WO2021237990A1 - 利用电驱动系统对动力电池加热的方法及电动汽车 - Google Patents

利用电驱动系统对动力电池加热的方法及电动汽车 Download PDF

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WO2021237990A1
WO2021237990A1 PCT/CN2020/117205 CN2020117205W WO2021237990A1 WO 2021237990 A1 WO2021237990 A1 WO 2021237990A1 CN 2020117205 W CN2020117205 W CN 2020117205W WO 2021237990 A1 WO2021237990 A1 WO 2021237990A1
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Prior art keywords
actual
inverter module
temperature
current
power device
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PCT/CN2020/117205
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English (en)
French (fr)
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韩永杰
刘钧
冯颖盈
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上海威迈斯新能源有限公司
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Publication of WO2021237990A1 publication Critical patent/WO2021237990A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/66—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output with possibility of reversal
    • H02M7/68—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output with possibility of reversal by static converters
    • H02M7/72—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output with possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/79—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output with possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/797—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output with possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to the technical field of new energy passenger vehicles, in particular to a method for heating a power battery by an electric drive system and an electric vehicle.
  • the power battery provides power energy for the drive motor while providing power for all electrical accessories to the vehicle, which directly determines the cruising range of the new energy vehicle.
  • the power battery is easily affected by temperature, which affects the normal use of the vehicle and customer experience, which is specifically reflected in the following two aspects:
  • the limited charging capacity under low temperature conditions causes the vehicle to be unable to recharge in time or extend the recharge time after the energy is exhausted;
  • the ambient temperature conditions may even be lower than -25°C, which is basically close to the lower limit of battery charge and discharge temperature. Due to the restriction of the application environment temperature on the power battery, the application and popularization of new energy vehicles are limited.
  • the present invention proposes a method for heating a power battery and an electric vehicle using an electric drive system.
  • the existing motor and motor controller of the electric vehicle are used without additional cost.
  • the heating method is from The internal heating of the battery has low heat conduction loss and high heating efficiency.
  • the technical scheme adopted by the present invention is to design a method for heating the power battery using an electric drive system.
  • the electric drive system includes: a motor, an inverter module connected between the motor and the power battery, and a motor control that controls the working state of the inverter module
  • the method includes the following steps:
  • the inverter module is a three-phase full-bridge inverter module composed of fully-controlled power devices, and the fully-controlled power devices are preferably IGBTs.
  • adjusting the switching state of the inverter module includes: the motor controller sends a first instruction or a second instruction to the inverter module, and the first instruction and the second instruction are periodically switched.
  • the motor controller issues the first command, the upper bridge full control power device of any one or two bridge arms of the inverter module is turned on, the lower bridge full control power device of the remaining bridge arms is turned on, and the motor controller adjusts the inverter The duty cycle of the module until the actual current meets the preset current limit.
  • the upper bridge full-control power device that is turned on in the inverter module is the upper bridge full-control power device that is not turned on when the motor controller sends the first command, and the inverter module is turned on at the same time.
  • the middle-conducting lower-bridge full-control power device is the lower-bridge full-control power device that is not turned on when the motor controller sends the first command.
  • the motor controller adjusts the duty cycle of the inverter module until the actual current meets the preset current limit. .
  • the method for obtaining the corresponding preset current limit is: preset a temperature look-up table.
  • the temperature look-up table has multiple continuous temperature intervals, and each temperature interval is provided with a corresponding preset current limit.
  • the temperature obtains the corresponding preset current limit from the temperature look-up table.
  • the preset current limit is less than the maximum continuous DC bus current allowed by the motor controller, and the preset current limit is less than the maximum allowable charging current of the power battery at its corresponding actual temperature, and the preset current limit is less than the power The maximum allowable discharge current of the battery at its corresponding actual temperature.
  • the method of calculating the actual current of the power battery is: collecting the three-phase current signal of the motor;
  • Idc_V VHiduty*iv
  • Idc_V (1-VLiDuty)*Iv
  • Idc_W WHiduty*iw
  • Idc_W (1-WLiDuty)*Iw
  • the positive direction is the current flowing from the inverter module to the motor, and the negative direction is opposite to the positive direction.
  • UHiduty, ULiDuty, VHiduty, VLiDuty, WHiduty, WLiDuty are in turn the actual duty cycle of the upper bridge full-control power device of the U-phase bridge arm, U The actual duty cycle of the lower bridge full control power device of the phase bridge arm, the actual duty cycle of the upper bridge full control power device of the V phase bridge arm, the actual duty cycle of the lower bridge full control power device of the V phase bridge arm, the W phase bridge The actual duty cycle of the upper bridge full control power device of the arm, and the actual duty cycle of the lower bridge full control power device of the W-phase bridge arm.
  • the duty cycle of the fully-controlled power device in the inverter module is increased at the same time until the actual current meets the preset current limit.
