WO2025251900A1 - 电池热管理系统和车辆 - Google Patents

电池热管理系统和车辆

Info

Publication number
WO2025251900A1
WO2025251900A1 PCT/CN2025/096051 CN2025096051W WO2025251900A1 WO 2025251900 A1 WO2025251900 A1 WO 2025251900A1 CN 2025096051 W CN2025096051 W CN 2025096051W WO 2025251900 A1 WO2025251900 A1 WO 2025251900A1
Authority
WO
WIPO (PCT)
Prior art keywords
port
battery pack
solenoid valve
motor
charging
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/CN2025/096051
Other languages
English (en)
French (fr)
Inventor
凌和平
潘华
谢朝
魏新铭
罗祥
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BYD Co Ltd
Original Assignee
BYD Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Publication of WO2025251900A1 publication Critical patent/WO2025251900A1/zh
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • 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
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/425—Temperature
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature

Definitions

  • This disclosure relates to the field of vehicle technology, and in particular to a battery thermal management system and a vehicle.
  • Lithium-ion batteries are widely used. Due to their inherent characteristics, charging and discharging at suitable temperatures improves efficiency and extends lifespan. However, at low temperatures, their charging and discharging capabilities decrease significantly, impacting the use of electric vehicles in cold regions. This is especially true in winter, when slow charging, reduced range, and reluctance to use air conditioning for heating become common issues. "Low-temperature anxiety" has become a major pain point in the user experience of electric vehicles. Therefore, improving the performance of lithium-ion batteries at low temperatures is a crucial issue that urgently needs to be addressed. Lithium-ion batteries are highly sensitive to low temperatures.
  • the first objective of this disclosure is to propose a battery thermal management system in which, when the motor is controlled to operate at zero torque to heat the battery pack, both the rotor and stator of the motor can heat the battery pack by heating the coolant. This provides more comprehensive functionality, a wider range of environmental adaptability, and improves the utilization rate of various components in the system.
  • the second objective of this disclosure is to propose a vehicle.
  • the battery thermal management system proposed in the first aspect of this disclosure includes: a motor connected to a battery pack via a battery thermal management circuit; and a controller connected to the motor and the battery thermal management circuit respectively.
  • the controller is used to control the motor to operate at zero torque according to the vehicle status when the battery pack has a heating requirement, and to allow the heat generated by the stator and/or rotor of the motor to heat the battery pack through the battery thermal management circuit.
  • the controller controls the motor to operate at zero torque based on the vehicle status.
  • Both the rotor and stator of the motor can heat the battery pack by heating the coolant, thus achieving more comprehensive functionality, a wider environmental adaptability, and improved utilization of the components in the system.
  • this battery thermal management system considers the vehicle's status while heating the battery pack, enabling the electric drive system to heat the battery pack under different vehicle conditions, thereby achieving coordinated control of battery pack heating and vehicle status.
  • the battery thermal management circuit includes: a heat pump system connected to the liquid circuit of the battery pack; an electric drive system including an oil cooling circuit for cooling the motor, the oil cooling circuit being connected to the oil pipeline of the motor; and a first heat exchanger, the oil cooling circuit being connected to the heat pump system and the battery pack respectively through the first heat exchanger.
  • the electric drive system further includes: a stator drive circuit, which is connected to the controller, the stator of the motor, and the charging bus of the battery pack, respectively, for driving the stator of the motor; and a rotor drive circuit, which is connected to the controller, the rotor of the motor, and the charging bus of the battery pack, respectively, for driving the rotor of the motor.
  • the controller controls the motor to operate with zero torque, wherein the stator drive circuit is controlled to heat the stator and the rotor drive circuit is controlled to heat the rotor.
  • the controller controls the motor to operate with zero torque, wherein the stator drive circuit is controlled to heat the stator and the rotor drive circuit is controlled to heat the rotor.
  • the controller when the controller controls the stator drive circuit, it is used to obtain the quadrature-axis voltage and the direct-axis voltage based on the target quadrature-axis current, the target direct-axis current, the feedback quadrature-axis current, and the feedback direct-axis current, and to obtain the pulse width modulation duty cycle of the stator drive circuit based on the quadrature-axis voltage and the direct-axis voltage through an inverse Park transform and a pulse width modulation algorithm, so as to drive the stator of the motor, wherein the target quadrature-axis current is zero.
  • the controller controls the motor to operate with zero torque, wherein the stator drive circuit is controlled to store energy and the rotor drive circuit is controlled to heat the rotor.
  • the controller when the controller controls the rotor drive circuit, it performs a subtraction operation based on the excitation reference current and the actual excitation current to obtain a current difference, and performs PID (PID controller) current regulation operation based on the current difference to obtain the pulse width modulation duty cycle of the rotor drive circuit, so as to drive the rotor of the motor.
  • PID PID controller
  • the stator drive circuit includes multi-phase bridge arms, each bridge arm bridging the positive DC bus and the negative DC bus, the midpoint of each bridge arm being connected to the first end of the corresponding stator winding, the second ends of all stator windings being connected to the neutral point, the neutral point being adapted to connect to the vehicle's DC charging port;
  • the rotor drive circuit includes an H-half-bridge arm, the two ends of the H-half-bridge arm being connected to the positive DC bus and the negative DC bus respectively, and the midpoint of the H-half-bridge arm being connected to the rotor via a slip ring structure.
  • the oil cooling circuit includes: an oil pump, a first end of which is connected to a first port of the motor's oil pipeline; a second heat exchanger, a first port of which is connected to a second end of the oil pump, a second port of which is connected to a second port of the motor's oil pipeline, the first port of which is connected to the second port of which is connected in communication, a third port of which is connected to a first end of the thermal management pipeline of the drive circuit of the electric drive system, the second end of which is connected to the first port of which is connected; a first three-way valve, a first port of which is connected to a second port of which is connected in communication; a water pump, an inlet of which is connected to a second port of which is connected to a fourth port of which is connected to the second heat exchanger, the third port of which is connected in communication; and when the battery pack requires heating, the first port of which is connected to the second port of which is connected.
  • the oil cooling circuit further includes a radiator, the first end of which is connected to the third port of the first three-way valve and the controller.
  • the first port of the first three-way valve is connected to the third port of the first three-way valve to dissipate heat from the motor.
