CN1249333C - 车辆电池的温度控制器 - Google Patents

车辆电池的温度控制器 Download PDF

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Publication number
CN1249333C
CN1249333C CNB001202049A CN00120204A CN1249333C CN 1249333 C CN1249333 C CN 1249333C CN B001202049 A CNB001202049 A CN B001202049A CN 00120204 A CN00120204 A CN 00120204A CN 1249333 C CN1249333 C CN 1249333C
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China
Prior art keywords
temperature
battery
air
heat exchanger
motor
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Expired - Fee Related
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CNB001202049A
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English (en)
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CN1278113A (zh
Inventor
松田宪儿
平尾丰隆
水谷宽
格雷戈里·A·梅杰
琼·比安
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Mitsubishi Heavy Industries Ltd
Motors Liquidation Co
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Mitsubishi Heavy Industries Ltd
Motors Liquidation Co
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Publication of CN1278113A publication Critical patent/CN1278113A/zh
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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Abstract

本发明提出用于车辆电池的温度控制器，它采用发动机的余热来控制高温电池的温度，能够减小车辆和蓄电池的尺寸，并能精确地控制高温电池到最佳效率温度。该电池温度控制器包括：从车辆发动机排出余热的热交换器；从热交换器向车辆高温电池传送热量的作为冷却剂循环通道的加热环；冷却高温电池的散热器；从高温电池向散热器传送热量的作为冷却剂循环通道的冷却环，冷却环以与加热环平行并与加热环具有共同通道的方式连接；以及分别设置在加热环和冷却环中的第一流量调节阀和第二流量调节阀。

Description

车辆电池的温度控制器
技术领域
本发明涉及一种用于控制车辆电池温度的电池温度控制器。
背景技术
目前，由于对改善空气环境和环境问题的需要，引用低污染车辆和交换能源车辆的需求不断增加。交换能源车辆作为一个强有力的候选者，是具有一个与发动机一起使用的电动机的复式动力车。在高速驱动时，复式动力车由发动机驱动，而在低速驱动时，则由一个用电池作为电源的驱动电机驱动。在发动机驱动时，通过驱动一个发电电机为电池充电。