  • the above method further includes: obtaining the detected temperature of the fully-controlled power device in the motor or the inverter module, and if the detected temperature exceeds the preset high temperature temperature, reducing the actual current.
  • the present invention also proposes an electric vehicle, which includes a power battery, a battery management system, and an electric drive system.
  • the electric drive system uses the above method to heat the power battery.
  • the electric drive system receives the actual temperature of the power battery collected by the battery management system, and if the actual temperature is higher than the preset heating temperature threshold, the electric vehicle starts driving normally.
  • the present invention uses the existing electric drive system of electric vehicles to control the power battery and the motor to alternately store and release energy through the electric drive system, thereby adjusting the charging and discharging current of the power battery, and using the charging and discharging current in the power Joule heat is generated on the internal ohmic resistance and the polarization internal resistance of the battery to heat the power battery from the inside of the battery.
  • This method does not need to increase the additional cost of the whole vehicle.
  • the heat conduction loss is small and the heating efficiency is low. high.
  • Figure 1 is a curve of the total internal resistance of a certain power battery during charging with temperature under a certain SOC state
  • Figure 2 is a curve of the total internal resistance of a certain power battery during discharging with temperature in a certain SOC state
  • Figure 3 is a temperature rise curve diagram of power battery heating
  • Figure 4 is a schematic diagram of the control flow of the power battery heating method
  • Figure 5 is a waveform diagram of the heating current of the power battery
  • FIG. 6 is a diagram of the switching state of the fully-controlled power device of the inverter module that issues the first instruction in the first embodiment
  • Fig. 7 is a diagram of the switching state of the full control power device of the inverter module after the first instruction ends in the first embodiment
  • FIG. 8 is a diagram of the switching state of the fully controlled power device of the inverter module that issues the second instruction in the first embodiment
  • FIG. 9 is a diagram of the switching state of the fully controlled power device of the inverter module after the second instruction ends in the first embodiment
  • FIG. 10 is a diagram of the switching state of the fully controlled power device of the inverter module that issues the first instruction in the second embodiment
  • FIG. 11 is a diagram of the switching state of the full control power device of the inverter module after the first instruction ends in the second embodiment
  • FIG. 12 is a diagram of the switching state of the fully-controlled power device of the inverter module that issues the second instruction in the second embodiment
  • FIG. 13 is a diagram of the switching state of the full control power device of the inverter module after the second instruction ends in the second embodiment
  • FIG. 14 is a diagram of the switching state of the fully controlled power device of the inverter module that issues the first instruction in the third embodiment
  • 15 is a diagram of the switching state of the full control power device of the inverter module after the first instruction ends in the third embodiment
  • 16 is a diagram of the switching state of the fully-controlled power device of the inverter module that issues the second instruction in the third embodiment
  • FIG. 17 is a diagram of the switching state of the full control power device of the inverter module after the second instruction ends in the third embodiment
  • Figure 18 is a flow chart of the actual current estimation.
  • the method proposed by the present invention is an improvement on the basis of the existing electric vehicle, using the electric drive system of the electric vehicle to heat the power battery, the whole vehicle does not need to add additional parts or devices, the cost is low, and the heat transfer efficiency is high.
  • the electric drive system includes: a motor, an inverter module, and a motor controller.
  • the inverter module is connected between the motor and the power battery.
  • the motor controller controls the working state of the inverter module.
  • the variable module is usually a three-phase full-bridge inverter module.
  • the three-phase full-bridge inverter module is composed of fully-controlled power devices, and the fully-controlled power devices are preferably IGBTs.
  • the charging and discharging current uses the Joule heat generated on the ohmic internal resistance and the polarized internal resistance to heat the battery cells, and the lower the temperature, the greater the total internal resistance of the charge and discharge, and the charge and discharge current is constant. Under conditions, the more Joule heat is generated, the faster the battery will heat up. This temperature characteristic can meet the requirements of the power battery of electric vehicles to quickly heat up under low temperature conditions.
  • the heating curve of the power battery heating is shown in Figure 3.
  • the preset heating temperature threshold it is determined that the temperature of the power battery is too low, and the power battery needs to be heated, and the preset current limit I Req corresponding to the actual temperature is obtained according to the actual temperature Ti;
  • the actual current Idc exceeding the proximity judgment point is close to the preset current limit I Req .
  • the adjustment value can be designed according to actual conditions.
  • adjusting the switching state of the inverter module of the electric drive system includes: the motor controller sends a first instruction or a second instruction to the inverter module, and the first instruction and the second instruction are periodically switched, where the instruction is In order to output a drive signal to the gate of each fully-controlled power device in the inverter module, the drive signal includes outputting a corresponding switching signal and a duty cycle to the gate of the fully-controlled power device.
  • the first command and the second command are switched at a calibratable cycle interval.
  • the actual current will become a periodic alternating current in the current form.
