CN219286516U

CN219286516U - Battery heating system

Info

Publication number: CN219286516U
Application number: CN202223028828.7U
Authority: CN
Inventors: 赖勇军
Original assignee: Hubei Eve Power Co Ltd
Current assignee: Hubei Eve Power Co Ltd
Priority date: 2022-11-14
Filing date: 2022-11-14
Publication date: 2023-06-30
Anticipated expiration: 2032-11-14

Abstract

The utility model discloses a battery heating system which comprises a battery, a thermal control unit and a temperature acquisition unit. Wherein the battery comprises a battery pack and a battery management system; the thermal control comprises a heater, a fan and a controller; the controller is in communication connection with the battery management system, is connected with the heater and the fan and is used for controlling the fan to blow air heated by the heater to the battery pack so as to heat the battery pack; the temperature acquisition unit is connected with the battery management system and is used for acquiring the environmental temperature of the heater, the fan, the battery pack and the outside of the battery pack and sending the acquired temperature data to the battery management system. According to the utility model, the air heated by the heater is blown to the battery pack through the controller control fan, so that the battery pack is heated, single batteries in the battery pack can be uniformly heated, the safety of battery heating is improved, and the performance of the whole battery system is improved.

Description

Battery heating system

Technical Field

The utility model relates to the technical field of batteries, in particular to a battery heating system.

Background

When a battery used in an electric vehicle is used in a cold environment (below 0 ℃), the battery pack cannot be charged effectively, and the performance of the battery pack is also reduced when the battery pack is discharged.

Currently, in order to improve the performance of the battery pack, the heating film is generally in direct contact with the case of the unit cell to conduct heat.

However, in the actual use process, the battery pack is unstable in contact between the heating film and the single battery due to continuous shaking of the electric vehicle, so that a large temperature difference occurs in the single battery in the battery pack, and the single battery in the battery pack cannot be uniformly heated.

Disclosure of Invention

The utility model provides a battery heating system which can uniformly heat monomers in a battery pack to become, thereby improving the safety of battery heating.

The utility model provides a battery heating system, a thermal control unit, a battery heating system and a battery heating system, wherein the thermal control unit comprises a heater, a fan and a controller; the controller is in communication connection with the battery management system, is also connected with the heater and the fan, and is used for controlling the fan to blow the air heated by the heater to the battery pack so as to heat the battery pack; the temperature acquisition unit is connected with the battery management system, is also connected with the heater, the fan and the battery pack in a communication way and is used for acquiring the external environment temperature of the heater, the fan, the battery pack and sending the acquired temperature data to the battery management system.

Optionally, the temperature acquisition unit includes a patch type temperature sensor.

Optionally, the battery heating system further comprises a vehicle-mounted compressor, and the vehicle-mounted compressor is connected with the controller; the controller is used for acquiring battery data transmitted by the battery management system, and controlling the operation of the heater, the fan and the vehicle-mounted compressor based on the battery data, wherein the battery data comprises the residual electric quantity of the battery, the single voltage of the battery, the first set temperature for heating the battery, the second set temperature for heating the battery in a closed mode, the third set temperature for cooling the battery in an open mode and the fourth set temperature for cooling the battery in a closed mode.

Optionally, the battery is arranged in the battery box; the heater and the fan are embedded in a gap between two adjacent battery modules in the battery box in a serial or parallel mode; or the heater and the fan are disposed outside the battery case.

Optionally, the heater comprises a heating rod encapsulated in a heat conducting aluminum plate, and heat generated by the heater is conducted through the heat conducting aluminum plate.

Optionally, the heat conduction aluminum plate is embedded in the gap between the adjacent battery packs, and the two sides of the adjacent battery modules are symmetrically provided with the heat conduction aluminum plates.

Optionally, the heat conducting aluminum plates at two sides of the adjacent battery modules are connected through spliced aluminum sheets to form an aluminum frame, and the aluminum frame is also used for fixing the battery.

Optionally, the battery heating system further includes a wireless communication module, where the wireless communication module is connected to the controller and is configured to transmit the battery heating safety event log and the analysis result to the background management platform.

Optionally, the background management platform is further configured to transmit the battery heating security event log and the analysis result to the user terminal, the charging management unit, and the electric automobile service manufacturer.

Optionally, the communication between the battery management system and the controller adopts a CAN communication mode.