复式动力车所用的电池诸如铅酸电池、碱性蓄电池、金属空气蓄电池及高温电池。其中高温电池可靠地工作在高温环境下(如80～90℃)高效地工作，由此改善车辆燃料的消耗量。也就是说，复式动力车的高温电池具有一个高于大气温度的最佳效率温度(温度对效率的影响大于普通的铅酸电池)，因而考虑到电发生和蓄电效率以及车辆燃料的消耗量，要求温度保持在80℃左右。作为高温电池的实例，有一种采用诸如铜、镍或银的卤化物用作正极，并且采用金属锂(也可以改用诸如钙、镁等活性金属)作负极，而应用一个有机材料如碳酸丙烯作为电解液的高温电池。
由于为保持高温电池的温度，在车辆上需要安装一个热源，由此带来的问题是增加了车辆和电池的成本，以及由于为安装电池热源而增加了车辆的尺寸。
此外由于冷却装置不是为该热源单独提供的，因此高温电池的温度不能被精确地控制到最佳效率温度。由此还有改善电发生和蓄电效率以及车辆燃料的消耗量的余地。
发明内容
本发明针对上述现有技术中的问题，其目的在于提出一种采用发动机余热加热高温电池的车辆电池的温度控制器，由此能够减小车辆和蓄电池的尺寸。
此外，本发明的另一个目的是提出一种车辆电池的温度控制器，它能精确地将高温电池的温度控制在一个最佳效率温度。
为实现上述目的，本发明的车辆电池温度控制器包括一个从车辆发动机排出余热的热交换器，和一个从热交换器向车辆高温电池传送热量的作为冷却剂循环通道的加热环。
对于本发明，发动机的余热用于保持高温电池的温度，并因此不需要在车辆上安装一个新的热源。所以，能够实现缩小车辆和蓄电池的尺寸。
进一步地，根据本发明的第二方面，提供了一个冷却高温电池的散热器，一个从高温电池向散热器传送热量的作为冷却剂循环通道的冷却环，冷却环以与加热环平行并与加热环具有共同的通道的方式连接，和一个用于加热环和冷却环的流动控制装置。
对于本发明，首先在车辆加热时，加热环和冷却环分别处于敞开和关闭状态，使得在热交换器中被发动机余热加热的高温冷却剂在加热环中进行循环，以加热高温电池，达到在高温电也上快速实现加热。此后，在高温电池的温度超过最佳效率温度的情况下，调节冷却环以逐渐地打开，在热交换器中释放了热量的低温冷却剂在冷却环中进行循环，并与在加热环中的冷却剂混合，以便给出高温冷却剂的混合液。由此冷却剂在高温电池上给出了一个不变的温度。以这种方式，高温电池能在一个最佳效率点工作。
在此，根据第三个方面，对于流动控制器，在加热环和冷却环上可以分别设置流动控制阀。
进一步地，在加热环和冷却环上分别替代流动控制阀，可将一个三通阀安装在加热环和冷却环的汇合部分，这样上述温度控制可以通过操作一个三通阀来完成。
附图说明
图1显示本发明的一个复式动力车的布置的示意图；
图2是一个安装在复式动力车上的HPVM的立体图；
图3是一个复式动力车的方框图；
图4显示安装在复式动力车上空调机冷却剂的路径；
图5显示在复式动力车上冷却剂的流动；
图6是本发明车辆电池的温度控制器实施例简图；
图7显示高温电池的温度与效率之间的关系。
具体实施方式
下面对一个例举的车辆电池的温度控制器结合复式动力车的实施例进行说明。
首先，参见图1，标记1表示一个复式动力车，在其前部装备有一个驱动单元2(被冷却的装置)，其中安装着一个用于驱动前轮的电动机2a，及一个在车辆的后部用于驱动后轮的发动机3(在本例中为一个涡轮增压发动机，但不仅限于此)。复式动力车1在低速驱动运行的时候，使用驱动电动机2a作为驱动源，当在一个平稳的速度运行时，换用发动机3作为驱动源。由于安装空间的问题和考虑到空气阻力，因此电动机2a被置于车辆的前部，发动机3被布置在车辆的后部。也有发动机3和电动机2a同时作为驱动源工作的情况。
标记5表示一个电池(被冷却的装置)，它是电动机2a的电源，标记6表示一个电动发电机单元(被冷却的装置)，用于将发动机3的驱动力转换成电能并将电能储存到电池5中。一个发电电机(未示出)安装在电动发电机单元6内，通过将发动机3的驱动力传递到发电电机来发电。此外，通过用电能驱动发电电机，电动发电机单元6具有将电池5内储存的电能转换成驱动力的功能。在此，本例中的电池5是一个液态加热型的高温电池，它在高温环境(如80℃～90℃)下能够具有一个高的工作效率。作为高温电池的一个例子，采用诸如铜、镍或银的卤化物用作正极，并且采用金属锂(也可以改用诸如钙、镁等活性金属)作负极，而应用一个有机材料如碳酸丙烯作为电解液。