  • the alternating cycle The range of is 500Hz ⁇ 2kHz, and its current waveform is shown in Figure 5.
  • the present invention provides three feasible schemes for the switching state of the inverter module.
  • the following three schemes are only for illustration and are not intended to limit the present invention to only these three schemes.
  • the motor controller issues the first command
  • the upper bridge full control power device of the middle bridge arm of the inverter module is turned on, the lower bridge full control power devices of the remaining two bridge arms are turned on, and the lower bridge full control of the middle bridge arm is turned on.
  • the power device is turned off, the upper bridge full control power device of the remaining two bridge arms is turned off, and the motor controller adjusts the duty cycle of the inverter module until the actual current meets the preset current limit.
  • the current flow during the issuance of the first command is shown in Figure 6.
  • the power battery charges the inductance of the motor, and the current flow at the end of the first command is shown in Figure 7. At this time, the inductance of the motor releases energy.
  • the motor controller issues the second command
  • the lower bridge full control power device of the middle bridge arm of the inverter module is turned on, the upper bridge full control power devices of the remaining two bridge arms are turned on, and the upper bridge full control power of the middle bridge arm is turned on.
  • the device is turned off, the lower bridge full-control power devices of the remaining two bridge arms are turned off, and the motor controller adjusts the duty cycle of the inverter module until the actual current meets the preset current limit.
  • the current flow during the issuing of the second command is shown in Fig. 8.
  • the power battery charges the inductance of the motor, and the current flow at the end of the second command is shown in Fig. 9. At this time, the inductance of the motor releases energy.
  • the motor controller issues the first command
  • the upper bridge fully-controlled power device of the right bridge arm of the inverter module is turned on
  • the lower bridge fully-controlled power devices of the remaining two bridge arms are turned on
  • the lower bridge of the right bridge arm is turned on.
  • the full control power device is turned off
  • the upper bridge full control power device of the remaining two bridge arms is turned off
  • the motor controller adjusts the duty cycle of the inverter module until the actual current meets the preset current limit.
  • the current flow during the issuing of the first command is shown in Fig. 10
  • the power battery charges the inductance of the motor
  • the current flow at the end of the first command is shown in Fig. 11. At this time, the inductance of the motor releases energy.
  • the motor controller issues the second command
  • the lower bridge fully-controlled power device of the right bridge arm of the inverter module is turned on, the upper bridge fully-controlled power devices of the remaining two bridge arms are turned on, and the upper bridge of the right bridge arm is fully controlled.
  • the control power device is turned off, the lower bridge full control power device of the remaining two bridge arms is turned off, and the motor controller adjusts the duty cycle of the inverter module until the actual current meets the preset current limit.
  • the current flow during the issuing of the second command is shown in Fig. 12
  • the power battery charges the inductance of the motor
  • the current flow at the end of the second command is shown in Fig. 13. At this time, the inductance of the motor releases energy.
  • the motor controller issues the first command
  • the upper bridge full control power device of the left bridge arm of the inverter module is turned on, the lower bridge full control power devices of the remaining two bridge arms are turned on, and the lower bridge of the left bridge arm is turned on.
  • the full control power device is turned off, the upper bridge full control power device of the remaining two bridge arms is turned off, and the motor controller adjusts the duty cycle of the inverter module until the actual current meets the preset current limit.
  • the current flow during the issuing of the first command is shown in Figure 14.
  • the power battery charges the inductance of the motor, and the current flow at the end of the first command is shown in Figure 15. At this time, the inductance of the motor releases energy.
  • the motor controller issues the second command
  • the lower bridge full control power device on the left side of the inverter module is turned on, the upper bridge full control power devices of the remaining two bridge arms are turned on, and the upper bridge on the left side is turned on.
  • the control power device is turned off, the lower bridge full control power device of the remaining two bridge arms is turned off, and the motor controller adjusts the duty cycle of the inverter module until the actual current meets the preset current limit.
  • the current flow during the issuing of the second command is shown in Figure 16.
  • the power battery charges the inductance of the motor, and the current flow at the end of the second command is shown in Figure 17. At this time, the inductance of the motor releases energy.
  • the way to obtain the corresponding preset current limit is: preset a temperature look-up table, the temperature look-up table has multiple continuous temperature intervals, and each temperature interval has a corresponding preset current limit I Req (Ti), obtain the corresponding preset current limit I Req (Ti) from the temperature look-up table according to the actual temperature.
  • the preset current limit I Req (Ti) is less than the maximum continuous DC bus current allowed by the motor controller, and the preset current limit I Req (Ti) is less than the maximum allowable charging current of the power battery at its corresponding actual temperature Ti. And it is less than the maximum allowable discharge current of the power battery at its corresponding actual temperature Ti.
  • the method of calculating the actual current of the power battery is:
  • Idc_V VHiduty*iv
  • Idc_V (1-VLiDuty)*Iv
  • the positive direction is the current flowing from the inverter module to the motor
  • the negative direction is opposite to the positive direction, that is, the negative direction is the current flowing from the motor to the inverter module.