  • the heat pump system includes: a compressor, a gas-liquid separator, a first solenoid valve, a first electronic expansion valve, a first one-way valve, a second solenoid valve, and a third solenoid valve; wherein, the exhaust port of the compressor is connected to the first port of the first solenoid valve, the second port of the first solenoid valve is connected to the first port of the liquid circuit of the battery pack, the second port of the liquid circuit of the battery pack is connected to the first port of the first electronic expansion valve, the second port of the first electronic expansion valve is connected to the input port of the first one-way valve, the output port of the first one-way valve is connected to the first port of the second solenoid valve, the second port of the second solenoid valve is connected to the third port of the first heat exchanger, the fourth port of the first heat exchanger is connected to the first port of the third solenoid valve, the second port of the third solenoid valve is connected to the first port of the gas-liquid separator,
  • the heat pump system further includes: a fourth solenoid valve, an external condenser, and a second one-way valve; the first port of the fourth solenoid valve is connected to the output port of the first one-way valve, the second port of the fourth solenoid valve is connected to the first port of the external condenser, the second port of the external condenser is connected to the input port of the second one-way valve, and the second port of the second one-way valve is connected to the first port of the third solenoid valve; when the temperature of the battery pack is lower than the target battery pack temperature corresponding to the current ambient temperature, and the refrigerant temperature in the heat pump system is lower than the current ambient temperature, the battery pack has a heating requirement, and the first solenoid valve, the first electronic expansion valve, the second solenoid valve, the third solenoid valve, and the fourth solenoid valve are all in the open state.
  • the heat pump system further includes a third one-way valve, the input port of which is connected to the output port of the second one-way valve, and the output port of which is connected to the second port of the first electronic expansion valve.
  • the heat pump system further includes: an in-vehicle condenser, a second electronic expansion valve, and a fifth solenoid valve; wherein, the first port of the in-vehicle condenser is connected to the exhaust port of the compressor, the second port of the in-vehicle condenser is connected to the first port of the second electronic expansion valve and the first port of the fifth solenoid valve respectively, the second port of the second electronic expansion valve is connected to the first port of the fourth solenoid valve, and the second port of the fifth solenoid valve is connected to the first port of the fourth solenoid valve.
  • the heat pump system further includes: a third electronic expansion valve, an evaporator, and a fourth one-way valve; wherein, the first port of the third electronic expansion valve is connected to the fourth port of the first plate evaporator and the second port of the second one-way valve, the second port of the third electronic expansion valve is connected to the first port of the evaporator, the second port of the evaporator is connected to the input port of the fourth one-way valve, and the output port of the fourth one-way valve is connected to the first port of the gas-liquid separator; the controller is further configured to determine that the cabin has a heating requirement, control the third solenoid valve to close, and control the third electronic expansion valve to open.
  • the heat pump system further includes: a sixth solenoid valve, the first port of which is connected to the second port of the first solenoid valve and the first port of the liquid circuit of the battery pack; when the temperature of the battery pack is higher than the normal operating temperature of the battery pack, the battery pack has a cooling requirement, and the third solenoid valve, the fourth solenoid valve, the fifth solenoid valve, the sixth solenoid valve, the first electronic expansion valve, and the second electronic expansion valve are all in the open state, while the first solenoid valve and the second solenoid valve are in the closed state.
  • the controller is further configured to: determine if the cabin has a cooling requirement, control the third electronic expansion valve to open, and control the third solenoid valve to close; and determine if the cabin has no heating requirement, control the third solenoid valve to open, and control the third electronic expansion valve to close.
  • the fourth solenoid valve is closed when the temperature of the battery pack is lower than the target battery pack temperature corresponding to the current ambient temperature, and the refrigerant temperature in the heat pump system is greater than or equal to the current ambient temperature.
  • the controller is further configured to determine that the cabin has no heating requirement, control the third solenoid valve to open, and control the third electronic expansion valve to close.
  • the controller is also configured to control the motor to exit the zero-torque operating state when the vehicle malfunctions or the vehicle charging changes.
  • a second aspect of this disclosure also provides a vehicle, including: a battery pack; and a battery thermal management system as described in any of the preceding claims, wherein the battery thermal management system is connected to the liquid circuit of the battery pack.
  • the battery thermal management system can control the motor to operate at zero torque according to the vehicle status. Furthermore, both the rotor and stator of the motor can heat the battery pack by supplying coolant, achieving more comprehensive functionality, a wider environmental adaptability, and improved utilization of various components in the system. Moreover, by considering the vehicle's status, the electric drive system can heat the battery pack in different vehicle states, thus enabling coordinated control of battery pack heating and vehicle status.
  • the vehicle further includes a charging and discharging circuit adapted to be connected to the battery pack, the stator drive circuit of the motor in the electric drive system, and the rotor drive circuit.
  • the charging and discharging circuit includes: a positive DC bus connected to the positive terminal of the battery pack; a negative DC bus connected to the negative terminal of the battery pack; a positive main contactor located on the positive DC bus, between one end of the stator drive circuit and the positive terminal of the battery pack, and between one end of the rotor drive circuit and the positive terminal of the battery pack, and closed during charging; and a negative main contactor located on the negative DC bus, between the other end of the stator drive circuit and the negative terminal of the battery pack, and between the other end of the rotor drive circuit and the negative terminal of the battery pack, and closed during charging of the battery pack.
  • the charging and discharging circuit further includes: a bus capacitor, which is connected between the positive DC bus and the negative DC bus, and is located between the battery pack and the stator drive circuit; a DC charging and discharging port, the first end of which is connected to the neutral point of the stator winding, and the second end of which is connected to the negative DC bus; and a charging and discharging port capacitor, the first end of which is connected to the first end of the DC charging and discharging port, and the second end of which is connected to the second end of the DC charging and discharging port.
  • the charging and discharging circuit further includes: a first switch located on the positive DC bus and between the DC charging/discharging port and a first terminal of the stator drive circuit; a second switch located between a second terminal of the DC charging/discharging port and a second terminal of the charging/discharging port capacitor; and a third switch located between the first terminal of the DC charging/discharging port and the center point of the stator winding of the motor; when the vehicle is fault-free and in a direct charging state and the battery pack requires heating, the first switch and the second switch are closed, and the third switch is open; and when the vehicle is fault-free and in a boost charging state, and the battery pack requires heating, the second switch and the third switch are closed, and the first switch is open.