According to the technical scheme, the temperature acquisition unit is used for acquiring the temperature of the heater, the fan, the battery pack and the environment outside the battery pack, and sending the acquired temperature data to the battery management system, so that the temperature variable can be converted into a transportable standardized output signal, the temperature of the battery pack can be controlled in real time, the fan is controlled by the controller to blow air heated by the heater to the battery pack, so that the battery pack is heated, single batteries in the battery pack can be heated uniformly, the heating safety of the batteries is improved, and the performance of the whole battery system is improved.

It should be understood that the description in this section is not intended to identify key or critical features of the embodiments of the utility model or to delineate the scope of the utility model. Other features of the present utility model will become apparent from the description that follows.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present utility model, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic structural diagram of a battery heating system according to a first embodiment of the present utility model;

fig. 2 is a schematic structural diagram of a battery heating system according to a second embodiment of the present utility model;

fig. 3 is a schematic structural diagram of an aluminum frame according to a second embodiment of the present utility model;

fig. 4 is a flowchart of a battery heating method according to a third embodiment of the present utility model.

Detailed Description

In order that those skilled in the art will better understand the present utility model, a technical solution in the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present utility model, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present utility model without making any inventive effort, shall fall within the scope of the present utility model.

It is noted that the terms "comprises" and "comprising," and any variations thereof, in the description and claims of the present utility model and in the foregoing figures, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed or inherent to such process, method, article, or apparatus.

Example 1

Fig. 1 is a schematic structural diagram of a battery heating system according to an embodiment of the present utility model, which is applicable to a battery heating situation.

As shown in fig. 1, the battery heating system includes:

the heat control unit 20, the heat control unit 20 includes a heater 201, a fan 202 and a controller 203; the controller 203 is communicatively connected to the battery management system 102, and the controller 203 is connected to the heater 201 and the blower 202 for controlling the blower 202 to blow air heated by the heater 201 toward the battery pack 101 to heat the battery pack 101.

The temperature acquisition unit 30 is connected with the battery management system 102, and is also connected with the heater, the fan and the battery pack in a communication manner, and is used for acquiring the ambient temperatures of the heater 201, the fan 202, the battery pack 101 and the outside of the battery pack and sending the acquired temperature data to the battery management system 102.

Specifically, the battery 10 includes a battery pack 101 and a battery management system 102. The battery 10 is used to provide a power source for an electric vehicle. The kind of the battery 10 may be various. The battery 10 may be provided at various locations of the electric vehicle. The battery 10 may be a lithium ion battery, for example, and may be disposed in a battery box of an electric vehicle chassis.

The battery pack 101 includes unit cells. When the temperature difference between the single batteries is too large, the single batteries can be accelerated to differentiate, the cycle life of a battery system is shortened, and even potential safety hazards are caused.

The battery management system 102 (Battery Management System, BMS) is a tie between the battery 10 and the user. The battery management system 102 can improve the utilization of the battery 10, prevent the battery 10 from being overcharged and overdischarged, prolong the service life of the battery 10, and monitor the state of the battery 10.

The heater 201 is used to provide heat energy, and the type of the heater 201 may be various. The heater 201 may be a heater wire or a heater rod, for example.

The controller 203 refers to a master device that changes the wiring of a main circuit or a control circuit and changes the resistance value in the circuit in a predetermined order to control the starting, speed regulation, braking, and reversing of the motor. Alternatively, the controller 203 may be a micro-program controller of various types. The controller 203 may be a single-chip microcomputer, or a DSP, for example. The manner of communication between the controller 203 and the battery management system may be various. Illustratively, the communication between the battery management system 102 and the controller 203 may be in a CAN communication mode, and the communication between the battery management system 102 and the controller 203 may also be in an RS485 communication mode.

The temperature acquisition unit 30 is a sensor that converts a temperature variable into a transmissible standardized output signal. The type of the temperature acquisition unit 30 may be various. The temperature acquisition unit 30 may be a thermistor, or may be a patch type temperature sensor, for example.

According to the technical scheme, the temperature acquisition unit acquires the temperature of the heater, the fan, the battery pack and the environment outside the battery pack, and sends the acquired temperature data to the battery management system, so that the temperature variable can be converted into a transportable standardized output signal, the temperature of the battery pack can be controlled in real time, the fan is controlled by the controller to blow air heated by the heater to the battery pack, so that the battery pack is heated, single batteries in the battery pack can be heated uniformly, the heating safety of the batteries is improved, and the performance of the whole battery system is improved.

Example two

Fig. 2 is a schematic structural diagram of a battery heating system according to a second embodiment of the present utility model. Further optimization and expansion are performed based on the above embodiments, and may be combined with each of the alternative solutions in the above embodiments.

As shown in fig. 2, the temperature acquisition unit 30 includes a patch type temperature sensor.

The battery heating system further comprises a vehicle-mounted compressor 40, and the vehicle-mounted compressor 40 is connected with the controller 203; the controller 203 is configured to obtain battery data transmitted by the battery management system 102, and control the operation of the heater 201, the fan, and the vehicle-mounted compressor 40 based on the battery data, where the battery data includes a remaining power of the battery, a voltage of the battery, a first set temperature for heating the battery on, a second set temperature for heating the battery off, a third set temperature for cooling the battery on, and a fourth set temperature for cooling the battery off.

The in-vehicle compressor 40 is used for inputting cool air into the battery pack 101 to cool the battery pack 101.

The first set temperature of the battery on heating is less than the second set temperature of the battery off heating.

The third set temperature of the battery-on refrigeration is greater than the fourth set temperature of the battery-off refrigeration.

The second set temperature of the battery shutdown heating is less than the lower limit of the battery optimal operating temperature interval.

The fourth set temperature for battery shutdown refrigeration may be any temperature within the battery's optimal operating temperature interval.

Specifically, since heat is also generated when the battery is discharged or charged, it is necessary to turn off the heating when the battery is less than the lower limit value of the optimum operating temperature range of the battery.

The first set temperature for the battery on-heat is a preset value for turning on the thermal control unit. The first set temperature for battery-on heating may be, for example, 0 degrees celsius.

The second set temperature for the battery shutdown heating is a preset value for shutting down the thermal control unit. The second set temperature for battery shutdown heating may be, for example, 20 degrees celsius.

The third set temperature of the battery-on refrigeration is a preset value for turning on the vehicle-mounted compressor. The third set temperature for battery-on cooling may be, for example, 45 degrees celsius.

The fourth set temperature of the battery off refrigeration is a preset value for shutting down the vehicle-mounted compressor. The fourth set temperature for battery shutdown refrigeration may be, for example, 25 degrees celsius.

Alternatively, the battery 10 is disposed within a battery compartment.

The heater 201 and the fan 202 are embedded in the gaps between two adjacent battery modules in the battery box in a serial or parallel mode; or the heater 201 and the fan 202 are disposed outside the battery case.

When the heater 201 and the fan 202 are arranged outside the battery box, an outer frame body of the heater 201 and the fan 202 can be embedded and fixed on the side wall of the battery box, and according to heating requirements, the controller 203 controls the fan 202 outside to blow air heated by the heater 201 into the battery box so as to raise the temperature of the battery box.

The heater 201 includes a heating rod encapsulated in a heat conductive aluminum plate, through which heat generated by the heater 201 is conducted.

The heat conduction aluminum plates are embedded in gaps between the adjacent battery packs, and the heat conduction aluminum plates are symmetrically arranged on two sides of the adjacent battery modules.

The heat conduction aluminum plates at two sides of the adjacent battery modules are connected through spliced aluminum sheets to form an aluminum frame, and the aluminum frame is also used for fixing the battery.

Fig. 3 is a schematic structural diagram of an aluminum frame according to a second embodiment of the present utility model.

Referring to fig. 3, the aluminum frame includes a frame cross plate 31, a frame riser 32 (i.e., a thermally conductive aluminum plate). The battery pack 101 is mounted between two adjacent frame risers 32.

The battery heating system further includes a wireless communication module 50, where the wireless communication module 50 is connected to the controller 203 for transmitting the battery heating safety event log and the analysis result to the background management platform 60.

The wireless communication module 50 is used for linking the controller 203 with the background management platform 60, so that the battery heating system has an information interface of the internet of things. The type of wireless communication module 50 may be various, including but not limited to employing a WiFi module, an LTE module, an NB-IoT module, and a LoRa module.

The background management platform 60 is further configured to transmit the battery heating security event log and the analysis result to the user terminal, the charging management unit, and the electric vehicle service manufacturer.

According to the technical scheme, the start and stop of the fan and the vehicle-mounted compressor are controlled by the controller, so that the temperature of each single battery in the battery box is controlled, the temperature of the battery can be uniformly increased and decreased, the performance of the whole battery system is improved, and the service life of the battery is prolonged; the heat generated by the heater is conducted through the heat conducting aluminum plate, so that heat transfer can be accelerated; the battery heating safety event log and the analysis result are transmitted to the background management platform through the wireless communication module, so that a user, a charging management unit, an electric automobile service manufacturer and the like can master battery heating information at the first time.

Example III

Fig. 4 is a flowchart of a battery heating method according to a third embodiment of the present utility model. The battery heating method of the embodiment of the present utility model may be performed by the battery heating system provided by any of the embodiments of the present utility model. As shown in fig. 4, the method includes:

s401, acquiring data such as battery temperature, external environment temperature, heater temperature, fan temperature and the like through a temperature acquisition unit, and transmitting the acquired data to a battery management system.

And S402, the controller reads the residual quantity of the battery, the single voltage of the battery, the first set temperature for heating when the battery is started, the second set temperature for heating when the battery is closed, the third set temperature for cooling when the battery is started and the fourth set temperature for cooling when the battery is closed through the BMS.

S403, the BMS determines whether the battery is activated by charging.

When the battery charge is activated, S4041 is performed; when the battery charge is not activated, S4042 is performed.

S4041, turning on the charging mode of the battery.

S4042, turning on the discharge mode of the battery.

S405, the controller judges whether the temperature of the battery reaches a first set temperature for starting heating.

When the battery is in the charging mode, if the temperature of the battery does not reach the heating-on first set temperature, S4061 is executed; if the temperature of the battery reaches the first set temperature at which heating is turned on, S4081 is performed.

When the battery is in the discharging mode, if the temperature of the battery does not reach the first set temperature for starting heating, S4062 is performed; if the temperature of the battery reaches the first set temperature at which heating is turned on, S4063 is performed.

S4061, normal charging.

S4062, normal discharge.

Specifically, S4073 may also be performed when the battery is normally charged and discharged.

S4063, the controller judges whether the residual electric quantity of the battery is larger than or equal to a first set threshold value.

Wherein the first set threshold is a preset critical value. Illustratively, the first set threshold may be 20%. And if the residual electric quantity of the battery is smaller than the first set threshold value, heating the battery to control the vehicle to flameout. Therefore, if the remaining capacity of the battery is equal to or greater than the first set threshold, S4071 is executed; if the remaining capacity of the battery is less than the first set threshold, S4072 is executed.

S4071, the controller judges whether the voltage of each single battery is greater than or equal to a second set threshold.

If the voltage of each cell is equal to or higher than the second set threshold, S4081 is executed. If the voltage of each cell is less than the second set threshold, S4062 is executed.

And S4072, charging the batteries until the cell voltage of each cell is greater than or equal to a second set threshold.

The second set threshold is a preset critical value. Illustratively, the second set threshold is 3.1 volts. When the batteries are in a discharging state and the voltage of each single battery is smaller than a second set threshold value, a single undervoltage alarm is triggered, and at the moment, the thermal control unit cannot be started. Optionally, when the battery is charged, a self-checking function of the battery management system may be turned on to check whether there is a charging abnormality.

S4073, the controller judges whether the temperature of the battery reaches a third set temperature for starting refrigeration.

When the battery is in the charging mode, if the temperature of the battery reaches the third set temperature for starting the refrigeration, S4082 is executed; if the temperature of the battery does not reach the third set temperature for the on cooling, S4061 is executed.

When the battery is in the discharging mode, if the temperature of the battery reaches the third set temperature for starting the refrigeration, S4082 is executed; if the temperature of the battery does not reach the third set temperature for the on cooling, S4062 is executed.

S4081, starting the thermal control unit to heat the battery.

Specifically, after the thermal control unit is turned on to heat the battery, the controller needs to determine whether the temperature of the battery reaches a third set temperature for turning off the heating.

S4082, starting the vehicle-mounted compressor, and starting refrigeration.

Specifically, the vehicle-mounted compressor is turned on, and the controller needs to determine whether the temperature of the battery reaches a fourth set temperature for closing the refrigeration after the refrigeration is started.

S4091, the controller determines whether the temperature of the battery reaches a third set temperature at which the heating is turned off.

If the temperature of the battery does not reach the third set temperature for turning off the heating, continuing to execute S4081; if the temperature of the battery reaches the third set temperature to turn off the heating, S410 is performed.

S4092, the controller judges whether the temperature of the battery reaches a fourth set temperature for closing refrigeration.

If the temperature of the battery does not reach the fourth set temperature for closing the refrigeration, continuing to execute S4082; if the temperature of the battery reaches the fourth set temperature for the off cooling, S411 is performed.

S410, closing the thermal control unit, and continuing charging or discharging.

Specifically, when the battery is in a charging mode, the thermal control unit is closed, and charging is continued; when the battery is in a discharging mode, the thermal control unit is turned off, and discharging is continued.

S411, turning off the vehicle-mounted compressor, and continuing charging or discharging.

Specifically, when the battery is in a charging mode, the vehicle-mounted compressor is turned off, and charging is continued; when the battery is in a discharging mode, the vehicle-mounted compressor is turned off, and discharging is continued.

According to the technical scheme, when the battery is in a discharging state, the residual electric quantity of the single battery is smaller than or equal to a first set threshold value, the voltage of each single battery is smaller than or equal to a second set threshold value, and the absolute value of the difference value of the temperature between any single battery and any other single battery is smaller than a third set threshold value, the thermal control unit is not started, so that the discharging efficiency of the battery can be improved, and the service life of the battery can be prolonged.

It should be appreciated that various forms of the flows shown above may be used to reorder, add, or delete steps. For example, the steps described in the present utility model may be performed in parallel, sequentially, or in a different order, so long as the desired results of the technical solution of the present utility model are achieved, and the present utility model is not limited herein.

The above embodiments do not limit the scope of the present utility model. It will be apparent to those skilled in the art that various modifications, combinations, sub-combinations and alternatives are possible, depending on design requirements and other factors. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included in the scope of the present utility model.

Claims

1. A battery heating system, comprising:

the heat control unit comprises a heater, a fan and a controller; the controller is in communication connection with the battery management system, and is also connected with the heater and the fan, and is used for controlling the fan to blow the air heated by the heater to the battery pack so as to heat the battery pack;

the temperature acquisition unit is connected with the battery management system, and is also connected with the heater, the fan and the battery pack in a communication way, and is used for acquiring the environment temperature outside the heater, the fan, the battery pack and sending acquired temperature data to the battery management system.

2. The system of claim 1, wherein the temperature acquisition unit comprises a patch-type temperature sensor.

3. The system of claim 1, further comprising an on-board compressor, the on-board compressor being connected to the controller; the controller is used for acquiring battery data transmitted by the battery management system, and controlling the heater, the fan and the vehicle-mounted compressor to work based on the battery data, wherein the battery data comprises the residual electric quantity of a battery, the single voltage of the battery, the first set temperature for heating when the battery is started, the second set temperature for heating when the battery is closed, the third set temperature for cooling when the battery is started and the fourth set temperature for cooling when the battery is closed.

4. The system of claim 1, further comprising a battery and a battery compartment, the battery being disposed within the battery compartment; the heater and the fan are embedded in a gap between two adjacent battery modules in the battery box in a serial or parallel mode; or the heater and the fan are arranged outside the battery box.

5. The system of claim 4, wherein the heater comprises a heating rod encapsulated in a thermally conductive aluminum plate, the heat generated by the heater being conducted through the thermally conductive aluminum plate.

6. The system of claim 5, wherein the thermally conductive aluminum plates are embedded in gaps between adjacent battery packs, and the thermally conductive aluminum plates are symmetrically disposed on both sides of adjacent battery modules.

7. The system of claim 6, wherein the thermally conductive aluminum sheets on both sides of adjacent battery modules are connected by a spliced aluminum sheet to form an aluminum frame, the aluminum frame also being used to secure the battery.

8. The system of claim 1, further comprising a wireless communication module coupled to the controller for transmitting the battery heating safety event log and the analysis results to a background management platform.

9. The system of claim 8, wherein the background management platform is further configured to transmit the battery heating security event log and the analysis result to a user terminal, a charging management unit, and an electric vehicle service manufacturer.

10. The system of claim 1, wherein the communication between the battery management system and the controller is in the form of CAN communication.