchanger, the third port of the second plate exchanger is connected with the first end of the driving circuit thermal management pipeline of the electric drive system, and the second end of the driving circuit thermal management pipeline is connected with the first port of the first plate exchanger;
the first port of the first three-way valve is connected with the second port of the first plate exchanger, and the first port of the first plate exchanger is communicated with the second port of the first plate exchanger;
The water inlet of the water pump is connected with the second port of the first three-way valve, the water outlet of the water pump is connected with the fourth port of the second plate exchanger, and the third port of the second plate exchanger is communicated with the fourth port of the second plate exchanger;
when the battery pack has a heating requirement, the first port and the second port of the three-way valve are communicated.
11. The battery thermal management system of claim 10, wherein the oil cooling circuit further comprises:
and the first end of the radiator is connected with the third port of the first three-way valve and the controller, and when the winding temperature of the motor exceeds the electric drive heat preservation temperature, the first port of the first three-way valve is communicated with the third port of the first three-way valve so as to radiate heat of the motor.
12. The battery thermal management system of claim 2, wherein the heat pump system comprises:
the device comprises a compressor, a gas-liquid separator, a first electromagnetic valve, a first electronic expansion valve, a first one-way valve, a second electromagnetic valve and a third electromagnetic valve;
the exhaust port of the compressor is connected with the first port of the first electromagnetic valve, the second port of the first electromagnetic valve is connected with the first port of the liquid path of the battery pack, the second port of the liquid path of the battery pack is connected with the first port of the first electronic expansion valve, the second port of the first electronic expansion valve is connected with the input port of the first one-way valve, the output port of the first one-way valve is connected with the first port of the second electromagnetic valve, the second port of the second electromagnetic valve is connected with the third port of the first plate switch, the fourth port of the first plate switch is connected with the first port of the third electromagnetic valve, the second port of the third electromagnetic valve is connected with the first port of the gas-liquid separator, and the second port of the gas-liquid separator is connected with the return port of the compressor;
When the temperature of the battery pack is smaller than the target battery pack temperature corresponding to the current environment temperature, the battery pack has a heating requirement, and the first electromagnetic valve, the first electronic expansion valve, the second electromagnetic valve and the third electromagnetic valve are all in an open state.
13. The battery thermal management system of claim 12, wherein the heat pump system further comprises:
A fourth solenoid valve, an external condenser and a second check valve;
The first port of the fourth electromagnetic valve is connected with the output port of the first one-way valve, the second port of the fourth electromagnetic valve is connected with the first port of the external condenser, the second port of the external condenser is connected with the input port of the second one-way valve, and the second port of the second one-way valve is connected with the first port of the third electromagnetic valve;
When the temperature of the battery pack is smaller than the target battery pack temperature corresponding to the current environment temperature and the temperature of a refrigerant in the heat pump system is smaller than the current environment temperature, the battery pack has a heating requirement, and the first electromagnetic valve, the first electronic expansion valve, the second electromagnetic valve, the third electromagnetic valve and the fourth electromagnetic valve are all in an open state.
14. The battery thermal management system of claim 13, wherein the heat pump system further comprises:
And the input port of the third one-way valve is connected with the output port of the second one-way valve, and the output port of the third one-way valve is connected with the second port of the first electronic expansion valve.
15. The battery thermal management system of claim 13 or 14, wherein the heat pump system further comprises:
an in-vehicle condenser, a second electronic expansion valve and a fifth electromagnetic valve;
The first port of the in-vehicle condenser is connected with the exhaust port of the compressor, the second port of the in-vehicle condenser is respectively connected with the first port of the second electronic expansion valve and the first port of the fifth electromagnetic valve, the second port of the second electronic expansion valve is connected with the first port of the fourth electromagnetic valve, and the second port of the fifth electromagnetic valve is connected with the first port of the fourth electromagnetic valve.
16. The battery thermal management system of claim 15, wherein the heat pump system further comprises:
The third electronic expansion valve, the evaporator and the fourth one-way valve;
The first port of the third electronic expansion valve is connected with the fourth port of the first plate exchanger and the second port of the second one-way valve, the second port of the third electronic expansion valve is connected with the first port of the evaporator, the second port of the evaporator is connected with the input port of the fourth one-way valve, and the output port of the fourth one-way valve is connected with the first port of the gas-liquid separator;
The controller is also used for determining that the cabin has a heating requirement, controlling the third electromagnetic valve to be closed and controlling the third electronic expansion valve to be opened.
17. The battery thermal management system of claim 16, wherein the heat pump system further comprises:
A sixth electromagnetic valve, wherein a first port of the sixth electromagnetic valve is connected with a second port of the first electromagnetic valve and a first port of a liquid path of the battery pack;
When the temperature of the battery pack is higher than the normal working temperature of the battery pack, the battery pack has a cooling requirement, the third electromagnetic valve, the fourth electromagnetic valve, the fifth electromagnetic valve, the sixth electromagnetic valve, the first electronic expansion valve and the second electronic expansion valve are all in an open state, and the first electromagnetic valve and the second electromagnetic valve are in a closed state.
18. The battery thermal management system of claim 17 wherein the controller is further configured to determine that a cabin has a cooling demand, control the third electronic expansion valve to open and control the third solenoid valve to close, and determine that the cabin has no heating demand, control the third solenoid valve to open and control the third electronic expansion valve to close.