  • Figure 1 is a block diagram of a battery thermal management system according to an embodiment of the present disclosure
  • Figure 2 is a circuit diagram of a battery thermal management system according to an embodiment of the present disclosure
  • Figure 3 is a schematic diagram of a circuit connection according to an embodiment of the present disclosure.
  • Figure 4 is a schematic diagram of the control principle of battery pack heating according to an embodiment of the present disclosure
  • Figure 5 is a schematic diagram illustrating the principle of coordinate transformation according to an embodiment of the present disclosure
  • Figure 6 is a block diagram of a vehicle according to an embodiment of the present disclosure.
  • Figure 7 is a schematic diagram of the current flow in direct charging and motor heating according to an embodiment of the present disclosure.
  • Figure 8 is a schematic diagram of the current flow for direct charging and motor heating according to another embodiment of the present disclosure.
  • Figure 9 is a schematic diagram of the current flow direction for boost charging and motor heating according to an embodiment of the present disclosure.
  • Figure 10 is a schematic diagram of the current flow direction for boost charging and motor heating according to another embodiment of the present disclosure.
  • Figure 11 is a flowchart of a control method for heating a battery pack by means of zero-torque operation of a motor according to an embodiment of the present disclosure.
  • FIG. 1000 1000 vehicles; Battery thermal management system 100; battery thermal management circuit 200; charging and discharging circuit 300; Heat pump system 10, electric drive system 20, first plate heat exchanger 30, controller 40, DC charging port 50; multiphase bridge arm 11; positive DC bus 12; negative DC bus 13; H half-bridge arm 14; 1. Motor; 2. Battery pack; 3. Oil pump; 4. Second heat exchanger; 5. First three-way valve; 6. Water pump; 7. Radiator; 8. Compressor; 9. Gas-liquid separator.
  • Stator drive circuit 21 rotor drive circuit 22, stator S, rotor F, positive main contactor K+, negative main contactor K-, bus capacitor Cn, charging/discharging port capacitor Cm, first switch K1, second switch K2, third switch K3, stator winding neutral point n1, first power device VT1, second power device VT2, third power device VT3, fourth power device VT4, fifth power device VT5, sixth power device VT6, seventh power device VT7, tenth power device VT10, first freewheeling diode VD1, second freewheeling diode VD2, third freewheeling diode VD3, fourth...
  • Freewheeling diode VD4 fifth freewheeling diode VD5, sixth freewheeling diode VD6, seventh freewheeling diode VD7, eighth freewheeling diode VD8, ninth freewheeling diode VD9, tenth freewheeling diode VD10, first solenoid valve N1, second solenoid valve N2, third solenoid valve N3, fourth solenoid valve N4, fifth solenoid valve N5, sixth solenoid valve N6, first electronic expansion valve M1, second electronic expansion valve M2, third electronic expansion valve M3, first check valve D1, second check valve D2, third check valve D3, fourth check valve D4, external condenser Q1, internal condenser Q2, evaporator Q3.
  • patent application CN201810187389.3 provides a power battery heating system and method.
  • the system includes a first temperature sensor, a controller, and a motor, with the first temperature sensor mounted on the power battery.
  • the controller includes a temperature sampling unit and a heating control unit, wherein: the temperature sampling unit is used to acquire the temperature of the power battery in real time through the first temperature sensor; the heating control unit is used to control the motor to operate with zero torque using the energy provided by the power battery when the temperature of the power battery meets preset conditions.
  • This disclosure heats the power battery through a power motor, thus achieving power battery heating without external auxiliary heating equipment, which not only reduces costs and system design complexity but also ensures uniform heating of the power battery.
  • patent application CN202110322625.X relates to the field of electric vehicle technology, providing a charging control method, a charging control device, and an electric vehicle.
  • the control method includes: sending a first voltage value to the charging pile after insulation testing; receiving capability parameters fed back from the charging pile and controlling the first switch to close and the second switch to open; setting the charging demand voltage of the power battery to the first voltage value and entering the charging phase; obtaining the actual output charging voltage of the charging pile through a voltage detection unit; adjusting the charging demand voltage of the power battery according to the relationship between the actual output charging voltage of the charging pile and the second voltage value, and the relationship between the charging power of the power battery and the preset power; and simultaneously controlling the states of the first and second switches.
  • This disclosure controls the states of the first and second switches, effectively and seamlessly switching the charging mode of the electric vehicle, realizing automatic switching between the two charging modes, and enabling the electric vehicle to be charged in the optimal charging mode.
  • the first patent only considers heating the stator of the motor in the parking state, while the rotor is not heated simultaneously, resulting in low heating efficiency.
  • This solution only heats the motor stator and does not mention rotor heating technology.
  • due to hardware topology limitations it cannot achieve motor stall heating during direct DC charging or DC boost charging, resulting in limited functionality, a narrow environmental adaptability range, and low system component utilization.
  • the second patent when the ambient temperature is low, the battery is not allowed to charge or discharge, or the allowed charging/discharging current is small, and no method for coordinated control of charging and battery heating is mentioned.
  • the embodiments of this disclosure propose a battery thermal management system.
  • the battery pack When the battery pack requires heating, it controls the motor to operate at zero torque based on the vehicle status, allowing the heat generated by the motor stator and/or rotor to heat the battery pack through the battery thermal management circuit.
  • the vehicle's state is taken into consideration. It is not limited to the vehicle being parked, in DC charging mode, or in boost charging mode.
  • the heat generated by the motor's stator and/or rotor can be used to heat the battery pack through the battery thermal management circuit.
  • both the motor rotor and stator in this embodiment can heat the battery by heating the coolant, thus enabling coordinated control of boost or direct charging and motor heating.
  • a battery thermal management system 100 according to an embodiment of the present disclosure is described below with reference to Figures 1-5.
  • FIG1 a block diagram of a battery thermal management system 100 according to an embodiment of this disclosure is provided.
  • the battery thermal management system 100 includes a motor 1 and a controller 40.
  • the motor 1 is connected to a battery pack 2 via a battery thermal management loop 200, wherein the battery thermal management loop 200 is the loop shown in FIG1 for connecting the battery pack 2 and the motor 1.