  • UHiduty, ULiDuty, VHiduty, VLiDuty, WHiduty, and WLiDuty are in turn of the U-phase bridge arm.
  • the actual duty cycle of the upper bridge full control power device The actual duty cycle of the upper bridge full control power device, the actual duty cycle of the lower bridge full control power device of the U phase bridge arm, the actual duty cycle of the upper bridge full control power device of the V phase bridge arm, the lower bridge of the V phase bridge arm.
  • the actual duty cycle of the full control power device The actual duty cycle of the upper bridge full control power device of the W-phase bridge arm, and the actual duty cycle of the lower bridge full control power device of the W-phase bridge arm.
  • the way to adjust the duty cycle of the inverter module in the electric drive system is: when the actual current is less than the preset current limit, at the same time increase the duty cycle of the output signal to the gate of the fully-controlled power device in the inverter module until the actual current Meet the preset current limit.
  • the above method further includes: obtaining all the power devices in the motor or the inverter module.
  • the detection temperature of the power control device if the detection temperature exceeds the preset high temperature temperature, the actual current is reduced, thereby protecting the motor and the full control power device.
  • the first is to use a temperature sensor to measure the temperature of the motor or a temperature sensor to measure the temperature of the fully-controlled power device.
  • Another method is to collect current and motor current to estimate motor loss, and then estimate motor temperature, or collect current and voltage and full control power device current to estimate full control power device loss, and then estimate the full control power device temperature.
  • the present invention also proposes an electric vehicle, which includes a power battery, a battery management system, and an electric drive system.
  • the electric drive system uses the above method to heat the power battery.
