TWI672845B - Vehicle battery temperature regulation system - Google Patents

Abstract

The invention discloses a temperature regulation system for a vehicle battery, comprising: a battery cooling branch, a battery cooling branch comprising a heat exchanger; a semiconductor heat exchange module, a semiconductor heat exchange module for cooling the heat exchanger; and a battery and Battery thermal management module connected to the heat exchanger; vehicle air conditioner, vehicle air conditioner including compressor, condenser; in-vehicle cooling branch connected to compressor and heat exchanger; controller, controller and semiconductor heat exchange module and The battery thermal management module is connected, the controller is used to obtain the temperature regulation demand power of the battery and the actual power of the temperature adjustment, and adjust the actual power control temperature and temperature according to the temperature control semiconductor heat exchange module and the vehicle air conditioner to adjust the temperature of the battery. Therefore, the temperature 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 within a preset range, and the performance of the vehicle battery due to the excessive temperature is prevented from occurring.

Description

Car battery temperature regulation system

The invention relates to the technical field of automobiles, and in particular to a temperature regulation system for a vehicle battery.

At present, the performance of the vehicle battery of an electric vehicle is greatly affected by the climatic environment. If the ambient temperature is too high or too low, the performance of the vehicle battery will be affected. Therefore, the temperature of the vehicle battery needs to be adjusted to maintain the temperature within the preset range. .

However, in the related art, the method for adjusting the temperature of the vehicle battery is relatively rough, and the cooling power cannot be accurately controlled according to the actual condition of the vehicle battery, so that the temperature of the vehicle battery cannot be maintained within the preset range.

The present invention aims to solve at least one of the technical problems in the related art to some extent.

Therefore, the object of the present invention is to provide a temperature regulation system for a vehicle battery, which can adjust the temperature when the temperature of the vehicle battery is too high or too low, so that the temperature of the vehicle battery is maintained within a preset range, thereby avoiding the occurrence of temperature. Excessively affecting the performance of the car battery.

In order to achieve the above object, an embodiment of the present invention provides a temperature regulation system for a vehicle battery, comprising: a battery cooling branch, the battery cooling branch includes a heat exchanger; and a semiconductor heat exchange module, the semiconductor heat exchange module Cooling the heat exchanger; a battery thermal management module connected to the battery and the heat exchanger; a vehicle air conditioner comprising a compressor and a condenser; and an interior connected to the compressor and the heat exchanger a cooling branch; the controller is connected to the semiconductor heat exchange module and the battery thermal management module, wherein the controller is configured to obtain a temperature adjustment demand power and a temperature adjustment actual power of the battery, and adjust the demand according to the temperature The power and the temperature adjustment actual power control the semiconductor heat exchange module and/or the vehicle air conditioner to temperature regulate the battery.

According to the temperature regulation system of the vehicle battery according to the embodiment of the invention, the controller adjusts the temperature adjustment required power of the battery and the temperature adjustment actual power, and then adjusts the actual power control semiconductor heat exchange module according to the temperature adjustment required power and temperature and/or the The car air conditioner regulates the temperature of the battery. 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 within a preset range, thereby avoiding the situation that the performance of the vehicle battery is affected due to excessive or too low temperature.

The temperature adjustment method and the temperature adjustment system and the non-transitory readable storage medium of the vehicle battery provided by the embodiment of the present invention are described below with reference to the accompanying drawings.

1a to 1b are schematic views showing the configuration of a temperature adjustment system of a vehicle battery according to a first embodiment of the present invention. As shown in Figures 1a to 1b, the system includes: a battery thermal management module 1, a vehicle air conditioner 2, a heat exchanger 3, a semiconductor heat exchange module 5, and a controller (not specifically shown).

The vehicle air conditioner 2 has an air conditioning air outlet, and a first air passage 100 is formed between the air conditioning air outlet and the heat exchanger 3. A second air passage 200 is formed between the cooling end of the semiconductor heat exchange module 5 and the first fan 501, and a third air passage 300 is formed between the cooling end of the semiconductor heat exchange module 5 and the vehicle compartment. The battery thermal management module 1 is connected to the heat exchanger 3 to form a heat exchange flow path. The controller is connected with the semiconductor heat exchange module 5, the battery thermal management module 1 and the vehicle air conditioner 2, and the controller is used for obtaining the temperature adjustment demand power P1 and the temperature adjustment actual power P2 of the battery, and adjusting the required power P1 and temperature adjustment according to the temperature. The actual power P2 operates to control at least one of the vehicle air conditioner 2 and the semiconductor heat exchange module 5 to adjust the temperature of the battery.

Further, as shown in FIGS. 1a to 1b, the vehicle air conditioner 2 includes a first regulator valve 601 provided in the first duct 100 and a first fan 501 corresponding to the heat exchanger 3. The first regulating valve 601 and the first fan 501 are both disposed in the first air passage 100 and the first regulating valve 601 is connected to the first fan 501. The semiconductor heat exchange module 5 further includes a third fan 503 and a third regulating valve 603 disposed in the second air duct 200 corresponding to the cooling end of the semiconductor heat exchange module 5, that is, the third fan 503 and The third regulator valve 603 is disposed in the second duct 200 and the third fan 503 and the third regulator valve 603 are connected.

Further, the vehicle air conditioner 2 exchanges heat with the heat exchanger 3 through the first air passage 100. The semiconductor heat exchange module 5 heats the heat exchanger through the second air passage 200. The semiconductor heat exchange module 5 exchanges heat with the vehicle through the third air passage 300.

As shown in FIG. 1a, after the vehicle air conditioner 2 heats the semiconductor heat exchange module 5 through the second air passage 200, the semiconductor heat exchange module 5 exchanges the vehicle through the fourth fan 504 and the third air passage 300. The fourth fan 504 is disposed in the third air passage 300.

As shown in FIG. 1b, after the vehicle air conditioner 2 heats the semiconductor heat exchange module 5 through the fourth air passage 400, the vehicle compartment and the third air passage 300, the semiconductor heat exchange module 5 is exchanged through the second air passage 200. The heat exchanger 3 performs heat exchange.

As shown in FIG. 1b, the vehicle air conditioner 2 heats the heat exchanger through the first air passage 100, and the semiconductor heat exchange module heats the heat exchanger 3 through the second air passage 200.

It will be understood that the battery 4 refers to an energy storage device that is mounted on the vehicle, provides power output to the vehicle, and provides electricity to other electrical devices on the vehicle, and can be repeatedly charged. The battery 4 can be a battery module or a battery pack.

Specifically, when the temperature adjustment required power P1 is to adjust the temperature of the battery to the target temperature, the temperature required by the battery adjusts the power. The battery temperature adjustment actual power P2 is the temperature adjustment power actually obtained by the battery when the battery is currently temperature-adjusted. The target temperature is the set value, which can be preset according to the actual condition of the vehicle battery. For example, when it is winter, the outdoor environment temperature is very low, and the battery needs to be heated. The target temperature can be set at about 10 ° C. When it is summer, The battery needs to be cooled and the target temperature can be set at around 35 °C.

When the temperature of the battery 4 is high, for example, higher than 40 ° C, the temperature adjustment system of the vehicle battery enters a cooling mode. As shown in FIGS. 1a to 1b, the vehicle air conditioner 2 and the battery thermal management module 1 operate. The controller controls the first regulating valve 601 to be opened, and the first fan 501 blows the cooling air of the vehicle air conditioner 2 to the heat exchanger 3 to cool the medium in the cooling pipe in the heat exchanger 3, and the medium passes through the battery thermal management module. 1 Cool the battery. When the temperature regulation system of the vehicle battery operates in the cooling mode, the cooling air flow direction is: air conditioning air outlet - first regulating valve 601 - first fan 501 - heat exchanger 3; medium flow direction is: heat exchanger 3 - battery thermal management Module 1 - Battery 4 - Battery Thermal Management Module 1 - Heat Exchanger 3. Moreover, when the battery 4 is cooled, as shown in FIG. 1b, the controller can also control the operation of the semiconductor heat exchange module 5, and the third fan 503 blows the cooling power of the semiconductor cooling end to the first fan, and the first fan The heat is blown to the medium in the cooling pipe in the heat exchanger 3, and the medium is cooled by the battery thermal management module 1.

When the battery 4 is cooled, the controller also obtains the temperature adjustment required power P1 and the temperature adjustment actual power P2 of the battery, wherein the temperature adjustment required power P1 adjusts the temperature of the battery to the set target temperature, and needs to be supplied to the battery 4 The power, the battery temperature adjusts the actual power P2, that is, when the current temperature adjustment of the battery, the actual adjustment power obtained by the battery 4, the target temperature is a set value, can be preset according to the actual situation of the vehicle battery, for example, when the battery is cooled The target temperature can be set at around 35 °C.

At the same time, the controller also adjusts the cooling power of the vehicle air conditioner, the rotation speed of the first fan 501, and the opening degree of the first regulating valve 601 according to the temperature adjustment required power P1 and the temperature adjustment actual power P2, and/or exchanges the semiconductor. The power of the thermal module, the rotational speed of the third fan 503, and the opening degree of the third regulating valve 603 are adjusted to adjust the temperature adjustment actual power P2. For example, if P1 is greater than P2, increase the cooling power of the vehicle air conditioner or increase the rotation speed of the first fan 501 or increase the opening degree of the first regulating valve 601, or increase the power of the semiconductor heat exchange module or increase the third. The rotation speed of the fan 503 or the opening degree of the third regulating valve 603 is increased to increase the temperature of the battery 4 to adjust the actual power P2, so that the battery 4 is cooled as soon as possible.

Therefore, the temperature adjustment system can adjust the temperature when the temperature of the vehicle battery is too high, so that the temperature of the vehicle battery is maintained within a preset range, thereby avoiding the situation that the performance of the vehicle battery is affected by the temperature.

According to an embodiment of the present invention, as shown in FIGS. 1a to 1b, the battery thermal management module 1 includes a pump 12 disposed on a heat exchange flow path, a first temperature sensor 14, and a second temperature sensor. 15. A flow rate sensor 16; wherein: the pump 12 is for flowing a medium in the heat exchange flow path; the first temperature sensor 14 is for detecting an inlet temperature of a medium flowing into the vehicle battery; and the second temperature sensor 15 is The outlet temperature for detecting the medium flowing out of the vehicle battery; the flow rate sensor 16 is for detecting the flow rate of the medium in the heat exchange flow path.

Further, as shown in FIG. 1, the battery thermal management module 1 may further include a medium container 13 disposed on the heat exchange flow path for storing and supplying the medium to the heat exchange flow path.

Further, as shown in FIG. 1, the battery thermal management module 1 may further include: a heater 11 disposed on the heat exchange flow path, and the heater 11 is configured to heat the medium in the heat exchange flow path.

Specifically, as shown in FIG. 2, the controller may include a battery management controller, a battery thermal management controller, and a vehicle air conditioner controller. The battery management controller collects the current flowing through the battery, the temperature of the battery itself, and obtains the temperature adjustment demand power P1 according to the target temperature of the battery, the target time t, 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 vehicle air conditioner controller to start or stop working. The battery thermal management controller can be electrically connected to the first temperature sensor 14, the second temperature sensor 15 and the flow rate sensor 16, perform CAN communication with the pump 12 and the heater 11, and according to the specific heat capacity of the medium, the medium The density, the cross-sectional area of the flow path, the temperature-adjusted actual power P2, the control of the rotational speed of the pump 12 and the control of the power of the heater 11, and the CAN communication with the vehicle-mounted air conditioner. The vehicle air conditioner controller can perform CAN (Controller Area Network communication) with the battery manager and the battery thermal management controller, and the vehicle air conditioner controller can control the opening or closing of the first regulating valve 601, and can be The opening degree of the first regulating valve 601 is adjusted, the first fan 501 is controlled by the vehicle air conditioning controller, and the wind speed is adjustable, and the vehicle air conditioning controller can perform CAN communication with the battery management controller and the battery thermal management controller, According to the temperature adjustment demand power P1 obtained by the battery management controller and the temperature adjustment actual power P2 obtained by the battery thermal management controller, the refrigeration power, the regulating valve and the fan of the vehicle air conditioner are controlled to achieve the purpose of controlling the heat exchange amount.

It can be understood that the temperature regulation system of the vehicle battery can cool the battery 4 through the vehicle air conditioner 2 and the heat exchanger 3, and can also heat the medium through the heater 11 to adjust the temperature of the battery 4 when the battery temperature is low. . The heater 11 can be a PTC (Positive Temperature Coefficient, a positive temperature coefficient, generally refers to a semiconductor material or component with a large positive temperature coefficient), and can communicate with the battery thermal management controller for CAN, which is a temperature regulation system for the vehicle battery. Providing heating power, controlled by the battery thermal management controller, the heater 11 is not directly in contact with the battery 4, and has high safety, reliability, and practicability. The pump 12 is primarily used to provide power. The media container 13 is primarily used to store media and accept media added to the temperature regulation system. When the media in the temperature regulation system is reduced, the media in the media container 13 can be automatically replenished. The first temperature sensor 14 is used to detect the temperature of the battery flow path inlet medium, and the second temperature sensor 15 is used to detect the temperature of the battery flow path exit medium. The flow rate sensor 16 is used to detect flow rate information of the medium in the pipeline in the temperature regulation system.

According to an embodiment of the invention, the controller is further configured to acquire a temperature of the battery, and determine whether the temperature of the battery is greater than a first temperature threshold or less than a second temperature threshold, wherein when the temperature of the battery is greater than the first temperature threshold When the temperature of the battery is less than the second temperature threshold, the heating mode is entered, and the first temperature threshold is greater than the second temperature threshold. The first temperature threshold and the second temperature threshold may be preset according to actual conditions. For example, the first temperature threshold may be 40 ° C, and the second temperature threshold may be 0 ° C.

Specifically, after the vehicle is powered on, the controller immediately acquires the temperature of the battery and determines the temperature of the battery. If it is judged that the temperature of the battery is higher than 40 ° C, the temperature of the battery 4 is too high at this time, in order to avoid the influence of the high temperature on the performance of the battery 4, the battery 4 needs to be cooled, the temperature adjustment system enters the cooling mode, and the controller The first control valve 601 is controlled to open, and the first fan 501 blows the cooling air of the vehicle air conditioner 2 to the heat exchanger 3 to cool the medium in the cooling pipe in the heat exchanger 3, and the medium passes through the battery thermal management module 1 Cool the battery. When the battery is cooled, the first regulating valve 601 is opened, and the cooling air flow direction is: air conditioning air outlet - first regulating valve 601 - first fan 501 - heat exchanger 3; medium flow direction is: heat exchanger 3 - heater 11 (closed) - pump 12 - first temperature sensor 14 - battery 4 - second temperature sensor - 15 - flow rate sensor 16 - medium container 13 - heat exchanger 3.

If the temperature of the battery 4 is lower than 0 ° C, the temperature of the battery 4 is too low at this time. In order to avoid the influence of the low temperature on the performance of the battery 4, the temperature of the battery 4 needs to be increased, the temperature adjustment system enters the heating mode, and the battery is thermally managed. The controller controls the heater 11 to be turned on, and the vehicle air conditioner 2 keeps the first regulating valve 601 in a closed state, and the medium flow direction is: heat exchanger 3 - heater 11 (on) - pump 12 - first temperature sensor 14 - Battery 4 - second temperature sensor - 15 - flow rate sensor 16 - medium container 13 - heat exchanger 3. The medium in the cooling duct is heated by the heater 11 to exchange heat with the battery 4 to complete the temperature adjustment of the battery.

The following describes how the controller acquires the temperature adjustment required power P1 and the temperature adjustment actual power P2 of the battery 4 in conjunction with specific examples.

According to an embodiment of the present invention, the controller may be configured to acquire a first parameter when the battery is turned on, and generate a first temperature adjustment required power of the battery according to the first parameter, and obtain a second parameter of the battery when the temperature is adjusted. And generating a second temperature adjustment required power of the battery according to the second parameter, and generating a temperature adjustment required power P1 of the battery according to the first temperature adjustment required power of the battery and the second temperature adjustment required power of the battery.

Further, according to an embodiment of the present invention, the first parameter is an initial temperature and a target temperature when the battery 4 is turned on, and a target time t from the initial temperature to the target temperature, and the first between the initial temperature and the target temperature is acquired. The temperature difference ΔT ₁ , and the first temperature adjustment required power is generated according to the first temperature difference ΔT ₁ and the target time t.

Further, the controller generates the first temperature adjustment required power by the following formula (1): ΔT ₁ *C*M/t (1),

Where ΔT ₁ is the first temperature difference between the initial temperature and the target temperature, t is the target time, C is the specific heat capacity of the battery 4, and M is the quality of the battery 4.

The second parameter is the average current I of the battery 4 for a preset time, and the controller generates the second temperature adjustment required power by the following formula (2): I ² *R, (2),

Where I is the average current and R is the internal resistance of the battery 4.

Specifically, the charge and discharge current parameter of the battery 4 can be detected by the current Hall sensor. The battery manager can estimate the average current of the battery 4 based on the current parameter of the battery 4 for a period of time.

When the battery 4 is cooled, P1 = ΔT ₁ * C * M / t + I ² * R; when the battery 4 is heated, P1 = ΔT ₁ * C * M / tI ² * R.

According to an embodiment of the invention, the controller further generates a second temperature difference ΔT ₂ according to the inlet temperature detected by the first temperature sensor 14 and the outlet temperature detected by the second temperature sensor 15, and according to the The two temperature difference ΔT ₂ and the flow rate v detected by the flow rate sensor 16 produce a temperature-regulated actual power P2 of the battery.

Further, according to an embodiment of the present invention, the actual power P2 is adjusted according to the following formula (3): ΔT ₂ *c*m, (3)

Where ΔT ₂ is the second temperature difference, c is the specific heat capacity of the medium in the flow path, and m is the medium quality of the cross-sectional area flowing through the flow path per unit time, wherein m=v*ρ*s, v is the medium The flow rate, ρ is the density of the medium, and s is the cross-sectional area of the flow path.

Specifically, after the vehicle is powered on, the battery manager determines whether the battery 4 needs to perform temperature adjustment according to the battery temperature. If it is determined that the battery 4 needs temperature adjustment, the information of the temperature adjustment function is sent to the vehicle air conditioner controller through the CAN communication, and the vehicle air conditioner control is performed. The device forwards the information to the battery thermal management controller, and the battery thermal management controller controls the pump 12 to operate at a default speed (eg, low speed).

Then, the battery thermal management controller acquires the initial temperature (ie, the current temperature) of the battery 4, the target temperature, and the target time t from the initial temperature to the target temperature, wherein the target temperature and the target time t may be preset according to actual conditions, and according to Equation (1) calculates the first temperature adjustment required power of the battery 4. At the same time, the battery thermal management controller obtains the average current I of the battery 4 for a preset time, and calculates the second temperature adjustment required power of the battery 4 according to the formula (2). Then, the battery thermal management controller calculates the temperature adjustment required power P1 according to the first temperature adjustment required power of the battery 4 and the second temperature adjustment required power (that is, the required power of the battery 4 is adjusted to the target temperature within the target time), wherein When the battery 4 is cooled, P1 = ΔT ₁ * C * M / t + I ² * R, and when the battery 4 is heated, P1 = ΔT ₁ * C * M / tI ² * R. Moreover, the battery thermal management controller acquires the temperature information of the first temperature sensor 14 and the second temperature sensor 15 respectively, and acquires the flow rate information detected by the flow rate sensor 16, and calculates the battery 4 according to the formula (3). The temperature adjusts the actual power P2. Finally, the battery thermal management controller accurately controls the heating power of the battery 4 by controlling the power of the heater 11 according to the P1 and P2 of the battery 4. The vehicle air conditioner controls the cooling power of the vehicle air conditioner, the first fan 501, and the first regulating valve. Opening degree to precisely control the cooling power of the battery 4

It can be understood that the temperature adjustment required power P1 and the temperature adjustment actual power P2 of the battery 4 can be obtained in the above manner.

Specifically, it can be seen from the above embodiment that P1 is composed of two parts. When the battery 4 needs to be cooled, if the initial temperature of the battery 4 is 45 ° C and the target temperature is 35 ° C, the battery 4 needs to be lowered from 45 ° C to 35 ° C. The heat dissipated is fixed and can be directly calculated by the formula (1), ΔT ₁ *C*M/t. At the same time, in the cooling process of the battery 4, there is a discharge and charging procedure, and this program generates heat. This part of the heat can also be directly obtained by detecting the average current I of the battery 4, by using the formula (3), ie, I ² *R, directly The heating power of the current battery 4, that is, the second temperature adjustment required power, is calculated. 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 of the vehicle). After determining the target time t required for the completion of the cooling, it is possible to estimate the temperature adjustment required power P1 required for the current battery 4 cooling, P1 = ΔT ₁ * C * M / t + I ² * R. If the heating function is activated, the temperature adjustment demand power P1=ΔT ₁ *C*M/tI ² *R, that is, in the heating process of the battery 4, the discharge or charging current of the battery 4 is larger, and the required heating power is required. That is, the temperature adjustment demand power P1 is smaller.

The cooling time of the battery 4 is affected by the cooling efficiency. Since the cooling efficiency is affected by the external ambient temperature and the current temperature of the battery 4, in the process of cooling the battery 4, the efficiency of the temperature regulating system is also constantly changing, so the cooling efficiency cannot be Since it is 100%, it is impossible to accurately adjust the cooling time of the battery 4 only according to P1, and it is necessary to detect the temperature adjustment actual power P2 of the battery 4. In the present invention, the temperature-adjusted actual power P2 of the battery 4 can be calculated by the formula (3), that is, ΔT2*c*m. P2 can also be calculated by the actual cooling power P2 of the battery, which can also be calculated by the formula (4), ΔT3*C*m1, where ΔT3 is the temperature change of the battery 4 in a certain period of time, C is the specific heat capacity of the battery 4, m1 For the quality of the battery 4. However, since the quality of the general battery is large, the temperature change per unit time is not obvious, and it takes a long time to detect the temperature difference, which does not meet the immediacy requirement, so the P2 power is generally calculated according to formula (3).

Due to the cooling efficiency, it is difficult for P2 to be completely equal to P1. In order to make the cooling target time t of the battery 4 more accurate, it is necessary to adjust according to P1 and P2 in time to ensure the temperature adjustment demand power P1 of the battery 4 and the actual temperature adjustment of the battery. The power P2 is equal.

According to an embodiment of the present invention, as shown in FIG. 1a, when in the cooling mode, the controller is further configured to obtain the temperature adjustment required power P1 and the temperature adjustment actual power when the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2. The power difference between P2, and increase the cooling power according to the power difference, or increase the rotation speed of the first fan 501, or increase the opening degree of the first regulating valve 601, and adjust the actual power in the temperature adjustment required power P1 is less than or equal to the temperature adjustment At P2, the cooling power is reduced, or the opening degree of the first regulating valve 601 is decreased, or the rotation speed of the first fan 501 is decreased, or the cooling power of the vehicle air conditioner, the opening degree of the first regulating valve 601, and the first fan are maintained. The speed of 501 does not change.

Specifically, when operating in the cooling mode, the controller acquires the temperature adjustment required power P1 of the battery 4 and the temperature adjustment actual power P2, and makes a determination. If the P1 of the battery 4 is greater than P2, it indicates that if the cooling of the battery 4 cannot be completed within the target time according to the current cooling power, the controller acquires the power difference between the temperature adjustment required power P1 of the battery 4 and the actual power P2 of the temperature adjustment. And increasing the compressor cooling power according to the power difference, or increasing the rotation speed of the first fan 5, or increasing the opening degree of the first regulating valve 601, so as to reduce the temperature of the air conditioning air outlet, and increase the cooling air blown to the heat exchanger 3. The air volume accelerates the heat exchange of the heat exchanger 3. Wherein, the greater the power difference between P1 and P2, the more the cooling power of the compressor, the rotational speed of the first fan 501, and the opening degree of the first regulating valve 601 are increased, so that the temperature of the battery 4 is lowered to the target within the preset time t. temperature. And if P1 is less than or equal to P2, the controller may reduce the cooling power of the compressor, reduce the rotation speed of the first fan 501 to save electric energy, or keep the cooling power of the compressor constant, and the rotation speed of the first fan 501 does not change. When the temperature of the battery is lower than the first set temperature, for example, 35 ° C, the battery 4 is cooled, and the controller controls the first regulating valve 601 and the first fan 501 to be turned off. If the temperature adjustment system enters the cooling mode for a long time, for example, after 1 hour, the temperature of the battery 4 is still higher than 35 ° C, the controller further increases the cooling power of the compressor, increases the rotation speed of the first fan 501, or increases The opening of the first regulating valve is such that the battery 4 is cooled as soon as possible.

As shown in FIGS. 1a to 1b, according to an embodiment of the present invention, when in the heating mode, the controller acquires the temperature adjustment required power P1 and the temperature adjustment when the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2. The temperature difference between the actual powers P2, and the heating power of the heater 11 is increased according to the temperature difference, and when the temperature adjustment required power P1 is less than or equal to the temperature adjustment actual power P2, the heating power of the heater is lowered, or the heater 11 is maintained. The heating power does not change.

Specifically, when operating in the heating mode, the controller acquires the temperature adjustment required power P1 of the battery 4 and the temperature adjustment actual power P2, and makes a determination. If the P1 of the battery 4 is greater than P2, the controller obtains the power difference between the temperature adjustment required power P1 of the battery 4 and the actual power P2 of the temperature adjustment if the temperature rise of the battery 4 cannot be completed within the target time according to the current heating power, and The power of the heater 11 is increased in accordance with the power difference, wherein the greater the power difference between P1 and P2, the more the power of the heater 11 is increased, so that the temperature of the battery 4 rises to the target temperature within the preset time t. And if P1 is less than or equal to P2, the heating power of the heater 11 can be reduced to save electric energy, or the power of the heater 11 can be kept constant. When the temperature of the battery reaches the second set temperature, for example, 10 ° C, the battery 4 is heated, and the battery manager sends information to turn off the temperature adjustment function to the battery thermal management controller through CAN communication to control the heater 11 to stop heating. If the temperature adjustment system enters the heating mode for a long period of time, for example, after 2 hours, the temperature of the battery 4 is still lower than 10 ° C, the controller appropriately increases the power of the heater 11 to cause the battery 4 to complete the temperature rise as soon as possible.

Further, according to an embodiment of the present invention, as shown in FIGS. 1a to 1b, the controller is further configured to reduce the rotation speed of the pump 12 or maintain the temperature when the required power P1 is less than or equal to the temperature adjustment actual power P2. The rotation speed of the pump 12 is constant, and the rotation speed of the pump 12 is increased when the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2.

Specifically, when the temperature adjustment system enters the heating mode or the cooling mode, if the P1 of the battery 4 is less than or equal to P2, the controller controls the rotation speed of the pump 12 to be reduced to save power or keep the rotation speed of the pump 12 unchanged. On the other hand, if the P1 of the battery 4 is greater than P2, in addition to controlling the compressor cooling power, the rotational speed of the first fan 501, the opening degree of the first regulating valve 601, or the power of the heater 11, the speed of the pump 12 can be controlled to be increased. In order to increase the quality of the medium flowing through the cross-sectional area of the cooling flow path per unit time, thereby increasing the temperature adjustment actual power P2 of the battery 4 to achieve temperature adjustment within the target time t.

The cooling air of the vehicle air conditioner 2 can cool the battery and can also cool the interior of the vehicle.

As shown in FIG. 1a to FIG. 1b, a fourth air duct 400 is formed between the air conditioning air outlet and the vehicle compartment, and the vehicle air conditioner 2 may further include a second regulating valve 602 and a second fan disposed in the fourth air duct 400. 502. The vehicle air conditioner 2 exchanges heat with the cabin through the second duct 200. In addition, in FIG. 1a, after the vehicle air conditioner 2 heats the semiconductor heat exchange module 5 through the second air passage 200, the semiconductor heat exchange module 5 exchanges heat with the vehicle through the third air passage 300; After the vehicle air conditioner 2 heats the semiconductor heat exchange module 5 through the fourth air passage 400, the vehicle compartment and the third air passage 300, the semiconductor heat exchange module 5 exchanges the heat exchanger 3 through the second air passage 200. heat.

Specifically, as shown in FIGS. 1a to 1b, the battery cooling branch circuit supplies cooling power to the battery 4 through the heat exchanger 3, and the first regulating valve 601 can be used to control the cooling air intake amount of the battery cooling branch circuit. The second regulator valve 602 can be used to control the amount of cooling air intake in the in-vehicle cooling circuit. When the battery cooling function is activated, the battery cooling branch circuit is: air conditioning air outlet - first regulating valve 601 - first fan 401 - heat exchanger 3. The in-vehicle cooling circuit is: air conditioning air outlet - second regulating valve 602 - second fan 402 - car.

Further, the controller is further configured to acquire the cabin temperature of the cabin, and adjust the opening degrees of the first regulator valve 601 and the second regulator valve 602 according to the cabin temperature, the temperature adjustment required power P1, and the temperature adjustment actual power P2.

That is to say, the controller detects the temperature in the cabin, and adjusts the power distribution of each cooling circuit according to the temperature of the cabin and the temperature adjustment demand power P1 of the battery and the temperature adjustment actual power P2, thereby balancing the interior cooling and the battery cooling. Cooling needs.

Further, as shown in FIGS. 1a to 1b, the on-vehicle battery temperature adjustment system further includes a fourth fan 504 connected to the cooling end of the semiconductor heat exchange module 5, and a first end connected to the heating end of the semiconductor heat exchange module 5. Five fans 505.

Specifically, the semiconductor replacement module 5 has a heating end and a cooling end. When the power supply is reversed, the heating end and the cooling end are exchanged. A heat exchange fan (fourth fan 504 and fifth fan 505) is mounted on both the heating end and the cooling end of the semiconductor heat exchange module 5 for accelerating heat exchange between the heating end and the cooling end.

As shown in FIG. 2, the control may further include: a semiconductor controller that can perform CAN communication with the semiconductor heat exchange module 5, and can control the power of the semiconductor heat exchange module 5, and can control the fourth fan 504. And the rotational speed of the fifth fan 505.

After the vehicle air conditioner 2 is powered, if the vehicle air conditioner controller receives the battery cooling function startup information sent by the battery manager, the battery cooling function is activated, and the vehicle air conditioner controller sends the battery cooling function startup information to the battery thermal management controller and the semiconductor exchange. Controller. The vehicle air conditioner controller receives the temperature adjustment demand power P1 of the battery sent by the battery manager, and forwards the information to the battery thermal management controller and the semiconductor controller. In the battery cooling process, the vehicle air conditioner controller controls the first regulator valve 601 and the second regulator valve 602 to open while controlling the first fan 501 and the second fan 502 to start operating. The vehicle air conditioner controller receives the water temperature information sent by the battery thermal management controller and the temperature adjustment actual power P2 of the battery, and forwards the information to the battery manager and the semiconductor controller. In the battery cooling program, the vehicle air conditioner controller compares the battery temperature adjustment demand power P1 and the battery temperature actual power P2 information, and if the temperature adjustment demand power P1 is less than the temperature actual power P2, it is determined whether the battery temperature reaches 45 ° C (cf. High temperature), if the temperature of the battery reaches 45 ° C, the vehicle air conditioner controller reduces the opening degree of the second regulating valve 602, increases the opening degree of the first regulating valve 601, reduces the cooling air flow in the vehicle, and increases the battery cooling branch Cooling air flow to adjust the cooling capacity of the battery cooling and cooling inside the car. If the temperature of the battery is not higher than 45 ° C, it is determined whether the temperature in the vehicle compartment reaches the air conditioning set temperature, and if so, the vehicle air conditioner controller reduces the opening degree of the second regulating valve 602, and increases the opening degree of the first regulating valve 601. If the temperature in the compartment does not reach the set temperature of the air conditioner, the cooling capacity requirement in the vehicle is preferentially satisfied. At this time, the difference between the temperature adjustment required power and the temperature adjustment actual power is partially cooled, and is provided by the semiconductor heat exchange module 5. . In the battery cooling program, if the vehicle air conditioner controller receives the battery cooling completion information sent by the battery manager, that is, the battery temperature reaches 35 ° C, the vehicle air conditioner controller forwards the battery cooling completion information to the battery thermal management controller, and the battery is cooled. carry out.

Here, the average temperature of the battery is processed hierarchically, and the critical values of temperature control are 40 ° C, 45 ° C and 35 ° C, respectively. When the battery temperature is higher than 40 °C, the battery cooling function is activated. When the battery temperature reaches 35 °C, the battery cooling is completed. When the battery temperature reaches a higher temperature of 45 °C, the vehicle air conditioner preferentially meets the cooling capacity requirement of the battery cooling. In addition, when P1 is less than P2, if the battery temperature does not exceed 45 °C, the cooling capacity requirement in the car is still prioritized. If the cooling power in the car is sufficient and reaches equilibrium, the car air conditioner further increases the battery cooling power.

As shown in Fig. 1a, the vehicle air conditioner can have three cooling circuits, namely a battery cooling branch circuit, an in-vehicle cooling circuit 1, and an in-vehicle cooling circuit 2. The first regulator valve 601 can be used to control the amount of cooling air intake of the battery cooling branch circuit. The second regulator valve 602 can be used to control the amount of cooling air intake of the in-vehicle cooling circuit 1. The third regulator valve 603 can be used to control the amount of cooling air intake of the in-vehicle cooling circuit 2. When the battery cooling function is activated, the battery cooling branch circuit is: air conditioning air outlet - first regulating valve 601 - first fan 501 - heat exchanger 3. The in-vehicle cooling circuit 1 is: an air conditioning air outlet - a second regulating valve 602 - a second fan 502 - a passenger compartment. The in-vehicle cooling branch circuit 2 mainly supplies cooling air to the space inside the vehicle through the third fan 503. The cooling air is cooled by the semiconductor heat exchange module 5 and then flows into the interior of the vehicle. The in-vehicle cooling circuit 2 is: an air conditioning air outlet - a first regulating valve 601 - a first fan 501 - a third regulating valve 603 - a third fan 503 - a semiconductor heat exchange module 5 - a car. When the battery cooling function is not activated, the first regulator valve 601 is closed. The first regulating valve 601 is opened when the battery cooling function is activated. The direction of the media return in the battery cooling duct is as follows: heat exchanger 3 - heater 11 (off) - pump 12 - first temperature sensor 14 - battery 4 - second temperature sensor - 15 - flow rate Sensor 16 - Media Container 13 - Heat Exchanger 3. When the battery heating function is activated, the direction of the media return in the battery cooling duct is as follows: heat exchanger 3 - heater 11 (on) - pump 12 - first temperature sensor 14 - battery 4 - second Temperature sensor 15 - flow rate sensor 16 - medium container 13 - heat exchanger 3. Wherein, the fourth fan 504 can blow the cooling wind of the cooling end to the car, and the fifth fan can blow the wind of the heating end to the outside of the car.

As shown in FIG. 1a, after the cooling air of the vehicle air conditioner 2 passes through the third regulating valve 603 and the third fan 503, after passing through the cooling end of the semiconductor heat exchange module 5 (forward power supply), the temperature is lowered and then blown. The return carriage acts as a cooling compartment, which reduces the impact of battery cooling on the refrigeration of the vehicle air conditioner.

In the cooling process, the semiconductor heat exchange module 5 compares the temperature adjustment required power P1 and the temperature adjustment actual power P2 of the battery. If P1 is smaller than P2, the cooling power of the semiconductor heat exchange module 5 is increased, and the fourth fan 504 is controlled. The fifth fan 505 operates at a high rotational speed to increase the cooling power of the semiconductor heat exchange module 5. In the battery cooling process, if the semiconductor heat exchange module 5 receives the battery cooling completion information of the vehicle air conditioner, the battery cooling is completed.

In summary, as in the system shown in Figure 1a, when the temperature regulation system is operating in the cooling mode, the initial power distribution for battery cooling and interior cooling is:

Set the battery temperature regulation demand power to P1, the battery temperature regulation actual power is P2, P3 is the maximum cooling power of the semiconductor heat exchange module, P6 is the interior cooling demand power, and P7 is the maximum cooling power of the vehicle air conditioner compressor.

When the sum of the battery temperature adjustment required power P1 and the in-vehicle cooling demand power P6 is ≤ the total compressor power P7, that is, P1 + P6 ≤ P7, the compressor operates in accordance with the P1 + P6 cooling power. And P1 < P7, P6 < P7. At the same time, the opening degree of the second regulating valve is controlled so that the cooling power in the vehicle is P6. The opening degrees of the first regulating valve and the third regulating valve are controlled such that the battery cooling power is P1.

When P7 < P1 + P6 ≤ P7 + P3, Pe = P1 + P6 - P7, Pf = P1 + P6 - P3, the compressor operates according to the maximum cooling power P7, and the semiconductor heat exchange module operates according to the cooling power Pe. The cooling power of the battery cooling branch is P1, and the cooling power of the vehicle is = P6. Alternatively, the semiconductor ventilation module operates at a maximum cooling power P3, and the compressor operates in accordance with the cooling power Pf. At the same time, the opening degree of the first regulating valve is controlled, so that the cooling power in the vehicle is P6, and the opening degree of the first regulating valve is controlled, so that the battery cooling power is P1.

When P1+P6>P7+P3, it is judged whether the battery temperature is greater than 45°C. If it is greater than 45°C, the cooling power is preferentially provided for battery cooling. The compressor operates according to the maximum cooling power P7, and the semiconductor heat exchange module according to the maximum cooling power. P3 runs while increasing fan speed. The opening degree of the first regulating valve is increased, so that the cooling power of the battery cooling branch is P1, and the opening degree of the second regulating valve is reduced, so that the cooling branch power in the vehicle is P7+P3-P1. If it is determined that the battery temperature is not greater than 45 ° C, and the temperature inside the vehicle has not reached the set temperature, the cooling power is preferentially provided for the vehicle, the compressor operates according to the maximum cooling power P7, and the semiconductor heat exchange module operates according to the maximum cooling power P3. Increase fan speed. The opening degree of the second regulating valve is increased, so that the cooling power of the cooling branch in the vehicle is P6, and the opening degree of the second regulating valve is reduced, so that the cooling power of the battery cooling branch is P7+P3-P6. If the temperature inside the vehicle has reached the set temperature, the cooling power of the battery is preferentially satisfied.

Power distribution in the battery cooling program:

If P1>P2, and Pc=P1-P2, P1+P6+Pc<P7, the compressor increases the cooling power Pc, increases the opening of the first regulating valve, and increases the pump speed to improve the battery cooling power. .

If P1>P2, and Pc=P1-P2, P7<P1+P6+Pc≤P7+P3, Pg=P1+P6+Pc-P7, Ph=P1+P6+Pc-P3, then the compressor is cooled according to maximum The power P7 operates, and the semiconductor ventilation module operates according to the cooling power Pg. Alternatively, the compressor operates in accordance with the cooling power Ph, and the semiconductor ventilation module operates in accordance with the maximum cooling power P3. Alternatively, the compressor operates at a maximum cooling power P7, and the semiconductor heat exchange module increases the cooling power Pc. Or the compressor increases the cooling power Pc, and the semiconductor heat exchange module operates according to the maximum cooling power P3. Or the compressor cooling power is constant, and the cooling power of the semiconductor heat exchange module is increased by Pc. Or the compressor cooling power increases Pc, and the cooling power of the semiconductor heat exchange module does not change. Or the compressor cooling power is increased by 0.5*Pc, and the semiconductor heat exchanger module cooling power is increased by 0.5Pc. Alternatively, the cooling power is increased in proportion to the ratio of the maximum cooling power of the compressor and the semiconductor heat exchange module. At the same time, the opening degree of the first regulating valve is increased, the control pump speed is increased, and the fan speed is increased, so that the cooling power of the battery cooling branch is increased by Pc.

If P1>P2, Pc=P1-P2, and P1+P6+Pc>P7+P3, the compressor operates according to the maximum cooling power P7, and the semiconductor heat exchange module operates according to the maximum cooling power P3, and simultaneously increases the fan speed. The battery thermal management heat exchange module increases the pump speed to increase the heat exchange power. At this time, it is judged whether the battery temperature is greater than 45 ° C, if it is greater than 45 ° C, the cooling power is preferentially provided for battery cooling, the compressor operates according to the maximum cooling power P7, and the semiconductor heat exchange module operates according to the maximum cooling power P3 while increasing the fan speed. . Increasing the opening degree of the first regulating valve, so that the cooling power of the battery cooling branch is P1+Pc, reducing the opening degree of the second regulating valve, so that the cooling branch power in the vehicle=P7+P3-P1-Pc, and controlling at the same time The pump speed is increased and the fan speed is increased, so that the cooling power of the battery cooling branch is increased by Pc. If it is determined that the battery temperature is not greater than 45 ° C, and the temperature inside the vehicle has not reached the set temperature, the cooling power is preferentially provided for the vehicle, the compressor operates according to the maximum cooling power P7, and the semiconductor heat exchange module operates according to the maximum cooling power P3. Increase fan speed. The opening degree of the second regulating valve is increased, so that the cooling power of the cooling branch in the vehicle is P6, and the opening degree of the first regulating valve is reduced, so that the cooling power of the battery cooling branch is P7+P3-P6. If the temperature inside the vehicle has reached the set temperature, the cooling power of the battery is preferentially satisfied.

If P1 ≤ P2, and Pc = P2 - P1, maintain the compressor cooling power unchanged, maintain the semiconductor cooling power unchanged, or reduce the cooling power of the compressor, reduce the cooling power of the semiconductor heat exchange module, or reduce the first Adjusting the opening of the valve, or reducing the pump speed, causes the cooling power of the battery cooling branch circuit to drop Pc.

When the temperature regulation system works in the heating mode: set the battery temperature regulation demand power to P1, the battery microblog, temperature regulation actual power is P2, P4 is the maximum heating power of the semiconductor heat exchange module, and P5 is the maximum of the heater heating power.

If P1 ≤ P5, the PTC heater supplies heating power to the battery in accordance with the heating power P1.

If P1>P5, and P1≤P5+P4, P1-P5=Pd, the heater provides heating power for the battery according to the maximum heating power P5, and the semiconductor heat exchange module provides heating power for the battery according to the heating power Pd, and simultaneously increases The fourth fan and the fifth fan rotate, and the battery thermal management heat exchange module increases the pump speed to increase the heat exchange power. If P1>P5, and P1>P5+P4, the PTC heater supplies heating power to the battery according to the maximum heating power P5, and the semiconductor heat exchange module supplies heating power to the battery according to the maximum heating power P3, and simultaneously increases the fourth fan and The fifth fan speed, the battery thermal management heat exchange module increases the pump speed to increase the heat exchange power.

In the heating program, if P1 ≤ P2, and Pc = P2 - P1, the semiconductor heat exchange module reduces the heating power Pc, reduces the fourth fan and the fifth fan rotation speed, or the PTC heater heating power decreases Pc, and the battery thermal management The heat exchange module reduces the pump speed to save energy. Or keep the current heating power unchanged.

In the heating program, if P1>P2, Pc=P1-P2, and P1+Pc≤P5, the PTC heater increases the heating power Pc, and the battery thermal management module controls the pump rotation speed to increase the battery heating power. .

If P1>P2, Pc=P1-P2, and P5<P1+Pc≤P5+P4, Pi=P1+Pc-P5, Pj= P1+Pc-P4, the PTC heater operates according to the maximum heating power P5, semiconductor The heat exchange module operates in accordance with the heating power Pi. Alternatively, the PTC heater operates in accordance with the heating power Pj, and the semiconductor heat exchange module operates in accordance with the maximum heating power P4. Or the PTC heater supplies heating power to the battery according to the maximum heating power P5, and the semiconductor heat exchange module increases the heating power Pc. Or the heating power of the heater is constant, and the heating power of the semiconductor heat exchange module is increased by Pc. Or the heater heating power increases Pc, and the heating power of the semiconductor heat exchange module does not change. Or the heating power of the PTC heater is increased by 0.5*Pc, the heating power of the semiconductor heat exchange module is increased by 0.5Pc, or the heating power is increased in proportion according to the ratio of the maximum heating power of the PTC heater and the semiconductor heat exchange module. At the same time, the fourth fan and the fifth fan speed are increased, and the battery heat management heat exchange module increases the pump speed to increase the heat exchange power, so that the battery heating power increases Pc.

If P1>P2, Pc=P1-P2, and P1+Pc>P5+P4, the PTC heater supplies heating power to the battery according to the maximum heating power P5, and the semiconductor heat exchange module provides heating for the battery according to the maximum heating power P4. Power, while increasing the speed of the fourth fan and the fifth fan, the battery thermal management heat exchange module increases the pump speed to improve the heat exchange power.

The difference between Fig. 1b and Fig. 1a is mainly that there are two battery cooling branches in the scheme shown in Fig. 1b, and one cooling circuit in the vehicle. The battery cooling branch 1 is: an air conditioning air outlet - a first regulating valve 601 - a first fan 501 - a heat exchanger 3. The battery cooling branch 2 is: a car-semiconductor heat exchange module 5, a third fan 503 - a third regulating valve 603 - a first fan 501 - a heat exchanger 3. The in-vehicle cooling circuit is: air conditioning air outlet - second regulating valve 602 - second fan 502 - car. The cooling wind source of the battery cooling branch 2 is the cooling air in the cabin, and the cooling air in the cabin is cooled by the cooling end of the semiconductor heat exchange module 5, passes through the third fan 503, the third regulating valve 603, and the first fan. After 501, the heat exchanger 3 is supplied with cooling air.

As shown in Figures 3a to 3b, the present invention also proposes a temperature adjustment system. Compared with Figure 1a, the schemes shown in Figures 3a to 3b are for cooling when the interior cooling is not turned on in Figure 3a. Circuit diagram. Since there is no need to turn on the cooling in the vehicle, it is determined whether the cooling air cooled by the battery needs to be recovered to the passenger compartment through the semiconductor heat exchange module 5 or discharged to the outside of the vehicle according to the temperature inside the vehicle. If the battery cooling air needs to be recovered, the battery cooling air passes through the third regulating valve 603 and the third fan 503 according to the scheme shown in FIG. 3a, and then blows back to the vehicle through the cooling end of the semiconductor heat exchange module 5 to cool the passenger compartment. If it is not necessary to recover the battery cooling air, the battery cooling air can be directly discharged to the outside of the vehicle through the third regulating valve 603 and the third fan 503 according to the scheme shown in FIG. 3b.

Fig. 4 is another temperature adjustment system. Compared with Fig. 1b, the scheme shown in Fig. 4 is a schematic diagram of a cooling circuit when the first embodiment is not turned on. At this time, there are two battery cooling branches. The battery cooling branch 1 is: an air conditioning air outlet - a first regulating valve 601 - a first fan 501 - a heat exchanger 3. The battery cooling branch 2 is: a car-semiconductor heat exchange module 5, a third fan 503 - a third regulating valve 603 - a first fan 501 - a heat exchanger 3. The battery cooling branch 2 is: a car-semiconductor heat exchange module 5 - a third fan 503 - a third regulating valve 603 - a first fan 501 - a heat exchanger 3.

As shown in FIG. 4, if the semiconductor controller receives the battery cooling function activation information sent by the vehicle air conditioner controller, the battery cooling function is activated, and the semiconductor controller sends the battery cooling function startup information to the battery thermal management controller. The semiconductor controller receives the temperature adjustment demand power P1 of the battery sent by the vehicle air conditioner. The semiconductor controller receives the water temperature information sent by the battery thermal management controller and the temperature of the battery to adjust the actual power P2. In the battery cooling function opening procedure, the semiconductor heat exchange module 5 is powered forward, so that the semiconductor heat exchange module 5 is in a cooling operation state, and the air inside the vehicle is blown toward the cooling end through the fourth fan 504, so that the air temperature is lowered. The cooling power of the semiconductor thermal module 5 is determined based on the difference between the temperature adjustment required power P1 and the temperature adjustment actual power P2. When the cooling function of the semiconductor heat exchange module is turned on, the fourth fan 504 and the fifth fan 505 are turned on.

Fig. 5 is a temperature adjustment system of another vehicle battery. Compared with Fig. 1a, the biggest difference is that neither the vehicle air conditioner 2 nor the semiconductor heat exchange module 5 operates. The solution is applicable to the case where the temperature inside the vehicle/outside environment is low, and the external cooling air is blown to the heat exchanger 3 through the second fan 502 - the second regulating valve 602 - the first regulating valve 601 - the first fan 501 is a battery 4 provides cooling power.

In addition, the present invention also provides a temperature adjustment system for a vehicle battery. As shown in FIG. 6, the vehicle battery temperature adjustment system may further include a fourth fan 504 connected to the cooling end of the semiconductor heat exchange module 5, and a fourth fan. The 504 is connected to the fourth tuyere of the car and the fifth fan 505 connected to the heating end of the semiconductor heat exchange module 5, and the fifth fan 505 is connected to the fifth tuyere outside the car.

Specifically, the scheme shown in FIG. 6 is applicable to a working condition in which the ambient temperature is lower and the battery generates a higher heat than the first embodiment. In this case, the battery cooling branch has two branches and the battery cooling branch. 1 is: air conditioning air outlet - first regulating valve 601 - first fan 501 - heat exchanger 3. The battery cooling branch 2 is: outside the vehicle - cooling end - third fan 503 - third regulating valve 603 - first fan 501 - heat exchanger 3. At the same time, there is an in-vehicle heating circuit, and the wind in the cabin is heated by the heating end of the semiconductor heat exchange module 5, and then blown into the cabin, so that the temperature inside the cabin rises.

In addition, when the temperature adjustment system of the on-vehicle battery operates in the heating mode, the heating power can be supplied through the semiconductor heat exchange module 5 in addition to the heating power that can be supplied through the heater 11. Specifically, as shown in FIG. 7, the third fan 503 is connected to the heating end of the semiconductor heat exchange module 5.

If the semiconductor controller receives the battery heating function start information sent by the vehicle air conditioner controller, the battery heating function is activated, and the semiconductor controller sends the battery heating function startup information to the vehicle air conditioner controller and the battery thermal management controller. The semiconductor controller receives the temperature adjustment required power P1 of the battery sent by the vehicle air conditioner controller. The semiconductor controller receives the water temperature information sent by the battery thermal management controller and the temperature of the battery to adjust the actual power. In the battery heating function opening procedure, the semiconductor heat exchange module 5 is reversely powered, so that the semiconductor heat exchange module 5 is in a heating operation state, and the vehicle interior air is blown toward the heating end through the fourth fan 504, so that the air temperature rises. The heating power of the semiconductor heat exchange module 5 is determined according to the difference between the temperature adjustment demand power P1 of the battery and the temperature adjustment actual power P2, that is, the heating power of the semiconductor heat exchange module 5 is equal to P1-P2. When the heating function of the semiconductor heat exchange module 5 is turned on, the fourth fan 504 and the fifth fan 505 are turned on.

As shown in FIG. 7, in the heating process of the semiconductor heat exchange module 5, the controller compares the temperature adjustment demand power P1 of the battery with the temperature adjustment actual power P2. If P1 is smaller than P2, the semiconductor heat exchange module 5 increases. The heating power is greatly increased, and the fourth fan 504 and the fifth fan 505 are controlled to operate at a high rotation speed to increase the heating power of the semiconductor heat exchange module. In the battery heating process, if the semiconductor controller receives the battery heating completion information of the vehicle air conditioner controller, the battery heating is completed.

According to the temperature regulation system of the vehicle battery according to the embodiment of the present invention, the heating power and the cooling power of the vehicle battery can be accurately controlled according to the actual state of the vehicle battery, and the temperature is adjusted when the vehicle battery temperature is too high or too low, so that the vehicle is in use. The temperature of the battery is maintained within a preset range to avoid the occurrence of temperature-affected battery performance.

Fig. 8 is a flow chart showing a temperature adjustment method of the vehicle battery according to the first embodiment of the present invention. Wherein, as shown in FIG. 1a to FIG. 1b, the vehicle battery temperature regulation system includes a heat exchanger; the vehicle air conditioner, the vehicle air conditioner has an air conditioning air outlet, and the first air passage is formed between the air conditioning air outlet and the heat exchanger; a heat exchange module, a second air passage is formed between the cooling end of the semiconductor heat exchange module and the first fan, and a third air passage is formed between the cooling end of the semiconductor heat exchange module and the compartment; the battery thermal management module The battery thermal management module is connected with the heat exchanger to form a heat exchange flow path; the controller (not specifically shown) is connected to the semiconductor heat exchange module, the battery thermal management module, and the vehicle air conditioner. As shown in Fig. 8, the temperature adjustment method of the vehicle battery includes the following steps:

S1, when the battery needs to perform heat exchange, obtain the temperature adjustment demand power P1 of the battery.

Further, in the embodiment of the present invention, acquiring the temperature adjustment required power of the battery specifically includes: acquiring a first parameter when the battery is turned on, and generating a first temperature adjustment required power according to the first parameter. Obtaining a second parameter of the battery during temperature adjustment, and generating a second temperature adjustment required power according to the second parameter. The temperature adjustment required power P1 is generated according to the first temperature adjustment required power and the second temperature adjustment required power.

Further, according to an embodiment of the invention, the first parameter is an initial temperature and a target temperature when the battery is turned on, and a target time t from the initial temperature to the target temperature, and the first temperature adjustment requirement is generated according to the first parameter. The power specifically includes: obtaining a first temperature difference ΔT ₁ between the initial temperature and the target temperature. The first temperature adjustment required power P1 is generated based on the first temperature difference ΔT ₁ and the target time t.

Further, according to an embodiment of the present invention, the first temperature adjustment required power is generated by the following formula (1): ΔT ₁ *C*M/t, (1)

Where ΔT ₁ is the first temperature difference between the initial temperature and 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.

According to an embodiment of the invention, the second parameter is the average current I of the battery within a preset time, and the second temperature adjustment required power is generated by the following formula (2): I ² *R, (2)

Where I is the average current and R is the internal resistance of the battery.

S2, obtaining the temperature adjustment actual power P2 of the battery.

According to an embodiment of the invention, obtaining the temperature adjustment actual power of the battery specifically includes: taking an inlet temperature and an outlet temperature of the flow path for adjusting the temperature of the battery, and obtaining a flow velocity v of the coolant flowing into the flow path. A second temperature difference ΔT ₂ is generated based on the inlet temperature and the outlet temperature. The temperature adjustment actual power P2 is generated based on the second temperature difference ΔT ₂ and the flow rate v.

Further, according to an embodiment of the present invention, the actual temperature P2 is adjusted according to the following formula (3): ΔT ₂ *C*m, (3)

Where ΔT ₂ is the second temperature difference, C is the specific heat capacity of the battery, and m is the coolant quality flowing through the cross section of the flow path per unit time, where m=v*ρ*s, v is the flow rate of the coolant, ρ is the density of the coolant, and s is the cross-sectional area of the flow path.

In addition, the flow rate sensor can also be replaced by a flow sensor, m=Q*ρ, and Q is the flow rate of the coolant flowing through the cross-sectional area of the flow path per unit time measured by the flow sensor.

S3, controlling at least one of the vehicle air conditioner and the semiconductor heat exchange module to adjust the temperature of the battery according to the temperature adjustment required power P1 and the temperature adjustment actual power P2.

Wherein, in the embodiment of the invention, the temperature of the battery is adjusted within the target time according to the temperature adjustment required power P1 and the temperature adjustment actual power P2 to reach the target temperature.

Specifically, after the vehicle is powered on, it is determined whether the battery needs to be temperature-regulated. When the temperature of the battery is high, for example, higher than 40 ° C, the temperature adjustment system of the vehicle battery enters a cooling mode, as shown in FIGS. 1a to 1b. The vehicle air conditioner 2 and the battery thermal management module 1 operate, the controller controls the first regulating valve 601 to be opened, and the first fan 501 blows the cooling air of the vehicle air conditioner 2 to the heat exchanger 3 to cool the cooling duct in the heat exchanger 3. The medium in the medium is cooled, and the medium is then cooled by the battery thermal management module 1. When the temperature regulation system of the vehicle battery operates in the cooling mode, the cooling air flow direction is: air conditioning air outlet - first regulating valve - first fan - heat exchanger; medium flow direction is: heat exchanger - battery thermal management module - battery - Battery thermal management module - heat exchanger. Moreover, when the battery is cooled, as shown in FIG. 1b, the controller can also control the operation of the semiconductor heat exchange module, and the third fan blows the cooling power of the semiconductor cooling end to the first fan, and is blown by the first fan. The heat exchanger cools the medium in the cooling pipe in the heat exchanger, and the medium is cooled by the battery thermal management module 1.

In the battery cooling program, the initial temperature of the battery (ie, the current temperature), the target temperature, and the target time t from the initial temperature to the target temperature are also obtained, wherein the target temperature and the target time t may be preset according to the actual condition of the vehicle battery. Then, the first temperature adjustment required power is calculated according to the formula (1). At the same time, the average current I of the battery in the preset time is obtained, and the second temperature adjustment required power is calculated according to the formula (2). Then, the temperature adjustment required power P1 (that is, the required power of the battery is adjusted to the target temperature) is calculated based on the first temperature adjustment required power and the second temperature adjustment required power. And, the inlet temperature and the outlet temperature of the battery are obtained, and the flow velocity information is acquired, and the actual temperature adjustment power P2 is calculated according to the formula (3). Finally, the power of the vehicle air conditioner and the semiconductor heat exchange module is adjusted according to the temperature adjustment required power P1 and the temperature adjustment actual power P2 to adjust the temperature of the battery. Therefore, the control method can accurately control the time required for the battery temperature adjustment, and the battery temperature adjustment actual power is instantly adjustable, which can ensure the temperature adjustment of the vehicle battery is completed within the target time, so that the temperature of the vehicle battery is maintained at a preset range. To avoid the situation where the performance of the vehicle battery is affected by temperature.

It will be understood that the battery 4 refers to an energy storage device that is mounted on the vehicle, provides power output to the vehicle, and provides electricity to other electrical devices on the vehicle, and can be repeatedly charged.

Specifically, as shown in FIG. 1, the vehicle air conditioner can provide cooling power for the battery, and can perform CAN communication with the battery thermal management module. The vehicle air conditioner also controls the opening or closing of the first regulating valve, and can adjust the opening degree of the first regulating valve. The first fan is controlled by the vehicle air conditioner, and the wind speed is adjustable.

When the temperature adjustment demand power P1 is to adjust the temperature of the battery to the target temperature, the temperature required by the battery adjusts the power. The battery temperature adjustment actual power P2 is the temperature adjustment power actually obtained by the battery when the battery is currently temperature-adjusted. The target temperature is the set value, which can be preset according to the actual condition of the vehicle battery. For example, when it is winter, the outdoor environment temperature is very low, and the battery needs to be heated. The target temperature can be set at about 10 ° C. When it is summer, The battery needs to be cooled and the target temperature can be set at around 35 °C.

When the temperature of the battery is high, for example, higher than 40 ° C, the temperature regulation system of the vehicle battery enters the cooling mode, the vehicle air conditioner and the battery thermal management module work, the first air conditioning valve controls the first regulating valve to open, and the first fan will be in the vehicle. The cooling air of the air conditioner is blown to the heat exchanger to cool the medium in the cooling pipe in the heat exchanger, and the medium is then cooled by the battery thermal management module.

When the battery is cooled, the initial temperature of the battery (ie, the current temperature), the target temperature, and the target time t from the initial temperature to the target temperature are obtained, wherein the target temperature and the target time t may be preset according to actual conditions, and according to the formula (1) Calculate the first temperature adjustment required power. At the same time, the average current I of the battery for a preset time is obtained, and the second temperature adjustment required power of the battery is calculated according to formula (2). Then, the temperature adjustment required power P1 of the battery (ie, the required temperature of the battery is adjusted to the required power of the target temperature) is calculated according to the battery first temperature adjustment required power and the second temperature adjustment required power. And, the inlet temperature and the outlet temperature of the battery are obtained, and the flow velocity information is acquired, and the actual temperature P2 of the temperature adjustment of the battery is calculated according to the formula (3). Among them, the temperature adjustment demand power P1 is to adjust the temperature of the battery to the set target temperature, and the power required to be supplied to the battery. The battery temperature adjusts the actual power P2, that is, when the current temperature of the battery is adjusted, the actual power obtained by the battery, the target temperature is set. The value can be preset according to the actual condition of the vehicle battery. For example, when the battery is cooled, the target temperature can be set at about 35 °C. Then, the power of the first fan and the opening degree of the first regulating valve are adjusted according to the temperature adjustment required power P1 and the temperature adjustment actual power P2. For example, if P1 is greater than P2, the cooling power of the compressor is increased, the rotational speed of the first fan and the opening of the first regulating valve are increased to increase the temperature of the battery to adjust the actual power, so that the battery 4 completes the cooling as soon as possible. Therefore, the temperature of the vehicle battery can be adjusted when the temperature of the vehicle battery is too high, so that the temperature of the vehicle battery is maintained within a preset range, thereby avoiding the situation that the performance of the vehicle battery is affected by the temperature.

According to an embodiment of the present invention, as shown in FIGS. 1a to 1b, the battery thermal management module includes a pump disposed on the heat exchange flow path, a first temperature sensor, a second temperature sensor, and a sense of flow velocity. a detector; wherein: the pump is used to flow the medium in the heat exchange flow path; the first temperature sensor is used to detect the inlet temperature of the medium flowing into the vehicle battery; and the second temperature sensor is used to detect the outlet of the medium flowing out of the vehicle battery Temperature; a flow rate sensor is used to detect the flow rate of the medium in the heat exchange flow path.

Further, as shown in FIGS. 1a to 1b, the battery thermal management module may further include a medium container disposed on the heat exchange flow path for storing and supplying the medium to the heat exchange flow path.

Further, as shown in FIG. 1a to FIG. 1b, the battery thermal management module may further include: a heater disposed on the heat exchange flow path, wherein the heater is configured to heat the medium in the heat exchange flow path.

Specifically, the temperature adjustment system of the vehicle battery can cool the battery through the vehicle air conditioner and the heat exchanger, and can also heat the medium through the heater to adjust the temperature of the battery when the battery temperature is low. The heater can be a PTC heater, and the heater is not directly in contact with the battery, and has high safety, reliability, and practicality. The pump is mainly used to provide power. The medium container is mainly used for storing medium and accepting the medium added to the temperature regulation system. When the medium in the temperature regulation system is reduced, the medium in the medium container can be automatically replenished. The first temperature sensor is used to detect the temperature of the battery flow path inlet medium, and the second temperature sensor is used to detect the temperature of the battery flow path exit medium. The flow sensor is used to detect the flow rate information of the medium in the pipeline in the temperature regulation system.

According to an embodiment of the present invention, as shown in FIG. 9, the temperature adjustment method may further include: acquiring a temperature of the battery, and determining whether the temperature of the battery is greater than a first temperature threshold (S10-S20); when the battery is When the temperature is greater than the first temperature threshold, the cooling mode is entered (S30); when the temperature of the battery is less than or equal to the first temperature threshold, it is determined whether the temperature of the battery is less than the second temperature threshold (S40); when the temperature of the battery When it is less than the second temperature threshold, the heating mode is entered (S50), wherein the first temperature threshold is greater than the second temperature threshold. The first temperature threshold and the second temperature threshold may be preset according to actual conditions. For example, the first temperature threshold may be 40 ° C, and the second temperature threshold may be 0 ° C.

Specifically, after the vehicle is powered on, the temperature of the battery is immediately acquired and judged. If the temperature of the battery is higher than 40 °C, the temperature of the battery is too high at this time. In order to avoid the influence of high temperature on the performance of the battery, it is necessary to cool down the battery, enter the cooling mode, and control the first regulating valve to open. A fan blows the cooling air of the vehicle air conditioner to the heat exchanger to cool the medium in the cooling pipe in the heat exchanger, and then the medium cools the battery through the battery thermal management module.

If the temperature of the battery is lower than 0 °C, it means that the temperature of the battery is too low. In order to avoid the influence of low temperature on the performance of the battery, it is necessary to heat up the battery, enter the heating mode, control the heater to open, and the vehicle air conditioner maintains the first A regulating valve is in a closed state, and the medium in the cooling pipe is heated by the heater to exchange heat between the medium and the battery to complete the temperature adjustment of the battery.

Further, according to an embodiment of the present invention, as shown in FIGS. 1a to 1b, the vehicle air conditioner includes a first regulating valve disposed in the first air passage and a first fan corresponding to the heat exchanger, when cooling In the mode, the method may further include: determining whether the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2; if the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2, acquiring the temperature adjustment required power P1 and the temperature adjustment actual power P2 The power difference between the two, and according to the power difference increases the cooling power of the compressor, while increasing the speed of the first fan or increasing the opening of the first regulating valve; if the temperature regulating required power P1 is less than or equal to the temperature regulating actual power P2, Then, the cooling power of the compressor is reduced, the rotational speed of the first fan is reduced, the opening degree of the first regulating valve is decreased, or the cooling power of the compressor, the rotational speed of the first fan, and the opening degree of the first regulating valve are maintained.

Specifically, as in the systems shown in FIGS. 1a to 1b, when operating in the cooling mode, the temperature adjustment required power P1 and the temperature adjustment actual power P2 of the battery are acquired, and judgment is made. If the P1 of the battery is greater than P2, it means that if the cooling of the battery cannot be completed within the target time according to the current cooling power, the power difference between the temperature adjustment required power P1 of the battery 4 and the actual power P2 of the temperature adjustment is obtained, and according to the power. The difference increases the cooling power of the compressor, increases the rotational speed of the first fan, and increases the opening of the first regulating valve to increase the amount of cooling air blown to the heat exchanger and accelerate heat exchange of the heat exchanger. Wherein, the greater the power difference between P1 and P2, the more the cooling power of the compressor, the rotational speed of the first fan and the opening degree of the first regulating valve are increased, so that the temperature of the battery is lowered to the target temperature within the preset time t. And if P1 is less than or equal to P2, the vehicle can reduce the cooling power of the compressor, reduce the rotation speed of the first fan to save electric energy, or maintain the cooling power of the compressor and the rotation speed of the first fan. When the temperature of the battery is lower than 35 °C, the battery cooling is completed, and the battery manager sends a message to turn off the temperature adjustment function through the CAN communication car air conditioner, and controls the first regulating valve and the first fan to be turned off. 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, then the cooling power of the compressor, the rotation speed of the first fan, and the opening degree of the first regulating valve are appropriately increased. In order to complete the cooling of the battery as soon as possible.

According to an embodiment of the invention, when in the heating mode, the method may further include: determining whether the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2. If the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2, the power difference between the temperature adjustment required power P1 and the temperature adjustment actual power P2 is obtained, and the power of the heater for heating the battery is increased according to the power difference; if the temperature adjustment requirement If the power P1 is less than or equal to the temperature-regulated actual power P2, the power of the heater is lowered or the power of the heater is kept constant.

Specifically, the temperature adjustment required power P1 and the temperature adjustment actual power P2 of the battery are acquired when operating in the heating mode, and determination is made. If the P1 of the battery is greater than P2, it means that if the heating of the battery cannot be completed within the target time according to the current heating power, the power difference between the temperature adjustment required power P1 of the battery and the actual power P2 of the temperature adjustment is obtained, and the heating is increased according to the power difference. The power of the device, wherein the greater the power difference between P1 and P2, the more the power of the heater 11 is increased, so that the temperature of the battery rises to the target temperature within the preset time t. And if P1 is less than or equal to P2, the heating power of the heater can be reduced to save power, or the power of the heater can be kept constant. When the temperature of the battery reaches 10 ° C, the battery is heated and the heater is controlled to stop heating. If the temperature adjustment system enters the heating mode for a long time, for example, after the hour, the temperature of the battery is still lower than 10 ° C, the power of the heater is appropriately increased to allow the battery to complete the temperature rise as soon as possible.

Further, according to an embodiment of the present invention, as shown in FIGS. 1a to 1b, the above method may further include: reducing the rotation speed of the pump when the temperature adjustment required power P1 is less than or equal to the temperature adjustment actual power P2 or Keep the speed of the pump constant, and increase the speed of the pump when the temperature adjustment demand power P1 is greater than the temperature adjustment actual power P2.

Specifically, when entering the heating mode or the cooling mode, if the P1 of the battery is less than or equal to P2, the rotation speed of the control pump is lowered to save electric energy, or the rotation speed of the pump is kept constant. If the P1 of the battery is greater than P2, in addition to controlling the cooling power of the compressor, the rotation speed of the first fan, the opening degree of the first regulating valve or the power of the heater, the rotation speed of the pump can be controlled to increase the unit time. The medium quality flowing through the cross-sectional area of the cooling flow path, thereby increasing the temperature adjustment actual power P2 of the battery to achieve temperature adjustment within the target time t.

According to an embodiment of the present invention, as shown in FIGS. 1a to 1b, a fourth air passage is formed between the air conditioning air outlet and the vehicle, and the vehicle air conditioner includes a second regulating valve and a second air passage disposed in the fourth air passage. The second fan, the method further comprises: obtaining a cabin temperature of the cabin, and adjusting an opening degree of the first regulating valve and the second regulating valve according to the cabin temperature, the temperature adjustment required power P1, and the temperature adjustment actual power P2.

Further, adjusting the opening degree of the first regulating valve and the second regulating valve according to the cabin temperature, the temperature adjustment required power P1, and the temperature adjustment actual power P2, including: determining whether the temperature adjustment required power P1 is smaller than the temperature adjustment actual power P2 If the temperature adjustment required power P1 is less than the temperature adjustment actual power P2, it is determined whether the temperature of the battery is greater than a first preset temperature threshold; if the temperature of the battery is greater than the first preset temperature threshold, reducing the opening of the second regulating valve Degree, and increase the opening of the first regulating valve. The first preset temperature threshold may be preset according to actual conditions, for example, may be 45 ° C.

Further, if the temperature of the battery is less than the first preset temperature threshold, it is further determined whether the temperature in the cabin reaches the air conditioner set temperature; if the air conditioner set temperature is not reached, the opening of the second regulating valve is increased, and the second The opening degree of the regulating valve; if the set temperature of the air conditioner is reached, the opening degree of the second regulating valve is decreased, and the opening degree of the first regulating valve is increased.

Specifically, as shown in FIGS. 1a to 1b, the battery cooling branch circuit supplies cooling power to the battery through the heat exchanger, and the first regulating valve can be used to control the cooling air intake amount of the battery cooling branch circuit. The second regulating valve can be used to control the amount of cooling air entering the cooling circuit in the vehicle. When the battery cooling function is activated, the battery cooling branch circuit is: air conditioning air outlet - first regulating valve - first fan - heat exchanger. The cooling circuit inside the car is: air conditioning air outlet - second regulating valve - second fan - car.

That is to say, by detecting the temperature in the cabin, and adjusting the required power P1 and the temperature-adjusting actual power P2 according to the temperature of the cabin and the temperature of the battery, the power distribution of each cooling circuit is adjusted to balance the cooling of the interior and the cooling of the battery. demand.

According to an embodiment of the present invention, as shown in FIGS. 1a to 1b, the semiconductor heat exchange module further includes a third fan disposed in the second air passage corresponding to the cooling end of the semiconductor heat exchange module. The third regulating valve. The semiconductor heat exchange module has a heating end and a cooling end. And the third fan corresponds to the cooling end of the semiconductor heat exchange module.

Cooling End Further, according to an embodiment of the present invention, as shown in FIGS. 1a to 1b, the vehicle battery temperature adjustment system may further include a fourth fan connected to the cooling end of the semiconductor heat exchange module, and the fourth fan 504 and The fourth tuyere of the car is connected, and a fifth fan connected to the heating end of the semiconductor heat exchange module.

Specifically, the semiconductor replacement module has a heating end and a cooling end. When the power supply is reversed, the heating end and the cooling end are exchanged. A heat exchange fan (fourth fan and fifth fan) is mounted on the heating end and the cooling end of the semiconductor heat exchange module to accelerate heat exchange between the heating end and the cooling end. The increase of the speed of the heat exchange fan can increase the cooling power of the semiconductor heat exchange module.

After the battery cooling function is activated, the temperature adjustment required power P1 of the battery is obtained. In the battery cooling process, the first regulator valve and the second regulator valve are controlled to be opened while controlling the first fan and the second fan to start operating. At the same time, the temperature of the obtained battery adjusts the actual power P2. In the battery cooling program, comparing the temperature adjustment demand power P1 of the battery and the temperature actual power P2 information of the battery, if the temperature adjustment required power P1 is smaller than the actual temperature power P2, it is determined whether the temperature of the battery reaches 45 ° C (higher temperature), If the temperature of the battery reaches 45 ° C, the opening of the second regulating valve is reduced, the opening of the first regulating valve is increased, the cooling air flow in the vehicle is reduced, and the cooling air flow of the battery cooling branch is increased to adjust the battery cooling and Cooling capacity distribution for cooling inside the car. If the temperature of the battery is not higher than 45 ° C, it is judged whether the temperature in the cabin reaches the set temperature of the air conditioner, and if it is reached, the opening degree of the second regulating valve is decreased, and the opening degree of the first regulating valve is increased, if the temperature in the cabin is If the air conditioning set temperature is not reached, the cooling capacity requirement in the vehicle is preferentially satisfied. At this time, the difference between the temperature adjustment required power and the temperature adjustment actual power is partially provided by the semiconductor heat exchange module. In the battery cooling program, if the temperature of the vehicle battery reaches 35 ° C, the vehicle air conditioner forwards the battery cooling completion information to the battery thermal management controller, and the battery cooling is completed.

Here, the average temperature of the battery is processed hierarchically, and the critical values of temperature control are 40 ° C, 45 ° C and 35 ° C, respectively. When the battery temperature is higher than 40 °C, the battery cooling function is activated. When the battery temperature reaches 35 °C, the battery cooling is completed. When the battery temperature reaches a higher temperature of 45 °C, the vehicle air conditioner preferentially meets the cooling capacity requirement of the battery cooling. In addition, when P1 is less than P2, if the battery temperature does not exceed 45 °C, the cooling capacity requirement in the car is still prioritized. If the cooling power in the car is sufficient and reaches equilibrium, the car air conditioner further increases the battery cooling power.

As shown in Fig. 1a, there are three cooling circuits, namely a battery cooling branch circuit, an in-vehicle cooling circuit 1, and an in-vehicle cooling circuit 2. The first regulator valve can be used to control the amount of cooling air entering the battery cooling branch circuit. The second regulating valve can be used to control the amount of cooling air intake of the in-vehicle cooling circuit 1. The third regulating valve can be used to control the amount of cooling air intake of the in-vehicle cooling circuit 2. When the battery cooling function is activated, the battery cooling branch circuit is: air conditioning air outlet - first regulating valve - first fan - heat exchanger. The in-vehicle cooling circuit 1 is: air conditioning air outlet - second regulating valve - second fan - car. The in-vehicle cooling branch circuit 2 mainly supplies cooling air to the space inside the vehicle through the third fan, and the cooling air first flows through the semiconductor heat exchange module and then flows into the interior of the vehicle compartment. The interior cooling circuit 2 is: air conditioning air outlet - first regulating valve - first fan - third regulating valve - third fan - semiconductor heat exchange module - compartment. When the battery cooling function is not activated, the first regulator valve closes. The first regulator valve opens when the battery cooling function is activated. The direction of the media return in the battery cooling duct is as follows: heat exchanger - heater (off) - pump - first temperature sensor - battery - second temperature sensor - flow sensor - medium container - Heat Exchanger. When the battery heating function is activated, the direction of the media return in the battery cooling duct is as follows: heat exchanger - heater (on) - pump - first temperature sensor - battery - second temperature sensor - - Flow sensor - medium container - heat exchanger. Wherein, the fourth fan can blow the cooling wind of the cooling end to the car, and the fifth fan can blow the wind of the heating end to the outside of the car.

As shown in Figure 1a, after the cooling air of the vehicle air conditioner enters the third regulating valve and the third fan, after passing through the cooling end of the semiconductor heat exchange module (forward power supply), the temperature drops and then blows back to the car. By the action of cooling the car, the effect of battery cooling on the refrigeration of the car air conditioner is reduced.

In the cooling process, the temperature adjustment required power P1 and the temperature adjustment actual power P2 of the battery are compared. If P1 is less than P2, the cooling power of the semiconductor heat exchange module 5 is increased, and the fourth fan and the fifth fan are controlled at a high speed. Work to increase the cooling power of the semiconductor heat exchange module. In the battery cooling process, if the semiconductor heat exchange module receives the battery cooling completion information of the vehicle air conditioner, the battery cooling is completed.

The difference between Fig. 1b and Fig. 1a is mainly that in the scheme shown in Fig. 1b, there are two battery cooling branches and one cooling circuit in the vehicle. The battery cooling branch 1 is: air conditioning air outlet - first regulating valve - first fan - heat exchanger. The battery cooling branch 2 is: a car-semiconductor heat exchange module - a third fan - a third regulating valve - a first fan - a heat exchanger. The cooling circuit inside the car is: air conditioning air outlet - second regulating valve - second fan - car. The cooling wind source of the battery cooling branch 2 is the cooling air in the cabin, and the cooling air in the cabin is cooled by the cooling end of the semiconductor heat exchange module, and then replaced by the third fan, the third regulating valve and the first fan. The heater provides cooling air.

According to an embodiment of the present invention, as shown in FIG. 6, the vehicle battery temperature adjustment system further includes a fourth fan connected to the heating end of the semiconductor heat exchange module, and the fourth fan is connected to the fourth air port of the car, and A fifth fan connected to the cooling end of the semiconductor heat exchange module, and a fifth fan connected to the fifth air outlet outside the vehicle.

Specifically, the scheme shown in FIG. 6 is applicable to a working condition in which the ambient temperature is lower and the battery generates a higher heat than the first embodiment. In this case, the battery cooling branch has two branches and the battery cooling branch. 1 is: air conditioning air outlet - first regulating valve - first fan - heat exchanger. The battery cooling branch 2 is: outside the vehicle - cooling end - third fan - third regulating valve - first fan - heat exchanger 3. At the same time, there is an in-vehicle heating circuit, and the wind in the cabin is heated by the heating end of the semiconductor heat exchange module, and then blown into the cabin, so that the temperature inside the cabin rises.

In addition, when the temperature regulation system of the vehicle battery operates in the heating mode, in addition to providing heating power through the heater, the heating power can be supplied through the semiconductor heat exchange module. Specifically, as shown in FIG. 7, the third fan is connected to the heating end of the semiconductor heat exchange module.

In the battery heating function opening procedure, the semiconductor heat exchange module is reversely powered, so that the semiconductor heat exchange module is in a heating state, and the air inside the vehicle is blown to the heating end through the fourth fan, so that the air temperature rises. The heating power of the semiconductor heat exchange module is determined according to the difference between the temperature adjustment demand power P1 of the battery and the temperature adjustment actual power P2, that is, the heating power of the semiconductor heat exchange module is equal to P1-P2. When the heating function of the semiconductor heat exchange module is turned on, the fourth fan and the fifth fan are turned on.

As shown in Fig. 7, in the heating process of the semiconductor heat exchange module, the semiconductor heat exchange module compares the temperature adjustment demand power P1 of the battery with the temperature adjustment actual power P2 information, and if the P1 is smaller than P2, the semiconductor heat exchange module Increasing the heating power while controlling the fourth fan and the fifth fan to operate at a high rotational speed, increasing the heating power of the semiconductor heat exchange module. In the battery heating process, if the semiconductor heat exchange module receives the battery heating completion information of the vehicle air conditioner, the battery heating is completed.

According to the temperature adjustment method of the vehicle battery according to the embodiment of the present invention, the heating power and the cooling power of each battery can be accurately controlled according to the actual state of each battery, and the temperature is adjusted when the battery temperature is too high or too low. The temperature of the battery is maintained within a preset range to avoid the occurrence of temperature-affected battery performance.

Embodiments of the present invention also provide a non-transitory computer readable storage medium having stored thereon a computer program that is implemented by the processor to implement the temperature adjustment method described above.

The non-transitory computer readable storage medium of the embodiment of the present invention acquires the temperature adjustment required power and the temperature adjustment actual power of the battery when the battery needs to perform heat exchange, and adjusts the actual power to the temperature of the battery according to the temperature adjustment required power and temperature. The adjustment is made to adjust the temperature of the battery when the temperature of the vehicle battery is too high, so that the temperature of the vehicle battery is maintained within a preset range, and the performance of the vehicle battery due to excessive temperature is prevented from occurring.

10a to 10b are structural diagrams of a temperature adjustment system of a vehicle battery according to a seventh embodiment of the present invention. As shown in FIGS. 10a to 10b, the temperature regulation system of the vehicle battery includes: a battery thermal management module 1, a semiconductor heat exchange module 5, a battery cooling branch 30, a vehicle air conditioner 10, and an in-vehicle cooling branch 20 And controller (not specifically shown in the figure).

Among them, the battery cooling branch 30 includes a heat exchanger 3. The semiconductor heat exchange module 5 is used to cool the heat exchanger 3. The battery thermal management module 1 is connected to the battery 4 and the heat exchanger 3. The battery thermal management module 1 is connected to the battery 4 and the heat exchanger 3. The vehicle air conditioner 10 includes a compressor 101 and a condenser 12. The in-vehicle cooling branch 20 is connected to the compressor 101 and the heat exchanger 3. The controller is configured to obtain the temperature adjustment required power P1 and the temperature adjustment actual power P2 of the battery, and control the temperature adjustment of the battery by the semiconductor heat exchange module 5 and/or the vehicle air conditioner 10 according to the temperature adjustment required power P1 and the temperature adjustment actual power P2.

Specifically, the semiconductor replacement module 5 has a heating end and a cooling end. When the power supply is reversed, the heating end and the cooling end are exchanged. A heat exchange fan (fourth fan 504 and fifth fan 505) is mounted on both the heating end and the cooling end of the semiconductor heat exchange module 5 for accelerating heat exchange between the heating end and the cooling end. The increase in the rotational speed of the heat exchange fan can increase the cooling/heating power of the semiconductor heat exchange module 5. As shown in Fig. 10a, the power supply of the semiconductor heat exchange module is positively connected. As shown in Fig. 10b, the power supply of the conductor heat exchange module is reversed.

When the temperature of the battery 4 is high, for example, higher than 40 ° C, the temperature regulation system of the vehicle battery enters the cooling mode, and the battery thermal management module 1 and the semiconductor heat exchange module 5 operate, and the semiconductor heat exchange module 5 is positive. After the power is supplied, the cooling end starts to cool, and the cooling fan is blown to the heat exchanger by the fourth fan 504 to cool the medium in the cooling pipe in the heat exchanger 3, and then the medium is cooled by the battery thermal management module 1. At the same time, the fifth fan 505 blows the heat of the heating end to the outside of the vehicle.

When the temperature of the battery is too low, for example, lower than 0 ° C, the temperature regulation system of the vehicle battery enters the heating mode, the battery thermal management module 1 and the semiconductor heat exchange module 5 work, and the semiconductor heat exchange module 5 is reversely powered. The semiconductor heating end starts heating, and the heating fan is blown to the heat exchanger 3 through the fourth fan 504 to cool the medium in the cooling pipe in the heat exchanger 3, and the medium is cooled by the battery thermal management module 1 to At the same time, the fifth fan 505 blows the cold air of the cooling end to the outside of the vehicle.

As shown in Figs. 10a to 10b, the vehicle air conditioner 10 constitutes a cooling branch. Wherein, the cooling branch includes a compressor 101 and a condenser 12 connected in series; the evaporator 21, the first expansion valve 22 and the first electronic valve 23 constitute an in-vehicle cooling branch 20; the heat exchanger 3 and the second expansion valve 31 The second electronic valve 32 constitutes a battery cooling branch 30.

The heat exchanger 3 can be a plate heat exchanger, and its physical position can be located in the circuit where the vehicle air conditioner compressor 101 is located, which facilitates the factory debugging of the vehicle air conditioner, and enables the vehicle air conditioner to be separately supplied and assembled, and at the same time, the vehicle air conditioner is installed in the program. Just add the media once. The physical location of the heat exchanger 3 can also be located within the battery thermal management module 1.

The interior of the vehicle air conditioner is divided into two independent cooling branches starting from the condenser 12, which are the in-vehicle cooling branch 20 and the battery cooling branch 30, respectively. The in-vehicle cooling branch 20 mainly supplies cooling power to the space in the cabin through the evaporator 21, and the battery cooling branch mainly supplies the cooling power to the battery 4 through the heat exchanger 3. The cooling power of the battery cooling branch mainly has two sources, one of which is that the refrigerant of the compressor 101 flows into the heat exchanger 3, which provides the cooling power for the heat exchanger 3, and the other is the cooling of the semiconductor heat exchange module 5. The end blows cooling air to the heat exchanger 3 through the fourth fan 504 to provide cooling power to the heat exchanger.

The first electronic valve 23 and the second electronic valve 32 are used to control the opening and closing of the in-vehicle cooling branch 20 and the battery cooling branch 30, respectively. The first expansion valve 22 and the second expansion valve 31 can be used to control the refrigerant flow of the in-vehicle cooling branch 20 and the battery cooling branch 30, respectively, to control the cooling power of the in-vehicle cooling branch 20 and the battery cooling branch 30, respectively. .

When the cooling function of the battery 4 is started, there are two flow directions of the refrigerant, and the in-vehicle cooling branch 20 is: the compressor 101 - the condenser 12 - the first electronic valve 23 - the first expansion valve 22 - the evaporator 21 - the compressor 101; battery cooling branch 30 is: compressor 101 - condenser 12 - second electronic valve 32 - second expansion valve 31 - heat exchanger 3 - compressor 101. Further, the semiconductor heat exchanging module 5 cools the cooling air in the passenger compartment through the cooling end of the semiconductor heat exchanger, and then blows it to the heat exchanger 3 through the fourth fan 504. When the battery cooling function is not activated, the second electronic valve 32 is closed. The second electronic valve 32 is opened when the battery cooling function is activated. If cooling is not required in the vehicle at this time, the first electronic valve 32 is closed. If the battery cooling function is not activated, the semiconductor heat exchange module is not energized. As shown in Figure 10a, after the vehicle is powered on, the controller immediately obtains the temperature of the battery and makes a judgment. If the temperature of the battery is higher than 40 ° C, the temperature of the battery 4 is too high at this time, in order to avoid the influence of the high temperature on the performance of the battery 4, the battery 4 needs to be cooled, the temperature adjustment system enters the cooling mode, and the controller controls The second electronic valve 32 is turned on and controls the semiconductor heat exchange module to supply power in the forward direction. When the battery is cooled, the first electronic valve is opened, and the flow direction of the cold coal is: compressor 101 - condenser 12 - second electronic valve 32 - second expansion valve 31 - heat exchanger 3; medium flow direction is: heat exchanger 3 - Heater 11 (off) - Pump 12 - First Temperature Sensor 14 - Battery 4 - Second Temperature Sensor - 15 - Flow Sensor 16 - Media Container 13 - Heat Exchanger 3.

As shown in Fig. 10b, if the temperature of the battery 4 is lower than 0 °C, the temperature of the battery 4 is too low at this time. In order to avoid the influence of the low temperature on the performance of the battery 4, the temperature of the battery 4 needs to be increased, and the temperature adjustment system enters. In the heating mode, the second electronic valve 32 is kept in the off state, and the semiconductor heat exchange module 5 is reversely supplied with power.

When cooling or heating the battery 4, the controller also immediately obtains the temperature adjustment required power P1 and the temperature adjustment actual power P2 of the battery, wherein the temperature adjustment required power P1 adjusts the temperature of the battery to the set target temperature, and needs to be provided to The power of the battery 4, the battery temperature adjusts the actual power P2, that is, when the temperature of the battery is currently adjusted, the actual power obtained by the battery 4, the target temperature is a set value, and can be preset according to the actual situation of the vehicle battery, for example, when the battery is Cooling, the target temperature can be set at about 35 ° C, when the battery is heated, the target temperature can be about 10 ° C. At the same time, the controller adjusts the power of the semiconductor heat exchange module 5 or the compressor according to the temperature adjustment required power P1 and the temperature adjustment actual power P2, for example, when the battery is cooled, if P1 is greater than P2, then increase The power of the semiconductor heat exchange module 5, and controlling the increase of the rotational speed of the fourth fan 504 and the fifth fan 505, or controlling the power increase of the compressor 101, causes the battery 4 to complete the cooling as soon as possible. Therefore, the temperature adjustment system can adjust the temperature when the temperature of the vehicle battery is too high or too low, so that the temperature of the vehicle battery is maintained within a preset range, thereby avoiding the situation that the performance of the vehicle battery is affected by the temperature.

It can be understood that, as shown in Fig. 11, each of the electronic valve and the expansion valve is controlled by the vehicle air conditioner controller. As shown in Figures 10a to 10b, the battery thermal management module includes a pump disposed on the heat exchange flow path, a first temperature sensor, a second temperature sensor, and a flow rate sensor; wherein: the pump is used The medium in the heat exchange flow path is flowed; the first temperature sensor is used to detect the inlet temperature of the medium flowing into the vehicle battery; the second temperature sensor is used to detect the outlet temperature of the medium flowing out of the vehicle battery; and the flow rate sensor is used for detecting The flow rate of the medium in the heat exchange flow path.

Further, as shown in FIGS. 10a to 10b, the battery thermal management module 1 may further include a medium container disposed on the heat exchange flow path for storing and supplying the medium to the heat exchange flow path.

How to acquire the temperature adjustment required power P1 and the temperature adjustment actual power P2 of the battery 4 will be described below with reference to specific examples.

According to an embodiment of the invention, the controller may be configured to acquire a first parameter when the battery is turned on, and generate a first temperature adjustment required power of the battery according to the first parameter, and obtain a second parameter of the battery during temperature adjustment. And generating a second temperature adjustment required power of the battery according to the second parameter, and generating a temperature adjustment required power P1 of the battery according to the first temperature adjustment required power of the battery and the second temperature adjustment required power of the battery.

Further, according to an embodiment of the invention, the first parameter is an initial temperature and a target temperature when the battery is turned on, and a target time t from the initial temperature to the target temperature, and the first temperature between the initial temperature and the target temperature is obtained. The difference ΔT ₁ , and the first temperature adjustment required power is generated according to the first temperature difference ΔT ₁ and the target time t.

Further, the first temperature adjustment required power is generated by the following formula (1): ΔT ₁ *C*M/t (1),

Where ΔT ₁ is the first temperature difference between the initial temperature and the target temperature, t is the target time, C is the specific heat capacity of the battery 4, and M is the quality of the battery 4.

The second parameter is the average current I of the battery within a preset time, and the second temperature adjustment required power is generated by the following formula (2): I ² *R, (2),

Where I is the average current and R is the internal resistance of the battery 4.

Specifically, the charge and discharge current parameter of the battery 4 can be detected by the current Hall sensor. The battery manager can estimate the average current of the battery 4 based on the current parameter of the battery 4 for a period of time.

When the battery 4 is cooled, P1 = ΔT ₁ * C * M / t + I ² * R; when the battery 4 is heated, P1 = ΔT ₁ * C * M / tI ² * R.

According to an embodiment of the invention, the controller further generates a second temperature difference ΔT ₂ according to the inlet temperature detected by the first temperature sensor 14 and the outlet temperature detected by the second temperature sensor, and according to the second of each battery The temperature difference ΔT ₂ and the flow rate v detected by the flow rate sensor produce a temperature-regulated actual power P2 of the battery.

Further, according to an embodiment of the present invention, the actual power P2 is adjusted according to the following formula (3): ΔT ₂ *c*m, (3)

Where ΔT ₂ is the second temperature difference, c is the specific heat capacity of the medium in the flow path, and m is the medium quality of the cross-sectional area flowing through the flow path per unit time, wherein m=v*ρ*s, v is the medium The flow rate, ρ is the density of the medium, and s is the cross-sectional area of the flow path.

According to an embodiment of the invention, the controller further acquires the temperature of the battery; determines whether the temperature of the battery is greater than a first temperature threshold; when the temperature of the battery is greater than the first temperature threshold, enters a cooling mode; when the temperature of the battery is less than or When it is equal to the first temperature threshold, it is further determined whether the temperature of the battery is less than a second temperature threshold; when the temperature of the battery is less than the second temperature threshold, the heating mode is entered, wherein the first temperature threshold is greater than the second temperature threshold The first temperature threshold and the second temperature threshold may be preset according to actual conditions, for example, the first temperature threshold may be 40 ° C, and the second temperature threshold may be 0 ° C.

Specifically, after the vehicle is powered on, the temperature of the battery is immediately acquired and judged. If the temperature of the battery is higher than 40 ° C, the temperature of the battery is too high at this time. In order to avoid the influence of high temperature on the performance of the battery, the battery needs to be cooled, and the temperature adjustment system enters the cooling mode. If the temperature of the battery is lower than 0 °C, the temperature of the battery 4 is too low. In order to avoid the influence of low temperature on the performance of the battery, the battery needs to be warmed up, the temperature adjustment system enters the heating mode, and the heater is turned on. The electric second electronic valve 32 is kept in the closed state.

According to an embodiment of the present invention, as shown in FIGS. 10a to 10b, when in the cooling mode, the controller is further configured to obtain the temperature adjustment required power P1 and the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2. The temperature is adjusted to adjust the power difference between the actual power P2, so that the semiconductor heat exchange module 5 increases the power according to the power difference, and the temperature adjustment required power P1 is less than or equal to the temperature adjustment actual power P2, thereby reducing the semiconductor heat exchange module 5 The power and / or reduce the cooling power of the compressor to save power, or to maintain the power of the semiconductor heat exchange module 5 and / or the compressor.

Specifically, when operating in the cooling mode, the controller acquires the temperature adjustment required power P1 of the battery 4 and the temperature adjustment actual power P2, and makes a determination. If the P1 of the battery 4 is greater than P2, it indicates that if the cooling of the battery 4 cannot be completed within the target time according to the current cooling power, the electric controller acquires the power between the temperature adjustment required power P1 of the battery 4 and the actual power P2 of the temperature adjustment. Poor, and the power of the semiconductor heat exchange module 5 and the rotation speeds of the fourth fan 504 and the fifth fan 505 are increased according to the power difference, so that the temperature of the battery 4 is lowered to the target temperature within the preset time t. If P1 is less than or equal to P2, the cooling power of the semiconductor heat exchange module 5 and the rotational speed of the fourth fan 504, the fifth fan 505, and the cooling power of the compressor can be reduced to save electrical energy, or the semiconductor heat exchange module can be maintained. 5. The power of the compressor is unchanged. When the temperature of the battery is lower than 35 ° C, the battery 4 is cooled, the semiconductor heat exchange module 5 is controlled to stop cooling and the second electronic valve 32 is closed. If the temperature adjustment system enters the cooling mode for a long time, for example, after 1 hour, the temperature of the battery 4 is still higher than 35 ° C, the cooling power and the rotation speed of the fourth fan 504 and the fifth fan 505 are appropriately increased to make the battery 4 Complete the cooling as soon as possible.

When in the cooling mode, if the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2, the controller further determines whether the temperature of the battery is greater than a first preset temperature threshold; if the temperature of the battery is greater than or equal to the first preset temperature threshold The controller increases the coolant flow rate of the battery cooling branch and reduces the coolant flow rate of the cooling branch in the vehicle; if the temperature of the battery is less than the first preset temperature threshold, the controller further determines whether the temperature in the cabin is When the air conditioner set temperature is reached, if the air conditioner set temperature is not reached, the coolant flow rate of the cooling branch in the vehicle is increased, and the coolant flow rate of the battery cooling branch is reduced. The first preset temperature threshold may be 45 °C. Specifically, the coolant flow rate of the cooling branch in the vehicle can be adjusted by adjusting the opening degree of the first expansion valve, and the coolant flow rate of the battery cooling branch can be adjusted by adjusting the opening degree of the second expansion valve.

According to an embodiment of the present invention, further, as shown in FIGS. 12a to 12b, the battery thermal management module 1 may further include: a heater 11 disposed on the heat exchange flow path, and the heater 11 for the heat exchange flow The medium in the road is heated.

Specifically, the temperature adjustment system of the vehicle battery can be heated by the semiconductor heat exchange module, and the medium can be heated by the heater to adjust the temperature of the battery when the battery temperature is low. The heater can be a PTC heater, and the heater is not directly in contact with the battery, and has high safety, reliability, and practicality. The pump is mainly used to provide power. The medium container is mainly used for storing medium and accepting the medium added to the temperature regulation system. When the medium in the temperature regulation system is reduced, the medium in the medium container can be automatically replenished. The first temperature sensor is used to detect the temperature of the battery flow path inlet medium, and the second temperature sensor is used to detect the temperature of the battery flow path exit medium. The flow sensor is used to detect the flow rate information of the medium in the pipeline in the temperature regulation system.

As shown in Figures 12a to 12b, when in the heating mode, the controller obtains the temperature difference between the temperature adjustment demand power P1 and the temperature adjustment actual power P2 when the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2. And increasing the heating power of the heater 11 according to the temperature difference, and keeping the heating power of the heater 11 constant when the temperature adjustment required power P1 is less than or equal to the temperature adjustment actual power P2.

Specifically, when operating in the heating mode, the controller acquires the temperature adjustment required power P1 of the battery 4 and the temperature adjustment actual power P2, and makes a determination. If the P1 of the battery 4 is greater than P2, it indicates that if the temperature rise of the battery 4 cannot be completed within the target time according to the current heating power, the battery thermal management module 1 acquires between the temperature adjustment required power P1 of the battery 4 and the actual temperature P2 of the temperature adjustment. The power is poor, and the power of the heater 11 is increased according to the power difference, wherein the greater the power difference between P1 and P2, the more the power of the heater 11 is increased, so that the temperature of the battery 4 rises to the target within the preset time t. temperature. And if P1 is less than or equal to P2, the heating power of the heater 11 can be reduced to save electric energy, or the power of the heater 11 can be kept constant. When the temperature of the battery reaches the second set temperature, for example, 10 ° C, the battery 4 is heated, and the battery manager sends information to turn off the temperature adjustment function to the battery thermal management controller through CAN communication to control the heater 11 to stop heating. If the temperature adjustment system enters the heating mode for a long period of time, for example, after 2 hours, the temperature of the battery 4 is still lower than 10 ° C, the battery thermal management controller appropriately increases the power of the heater 11 to cause the battery 4 to complete the temperature rise as soon as possible.

Further, according to an embodiment of the present invention, as shown in FIGS. 10a to 10b and 12a to 12b, the controller is further configured to: when the temperature adjustment required power P1 is less than or equal to the temperature adjustment actual power P2, The rotation speed of the pump 12 is lowered or the rotation speed of the pump 12 is kept constant, and the rotation speed of the pump 12 is increased when the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2.

Specifically, when the temperature adjustment system enters the heating mode or the cooling mode, if the P1 of the battery 4 is less than or equal to P2, the battery thermal management module 1 controls the rotation speed of the pump 12 to be reduced to save power, or to maintain the pump 12 The speed does not change. If the P1 of the battery 4 is greater than P2, in addition to controlling the increase of the semiconductor heat exchange module 5 or the power of the heater 11, the rotation speed of the pump 12 can be controlled to increase the cross-sectional area of the cooling flow path per unit time. The quality of the medium, thereby increasing the temperature of the battery 4, adjusts the actual power P2 to achieve temperature regulation within the target time t.

In summary, as shown in Figures 12a to 12b, when the car air conditioner does not work, only the semiconductor heat exchange module cools and cools the battery, the battery temperature adjustment demand power is P1, and the battery temperature adjusts the actual power. For P2, P3 is the maximum cooling power of the semiconductor heat exchange module.

If P1 ≤ P3, the semiconductor heat exchange module provides cooling power to the battery according to the cooling power P1.

If P1>P3, the semiconductor heat exchange module provides cooling power for the battery according to the maximum cooling power P3, and increases the rotation speed of the fourth fan and the fifth fan, and the battery heat management heat exchange module increases the pump speed to improve the heat exchange power. .

In the cooling process, if P1 ≤ P2, and Pc = P2 - P1, the semiconductor heat exchange module reduces the cooling power Pc, reduces the fourth fan and the fifth fan speed, and the battery thermal management heat exchange module reduces the pump speed To save energy. Or keep the current power for cooling.

In the cooling program, if P1>P2, Pc=P1-P2, and P1+Pc≤P3, the semiconductor heat exchange module increases the cooling power Pc, increases the fourth fan and the fifth fan speed, and simultaneously manages the battery heat management. The thermal module increases the pump speed while increasing the battery cooling power. If P1+Pc>P3, the semiconductor heat exchange module provides cooling power for the battery according to the maximum cooling power P3, and increases the rotation speed of the fourth fan and the fifth fan, and the battery thermal management heat exchange module increases the pump rotation speed to improve the exchange. Thermal power.

When the battery is heated, the temperature adjustment required power of the battery is P1, the actual temperature of the battery is adjusted to P2, P4 is the maximum heating power of the semiconductor heat exchange module, and P5 is the maximum heating power of the PTC heater.

If P1 ≤ P5, the PTC heater supplies heating power to the battery in accordance with the heating power P1.

If P1>P5, and P1≤P5+P4, P1-P5=Pd, the PTC heater supplies heating power to the battery according to the maximum heating power P5, and the semiconductor heat exchange module supplies heating power to the battery according to the heating power Pd. The fourth fan and the fifth fan are rotated, and the battery thermal management heat exchange module increases the pump speed to increase the heat exchange power. If P1>P5, and P1>P5+P4, the PTC heater supplies heating power to the battery according to the maximum heating power P5, and the semiconductor heat exchange module supplies heating power to the battery according to the maximum heating power P3, and simultaneously increases the fourth fan and The fifth fan speed, the battery thermal management heat exchange module increases the pump speed to increase the heat exchange power.

In the heating program, if P1 ≤ P2, and Pc = P2 - P1, the semiconductor heat exchange module reduces the heating power Pc, reduces the fourth fan and the fifth fan rotation speed, or the PTC heater heating power decreases Pc, and the battery thermal management The heat exchange module reduces the pump speed to save energy. Or keep the current heating power unchanged.

In the heating program, if P1>P2, Pc=P1-P2, and P1+Pc≤P5, the PTC heater increases the heating power Pc, and the battery thermal management module controls the pump rotation speed to increase the battery heating power. .

If P1>P2, Pc=P1-P2, and P5<P1+Pc≤P5+P4, Pi=P1+Pc-P5, Pj= P1+Pc-P4, the PTC heater operates according to the maximum heating power P5, semiconductor The heat exchange module operates in accordance with the heating power Pi. Alternatively, the PTC heater operates in accordance with the heating power Pj, and the semiconductor heat exchange module operates in accordance with the maximum heating power P4. Or the PTC heater supplies heating power to the battery according to the maximum heating power P5, and the semiconductor heat exchange module increases the heating power Pc. Or the heating power of the heater is constant, and the heating power of the semiconductor heat exchange module is increased by Pc. Or the heater heating power increases Pc, and the heating power of the semiconductor heat exchange module does not change. Or the heating power of the PTC heater is increased by 0.5*Pc, the heating power of the semiconductor heat exchange module is increased by 0.5Pc, or the heating power is increased in proportion according to the ratio of the maximum heating power of the PTC heater and the semiconductor heat exchange module. At the same time, the fourth fan and the fifth fan speed are increased, and the battery heat management heat exchange module increases the pump speed to increase the heat exchange power, so that the battery heating power increases Pc.

If P1>P2, Pc=P1-P2, and P1+Pc>P5+P4, the PTC heater supplies heating power to the battery according to the maximum heating power P5, and the semiconductor heat exchange module provides heating for the battery according to the maximum heating power P4. Power, while increasing the speed of the fourth fan and the fifth fan, the battery thermal management heat exchange module increases the pump speed to improve the heat exchange power.

Moreover, when the battery is cooled, if P1 ≤ P3, the semiconductor heat exchange module supplies cooling power to the battery according to the cooling power P1. If P1>P3, the semiconductor heat exchange module provides cooling power for the battery according to the maximum cooling power P3, and increases the rotation speed of the fourth fan and the fifth fan, and the battery heat management heat exchange module increases the pump speed to improve the heat exchange power. .

In the cooling process, if P1 ≤ P2, and Pc = P2 - P1, the semiconductor heat exchange module reduces the cooling power Pc, reduces the fourth fan and the fifth fan speed, and the battery thermal management heat exchange module reduces the pump speed To save energy. Or keep the current power for cooling.

In the cooling program, if P1>P2, Pc=P1-P2, and P1+Pc≤P3, the semiconductor heat exchange module increases the cooling power Pc, increases the fourth fan and the fifth fan speed, and simultaneously manages the battery heat management. The thermal module increases the pump speed while increasing the battery cooling power. If P1+Pc>P3, the semiconductor heat exchange module provides cooling power for the battery according to the maximum cooling power P3, and increases the rotation speed of the fourth fan and the fifth fan, and the battery thermal management heat exchange module increases the pump rotation speed to improve the exchange. Thermal power.

When the battery is heated, if P1 ≤ P5, the PTC heater supplies heating power to the battery in accordance with the heating power P1. If P1>P5, and P1≤P5+P4, P1-P5=Pd, the PTC heater supplies heating power to the battery according to the maximum heating power P5, and the semiconductor heat exchange module supplies heating power to the battery according to the heating power Pd. The fourth fan and the fifth fan are rotated, and the battery thermal management heat exchange module increases the pump speed to increase the heat exchange power. If P1>P5, and P1>P5+P4, the PTC heater supplies heating power to the battery according to the maximum heating power P5, and the semiconductor heat exchange module supplies heating power to the battery according to the maximum heating power P3, and simultaneously increases the fourth fan and The fifth fan speed, the battery thermal management heat exchange module increases the pump speed to increase the heat exchange power.

In the heating program, if P1 ≤ P2, and Pc = P2 - P1, the semiconductor heat exchange module reduces the heating power Pc, reduces the fourth fan and the fifth fan rotation speed, or the PTC heater heating power decreases Pc, and the battery thermal management The heat exchange module reduces the pump speed to save energy. Or keep the current heating power unchanged.

In the heating program, if P1>P2, Pc=P1-P2, and P1+Pc≤P5, the PTC heater increases the heating power Pc, and the battery thermal management module controls the pump rotation speed to increase the battery heating power. .

If P1>P2, Pc=P1-P2, and P5<P1+Pc≤P5+P4, Pi=P1+Pc-P5, Pj= P1+Pc-P4, the PTC heater operates according to the maximum heating power P5, semiconductor The heat exchange module operates in accordance with the heating power Pi. Alternatively, the PTC heater operates in accordance with the heating power Pj, and the semiconductor heat exchange module operates in accordance with the maximum heating power P4. Or the PTC heater supplies heating power to the battery according to the maximum heating power P5, and the semiconductor heat exchange module increases the heating power Pc. Or the heating power of the heater is constant, and the heating power of the semiconductor heat exchange module is increased by Pc. Or the heater heating power increases Pc, and the heating power of the semiconductor heat exchange module does not change. Or the heating power of the PTC heater is increased by 0.5*Pc, the heating power of the semiconductor heat exchange module is increased by 0.5Pc, or the heating power is increased in proportion according to the ratio of the maximum heating power of the PTC heater and the semiconductor heat exchange module. At the same time, the fourth fan and the fifth fan speed are increased, and the battery heat management heat exchange module increases the pump speed to increase the heat exchange power, so that the battery heating power increases Pc.

If P1>P2, Pc=P1-P2, and P1+Pc>P5+P4, the PTC heater supplies heating power to the battery according to the maximum heating power P5, and the semiconductor heat exchange module provides heating for the battery according to the maximum heating power P4. Power, while increasing the speed of the fourth fan and the fifth fan, the battery thermal management heat exchange module increases the pump speed to improve the heat exchange power.

It can be understood that the vehicle air conditioner controller can adjust the power distribution of each cooling branch according to the cabin air temperature condition, the battery temperature adjustment demand power P1 and the temperature adjustment actual power P2, thereby balancing the cooling requirements of the interior cooling and the battery cooling.

As shown in Figures 12a to 12b, when the vehicle air conditioner and the semiconductor heat exchange module simultaneously cool the battery, the initial power distribution of the battery cooling and the interior cooling is as follows:

The battery cooling demand power is P1, the actual battery cooling power is P2, P3 is the maximum cooling power of the semiconductor heat exchange module, P6 is the interior cooling power, and P7 is the maximum cooling power of the compressor.

When the sum of the battery cooling demand power P1 and the in-vehicle cooling demand power P6 is ≤ P7, that is, P1 + P6 ≤ P7, the compressor operates in accordance with the P1 + P6 cooling power. And P1 < P7, P6 < P7. At the same time, the opening degree of the first expansion valve is controlled so that the cooling power in the vehicle is P6. The expansion valve opening is controlled such that the battery cooling power is P1.

When P7 < P1 + P6 ≤ P7 + P3, Pe = P1 + P6 - P7, Pf = P1 + P6 - P 3, the compressor operates according to the maximum cooling power P7, and the semiconductor heat exchange module operates according to the cooling power Pe. The cooling power of the battery cooling branch is P1, and the cooling power of the vehicle is = P6. Alternatively, the semiconductor ventilation module operates at a maximum cooling power P3, and the compressor operates in accordance with the cooling power Pf. At the same time, the opening degree of the first expansion valve is controlled so that the cooling power in the vehicle is P6. The expansion valve opening is controlled such that the battery cooling power is P1.

When P1+P6>P7+P3, it is judged whether the battery temperature is greater than 45°C. If it is greater than 45°C, the cooling power is preferentially provided for battery cooling. The compressor operates according to the maximum cooling power P7, and the semiconductor heat exchange module according to the maximum cooling power. P3 runs while increasing fan speed. The opening degree of the second expansion valve is increased, so that the cooling power of the battery cooling branch is P1, and the opening degree of the first expansion valve is reduced, so that the cooling branch power in the vehicle is P7+P3-P1. If it is determined that the battery temperature is not greater than 45 ° C, and the temperature inside the vehicle has not reached the set temperature, the cooling power is preferentially provided for the vehicle, the compressor operates according to the maximum cooling power P7, and the semiconductor heat exchange module operates according to the maximum cooling power P3. Increase fan speed. The opening degree of the first expansion valve is increased, so that the cooling power of the cooling branch in the vehicle is P6, and the opening degree of the second expansion valve is reduced, so that the cooling power of the battery cooling branch is P7+P3-P6. If the temperature inside the vehicle has reached the set temperature, the cooling power of the battery is preferentially satisfied.

Power distribution in the battery cooling program:

If P1>P2, and Pc=P1-P2, P1+P6+Pc<P7, the compressor increases the cooling power Pc, increases the opening of the second expansion valve, and increases the water pump speed to improve the battery cooling power. .

If P1>P2, and Pc=P1-P2, P7<P1+P6+Pc≤P7+P3, Pg=P1+P6+Pc-P7, Ph=P1+P6+Pc-P3, then the compressor is cooled according to maximum The power P7 operates, and the semiconductor ventilation module operates according to the cooling power Pg. Alternatively, the compressor operates in accordance with the cooling power Ph, and the semiconductor ventilation module operates in accordance with the maximum cooling power P3. Alternatively, the compressor operates at a maximum cooling power P7, and the semiconductor heat exchange module increases the cooling power Pc. Or the compressor increases the cooling power Pc, and the semiconductor heat exchange module operates according to the maximum cooling power P3. Or the compressor cooling power is constant, and the cooling power of the semiconductor heat exchange module is increased by Pc. Or the compressor cooling power increases Pc, and the cooling power of the semiconductor heat exchange module does not change. Or the compressor cooling power is increased by 0.5*Pc, and the semiconductor heat exchanger module cooling power is increased by 0.5Pc. Alternatively, the cooling power is increased in proportion to the ratio of the maximum cooling power of the compressor and the semiconductor heat exchange module. At the same time, the opening degree of the second expansion valve is controlled to increase, the control pump speed is increased, and the fan speed is increased, so that the cooling power of the battery cooling branch is increased by Pc.

If P1>P2, Pc=P1-P2, and P1+P6+Pc>P7+P3, the compressor operates according to the maximum cooling power P5, and the semiconductor heat exchange module operates according to the maximum cooling power P3, and simultaneously increases the fan speed. The battery thermal management heat exchange module increases the pump speed to increase the heat exchange power. At this time, it is judged whether the battery temperature is greater than 45 ° C, if it is greater than 45 ° C, the cooling power is preferentially provided for battery cooling, the compressor operates according to the maximum cooling power P7, and the semiconductor heat exchange module operates according to the maximum cooling power P3 while increasing the fan speed. . Increasing the opening degree of the second expansion valve, so that the cooling power of the battery cooling branch is P1+Pc, reducing the opening degree of the first expansion valve, so that the cooling branch power in the vehicle=P7+P3-P1-Pc, and controlling at the same time The pump speed is increased and the fan speed is increased, so that the cooling power of the battery cooling branch is increased by Pc. If it is determined that the battery temperature is not greater than 45 ° C, and the temperature inside the vehicle has not reached the set temperature, the cooling power is preferentially provided for the vehicle, the compressor operates according to the maximum cooling power P7, and the semiconductor heat exchange module operates according to the maximum cooling power P3. Increase fan speed. The opening degree of the first expansion valve is increased, so that the cooling power of the cooling branch in the vehicle is P6, and the opening degree of the second expansion valve is reduced, so that the cooling power of the battery cooling branch is P7+P3-P6. If the temperature inside the vehicle has reached the set temperature, the cooling power of the battery is preferentially satisfied.

If P1 ≤ P2, and Pc = P2 - P1, maintain the compressor cooling power unchanged, maintain the semiconductor cooling power unchanged, or reduce the compressor cooling power, reduce the cooling power of the semiconductor heat exchange module, or reduce the second The opening of the expansion valve, or the reduction of the pump speed, causes the cooling power of the battery cooling branch circuit to drop by Pc.

When the battery is heated, the battery heating demand power is P1, the actual battery heating power is P2, P4 is the maximum heating power of the semiconductor heat exchange module, and P5 is the maximum heating power of the PTC heater.

If P1 ≤ P5, the PTC heater supplies heating power to the battery in accordance with the heating power P1.

If P1>P5, and P1≤P5+P4, P1-P5=Pd, the PTC heater supplies heating power to the battery according to the maximum heating power P5, and the semiconductor heat exchange module supplies heating power to the battery according to the heating power Pd. The fourth fan and the fifth fan are rotated, and the battery thermal management heat exchange module increases the pump speed to increase the heat exchange power. If P1>P5, and P1>P5+P4, the PTC heater supplies heating power to the battery according to the maximum heating power P5, and the semiconductor heat exchange module supplies heating power to the battery according to the maximum heating power P3, and simultaneously increases the fourth fan and The fifth fan speed, the battery thermal management heat exchange module increases the pump speed to increase the heat exchange power.

In the heating program, if P1 ≤ P2, and Pc = P2 - P1, the semiconductor heat exchange module reduces the heating power Pc, reduces the fourth fan and the fifth fan rotation speed, or the PTC heater heating power decreases Pc, and the battery thermal management The heat exchange module reduces the pump speed to save energy. Or keep the current heating power unchanged.

In the heating program, if P1>P2, Pc=P1-P2, and P1+Pc≤P5, the PTC heater increases the heating power Pc, and the battery thermal management module controls the pump rotation speed to increase the battery heating power. .

If P1>P2, Pc=P1-P2, and P5<P1+Pc≤P5+P4, Pi=P1+Pc-P5, Pj= P1+Pc-P4, the PTC heater operates according to the maximum heating power P5, semiconductor The heat exchange module operates in accordance with the heating power Pi. Alternatively, the PTC heater operates in accordance with the heating power Pj, and the semiconductor heat exchange module operates in accordance with the maximum heating power P4. Or the PTC heater supplies heating power to the battery according to the maximum heating power P5, and the semiconductor heat exchange module increases the heating power Pc. Or the heating power of the heater is constant, and the heating power of the semiconductor heat exchange module is increased by Pc. Or the heater heating power increases Pc, and the heating power of the semiconductor heat exchange module does not change. Or the heating power of the PTC heater is increased by 0.5*Pc, the heating power of the semiconductor heat exchange module is increased by 0.5Pc, or the heating power is increased in proportion according to the ratio of the maximum heating power of the PTC heater and the semiconductor heat exchange module. At the same time, the fourth fan and the fifth fan speed are increased, and the battery heat management heat exchange module increases the pump speed to increase the heat exchange power, so that the battery heating power increases Pc.

If P1>P2, Pc=P1-P2, and P1+Pc>P5+P4, the PTC heater supplies heating power to the battery according to the maximum heating power P5, and the semiconductor heat exchange module provides heating for the battery according to the maximum heating power P4. Power, while increasing the speed of the fourth fan and the fifth fan, the battery thermal management heat exchange module increases the pump speed to improve the heat exchange power.

According to the temperature regulation system of the vehicle battery according to the embodiment of the present invention, the heating power and the cooling power of the vehicle battery can be accurately controlled according to the actual state of the vehicle battery, and the temperature is adjusted when the vehicle battery temperature is too high or too low. Keep the temperature of the vehicle battery at a preset range to avoid the situation where the performance of the vehicle battery is affected by the temperature.

Figure 13 is a flow chart showing a temperature adjustment method of a vehicle battery according to a third embodiment of the present invention. Wherein, as shown in Figures 10a to 10b, the vehicle battery temperature regulation system comprises a battery cooling branch, the battery cooling branch comprises a heat exchanger; the semiconductor heat exchange module, the semiconductor heat exchange module is used for the heat exchanger Refrigeration; battery thermal management module connected to battery and heat exchanger; vehicle air conditioner, vehicle air conditioner including compressor, condenser; in-vehicle cooling branch connected to compressor and heat exchanger; as shown in Fig. 13, The method includes the following steps:

S1 ^' , obtain the temperature adjustment demand power P1 of the battery.

Further, according to an embodiment of the present invention, acquiring the temperature adjustment required power P1 of the battery specifically includes: acquiring a first parameter when the battery is turned on, and generating a first temperature adjustment required power of the battery according to the first parameter. Obtaining a second parameter of the battery during temperature adjustment, and generating a second temperature adjustment required power of the battery according to the second parameter. The temperature adjustment required power P1 of the battery is generated according to the first temperature adjustment required power of the battery and the second temperature adjustment required power of the battery.

Further, according to an embodiment of the invention, the first parameter is an initial temperature and a target temperature when the battery is turned on, and a target time t from the initial temperature to the target temperature, and the first temperature of the battery is generated according to the first parameter. Adjusting the required power specifically includes: obtaining a first temperature difference ΔT ₁ between the initial temperature and the target temperature. The first temperature adjustment required power is generated based on the first temperature difference ΔT ₁ and the target time t.

Further, according to an embodiment of the present invention, the first temperature adjustment required power is generated by the following formula (1): ΔT ₁ *C*M/t, (1)

Where ΔT ₁ is the first temperature difference between the initial temperature and 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.

According to an embodiment of the invention, the second parameter is the average current I of the battery battery within a preset time, and the second temperature adjustment required power of the battery is generated by the following formula (2): I ² *R, (2)

Where I is the average current and R is the internal resistance of the battery.

Wherein, when the battery is cooled, P1 = ΔT ₁ * C * M / t + I ² * R; when the battery is heated, P1 = ΔT ₁ * C * M / tI ² * R.

S2 ^' , obtain the temperature of the battery to adjust the actual power P2.

According to an embodiment of the invention, acquiring the temperature-regulating actual power P2 of the battery specifically includes: obtaining an inlet temperature and an outlet temperature of the flow path for adjusting the temperature of the battery, and acquiring a flow velocity v of the medium flowing into the flow path. A second temperature difference ΔT ₂ is generated according to the inlet temperature and the outlet temperature of the flow path of the battery. The temperature-adjusted actual power P2 is generated based on the second temperature difference ΔT _{2 of the} battery and the flow rate v.

Further, according to an embodiment of the present invention, the actual power P2 is adjusted according to the following formula (3): ΔT ₂ *c*m, (3)

Where ΔT ₂ is the second temperature difference, c is the specific heat capacity of the medium in the flow path, and m is the medium quality of the cross-sectional area flowing through the flow path per unit time, wherein m=v*ρ*s, v is the medium The flow rate, ρ is the density of the medium, and s is the cross-sectional area of the flow path.

S3 ^' controls the semiconductor heat exchange module and/or the vehicle air conditioner to adjust the temperature of the battery according to the temperature adjustment demand power P1 and the temperature adjustment actual power P2.

Further, as shown in FIGS. 10a to 10b, the semiconductor replacement module has a heating end and a cooling end. When the power supply is reversed, the heating end and the cooling end are exchanged. A heat exchange fan (fourth fan and fifth fan) is mounted on the heating end and the cooling end of the semiconductor heat exchange module to accelerate heat exchange between the heating end and the cooling end. The increase in the speed of the heat exchange fan can increase the cooling/heating power of the semiconductor heat exchange module. As shown in Fig. 10a, the power supply of the semiconductor heat exchange module is positively connected. As shown in Fig. 10b, the power supply of the conductor heat exchange module is reversed.

When the temperature of the battery is high, for example, higher than 40 ° C, the temperature regulation system of the vehicle battery enters the cooling mode, the battery thermal management module and the semiconductor heat exchange module work, and the semiconductor heat exchange module supplies power to the cooling end. The cooling is started, and the cooling fan is blown to the heat exchanger by the fourth fan to cool the medium in the cooling pipe in the heat exchanger, and the medium is cooled by the battery thermal management module, and the fifth fan will be heated The heat is blown outside the car.

When the temperature of the battery is too low, for example, below 0 ° C, the temperature regulation system of the vehicle battery enters the heating mode, the battery thermal management module and the semiconductor heat exchange module 5 work, the semiconductor heat exchange module is reversely powered, and the semiconductor heating end Heating is started, and the heating fan is blown to the heat exchanger by the fourth fan to cool the medium in the cooling pipe in the heat exchanger 3, and the medium is cooled by the battery thermal management module, and the fifth fan is cooled. The cold wind at the end is blowing outside the car.

As shown in Figures 10a to 10b, the vehicle air conditioner constitutes a cooling branch. Wherein, the cooling branch includes a compressor and a condenser connected in series; the evaporator, the first expansion valve and the first electronic valve constitute an in-vehicle cooling branch; the heat exchanger, the second expansion valve, and the second electronic valve constitute a battery cooling Branch road 30.

The interior of the car air conditioner is divided into independent cooling branches from the condenser, which are the in-vehicle cooling branch and the battery cooling branch. The in-vehicle cooling branch mainly supplies cooling power to the space inside the compartment through the evaporator, and the battery cooling branch mainly supplies cooling power to the battery through the heat exchanger. The cooling power of the battery cooling branch mainly has two sources, one of which is that the refrigerant of the compressor flows into the heat exchanger 3, which provides the cooling power for the heat exchanger 3, and the other is that the cooling end of the semiconductor heat exchange module passes. The fourth fan blows cooling air to the heat exchanger to provide cooling power to the heat exchanger. If the battery cooling function is not activated, the semiconductor heat exchange module is not energized. If the temperature of the battery is lower than 0 °C, it means that the temperature of the battery is too low. In order to avoid the influence of low temperature on the performance of the battery, the battery needs to be warmed up, the temperature adjustment system enters the heating mode, and the electric control heating is turned on while maintaining the first The two electronic valves are in a closed state, and the semiconductor heat exchange module is reversely powered.

When the battery 4 is cooled or heated, the initial temperature of the battery (ie, the current temperature), the target temperature, and the target time t from the initial temperature to the target temperature are also obtained, wherein the target temperature and the target time t may be preset according to actual conditions. And calculating the first temperature adjustment required power according to formula (1). At the same time, the average current I of the battery for a preset time is obtained, and the second temperature adjustment required power of the battery is calculated according to formula (2). Then, the temperature adjustment required power P1 of the battery (ie, the required temperature of the battery is adjusted to the required power of the target temperature) is calculated according to the battery first temperature adjustment required power and the second temperature adjustment required power. And, the inlet temperature and the outlet temperature of the battery are obtained, and the flow velocity information is acquired, and the actual temperature P2 of the temperature adjustment of the battery is calculated according to the formula (3). Among them, the temperature adjustment demand power P1 is to adjust the temperature of the battery to the set target temperature, and the power required to be supplied to the battery. The battery temperature adjusts the actual power P2, that is, when the current temperature of the battery is adjusted, the actual power obtained by the battery, the target temperature is set. The value can be preset according to the actual condition of the vehicle battery. For example, when the battery is cooled, the target temperature can be set at about 35 °C. Then, the semiconductor heat exchange module and the vehicle air conditioner are controlled according to the temperature adjustment required power P1 and the temperature adjustment actual power P2. For example, if P1 is greater than P2, the semiconductor heat exchange module increases the cooling power, and controls the fourth fan and the fifth fan to increase the rotational speed, so that the battery 4 completes the cooling as soon as possible. Therefore, the temperature of the vehicle battery can be adjusted when the temperature of the vehicle battery is too high, so that the temperature of the vehicle battery is maintained within a preset range, thereby avoiding the situation that the performance of the vehicle battery is affected by the temperature.

According to an embodiment of the present invention, the temperature adjustment method of the vehicle battery may further include: acquiring a temperature of the battery; determining whether the temperature of the battery is greater than a first temperature threshold; and entering a cooling mode when the temperature of the battery is greater than a first temperature threshold When the temperature of the battery is less than or equal to the first temperature threshold, continue to determine whether the temperature of the battery is less than a second temperature threshold; when the temperature of the battery is less than the second temperature threshold, enter a heating mode, wherein the first temperature is critical The value is greater than the second temperature threshold.

Specifically, after the vehicle is powered on, the temperature of the battery is immediately acquired and judged. If the temperature of the battery is higher than 40 ° C, the temperature of the battery is too high at this time. In order to avoid the influence of high temperature on the performance of the battery, the battery needs to be cooled, and the temperature adjustment system enters the cooling mode.

If the temperature of the battery is lower than 0 °C, the temperature of the battery 4 is too low. In order to avoid the influence of low temperature on the performance of the battery, the battery needs to be warmed up, the temperature adjustment system enters the heating mode, and the heater is turned on. Keep the battery cooling branch off.

Further, as shown in FIGS. 10a to 10b, when in the cooling mode, the semiconductor heat exchange module and/or the vehicle air conditioner are controlled to perform temperature adjustment of the battery according to the temperature adjustment required power P1 and the temperature adjustment actual power P2. The method includes: determining whether the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2; if the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2, obtaining a power difference between the temperature adjustment required power P1 and the temperature adjustment actual power P2, and according to The power difference increases the power of the semiconductor heat exchange module and/or the compressor; if the temperature regulation required power P1 is less than or equal to the temperature-regulated actual power P2, the power of the semiconductor heat exchange module is reduced and/or the refrigeration of the compressor is reduced. Power, or maintain the power of the semiconductor heat exchange module and / or compressor.

Specifically, when operating in the cooling mode, the temperature adjustment required power P1 of the battery and the temperature adjustment actual power P2 are acquired and judged. If the P1 of the battery is greater than P2, it means that if the cooling of the battery cannot be completed within the target time according to the current cooling power, the power difference between the temperature adjustment required power P1 of the battery and the actual power P2 of the temperature adjustment is obtained, and according to the power difference The power of the semiconductor heat exchange module and the rotation speed of the fourth fan and the fifth fan are increased to lower the temperature of the battery to the target temperature within a preset time t. And if P1 is less than or equal to P2, the power of the semiconductor heat exchange module and the rotation speed of the fourth fan and the fifth fan can be reduced, and/or the cooling work power of the compressor can be reduced to save power or keep the semiconductor exchange. The power of the thermal module and or the compressor is constant. When the temperature of the battery is lower than 35 ° C, the battery cooling is completed, and the semiconductor heat exchange module is controlled to stop cooling. 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 semiconductor heat exchange module further increases the cooling power and the rotation speed of the fourth fan and the fifth fan, so that The battery is cooled as soon as possible.

As shown in FIG. 10a to FIG. 10b, when the cooling mode is set, if the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2, it is determined whether the temperature of the battery is greater than a first preset temperature threshold; if the temperature of the battery is greater than Or equal to the first preset temperature threshold, increasing the coolant flow rate of the battery cooling branch and reducing the coolant flow rate of the cooling branch in the vehicle; if the temperature of the battery is less than the first preset temperature threshold, then further It is determined whether the temperature in the cabin reaches the set temperature of the air conditioner; if the air conditioner set temperature is not reached, the coolant flow rate of the cooling branch in the vehicle is increased, and the coolant flow rate of the battery cooling branch is reduced. Specifically, the coolant flow rate of the cooling branch in the vehicle can be adjusted by adjusting the opening degree of the first expansion valve, and the coolant flow rate of the battery cooling branch can be adjusted by adjusting the opening degree of the second expansion valve.

According to an embodiment of the present invention, as shown in Figures 12a to 12b, the battery thermal management module further includes a heater connected to the controller for heating the medium in the heat exchange flow path when the heating mode is The method may further include: determining whether the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2; and if the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2, obtaining between the temperature adjustment required power P1 and the temperature adjustment actual power P2 The power difference is increased, and the heating power for the heater is increased according to the power difference; if the temperature adjustment required power P1 is less than or equal to the temperature adjustment actual power P2, the heating power of the heater is kept unchanged.

Specifically, when operating in the heating mode, the temperature adjustment required power P1 of the battery and the temperature adjustment actual power P2 are acquired and judged. If the P1 of the battery is greater than P2, it indicates that if the temperature rise of the battery cannot be completed within the target time according to the current heating power, the power difference between the temperature adjustment required power P1 of the battery 4 and the actual power P2 of the temperature adjustment is obtained, and the power difference is increased according to the power difference. The power of the heater, wherein the greater the power difference between P1 and P2, the more the power of the heater is increased, so that the temperature of the battery rises to the target temperature within a preset time t. And if P1 is less than or equal to P2, the heating power of the heater can be reduced to save power, or the power of the heater can be kept constant. When the temperature of the battery reaches a second set temperature, for example, 10 ° C, the battery is heated and the heater is controlled to stop heating. If the temperature adjustment system enters the heating mode for a long time, for example, after 2 hours, the temperature of the battery is still lower than 10 ° C, the power of the heater is appropriately increased to allow the battery to complete the temperature rise as soon as possible.

Further, according to an embodiment of the present invention, as shown in Figures 10a to 10b and as shown in Figures 12a to 12b, the battery thermal management module includes a pump disposed on the heat exchange flow path, and the first temperature sensing a second temperature sensor and a flow rate sensor, the pump, the first temperature sensor, the second temperature sensor, and the flow rate sensor are connected to the controller; wherein: the pump is used to make the heat exchange flow path Medium flow; a first temperature sensor for detecting an inlet temperature of a medium flowing into the vehicle battery; a second temperature sensor for detecting an outlet temperature of a medium flowing out of the vehicle battery; and a flow rate sensor for detecting a heat exchange path The flow rate of the medium, the above method further includes: if the temperature adjustment required power P1 is less than or equal to the temperature adjustment actual power P2, the rotation speed of the pump is decreased or the rotation speed of the pump is kept unchanged; if the temperature adjustment demand power P1 is greater than the temperature adjustment actual The power P2 increases the speed of the pump.

Specifically, when the temperature adjustment system enters the heating mode or the cooling mode, if the P1 of the battery is less than or equal to P2, the rotation speed of the control pump is lowered to save electric energy, or the rotation speed of the pump is kept constant. If the P1 of the battery is greater than P2, the rotation speed of the pump can be controlled to increase the quality of the medium flowing through the cross-sectional area of the cooling flow path per unit time, thereby improving the temperature adjustment actual power P2 of the battery to be within the target time t. Achieve temperature regulation.

According to the temperature adjustment method of the vehicle battery according to the embodiment of the invention, the temperature adjustment required power of the battery is obtained, and the actual temperature of the battery is adjusted, and then the actual power is controlled according to the temperature adjustment required power and temperature to control the semiconductor heat exchange module and/or The car air conditioner is adjusted, and 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 within a preset range to avoid the situation that the performance of the vehicle battery is affected due to excessive or too low temperature.

Furthermore, the present invention also provides a non-transitory computer readable storage medium having stored thereon a computer program that is implemented by the processor to implement the temperature adjustment method described above.

The non-transitory computer readable storage medium of the embodiment of the invention acquires the temperature adjustment required power of the battery, acquires the temperature adjustment actual power of the battery, and then adjusts the actual power control semiconductor heat exchange module according to the temperature adjustment required power and temperature. Or the car air conditioner is adjusted, the temperature of the car battery can be adjusted when the temperature of the car battery is too high or too low, so that the temperature of the car battery is maintained within a preset range, thereby avoiding the situation that the performance of the car battery is affected due to excessive or too low temperature.

Figure 14 is a block diagram showing the structure of a temperature adjustment system for a vehicle battery according to a ninth embodiment of the present invention. As shown in FIG. 14, the temperature regulation system of the vehicle battery includes: a vehicle air conditioner 10, an in-vehicle cooling branch 20, a battery cooling branch 30, a semiconductor heat exchange module 5, a battery thermal management module 1, and a controller ( Not specifically shown in the figure).

The vehicle air conditioner 10 is configured to provide cooling power for the in-vehicle cooling branch 20 and the battery cooling branch 30. The battery cooling branch 30 is connected to the vehicle air conditioner 10, and the semiconductor heat exchange module 5 is used for the in-vehicle cooling branch 30. And the battery cooling branch 10 provides cooling power, the battery thermal management module 1 is connected between the battery cooling branch 30 and the battery 4, the controller is used to obtain the battery temperature regulation demand power P1 and the temperature adjustment actual power P2, and according to the battery The temperature adjustment required power P1 and the temperature adjustment actual power P2 adjust the power of the semiconductor heat exchange module 5 and the vehicle air conditioner 10.

Further, as shown in FIG. 14, the vehicle battery temperature adjustment system further includes an air conditioning air outlet and a first fan 501 disposed at the air conditioning air outlet. The vehicle air conditioner 10 includes a compressor 101, the battery cooling branch 30 includes a heat exchanger 3, the in-vehicle cooling branch 20 includes an evaporator 21, and the semiconductor heat exchange module 5 includes a cooling end and a heating end, and a heating end and a semiconductor cooling end. Connected fans (fourth fan 504 and fifth fan 505). The cooling end of the semiconductor heat exchange module 5 corresponds to the in-vehicle cooling branch 20.

Specifically, as shown in FIG. 14, the vehicle air conditioner includes the compressor 101 from the condenser 12. The battery cooling branch 30 includes a heat exchanger 3, a second expansion valve 31, and a second electronic valve 32. The in-vehicle cooling branch 20 includes an evaporator 21, a first expansion valve 22, and a first electronic valve 23. The compressor 101 is divided into two independent cooling branches starting from the condenser 12, which are the in-vehicle cooling branch 20 and the battery cooling branch 30, respectively. The first electronic valve 23 and the second electronic valve 32 are used to control the opening and closing of the in-vehicle cooling branch 20 and the battery cooling branch 30, respectively. The first expansion valve 22 and the second expansion valve 31 can be used to control the refrigerant flow of the in-vehicle cooling branch 20 and the battery cooling branch 30, respectively, to control the cooling power of the in-vehicle cooling branch 20 and the battery cooling branch 30, respectively. .

The battery cooling branch routes two branch circuits, one of which is a vehicle air conditioner, and the refrigerant of the vehicle air conditioner flows into the heat exchanger 3. After the medium in the battery cooling duct flows through the heat exchanger 3, the temperature drops, thereby causing the battery temperature to drop. The other is a semiconductor heat exchange module and a compressor 101. The air inside the vehicle passes through the cooling end of the semiconductor heat exchanger, the temperature is lowered, and then the cooling air is blown to the evaporator 21 through the fourth fan 504, so that the temperature of the evaporator 21 is lowered and compressed. The refrigerant of the machine 101 flows into the evaporator 21, and the air inside the vehicle cooled by the semiconductor heat exchange module 5 flows through the evaporator 21, so that the temperature of the air drops again, and then the cooling air is blown to the heat exchanger 3 and the air conditioner through the first fan 501. The air outlet causes the temperature of the heat exchanger 3 to drop and the battery temperature to drop. It can be understood that the air outlet vent can be disposed corresponding to the car, so that the first fan 501 blows the cooling wind to the car, and the temperature of the air in the car decreases, and the semiconductor further enhances the cooling effect of the air conditioner on the car.

The cooling power of the in-vehicle cooling branch 20 mainly has two sources, one is the semiconductor heat exchange module 5, and the other is the compressor 101. The refrigerant of the compressor 101 flows into the evaporator 21, and after the medium in the battery cooling duct flows through the heat exchanger 3, the temperature drops, thereby lowering the temperature of the battery. The air inside the vehicle passes through the cooling end of the semiconductor heat exchanger 5, the temperature drops, and then the cooling air is blown to the evaporator 21 through the fourth fan 504, so that the temperature of the evaporator 21 drops, and the refrigerant flows into the evaporator 21 through the semiconductor heat exchange module. 5 The cooled in-vehicle air flows through the evaporator 21, so that the air temperature drops again, and then passes through the first fan 501, and the cooling air is blown toward the heat exchanger 3, so that the temperature of the heat exchanger 3 is lowered and the battery temperature is lowered.

The cooling power of the battery is provided by the vehicle air conditioner and the semiconductor heat exchange module, and the cooling capacity is shared with the in-vehicle refrigeration system. The volume of the temperature regulation system and the distribution of the cooling capacity are more flexible, which can meet the cooling power requirement in the cabin, and can also meet the requirements of the cooling power in the cabin. Meet the cooling needs of the battery.

Of course, the semiconductor heat exchange module 5 can also provide heating power for the battery. When the battery is heated, the semiconductor heat exchange module 5 can be controlled to supply power in reverse, and the cooling end and the heating end are exchanged. The first fan 501 can The power at the heating end is blown to the heat exchanger to provide heating power.

When the temperature adjustment of the battery 4 is performed, the controller also acquires the temperature adjustment required power P1 and the temperature adjustment actual power P2 of the battery, wherein the temperature adjustment required power P1 adjusts the temperature of the battery to the set target temperature, and needs to be supplied to the battery. 4 power, battery temperature adjustment actual power P2 is the current actual power of the battery, the actual power obtained by the battery 4, the target temperature is the set value, can be preset according to the actual situation of the vehicle battery, for example, when cooling the battery The target temperature can be set at around 35 °C. At the same time, the controller adjusts the power of the vehicle air conditioner and/or the semiconductor heat exchange module according to the temperature adjustment required power P1 and the temperature adjustment actual power P2, for example, when the battery is cooled, if P1 is greater than P2, the semiconductor heat exchange The module 5 increases the cooling power and controls the increase in the rotational speed of the fourth fan 504 and the fifth fan 505 to cause the battery 4 to complete the cooling as soon as possible. Therefore, the temperature of the vehicle battery can be adjusted when the temperature of the vehicle battery is too high, so that the temperature of the vehicle battery is maintained within a preset range, thereby avoiding the situation that the performance of the vehicle battery is affected by the excessive temperature, and the cooling power of the battery is determined by the vehicle air conditioner and The semiconductor heat exchange module provides the shared cooling capacity with the in-vehicle refrigeration system. The volume of the temperature regulation system and the distribution of the cooling capacity are more flexible, which can meet the cooling power requirement of the cabin and meet the cooling requirements of the battery.

As shown in FIG. 14, the battery thermal management module includes a pump 12 disposed on the heat exchange flow path, a first temperature sensor 14, a second temperature sensor 15, and a flow rate sensor 16; wherein: the pump 12 For flowing the medium in the heat exchange flow path; the first temperature sensor 14 is for detecting the inlet temperature of the medium flowing into the vehicle battery; the second temperature sensor 15 is for detecting the outlet temperature of the medium flowing out of the vehicle battery; The sensor 16 is for detecting the flow rate of the medium in the heat exchange flow path.

Further, as shown in FIG. 14, the battery thermal management module 1 may further include a medium container 13 disposed on the heat exchange flow path for storing and supplying the medium to the heat exchange flow path.

How to acquire the temperature adjustment required power P1 and the temperature adjustment actual power P2 of the battery 4 will be described below with reference to specific examples.

According to an embodiment of the invention, the controller may be configured to acquire a first parameter when the battery is turned on, and generate a first temperature adjustment required power of the battery according to the first parameter, and obtain a second parameter of the battery during temperature adjustment. And generating a second temperature adjustment required power of the battery according to the second parameter, and generating a temperature adjustment required power P1 of the battery according to the first temperature adjustment required power of the battery and the second temperature adjustment required power of the battery.

Further, according to an embodiment of the present invention, the first parameter is an initial temperature and a target temperature when the battery 4 is turned on, and a target time t from the initial temperature to the target temperature, and the first between the initial temperature and the target temperature is acquired. The temperature difference ΔT ₁ , and the first temperature adjustment required power is generated according to the first temperature difference ΔT ₁ and the target time t.

Further, the first temperature adjustment required power is generated by the following formula (1): ΔT ₁ *C*M/t (1),

Where ΔT ₁ is the first temperature difference between the initial temperature and the target temperature, t is the target time, C is the specific heat capacity of the battery 4, and M is the quality of the battery 4.

The second parameter is the average current I of the battery 4 within a preset time, and the battery thermal management module 1 generates the second temperature adjustment required power by the following formula (2): I ² *R, (2),

Where I is the average current and R is the internal resistance of the battery 4.

Specifically, the charge and discharge current parameter of the battery 4 can be detected by the current Hall sensor. The battery manager can estimate the average current of the battery 4 based on the current parameter of the battery 4 for a period of time.

When the battery 4 is cooled, P1 = ΔT ₁ * C * M / t + I ² * R; when the battery 4 is heated, P1 = ΔT ₁ * C * M / tI ² * R.

According to an embodiment of the invention, the controller further generates a second temperature difference ΔT ₂ according to the inlet temperature and the outlet temperature of the flow path of the battery, and generates the battery according to the second temperature difference ΔT _{2 of the} battery and the flow velocity v of the medium in the flow path. The temperature adjusts the actual power P2.

Further, according to an embodiment of the present invention, the actual power P2 is adjusted according to the following formula (3): ΔT ₂ *c*m, (3)

Where ΔT ₂ is the second temperature difference, c is the specific heat capacity of the medium in the flow path, and m is the medium quality of the cross-sectional area flowing through the flow path per unit time, wherein m=v*ρ*s, v is the medium The flow rate, ρ is the density of the medium, and s is the cross-sectional area of the flow path.

Specifically, after the vehicle is powered on, the battery manager determines whether the battery needs temperature adjustment according to the battery temperature. If it is determined that the battery needs temperature adjustment, the information of the temperature adjustment function is sent to the vehicle air conditioner through the CAN communication, and the vehicle air conditioner forwards the information to the vehicle. The battery thermal management controller, the battery thermal management controller controls the pump 12 to start operating at a default speed (eg, low speed).

Then, the battery thermal management controller acquires the initial temperature (ie, the current temperature) of the battery 4, the target temperature, and the target time t from the initial temperature to the target temperature, wherein the target temperature and the target time t may be preset according to actual conditions, and according to Equation (1) calculates the first temperature adjustment required power of the battery 4. At the same time, the battery thermal management controller obtains the average current I of the battery 4 for a preset time, and calculates the second temperature adjustment required power of the battery 4 according to the formula (2). Then, the battery thermal management controller calculates the temperature adjustment required power P1 according to the first temperature adjustment required power of the battery 4 and the second temperature adjustment required power (that is, the required power of the battery 4 is adjusted to the target temperature within the target time), wherein When the battery 4 is cooled, P1 = ΔT ₁ * C * M / t + I ² * R, and when the battery 4 is heated, P1 = ΔT ₁ * C * M / tI ² * R. Moreover, the battery thermal management controller acquires the temperature information of the first temperature sensor 14 and the second temperature sensor 15 respectively, and acquires the flow rate information detected by the flow rate sensor 16, and calculates the battery 4 according to the formula (3). The temperature adjusts the actual power P2. Finally, the battery thermal management controller precisely controls the heating power/cooling power of the battery 4 by controlling the power of the semiconductor heat exchange module 5 or the vehicle air conditioner or heater 11 according to P1, P2 of the battery 4.

According to an embodiment of the invention, the controller may further be configured to obtain a temperature of the battery, and determine whether the temperature of the battery is greater than a first temperature threshold or less than a second temperature threshold, wherein when the temperature of the battery is greater than the first temperature threshold When the value is, the cooling mode is entered; when the temperature of the battery is less than the second temperature threshold, the heating mode is entered, and the first temperature threshold is greater than the second temperature threshold. The first temperature threshold and the second temperature threshold may be preset according to actual conditions. For example, the first temperature threshold may be 40 ° C, and the second temperature threshold may be 0 ° C.

Specifically, after the vehicle is powered on, the battery manager immediately acquires the temperature of the battery and makes a judgment. If the temperature of the battery is higher than 40 ° C, the temperature of the battery 4 is too high at this time, in order to avoid the influence of the high temperature on the performance of the battery 4, the battery 4 needs to be cooled, the temperature adjustment system enters the cooling mode, and the control is controlled. The two electronic valve 32 is opened and the semiconductor heat exchange module 3 is operated.

If the temperature of the battery 4 is lower than 0 ° C, the temperature of the battery 4 is too low at this time. In order to avoid the influence of the low temperature on the performance of the battery 4, the temperature of the battery 4 needs to be increased, the temperature adjustment system enters the heating mode, and the battery is thermally managed. The controller controls the heater 11 to be turned on, and the vehicle air conditioner 2 keeps the second electronic valve 32 in a closed state, and the medium flow direction is: heat exchanger 3 - heater 11 (on) - pump 12 - first temperature sensor 14 - Battery 4 - second temperature sensor - 15 - flow rate sensor 16 - medium container 13 - heat exchanger 3. The medium in the cooling duct is heated by the heater 11 to exchange heat with the battery 4 to complete the temperature adjustment of the battery.

According to an embodiment of the invention, when in the cooling mode, the controller is further configured to obtain a power difference between the temperature adjustment required power P1 and the temperature adjustment actual power P2 when the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2, In order to increase the power of the semiconductor heat exchange module 5 according to the power difference, and to adjust the actual power P2 when the temperature adjustment required power P1 is less than or equal to the temperature, the power of the semiconductor heat exchange module 5 is reduced and/or the refrigeration of the compressor is reduced. Power to save power or to keep the power of the semiconductor heat exchange module 5 and/or the compressor constant.

Specifically, when operating in the cooling mode, the controller acquires the temperature adjustment required power P1 of the battery 4 and the temperature adjustment actual power P2, and makes a determination. If the P1 of the battery 4 is greater than P2, it indicates that if the cooling of the battery 4 cannot be completed within the target time according to the current cooling power, the controller increases the power of the semiconductor heat exchange module 5 and the fourth fan 504 and the fifth according to the power difference. The rotation speed of the fan 505 is such that the temperature of the battery 4 is lowered to the target temperature within a preset time t. If P1 is less than or equal to P2, the cooling power of the semiconductor heat exchange module 5 and the rotational speed of the fourth fan 504, the fifth fan 505, and the cooling power of the compressor can be reduced to save electrical energy, or the semiconductor heat exchange module can be maintained. 5. The power of the compressor is unchanged. When the temperature of the battery is lower than 35 ° C, the battery 4 is cooled, the semiconductor heat exchange module 5 is controlled to stop cooling and the second electronic valve 32 is closed. If the temperature adjustment system enters the cooling mode for a long time, for example, after 1 hour, the temperature of the battery 4 is still higher than 35 ° C, the cooling power and the rotation speed of the fourth fan 504 and the fifth fan 505 are appropriately increased to make the battery 4 Complete the cooling as soon as possible.

According to an embodiment of the present invention, as shown in FIG. 14, the battery thermal management module 1 may further include: a heater 11 disposed on the heat exchange flow path, and the heater 11 is configured to heat the medium in the heat exchange flow path.

Specifically, the medium can be heated by a heater to adjust the temperature of the battery when the battery temperature is low. The heater can be a PTC heater, and the heater is not directly in contact with the battery, and has high safety, reliability, and practicality. The pump is mainly used to provide power. The medium container is mainly used for storing medium and accepting the medium added to the temperature regulation system. When the medium in the temperature regulation system is reduced, the medium in the medium container can be automatically replenished. The first temperature sensor is used to detect the temperature of the battery flow path inlet medium, and the second temperature sensor is used to detect the temperature of the battery flow path exit medium. The flow sensor is used to detect the flow rate information of the medium in the pipeline in the temperature regulation system.

As shown in Fig. 14, when in the heating mode, the controller obtains the temperature difference between the temperature adjustment required power P1 and the temperature adjustment actual power P2 when the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2, and according to the temperature The difference increases the heating power of the heater 11, and keeps the heating power of the heater 11 constant when the temperature adjustment required power P1 is less than or equal to the temperature adjustment actual power P2.

Specifically, when operating in the heating mode, the controller acquires the temperature adjustment required power P1 of the battery 4 and the temperature adjustment actual power P2, and makes a determination. If the P1 of the battery 4 is greater than P2, it means that if the temperature rise of the battery 4 cannot be completed within the target time according to the current heating power, the power difference between the temperature adjustment required power P1 of the battery 4 and the temperature-regulated actual power P2 is obtained, and according to the power. The difference increases the power of the heater 11 and/or the semiconductor heat exchange module 5 such that the temperature of the battery 4 rises to the target temperature for a predetermined time t. And if P1 is less than or equal to P2, the power of the heater 11 and/or the semiconductor heat exchange module 5 can be reduced to save power, or the power of the heater 11 and/or the semiconductor heat exchange module 5 can be kept constant. When the temperature of the battery reaches the second set temperature, for example, 10 ° C, the battery 4 is heated, and the battery manager sends information to turn off the temperature adjustment function to the battery thermal management controller through CAN communication to control the heater 11 to stop heating. If the temperature adjustment system enters the heating mode for a long period of time, for example, after 2 hours, the temperature of the battery 4 is still lower than 10 ° C, the battery thermal management controller appropriately increases the power of the heater 11 to cause the battery 4 to complete the temperature rise as soon as possible.

Further, according to an embodiment of the present invention, as shown in FIG. 14, the controller is further configured to reduce the rotation speed of the pump 12 or maintain the pump 12 when the temperature adjustment required power P1 is less than or equal to the temperature adjustment actual power P2. The rotation speed is constant, and the rotation speed of the pump 12 is increased when the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2.

Specifically, when the temperature adjustment system enters the heating mode or the cooling mode, if the P1 of the battery 4 is less than or equal to P2, the controller controls the rotation speed of the pump 12 to be reduced to save power or keep the rotation speed of the pump 12 unchanged. If the P1 of the battery 4 is greater than P2, in addition to increasing the power of the heater 11, the rotation speed of the pump 12 can be controlled to increase the quality of the medium flowing through the cross-sectional area of the cooling flow path per unit time, thereby improving the battery 4 The temperature adjusts the actual power P2 to achieve temperature regulation within the target time t.

It can be understood that the vehicle air conditioner can adjust the power distribution of each cooling branch according to the temperature of the cabin, as well as the temperature adjustment demand power P1 of the battery and the temperature adjustment actual power P2, thereby balancing the cooling requirements of the interior cooling and the battery cooling.

When in the cooling mode, if the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2, the controller further determines whether the temperature of the battery is greater than a first preset temperature threshold; if the temperature of the battery is greater than or equal to the first preset temperature threshold The controller increases the coolant flow rate of the battery cooling branch and reduces the coolant flow rate of the cooling branch in the vehicle; if the temperature of the battery is less than the first preset temperature threshold, the controller further determines whether the temperature in the cabin is When the air conditioner set temperature is reached, if the air conditioner set temperature is not reached, the coolant flow rate of the cooling branch in the vehicle is increased, and the coolant flow rate of the battery cooling branch is reduced. The first preset temperature threshold may be 45 °C. Specifically, the coolant flow rate of the cooling branch in the vehicle can be adjusted by adjusting the opening degree of the first expansion valve, and the coolant flow rate of the battery cooling branch can be adjusted by adjusting the opening degree of the second expansion valve.

In summary, as shown in Figure 14, the battery cooling power is the cooling power in the battery cooling branch 30 (provided by the compressor, controlled by the second expansion valve opening), and the in-vehicle cooling power is the interior cooling. The cooling power in the branch 20 (provided by the compressor, controlled by the first expansion valve opening).

1. When cooling the battery, the initial power distribution of battery cooling and interior cooling:

The battery cooling demand power is P1, the actual battery cooling power is P2, P3 is the maximum cooling power of the semiconductor heat exchange module, P6 is the interior cooling power, and P7 is the maximum cooling power of the compressor.

When the sum of the battery cooling demand power P1 and the in-vehicle cooling demand power P6 is ≤ P7, that is, P1 + P6 ≤ P7, the compressor operates in accordance with the P1 + P6 cooling power. And P1 < P7, P6 < P7. At the same time, the opening degree of the first expansion valve is controlled so that the cooling power in the vehicle is P6. The expansion valve opening is controlled such that the battery cooling power is P1.

When P7 < P1 + P6 ≤ P7 + P3, Pe = P1 + P6 - P7, Pf = P1 + P6 - P 3, the compressor operates according to the maximum cooling power P7, and the semiconductor heat exchange module operates according to the cooling power Pe. The cooling power of the battery cooling branch is P1, and the cooling power of the vehicle is = P6. Alternatively, the semiconductor ventilation module operates at a maximum cooling power P3, and the compressor operates in accordance with the cooling power Pf. At the same time, the opening degree of the first expansion valve is controlled so that the cooling power in the vehicle is P6. The expansion valve opening is controlled such that the battery cooling power is P1.

When P1+P6>P7+P3, it is judged whether the battery temperature is greater than 45°C. If it is greater than 45°C, the cooling power is preferentially provided for battery cooling. The compressor operates according to the maximum cooling power P7, and the semiconductor heat exchange module according to the maximum cooling power. P3 runs while increasing fan speed. The opening degree of the second expansion valve is increased, so that the cooling power of the battery cooling branch is P1, and the opening degree of the first expansion valve is reduced, so that the cooling branch power in the vehicle is P7+P3-P1. If it is determined that the battery temperature is not greater than 45 ° C, and the temperature inside the vehicle has not reached the set temperature, the cooling power is preferentially provided for the vehicle, the compressor operates according to the maximum cooling power P7, and the semiconductor heat exchange module operates according to the maximum cooling power P3. Increase fan speed. The opening degree of the first expansion valve is increased, so that the cooling power of the cooling branch in the vehicle is P6, and the opening degree of the second expansion valve is reduced, so that the cooling power of the battery cooling branch is P7+P3-P6. If the temperature inside the vehicle has reached the set temperature, the cooling power of the battery is preferentially satisfied.

Power distribution in the battery cooling program:

If P1>P2, and Pc=P1-P2, P1+P6+Pc<P7, the compressor increases the cooling power Pc, increases the opening of the second expansion valve, and increases the water pump speed to improve the battery cooling power. .

If P1>P2, and Pc=P1-P2, P7<P1+P6+Pc≤P7+P3, Pg=P1+P6+Pc-P7, Ph=P1+P6+Pc-P3, then the compressor is cooled according to maximum The power P7 operates, and the semiconductor ventilation module operates according to the cooling power Pg. Alternatively, the compressor operates in accordance with the cooling power Ph, and the semiconductor ventilation module operates in accordance with the maximum cooling power P3. Alternatively, the compressor operates at a maximum cooling power P7, and the semiconductor heat exchange module increases the cooling power Pc. Or the compressor increases the cooling power Pc, and the semiconductor heat exchange module operates according to the maximum cooling power P3. Or the compressor cooling power is constant, and the cooling power of the semiconductor heat exchange module is increased by Pc. Or the compressor cooling power increases Pc, and the cooling power of the semiconductor heat exchange module does not change. Or the compressor cooling power is increased by 0.5*Pc, and the semiconductor heat exchanger module cooling power is increased by 0.5Pc. Alternatively, the cooling power is increased in proportion to the ratio of the maximum cooling power of the compressor and the semiconductor heat exchange module. At the same time, the opening degree of the second expansion valve is controlled to increase, the control pump speed is increased, and the fan speed is increased, so that the cooling power of the battery cooling branch is increased by Pc.

If P1>P2, Pc=P1-P2, and P1+P6+Pc>P7+P3, the compressor operates according to the maximum cooling power P5, and the semiconductor heat exchange module operates according to the maximum cooling power P3, and simultaneously increases the fan speed. Increase the pump speed to increase heat transfer power. At this time, it is judged whether the battery temperature is greater than 45 ° C, if it is greater than 45 ° C, the cooling power is preferentially provided for battery cooling, the compressor operates according to the maximum cooling power P7, and the semiconductor heat exchange module operates according to the maximum cooling power P3 while increasing the fan speed. . Increasing the opening degree of the second expansion valve, so that the cooling power of the battery cooling branch is P1+Pc, reducing the opening degree of the first expansion valve, so that the cooling branch power in the vehicle=P7+P3-P1-Pc, and controlling at the same time The pump speed is increased and the fan speed is increased, so that the cooling power of the battery cooling branch is increased by Pc. If it is determined that the battery temperature is not greater than 45 ° C, and the temperature inside the vehicle has not reached the set temperature, the cooling power is preferentially provided for the vehicle, the compressor operates according to the maximum cooling power P7, and the semiconductor heat exchange module operates according to the maximum cooling power P3. Increase fan speed. The opening degree of the first expansion valve is increased, so that the cooling power of the cooling branch in the vehicle is P6, and the opening degree of the second expansion valve is reduced, so that the cooling power of the battery cooling branch is P7+P3-P6. If the temperature inside the vehicle has reached the set temperature, the cooling power of the battery is preferentially satisfied.

If P1 ≤ P2, and Pc = P2 - P1, the compressor cooling power is maintained, the cooling power of the semiconductor heat exchange module is maintained, or the cooling power of the compressor is reduced, and the cooling power of the semiconductor heat exchange module is lowered. , or reduce the opening of the second expansion valve, or reduce the pump speed, so that the cooling power of the battery cooling branch circuit drops Pc.

2. When the battery is heated, the battery heating demand power is P1, the actual battery heating power is P2, P4 is the maximum heating power of the semiconductor heat exchange module, and P5 is the maximum heating power of the PTC heater.

If P1 ≤ P5, the PTC heater supplies heating power to the battery in accordance with the heating power P1.

If P1>P5, and P1≤P5+P4, P1-P5=Pd, the PTC heater supplies heating power to the battery according to the maximum heating power P5, and the semiconductor heat exchange module supplies heating power to the battery according to the heating power Pd. Increase the speed of the fourth fan and the fifth fan to increase the pump speed to increase the heat exchange power. If P1>P5, and P1>P5+P4, the PTC heater supplies heating power to the battery according to the maximum heating power P5, and the semiconductor heat exchange module supplies heating power to the battery according to the maximum heating power P3, and simultaneously increases the fourth fan and The fifth fan speed increases the pump speed to increase the heat exchange power.

In the heating program, if P1 ≤ P2, and Pc = P2 - P1, the semiconductor heat exchange module reduces the heating power Pc, reduces the fourth fan and the fifth fan speed, or the PTC heater heating power decreases Pc, and reduces the pump Speed to save energy. Or keep the current heating power unchanged.

In the heating program, if P1>P2, Pc=P1-P2, and P1+Pc≤P5, the PTC heater increases the heating power Pc while controlling the pump rotation speed to increase the battery heating power.

If P1>P2, Pc=P1-P2, and P5<P1+Pc≤P5+P4, Pi=P1+Pc-P5, Pj= P1+Pc-P4, the PTC heater operates according to the maximum heating power P5, semiconductor The heat exchange module operates in accordance with the heating power Pi. Alternatively, the PTC heater operates in accordance with the heating power Pj, and the semiconductor heat exchange module operates in accordance with the maximum heating power P4. Or the PTC heater supplies heating power to the battery according to the maximum heating power P5, and the semiconductor heat exchange module increases the heating power Pc. Or the heating power of the heater is constant, and the heating power of the semiconductor heat exchange module is increased by Pc. Or the heater heating power increases Pc, and the heating power of the semiconductor heat exchange module does not change. Or the heating power of the PTC heater is increased by 0.5*Pc, the heating power of the semiconductor heat exchange module is increased by 0.5Pc, or the heating power is increased in proportion according to the ratio of the maximum heating power of the PTC heater and the semiconductor heat exchange module. At the same time, the fourth fan and the fifth fan are rotated, and the pump speed is increased to increase the heat exchange power, so that the battery heating power is increased by Pc.

If P1>P2, Pc=P1-P2, and P1+Pc>P5+P4, the PTC heater supplies heating power to the battery according to the maximum heating power P5, and the semiconductor heat exchange module provides heating for the battery according to the maximum heating power P4. The power, while increasing the speed of the fourth fan and the fifth fan, increases the pump speed to increase the heat exchange power.

In addition, as shown in FIG. 15, the present invention also provides a temperature adjustment system for a vehicle battery, which is different from the solution shown in FIG. 14 in that the battery cooling branch 30 in FIG. 15 mainly passes through the heat exchanger 3 The battery 4 is cooled to provide cooling power. The semiconductor heat exchange module does not participate in the temperature regulation of the battery.

Figure 16 is a further temperature adjustment system for a vehicle battery. The compressor 101 is divided into two independent cooling branches from the condenser, which are an in-vehicle cooling branch 20 and a battery cooling branch 30, respectively. The in-vehicle cooling branch 20 mainly supplies cooling power to the space inside the cabin through the evaporator 21, and the battery cooling branch 30 mainly supplies cooling power to the battery cooling through the heat exchanger 3. The cooling power of the in-vehicle cooling branch mainly has two sources, one of which is the compressor 101, the refrigerant of the compressor 101 flows into the evaporator 21, and the air inside the vehicle flows through the evaporator 21 to cause the temperature of the air to drop, and then passes through the fourth. The fan 504 blows cooling air to the cooling end of the semiconductor heat exchange module 5, so that the temperature of the cooling end of the semiconductor heat exchange module 5 decreases. The other is the semiconductor heat exchange module 5, after the air in the vehicle is cooled by the evaporator 21, The temperature drops, and then passes through the cooling end of the semiconductor heat exchange module 5, the temperature drops again, and then the cooling air is blown into the vehicle, so that the temperature of the air inside the vehicle drops. The heating end dissipates heat through the fifth fan 505 and blows hot air to the outside of the vehicle.

According to the temperature regulation system of the vehicle battery according to the embodiment of the invention, 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 within a preset range, thereby avoiding the occurrence of the vehicle battery due to the excessive temperature. Performance situation.

Figure 17 is a flow chart showing a temperature adjustment method of a vehicle battery according to a fourth embodiment of the present invention. Among them, as shown in Figure 14, the vehicle air conditioner, the interior cooling branch, the battery cooling branch, the semiconductor heat exchange module and the battery thermal management module, the vehicle air conditioner is used for the in-vehicle cooling branch and the battery cooling branch Providing cooling power, the battery cooling branch is connected to the vehicle air conditioner, the battery thermal management module is connected between the battery cooling branch and the battery, and the semiconductor heat exchange module is used to provide cooling power for the in-vehicle cooling branch and the battery cooling branch. . As shown in Figure 17, the method includes the following steps:

S1 ^'' , obtain the battery temperature regulation demand power P1.

Further, according to an embodiment of the present invention, acquiring the temperature adjustment required power P1 of the battery specifically includes: acquiring a first parameter when the battery is turned on, and generating a first temperature adjustment required power of the battery according to the first parameter. Obtaining a second parameter of the battery during temperature adjustment, and generating a second temperature adjustment required power of the battery according to the second parameter. The temperature adjustment required power P1 of the battery is generated according to the first temperature adjustment required power of the battery and the second temperature adjustment required power of the battery.

Further, according to an embodiment of the invention, the first parameter is an initial temperature and a target temperature when the battery is turned on, and a target time t from the initial temperature to the target temperature, and the first temperature of the battery is generated according to the first parameter. Adjusting the required power specifically includes: obtaining a first temperature difference ΔT ₁ between the initial temperature and the target temperature. The first temperature adjustment required power is generated based on the first temperature difference ΔT ₁ and the target time t.

Further, according to an embodiment of the present invention, the first temperature adjustment required power is generated by the following formula (1): ΔT ₁ *C*M/t, (1)

Where ΔT ₁ is the first temperature difference between the initial temperature and 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.

According to an embodiment of the invention, the second parameter is the average current I of the battery battery within a preset time, and the second temperature adjustment required power of the battery is generated by the following formula (2): I ² *R, (2)

Where I is the average current and R is the internal resistance of the battery.

Wherein, when the battery is cooled, P1 = ΔT ₁ * C * M / t + I ² * R; when the battery is heated, P1 = ΔT ₁ * C * M / tI ² * R.

S2 ^'' , obtain the temperature of the battery to adjust the actual power P2.

According to an embodiment of the invention, acquiring the temperature-regulating actual power P2 of the battery specifically includes: obtaining an inlet temperature and an outlet temperature of the flow path for adjusting the temperature of the battery, and acquiring a flow velocity v of the medium flowing into the flow path. A second temperature difference ΔT ₂ is generated according to the inlet temperature and the outlet temperature of the flow path of the battery. The temperature-adjusted actual power P2 is generated based on the second temperature difference ΔT _{2 of the} battery and the flow rate v.

Further, according to an embodiment of the present invention, the actual power P2 is adjusted according to the following formula (3): ΔT ₂ *c*m, (3)

Where ΔT ₂ is the second temperature difference, c is the specific heat capacity of the medium in the flow path, and m is the medium quality of the cross-sectional area flowing through the flow path per unit time, wherein m=v*ρ*s, v is the medium The flow rate, ρ is the density of the medium, and s is the cross-sectional area of the flow path.

S3 ^'' adjusts the power of the semiconductor heat exchange module and/or the vehicle air conditioner according to the temperature adjustment required power P1 and the temperature adjustment actual power P2.

Further, as shown in FIG. 14, the vehicle battery temperature adjustment system further includes an air conditioning air outlet and a first fan disposed at the air conditioning air outlet.

Specifically, when the temperature of the battery is high, for example, higher than 40 ° C, the temperature regulation system of the vehicle battery enters the cooling mode, and the battery thermal management module and the semiconductor heat exchange module are supplied with power (Fig. 14). Perform refrigeration work. If the temperature of the battery is lower than 0 °C, it means that the temperature of the battery is too low. In order to avoid the influence of low temperature on the performance of the battery, the battery needs to be warmed up, the temperature adjustment system enters the heating mode, and the semiconductor heat exchange module is reversed. The power supply, the cooling end and the heating end are exchanged, and the first fan can blow the power of the heating end to the heat exchanger to provide heating power.

When the temperature of the battery is adjusted, the initial temperature of the battery (ie, the current temperature), the target temperature, and the target time t from the initial temperature to the target temperature are taken, wherein the target temperature and the target time t may be preset according to actual conditions, and The first temperature adjustment required power is calculated according to formula (1). At the same time, the average current I of the battery for a preset time is obtained, and the second temperature adjustment required power of the battery is calculated according to formula (2). Then, the temperature adjustment required power P1 of the battery (ie, the required temperature of the battery is adjusted to the required power of the target temperature) is calculated according to the battery first temperature adjustment required power and the second temperature adjustment required power. And, the inlet temperature and the outlet temperature of the battery are obtained, and the flow velocity information is acquired, and the actual temperature P2 of the temperature adjustment of the battery is calculated according to the formula (3). Among them, the temperature adjustment demand power P1 is to adjust the temperature of the battery to the set target temperature, and the power required to be supplied to the battery. The battery temperature adjusts the actual power P2, that is, when the current temperature of the battery is adjusted, the actual power obtained by the battery, the target temperature is set. The value can be preset according to the actual condition of the vehicle battery. For example, when the battery is cooled, the target temperature can be set at about 35 °C. Then, the power of the semiconductor heat exchange module and/or the vehicle air conditioner is adjusted according to the temperature adjustment required power P1 and the temperature adjustment actual power P2. For example, when the battery is cooled, if P1 is greater than P2, the power cooling power of the semiconductor heat exchange module and/or the vehicle air conditioner is increased, and the fourth fan and the fifth fan are controlled to increase in speed, so that the battery is cooled as soon as possible. Therefore, the temperature of the vehicle battery can be adjusted when the temperature of the vehicle battery is too high, so that the temperature of the vehicle battery is maintained within a preset range, thereby avoiding the situation that the performance of the vehicle battery is affected by the temperature. Moreover, the cooling power of the battery thermal temperature regulation system is provided by the vehicle air conditioner and the semiconductor heat exchange module, and the cooling capacity is shared with the in-vehicle refrigeration system. The volume of the temperature regulation system and the distribution of the cooling capacity are more flexible, and the cooling power in the cabin can be satisfied. The demand can meet the cooling needs of the battery.

According to an embodiment of the present invention, as shown in FIG. 14, a pump disposed on the heat exchange flow path, a first temperature sensor, a second temperature sensor, and a flow rate sensor; wherein: the pump is used to make The medium flows in the heat exchange flow path; the first temperature sensor is used to detect the inlet temperature of the medium flowing into the vehicle battery; the second temperature sensor is used to detect the outlet temperature of the medium flowing out of the vehicle battery; and the flow rate sensor is used to detect the heat exchange flow The flow rate of the medium in the road.

Further, as shown in FIG. 14, the battery thermal management module may further include a medium container disposed on the heat exchange flow path for storing and providing the medium to the heat exchange flow path.

According to an embodiment of the invention, the temperature adjustment method may further include: acquiring a temperature of the battery, and determining whether the temperature of the battery is greater than a first temperature threshold; and entering a cooling mode when the temperature of the battery is greater than the first temperature threshold When the temperature of the battery is less than or equal to the first temperature threshold, continue to determine whether the temperature of the battery is less than a second temperature threshold; when the temperature of the battery is less than the second temperature threshold, enter a heating mode, wherein the first temperature The threshold is greater than the second temperature threshold. The first temperature threshold and the second temperature threshold may be preset according to actual conditions. For example, the first temperature threshold may be 40 ° C, and the second temperature threshold may be 0 ° C.

Specifically, after the vehicle is powered on, the temperature of the battery is immediately acquired and judged. If the temperature of the battery is higher than 40 °C, the temperature of the battery is too high at this time. In order to avoid the influence of high temperature on the performance of the battery, the battery needs to be cooled, the temperature adjustment system enters the cooling mode, and the vehicle air conditioner is controlled for cooling. The semiconductor heat exchange module is supplying power in the forward direction.

If the temperature of the battery is lower than 0 °C, the temperature of the battery 4 is too low. In order to avoid the influence of low temperature on the performance of the battery, the temperature of the battery needs to be increased, the temperature adjustment system enters the heating mode, and the semiconductor heat exchange module is controlled. Reverse power supply.

Further, when in the cooling mode, adjusting the power of the semiconductor heat exchange module and/or the vehicle air conditioner according to the temperature adjustment required power P1 and the temperature adjustment actual power P2 specifically includes: determining whether the temperature adjustment required power P1 is greater than the temperature Adjusting the actual power P2; if the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2, obtaining a power difference between the temperature adjustment required power P1 and the temperature adjustment actual power P2, and increasing the semiconductor heat exchange module and/or according to the power difference The power of the compressor; if the temperature adjustment required power P1 is less than or equal to the temperature regulation actual power P2, reduce the power of the semiconductor heat exchange module and / or reduce the refrigeration power of the compressor, or maintain the semiconductor heat exchange module and / Or the power of the compressor does not change.

Specifically, when operating in the cooling mode, the temperature adjustment required power P1 of the battery and the temperature adjustment actual power P2 are acquired and judged. If the P1 of the battery is greater than P2, it means that if the cooling of the battery cannot be completed within the target time according to the current cooling power, the power difference between the temperature adjustment required power P1 of the battery and the actual power P2 of the temperature adjustment is obtained, and according to the power difference The power of the semiconductor heat exchange module and the rotation speed of the fourth fan and the fifth fan are increased to lower the temperature of the battery to the target temperature within a preset time t. And if P1 is less than or equal to P2, the power of the semiconductor heat exchange module and the rotation speed of the fourth fan and the fifth fan can be reduced, and/or the cooling work power of the compressor can be reduced to save power or keep the semiconductor exchange. The power of the thermal module and or the compressor is constant. When the temperature of the battery is lower than 35 ° C, the battery cooling is completed, and the semiconductor heat exchange module is controlled to stop cooling. 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 semiconductor heat exchange module further increases the cooling power and the rotation speed of the fourth fan and the fifth fan, so that The battery is cooled as soon as possible.

As shown in FIG. 14, when in the cooling mode, if the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2, it is determined whether the temperature of the battery is greater than a first preset temperature threshold; if the temperature of the battery is greater than or equal to the first The preset temperature threshold increases the coolant flow rate of the battery cooling branch and reduces the coolant flow rate of the cooling branch in the vehicle; when the temperature of the battery is less than the first preset temperature threshold, the temperature in the cabin is further determined Whether the air conditioner set temperature is reached; if the air conditioner set temperature is not reached, the coolant flow rate of the cooling branch in the vehicle is increased, and the coolant flow rate of the battery cooling branch is reduced. Specifically, the coolant flow rate of the cooling branch in the vehicle can be adjusted by adjusting the opening degree of the first expansion valve, and the coolant flow rate of the battery cooling branch can be adjusted by adjusting the opening degree of the second expansion valve.

According to an embodiment of the present invention, as shown in FIG. 14, the battery thermal management module further includes a heater connected to the controller for heating the medium in the heat exchange flow path, and when in the heating mode, the above method The method may further include: determining whether the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2; if the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2, obtaining a power difference between the temperature adjustment required power P1 and the temperature adjustment actual power P2, And increasing the heating power for the heater and/or the power of the semiconductor heat exchange module according to the power difference; if the temperature adjustment required power P1 is less than or equal to the temperature adjustment actual power P2, the heating power of the heater is kept unchanged, or reduced Heating power of small heaters and/or semiconductor heat exchange modules.

Specifically, when operating in the heating mode, the temperature adjustment required power P1 of the battery and the temperature adjustment actual power P2 are acquired and judged. If the P1 of the battery is greater than P2, it indicates that if the temperature rise of the battery cannot be completed within the target time according to the current heating power, the power difference between the temperature adjustment required power P1 of the battery 4 and the actual power P2 of the temperature adjustment is obtained, and the power difference is increased according to the power difference. The power of the heater and/or the semiconductor heat exchange module is such that the temperature of the battery rises to a target temperature within a predetermined time t. If P1 is less than or equal to P2, the heating power of the heater and/or the semiconductor heat exchange module can be reduced to save power, or the power of the heater can be kept constant, or the power of the conductor heat exchange module can be kept constant. When the temperature of the battery reaches a second set temperature, for example, 10 ° C, the battery is heated and the heater is controlled to stop heating. If the temperature adjustment system enters the heating mode for a long time, for example, after 2 hours, the temperature of the battery is still lower than 10 ° C, the power of the heater is appropriately increased to allow the battery to complete the temperature rise as soon as possible.

Further, according to an embodiment of the present invention, as shown in FIG. 14, the battery thermal management module includes a pump disposed on the heat exchange flow path, a first temperature sensor, a second temperature sensor, and a flow rate sensor a pump, a first temperature sensor, a second temperature sensor, and a flow rate sensor are coupled to the controller; wherein: the pump is used to flow the medium in the heat exchange flow path; the first temperature sensor is used for detecting The inlet temperature of the medium flowing into the vehicle battery; the second temperature sensor is used to detect the outlet temperature of the medium flowing out of the vehicle battery; the flow rate sensor is used to detect the flow rate of the medium in the heat exchange flow path, and the above method further includes: if the temperature is adjusted If the required power P1 is less than or equal to the temperature-regulated actual power P2, the speed of the pump is reduced or the speed of the pump is kept constant; if the temperature-adjusted demand power P1 is greater than the temperature-regulated actual power P2, the pump speed is increased.

Specifically, when the temperature adjustment system enters the heating mode or the cooling mode, if the P1 of the battery is less than or equal to P2, the rotation speed of the control pump is lowered to save electric energy, or the rotation speed of the pump is kept constant. If the P1 of the battery is greater than P2, in addition to controlling the increase of the semiconductor heat exchange module or the power of the heater, the rotation speed of the pump can be controlled to increase the quality of the medium flowing through the cross-sectional area of the cooling flow path per unit time, thereby Increasing the temperature of the battery adjusts the actual power P2 to achieve temperature regulation within the target time t.

According to the temperature adjustment method of the vehicle battery according to the embodiment of the present invention, the heating power and the cooling power of each battery can be accurately controlled according to the actual state of each battery, and the temperature is adjusted when the battery temperature is too high or too low. The temperature of the battery is maintained within a preset range to avoid the occurrence of temperature-affected battery performance.

Furthermore, the present invention also provides a non-transitory computer readable storage medium having stored thereon a computer program that is implemented by the processor to implement the temperature adjustment method described above.

The non-transitory computer readable storage medium of the embodiment of the invention can obtain the temperature adjustment required power of the battery and the actual power of the temperature adjustment, and then adjust the actual power according to the temperature to adjust the actual power to the semiconductor heat exchange module and/or the vehicle air conditioner. The power is adjusted to adjust the temperature when the temperature of the vehicle battery is too high or too low, so that the temperature of the vehicle battery is maintained within a preset range, thereby avoiding the situation that the performance of the vehicle battery is affected by the excessive temperature.

Although the embodiments of the present invention have been shown and described, it is understood that the above-described embodiments are illustrative and are not to be construed as limiting the scope of the invention. The embodiments are subject to variations, modifications, substitutions and variations.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", " Rear, Left, Right, Vertical, Horizontal, Top, Bottom, Inner, Out, Clockwise, Counterclockwise, Axial, The orientation or positional relationship of the directions of the radial, the "circumferential" and the like is based on the orientation or positional relationship shown in the drawings, and is merely for the convenience of the description of the invention and the simplified description, and does not indicate or imply that the device or component referred to It is to be understood that the invention is not limited by the specific orientation and construction and operation.

Moreover, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, features defining "first" and "second" may include at least one of the features, either explicitly or implicitly. In the description of the present invention, the meaning of "plural" means at least two, such as two, three, etc., unless specifically defined otherwise.

In the present invention, the terms "installation", "connected", "connected", "fixed" and the like shall be understood broadly, and may be either a fixed connection or a detachable connection, unless explicitly stated and defined otherwise. Or integrated; may be mechanically connected or electrically connected; may be directly connected, or may be indirectly connected through an intermediate medium, may be internal communication of two elements or interaction of two elements, unless otherwise explicitly defined . For those skilled in the art, the specific meanings of the above terms in the present invention can be understood on a case-by-case basis.

In the present invention, the first feature "on" or "under" the second feature may be a direct contact of the first and second features, or the first and second features may be indirectly through an intermediate medium, unless otherwise explicitly stated and defined. contact. Moreover, the first feature "above", "above" and "above" the second feature may be that the first feature is directly above or above the second feature, or merely that the first feature level is higher than the second feature. The first feature "below", "below" and "below" the second feature may be that the first feature is directly below or obliquely below the second feature, or merely that the first feature level is less than the second feature.

In the description of the present specification, the description with reference to the terms "an embodiment", "some embodiments", "example", "specific example", or "some examples" and the like means a specific feature described in connection with the embodiment or example. The structure, material or features are included in at least one embodiment or example of the invention. In the present specification, the schematic representation of the above terms is not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in a suitable manner in any or a plurality of embodiments or examples. In addition, various embodiments or examples described in the specification, as well as features of various embodiments or examples, may be combined and combined.

Although the embodiments of the present invention have been shown and described, it is understood that the above-described embodiments are illustrative and are not to be construed as limiting the scope of the invention. The embodiments are subject to variations, modifications, substitutions and variations.

CAN‧‧‧ Controller Area Network Communication

P1‧‧‧ Temperature regulation required power

P2‧‧‧ temperature adjustment actual power

1‧‧‧Battery Thermal Management Module

2‧‧‧Car air conditioner

3‧‧‧heat exchanger

4‧‧‧Battery

10‧‧‧Car air conditioner

11‧‧‧heater

12‧‧‧Condenser

13‧‧‧Media Container

14‧‧‧First temperature sensor

15‧‧‧Second temperature sensor

16‧‧‧Flow sensor

20‧‧‧In-car cooling branch

21‧‧‧Evaporator

22‧‧‧First expansion valve

23‧‧‧First electronic valve

30‧‧‧Battery cooling branch

31‧‧‧Second expansion valve

32‧‧‧Second electronic valve

100‧‧‧First air duct

101‧‧‧Compressor

200‧‧‧Second air duct

300‧‧‧ Third airway

501‧‧‧First fan

502‧‧‧second fan

503‧‧‧third fan

504‧‧‧Fourth fan

505‧‧‧ fifth fan

601‧‧‧First regulating valve

602‧‧‧Second regulating valve

603‧‧‧third regulating valve

The above and/or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments in conjunction with the accompanying drawings in which Figures 1a through 1b are in a vehicle in accordance with a first embodiment of the present invention. 2 is a control topology diagram of a temperature adjustment system of a vehicle battery according to a first embodiment of the present invention; FIGS. 3a to 3b are diagrams of a vehicle according to a second embodiment of the present invention; FIG. 4 is a schematic structural view of a temperature adjustment system of a vehicle battery according to a third embodiment of the present invention; FIG. 5 is a temperature adjustment system of a vehicle battery according to a fourth embodiment of the present invention; FIG. 6 is a schematic structural view of a temperature adjustment system of a vehicle battery according to a fifth embodiment of the present invention; FIG. 7 is a schematic structural view of a temperature adjustment system of a vehicle battery according to a sixth embodiment of the present invention; Is a flowchart of a temperature adjustment method of a vehicle battery according to a first embodiment of the present invention; FIG. 9 is a vehicle battery according to a second embodiment of the present invention. FIG. 10a to FIG. 10b are structural diagrams of a temperature adjustment system of a vehicle battery according to a seventh embodiment of the present invention; FIG. 11 is a diagram of a vehicle battery according to a second embodiment of the present invention. 12A to 12b are structural diagrams of a temperature adjustment system of a vehicle battery according to an eighth embodiment of the present invention; and FIG. 13 is a temperature of the vehicle battery according to the third embodiment of the present invention; 14 is a schematic structural diagram of a temperature adjustment system of a vehicle battery according to a ninth embodiment of the present invention; and FIG. 15 is a schematic structural view of a temperature adjustment system of a vehicle battery according to a tenth embodiment of the present invention; Fig. 16 is a view showing the configuration of a temperature adjustment system for a vehicle battery according to an eleventh embodiment of the present invention; and Fig. 17 is a flow chart showing a temperature adjustment method for a vehicle battery according to a fourth embodiment of the present invention.

Claims (6)

A temperature regulation system for a vehicle battery, comprising: a battery cooling branch, the battery cooling branch comprising a heat exchanger; a semiconductor heat exchange module, the semiconductor heat exchange module comprising a cooling end, a heating end and a fan connected to the heating end and the cooling end, the semiconductor heat exchange module provides cooling power/heating power to the heat exchanger through the fan; a battery thermal management module, the battery thermal management module Connecting to the heat exchanger to form a heat exchange flow path; a vehicle air conditioner comprising a compressor and a condenser, the compressor being connected to the heat exchanger for providing cooling power to the heat exchanger; An in-vehicle cooling branch connected to the compressor and the heat exchanger; a controller connected to the semiconductor heat exchange module and the battery thermal management module, wherein the in-vehicle cooling branch comprises a series connection An evaporator, a first electronic valve and a first expansion valve, the battery cooling branch further comprising: a second electronic valve and a second expansion valve connected in series with the heat exchanger, wherein the cooling coil in the vehicle Road and the electricity The pool cooling branches are all connected in parallel with the compressor. The temperature regulation system of the vehicle battery according to claim 1, further comprising a battery state detection module electrically connected to the controller, wherein the battery state detection module is configured to detect the current of the battery. The temperature regulation system of the vehicle battery according to the first aspect of the invention, wherein the battery thermal management module comprises a pump disposed on the heat exchange flow path, a first temperature sensor, and a second temperature sense. a detector and a flow rate sensor, the pump, the first temperature sensor, the second temperature sensor and the flow rate sensor are connected to the controller; wherein: the pump is used to make the heat exchange flow path a medium flow sensor; the first temperature sensor is configured to detect an inlet temperature of a medium flowing into the vehicle battery; and the second temperature sensor is configured to detect an outlet temperature of a medium flowing out of the vehicle battery; The flow rate sensor is for detecting the flow rate of the medium in the heat exchange flow path. The temperature regulation system of the vehicle battery according to the third aspect of the invention, wherein the battery thermal management module further comprises a medium container disposed on the heat exchange flow path, wherein the medium container is used for storing and flowing to the heat exchange flow path. Provide media. The temperature regulation system of the vehicle battery according to claim 3, wherein the battery thermal management module further comprises a heater connected to the controller for heating the medium in the heat exchange flow path. . The temperature regulation system of the vehicle battery according to claim 1, wherein the semiconductor heat exchange module is provided when the heating end of the semiconductor heat exchange module supplies heating power to the heat exchanger through the corresponding fan. The cooling end is connected to the outside of the vehicle through a corresponding fan; when the cooling end of the semiconductor heat exchange module supplies cooling power to the heat exchanger through the corresponding fan, the heating end of the semiconductor heat exchange module passes through the corresponding fan Connected to the outside of the car.