  • the controller 40 is connected to the motor 1 and the battery thermal management circuit 200 respectively.
  • the battery pack 2 When the battery pack 2 has a heating requirement, it controls the motor 1 to run at zero torque according to the vehicle status, and makes the heat generated by the stator S and/or rotor F of the motor 1 heat the battery pack 2 through the battery thermal management circuit 200.
  • FIG2 is a circuit diagram of a battery thermal management system 100 according to an embodiment of this disclosure.
  • the dashed boxes shown in the figure for indicating the heat pump system 10 do not include the battery pack 2, the electric drive system 20 and the first heat exchanger 30; and the dashed boxes for indicating the electric drive system 20 do not include the motor 1.
  • the battery thermal management circuit 200 includes a heat pump system 10, an electric drive system 20, and a first heat exchanger 30.
  • the heat pump system 10 is connected to the fluid circuit of the battery pack 2.
  • the electric drive system 20 includes an oil cooling circuit for cooling the oil in the motor 1.
  • the oil cooling circuit is connected to the oil pipeline of the motor 1 and is connected to the heat pump system 10 and the battery pack 2 respectively through the first heat exchanger 30.
  • the medium circulating in the heat pump system 10 is refrigerant; therefore, the first heat exchanger 30 is a refrigerant heat exchanger.
  • the controller 40 is connected to the heat pump system 10 and the electric drive system 20, respectively.
  • the controller 40 is a vehicle control unit, such as a VCU (Vehicle Control Unit), used to control the motor 1 to operate at zero torque when the battery pack 2 requires heating, based on the vehicle status.
  • VCU Vehicle Control Unit
  • the oil cooling circuit exchanges heat with the heat pump system 10 at the first heat exchanger 30, transferring the heat to the heat pump system 10.
  • the heat pump system 10 then transfers the heat generated by the motor 1 to the battery pack 2.
  • the motor 1 is an electrically excited motor, thus achieving the purpose of heating the battery pack 2 by the stator S and/or rotor F of the motor 1.
  • the oil cooling circuit includes an oil pump 3, a second heat exchanger 4, a first three-way valve 5, and a water pump 6.
  • the first end of the oil pump 3 is connected to the first port of the oil pipeline of the motor 1;
  • the first port of the second heat exchanger 4 is connected to the second end of the oil pump 3,
  • the second port of the second heat exchanger 4 is connected to the second port of the oil pipeline of the motor 1
  • the first port of the second heat exchanger 4 is connected to the second port of the second heat exchanger 4
  • the third port of the second heat exchanger 4 is connected to the first end of the thermal management pipeline of the drive circuit of the electric drive system 20,
  • the second end of the thermal management pipeline of the drive circuit is connected to the first port of the first heat exchanger 30;
  • the first port of the first three-way valve 5 is connected to the second port of the first heat exchanger 30,
  • the first port of the first heat exchanger 30 is connected to the second port of the first heat exchanger 30;
  • the inlet of the water pump 6 is connected
  • the solid arrows represent the cooling circuit of the coolant in the thermal management pipeline of the drive circuit
  • the dashed arrows represent the cooling circuit of the cooling oil in the oil pipeline where the motor 1 is located.
  • the oil cooling circuit belongs to the electric drive system 20, and the second heat exchanger 4 is the electric drive heat exchanger.
  • the first port of the first three-way valve 5 is connected to the second port. That is, when the motor 1 operates at zero torque to heat the battery pack 2, the heat generated by the motor 1 is transferred in the oil cooling circuit. In fact, the heat generated by the motor 1 is first released into the oil pipeline where the motor 1 is located. The cooling oil in the oil pipeline exchanges heat with the coolant in the thermal management pipeline of the drive circuit at the second heat exchanger 4, transferring the heat to the coolant circuit in the thermal management pipeline of the drive circuit. Then, the coolant circuit in the thermal management pipeline of the drive circuit exchanges heat with the heat pump system 10 at the first heat exchanger 30, transferring the heat to the heat pump system 10. Finally, the heat pump system 10 transfers the heat generated by the motor 1 to the battery pack 2, ultimately achieving the purpose of heating the battery pack 2 by the motor 1.
  • the oil cooling circuit also includes a radiator 7, the first end of which is connected to the third port of the first three-way valve 5 and the controller 40.
  • the first port of the first three-way valve 5 is connected to the third port of the first three-way valve 5 to dissipate heat from the motor 1.
  • the controller 40 can determine whether it is necessary to control the motor 1 to operate at zero torque to heat the battery pack 2 by detecting the temperature. Specifically, the controller 40 obtains temperature data from the temperature sensor used to detect the temperature of the battery pack 2, determines that a battery heating request needs to be initiated, and sends a command to the electronic control unit within the electric drive system 20. The heating control unit (software) within the electronic control unit then controls the motor 1 to perform zero-torque heating. Since the heat generated by the electric drive system 20 is not large enough in the initial heating stage, the first three-way valve 5 can be controlled to prevent the coolant from passing through the radiator 7 circuit.
  • the coolant circuit in the thermal management pipeline of the drive circuit exchanges heat with the heat pump system 10 at the first heat exchanger 30, mainly exchanging the oil temperature of the motor 1 to the first heat exchanger 30 through the coolant.
  • the above describes the internal thermal management heat flow of the electric drive system 20.
  • the controller 40 controls the motor 1 to operate at zero torque according to the vehicle status.
  • the rotor F and stator S of the motor 1 can both heat the battery pack 2 by heating the coolant, thus achieving more comprehensive functions, a wider environmental adaptability, and high utilization of components throughout the system.
  • the battery thermal management system 100 also considers the vehicle status, enabling the electric drive system 20 to heat the battery pack 2 under different vehicle conditions, thereby allowing for coordinated control of battery pack 2 charging and motor 1 status.
  • FIG3 is a schematic diagram of the circuit connection according to an embodiment of this disclosure, wherein the electric drive system 20 further includes a stator drive circuit 21 and a rotor drive circuit 22, wherein the stator drive circuit 21 and the rotor drive circuit 22 together constitute the electronic control in the above embodiment.
  • the electric drive system 20 and the controller 40 are not shown in FIG3.