  • the electric drive system receives the actual temperature of the power battery collected by the battery management system. If the actual temperature is higher than the preset heating temperature threshold, the electric drive system starts the motor and the electric vehicle starts driving normally. If the actual temperature is low If it is equal to or equal to the preset heating temperature threshold, after the actual current meets the preset current limit, the electric drive system starts the motor, and the electric vehicle starts driving normally.

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  • Life Sciences & Earth Sciences (AREA)
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Abstract

一种利用电驱动系统对动力电池加热的方法及电动汽车，该方法包括以下步骤：采集动力电池的实际温度；将实际温度与预设加热温度阈值进行比较；若实际温度低于或等于预设加热温度阈值，则根据实际温度获取对应的预设电流限值；调节电驱动系统中逆变模块的开关状态，使得能量在动力电池与电驱动系统中的电机之间双向流动；计算动力电池的实际电流；调节逆变模块的占空比，直到实际电流满足预设电流限值。电动汽车采用上述方法对动力电池进行加热。本发明利用电动汽车既有的电机和电机控制器，无需增加额外的成本，同时加热方式为从电池内部加热，热传导损耗小且加热效率高。

Description

利用电驱动系统对动力电池加热的方法及电动汽车 技术领域
本发明涉及新能源乘用车技术领域，尤其涉及利用电驱动系统对动力电池加热的方法及电动汽车。
背景技术
近几年，中国从政策上积极推动新能源汽车的发展，目的是为了应对车辆排放所带来的环境问题及能源短缺问题。动力电池作为新能源汽车的核心部件，为驱动电机提供动力能源的同时向整车提供所有用电附件的电源，直接决定了新能源汽车的续航里程。然而，新能源汽车在低温环境下，动力电池容易受到温度影响，进而影响车辆的正常使用及客户体验，具体体现在以下两个方面：
1、低温工况下放电能力受限导致驱动系统的驱动能力受到限制；
2、低温工况下充电能力受限导致整车在能量耗尽后无法及时补电或延长补电时间；
考虑到新能源汽车在冬季常需要在低于0℃的温度条件下运行及充电，在部分高纬度地区，环境温度条件甚至会低于-25℃，基本接近电池充放电温度的下限。由于上述应用环境温度对动力电池的约束，限制了新能源汽车的应用及普及范围。
现有技术中已出现采用加热系统从外部对动力电池进行加热的技术方案，例如贴敷在电池包表面的加热膜或者通过采用诸如加热丝或电阻等元件加热动力电池冷却介质使电池升温，以保障电驱动系统的驱动能力及电池的补电能力。然而，这种外围加热措施的引入，不仅会增加整车的成本和重量，同时外围加热措施不能直接加热电芯，导致热传导损耗较大，加热效率较低，能源得不到有效利用。
因此，如何设计提升加热效率高的动力电池加热方法及电动汽车是业界亟待解决的技术问题。
发明内容
为了解决现有加热效率低的缺陷，本发明提出利用电驱动系统对动力电池加热的方法及电动汽车，利用电动汽车既有的电机和电机控制器，无需增加额外的成本，同时加热方式为从电池内部加热，热传导损耗小且加热效率高。
本发明采用的技术方案是，设计利用电驱动系统对动力电池进行加热的方法，电驱动系统包括：电机、连接在电机和动力电池之间的逆变模块、控制逆变模块工作状态的电机控制器，方法包括以下步骤：
采集动力电池的实际温度；
将实际温度与预设加热温度阈值进行比较；
若实际温度低于或等于预设加热温度阈值，则根据实际温度获取对应的预设电流限值；
调节逆变模块的开关状态，使得能量在动力电池与电机之间双向流动；
计算动力电池的实际电流；
调节逆变模块的占空比，直到实际电流满足预设电流限值。
在一实施例中，逆变模块为全控功率器件组成的三相全桥逆变模块，全控功率器件优选采用IGBT。
其中，调节逆变模块的开关状态包括：电机控制器向逆变模块发出第一指令或第二指令，第一指令和第二指令周期性切换。
当电机控制器发出第一指令时，逆变模块的任意一个或两个桥臂的上桥全控功率器件导通、剩余桥臂的下桥全控功率器件导通，电机控制器调节逆变模块的占空比至实际电流满足预设电流限值。
当电机控制器发出第二指令时，使逆变模块中导通的上桥全控功率器件为电机控制器发出第一指令时未导通的上桥全控功率器件，同时使逆变器模块中导通的下桥全控功率器件为电机控制器发出第一指令时未导通的下桥全控功率器件，电机控制器调节逆变模块的占空比至实际电流满足预设电流限值。
优选的，获取对应的预设电流限值的方式为：预先设置温度查找表，温度查找表中具有多个连续的温度区间，每个温度区间均设有对应一个预设电流限值，根据实际温度从温度查找表中获取对应的预设电流限值。
优选的，预设电流限值小于电机控制器允许的输出最大持续直流母线电流，同时预设电流限值小于动力电池在其对应实际温度下的最大允许充电电流，且预设电流限值小于动力电池在其对应实际温度下的最大允许放电电流。