标记50表示一个I/C(冷热气自动调节机)EGR系统(被冷却的装置)。该系统50具有一个EGR(废气再循环)单元50a，和一个中间冷却器50b。也就是说，发动机3具有一个EGR(废气再循环)单元50a，用于再将部分废气引回发动机3，由此减少废气中的NOx。此外一个中间冷却器50b置于涡轮发电充电器(图中未示出)与用于减少入口温度的入口歧管之间(图中未示出)。EGR 50a和中间冷却器50b都是液体冷却型的。
如图1所示，标记8表示一个用于发动机3的第一散热器。而标记9表示一个与第一散热器8设置在一起的第二散热器。第二散热器9用于冷却高温电池5、驱动电动机2a、电动发电机单元6和I/C EGR系统50。第一散热器8和第二散热器9的构造使得风扇10将热散发到周围的空气中，以冷却散热器。此外，设有一个由发动机3向高温电池5转送热量的电池热交换器11(冷却加热装置)。
下面描述安装在复式动力车1上的车用空调装置(参见下文中的一个空调机)。
见图1，标记12表示一个用于压缩冷却剂的压缩机单元，13表示一个热交换器，14表示一个向热交换器13吹风的风扇，而15表示一个涉及到一个HPVM(加热泵通风模块)的模块。热交换器13安装在车身的右侧，以利于促进与外部空气的热交换，而通过风扇14热量被强制地与外部空气交换。HPVM 15布置在车身后部的中间，并与一个输送管16相连，输送管16沿车身底部的中间一直伸延到车身的前部。参见图3，输送管16被构成一个管状形式，并具有分别在输送管16的中部和前端的空气出口部分17和18。
现在详细说明HPVM 15。
图2显示出一个HPVM 15的立体图，而图3显示出一个空调机的方框图。
在图2中，HPVM 15由一个外壳15a，一个内部空气入口21，一个外部空气入口22，一个排泄口23和一个将HPVM 15与输送管16连接的连接部分24构造而成。内部空气入口21与车辆的驾驶室相连，而外部空气入口22和排泄口23与车辆驾驶室的外部相连。
此外，见图3，HPVM 15装有一个内/外空气转换风门30，用于确定吸入驾驶室内的空气(内部空气)或是驾驶室外的空气(外部空气)，一个用于通过内/外空气转换风门30抽入空气的风扇31，一个用于在抽入的空气与冷却剂之间交换热量的热交换器33，一个用于将一部分经热交换过的空气分离的空气混合风门34，和一个用于加热分离的空气的加热器芯35。
通过打开和关闭内/外空气转换风门30，可以选择是从内部空气入口21(见图2)吸入内部空气进行内部空气循环、并将这些空气送入输送管16，或是从外部空气入口22(见图2)引入外部空气进行外部空气引入过程、并将这些空气送入输送管16，以及将内部空气从排泄口23(见图2)排出。
加热器芯35是一个热交换器，如下所述，它用于收纳一部分来自发动机3的高温冷却剂，并加热引入的空气流。在空调机的加热过程时(加热泵工作)这被充分地利用。空气混合风门34根据其打开的大小来调节分离到加热器芯35的引入空气量。然后引入的空气从输送管16的空气出口部位17和18吹入车辆的驾驶室。
冷却过程或加热过程通过压缩机单元12向热交换器33和热交换器13供给冷却剂来完成。图4显示压缩机单元12。
如图4所示，压缩机单元12主要部分包括一个压缩机41，一个阻流器42，一个四通阀43和一个蓄电池44。上述热交换器13和33通过冷却剂通道45连接在上述各装置之间而形成冷却剂回路。
一个驱动力通过发动机3或电动发电机单元6传递到压缩机41。压缩机41具有压缩已吸收了热量并在一个蒸发器中气化的冷却剂的功能，并以高温高压气化的冷却剂的形式将冷却剂排出并送到四通阀43。通过切换四通阀43，使自压缩机41排出的高温高压气化的冷却剂的方向改变，完成加热和冷却过程的转换。此外，阻流器42具有解除压力并使高温高压液态冷却剂膨胀成为低温低压液态冷却剂的功能。这里使用一个毛细管或一个膨胀阀。提供蓄电池44用于去除包含在气态冷却剂中的液态成份。以防止未被蒸发器完全蒸发的部分液态冷却剂直接吸进压缩机41中。