  • the stator drive circuit 21 is connected to the controller 40, the stator S of the motor 1 and the charging bus of the battery pack 2 respectively, and is used to drive the stator S of the motor 1;
  • the rotor drive circuit 22 is connected to the controller 40, the rotor F of the motor 1 and the charging bus of the battery pack 2 respectively, and is used to drive the rotor F of the motor.
  • the stator drive circuit 21 includes a multi-phase bridge arm 11, with each phase bridge arm bridging between the positive DC bus 12 and the negative DC bus 13.
  • the midpoint of each phase bridge arm is connected to the first end of the winding of the corresponding stator S, and the second ends of all windings of the stator S are connected to the neutral point, which is suitable for connection to the DC charging port 50 of the vehicle.
  • the rotor drive circuit 22 includes an H half-bridge bridge arm 14, with both ends of the H half-bridge bridge arm 14 connected to the positive DC bus 12 and the negative DC bus 13 respectively.
  • the midpoint of the H half-bridge bridge arm 14 is connected to the rotor F through a slip ring structure.
  • the motor 1 in this embodiment can be a three-phase, five-phase, six-phase, nine-phase, or twelve-phase electrically excited synchronous motor.
  • the motor 1 can include multiple sets of windings, and the coils of the motor 1 include x sets of windings, where x ⁇ 1 and x is an integer. Specifically, the number of phases in the x-th set of windings can be set to m x phases.
  • Each phase winding in the x-th set of windings includes n x coil branches. The n x coil branches of each phase winding are connected to form a phase endpoint.
  • the multiphase bridge arm 11 includes K sets of road bridge arms.
  • the midpoint of at least one road bridge arm in a set of road bridge arms is connected to one phase endpoint in a set of m x phase windings.
  • the bridge arms connected to any two phase endpoints are different, where M x ⁇ m x , K ⁇ x, and K and M x are both integers.
  • the multiphase bridge arm 11 is a reversible PWM (Pulse Width Modulation) rectifier, which can control the operating state of each power device by controlling the duty cycle of each power device in the multiphase bridge arm 11.
  • PWM Pulse Width Modulation
  • the stator S of this three-phase motor 1 includes four sets of windings: the three phases are A, B, and C; the four sets of windings are A1, B1, and C1; A2, B2, and C2; A3, B3, and C3; and A4, B5, and C5. Therefore, the corresponding stator drive circuit 21, which is also the motor controller, is three-phase.
  • Each phase arm includes an upper arm and a lower arm, and the three phase arms are respectively connected to the three-phase stator S winding coils of the motor 1.
  • the first phase bridge arm comprises a circuit structure formed by a first power device VT1 and a first freewheeling diode VD1 connected in parallel, and a circuit structure formed by a second power device VT2 and a second freewheeling diode VD2 connected in parallel, these two circuit structures being connected in series.
  • the second phase bridge arm comprises a circuit structure formed by a third power device VT3 and a third freewheeling diode VD3 connected in parallel, and a circuit structure formed by a fourth power device VT4 and a fourth freewheeling diode VD4 connected in parallel, these two circuit structures being connected in series.
  • the third phase bridge arm comprises a circuit structure formed by a fifth power device VT5 and a fifth freewheeling diode VD5 connected in parallel, and a circuit structure formed by a sixth power device VT6 and a sixth freewheeling diode VD6 connected in parallel, these two circuit structures being connected in series.
  • the midpoint of the first phase bridge arm is connected to the coil of the three-phase stator S winding A of motor 1
  • the midpoint of the second phase bridge arm is connected to the coil of the three-phase stator S winding B of motor
  • the midpoint of the third phase bridge arm is connected to the coil of the three-phase stator S winding C of motor 1.
  • the motor 1 in this embodiment employs a three-pole rotor.
  • the rotor F is powered from the bus voltage through a slip ring structure.
  • the positive terminal is connected in series with the seventh power device VT7 and the seventh freewheeling diode VD7 and the ninth freewheeling diode VD9 connected in parallel.
  • the negative terminal is connected in series with the eighth freewheeling diode VD8, the tenth power device VT10 and the tenth freewheeling diode VD10 connected in parallel, forming an H-half-bridge structure.
  • the positive terminal of the DC charging port 50 is connected in series with the third switch K3 and is connected to the neutral point n1 of the stator winding of the motor 1 through the third switch K3.
  • the negative terminal of the DC charging port 50 is connected in series with the second switch K2 and is connected to the negative DC bus 13 through the second switch K2.
  • the positive terminal of the charging/discharging port capacitor Cm is connected to the positive terminal of the DC charging port 50, and the negative terminal of the charging/discharging port capacitor Cm is connected to the negative DC bus 13.
  • the control terminals of the first power device VT1, the second power device VT2, the third power device VT3, the fourth power device VT4, the fifth power device VT5, the sixth power device VT6, the seventh power device VT7, and the tenth power device VT10 are all connected to the controller 40, and the controller 40 controls the conduction status of these power devices.
  • the heat pump system 10 of the embodiments of this disclosure is further understood with reference to FIG2.
  • the heat pump system 10 includes a compressor 8, a gas-liquid separator 9, a first solenoid valve N1, a first electronic expansion valve M1, a first one-way valve D1, a second solenoid valve N2 and a third solenoid valve N3.
  • the compressor 8's exhaust port is connected to the first port of the first solenoid valve N1, the second port of the first solenoid valve N1 is connected to the first port of the liquid circuit of the battery pack 2, the second port of the liquid circuit of the battery pack 2 is connected to the first port of the first electronic expansion valve M1, the second port of the first electronic expansion valve M1 is connected to the input port of the first one-way valve D1, the output port of the first one-way valve D1 is connected to the first port of the second solenoid valve N2, the second port of the second solenoid valve N2 is connected to the third port of the first plate heat exchanger 30, the fourth port of the first plate heat exchanger 30 is connected to the first port of the third solenoid valve N3, the second port of the third solenoid valve N3 is connected to the first port of the gas-liquid separator 9, and the second port of the gas-liquid separator 9 is connected to the compressor 8's return port.
  • the battery pack 2 When the temperature of the battery pack is lower than the target battery pack temperature corresponding to the current ambient temperature, the battery pack 2 has a heating requirement. It can be understood that this state actually means that when the vehicle is fault-free and in a parked state, and the battery pack 2 has a heating requirement, the first solenoid valve N1, the first electronic expansion valve M1, the second solenoid valve N2, and the third solenoid valve N3 are all in the open state.
  • the controller 40 when the controller 40 detects that the temperature of the battery pack is lower than the target battery pack temperature corresponding to the current ambient temperature, it opens the first solenoid valve N1, the second solenoid valve N2, the third solenoid valve N3, and the first electronic expansion valve M1.
  • the refrigerant passes through the compressor 8, through the first solenoid valve N1, the battery pack 2, the first electronic expansion valve M1, the first check valve D1, and the second solenoid valve N2. It absorbs the heat generated by the electric drive system 20 through the first heat exchanger 30, and then returns to the compressor 8 through the third solenoid valve N3 and the gas-liquid separator 9, thereby heating the battery pack 2.
  • the faults include, but are not limited to: abnormal CAN communication interaction between the controller 40, the heat pump system 10, and the electric drive system 20; overheating of the power switching devices in the battery pack 2, the motor 1, the stator drive circuit 21, and the rotor drive circuit 22, or abnormal sampling by the temperature sensors; failure of the water pump 6 or the oil pump 3 in the electric drive system 20 to start; abnormal control of various valves in the heat pump system 10; or hardware faults detected by the controller 40, the heat pump system 10, or the electric drive system 20.
  • the controller 40 controls the motor 1 to operate with zero torque, wherein the stator drive circuit 21 is controlled to heat up the stator S and the rotor drive circuit 22 is controlled to heat up the rotor F.
  • the controller 40 when controlling the stator drive circuit 21, the controller 40 obtains the quadrature-axis voltage and the direct-axis voltage based on the target quadrature-axis current, the target direct-axis current, the feedback quadrature-axis current, and the feedback direct-axis current. Based on the quadrature-axis voltage and the direct-axis voltage, the controller obtains the pulse width modulation duty cycle of the stator drive circuit 21 using an inverse Park transform and a pulse width modulation algorithm to drive the stator S of the motor 1, wherein the target quadrature-axis current is zero.
  • the controller 40 when controlling the rotor drive circuit 22, the controller 40 obtains a current difference by performing a subtraction operation between the excitation reference current and the actual excitation current. Based on the current difference, the controller performs a PID current regulation operation to obtain the pulse width modulation duty cycle of the rotor drive circuit 22 to drive the rotor F of the motor 1.
  • FIG4 is a schematic diagram of the control principle of battery pack heating according to an embodiment of the present disclosure.
  • This embodiment uses a three-phase electrically excited synchronous motor as an example, where S represents the stator portion of the electrically excited motor 1, and F represents the rotor portion of the electrically excited motor 1.
  • the motor torque equation is as follows:
  • Te represents the output torque at the motor shaft end
  • Pn represents the number of pole pairs of the motor
  • Lmd represents the mutual inductance between the stator and rotor in the direct axis direction
  • if represents the excitation current
  • Ld represents the direct axis inductance
  • Lq represents the quadrature axis inductance
  • id represents the direct axis current
  • q represents the quadrature axis current.
  • the parking heater control principle is as follows: To ensure the motor shaft output torque Te is zero, the quadrature-axis current iq must be zero. The direct-axis current id and excitation current if can be given values within any hardware design range.
  • the control method is as follows: The target quadrature-axis current iq_ref is given to be zero, ensuring no torque output at the motor shaft. The target direct-axis current id_ref and excitation current if_ref are also given. After the target quadrature-axis current iq_ref and the target direct-axis current id_ref are given, they are subtracted from the feedback quadrature-axis current iq_fdk and id_fdk , respectively.
  • the required current values of each phase in motor 1 are finally obtained.
  • two-phase currents are typically acquired first, then the third-phase current value is calculated using Kirchhoff's laws. This is then processed through Clark and Park transformations to obtain the feedback AC and DC axis currents iq_fdk and id_fdk .
  • the inverse Park and Park transformations require obtaining the real-time position of the rotor F of motor 1.
  • the excitation current After the excitation current is given, it is subtracted from the actual excitation current if_fdk fed back by the sensor used to detect the current of the rotor F of motor 1 to obtain the current difference. This difference is then processed by a PID current regulator to obtain the pulse width modulation duty cycle. After H-bridge modulation, the required current value for rotor F is obtained, controlling the heating of the rotor F of motor 1.
  • the rotor F and stator S of motor 1 generate heat simultaneously, resulting in higher heating efficiency.
  • the motor 1 and oil pump 3 transfer the heat of the cooling oil to the cooling water in the second heat exchanger 4, and the cooling water then transfers the heat to the refrigerant in the first heat exchanger 30, thereby achieving parking heating control.
  • the Park transform is a synchronous rotating coordinate transformation, transforming a two-phase stationary coordinate system to a synchronous rotating coordinate system, generally excluding the zero-axis vector;
  • the extended Park transform is also a synchronous rotating coordinate transformation, transforming a two-phase stationary coordinate system to a synchronous rotating coordinate system, including the zero-axis vector;
  • the inverse Park transform is the inverse of the Park transform;
  • the Clark transform is a stationary coordinate transformation, transforming an N-phase axis system to a two-phase stationary coordinate system, generally excluding the zero-axis vector;
  • the extended Clark transform is also a stationary coordinate transformation, transforming an N-phase axis system to a two-phase stationary coordinate system, including the zero-axis vector;
  • the inverse Clark transform is the inverse of the Clark transform;
  • the SVPWM algorithm is a space vector pulse width modulation algorithm.
  • this embodiment of the present disclosure uses an electrically excited synchronous motor.
  • the stator end of the motor 1 can heat the battery pack 1
  • a certain value is given to the rotor excitation current
  • the quadrature axis current is zero
  • a certain direct axis current is given, so that the rotor F can be heated at the same time. That is to say, the rotor F and the stator S of the motor 1 can both heat the battery pack 2 by heating the coolant, which improves the power of the motor 1 in stall heating and accelerates the heating rate of the battery pack 2.
  • the heat pump system 10 further includes a fourth solenoid valve N4, an external condenser Q1, and a second one-way valve D2.
  • the first port of the fourth solenoid valve N4 is connected to the output port of the first one-way valve D1
  • the second port of the fourth solenoid valve N4 is connected to the first port of the external condenser Q1
  • the second port of the external condenser Q1 is connected to the input port of the second one-way valve D2
  • the second port of the second one-way valve D2 is connected to the first port of the third solenoid valve N3.
  • battery pack 2 When the temperature of battery pack 2 is lower than the temperature of the target battery pack corresponding to the current ambient temperature, and the refrigerant temperature is lower than the current ambient temperature, battery pack 2 has a heating requirement, and the first solenoid valve N1, the first electronic expansion valve M1, the second solenoid valve N2, the third solenoid valve N3 and the fourth solenoid valve N4 are all in the open state.
  • the controller 40 When the controller 40 detects that the ambient temperature outside the vehicle is greater than the temperature of the circulating refrigerant in the battery pack, that is, when the current ambient temperature is greater than the refrigerant temperature, it opens the first solenoid valve N1, the second solenoid valve N2, the third solenoid valve N3, and the fourth solenoid valve N4.
  • the refrigerant passes through the compressor 8 and is divided into two channels via the first solenoid valve N1, the battery pack 2, the first electronic expansion valve M1, and the first one-way valve D1.
  • One part of the refrigerant passes through the second solenoid valve N2 and absorbs the heat generated by the electric drive system 20 through the first heat exchanger 30.
  • the other part passes through the fourth solenoid valve N4 and the external condenser Q1 to absorb heat from the ambient temperature outside the vehicle, thereby heating the battery pack 2.
  • the fourth solenoid valve N4 when the temperature of the battery pack 2 is lower than the target battery pack temperature corresponding to the current ambient temperature, and the temperature of the refrigerant in the heat pump system 10 is greater than or equal to the current ambient temperature, the fourth solenoid valve N4 is closed to stop the refrigerant from directly absorbing heat from outside the vehicle.
  • the heat pump system 10 further includes a third one-way valve D3, the input port of which is connected to the output port of the second one-way valve D2, and the output port of which is connected to the second port of the first electronic expansion valve M1.
  • the third one-way valve D3 is in the open state.
  • the third one-way valve D3 can be used to prevent the refrigerant in the pipeline from flowing back into the liquid circuit of the battery pack 2.
  • the heat pump system 10 further includes an in-vehicle condenser Q2, a second electronic expansion valve M2, and a fifth solenoid valve N5.
  • the first port of the in-vehicle condenser Q2 is connected to the exhaust port of the compressor 8.
  • the second port of the in-vehicle condenser Q2 is connected to the first port of the second electronic expansion valve M2 and the first port of the fifth solenoid valve N5, respectively.
  • the second port of the second electronic expansion valve M2 is connected to the first port of the fourth solenoid valve N4, and the second port of the fifth solenoid valve N5 is connected to the first port of the fourth solenoid valve N4.
  • the heat pump system 10 further includes a third electronic expansion valve M3, an evaporator Q3, and a fourth one-way valve D4; wherein, the first port of the third electronic expansion valve M3 is connected to the fourth port of the first plate heat exchanger 30 and the second port of the second one-way valve D2, the second port of the third electronic expansion valve M3 is connected to the first port of the evaporator Q3, the second port of the evaporator Q3 is connected to the input port of the fourth one-way valve D4, and the output port of the fourth one-way valve D4 is connected to the first port of the gas-liquid separator 9.
  • the first port of the third electronic expansion valve M3 is connected to the fourth port of the first plate heat exchanger 30 and the second port of the second one-way valve D2
  • the second port of the third electronic expansion valve M3 is connected to the first port of the evaporator Q3
  • the second port of the evaporator Q3 is connected to the input port of the fourth one-way valve D4
  • the controller 40 is also configured to: determine if there is a need for cabin heating, control the third solenoid valve N3 to close, and control the third electronic expansion valve M3 to open. Furthermore, the controller 40 is also configured to: determine if there is no need for cabin heating, control the third solenoid valve N3 to open, and control the third electronic expansion valve M3 to close.
  • the third electronic expansion valve M3 is opened and the third solenoid valve N3 is closed.
  • the refrigerant returns to the compressor 8 through the third electronic expansion valve M3, the vehicle evaporator Q3, the fourth one-way valve D4, and the gas-liquid separator 9 in the circuit.
  • the third solenoid valve N3 is opened and the refrigerant returns to the compressor 8 through the third solenoid valve N3 and the gas-liquid separator 9 in the circuit.
  • the heat pump system 10 further includes a sixth solenoid valve N6, the first port of which is connected to the second port of the first solenoid valve N1 and the first port of the liquid circuit of the battery pack 2.
  • the controller 40 acquires temperature data from the temperature sensor used to detect the battery pack temperature.
  • the temperature of the battery pack is detected to be higher than the normal operating temperature of battery pack 2, it is determined that the battery heating request does not need to be activated. Therefore, a command is sent to the heating control unit (software) within the electronic control system, which then controls motor 1 to shut off zero-torque heating.
  • the first three-way valve 5 is controlled to allow coolant to pass through the radiator circuit.
  • the electronic control coolant and the cooling oil of motor 1 exchange heat at the second heat exchanger 4, and then pass through the first heat exchanger 30, satisfying the cooling requirements of the electric drive system 20.
  • the controller 40 controls the third solenoid valve N3, the fourth solenoid valve N4, the fifth solenoid valve N5, the sixth solenoid valve N6, the first electronic expansion valve M1, and the second electronic expansion valve M2 to be in the open state, while the first solenoid valve N1 and the second solenoid valve N2 are in the closed state. It can be understood that when cooling of the battery pack 2 is required, the third solenoid valve N3, the fourth solenoid valve N4, the fifth solenoid valve N5, the sixth solenoid valve N6, the first electronic expansion valve M1, and the second electronic expansion valve M2 are opened, while the first solenoid valve N1 and the second solenoid valve N2 are closed.
  • the refrigerant passes through the compressor 8, through the in-vehicle condenser Q2, the second electronic expansion valve M2, the fifth solenoid valve N5, the fourth solenoid valve N4, the out-of-vehicle condenser Q1, and the second one-way valve D2.
  • a portion of the refrigerant returns to the compressor 8 through the third one-way valve D3, the first electronic expansion valve M1, the battery pack 2, the sixth solenoid valve N6, and the gas-liquid separator 9, thus fulfilling the cooling requirements of the battery pack 2.