在一实施例中，计算动力电池的实际电流的方式为：采集电机的三相电流信号；
判断U相电流Iu的方向为正方向或负方向，若是正方向，则Idc_U＝UHiduty*Iu，若是负方向，则Idc_U＝(1-ULiDuty)*Iu；
判断V相电流Iv的方向为正方向或负方向，若是正方向，则Idc_V＝VHiduty*iv，若是负方向，则Idc_V＝(1-VLiDuty)*Iv；
判断W相电流Iw的方向为正方向或负方向，若是正方向，则Idc_W＝WHiduty*iw，若是负方向，设定Idc_W＝(1-WLiDuty)*Iw；
实际电流＝Idc_U+Idc_V+Idc_W；
其中，正方向为电流从逆变模块流向电机，负方向与正方向相反，UHiduty、ULiDuty、VHiduty、VLiDuty、WHiduty、WLiDuty依次为U相桥臂的上桥全控功率器件实际占空比、U相桥臂的下桥全控功率器件实际占空比、V相桥臂的上桥全控功率器件实际占空比、V相桥臂的下桥全控功率器件实际占空比、W相桥臂的上桥全控功率器件实际占空比、W相桥臂的下桥全控功率器件实际占空比。
当实际电流小于预设电流限值时，同时增加逆变模块中全控功率器件的占空比，直到实际电流满足预设电流限值。
优选的，上述方法还包括：获取电机或逆变模块中全控功率器件的检测温度，若检测温度超过预设高温温度，则降低实际电流。
本发明还提出了电动汽车，包括：动力电池、电池管理系统和电驱动系统，电驱动系统采用上述方法对动力电池进行加热。
优选的，电动汽车启动之前，电驱动系统接收由电池管理系统采集获得的动力电池的实际温度，若实际温度高于预设加热温度阈值，则电动汽车正常启动行驶。
与现有技术相比，本发明利用电动汽车既有的电驱动系统，通过电驱动系统控制动力电池和电机交替储能及释放能量，进而调节动力电池的充放电电流，利用充放电电流在动力电池内部的欧姆内阻与极化内阻上产生焦耳热，以从电池内部加热使动力电池升温，此种方式无需增加整车额外的成本，同时由于从电池内部加热，热传导损耗小，加热效率高。
附图说明
下面结合实施例和附图对本发明进行详细说明，其中：
图1为一定SOC状态下某种动力电池充电过程总内阻随温度变化的曲线；
图2为一定SOC状态下某种动力电池放电过程总内阻随温度变化的曲线；
图3为动力电池加热的温升曲线图；
图4为动力电池加热方法的控制流程示意图；
图5为动力电池的加热电流波形图；
图6为第一实施例中发出第一指令的逆变模块全控功率器件开关状态图；
图7为第一实施例中第一指令结束的逆变模块全控功率器件开关状态图
图8为第一实施例中发出第二指令的逆变模块全控功率器件开关状态图；
图9为第一实施例中第二指令结束的逆变模块全控功率器件开关状态图；
图10为第二实施例中发出第一指令的逆变模块全控功率器件开关状态图；
图11为第二实施例中第一指令结束的逆变模块全控功率器件开关状态图；
图12为第二实施例中发出第二指令的逆变模块全控功率器件开关状态图；
图13为第二实施例中第二指令结束的逆变模块全控功率器件开关状态图；
图14为第三实施例中发出第一指令的逆变模块全控功率器件开关状态图；
图15为第三实施例中第一指令结束的逆变模块全控功率器件开关状态图；
图16为第三实施例中发出第二指令的逆变模块全控功率器件开关状态图；
图17为第三实施例中第二指令结束的逆变模块全控功率器件开关状态图；
图18为实际电流的估算流程图。
具体实施方式
本发明提出的方法是是在现有电动汽车的基础之上进行改进，利用电动汽车自带的电驱动系统对动力电池加热，整车无需增加额外的部件或装置，成本低且传热效率高。具体来说，电驱动系统包括：电机、逆变模块及电机控制器，逆变模块连接在电机和动力电池之间，电机控制器控制逆变模块的工作状态，电动汽车中电驱动系统的逆变模块通常为三相全桥逆变模块，三相全桥逆变模块由全控功率器件组成，全控功率器件优选采用IGBT。
本发明使利用动力电池内阻在充放电过程中产生的焦耳热量Q＝i^2×t加热电池，从图1及图2可以看出随着温度的降低，电池欧姆内阻及极化内阻均会增加，采用充放电电流利用在 欧姆内阻与极化内阻上产生的焦耳热量对电池电芯进行加热，并且，温度越低则充放电总内阻越大，充放电电流一定的条件下，产生的焦耳热量越多，电池升温越快，这样的温度特性能够满足电动汽车的动力电池在低温工况下快速升温的要求，动力电池加热的升温曲线如图3所示。
如图4所示，下面详细介绍利用电驱动系统对动力电池加热的方法，其包括以下步骤：
采集动力电池的实际温度Ti；
将实际温度Ti与预设加热温度阈值进行比较；
若实际温度Ti低于或等于预设加热温度阈值，则判定动力电池的温度过低，需要对动力电池进行加热，根据实际温度Ti获取该实际温度对应的预设电流限值I Req；
调节电驱动系统中逆变模块的开关状态，使得能量在动力电池与电机之间双向流动；
计算动力电池的实际电流Idc；
调节电驱动中逆变模块的占空比，直到实际电流Idc满足预设电流限值I Req，此处满足预设电流限值I Req是指接近或等于预设电流限值I Req，例如，设定预设电流限值I Req减去调节值为接近判断点，实际电流Idc超过该接近判断点即为接近预设电流限值I Req，调节值的设计可根据实际情况而定。
在优选实施例中，调节电驱动系统逆变模块的开关状态包括：电机控制器向逆变模块发出第一指令或第二指令，第一指令和第二指令周期性切换，此处的指令即为向逆变模块中各全控功率器件门极输出的驱动信号，驱动信号包含向全控功率器件门极输出对应的开关信号及占空比。以一个可标定的周期间隔，对第一指令及第二指令进行切换，由于上述切换的结果会使实际电流在电流形式上成为一个周期性交变的交流电流，在一实施例中，交变周期的范围是500Hz～2kHz，其电流波形如图5所示。
本发明提供了逆变模块开关状态的三种可行方案，以下三种方案仅作举例说明，并不用以限定本发明仅有这三种方案。
第一种如图6至9所示：
当电机控制器发出第一指令时，逆变模块的中间桥臂的上桥全控功率器件导通、其余两个桥臂的下桥全控功率器件导通，中间桥臂的下桥全控功率器件关断、其余两个桥臂的上桥全控功率器件关断，电机控制器调节逆变模块的占空比至实际电流满足预设电流限值。第一 指令发出期间的电流流向如图6所示，动力电池给电机的电感充电，第一指令结束时的电流流向如图7所示，此时电机的电感释放能量。
当电机控制器发出第二指令时，逆变模块中间桥臂的下桥全控功率器件导通、其余两个桥臂的上桥全控功率器件导通，中间桥臂的上桥全控功率器件关断、其余两个桥臂的下桥全控功率器件关断，电机控制器调节逆变模块的占空比至实际电流满足预设电流限值。第二指令发出期间的电流流向如图8所示，动力电池给电机的电感充电，第二指令结束时的电流流向如图9所示，此时电机的电感释放能量。
第二种如图10至13所示：
当电机控制器发出第一指令时，逆变模块的右侧桥臂的上桥全控功率器件导通、其余两个桥臂的下桥全控功率器件导通，右侧桥臂的下桥全控功率器件关断、其余两个桥臂的上桥全控功率器件关断，电机控制器调节逆变模块的占空比至实际电流满足预设电流限值。第一指令发出期间的电流流向如图10所示，动力电池给电机的电感充电，第一指令结束时的电流流向如图11所示，此时电机的电感释放能量。
当电机控制器发出第二指令时，逆变模块右侧桥臂的下桥全控功率器件导通，其余两个桥臂的上桥全控功率器件导通，右侧桥臂的上桥全控功率器件关断、其余两个桥臂的下桥全控功率器件关断，电机控制器调节逆变模块的占空比至实际电流满足预设电流限值。第二指令发出期间的电流流向如图12所示，动力电池给电机的电感充电，第二指令结束时的电流流向如图13所示，此时电机的电感释放能量。
第三种如图14至17所示，
当电机控制器发出第一指令时，逆变模块的左侧桥臂的上桥全控功率器件导通、其余两个桥臂的下桥全控功率器件导通，左侧桥臂的下桥全控功率器件关断、其余两个桥臂的上桥全控功率器件关断，电机控制器调节逆变模块的占空比至实际电流满足预设电流限值。第一指令发出期间的电流流向如图14所示，动力电池给电机的电感充电，第一指令结束时的电流流向如图15所示，此时电机的电感释放能量。
当电机控制器发出第二指令时，逆变模块左侧桥臂的下桥全控功率器件导通、其余两个桥臂的上桥全控功率器件导通，左侧桥臂的上桥全控功率器件关断、其余两个桥臂的下桥全控功率器件关断，电机控制器调节逆变模块的占空比至实际电流满足预设电流限值。第二指 令发出期间的电流流向如图16所示，动力电池给电机的电感充电，第二指令结束时的电流流向如图17所示，此时电机的电感释放能量。
需要说明的是，获取对应的预设电流限值的方式为：预先设置温度查找表，温度查找表中具有多个连续的温度区间，每个温度区间均设有对应一个预设电流限值I Req(Ti)，根据实际温度从温度查找表中获取对应的预设电流限值I Req(Ti)。预设电流限值I Req(Ti)小于电机控制器允许的输出最大持续直流母线电流，同时预设电流限值I Req(Ti)小于动力电池在其对应实际温度Ti下的最大允许充电电流，且小于动力电池在其对应实际温度Ti下的最大允许放电电流。
在优选实施例中，如图18所示，计算动力电池的实际电流的方式为：
采集电机的三相电流信号；
判断U相电流Iu的方向为正方向或负方向，若是正方向，则Idc_U＝UHiduty*Iu，若是负方向，则Idc_U＝(1-ULiDuty)*Iu；
判断V相电流Iv的方向为正方向或负方向，若是正方向，则Idc_V＝VHiduty*iv，若是负方向，则Idc_V＝(1-VLiDuty)*Iv；
判断W相电流Iw的方向为正方向或负方向，若是正方向，则Idc_W＝WHiduty*iw，若是负方向，设定Idc_W＝(1-WLiDuty)*Iw；
实际电流Idc＝Idc_U+Idc_V+Idc_W；
其中，正方向为电流从逆变模块流向电机，负方向与正方向相反，即负方向为电流从电机流向逆变模块，UHiduty、ULiDuty、VHiduty、VLiDuty、WHiduty、WLiDuty依次为U相桥臂的上桥全控功率器件实际占空比、U相桥臂的下桥全控功率器件实际占空比、V相桥臂的上桥全控功率器件实际占空比、V相桥臂的下桥全控功率器件实际占空比、W相桥臂的上桥全控功率器件实际占空比、W相桥臂的下桥全控功率器件实际占空比。
调节电驱动系统中逆变模块的占空比的方式为：当实际电流小于预设电流限值时，同时增加向逆变模块中全控功率器件门极输出信号的占空比，直到实际电流满足预设电流限值。
进一步的，为了避免过大的充放电电流在电机及逆变模块的全控功率器件上产生过大的热量进而损坏电机或全控功率器件，上述方法还包括：获取电机或逆变模块中全控功率器件的检测温度，若检测温度超过预设高温温度，则降低实际电流，从而对电机及全控功率器件进行保护。
获取电机或逆变模块中全控功率器件的检测温度有两种方式：第一种是采用测温传感器测量电机温度或采用测温传感器测量全控功率器件的温度。另一种方式是采集电流及电机电流估算出电机损耗，进而估算电机温度，或者采集电流电压及全控功率器件电流估算出全控功率器件损耗，进而估算出全控功率器件温度。
本发明还提出了电动汽车，包括：动力电池、电池管理系统和电驱动系统，电驱动系统采用上述方法对动力电池进行加热。
电动汽车启动之前，电驱动系统接收由电池管理系统采集获得的动力电池的实际温度，若实际温度高于预设加热温度阈值，则电驱动系统启动电机，电动汽车正常启动行驶，若实际温度低于或等于预设加热温度阈值，则在实际电流满足预设电流限值后，电驱动系统启动电机，电动汽车正常启动行驶。
以上所述仅为本发明的较佳实施例而已，并不用以限制本发明，凡在本发明的精神和原则之内所作的任何修改、等同替换和改进等，均应包含在本发明的保护范围之内。

Claims (10)

  1. 一种利用电驱动系统对动力电池进行加热的方法，所述电驱动系统包括：电机、连接在所述电机和所述动力电池之间的逆变模块、控制所述逆变模块工作状态的电机控制器；其特征在于，所述方法包括以下步骤：
    采集动力电池的实际温度；
    将所述实际温度与预设加热温度阈值进行比较；
    若所述实际温度低于或等于预设加热温度阈值，则根据所述实际温度获取对应的预设电流限值；
    调节所述逆变模块的开关状态，使得能量在所述动力电池与所述电机之间双向流动；
    计算所述动力电池的实际电流；
    调节所述逆变模块的占空比，直到所述实际电流满足所述预设电流限值。
  2. 根据权利要求1所述的方法，其特征在于，所述逆变模块为由全控功率器件组成的三相全桥逆变模块，所述调节逆变模块的开关状态包括：所述电机控制器向所述逆变模块发出第一指令或第二指令，所述第一指令和所述第二指令周期性切换；
    当所述电机控制器发出第一指令时，所述逆变模块中任意一个或两个桥臂的上桥全控功率器件导通、剩余桥臂的下桥全控功率器件导通；
    当所述电机控制器发出第二指令时，使所述逆变模块中导通的上桥全控功率器件为所述电机控制器发出第一指令时未导通的上桥全控功率器件，同时使所述逆变器模块中导通的下桥全控功率器件为所述电机控制器发出第一指令时未导通的下桥全控功率器件。
  3. 根据权利要求2所述的方法，其特征在于，
    当所述电机控制器发出第一指令时，所述电机控制器调节所述逆变模块的占空比至所述实际电流满足所述预设电流限值；
    当所述电机控制器发出第二指令时，所述电机控制器调节所述逆变模块的占空比至所述实际电流满足所述预设电流限值。
  4. 根据权利要求3所述的方法，其特征在于，所述获取对应的预设电流限值的方式为：预先设置温度查找表，所述温度查找表中具有多个连续的温度区间，每个所述温度区间均设有对应一个预设电流限值，根据所述实际温度从所述温度查找表中获取对应的预设电流限值。
  5. 根据权利要求3所述的方法，其特征在于，所述预设电流限值小于所述电机控制器允许的输出最大持续直流母线电流，同时所述预设电流限值小于所述动力电池在其对应实际温度下的最大允许充电电流，且所述预设电流限值小于所述动力电池在其对应实际温度下的最大允许放电电流。
  6. 根据权利要求3所述的方法，其特征在于，计算所述动力电池的实际电流的方式为：采集所述电机的三相电流信号；
    判断U相电流Iu的方向为正方向或负方向，若是正方向，则Idc_U＝UHiduty*Iu，若是负方向，则Idc_U＝(1-ULiDuty)*Iu；
    判断V相电流Iv的方向为正方向或负方向，若是正方向，则Idc_V＝VHiduty*iv，若是负方向，则Idc_V＝(1-VLiDuty)*Iv；
    判断W相电流Iw的方向为正方向或负方向，若是正方向，则Idc_W＝WHiduty*iw，若是负方向，设定Idc_W＝(1-WLiDuty)*Iw；
    所述实际电流＝Idc_U+Idc_V+Idc_W；
    其中，所述正方向为电流从所述逆变模块流向所述电机，所述负方向与所述正方向相反，UHiduty、ULiDuty、VHiduty、VLiDuty、WHiduty、WLiDuty依次为U相桥臂的上桥全控功率器件实际占空比、U相桥臂的下桥全控功率器件实际占空比、V相桥臂的上桥全控功率器件实际占空比、V相桥臂的下桥全控功率器件实际占空比、W相桥臂的上桥全控功率器件实际占空比、W相桥臂的下桥全控功率器件实际占空比。
  7. 根据权利要求6所述的方法，其特征在于，当所述实际电流小于预设电流限值时，同时增加所述逆变模块中全控功率器件的占空比，直到所述实际电流满足预设电流限值。
  8. 根据权利要求1所述的方法，其特征在于，还包括：获取所述电机或所述逆变模块中全控功率器件的检测温度，若所述检测温度超过预设高温温度，则降低实际电流。
  9. 一种电动汽车，包括：动力电池、电池管理系统和电驱动系统，其特征在于，所述电驱动系统采用上述方法对动力电池进行加热。
  10. 根据权利要求9所述的电动汽车，其特征在于，所述电动汽车启动之前，所述电驱动系统接收由所述电池管理系统采集获得的所述动力电池的实际温度，若所述实际温度高于预设加热温度阈值，则所述电动汽车正常启动行驶。
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