采用上述冷却剂回路，在加热过程时，低温低压液态冷却剂在热交换器33(它在冷却时作为冷凝器工作)中，通过吸收来自外部空气中的热量蒸发或气化，变成一种低温低压气态冷却剂，然后送到压缩机41并压缩成高温高压气态冷却剂。此后，在热交换器13(在冷却时它作为蒸发器工作)中，气态冷却剂释放热量以加热空气，并冷凝和液化，在其通过阻流器42发生膨胀后成为一种低温低压液态冷却剂，并再次循环到热交换器33。在这种情况下，热交换器33作为蒸发器工作并冷却热介质。此外，热交换器13作为一个冷凝器运行并加热冷却剂。
在冷却过程时，提供到热交换器33的高温高压气态冷却剂，通过向外部空气释放热量而冷凝和液化。然后通过阻流器42使其膨胀，并送到热交换器13蒸发和气化，再送到压缩机41并再次循环到热交换器33。在这种情况下，热交换器33作为一个冷凝器运行，而热交换器13作为一个蒸发器运行。也就是说，设置在空调机中的冷却装置的热交换器之一，通过转换四通阀可作为具有冷却功能的蒸发器工作，也可以作为具有加热功能的冷凝器工作。当作为蒸发器工作时，冷却、除湿和温度调节是可能的，而当作为加热器工作时，它可以代替加热器芯的作用。由此，甚至当发动机冷却水温度低到没有热效力时，仍能显示有加热能力。此外，在电能驱动而不使用发动机时，上述补充的加热过程于启动发动机运行后立即自然地有一个充足的加热能力。
对于上述结构，为安全地工作，要求上述驱动单元2和电动发电机单元6的温度不高于65℃。此外，从蓄电效率的观点出发，高温电池5的理想温度是85±5℃。为在复式动力车1上满足上述要求，冷却剂的温度由如下所述的方式控制。
如图5所示，对于冷却剂在发动机3、高温电池5、I/C EGR系统50、驱动单元2、电动发电机单元6、第一散热器8、第二散热器9和电池热交换器11之间的流动，构成了确定的流动通道。
发动机3由第一散热器8冷却，而高温电池5、I/C EGR系统50、驱动单元2和电动发电机单元6由第二散热器9冷却。
下面是流动通道的具体描述。
I/C EGR系统50、驱动单元2和电动发电机单元6由第二散热器9供给的冷却剂冷却。
首先，来自第二散热器9出口侧的冷却剂供给到流动通道51。在分叉点p1冷却剂被分向I/C EGR系统50一侧和驱动单元2与电动发电机单元6一侧。
分到I/C EGR系统50一侧的冷却剂，通过一个置入流动通道b1的中间冷却器的冷却剂泵53(循环量控制装置)供给到I/CEGR系统50。在I/CEGR系统50中冷却了装置系统后，冷却剂再次通过流动通道52循环到第二散热器9。此后，通过中间冷却器的冷却剂泵53施加给冷却剂一个流动速度，使冷却剂在流动通道b1中流动。
另一方面，冷却剂的一部分通过牵引冷却剂泵54(循环量控制装置)被再次分开后，分到驱动单元2和电动发电机单元6一侧的冷却剂进一步在分叉点p2分开。一部分分到驱动单元2上的流动通道b2一侧，而另一部分分到电动发电机单元6上的流动通道b3一侧。分开后，冷却剂分别供给到驱动单元2和电动发电机单元6，同供给到I/C EGR系统50的冷却剂一样，用于冷却装置系统，而后通过流动通道52再循环到第二散热器9。此时，通过牵引冷却剂泵54给冷却剂施加一定的流速，使冷却剂在流动通道b2和b3中流动。
在此，如图1所示，驱动单元2设置在车身的前部。另一方面，电动发电机单元6和第二散热器9设置在车身的后部。即流动通道b2比流动通道b3长，并且冷却剂的流动阻力更大。由此，当需要时使冷却剂流到驱动单元2和电动发电机单元6时，流向电动发电机单元6一侧的流动速率比流向驱动单元2一侧的高，造成不均衡状态。为解决这一问题，将一个流量调节阀55置于流动通道b3内，以保持流动速率与流动通道b2的均衡。
在分叉点p2分开的另一支冷却剂，在流动通道b4内流到高温电池5一侧，流动通道b4内设置有一个电池冷却剂泵57(循环量控制装置)。
在电池冷却剂泵57前的一个汇合点p4，与一个由发动机3的热量加热的高温的冷却剂汇合。高温冷却剂将在后面说明。预先调节流动速率，使得在汇合后冷却剂保持在一个预定的温度(85±5℃)。
此后，冷却剂供给到高温电池5，并排到出口流动通道b5，同时保持高温电池5处在上述预定的温度内。冷却剂在分叉点p3分到流动通道b6和b7。其结构为使流动通道b6通过电池热交换器11并在汇合点p4与流动通道b4接合，而流动通道b7与流动通道52接合，然后再循环返回第二散热器9。一个第一流量调节阀60设置在流动通道b6内，而一个第二流量调节阀61设置在流动通道b7内。流量调节阀60和61将在下面说明。
流动在流动通道b6中的冷却剂在电池热交换器11中由发动机3的热量加热。具体地说，在电池热交换器11中，热交换在流动通道b6和流动通道b10之间进行，流动通道b10使冷却剂在发动机3与电池热交换器11之间循环。由于在流动通道b10中被发动机3加热的冷却剂的温度高于在流动通道b6中的冷却剂的温度(85±5℃)，所以流动通道b6中的冷却剂加热成高温冷却剂，并在汇合点p4与流动通道b4中的低温冷却剂汇合。
这样，高温冷却剂和低温冷却剂在汇合点p4汇合，使得供给到高温电池5的上述冷却剂具有预定的温度。通过调整上述流量调节阀60和61调节高温冷却剂的量，将供给到高温电池5的冷却剂的温度调整到最优效率温度K(85℃)，见图7。
现在说明本实施例的特征部分。
见图5和图6，高温电池5、热交换器11和循环泵57设置在一个包括流动通道b5和b6的加热环K(冷却循环通道)中。第一流量调节阀60设置在加热环K中。由流动通道51、52、b4和b7构成的冷却环R(冷却剂循环通道)的相对端部平行地与加热环K连接，结果具有一个公用通道C。第二流量调节阀61设置在冷却环R中。流动控制装置包括第一流量调节阀60和第二流量调节阀61。
在车辆加热的同时，第一流量调节阀60和第二流量调节阀61分别处于打开状态和关闭状态，这样在热交换器11中已经被来自发动机3的余热加热的高温冷却剂，在加热环K中循环以加热高温电池5，结果在高温区域中快速地达到加热状态。此后，在高温电池5的温度超过最佳效率温度(在图7所示的实施例中为85℃)的情况下，调节第二流量调节阀61以便逐渐地打开，这样在第二散热器9中已经耗散掉热量的低温冷却剂在冷却环R中进行循环，并与加热环K中的冷却剂混合，以便给出高温冷却剂混合物。然后，冷却利在稳定温度下提供到高温电也。以这种方式，高温电池可以在一个最佳效率点工作。
热交换器11是一个平板型液体热交换器，它使用具有高比热容量的液体。它能比传统的通常使用的采用空气加热和冷却的装置要小。
代替分别设置在加热环K和冷却环R中的第一流量调节阀60和第二流量调节阀61，可将一个三通阀(见图6中的虚线60a)置于加热环K和冷却环R的汇合处p3，这样上述温度控制可以通过调节单个三通阀60a得以完成。由此简化了阀的操作。
不依赖于上述流动通道b10，设置另一个到发动机3的流动通道b11，用于在第一散热器8和发动机3之间使冷却剂循环。此外，设置一个流动通道b12，用于在加热器芯35和发动机3之间使冷却剂循环。
从发动机3排出的冷却剂在分叉点p5分开到流动通道b10、b11和b12，并分别通过电池热交换器11、第一散热器8和加热器芯35，之后在汇合点p6汇合，然后再循环到发动机3。
一个发动机冷却剂泵69在发动机3的入口侧提供到流动通道中，使冷却剂流进流动通道b10～b12。此外，在流动通道b10和b12中分别装有流动调节阀71和73，而在流动通道b11中装有一个自动调温器72。
第一散热器8和上述第二散热器9平行地设置，由于流过第一散热器8的冷却剂具有一个较高的温度，一个抽吸(吸力)型的散热器冷却风扇10布置在第一散热器8的下游一侧，这样通过第二散热器9的空气也通过第一散热器8。
下面是对上述空调机运行的说明。
如上所述，在复式动力车1低速运行时，采用电动机2a作为驱动源，而当超过某一速度在高速运行时，将驱动源转换为发动机3。因此空调机的驱动源与普通车辆空调机的驱动源也是不同的。
首先，当复式动力车1采用发动机3驱动时，此时空调机的压缩机单元12由来自发动机3的驱动力带动，以使冷却剂在热交换器13和33之间循环。发动机3也将驱动力传递到电动发电机单元6，而电动发电机单元6通过电机(未示出)产生电能，并将电能储存到高温电池5中。
对于HPVM 15，风扇31通过内/外空气转换风门30引入内部空气或外部空气，并将空气吹向热交换器33。引入空气的热量在热交换器33中与冷却剂进行交换，由此被加热(在加热运行中)或被冷却(在冷却运行中)。
加热后，空气通过空气混合风门34引向输送管16或加热器芯35，送到加热器芯35的引入的空气由发动机3的余热进一步加热，然后送到输送管16。