19. The battery thermal management system of claim 13, wherein the fourth solenoid valve is closed when the temperature of the battery pack is less than the target battery pack temperature corresponding to the current ambient temperature and the temperature of the refrigerant in the heat pump system is greater than or equal to the current ambient temperature.
20. The battery thermal management system of claim 16 wherein the controller is further configured to determine that the cabin is not in heating demand, control the third solenoid valve to open, and control the third electronic expansion valve to close.
21. The battery thermal management system of any one of claims 1-5 wherein the controller is further configured to control the electric machine to exit a zero torque operating state upon a failure of the vehicle or a change in the charging of the vehicle.
22. A vehicle, characterized by comprising:
A battery pack; and
The battery thermal management system of any one of claims 1-21, connected to a fluid circuit of the battery pack.
23. The vehicle of claim 22, characterized in that the vehicle further comprises:
and the charge-discharge circuit is suitable for being connected with the battery pack and a stator driving circuit and a rotor driving circuit of a motor in the electric drive system.
24. The vehicle of claim 23, wherein the charge-discharge circuit comprises:
the positive direct current bus is connected with the positive electrode of the battery pack;
the negative direct current bus is connected with the negative electrode of the battery pack;
The positive electrode main contactor is positioned on the positive electrode direct current bus and is positioned between one end of the stator driving circuit and one end of the rotor driving circuit and the positive electrode end of the battery pack, and is closed during charging;
The negative electrode main contactor is positioned on the negative electrode direct current bus, and is positioned between the other end of the stator driving circuit, the other end of the rotor driving circuit and the negative electrode end of the battery pack, and is closed when the battery pack is charged.
25. The vehicle of claim 24, wherein the charge-discharge circuit further comprises:
A bus capacitor connected between the positive DC bus and the negative DC bus in a bridging manner, and positioned between the battery pack and the stator driving circuit;
A direct current charging and discharging port, wherein a first end of the direct current charging and discharging port is connected with a central line point of the stator winding, and a second end of the direct current charging and discharging port is connected with the negative electrode direct current bus;
And the first end of the charge-discharge port capacitor is connected with the first end of the direct-current charge-discharge port, and the second end of the charge-discharge port capacitor is connected with the second end of the direct-current charge-discharge port.
26. The vehicle of claim 25, wherein the charge-discharge circuit further comprises:
the first switch is positioned on the positive DC bus and is positioned between the DC charge and discharge port and the first end of the stator driving circuit;
the second switch is positioned between the second end of the direct-current charging and discharging port and the second end of the charging and discharging port capacitor;
the third switch is positioned between the first end of the direct-current charge-discharge port and a neutral line point of a stator winding of the motor;
when the vehicle is in a direct-connection charging state and the battery pack has a heating requirement, the first switch and the second switch are closed, and the third switch is opened; and
When the vehicle is in a boost charging state and the vehicle is in a no-fault state, the second switch and the third switch are closed and the first switch is opened when the battery pack has a heating requirement.
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN118306268A true CN118306268A (en) | 2024-07-09 |
Family
ID=
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| AU2019409171B2 (en) | Vehicle and temperature control apparatus thereof | |
| CN111347924B (en) | Motor control circuit, vehicle, heating method and charging and discharging method | |
| WO2020125771A1 (en) | Motor control circuit, charging and discharging method, heating method and vehicle | |
| CN111347939B (en) | Vehicle and power battery temperature control device thereof | |
| CN111347926B (en) | Power battery charging and discharging device, vehicle and heating device | |
| US11990853B2 (en) | Motor drive apparatus, method for controlling the same, vehicle, and readable storage medium | |
| CN111347925B (en) | Vehicle, motor control circuit, power battery charging method and heating method | |
| CN111347937B (en) | Heating method of power battery, motor control circuit and vehicle | |
| EP2305494A1 (en) | Thermodynamic cycle system for a vehicle | |
| CN111347928B (en) | Vehicle and power battery temperature control device thereof | |
| CN111354996B (en) | Vehicle and power battery temperature control device thereof | |
| CN110329112B (en) | Comprehensive thermal management system for automobile | |
| CN110329113A (en) | A kind of control method of automobile integrated thermal management system | |
| CN111355435B (en) | Motor control circuit, vehicle and heating method thereof | |
| CN111355433B (en) | Motor control circuit, vehicle and heating method thereof | |
| WO2022237069A1 (en) | Integrated-type thermal management system, vehicle, and thermal management control method | |
| CN113036264B (en) | Control method of battery heating system, parameter determination module and current modulation module | |
| CN112550078B (en) | Cooperative control method and device for energy conversion device, storage medium and vehicle | |
| CN112537180A (en) | Thermal management system, control method and device and automobile | |
| CN111355434B (en) | Motor control circuit, vehicle and heating method thereof | |
| CN118306268A (en) | Battery thermal management system and vehicle | |
| US11548405B2 (en) | Current modulation module, parameter determination module, battery heating system, as well as control method and control device thereof | |
| CN210310024U (en) | Automobile comprehensive heat management system | |
| CN216268587U (en) | Whole car thermal management intelligent control device of commercial car integral type | |
| CN118254647A (en) | Heating method, storage medium, and electric car |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication |