TW201916449A - Vehicle-mounted battery temperature regulation system - Google Patents
Vehicle-mounted battery temperature regulation system Download PDFInfo
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- TW201916449A TW201916449A TW107122147A TW107122147A TW201916449A TW 201916449 A TW201916449 A TW 201916449A TW 107122147 A TW107122147 A TW 107122147A TW 107122147 A TW107122147 A TW 107122147A TW 201916449 A TW201916449 A TW 201916449A
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/61—Types of temperature control
- H01M10/613—Cooling or keeping cold
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/61—Types of temperature control
- H01M10/615—Heating or keeping warm
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/61—Types of temperature control
- H01M10/617—Types of temperature control for achieving uniformity or desired distribution of temperature
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
- H01M10/625—Vehicles
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/63—Control systems
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/63—Control systems
- H01M10/633—Control systems characterised by algorithms, flow charts, software details or the like
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/65—Means for temperature control structurally associated with the cells
- H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
- H01M10/6561—Gases
- H01M10/6563—Gases with forced flow, e.g. by blowers
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/65—Means for temperature control structurally associated with the cells
- H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
- H01M10/6567—Liquids
- H01M10/6568—Liquids characterised by flow circuits, e.g. loops, located externally to the cells or cell casings
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/65—Means for temperature control structurally associated with the cells
- H01M10/657—Means for temperature control structurally associated with the cells by electric or electromagnetic means
- H01M10/6572—Peltier elements or thermoelectric devices
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- H—ELECTRICITY
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- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
- H01M10/663—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M2220/00—Batteries for particular applications
- H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using batteries
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- Electric Propulsion And Braking For Vehicles (AREA)
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Abstract
Description
本發明涉及汽車技術領域,特別涉及一種車載電池的溫度調節系統。The invention relates to the technical field of automobiles, and in particular to a temperature regulating system for a vehicle battery.
目前,電動汽車的車載電池的性能受氣候環境影響較大,環境溫度過高或者過低都會影響車載電池的性能,因此需要對車載電池的溫度進行調節,以使其溫度維持在預設範圍內。At present, the performance of the on-board battery of electric vehicles is greatly affected by the climatic environment. Too high or low ambient temperature will affect the performance of the on-board battery. Therefore, the temperature of the on-board battery needs to be adjusted to maintain its temperature within a preset range. .
相關技術中,對於氣候環境炎熱的地區,通過在電動汽車中增加電池冷卻系統,以在車載電池溫度過高時降低其溫度;對於氣候環境寒冷的地區,通過在電動汽車中增加電池加熱系統,以在車載電池溫度過低時升高其溫度。In related technologies, for regions with hot climates, by adding battery cooling systems to electric vehicles to reduce the temperature of vehicle batteries when the temperature of the vehicles is too high; for regions with cold climates, by adding battery heating systems to electric vehicles, To increase the temperature of the on-board battery when it is too cold.
然而,對於夏天炎熱、冬天又寒冷的地區,上述方法無法兼顧解決車載電池溫度過高和溫度過低的問題,且對車載電池溫度的調節方法較為粗糙,無法根據車載電池的實際狀況對其加熱功率和冷卻功率進行精確控制,從而無法保證車載電池的溫度維持在預設範圍內。However, for areas with hot summers and cold winters, the above methods cannot solve the problem of too high and low temperature of the car battery, and the method of adjusting the temperature of the car battery is rough, and it cannot be heated according to the actual condition of the car battery The power and cooling power are precisely controlled, so the temperature of the on-board battery cannot be guaranteed to stay within the preset range.
本發明旨在至少在一定程度上解決相關技術中的技術問題之一。The present invention aims to solve at least one of the technical problems in the related technology.
為此,本發明的一目的在於提出一種車載電池的溫度調節系統,能夠在車載電池溫度過高或者過低時對溫度進行調節,使車載電池的溫度維持在預設範圍,避免發生由於溫度影響車載電池性能的情況。To this end, an object of the present invention is to provide a temperature adjustment system for a vehicle battery, which can adjust the temperature when the temperature of the vehicle battery is too high or too low, so as to maintain the temperature of the vehicle battery in a preset range and avoid the influence of temperature. Car battery performance.
為達到上述目的,本發明的實施例提出了一種車載電池的溫度調節系統,包括:車載空調模組,該車載空調模組包括製冷支路以及與該製冷支路串聯的電池冷卻支路,其中,該製冷支路包括壓縮機以及與該壓縮機相連的冷凝器,該電池冷卻支路包括與換熱器以及與該換熱器連接的閥;與該電池冷卻支路相連以形成換熱流路的電池溫度調節模組,其中,該電池溫度調節模組包括介質容器、泵,以及與該介質容器和泵相連的複數相互並聯的溫度調節支路,該複數相互並聯的溫度調節支路分別與該複數並聯的電池相連;控制器,該控制器與該車載空調模組和電池溫度調節模組連接,用於調節該電池的溫度。In order to achieve the above object, an embodiment of the present invention proposes a temperature adjustment system for a vehicle battery, including: a vehicle air-conditioning module, the vehicle air-conditioning module includes a refrigeration branch and a battery cooling branch connected in series with the refrigeration branch, wherein The refrigeration branch includes a compressor and a condenser connected to the compressor. The battery cooling branch includes a heat exchanger and a valve connected to the heat exchanger. The battery cooling branch is connected to the battery cooling branch to form a heat exchange flow path. Battery temperature adjustment module, wherein the battery temperature adjustment module includes a medium container, a pump, and a plurality of temperature adjustment branches connected in parallel with the medium container and the pump, and the plurality of temperature adjustment branches connected in parallel with each other are respectively The plurality of parallel-connected batteries are connected; a controller, the controller is connected to the vehicle air-conditioning module and a battery temperature adjustment module for adjusting the temperature of the battery.
根據本發明實施例的車載電池的溫度調節系統,控制器通過控制電池溫度調節模組來調節電池的溫度。由此,該系統能夠在車載電池溫度過高或者過低時對溫度進行調節,使車載電池的溫度維持在預設範圍,避免發生由於溫度影響車載電池性能的情況。 另外,根據本發明上述實施例提出的車載電池的溫度調節系統還可以具有如下附加技術特徵:According to the temperature adjustment system of the vehicle battery in the embodiment of the present invention, the controller adjusts the temperature of the battery by controlling the battery temperature adjustment module. Therefore, the system can adjust the temperature when the temperature of the vehicle battery is too high or too low, so as to maintain the temperature of the vehicle battery in a preset range, and avoid the situation that the performance of the vehicle battery is affected by the temperature. In addition, the temperature adjustment system of the vehicle battery according to the above embodiments of the present invention may also have the following additional technical features:
根據本發明的一實施例,上述的車載電池的溫度調節系統,還包括:與該電池連接的電池狀態檢測模組,該電池狀態檢測模組用於檢測該電池的電流。According to an embodiment of the present invention, the above-mentioned temperature regulation system for an on-board battery further includes: a battery state detection module connected to the battery, and the battery state detection module is configured to detect a current of the battery.
根據本發明的一實施例,每個該溫度調節支路包括:第一溫度感測器,用於檢測流入該電池的介質的入口溫度;第二溫度感測器,用於檢測流出該電池的介質的出口溫度;流速感測器,用於檢測該換熱流路中的介質的流速。According to an embodiment of the present invention, each of the temperature regulating branches includes: a first temperature sensor for detecting an inlet temperature of a medium flowing into the battery; and a second temperature sensor for detecting a temperature of the medium flowing out of the battery. Outlet temperature of the medium; flow rate sensor for detecting the flow rate of the medium in the heat exchange flow path.
根據本發明的一實施例,該電池溫度調節模組還包括:加熱器,該加熱器與該控制器連接,用於加熱該換熱流路中的介質。According to an embodiment of the present invention, the battery temperature adjustment module further includes a heater, which is connected to the controller and is used for heating the medium in the heat exchange flow path.
根據本發明的一實施例,該電池溫度調節模組還包括:與該泵相連的總流速感測器,用於檢測流入複數該溫度調節支路的換熱流路中的介質的總流速。According to an embodiment of the present invention, the battery temperature adjustment module further comprises: a total flow rate sensor connected to the pump, for detecting the total flow rate of the medium flowing into the heat exchange flow path of the plurality of temperature adjustment branches.
根據本發明的一實施例,該電池溫度調節模組還包括:與該介質容器相連的總溫度感測器,用於檢測流出該複數電池的介質的總出口溫度。According to an embodiment of the present invention, the battery temperature adjustment module further includes: a total temperature sensor connected to the medium container, for detecting a total outlet temperature of the medium flowing out of the plurality of batteries.
根據本發明的一實施例,該控制器包括:電池管理控制器、電池熱管理控制器和車載空調控制器,其中,該電池管理控制器與該電池狀態檢測模組連接,用於獲取該電池的溫度調節需求功率;該電池熱管理控制器與該泵、第一溫度感測器、第二溫度感測器、流速感測器和加熱器連接,用於獲取該電池的溫度調節實際功率,並根據該溫度調節需求功率與該溫度調節實際功率對該加熱器的功率進行調節,以調節該電池的溫度;該車載空調控制器與該壓縮機以及閥連接,用於根據該溫度調節需求功率與該溫度調節實際功率對該壓縮機的功率進行調節,以調節該電池的溫度。According to an embodiment of the present invention, the controller includes: a battery management controller, a battery thermal management controller, and a vehicle air-conditioning controller, wherein the battery management controller is connected to the battery status detection module to obtain the battery. Power required for temperature regulation; the battery thermal management controller is connected to the pump, the first temperature sensor, the second temperature sensor, the flow rate sensor and the heater to obtain the actual temperature regulation power of the battery, And adjusting the power of the heater according to the temperature adjustment actual power and the temperature adjustment actual power to adjust the temperature of the battery; the vehicle air-conditioning controller is connected to the compressor and the valve for adjusting the required power according to the temperature The actual power is adjusted with the temperature to adjust the power of the compressor to adjust the temperature of the battery.
根據本發明的一實施例,該電池管理控制器,還用於獲取該電池的溫度,在該電池的溫度大於第一溫度臨界值時,該溫度調節系統進入冷卻模式,以及在該電池的溫度小於第二溫度臨界值時,該溫度調節系統進入加熱模式。According to an embodiment of the present invention, the battery management controller is further configured to obtain a temperature of the battery. When the temperature of the battery is greater than a first temperature threshold, the temperature adjustment system enters a cooling mode, and the temperature of the battery is controlled. When less than the second temperature threshold, the temperature adjustment system enters a heating mode.
根據本發明的一實施例,該車載空調控制器在該溫度調節需求功率大於該溫度調節實際功率時,獲取該溫度調節需求功率和該溫度調節實際功率之間的功率差;當為冷卻模式時,該車載空調控制器根據該功率差增加用於冷卻該電池的壓縮機的功率和該閥的開度中至少一者,以及在該溫度調節需求功率小於或等於該溫度調節實際功率時,減小/保持該電池的壓縮機的功率和該閥的開度中至少一者;當為加熱模式時,該電池熱管理控制器根據該功率差增加用於加熱該電池的加熱器的功率,以及在該溫度調節需求功率小於或等於該溫度調節實際功率時,減小/保持該加熱器的功率。According to an embodiment of the present invention, when the temperature adjustment required power is greater than the temperature adjustment actual power, the vehicle air-conditioning controller obtains a power difference between the temperature adjustment required power and the temperature adjustment actual power; when in a cooling mode The vehicle air-conditioning controller increases at least one of the power of the compressor for cooling the battery and the opening degree of the valve according to the power difference, and decreases when the temperature adjustment required power is less than or equal to the temperature adjustment actual power. At least one of the power of the compressor holding the battery and the opening of the valve; when in the heating mode, the battery thermal management controller increases the power of the heater for heating the battery according to the power difference, and When the temperature adjustment required power is less than or equal to the temperature adjustment actual power, the power of the heater is reduced / maintained.
根據本發明的一實施例,在該溫度調節需求功率小於或等於該溫度調節實際功率時,該電池熱管理控制器還用於降低/保持該泵的轉速;在該溫度調節需求功率大於該溫度調節實際功率時,該電池熱管理控制器還用於提高該泵的轉速。According to an embodiment of the present invention, when the temperature adjustment required power is less than or equal to the temperature adjustment actual power, the battery thermal management controller is further configured to reduce / maintain the speed of the pump; at the temperature adjustment required power is greater than the temperature The battery thermal management controller is also used to increase the speed of the pump when adjusting the actual power.
根據本發明的一實施例,該車載空調模組還包括與該製冷支路串聯且與該電池冷卻支路並聯的車內冷卻支路。According to an embodiment of the present invention, the vehicle-mounted air conditioning module further includes an in-vehicle cooling branch connected in series with the cooling branch and in parallel with the battery cooling branch.
根據本發明的一實施例,該換熱器為板式換熱器。According to an embodiment of the present invention, the heat exchanger is a plate heat exchanger.
根據本發明的一實施例,該製冷支路為複數,該電池冷卻支路為複數,該複數電池冷卻支路分別通過複數閥與該複數壓縮機相連。According to an embodiment of the present invention, the refrigeration branch is plural, the battery cooling branch is plural, and the plurality of battery cooling branches are respectively connected to the plurality of compressors through a plurality of valves.
根據本發明的一實施例,該車內冷卻支路為複數,每個該車內冷卻支路均包括與該壓縮機一一對應的蒸發器以及與該蒸發器連接的閥。According to an embodiment of the present invention, the in-vehicle cooling branch is plural, and each of the in-vehicle cooling branches includes an evaporator corresponding to the compressor and a valve connected to the evaporator.
根據本發明的一實施例,每個該電池冷卻支路均設置有溫度感測器,用於檢測該電池冷卻支路上的介質的溫度。According to an embodiment of the present invention, each of the battery cooling branches is provided with a temperature sensor for detecting a temperature of a medium on the battery cooling branch.
根據本發明的一實施例,每個該電池冷卻支路均設置有流速感測器,用於檢測該電池冷卻支路上的介質的流速。According to an embodiment of the present invention, each of the battery cooling branches is provided with a flow velocity sensor for detecting a flow rate of a medium on the battery cooling branch.
根據本發明的一實施例,該製冷支路為複數,該電池冷卻支路為一,該複數製冷支路機均與該電池冷卻支路相連。According to an embodiment of the present invention, the cooling branch is plural, the battery cooling branch is one, and the plurality of cooling branch machines are connected to the battery cooling branch.
下面詳細描述本發明的實施例,該實施例的示例在附圖中示出,其中自始至終相同或類似的標號表示相同或類似的元件或具有相同或類似功能的元件。下面通過參考附圖描述的實施例是示例性的,旨在用於解釋本發明,而不能理解為對本發明的限制。An embodiment of the present invention is described in detail below. An example of the embodiment is shown in the drawings, wherein the same or similar reference numerals indicate the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the drawings are exemplary and are intended to explain the present invention, but should not be construed as limiting the present invention.
下面結合附圖來描述根據本發明實施例提出的車載電池的溫度調節系統。The following describes a temperature adjustment system for a vehicle battery according to an embodiment of the present invention with reference to the accompanying drawings.
第1圖是根據本發明第一個實施例的車載電池的溫度調節系統流路的結構示意圖。如第1圖所示,該車載電池的溫度調節系統可包括:車載空調模組100、電池溫度調節模組5和控制器(圖中未具體示出)。FIG. 1 is a schematic structural diagram of a flow path of a temperature adjustment system of a vehicle battery according to a first embodiment of the present invention. As shown in FIG. 1, the temperature regulation system of the vehicle battery may include: a vehicle air-conditioning module 100, a battery temperature adjustment module 5, and a controller (not specifically shown in the figure).
其中,車載空調模組100可包括製冷支路10以及與製冷支路10串聯的電池冷卻支路4,其中,製冷支路10可包括壓縮機1以及與壓縮機1相連的冷凝器2,電池冷卻支路4可包括與換熱器41以及與換熱器41連接的閥。電池溫度調節模組5與電池冷卻支路4相連以形成換熱流路的,其中,電池溫度調節模組5可包括介質容器52、泵51,以及與介質容器52和泵51相連的複數相互並聯的溫度調節支路,複數相互並聯的溫度調節支路分別與複數並聯的電池相連。控制器與車載空調模組100和電池溫度調節模組5連接,用於調節電池的溫度。其中,電池溫度調節模組5還可包括加熱器53,加熱器53可以為PTC(Positive Temperature Coefficient,正的溫度係數,泛指正溫度係數很大的半導體材料或元器件)加熱器,換熱器41可以為板式換熱器。The vehicle-mounted air conditioning module 100 may include a cooling branch 10 and a battery cooling branch 4 connected in series with the cooling branch 10. The cooling branch 10 may include a compressor 1 and a condenser 2 connected to the compressor 1. The cooling branch 4 may include a valve connected to the heat exchanger 41 and a valve connected to the heat exchanger 41. The battery temperature adjustment module 5 is connected to the battery cooling branch 4 to form a heat exchange flow path. The battery temperature adjustment module 5 may include a medium container 52, a pump 51, and a plurality of parallel connected to the medium container 52 and the pump 51. The temperature-adjusting branches are connected to a plurality of batteries in parallel. The controller is connected to the vehicle air-conditioning module 100 and the battery temperature adjustment module 5 for adjusting the temperature of the battery. The battery temperature adjustment module 5 may further include a heater 53. The heater 53 may be a PTC (Positive Temperature Coefficient, a semiconductor material or component with a large positive temperature coefficient), a heat exchanger, and a heat exchanger. 41 can be a plate heat exchanger.
具體地,如第1圖所示,電池冷卻支路4中具有兩個管道,第一管道與壓縮機1相連通,第二管道與電池溫度調節模組5相連通,其中,第一管道與第二管道相互獨立的臨近設置,以使介質(冷媒、水、油、空氣等流動介質或相變材料等介質或其他化學製品)相互獨立。在電池的溫度過高時,車載空調製冷功能開啟,電池冷卻功能啟動,第一管道與第二管道中介質(如冷媒)的流動方向分別為:壓縮機1—冷凝器2—電池冷卻支路4—壓縮機1和電池冷卻支路4—電池溫度調節模組5—電池—電池溫度調節模組5—電池冷卻支路4。Specifically, as shown in FIG. 1, the battery cooling branch 4 has two pipes. The first pipe is connected to the compressor 1 and the second pipe is connected to the battery temperature adjustment module 5. The first pipe is connected to the battery temperature adjustment module 5. The second pipeline is arranged adjacent to each other independently, so that the medium (mobile medium such as refrigerant, water, oil, air, or medium such as phase change materials, or other chemicals) is independent of each other. When the temperature of the battery is too high, the cooling function of the vehicle air conditioner is turned on and the battery cooling function is started. The flow direction of the medium (such as refrigerant) in the first pipe and the second pipe is: compressor 1-condenser 2-battery cooling branch 4—compressor 1 and battery cooling branch 4—battery temperature adjustment module 5—battery—battery temperature adjustment module 5—battery cooling branch 4
在上述實施例中,車載空調僅用於對電池進行冷卻,溫度調節系統也可以通過車載空調對車廂和電池均進行冷卻。當該系統通過車載空調對車廂和電池均進行冷卻時,如第2圖所示,在本發明的一實施例中,車載空調模組100還可包括與製冷支路10串聯且與電池冷卻支路4並聯的車內冷卻支路3。其中,車內冷卻支路3可包括:蒸發器31、第一膨脹閥32和第一電子閥33。In the above embodiment, the vehicle air conditioner is only used to cool the battery, and the temperature adjustment system may also cool both the vehicle compartment and the battery through the vehicle air conditioner. When the system cools both the cabin and the battery through the vehicle air conditioner, as shown in FIG. 2, in an embodiment of the present invention, the vehicle air conditioning module 100 may further include a series connection with the cooling branch circuit 10 and a battery cooling branch. The internal cooling branch 3 of the road 4 is connected in parallel. The cooling branch 3 in the vehicle may include an evaporator 31, a first expansion valve 32, and a first electronic valve 33.
具體地,車載空調內部從冷凝器2開始分成兩個獨立的冷卻支路,分別為車內冷卻支路3和電池冷卻支路4,車內冷卻支路3通過其蒸發器31為車廂內的空間提供製冷功率,電池冷卻支路4通過其換熱器41為電池冷卻提供製冷功率。當車內溫度過高時,車內冷卻功能啟動,介質的流動方向為:壓縮機1—冷凝器2—車內冷卻支路3—壓縮機1。當電池的溫度過高時,電池冷卻功能啟動,第一管道和第二管道中介質的流動方向為:壓縮機1—冷凝器2—電池冷卻支路4—壓縮機1和電池冷卻支路4—電池溫度調節模組5—電池—電池溫度調節模組5—電池冷卻支路4。由此,能夠在車載電池溫度過高時或者過低時對溫度進行調節,使車載電池的溫度維持在預設範圍,避免發生由於溫度影響車載電池性能的情況,並且,還可以在電池的溫度滿足要求的情況下,使車內溫度滿足需求。Specifically, the interior of the vehicle-mounted air conditioner is divided into two independent cooling branches starting from the condenser 2, which are the internal cooling branch 3 and the battery cooling branch 4, respectively. The internal cooling branch 3 is in the compartment through its evaporator 31. The space provides cooling power, and the battery cooling branch 4 provides cooling power for battery cooling through its heat exchanger 41. When the temperature inside the car is too high, the cooling function in the car is started, and the flow direction of the medium is: compressor 1-condenser 2-car cooling branch 3-compressor 1. When the temperature of the battery is too high, the battery cooling function is activated, and the flow direction of the medium in the first and second pipes is: compressor 1-condenser 2-battery cooling branch 4-compressor 1 and battery cooling branch 4 —Battery temperature adjustment module 5—Battery—Battery temperature adjustment module 5—Battery cooling branch 4. Therefore, the temperature of the vehicle battery can be adjusted when the temperature of the vehicle battery is too high or too low, so that the temperature of the vehicle battery is maintained in a preset range, which avoids the situation that the performance of the vehicle battery is affected by the temperature. If the requirements are met, the temperature inside the car can meet the demand.
需要說明的是,在對電池的溫度進行調節時,複數相互並聯的溫度調節支路分別對其相對應的電池的溫度進行調節。It should be noted that when the temperature of the battery is adjusted, a plurality of temperature adjustment branches connected in parallel with each other respectively adjust the temperature of the corresponding battery.
進一步地,根據本發明的一實施例,電池冷卻支路可包括:閥和換熱器41,其中,閥的一端與冷凝器2相連,另一端與換熱器41相連,換熱器41的另一端與壓縮機1相連,閥可包括第二電子閥43和第二膨脹閥42。Further, according to an embodiment of the present invention, the battery cooling branch may include a valve and a heat exchanger 41, wherein one end of the valve is connected to the condenser 2 and the other end is connected to the heat exchanger 41. The other end is connected to the compressor 1, and the valve may include a second electronic valve 43 and a second expansion valve 42.
具體地,電池冷卻支路4主要通過換熱器41(如板式換熱器)為電池6提供製冷功率。其中,如第2圖所示,電池冷卻支路4還可包括:第二膨脹閥42和第二電子閥43。第二電子閥43用於控制電池冷卻支路4的開通和關閉,第二膨脹閥42用於控制電池冷卻支路4的冷媒流量。Specifically, the battery cooling branch 4 mainly provides cooling power to the battery 6 through a heat exchanger 41 (such as a plate heat exchanger). Among them, as shown in FIG. 2, the battery cooling branch 4 may further include a second expansion valve 42 and a second electronic valve 43. The second electronic valve 43 is used to control the opening and closing of the battery cooling branch 4, and the second expansion valve 42 is used to control the refrigerant flow rate of the battery cooling branch 4.
如第2圖所示,換熱器41可包括第一管道和第二管道,第二管道與電池溫度調節模組5相連,第一管道與壓縮機1相連通,其中,第一管道與第二管道相互獨立的臨近設置。在本發明的實施例中,換熱器41的實體位置可以位於車載空調壓縮機1所在的迴路,便於車載空調出廠調試,並且使車載空調可以單獨供貨和組裝,同時,車載空調在安裝過程中只需要加注一次介質(製冷劑)。換熱器41的實體位置也可以位於電池所在的迴路,換熱器41的實體位置也可以獨立於車載空調壓縮機1所在的迴路和電池所在的迴路設置。As shown in FIG. 2, the heat exchanger 41 may include a first pipe and a second pipe, the second pipe is connected to the battery temperature adjustment module 5, and the first pipe is connected to the compressor 1, wherein the first pipe is connected to the first pipe and the second pipe. The two pipes are set up independently of each other. In the embodiment of the present invention, the physical location of the heat exchanger 41 may be located in the circuit where the vehicle-mounted air-conditioning compressor 1 is located, which is convenient for the factory-adjustment of the vehicle-mounted air-conditioner, and enables the vehicle-mounted air-conditioner to be separately supplied and assembled. Only need to fill the medium (refrigerant) once. The physical location of the heat exchanger 41 may also be located in the circuit where the battery is located, and the physical location of the heat exchanger 41 may also be set independently of the circuit where the vehicle-mounted air conditioning compressor 1 is located and the circuit where the battery is located.
另外,如果換熱器41安裝在電池溫度調節模組5內,則車載空調的冷媒迴路不完全密封,所以需要先關閉第二電子閥43,然後加注冷媒,待到安裝在車上後,再與電池溫度調節模組5對接,打開第二電子膨脹閥43,再次抽真空加注冷媒後,即可進行正常工作。In addition, if the heat exchanger 41 is installed in the battery temperature adjustment module 5, the refrigerant circuit of the vehicle air conditioner is not completely sealed, so the second electronic valve 43 needs to be closed first, and then the refrigerant is filled. After being installed in the vehicle, After it is docked with the battery temperature adjustment module 5, the second electronic expansion valve 43 is opened and the vacuum is filled again to fill the refrigerant, and the normal work can be performed.
可以理解的是,電池冷卻支路4中也可以不設置換熱器41,當沒有換熱器41時,電池冷卻支路4內流的就是冷媒。當設置換熱器41時,電池冷卻支路4的第一管道中流的是冷媒,第二管道中流的是介質,車內冷卻支路3中流的是冷媒。It can be understood that the heat exchanger 41 may not be provided in the battery cooling branch 4. When there is no heat exchanger 41, the refrigerant flows in the battery cooling branch 4. When the heat exchanger 41 is provided, the refrigerant flows in the first pipe of the battery cooling branch 4, the medium flows in the second pipe, and the refrigerant flows in the cooling branch 3 in the vehicle.
根據本發明的一實施例,如第3圖所示,上述的車載電池的溫度調節系統還包括:分別與電池連接的電池狀態檢測模組,電池狀態檢測模組用於檢測電池的電流。其中,電池狀態檢測模組可以為電流感測器。According to an embodiment of the present invention, as shown in FIG. 3, the above-mentioned temperature adjustment system of the vehicle battery further includes: a battery state detection module respectively connected to the battery, and the battery state detection module is configured to detect a battery current. The battery status detection module may be a current sensor.
根據本發明的一實施例,如第3圖所示,每個溫度調節支路可包括:第一溫度感測器、第二溫度感測器和流速感測器。其中,第一溫度感測器與泵51相連,用於檢測流入電池的介質的入口溫度,第二溫度感測器用於檢測流出電池的介質的出口溫度,流速感測器用於檢測換熱流路中的介質的流速。According to an embodiment of the present invention, as shown in FIG. 3, each temperature adjustment branch may include a first temperature sensor, a second temperature sensor, and a flow rate sensor. The first temperature sensor is connected to the pump 51 to detect the inlet temperature of the medium flowing into the battery, the second temperature sensor is used to detect the outlet temperature of the medium flowing out of the battery, and the flow rate sensor is used to detect the heat exchange flow path. The flow rate of the medium.
進一步地,根據本發明的一實施例,電池溫度調節模組5還包括:加熱器53,加熱器53與控制器連接,用於加熱換熱流路中的介質。Further, according to an embodiment of the present invention, the battery temperature adjustment module 5 further includes: a heater 53, which is connected to the controller and is used for heating the medium in the heat exchange flow path.
具體地,加熱器53、泵51、電池6中的冷卻流路、介質容器52串聯連接,即不對串聯連接的各部分的位置進行限定,其中流速感測器設置在上述串聯迴路上,第一溫度感測器設置在電池的冷卻流路的入口處,第二溫度感測器設置在電池的冷卻流路的出口處。例如,加熱器53與換熱器41相連,泵51與加熱器53和電池的冷卻流路的第一端相連,第一溫度感測器設置在電池6的冷卻流路的入口處(第一端),用於檢測電池的介質的入口溫度,介質容器52與電池6的冷卻流路的第二端相連,第二溫度感測器設置在電池6的冷卻流路的出口處(第二端),用於檢測電池的介質的出口溫度,流速感測器設置在電池6的冷卻流路的出口處,用於檢測電池6的介質的流速。Specifically, the heater 53, the pump 51, the cooling flow path in the battery 6, and the medium container 52 are connected in series, that is, the positions of the parts connected in series are not limited. The flow velocity sensor is provided on the series circuit. The temperature sensor is disposed at the entrance of the cooling flow path of the battery, and the second temperature sensor is disposed at the exit of the cooling flow path of the battery. For example, the heater 53 is connected to the heat exchanger 41, the pump 51 is connected to the heater 53 and the first end of the cooling flow path of the battery, and the first temperature sensor is provided at the entrance of the cooling flow path of the battery 6 (the first End) for detecting the inlet temperature of the medium of the battery, the medium container 52 is connected to the second end of the cooling flow path of the battery 6, and the second temperature sensor is provided at the outlet of the cooling flow path of the battery 6 (the second end ) Is used to detect the outlet temperature of the medium of the battery, and the flow rate sensor is provided at the outlet of the cooling flow path of the battery 6 to detect the flow rate of the medium of the battery 6.
根據本發明的一實施例,如第3圖所示,電池溫度調節模組5還可包括:與泵51相連的總流速感測器59和總溫度感測器508,分別用於檢測流入複數溫度調節支路的換熱流路中的介質的總流速,和檢測流入複數溫度調節支路的換熱流路中的介質的總溫度。According to an embodiment of the present invention, as shown in FIG. 3, the battery temperature adjustment module 5 may further include a total flow rate sensor 59 and a total temperature sensor 508 connected to the pump 51, which are respectively used to detect the inflow complex number. The total flow velocity of the medium in the heat exchange flow path of the temperature adjustment branch, and the total temperature of the medium flowing into the heat exchange flow path of the plurality of temperature adjustment branches is detected.
進一步地,根據本發明的一實施例,如第3圖所示,電池溫度調節模組5還可包括:與介質容器52相連的總溫度感測器58,用於檢測流出複數電池的介質的總出口溫度。Further, according to an embodiment of the present invention, as shown in FIG. 3, the battery temperature adjustment module 5 may further include a total temperature sensor 58 connected to the medium container 52 for detecting the medium flowing out of the plurality of batteries. Total outlet temperature.
另外,在本發明的實施例中,如第3圖所示,每個溫度調節支路還可包括調節閥,調節閥60和調節閥601的開度由第一電池61和第二電池62所需的冷卻功率確定,調節閥60用於控制第一電池61冷卻分支支路的冷卻流量,調節閥601用於控制第二電池62冷卻分支支路的冷卻流量。In addition, in the embodiment of the present invention, as shown in FIG. 3, each temperature regulating branch may further include a regulating valve, and the openings of the regulating valve 60 and the regulating valve 601 are controlled by the first battery 61 and the second battery 62. The required cooling power is determined. The regulating valve 60 is used to control the cooling flow of the cooling branch of the first battery 61, and the regulating valve 601 is used to control the cooling flow of the cooling branch of the second battery 62.
具體地,當電池溫度高於設定值時,啟動電池冷卻功能,此時第二電子閥43開啟,電池卻管道中內的介質迴圈方向有兩個方向,方向1:換熱器41—加熱器53(關閉)—泵51—調節閥60—流速感測器571—第一溫度感測器551—第一電池61—第二溫度感測器561—介質容器52—換熱器41。方向2:換熱器41—加熱器53(關閉)—泵51—調節閥601—流速感測器572—第一溫度感測器552—第二電池62—第二溫度感測器562—介質容器52—換熱器41。Specifically, when the battery temperature is higher than the set value, the battery cooling function is started. At this time, the second electronic valve 43 is opened, but the direction of the media loop in the battery has two directions. Direction 1: heat exchanger 41-heating 53 (closed)-pump 51-regulating valve 60-flow rate sensor 571-first temperature sensor 551-first battery 61-second temperature sensor 561-medium container 52-heat exchanger 41. Direction 2: heat exchanger 41—heater 53 (closed) —pump 51—regulating valve 601—flow rate sensor 572—first temperature sensor 552—second battery 62—second temperature sensor 562—medium Container 52—heat exchanger 41.
當電池溫度低於設定值時,啟動電池加熱功能,第二電子閥43關閉,加熱器53啟動。電池冷卻管道內的介質流動方向有兩個方向,方向1:換熱器41—加熱器53(啟動)—泵51—調節閥60—流速感測器571—第一溫度感測器551—第一電池61—第二溫度感測器561—介質容器52—換熱器41。方向2:換熱器41—加熱器53(啟動)—泵51—調節閥601—流速感測器572—第一溫度感測器552—第二電池62—第二溫度感測器562—介質容器52—換熱器41。上述的兩個電池冷卻支路為並聯關係。When the battery temperature is lower than the set value, the battery heating function is activated, the second electronic valve 43 is closed, and the heater 53 is activated. The flow direction of the medium in the battery cooling pipe has two directions, direction 1: heat exchanger 41-heater 53 (start)-pump 51-regulating valve 60-flow rate sensor 571-first temperature sensor 551-first A battery 61-a second temperature sensor 561-a medium container 52-a heat exchanger 41. Direction 2: heat exchanger 41-heater 53 (start)-pump 51-regulating valve 601-flow rate sensor 572-first temperature sensor 552-second battery 62-second temperature sensor 562-medium Container 52—heat exchanger 41. The two battery cooling branches described above are connected in parallel.
在本發明的一實施例中,如第4圖所述,控制器可包括:電池管理控制器、電池熱管理控制器和車載空調控制器,其中,電池管理控制器與電池狀態檢測模組連接,用於獲取電池的溫度調節需求功率P1,電池熱管理控制器與泵51、第一溫度感測器、第二溫度感測器、流速感測器和加熱器53連接,用於獲取電池的溫度調節實際功率P2,並根據溫度調節需求功率P1與溫度調節實際功率P2對加熱器53的功率進行調節,以調節電池的溫度。車載空調控制器與壓縮機1以及閥(第一電子閥33、第二電子閥43、第一膨脹閥32和第二膨脹閥42)連接,用於根據溫度調節需求功率P1與溫度調節實際功率P2對壓縮機1的功率進行調節,以調節電池的溫度。In an embodiment of the present invention, as shown in FIG. 4, the controller may include a battery management controller, a battery thermal management controller, and a vehicle air-conditioning controller, wherein the battery management controller is connected to a battery status detection module. Is used to obtain the temperature adjustment required power P1 of the battery. The battery thermal management controller is connected to the pump 51, the first temperature sensor, the second temperature sensor, the flow rate sensor and the heater 53 to obtain the battery's The temperature adjusts the actual power P2, and adjusts the power of the heater 53 according to the temperature adjustment demand power P1 and the temperature adjustment actual power P2 to adjust the temperature of the battery. The vehicle air-conditioning controller is connected to the compressor 1 and the valves (the first electronic valve 33, the second electronic valve 43, the first expansion valve 32, and the second expansion valve 42), and is used to adjust the required power P1 and the actual power according to the temperature. P2 regulates the power of the compressor 1 to regulate the temperature of the battery.
具體地,電池熱管理控制器可以與第一溫度感測器551、第一溫度感測器552、第二溫度感測器561、第二溫度感測器562、流速感測器571和流速感測器572連接,與泵51和加熱器53進行CAN通訊,並根據介質的比熱容、介質的密度、流路的橫截面積,獲取溫度調節實際功率P2、並控制泵51的轉速和控制加熱器53的功率。電池管理控制器採集流經電池的電流、電池本身的溫度,並根據電池的目標溫度、目標時間t以及電池的比熱容C、電池的品質M、電池的內阻R,獲取溫度調節需求功率P1,以及控制車載空調控制器啟動或停止工作。車載空調控制器與膨脹閥及電子閥連接,且車載空調控制器可以與電池管理控制器和電池熱管理控制器和壓縮機1進行CAN通訊,以根據電池管理控制器獲取的溫度調節需求功率P1以及電池熱管理控制器獲取的溫度調節實際功率P2控制壓縮機的功率P、膨脹閥及電子閥的開合,達到控制換熱量的目的。Specifically, the battery thermal management controller may communicate with the first temperature sensor 551, the first temperature sensor 552, the second temperature sensor 561, the second temperature sensor 562, the flow rate sensor 571, and the flow rate sensor. The tester 572 is connected to perform CAN communication with the pump 51 and the heater 53. According to the specific heat capacity of the medium, the density of the medium, and the cross-sectional area of the flow path, the temperature adjustment actual power P2 is obtained, and the speed of the pump 51 and the heater are controlled 53 power. The battery management controller collects the current flowing through the battery, the temperature of the battery itself, and obtains the temperature adjustment required power P1 according to the battery's target temperature, target time t, and the specific heat capacity C of the battery, the quality M of the battery, and the internal resistance R of the battery. And control the car air-conditioning controller to start or stop working. The vehicle air-conditioning controller is connected to the expansion valve and the electronic valve, and the vehicle air-conditioning controller can perform CAN communication with the battery management controller, the battery thermal management controller, and the compressor 1 to adjust the required power P1 according to the temperature obtained by the battery management controller. And the temperature adjustment actual power P2 obtained by the battery thermal management controller controls the power P of the compressor, the opening and closing of the expansion valve and the electronic valve, so as to achieve the purpose of controlling the heat exchange amount.
電池熱管理控制器可通過總溫度溫感測器508檢測總進水口溫度,通過總溫度感測器58檢測總出水口溫度,計算進出水口的溫差,通過總流速感測器59可測量介質總支路的流速,通過上述3個參數估算電池冷卻總支路當前的實際冷卻/加熱功率。電池熱管理控制器可通過CAN通訊控制加熱器53是否工作,以及調整加熱器53的加熱功率。電池熱管理控制器可通過CAN線控制泵51的工作狀態,從而控制電池介質流速。The battery thermal management controller can detect the total water inlet temperature through the total temperature and temperature sensor 508, and the total water outlet temperature through the total temperature sensor 58 to calculate the temperature difference between the water inlet and outlet. The total flow rate sensor 59 can measure the total medium temperature For the branch flow rate, the current actual cooling / heating power of the total battery cooling branch is estimated from the above three parameters. The battery thermal management controller can control whether the heater 53 works and adjust the heating power of the heater 53 through CAN communication. The battery thermal management controller can control the working state of the pump 51 through the CAN line, thereby controlling the flow rate of the battery medium.
電池熱管理控制器通過第一溫度感測器551檢查第一電池61的進水口溫度,通過第二溫度感測器561檢測第一電池61出水口溫度,計算進出水口的溫差,通過流速感測器571可測量第一電池61冷卻分支支路中介質的流速,通過上述3個參數估算第一電池61冷卻分支支路當前的實際冷卻/加熱功率。同樣的方式估算第二電池62冷卻分支支路當前的實際冷卻/加熱功率。電池熱管理控制器可以根據第一電池61和第二電池62的電池溫度狀況,控制調節閥60和調節閥601的開度控制第一電池61和第二電池62這兩個冷卻分支支路的介質流量分配,從而達到控制第一電池61和第二電池62之間的電池溫度均衡。當車輛需要冷卻時,如果第一電池61的溫度較高比第二電池62的溫度高,則可增大調節閥60的開度,減少調節閥601的開度,當第一電池61和第二電池62的平均溫度相等時,可控制調節閥60和調節閥601的開度相同,以保持兩個電池的溫度均衡。The battery thermal management controller checks the temperature of the water inlet of the first battery 61 through the first temperature sensor 551, detects the temperature of the water outlet of the first battery 61 through the second temperature sensor 561, calculates the temperature difference between the water inlet and the water, and detects the temperature through the flow velocity. The device 571 can measure the flow velocity of the medium in the cooling branch branch of the first battery 61, and estimate the current actual cooling / heating power of the cooling branch branch of the first battery 61 through the above three parameters. The current actual cooling / heating power of the cooling branch branch of the second battery 62 is estimated in the same manner. The battery thermal management controller may control the openings of the regulating valve 60 and the regulating valve 601 according to the battery temperature conditions of the first battery 61 and the second battery 62 to control the cooling branch branches of the first battery 61 and the second battery 62. The medium flow is distributed so as to control the cell temperature balance between the first battery 61 and the second battery 62. When the vehicle needs to be cooled, if the temperature of the first battery 61 is higher than the temperature of the second battery 62, the opening degree of the regulating valve 60 can be increased and the opening degree of the regulating valve 601 can be reduced. When the average temperatures of the two batteries 62 are equal, the openings of the control valve 60 and the control valve 601 can be controlled to keep the temperature of the two batteries balanced.
另外,電池熱管理控制器可通過CAN通訊控制加熱器53工作和調整加熱器的加熱功率,當加熱器53接收到電池熱管理控制器發送的電池加熱功能啟動資訊後,啟動工作,電池熱管理控制器即時發送電池加熱功率需求,加熱器53根據加熱功率需求調整輸出功率。同時電池熱管理控制器還可通過CAN通訊控制泵的工作狀態,從而控制電池介質的流速和介質的流向,當接收到電池熱管理控制器發送的泵51啟動資訊後,開始工作,並根據電池熱管理控制器發送的流量資訊調整轉速和流量。In addition, the battery thermal management controller can control the operation of the heater 53 and adjust the heating power of the heater through CAN communication. When the heater 53 receives the battery heating function activation information sent by the battery thermal management controller, the battery thermal management is started. The controller sends the heating power demand of the battery immediately, and the heater 53 adjusts the output power according to the heating power demand. At the same time, the battery thermal management controller can also control the working state of the pump through CAN communication, so as to control the flow rate and flow direction of the battery medium. After receiving the pump 51 startup information sent by the battery thermal management controller, it starts to work, and according to the battery The flow information sent by the thermal management controller adjusts the speed and flow.
為使第一電池61和第二電池62的溫度保持均衡,在進行電池冷卻過程中,如果第一電池61的溫度T61和第二電池62的溫度T62之間的電池溫度差異超過預設溫度(如3℃),即T61-T62>3℃,則電池熱管理控制器控制第一電池61冷卻支路中的調節閥60開度增加,控制第二電池62冷卻支路中的調節閥601的開度減少,以便使得第一電池61的冷卻功率增加,第二電池62的冷卻功率減少,從而實現第一電池61和第二電池62的溫度均衡。而如果T62-T61>3℃,則電池熱管理控制器控制第二電池62冷卻支路中的調節閥601開度增加,控制第一電池61冷卻支路中的調節閥60的開度減少,以便使得第二電池62的冷卻功率增加,第一電池61的冷卻功率減少,從而實現第一電池61和第二電池62的溫度均衡。In order to keep the temperatures of the first battery 61 and the second battery 62 equal, during the battery cooling process, if the battery temperature difference between the temperature T61 of the first battery 61 and the temperature T62 of the second battery 62 exceeds a preset temperature ( (Eg, 3 ° C), that is, T61-T62> 3 ° C, the battery thermal management controller controls the opening of the regulating valve 60 in the cooling branch of the first battery 61 to increase, and controls the opening of the regulating valve 601 in the cooling branch of the second battery 62 The opening degree is reduced so that the cooling power of the first battery 61 is increased and the cooling power of the second battery 62 is reduced, thereby achieving temperature equilibrium between the first battery 61 and the second battery 62. If T62-T61> 3 ° C, the battery thermal management controller controls the opening degree of the regulating valve 601 in the cooling branch of the second battery 62 to increase, and decreases the opening degree of the regulating valve 60 in the cooling branch of the first battery 61. In order to increase the cooling power of the second battery 62 and decrease the cooling power of the first battery 61, the temperature balance of the first battery 61 and the second battery 62 is achieved.
在本發明的一實施例中,泵51主要用於提供動力,介質容器52主要用於儲存媒體和接受向溫度調節系統添加的介質,當溫度調節系統中的介質減少時,介質容器52中的介質可自動補充。加熱器53可以與控制器進行CAN通訊,為車載電池的溫度調節系統提供加熱功率,受控制器控制,加熱器53可以設置在介質容器52與第一溫度感測器之間任意位置。即加熱器53不直接與電池接觸,具有較高的安全性、可靠性和實用性。In an embodiment of the present invention, the pump 51 is mainly used to provide power, and the medium container 52 is mainly used to store the medium and receive the medium added to the temperature adjustment system. When the medium in the temperature adjustment system decreases, the The media can be replenished automatically. The heater 53 can perform CAN communication with the controller to provide heating power for the temperature adjustment system of the vehicle battery. Under the control of the controller, the heater 53 can be arranged at any position between the medium container 52 and the first temperature sensor. That is, the heater 53 is not in direct contact with the battery, and has high safety, reliability and practicability.
可以理解,當空調的介質接入到電池溫度調節模組5時,則無需設置換熱器41、泵51及介質容器52。此種車載空調迴路和電池冷卻支路4連通的方式,可以提高冷卻效率,避免了換熱器41處換熱不完全的問題,即杜絕了因換熱器的換熱效率帶來的換熱損耗。It can be understood that when the medium of the air conditioner is connected to the battery temperature adjustment module 5, there is no need to provide a heat exchanger 41, a pump 51, and a medium container 52. This way of communication between the vehicle air-conditioning circuit and the battery cooling branch 4 can improve the cooling efficiency and avoid the problem of incomplete heat exchange at the heat exchanger 41, that is, the heat exchange caused by the heat exchange efficiency of the heat exchanger is eliminated loss.
下面結合具體實施例描述電池溫度調節模組5如何獲取電池的溫度調節需求功率P1和溫度調節實際功率P2,以第一電池61為例。The following describes how the battery temperature adjustment module 5 obtains the temperature adjustment required power P1 and the temperature adjustment actual power P2 of the battery, taking the first battery 61 as an example.
根據本發明的一實施例,電池管理控制器用於獲取電池的溫度調節需求功率具體包括:獲取電池開啟溫度調節時的第一參數,並根據第一參數產生第一溫度調節需求功率,以及獲取電池在溫度調節時的第二參數,並根據第二參數產生第二溫度調節需求功率,並根據第一溫度調節需求功率和第二溫度調節需求功率產生溫度調節需求功率P1。According to an embodiment of the present invention, the battery management controller for obtaining the temperature adjustment required power of the battery specifically includes: obtaining a first parameter when the battery is turned on for temperature adjustment, generating the first temperature adjustment required power according to the first parameter, and obtaining the battery The second parameter during temperature adjustment generates a second temperature adjustment required power according to the second parameter, and generates a temperature adjustment required power P1 according to the first temperature adjustment required power and the second temperature adjustment required power.
進一步地,根據本發明的一實施例,第一參數為電池開啟溫度調節時的初始溫度和目標溫度以及從初始溫度達到目標溫度的目標時間,控制器獲取初始溫度和目標溫度之間的第一溫度差,並根據第一溫度差和目標時間產生第一溫度調節需求功率。Further, according to an embodiment of the present invention, the first parameter is an initial temperature and a target temperature when the battery is turned on and adjusted, and a target time from when the initial temperature reaches the target temperature, and the controller obtains a first value between the initial temperature and the target temperature. The temperature difference generates a first temperature adjustment demand power according to the first temperature difference and the target time.
更進一步地,根據本發明的一實施例,電池管理控制器可通過以述公式(1)產生第一溫度調節需求功率: ΔT1 *C*M/t (1) 其中,ΔT1 為初始溫度和目標溫度之間的第一溫度差,t為目標時間,C為電池的比熱容,M為電池的品質。Furthermore, according to an embodiment of the present invention, the battery management controller can generate the first required power for temperature adjustment by using the formula (1): ΔT 1 * C * M / t (1) where ΔT 1 is the initial temperature The first temperature difference from the target temperature, t is the target time, C is the specific heat capacity of the battery, and M is the quality of the battery.
第二參數為電池在預設時間內的平均電流I,電池管理控制器通過下述公式(2)產生第二溫度調節需求功率: I2 *R (2) 其中,I為平均電流,R為電池的內阻。The second parameter is the average current I of the battery within a preset time, and the battery management controller generates the second temperature adjustment required power through the following formula (2): I 2 * R (2) where I is the average current and R is Internal resistance of the battery.
根據本發明的一實施例,電池熱管理控制器根據入口溫度和出口溫度產生第二溫度差,並根據第二溫度差和流速產生溫度調節實際功率P2。According to an embodiment of the present invention, the battery thermal management controller generates a second temperature difference according to the inlet temperature and the outlet temperature, and generates a temperature adjustment actual power P2 according to the second temperature difference and the flow rate.
進一步地,根據本發明的一實施例,電池熱管理控制器可通過以下公式(3)獲取溫度調節實際功率: ΔT2 *c*m (3) 其中,ΔT2 為第一溫度與第二溫度之間的差值,c為流路中介質的比熱容,m為單位時間內流過流路的橫截面的介質品質,其中,m=v*ρ*s,v為介質的流速,ρ為介質的密度,s為流路的橫截面積。Further, according to an embodiment of the present invention, the battery thermal management controller may obtain the temperature-regulated actual power through the following formula (3): ΔT 2 * c * m (3) where ΔT 2 is the first temperature and the second temperature The difference between them, c is the specific heat capacity of the medium in the flow path, m is the quality of the medium flowing through the cross section of the flow unit per unit time, where m = v * ρ * s, v is the flow velocity of the medium, and ρ is the medium Density, s is the cross-sectional area of the flow path.
另外,流速感測器還可由流量感測器替代,m=Q*ρ,Q為流量感測器測得的單位時間內流經流路橫截面積的介質流量。In addition, the flow rate sensor can also be replaced by a flow rate sensor, m = Q * ρ, where Q is the flow rate of the medium flowing through the cross-sectional area of the flow path per unit time measured by the flow rate sensor.
具體地,車輛通電後,電池管理控制器判斷車輛是否需要進行溫度調節,如果判斷車輛需要溫度調節,例如,電池的溫度過高,則通過CAN通訊向車載空調控制器發送開啟溫度調節功能的資訊,車載空調控制器開啟溫度調節功能後發送熱交換資訊給電池熱管理控制器,同時車載控制器控制第二電子閥43開啟,電池熱管理控制器控制泵51以默認轉速(如低轉速)開始工作。Specifically, after the vehicle is powered on, the battery management controller determines whether the vehicle needs temperature adjustment. If it is determined that the vehicle needs temperature adjustment, for example, the temperature of the battery is too high, it sends information to the vehicle air-conditioning controller to enable the temperature adjustment function through CAN communication. After the vehicle air-conditioning controller turns on the temperature adjustment function, it sends heat exchange information to the battery thermal management controller. At the same time, the vehicle controller controls the second electronic valve 43 to open, and the battery thermal management controller controls the pump 51 to start at a default speed (such as a low speed). jobs.
同時,電池管理控制器獲取電池的初始溫度(即當前溫度)、目標溫度和從初始溫度達到目標溫度的目標時間t,其中,目標溫度和目標時間t可以根據實際情況進行預設,並根據上述公式(1)計算出電池的第一溫度調節需求功率。電池管理控制器還獲取電池在預設時間內的平均電流I,並根據公式(2)計算電池的第二溫度調節需求功率。然後,電池管理控制器根據電池的第一溫度調節需求功率和第二溫度調節需求功率計算溫度調節需求功率P1(即將電池的溫度在目標時間內調節至目標溫度的需求功率),其中,當對電池6進行冷卻時,P1=ΔT1 *C*M/t+I2 *R,當對電池6進行加熱時,P1=ΔT1 *C*M/t-I2 *R。At the same time, the battery management controller obtains the initial temperature of the battery (that is, the current temperature), the target temperature, and the target time t from the initial temperature to reach the target temperature, where the target temperature and the target time t can be preset according to the actual situation, and according to the above Formula (1) calculates the first temperature adjustment required power of the battery. The battery management controller also obtains the average current I of the battery within a preset time, and calculates the second temperature adjustment required power of the battery according to formula (2). Then, the battery management controller calculates the temperature adjustment required power P1 (that is, the power required to adjust the temperature of the battery to the target temperature within the target time) according to the first temperature adjustment required power and the second temperature adjustment required power of the battery. When the battery 6 is cooled, P1 = ΔT 1 * C * M / t + I 2 * R, and when the battery 6 is heated, P1 = ΔT 1 * C * M / tI 2 * R.
並且,電池熱管理控制器獲取第一溫度感測器551和第二溫度感測器561檢測溫度資訊,並獲取流速感測器571檢測的流速資訊,根據上述公式(3)計算出電池的溫度調節實際功率P2。In addition, the battery thermal management controller obtains the temperature information detected by the first temperature sensor 551 and the second temperature sensor 561, and obtains the flow velocity information detected by the flow velocity sensor 571, and calculates the temperature of the battery according to the above formula (3). Adjust the actual power P2.
最後,車載空調控制器根據電池的溫度調節需求功率P1、溫度調節實際功率P2控制壓縮機的輸出功率及第二膨脹閥42的開度,可選擇地,電池熱管理控制器調節泵51的轉速。如,若溫度調節需求功率P1大於溫度調節實際功率P2時,則根據溫度調節需求功率P1和溫度調節實際功率P2的差值,增加壓縮機的功率及增大第二膨脹閥42的開度,可選擇地增加泵51的轉速;若溫度調節需求功率P1小於溫度調節實際功率P2時,則根據溫度調節需求功率P1和溫度調節實際功率P2的差值,減小壓縮機的功率及減小第二膨脹閥42的開度,可選擇地減小泵51的轉速。Finally, the vehicle air-conditioning controller adjusts the required power P1 and the temperature-adjusted actual power P2 according to the temperature of the battery to control the output power of the compressor and the opening degree of the second expansion valve 42. Optionally, the battery thermal management controller adjusts the rotation speed of the pump 51 . For example, if the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2, then according to the difference between the temperature adjustment required power P1 and the temperature adjustment actual power P2, the power of the compressor is increased and the opening degree of the second expansion valve 42 is increased. Optionally, increase the rotation speed of the pump 51; if the temperature adjustment required power P1 is smaller than the temperature adjustment actual power P2, the difference between the temperature adjustment required power P1 and the temperature adjustment actual power P2 is used to reduce the power of the compressor and reduce the The opening degree of the two expansion valves 42 can selectively reduce the rotation speed of the pump 51.
舉例說明,由上述實施例可知,溫度調節需求功率P1由兩部分組成,當電池需要冷卻時,假設電池初始溫度為45℃,目標溫度為35℃,則電池從45℃下降到35℃需要散發的熱量是固定,通過上述公式(1)即ΔT1 *C*M/t直接計算可以獲得,即第一溫度調節需求功率。同時,電池在冷卻過程中,存在放電和充電過程,此過程會產生熱量,由於電池的放電或者是充電電流是變化的,這部分的熱量也可以通過檢測電池的平均電流I直接獲得,通過上述公式(2)即I2 *R,直接計算出當前電池的發熱功率,即第二溫度調節需求功率。本發明的冷卻完成時間是基於目標時間t設定的(t可以根據使用者需求或者是車輛實際設計情況改變)。在確定了冷卻完成所需要的目標時間t後,就可以預估出當前電池冷卻需要的溫度調節需求功率P1,P1=ΔT1 *C*M/t+I2 *R。而如果是加熱功能啟動,則溫度調節需求功率P1=ΔT1 *C*M/t-I2 *R,即在電池在加熱過程中,電池的放電或者充電電流越大,所需要的加熱功率即溫度調節需求功率P1越小。For example, according to the above embodiment, it can be seen that the power required for temperature adjustment P1 is composed of two parts. When the battery needs to be cooled, assuming that the initial temperature of the battery is 45 ° C and the target temperature is 35 ° C, the battery needs to be released from 45 ° C to 35 ° C The amount of heat is fixed and can be obtained by directly calculating ΔT 1 * C * M / t from the above formula (1), that is, the first temperature adjustment required power. At the same time, during the cooling process of the battery, there is a discharging and charging process, which generates heat. Because the battery discharge or charging current changes, this part of the heat can also be directly obtained by detecting the average battery current I, through Formula (2) is I 2 * R, which directly calculates the current heating power of the battery, that is, the second temperature adjustment required power. The cooling completion time of the present invention is set based on the target time t (t can be changed according to user needs or the actual design situation of the vehicle). After the target time t required to complete the cooling is determined, the current temperature adjustment required power P1 required for battery cooling can be estimated, P1 = ΔT 1 * C * M / t + I 2 * R. If the heating function is started, the power required for temperature adjustment is P1 = ΔT 1 * C * M / tI 2 * R, that is, during the battery heating process, the larger the battery discharge or charging current, the more heating power required is the temperature. The smaller the regulation required power P1 is.
下面將結合具體地實施例描述車載空調控制器如何根據根據每個電池的溫度調節需求功率P1和溫度調節實際功率P2對電池6的溫度進行調節。根據本發明的一實施例,電池管理控制器,還用於獲取電池的溫度,在電池的溫度大於第一溫度臨界值時,溫度調節系統進入冷卻模式,以及在電池的溫度小於第二溫度臨界值時,溫度調節系統進入加熱模式。其中,第一溫度臨界值和第二溫度臨界值可以根據實際情況進行預設,第一溫度臨界值一般大於第二溫度臨界值,例如,第一溫度臨界值可以為40℃,第二溫度臨界值可以為0℃。The following will describe how the vehicle air-conditioning controller adjusts the temperature of the battery 6 according to the temperature adjustment of the required power P1 and the temperature adjustment actual power P2 according to the specific embodiments. According to an embodiment of the present invention, the battery management controller is further configured to obtain a temperature of the battery. When the temperature of the battery is greater than a first temperature threshold, the temperature adjustment system enters a cooling mode, and when the temperature of the battery is less than the second temperature threshold. Value, the temperature adjustment system enters the heating mode. The first temperature critical value and the second temperature critical value can be preset according to actual conditions. The first temperature critical value is generally larger than the second temperature critical value. For example, the first temperature critical value may be 40 ° C and the second temperature critical value. The value can be 0 ° C.
具體地,車輛通電後,電池管理控制器即時檢測電池的溫度(下述方法對第一電池61和第二電池62均適用),並對其進行判斷。如果電池的溫度高於40℃,說明此時電池的溫度過高,為避免高溫對該電池的性能產生影響,需要對電池進行降溫處理,控制溫度調節系統進入冷卻模式,並發送電池冷卻功能啟動資訊給車載空調控制器。車載空調控制器在接收到電池冷卻功能啟動資訊後控制第二電子閥43開啟,以使介質與電池進行熱交換以降低電池的溫度。如第3圖所示,當溫度調節系統工作在冷卻模式時,電池所在迴路中對應的第一管道和第二管道中介質的流動方向分別為:壓縮機1—冷凝器2—第二電子閥43—第二膨脹閥42—換熱器41—壓縮機1;換熱器41—加熱器53(關閉)—泵51—流速感測器571—第一溫度感測器551—第一電池61—第二溫度感測器561—介質容器52—換熱器41,如此迴圈,在換熱器41處換熱,實現電池的降溫。Specifically, after the vehicle is powered on, the battery management controller detects the temperature of the battery immediately (the following method is applicable to both the first battery 61 and the second battery 62) and judges it. If the temperature of the battery is higher than 40 ° C, it means that the temperature of the battery is too high at this time. In order to avoid high temperature affecting the performance of the battery, the battery needs to be cooled down, the temperature adjustment system is controlled to enter the cooling mode, and the battery cooling function is sent to start Information to the car air conditioning controller. The vehicle air-conditioning controller controls the second electronic valve 43 to open after receiving the battery cooling function activation information, so that the medium and the battery perform heat exchange to reduce the temperature of the battery. As shown in Figure 3, when the temperature adjustment system works in the cooling mode, the flow directions of the medium in the first and second pipes corresponding to the circuit where the battery is located are: compressor 1-condenser 2-second electronic valve 43—the second expansion valve 42—the heat exchanger 41—the compressor 1; the heat exchanger 41—the heater 53 (closed) —the pump 51—the flow rate sensor 571—the first temperature sensor 551—the first battery 61 —The second temperature sensor 561—the medium container 52—the heat exchanger 41, and in this way, heat is exchanged at the heat exchanger 41 to achieve the cooling of the battery.
而如果電池的溫度低於0℃,說明此時電池的溫度過低,為避免低溫對電池的性能產生影響,需要對電池進行升溫處理,電池管理控制器控制溫度調節系統進入加熱模式,並發送電池加熱功能啟動資訊至車載空調控制器。車載空調控制器在接收到電池加熱功能啟動資訊後控制第二電子閥43關閉,同時電池熱管理控制器控制加熱器53開啟,以為溫度調節系統提供加熱功率。當溫度調節系統工作在加熱模式時,第一電池61和第二電池62中介質的流動方向分別為:換熱器41—加熱器53(開啟)—泵51—流速感測器571—第一溫度感測器551—第一電池61—第二溫度感測器561—介質容器52—換熱器41;換熱器41—加熱器53(開啟)—泵51—流速感測器572—第一溫度感測器552—第二電池62—第二溫度感測器562—介質容器52—換熱器41,如此迴圈,實現電池的升溫。If the temperature of the battery is lower than 0 ° C, it means that the temperature of the battery is too low at this time. In order to avoid the impact of the low temperature on the performance of the battery, the battery needs to be heated up. The battery heating function activates the information to the car air-conditioning controller. The vehicle air-conditioning controller controls the second electronic valve 43 to close after receiving the battery heating function activation information, and at the same time, the battery thermal management controller controls the heater 53 to turn on to provide heating power for the temperature adjustment system. When the temperature adjustment system works in the heating mode, the flow directions of the medium in the first battery 61 and the second battery 62 are respectively: heat exchanger 41-heater 53 (on)-pump 51-flow rate sensor 571-first Temperature sensor 551-first battery 61-second temperature sensor 561-medium container 52-heat exchanger 41; heat exchanger 41-heater 53 (on)-pump 51-flow rate sensor 572-first A temperature sensor 552-a second battery 62-a second temperature sensor 562-a medium container 52-a heat exchanger 41, and in this way, the temperature of the battery is raised.
進一步地,根據本發明的一實施例,車載空調控制器在溫度調節需求功率大於溫度調節實際功率時,獲取溫度調節需求功率和溫度調節實際功率之間的功率差,當為冷卻模式時,車載空調控制器根據功率差增加用於冷卻電池的壓縮機的功率和閥的開度中至少一者,以及在溫度調節需求功率小於或等於溫度調節實際功率時,減小/保持電池的壓縮機的功率和閥的開度中至少一者。當為加熱模式時,電池熱管理控制器根據功率差增加用於加熱電池的加熱器的功率,以及在溫度調節需求功率小於或等於溫度調節實際功率時,減小/保持加熱器的功率。Further, according to an embodiment of the present invention, when the vehicle-mounted air conditioning controller has a temperature adjustment required power greater than the actual temperature adjustment power, it obtains the power difference between the temperature adjustment required power and the temperature adjustment actual power. The air-conditioning controller increases at least one of the power of the compressor for cooling the battery and the opening degree of the valve according to the power difference, and reduces / maintains the compressor of the battery when the power required for temperature adjustment is less than or equal to the actual power for temperature adjustment At least one of power and valve opening. When in the heating mode, the battery thermal management controller increases the power of the heater for heating the battery according to the power difference, and reduces / maintains the power of the heater when the power required for temperature adjustment is less than or equal to the actual power for temperature adjustment.
具體地,當溫度調節系統工作在冷卻模式時,電池管理控制器獲取電池的溫度調節需求功率P1,電池熱管理控制器獲取電池的溫度調節實際功率P2,車載空調控制器根據溫度調節需求功率P1和溫度調節實際功率P2進行判斷。如果電池的溫度調節需求功率P1大於溫度調節實際功率P2,說明如果按照當前的製冷功率或者介質流量,無法在目標時間內完成該電池的降溫,所以,車載空調控制器獲取電池的溫度調節需求功率P1和溫度調節實際功率P2之間的功率差,並根據功率差增加壓縮機1的功率,或者增加電池的介質流量,即增加第二膨脹閥42的開度,以增加該電池的冷卻功率,其中,溫度調節實際功率P1與溫度調節實際功率P2的功率差越大,壓縮機1的功率和該電池的介質流量增加越多,以使該電池的溫度在預設時間t內降低至目標溫度。而如果電池的溫度調節實際功率P1小於或等於溫度調節實際功率P2,車載空調控制器可以保持壓縮機1的功率不變或適當減小壓縮機1的功率,或者減少該電池的介質流量,即減小第二膨脹閥42的開度,以減少電池的冷卻功率。當電池的溫度低於35℃時,則電池冷卻完成,電池管理控制器通過CAN通訊向車載空調控制器發送關閉溫度調節功能的資訊,車載空調控制器控制第二電子閥43關閉。如果溫度調節系統進入冷卻模式較長時間後,例如1小時後,仍有電池的溫度高於35℃,則車載空調控制器適當增加壓縮機1的功率,以使該電池儘快完成降溫。Specifically, when the temperature adjustment system works in the cooling mode, the battery management controller obtains the temperature adjustment required power P1 of the battery, the battery thermal management controller obtains the actual temperature adjustment power P2 of the battery, and the vehicle air-conditioning controller adjusts the required power P1 according to the temperature adjustment And temperature adjustment actual power P2 to judge. If the temperature adjustment power P1 of the battery is greater than the actual temperature adjustment power P2, it means that if the current cooling power or medium flow rate cannot be used to cool down the battery within the target time, the vehicle air-conditioning controller obtains the battery temperature adjustment power The power difference between P1 and temperature adjustment actual power P2, and increase the power of compressor 1 according to the power difference, or increase the medium flow rate of the battery, that is, increase the opening of the second expansion valve 42 to increase the cooling power of the battery, Among them, the larger the power difference between the actual temperature adjustment power P1 and the actual temperature adjustment power P2, the more the power of the compressor 1 and the medium flow rate of the battery increase, so that the temperature of the battery is reduced to the target temperature within a preset time t. . And if the actual temperature adjustment power P1 of the battery is less than or equal to the actual temperature adjustment power P2, the vehicle air-conditioning controller can keep the power of the compressor 1 unchanged or reduce the power of the compressor 1 appropriately, or reduce the medium flow of the battery, that is, The opening degree of the second expansion valve 42 is reduced to reduce the cooling power of the battery. When the temperature of the battery is lower than 35 ° C, the battery is cooled down, the battery management controller sends information to turn off the temperature adjustment function to the vehicle air-conditioning controller through CAN communication, and the vehicle air-conditioning controller controls the second electronic valve 43 to close. If the temperature adjustment system enters the cooling mode for a long time, for example, after 1 hour, the temperature of the battery is still higher than 35 ° C, the vehicle air-conditioning controller appropriately increases the power of the compressor 1 so that the battery can cool down as soon as possible.
當溫度調節系統工作在加熱模式時,電池熱管理控制器獲取電池的P1,電池熱管理控制器獲取電池的溫度調節實際功率P2。如果電池的溫度調節需求功率P1大於溫度調節實際功率P2,說明如果按照當前的加熱功率或者介質流量,無法在目標時間內完成該電池的升溫,所以,電池熱管理控制器獲取該電池的溫度調節需求功率P1和溫度調節實際功率P2之間的功率差,並根據功率差增加用於加熱電池的加熱器53的功率,或者調節增加電池的介質流量,例如可以增泵51的轉速,以使該電池可以在目標時間內完成溫度調節。其中,溫度調節需求功率P1和溫度調節實際功率P2的差值越大,加熱器53的功率和該電池迴路的介質流量增加的越多。而如果電池的溫度調節需求功率P1小於或等於溫度調節實際功率P2,電池熱管理控制器可以適當減小加熱器53的功率,或保持加熱器53的功率不變,或者調節減少該電池迴路的介質流量,以減少電池的加熱功率。當電池的溫度高於預設溫度,例如10℃時,電池加熱完成,電池管理控制器通過CAN通訊向電池熱管理控制器發送關閉溫度調節功能的資訊,電池熱管理控制器控制加熱器53關閉。如果溫度調節系統進入加熱模式較長時間後,例如1小時後,仍有電池的溫度低於10℃,則電池熱管理控制器再適當增加加熱器53的功率,以使電池儘快完成升溫。When the temperature adjustment system works in the heating mode, the battery thermal management controller obtains P1 of the battery, and the battery thermal management controller obtains the battery's temperature adjustment actual power P2. If the temperature adjustment power P1 of the battery is greater than the actual temperature adjustment power P2, it means that if the current heating power or the medium flow rate cannot complete the temperature rise of the battery within the target time, the battery thermal management controller obtains the temperature adjustment of the battery The power difference between the required power P1 and the actual power P2 is adjusted by the temperature, and the power of the heater 53 for heating the battery is increased or the medium flow of the battery is adjusted according to the power difference. For example, the speed of the pump 51 may be increased to make the The battery can complete temperature adjustment within the target time. The larger the difference between the temperature adjustment required power P1 and the temperature adjustment actual power P2, the more the power of the heater 53 and the medium flow rate of the battery circuit increase. And if the battery temperature adjustment required power P1 is less than or equal to the temperature adjustment actual power P2, the battery thermal management controller can appropriately reduce the power of the heater 53 or keep the power of the heater 53 unchanged, or adjust to reduce the battery circuit's power. Media flow to reduce the heating power of the battery. When the temperature of the battery is higher than the preset temperature, for example, 10 ° C, the battery is heated up. The battery management controller sends information to the battery thermal management controller to turn off the temperature adjustment function through CAN communication. The battery thermal management controller controls the heater 53 to turn off. . If the temperature adjustment system enters the heating mode for a long time, for example, after 1 hour, the temperature of the battery is still lower than 10 ° C, the battery thermal management controller appropriately increases the power of the heater 53 so that the battery can complete the heating as soon as possible.
根據本發明的一實施例,在溫度調節需求功率小於或等於溫度調節實際功率時,電池熱管理控制器還用於降低/保持泵的轉速,在溫度調節需求功率大於溫度調節實際功率時,電池熱管理控制器還用於提高泵的轉速。According to an embodiment of the present invention, when the power required for temperature adjustment is less than or equal to the actual power for temperature adjustment, the battery thermal management controller is further configured to reduce / maintain the speed of the pump. When the power required for temperature adjustment is greater than the actual power for temperature adjustment, the battery The thermal management controller is also used to increase the speed of the pump.
具體地,當溫度調節系統進入加熱模式或者冷卻模式時,如果電池的溫度調節需求功率P1小於溫度調節實際功率P2,電池熱管理控制器控制泵51的轉速降低,以節省電能,或者保持泵51的轉速不變。而如果電池的溫度調節需求功率P1大於溫度調節實際功率P2,電池熱管理控制器還用於控制泵51的轉速提高,可以增加單位時間內流經冷卻流路橫截面積的介質品質,從而提高電池的溫度調節實際功率P2,以在目標時間t內實現溫度調節。而如果電池的溫度調節需求功率P1等於於溫度調節實際功率P2,那麼控制泵51的轉速保持在當前轉速不變即可。Specifically, when the temperature adjustment system enters the heating mode or the cooling mode, if the temperature adjustment required power P1 of the battery is smaller than the actual temperature adjustment power P2, the battery thermal management controller controls the rotation speed of the pump 51 to be lowered, or to maintain the pump 51 The speed does not change. And if the battery temperature adjustment required power P1 is greater than the temperature adjustment actual power P2, the battery thermal management controller is also used to control the increase of the rotation speed of the pump 51, which can increase the quality of the medium flowing through the cross-sectional area of the cooling channel per unit time, thereby improving The temperature of the battery adjusts the actual power P2 to achieve temperature adjustment within the target time t. And if the battery temperature adjustment required power P1 is equal to the temperature adjustment actual power P2, then the rotation speed of the control pump 51 can be maintained at the current rotation speed.
需要說明的是,第2圖所示的車載電池的溫度調節系統,結構更加簡單,第一電池61和第二電池62的實際冷卻/加熱功率可通過各自分支的溫度感測器和流速感測器估算得出,第一電池61和第二電池62的實際冷卻/加熱功率為兩個支路之和。It should be noted that the temperature adjustment system of the vehicle battery shown in FIG. 2 has a simpler structure. The actual cooling / heating power of the first battery 61 and the second battery 62 can be sensed by the temperature sensor and the flow rate of the respective branches. The device estimates that the actual cooling / heating power of the first battery 61 and the second battery 62 is the sum of the two branches.
因此,本發明實施例的車載電池的溫度調節系統,當電池管理控制器檢測到電池的出水口溫度和進水口溫度之間的溫度差值超過設定值時,發送電池內迴圈功能啟動資訊,車載空調控制器在接收到該資訊後,轉發給電池熱管理控制器,電池熱管理控制器控制泵開始工作,通過泵啟動帶動冷卻支路中的介質,通過介質使得電池溫度達到均衡。Therefore, in the temperature adjustment system of the vehicle battery according to the embodiment of the present invention, when the battery management controller detects that the temperature difference between the water outlet temperature and the water inlet temperature of the battery exceeds a set value, it sends activation information of the battery inner loop function. After receiving the information, the vehicle air-conditioning controller forwards it to the battery thermal management controller. The battery thermal management controller controls the pump to start working, and the medium in the cooling branch is driven by the pump to make the battery temperature reach equilibrium through the medium.
第5圖是根據本發明第四個實施例的車載電池的溫度調節系統的結構示意圖。如第5圖所示,該車載電池的溫度調節系統可包括:複數製冷支路,複數電池冷卻支路,複數車內冷卻支路。FIG. 5 is a schematic structural diagram of a temperature adjustment system of a vehicle battery according to a fourth embodiment of the present invention. As shown in FIG. 5, the temperature regulation system of the vehicle battery may include a plurality of cooling branches, a plurality of battery cooling branches, and a plurality of in-vehicle cooling branches.
其中,複數電池冷卻支路分別通過複數閥與複數壓縮機相連。每個車內冷卻支路均包括與壓縮機一一對應的蒸發器以及與蒸發器連接的閥。Among them, the plurality of battery cooling branches are connected to the plurality of compressors through a plurality of valves, respectively. Each cooling branch in the vehicle includes an evaporator corresponding to the compressor and a valve connected to the evaporator.
根據本發明的一實施例,如第5圖所示,每個電池冷卻支路均設置有溫度感測器,用於檢測電池冷卻支路上的介質的溫度。例如,電池冷卻支路401上設置有第三溫度感測器451,電池冷卻支路402上設置有第三溫度感測器452。According to an embodiment of the present invention, as shown in FIG. 5, each battery cooling branch is provided with a temperature sensor for detecting a temperature of a medium on the battery cooling branch. For example, a third temperature sensor 451 is provided on the battery cooling branch 401, and a third temperature sensor 452 is provided on the battery cooling branch 402.
進一步地,如第5圖所示,每個電池冷卻支路均設置有流速感測器,用於檢測電池冷卻支路上的介質的流速。例如,電池冷卻支路401上設置有第二流速感測器441,電池冷卻支路402上設置有第二流速感測器442。Further, as shown in FIG. 5, each battery cooling branch is provided with a flow velocity sensor for detecting the flow rate of the medium on the battery cooling branch. For example, the battery cooling branch 401 is provided with a second flow rate sensor 441, and the battery cooling branch 402 is provided with a second flow rate sensor 442.
具體地,以製冷支路、電池冷卻支路、車內冷卻支路和電池為兩個為例。電池6分別為第一電池61和第二電池62,且相互並聯,製冷支路分別為製冷支路111和製冷支路112,電池冷卻支路分別為電池冷卻支路401和電池冷卻支路402,車內冷卻支路分別為車內冷卻支路301和車內冷卻支路302。其中,壓縮機可以為複數,且相互不關聯,車內冷卻支路301可包括第一電子閥331和第一膨脹閥321,車內冷卻支路302可包括第一電子閥332和第一膨脹閥322。電池冷卻支路401可包括第二電子閥431和第二膨脹閥421,電池冷卻支路402可包括第二電子閥432和第二膨脹閥422。Specifically, two examples are a cooling branch, a battery cooling branch, an in-vehicle cooling branch, and a battery. The battery 6 is a first battery 61 and a second battery 62, which are connected in parallel with each other. The cooling branch is a cooling branch 111 and a cooling branch 112, and the battery cooling branch is a battery cooling branch 401 and a battery cooling branch 402. The internal cooling branch is the internal cooling branch 301 and the internal cooling branch 302, respectively. The compressor may be plural and is not related to each other. The in-vehicle cooling branch 301 may include a first electronic valve 331 and a first expansion valve 321, and the in-vehicle cooling branch 302 may include a first electronic valve 332 and a first expansion. Valve 322. The battery cooling branch 401 may include a second electronic valve 431 and a second expansion valve 421, and the battery cooling branch 402 may include a second electronic valve 432 and a second expansion valve 422.
當電池冷卻功能啟動時,每個製冷支路的冷媒存在2個流動方向,以製冷支路111為例,車內冷卻支路的冷媒流動方向為:壓縮機11—冷凝器21—第一電子閥331—第一膨脹閥321—蒸發器311—壓縮機11;電池冷卻支路的冷媒流動方向為:壓縮機11—冷凝器21—第二電子閥431—第二膨脹閥421—第二流速感測器441—第三溫度感測器451—換熱器411—第四溫度感測器1A—壓縮機11。以製冷支路112為例,車內冷卻支路的冷媒流動方向為:壓縮機12—冷凝器22—第一電子閥332—第一膨脹閥322—蒸發器312—壓縮機12;電池冷卻支路的冷媒流動方向為:壓縮機12—冷凝器22—第二電子閥432—第二膨脹閥422—第二流速感測器442—第三溫度感測器452—換熱器412—第四溫度感測器1B—壓縮機12。When the battery cooling function is activated, there are two directions of refrigerant flow in each cooling branch. Taking the cooling branch 111 as an example, the direction of refrigerant flow in the cooling branch of the vehicle is: compressor 11-condenser 21-first electronic Valve 331—first expansion valve 321—evaporator 311—compressor 11; the refrigerant flow direction of the battery cooling branch is: compressor 11—condenser 21—second electronic valve 431—second expansion valve 421—second flow rate Sensor 441-third temperature sensor 451-heat exchanger 411-fourth temperature sensor 1A-compressor 11. Taking the cooling branch 112 as an example, the refrigerant flow direction of the cooling branch in the vehicle is: compressor 12-condenser 22-first electronic valve 332-first expansion valve 322-evaporator 312-compressor 12; battery cooling branch The refrigerant flow direction of the circuit is: compressor 12—condenser 22—second electronic valve 432—second expansion valve 422—second flow rate sensor 442—third temperature sensor 452—heat exchanger 412—fourth Temperature sensor 1B—compressor 12.
當電池溫度高於設定值時,啟動電池冷卻功能,第二電子閥431和第二電子閥432啟動,而車內空調不需要製冷時,第一電子閥331和第一電子閥332關閉。電池冷卻管道中內的介質迴圈方向有4個,如下所示:換熱器411—加熱器53(關閉)—泵51—調節閥60—流速感測器571—第一溫度感測器551—第一電池61—第二溫度感測器561—介質容器52—換熱器411。換熱器411—加熱器53(關閉)—泵51—調節閥601—流速感測器572—第一溫度感測器552—第二電池62—第二溫度感測器562—介質容器52—換熱器411。換熱器412—加熱器53(關閉)—泵51—調節閥60—流速感測器571—第一溫度感測器551—第一電池61—第二溫度感測器561—介質容器52—換熱器412。換熱器412—加熱器53(關閉)—泵51—調節閥601—流速感測器572—第一溫度感測器552—第二電池62—第二溫度感測器562—介質容器52—換熱器412。When the battery temperature is higher than the set value, the battery cooling function is activated, the second electronic valve 431 and the second electronic valve 432 are activated, and when the indoor air conditioner does not require cooling, the first electronic valve 331 and the first electronic valve 332 are closed. There are four media loop directions in the battery cooling pipe, as shown below: heat exchanger 411-heater 53 (closed)-pump 51-regulating valve 60-flow rate sensor 571-first temperature sensor 551 — First battery 61 — Second temperature sensor 561 — Medium container 52 — Heat exchanger 411. Heat exchanger 411—heater 53 (closed) —pump 51—regulating valve 601—flow rate sensor 572—first temperature sensor 552—second battery 62—second temperature sensor 562—media container 52— Heat exchanger 411. Heat exchanger 412-heater 53 (closed)-pump 51-regulating valve 60-flow rate sensor 571-first temperature sensor 551-first battery 61-second temperature sensor 561-medium container 52- Heat exchanger 412. Heat exchanger 412—heater 53 (closed) —pump 51—regulating valve 601—flow rate sensor 572—first temperature sensor 552—second battery 62—second temperature sensor 562—media container 52— Heat exchanger 412.
當電池溫度低於設定值時,啟動電池加熱功能,第二電子閥431和第二電子閥432關閉,加熱器53啟動。電池冷卻管道中內的介質迴圈方向有4個,如下所示:換熱器411—加熱器53(啟動)—泵51—調節閥60—流速感測器571—第一溫度感測器551—第一電池61—第二溫度感測器561—介質容器52—換熱器411。換熱器411—加熱器53(啟動)—泵51—調節閥601—流速感測器572—第一溫度感測器552—第二電池62—第二溫度感測器562—介質容器52—換熱器411。換熱器412—加熱器53(啟動)—泵51—調節閥60—流速感測器571—第一溫度感測器551—第一電池61—第二溫度感測器561—介質容器52—換熱器412。換熱器412—加熱器53(啟動)—泵51—調節閥601—流速感測器572—第一溫度感測器552—第二電池62—第二溫度感測器562—介質容器52—換熱器412。When the battery temperature is lower than the set value, the battery heating function is activated, the second electronic valve 431 and the second electronic valve 432 are closed, and the heater 53 is activated. There are four media loop directions in the battery cooling pipe, as shown below: heat exchanger 411-heater 53 (start)-pump 51-regulating valve 60-flow rate sensor 571-first temperature sensor 551 — First battery 61 — Second temperature sensor 561 — Medium container 52 — Heat exchanger 411. Heat exchanger 411-heater 53 (start)-pump 51-regulating valve 601-flow rate sensor 572-first temperature sensor 552-second battery 62-second temperature sensor 562-medium container 52- Heat exchanger 411. Heat exchanger 412-heater 53 (start)-pump 51-regulating valve 60-flow rate sensor 571-first temperature sensor 551-first battery 61-second temperature sensor 561-medium container 52- Heat exchanger 412. Heat exchanger 412-heater 53 (start)-pump 51-regulating valve 601-flow rate sensor 572-first temperature sensor 552-second battery 62-second temperature sensor 562-medium container 52- Heat exchanger 412.
在本發明的一實施例中,電池溫度調節模組5還可包括控制器,其中,控制器可包括池管理控制器、電池熱管理控制器、車載空調控制器。In an embodiment of the present invention, the battery temperature adjustment module 5 may further include a controller, wherein the controller may include a pool management controller, a battery thermal management controller, and a vehicle air-conditioning controller.
車載空調控制器通過第三溫度感測器451、第四溫度感測器1A和第二流速感測器441估算電池冷卻路401的製冷功率,可通過第三溫度感測器452、第四溫度感測器1B和第二流速感測器442估算電池冷卻支路402的製冷功率。車載空調控制器可以通過第二電子閥431和第二膨脹閥421控制電池冷卻支路401的冷媒流量,通過第二電子閥432和第二膨脹閥422控制電池冷卻支路402的冷媒流量,從而控制電池冷卻分支支路1和電池冷卻分支支路2的冷卻功率。The vehicle air-conditioning controller estimates the cooling power of the battery cooling circuit 401 through the third temperature sensor 451, the fourth temperature sensor 1A, and the second flow rate sensor 441, and can use the third temperature sensor 452 and the fourth temperature The sensor 1B and the second flow rate sensor 442 estimate the cooling power of the battery cooling branch 402. The vehicle air-conditioning controller can control the refrigerant flow of the battery cooling branch 401 through the second electronic valve 431 and the second expansion valve 421, and control the refrigerant flow of the battery cooling branch 402 through the second electronic valve 432 and the second expansion valve 422, thereby The cooling powers of the battery cooling branch branch 1 and the battery cooling branch branch 2 are controlled.
車載空調控制器還檢測車廂內各區域的氣溫,並可根據各區域的氣溫差異,以及系統的熱管理功率需求,調節各製冷支路對電池冷卻分支支路的功率分配,從而平衡各區域的氣溫。The vehicle air-conditioning controller also detects the air temperature in each area of the cabin, and can adjust the power distribution of each cooling branch to the battery cooling branch according to the temperature difference in each area and the system's thermal management power requirements, thereby balancing the regional air temperature.
舉例而言,如第6圖所示,假設出風口1和出風口2都由製冷支路1提供冷卻功率,出風口3和出風口4都由製冷支路2提供冷卻功率。當電池冷卻功能啟動時,如果車載空調控制器檢測到出風口1和出風口2附近的氣溫比出風口3和出風口4所在區域的氣溫高,且相差較大,車載空調控制器則可以控制第一膨脹閥321的開度增加,第二膨脹閥421的開度減少,從而使得製冷支路111中車內冷卻支路301冷卻功率增加,電池冷卻支路401冷卻功率減少。同時,為了保證電池的冷卻功率不變,車載空調控制器可以控制第一膨脹閥322的開度減少,第二膨脹閥422的開度增大,從而使得製冷支路112中車內冷卻支路302冷卻功率減少,電池冷卻支路402冷卻功率增加。這樣使得車廂內各區域的氣溫可實現均衡,同時又可以滿足電池的製冷功率需求。For example, as shown in FIG. 6, it is assumed that both the air outlet 1 and the air outlet 2 are provided with cooling power by the cooling branch 1, and the air outlet 3 and the air outlet 4 are provided with cooling power by the cooling branch 2. When the battery cooling function is activated, if the vehicle air-conditioning controller detects that the temperature near the air outlet 1 and the air outlet 2 is higher than the temperature in the area where the air outlet 3 and the air outlet 4 are located, and the difference is large, the car air-conditioning controller can control The opening degree of the first expansion valve 321 is increased, and the opening degree of the second expansion valve 421 is decreased, so that the cooling power of the in-vehicle cooling branch 301 in the cooling branch 111 is increased, and the cooling power of the battery cooling branch 401 is reduced. At the same time, in order to ensure that the cooling power of the battery does not change, the vehicle air-conditioning controller can control the opening degree of the first expansion valve 322 to decrease and the opening degree of the second expansion valve 422 to increase, thereby making the cooling branch in the vehicle in the cooling branch 112 The cooling power of 302 decreases, and the cooling power of battery cooling branch 402 increases. In this way, the temperature in each area of the compartment can be balanced, and at the same time, the cooling power requirements of the battery can be met.
作為一具體示例,電池管理器即時檢測動力電池組的溫度資訊。當電池溫度高於設定值時,通過CAN通訊向車載空調控制器發出電池冷卻功能啟動資訊,當電池溫度達到冷卻結束的設定值時,發送電池冷卻功能結束資訊。當電池溫度低於設定值時,通過CAN通訊向車載空調控制器發出電池加熱功能啟動資訊,當電池溫度達到加熱結束的設定值時,發送電池加熱功能結束資訊。電池管理控制器可以通過電池當前放電/充電電流估算當前電池發熱量,並通過當前2個電池的平均溫度和電池目標溫度值之間的差值,估算系統的實際冷卻/加熱效率,並發送所需電池加熱/冷卻功率資訊給車載空調控制器。As a specific example, the battery manager detects the temperature information of the power battery pack in real time. When the battery temperature is higher than the set value, the battery cooling function start information is sent to the vehicle air-conditioning controller through CAN communication. When the battery temperature reaches the set value of the cooling end, the battery cooling function end information is sent. When the battery temperature is lower than the set value, the battery heating function start information is sent to the vehicle air-conditioning controller through CAN communication. When the battery temperature reaches the set value of the heating end, the battery heating function end information is sent. The battery management controller can estimate the current heating value of the battery through the current discharge / charge current of the battery, and estimate the actual cooling / heating efficiency of the system based on the difference between the current average temperature of the two batteries and the target temperature of the battery. The battery heating / cooling power information is required for the vehicle air-conditioning controller.
電池管理控制器即時檢測第三溫度感測器452、第三溫度感測器451、第四溫度感測器1B和第四溫度感測器1A的水溫資訊,即時檢測第二流速感測器441和第二流速感測器442的流速資訊,從而估算出電池冷卻支路401和電池冷卻支路402的製冷功率。當車廂內的各出風口附近所在區域的溫度差異較大時,需要調節車內冷卻分支支路的製冷量分配。此時,可通過調節第一膨脹閥321、第一膨脹閥322、第二膨脹閥421和第二膨脹閥422的開度,達到重新分配車內冷卻分支支路和電池冷卻分支支路的製冷功率分配,調節製冷支路111和製冷支路112對電池冷卻分支支路分配的冷卻功率時,車載空調先調節膨脹閥的開度,待調節完成後,車載空調控制器估算各電池冷卻分支支路的製冷功率,確定是否已經調節到位,如果電池冷卻分支支路功率還沒有達到目標值,則繼續調整膨脹閥的開度。The battery management controller detects the water temperature information of the third temperature sensor 452, the third temperature sensor 451, the fourth temperature sensor 1B, and the fourth temperature sensor 1A in real time, and detects the second flow rate sensor in real time. The flow rate information of 441 and the second flow rate sensor 442 are used to estimate the cooling power of the battery cooling branch 401 and the battery cooling branch 402. When the temperature difference in the area near each air outlet in the cabin is large, it is necessary to adjust the cooling capacity distribution of the cooling branch branch in the cabin. At this time, by adjusting the opening degrees of the first expansion valve 321, the first expansion valve 322, the second expansion valve 421, and the second expansion valve 422, the cooling of the cooling branch in the vehicle and the branch of the battery cooling branch can be redistributed. Power distribution. When adjusting the cooling power allocated by the cooling branch 111 and the cooling branch 112 to the battery cooling branch branch, the vehicle air conditioner first adjusts the opening degree of the expansion valve. After the adjustment is completed, the vehicle air conditioning controller estimates each battery cooling branch branch. The cooling power of the circuit is determined whether it has been adjusted in place. If the battery cooling branch branch power has not reached the target value, then continue to adjust the opening of the expansion valve.
電池熱管理控制器通過第一溫度感測器551檢第一電池61的進水口溫度,通過第二溫度感測器561檢測第一電池61的出水口溫度,計算進出水口的溫差,通過第一流速感測器571可測量第一電池61的冷卻分支支路中介質的流速,通過上述3個參數估算第一電池的冷卻分支支路當前的實際冷卻/加熱功率。電池熱管理控制器通過第二溫度感測器552檢測第二電池62的進水口溫度,通過第二溫度感測器562檢測第二電池62的出水口溫度,計算進出水口的溫差,通過第一流速感測器572可測量第二電池62的冷卻分支支路中介質的流速,通過上述3個參數估算第二電池62的冷卻分支支路當前的實際冷卻/加熱功率。電池熱管理控制器可以根據第一電池61和第二電池62的電池溫度狀況,控制調節閥60和調節閥601的開度控制第一電池61和第二電池62這兩個冷卻分支支路的介質流量分配,從而達到控制第一電池61和第二電池62的電池溫度均衡。The battery thermal management controller detects the temperature of the water inlet of the first battery 61 through the first temperature sensor 551, detects the temperature of the water outlet of the first battery 61 through the second temperature sensor 561, and calculates the temperature difference between the water inlet and the outlet. The flow velocity sensor 571 can measure the flow velocity of the medium in the cooling branch branch of the first battery 61, and estimates the current actual cooling / heating power of the cooling branch branch of the first battery through the above three parameters. The battery thermal management controller detects the temperature of the water inlet of the second battery 62 through the second temperature sensor 552, and detects the temperature of the water outlet of the second battery 62 through the second temperature sensor 562, and calculates the temperature difference between the water inlet and the outlet. The flow velocity sensor 572 measures the flow velocity of the medium in the cooling branch branch of the second battery 62, and estimates the current actual cooling / heating power of the cooling branch branch of the second battery 62 through the above three parameters. The battery thermal management controller may control the openings of the regulating valve 60 and the regulating valve 601 according to the battery temperature conditions of the first battery 61 and the second battery 62 to control the cooling branch branches of the first battery 61 and the second battery 62. The medium flow rate is distributed, so as to control the battery temperature balance of the first battery 61 and the second battery 62.
當車輛需要冷卻時,如果第一電池61的溫度比第二電池62的溫度高,則可增大調節閥60的開度,減少調節閥601的開度,當第一電池61和第二電池62的平均溫度相等時,可控制調節閥60和調節閥601的開度相同,以保持兩個電池的溫度均衡。When the vehicle needs to be cooled, if the temperature of the first battery 61 is higher than the temperature of the second battery 62, the opening degree of the regulating valve 60 can be increased and the opening degree of the regulating valve 601 can be reduced. When the average temperature of 62 is equal, the openings of the control valve 60 and the control valve 601 can be controlled to keep the temperature of the two batteries balanced.
需要說明的是,第5圖所示的車載電池的溫度調節系統中未披露的細節,請參照第1圖所示的車載電池的溫度調節系統中所披露的細節,為避免冗長,這裡不再詳述。It should be noted that, for details not disclosed in the temperature regulation system of the vehicle battery shown in FIG. 5, please refer to the details disclosed in the temperature regulation system of the vehicle battery shown in FIG. 1. To avoid redundancy, no longer here Elaborate.
因此,本發明實施例的車載電池的溫度調節系統,可同時為電池車內提供製冷功率,系統的製冷功率由車載空調提供,與車內製冷系統共用製冷量,有利於減少電池熱管理系統體積,製冷量的分配更為靈活,既可滿足車廂內冷卻功率的需求,又可以滿足動力電池的冷卻需求。同時電池熱管理功能由電池熱管理控制器集中控制,電池熱管理控制器通過水溫、流速、動力電池參數和車載空調運行工況確定系統所需加熱或者冷卻功率,並通過控制空調冷媒流量分配,控制系統和車載空調的製冷量合理分配,使得同時滿足車內冷卻和電池冷卻的需求。Therefore, the temperature adjustment system of the vehicle battery in the embodiment of the present invention can provide cooling power for the battery car at the same time. The cooling power of the system is provided by the vehicle air conditioner, and the cooling capacity is shared with the vehicle cooling system, which is beneficial to reducing the battery thermal management system volume. , The distribution of cooling capacity is more flexible, not only can meet the cooling power requirements in the compartment, but also meet the cooling needs of power batteries. At the same time, the battery thermal management function is centrally controlled by the battery thermal management controller. The battery thermal management controller determines the heating or cooling power required by the system through water temperature, flow rate, power battery parameters, and vehicle air-conditioning operating conditions, and controls the air-conditioning refrigerant flow distribution. The cooling capacity of the control system and the vehicle air conditioner is reasonably distributed, so that the needs for cooling in the car and battery cooling can be met at the same time.
第7圖是根據本發明第五個實施例的車載電池的溫度調節系統的結構示意圖。如第7圖所示,該車載電池的溫度調節系統可包括:複數製冷支路、電池冷卻支路4和電池溫度調節模組5。其中,每個製冷支路均可包括壓縮機和冷凝器,複數製冷支路機均與電池冷卻支路4相連。FIG. 7 is a schematic structural diagram of a temperature adjustment system of a vehicle battery according to a fifth embodiment of the present invention. As shown in FIG. 7, the temperature regulation system of the vehicle battery may include a plurality of refrigeration branches, a battery cooling branch 4, and a battery temperature adjustment module 5. Among them, each refrigeration branch can include a compressor and a condenser, and a plurality of refrigeration branch machines are connected to the battery cooling branch 4.
根據本發明的一實施例,如第7圖所示,複數壓縮機1通過一閥(第二電子閥43和第二膨脹閥42)與電池冷卻支路4相連。According to an embodiment of the present invention, as shown in FIG. 7, the plurality of compressors 1 are connected to the battery cooling branch 4 through a valve (a second electronic valve 43 and a second expansion valve 42).
具體地,兩個壓縮機為並聯關係,壓縮機11的冷媒迴圈迴路為:壓縮機11—冷凝器21—第二電子閥43—第二膨脹閥42—換熱器41—壓縮機11。壓縮機12的冷媒迴圈迴路為:壓縮機12—冷凝器22—第二電子閥43—第二膨脹閥42—換熱器41—壓縮機12。Specifically, the two compressors are connected in parallel, and the refrigerant loop circuit of the compressor 11 is: compressor 11-condenser 21-second electronic valve 43-second expansion valve 42-heat exchanger 41-compressor 11. The refrigerant loop circuit of the compressor 12 is: the compressor 12-the condenser 22-the second electronic valve 43-the second expansion valve 42-the heat exchanger 41-the compressor 12.
另外,如第8圖所示,複數壓縮機1還可以共用1個冷凝器2。其中,壓縮機11的冷媒流動方向為:壓縮機11—冷凝器2—第二電子閥43—第二膨脹閥42—換熱器41—壓縮機11。壓縮機12的冷媒迴圈迴路為:壓縮機12—冷凝器2—第二電子閥43—第二膨脹閥42—換熱器41—壓縮機12。In addition, as shown in FIG. 8, the plurality of compressors 1 may share a single condenser 2. Among them, the refrigerant flow direction of the compressor 11 is: compressor 11-condenser 2-second electronic valve 43-second expansion valve 42-heat exchanger 41-compressor 11. The refrigerant loop circuit of the compressor 12 is: the compressor 12-the condenser 2-the second electronic valve 43-the second expansion valve 42-the heat exchanger 41-the compressor 12.
此外,如第9圖所示,該車載電池的溫度調節系統還可包括:複數車內冷卻支路。當電池冷卻功能啟動時,每個製冷支路的冷媒存在兩個流動方向,以製冷支路1(包含壓縮機11的製冷支路)為例。車內冷卻分支支路1為:壓縮機11—冷凝器21—第一電子閥331—第一膨脹閥321—蒸發器311—壓縮機11;電池冷卻分支支路1為:壓縮機11—冷凝器21—第二電子閥43—第二膨脹閥42—換熱器41—壓縮機11。以製冷支路2(包含壓縮機12的製冷支路)為例,車內冷卻分支支路2為:壓縮機12—冷凝器22—第一電子閥332—第一膨脹閥322—蒸發器312—壓縮機12;電池冷卻分支支路2為:壓縮機12—冷凝器22—第二電子閥43—第二膨脹閥42—換熱器41—壓縮機12。In addition, as shown in FIG. 9, the temperature regulation system of the vehicle battery may further include a plurality of internal cooling branch circuits. When the battery cooling function is activated, the refrigerant in each refrigeration branch has two directions of flow, taking refrigeration branch 1 (the refrigeration branch including compressor 11) as an example. The internal cooling branch branch 1 is: compressor 11—condenser 21—first electronic valve 331—first expansion valve 321—evaporator 311—compressor 11; the battery cooling branch branch 1 is: compressor 11—condensation Heater 21-second electronic valve 43-second expansion valve 42-heat exchanger 41-compressor 11. Taking the refrigeration branch 2 (the refrigeration branch including the compressor 12) as an example, the cooling branch branch 2 in the vehicle is: compressor 12-condenser 22-first electronic valve 332-first expansion valve 322-evaporator 312 —Compressor 12; battery cooling branch branch 2 is: compressor 12—condenser 22—second electronic valve 43—second expansion valve 42—heat exchanger 41—compressor 12.
其中,如第10圖所示,複數蒸發器還可以共用一電子閥和膨脹閥與複數壓縮機相連,這裡不再詳述冷媒流動方向。Among them, as shown in FIG. 10, the plurality of evaporators can also share an electronic valve and an expansion valve to be connected to the plurality of compressors, and the flow direction of the refrigerant will not be described in detail here.
根據本發明的另一實施例,如第11圖所示,複數壓縮機1分別通過複數電子閥與電池冷卻支路4相連。According to another embodiment of the present invention, as shown in FIG. 11, the plurality of compressors 1 are connected to the battery cooling branch 4 through a plurality of electronic valves, respectively.
具體地,壓縮機11的冷媒迴圈迴路為:壓縮機11—冷凝器21—第二電子閥431—第二膨脹閥421—換熱器41—壓縮機11。壓縮機12的冷媒迴圈迴路為:壓縮機12—冷凝器22—第二電子閥432—第二膨脹閥422—換熱器41—壓縮機12。Specifically, the refrigerant loop circuit of the compressor 11 is: the compressor 11-the condenser 21-the second electronic valve 431-the second expansion valve 421-the heat exchanger 41-the compressor 11. The refrigerant loop circuit of the compressor 12 is: the compressor 12-the condenser 22-the second electronic valve 432-the second expansion valve 422-the heat exchanger 41-the compressor 12.
同樣的,如第13圖所示,該車載電池的溫度調節系統還可包括:複數車內冷卻支路。Similarly, as shown in FIG. 13, the temperature regulation system of the vehicle battery may further include a plurality of internal cooling branch circuits.
根據本發明又一實施例,如第12圖所示,該車載電池的溫度調節系統還可包括:第一三通閥47和第二三通閥48。其中,複數壓縮機通過第一三通閥47與電池冷卻支路4相連,複數壓縮機通過第二三通閥48與車內冷卻支路相連。According to another embodiment of the present invention, as shown in FIG. 12, the temperature regulation system of the vehicle battery may further include a first three-way valve 47 and a second three-way valve 48. Among them, a plurality of compressors are connected to the battery cooling branch 4 through a first three-way valve 47, and a plurality of compressors are connected to the vehicle cooling branch through a second three-way valve 48.
與上述實施例(第9圖)的車載電池的溫度調節系統相比,複數製冷支路與一車內冷卻支路相連,並用三通閥代替了電子閥。其工作原理和上述實施例中的相同,這裡不再贅述。Compared with the temperature adjustment system of the on-board battery of the above embodiment (Fig. 9), the plurality of refrigeration branches are connected to one interior cooling branch, and the three-way valve is used instead of the electronic valve. Its working principle is the same as that in the above embodiment, and will not be repeated here.
綜上所述,根據本發明實施例的車載電池的溫度調節系統,控制器通過控制電池溫度調節模組來調節電池的溫度。由此,該系統能夠在車載電池溫度過高或者過低時對溫度進行調節,使車載電池的溫度維持在預設範圍,避免發生由於溫度影響車載電池性能的情況。In summary, according to the temperature adjustment system of the vehicle battery in the embodiment of the present invention, the controller adjusts the temperature of the battery by controlling the battery temperature adjustment module. Therefore, the system can adjust the temperature when the temperature of the vehicle battery is too high or too low, so as to maintain the temperature of the vehicle battery in a preset range, and avoid the situation that the performance of the vehicle battery is affected by the temperature.
在本發明的描述中,需要理解的是,術語“中心”、“縱向”、“橫向”、“長度”、“寬度”、“厚度”、“上”、“下”、“前”、“後”、“左”、“右”、“垂直”、“水平”、“頂”、“底” 、“內”、“外”、“順時針”、“逆時針”、“軸向”、“徑向”、“周向”等指示的方位或位置關係為基於附圖所示的方位或位置關係,僅是為了便於描述本發明和簡化描述,而不是指示或暗示所指的裝置或元件必須具有特定的方位、以特定的方位構造和操作,因此不能理解為對本發明的限制。In the description of the present invention, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", " Rear "," left "," right "," vertical "," horizontal "," top "," bottom "," inside "," outside "," clockwise "," counterclockwise "," axial ", The azimuth or position relationship indicated by "radial", "circumferential", etc. is based on the azimuth or position relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, and does not indicate or imply the device or element referred to. It must have a specific orientation and be constructed and operated in a specific orientation, so it cannot be understood as a limitation of the present invention.
此外,術語“第一”、“第二”僅用於描述目的,而不能理解為指示或暗示相對重要性或者隱含指明所指示的技術特徵的數量。由此,限定有“第一”、“第二”的特徵可以明示或者隱含地包括至少一該特徵。在本發明的描述中,“複數”的含義是至少兩個,例如兩個、三個等,除非另有明確具體的限定。In addition, the terms "first" and "second" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as “first” and “second” may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, for example, two, three, etc., unless it is specifically and specifically defined otherwise.
在本發明中,除非另有明確的規定和限定,術語“安裝”、“相連”、“連接”、“固定”等術語應做廣義理解,例如,可以是固定連接,也可以是可拆卸連接,或成一體;可以是機械連接,也可以是電連接;可以是直接相連,也可以通過中間媒介間接相連,可以是兩個元件內部的連通或兩個元件的相互作用關係,除非另有明確的限定。對於本領域的普通技術人員而言,可以根據具體情況理解上述術語在本發明中的具體含義。In the present invention, the terms "installation", "connected", "connected", "fixed" and other terms shall be understood in a broad sense unless otherwise specified and defined, for example, they may be fixed connections or removable connections , Or integrated; it can be mechanical or electrical; it can be directly connected or indirectly connected through an intermediate medium, it can be the internal connection of the two elements or the interaction between the two elements, unless otherwise specified The limit. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.
在本發明中,除非另有明確的規定和限定,第一特徵在第二特徵 “上”或“下”可以是第一和第二特徵直接接觸,或第一和第二特徵通過中間媒介間接接觸。而且,第一特徵在第二特徵“之上”、“上方”和“上面”可是第一特徵在第二特徵正上方或斜上方,或僅僅表示第一特徵水平高度高於第二特徵。第一特徵在第二特徵“之下”、“下方”和“下面”可以是第一特徵在第二特徵正下方或斜下方,或僅僅表示第一特徵水平高度小於第二特徵。In the present invention, unless explicitly stated and defined otherwise, the first feature "on" or "down" of the second feature may be the first and second features in direct contact, or the first and second features indirectly through an intermediate medium. contact. Moreover, the first feature is "above", "above", and "above" the second feature. The first feature is directly above or obliquely above the second feature, or only indicates that the first feature is higher in level than the second feature. The first feature is “below”, “below”, and “below” of the second feature. The first feature may be directly below or obliquely below the second feature, or it may simply indicate that the first feature is less horizontal than the second feature.
在本說明書的描述中,參考術語“一實施例”、“一些實施例”、 “示例”、“具體示例”、或“一些示例”等的描述意指結合該實施例或示例描述的具體特徵、結構、材料或者特點包含於本發明的至少一實施例或示例中。在本說明書中,對上述術語的示意性表述不必須針對的是相同的實施例或示例。而且,描述的具體特徵、結構、材料或者特點可以在任一個或複數個實施例或示例中以合適的方式結合。此外,在不相互矛盾的情況下,本領域的技術人員可以將本說明書中描述的不同實施例或示例以及不同實施例或示例的特徵進行結合和組合。In the description of this specification, the description with reference to the terms “an embodiment”, “some embodiments”, “examples”, “specific examples”, or “some examples” and the like means specific features described in conjunction with the embodiments or examples , Structures, materials, or features are included in at least one embodiment or example of the present invention. In this specification, the schematic expressions of the above terms are not necessarily directed to the same embodiment or example. Moreover, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. In addition, without any contradiction, those skilled in the art may combine and combine different embodiments or examples and features of the different embodiments or examples described in this specification.
儘管上面已經示出和描述了本發明的實施例,可以理解的是,上述實施例是示例性的,不能理解為對本發明的限制,本領域的普通技術人員在本發明的範圍內可以對上述實施例進行變化、修改、替換和變型。Although the embodiments of the present invention have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limitations on the present invention. Those skilled in the art can interpret the above within the scope of the present invention. Embodiments are subject to change, modification, substitution, and modification.
1、11、12‧‧‧壓縮機1, 11, 12‧‧‧ compressor
1A、1B‧‧‧第四溫度感測器1A, 1B‧‧‧ Fourth temperature sensor
2、21、22‧‧‧冷凝器2, 21, 22‧‧‧ condenser
3、301、302‧‧‧車內冷卻支路3.301, 302‧‧‧‧Cooling branch in the car
4、401、402‧‧‧電池冷卻支路4, 401, 402‧‧‧ battery cooling branch
5‧‧‧電池溫度調節模組5‧‧‧Battery temperature adjustment module
10、111、112‧‧‧製冷支路10, 111, 112‧‧‧ Refrigeration branch
31、311、312‧‧‧蒸發器31,311,312‧‧‧‧Evaporator
32、321、322‧‧‧第一膨脹閥32, 321, 322‧‧‧The first expansion valve
33、331、332‧‧‧第一電子閥33, 331, 332‧‧‧‧The first electronic valve
41、411、412‧‧‧換熱器41,411,412‧‧‧‧Heat exchanger
42、421、422‧‧‧第二膨脹閥42, 421, 422‧‧‧ Second expansion valve
43、431、432‧‧‧第二電子閥43, 431, 432‧‧‧Second electronic valve
47‧‧‧第一三通閥47‧‧‧The first three-way valve
48‧‧‧第二三通閥48‧‧‧Second Three-Way Valve
51‧‧‧泵51‧‧‧Pump
52‧‧‧介質容器52‧‧‧medium container
53‧‧‧加熱器53‧‧‧heater
55、551、552‧‧‧第一溫度感測器55, 551, 552‧‧‧ first temperature sensor
56、561、562‧‧‧第二溫度感測器56,561, 562‧‧‧Second temperature sensor
58、508‧‧‧總溫度感測器58,508‧‧‧Total temperature sensor
59‧‧‧總流速感測器59‧‧‧Total flow sensor
60、601‧‧‧調節閥60, 601‧‧‧ regulating valve
61‧‧‧第一電池61‧‧‧first battery
62‧‧‧第二電池62‧‧‧ secondary battery
100‧‧‧車載空調模組100‧‧‧car air conditioning module
441、442‧‧‧第二流速感測器441, 442‧‧‧Second flow velocity sensor
451、452‧‧‧第三溫度感測器451, 452‧‧‧ Third temperature sensor
571、572‧‧‧流速感測器571, 572‧‧‧ velocity sensor
本發明上述的和/或附加的方面和優點從下面結合附圖對實施例的描述中將變得明顯和容易理解,其中, 第1圖是根據本發明第一個實施例的車載電池的溫度調節系統的結構示意圖; 第2圖是根據本發明第二個實施例的車載電池的溫度調節系統的結構示意圖; 第3圖是根據本發明第三個實施例的車載電池的溫度調節系統的結構示意圖; 第4圖是根據本發明一實施例的控制器的工作原理示意圖; 第5圖是根據本發明第四個實施例的車載電池的溫度調節系統的結構示意圖; 第6圖是根據本發明一實施例的出風口分佈位置示意圖; 第7圖是根據本發明第五個實施例的車載電池的溫度調節系統的結構示意圖; 第8圖是根據本發明第六個實施例的車載電池的溫度調節系統的結構示意圖; 第9圖是根據本發明第七個實施例的車載電池的溫度調節系統的結構示意圖; 第10圖是根據本發明第八個實施例的車載電池的溫度調節系統的結構示意圖; 第11圖是根據本發明第九個實施例的車載電池的溫度調節系統的結構示意圖; 第12圖是根據本發明第十個實施例的車載電池的溫度調節系統的結構示意圖; 第13圖是根據本發明第十一個實施例的車載電池的溫度調節系統的結構示意圖。The above and / or additional aspects and advantages of the present invention will become apparent and easy to understand from the following description of the embodiments with reference to the accompanying drawings, where FIG. 1 is a temperature of a vehicle battery according to a first embodiment of the present invention Schematic diagram of the structure of the regulation system; FIG. 2 is a diagram of the structure of the temperature regulation system of the vehicle battery according to the second embodiment of the present invention; FIG. 3 is the structure of the temperature regulation system of the vehicle battery according to the third embodiment of the present invention 4 is a schematic diagram of the working principle of a controller according to an embodiment of the present invention; FIG. 5 is a schematic structural diagram of a temperature adjustment system of a vehicle battery according to a fourth embodiment of the present invention; FIG. 6 is a diagram according to the present invention A schematic diagram of the distribution positions of the air outlets of an embodiment; FIG. 7 is a schematic structural diagram of a temperature adjustment system of a vehicle battery according to a fifth embodiment of the present invention; FIG. 8 is a temperature diagram of a vehicle battery according to a sixth embodiment of the present invention Schematic diagram of the structure of the adjustment system; FIG. 9 is a diagram of the structure of the temperature adjustment system of the vehicle battery according to the seventh embodiment of the present invention; FIG. Is a schematic structural diagram of a temperature adjustment system of a vehicle-mounted battery according to an eighth embodiment of the present invention; FIG. 11 is a schematic structural diagram of a temperature adjustment system of a vehicle-mounted battery according to a ninth embodiment of the present invention; FIG. 13 is a schematic structural diagram of a temperature adjustment system for a vehicle-mounted battery according to a tenth embodiment of the present invention; FIG. 13 is a schematic structural diagram of a temperature adjustment system for a vehicle-mounted battery according to an eleventh embodiment of the present invention.
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CN111509333A (en) * | 2020-03-23 | 2020-08-07 | 江铃汽车股份有限公司 | Partitioned thermal management control method for battery pack |
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