另一方面，当电动机2a正在驱动而发动机3停止运行的时候，工作过程如下。即电动发电机单元6用储存在高温电池5中的电能驱动装在其内的电能发生电机。该驱动力传送到压缩机单元12，由此使冷却剂在热交换器13和33之间循环。其它运行与发动机3驱动时的情况类似。
下面是冷却剂循环的说明。见图5，从第二散热器9排出的冷却剂在分叉点p1和p2分开，通过流动通道51分配到各个装置。也就是说，循环到电池5的冷却剂的量由电池冷却剂泵57确定，循环到I/C EGR系统50的冷却剂的量由中间冷却器的冷却剂泵53确定，而循环到驱动单元2和电动发电机单元6的冷却剂的量由牵引冷却剂泵54确定。
下面分别说明在发动机3驱动时和在电动机2a驱动时冷却剂的循环。
当用发动机3驱动车辆时，此时对于普通发动机车辆，用发动机冷却剂泵69使冷却剂在发动机3和第一散热器8之间循环，由此来冷却发动机3。此外，也用中间冷却器的冷却剂泵53使冷却剂在I/C EGR系统50中循环。
对于电动发电机单元6，当置于其中的电能发生电机被驱动时，冷却剂进行循环。也就是说，在用发动机3的驱动力储存电能的情况下，和当发动机3停机而空调机工作的情况下，用牵引冷却剂泵54时冷却剂循环到电动发电机单元6，由此进行冷却。
另一方面，当通过电动机2a驱动车辆时，用牵引冷却剂泵54时冷却剂循环到驱动单元2，由此冷却驱动单元2。
在此，当发动机3停机时，冷却I/C EGR系统50不是必须的。所以，运行中间冷却器的冷却剂泵53也不是必须的。因此当在上述泵完全停机的情况下，冷却剂在其它泵的作用下回流。如在中间冷却器的冷却剂泵53停机，而牵引冷却剂泵54运行的情况下，中间冷却器的冷却剂泵53允许一个反向流动，使得从驱动单元2或电动发电机单元6排出的冷却剂不流向第二散热器9，而流向I/CEGR系统50。有这样的情况，即通过分叉点p1管路回溯再次回到牵引冷却剂泵54。
为了防止这样的情况发生，虽然I/C EGR系统50的冷却不是必须的，但要使中间冷却器的冷却剂泵53的运行达到上述回流不会发生的程度。
也就是说，虽然发动机停机了，需要继续跑一定的时间，否则电泵不会停机的。因此，刚停机后，照惯例处于高温的中间冷却器和EGR，由于上述运行而迅速地冷却，使得高温不存在，因此提高了使用寿命。
同样地，既使在驱动单元2和电动发电机单元6不需要冷却的情况下，使牵引冷却剂泵54运行达到回流不会发生的程度。
此外，高温电池5总是保持一个预定的温度，不管是发动机3驱动还是驱动单元2a驱动。电池冷却剂泵57根据高温电池5的温度变化来工作，这样已经通过第一流量调节阀60和61调整过流量的高温冷却剂和低温冷却剂在汇合点p4汇合，由此持续保持循环到高温电池5的冷却剂的温度在预定的温度。
本实施例中例举出一个复式动力车，然而不应仅限于此，可以是一个标准车辆。
本发明由于如上述构成，用于车辆高温电池的高温冷却剂，以发动机余热作为热源加热到温度范围(80～90℃)，因此高温电池的温度控制可以不需要提供专门的加热器或动力源来完成。
此外，由于用加热环和冷却环来控制冷却剂的温度，高温电池5能精确地控制在最优化的温度。所以车辆和蓄电池的微型化得以实现。
此外，由于采用一个具有高比热容量液体的板型液体热交换器，使得其比普通常用的使用空气的加热和冷却单元要小。

Claims (4)

1.一种车辆电池温度控制器，包括：一个从车辆发动机排出余热的热交换器；一个从所述热交换器向车辆高温电池传送热量的作为冷却剂循环通道的加热环；一个冷却所述高温电池的散热器；一个从所述高温电池向所述散热器传送热量的作为冷却剂循环通道的冷却环，冷却环与所述加热环连接以与所述加热环具有共同的通道；以及一个用于所述加热环和所述冷却环的流动控制装置。
2.如权利要求1所述的车辆电池温度控制器，其中所述流动控制装置是分别设置在所述加热环和所述冷却环上的流动控制阀。
3.如权利要求1所述的车辆电池温度控制器，其中所述流动控制装置是一个设置在所述加热环和所述冷却环的交汇处的一个三通阀。
4.如权利要求1至3之一所述的车辆电池温度控制器，其中所述热交换器是一个平板型液体热交换器。
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