  • the cooling circuit of the battery pack 2 is separate from the cooling circuit of the electric drive system 20.
  • the controller 40 is also used to: determine if there is a cooling demand in the cabin, control the third electronic expansion valve M3 to open, and control the third solenoid valve N3 to close; and determine if there is no heating demand in the cabin, control the third solenoid valve N3 to open, and control the third electronic expansion valve M3 to close.
  • the third electronic expansion valve M3 is opened and the third solenoid valve N3 is closed, and a portion of the refrigerant returns to the compressor 8 via the third electronic expansion valve M3-vehicle evaporator Q3-fourth one-way valve D4-gas-liquid separator 9; if there is no cooling demand in the vehicle, the third solenoid valve N3 is opened, and the refrigerant returns to the compressor 8 via the third solenoid valve N3-gas-liquid separator 9.
  • the battery thermal management system 100 of this embodiment is based on the architecture of the heat pump system 10 and the electric drive system 20.
  • the controller 40 controls the motor 1 to run at zero torque according to the vehicle status.
  • the rotor S and stator F of the motor 1 can heat the battery pack 2 by heating the coolant.
  • the vehicle status is taken into consideration, so that the electric drive system 20 can heat the battery pack 2 whether the vehicle is charging or not, thereby enabling coordinated control of charging the battery pack 2 and heating the motor 1.
  • the controller 40 is also configured to control the motor 1 to exit the zero-torque operating state when a vehicle malfunctions or the vehicle charging status changes. For example, if the vehicle malfunctions, is in a parked state, or the charging status changes (power off, driving, etc.), and the motor 1 is in a zero-torque heating control strategy, the controller will exit the zero-torque heating control of the motor 1.
  • the controller 40 is also configured to exit the zero-torque heating control of the motor 1 by electronically controlling the motor 1 when it is determined that the temperature of the battery pack is greater than or equal to the target battery pack temperature corresponding to the current ambient temperature, i.e., the battery pack 2 has completed heating.
  • FIG. 6 is a block diagram of a vehicle 1000 according to an embodiment of this disclosure, wherein the vehicle 1000 includes a battery pack 2 and a battery thermal management system 100 of any of the above embodiments, the battery thermal management system 100 being connected to the liquid circuit of the battery pack 2.
  • the vehicle 1000 of this embodiment can also be understood with reference to FIG3.
  • the vehicle 1000 further includes a charging and discharging circuit 300, which is connected to the battery pack 2, the stator drive circuit 21 of the motor 1 in the electric drive system 20, and the rotor drive circuit 22.
  • the charging and discharging circuit 300 includes a positive DC bus 12, a negative DC bus 13, a positive main contactor K+, and a negative main contactor K-.
  • the positive DC bus 12 is connected to the positive terminal of the battery pack 2
  • the negative DC bus 13 is connected to the negative terminal of the battery pack 2.
  • the charging and discharging circuit 300, the positive DC bus 12, and the negative DC bus 13 are not shown in FIG3.
  • the positive main contactor K+ is located on the positive DC bus 12, between one end of the stator drive circuit 21 and the positive terminal of the battery pack 2, and between one end of the rotor drive circuit 22 and the positive terminal of the battery pack 2. It is closed during charging.
  • the negative main contactor K- is located on the negative DC bus 13, between the other end of the stator drive circuit 21 and the negative terminal of the battery pack 2, and between the other end of the rotor drive circuit 22 and the negative terminal of the battery pack 2. It is closed during charging of the battery pack 2.
  • the battery pack 2 is connected to the DC bus of the motor controller, namely the stator drive circuit 21 and the rotor drive circuit 22, through the positive main contactor K+ and the negative main contactor K-.
  • the charging/discharging circuit 300 also includes a bus capacitor Cn, a charging/discharging port capacitor Cm, and a DC charging/discharging port 50.
  • the bus capacitor Cn is connected between the positive DC bus 12 and the negative DC bus 13, and is located between the battery pack 2 and the stator drive circuit 21.
  • the first end of the DC charging/discharging port 50 is connected to the neutral point n1 of the stator winding, and the second end of the DC charging/discharging port 50 is connected to the negative DC bus 13.
  • the first end of the charging/discharging port capacitor Cm is connected to the first end of the DC charging/discharging port 50, and the second end of the charging/discharging port capacitor Cm is connected to the second end of the DC charging/discharging port 50.
  • the positive terminal of the charging/discharging port capacitor Cm is connected to the positive terminal of the DC charging/discharging port 50
  • the negative terminal of the charging/discharging port capacitor Cm is connected to the negative DC bus 13.
  • the charging and discharging circuit 300 further includes a first switch K1, a second switch K2, and a third switch K3.
  • the first switch K1 is located on the positive DC bus 12 and between the DC charging and discharging port 50 and the first end of the stator drive circuit 21.
  • the second switch K2 is located between the second end of the DC charging and discharging port 50 and the second end of the charging and discharging port capacitor Cm.
  • the third switch K3 is located between the first end of the DC charging and discharging port 50 and the neutral point n1 of the stator winding of the motor 1.
  • the third switch K3 is connected as the positive series switch of the DC charging and discharging port 50 circuit to the lead neutral line of the motor, that is, the neutral point n1 of the stator winding, and the second switch K2 is connected as the negative series switch of the DC charging and discharging port 50 circuit to the negative DC bus 13.
  • the first switch K1 and the second switch K2 are closed, and the third switch K3 is open.
  • Figure 7 is a schematic diagram of the current flow of direct charging and motor heating according to one embodiment of this disclosure
  • Figure 8 is a schematic diagram of the current flow of direct charging and motor heating according to another embodiment of this disclosure.
  • the controller 40 controls the motor 1 to operate with zero torque, wherein the stator drive circuit 21 is controlled to heat up the stator S and the rotor drive circuit 22 is controlled to heat up the rotor F.
  • the solid arrow indicates the direction of the current supplying power to the motor 1 from the battery pack 2, while the dashed arrow indicates the direction of the current for DC charging of the battery pack 2.
  • the controller 40 first determines whether boost charging is required. If not, direct charging is performed. The controller then controls the first switch K1, the second switch K2, the positive main contactor K+, and the negative main contactor K- to engage, and controls the third switch K3 to disengage.
  • the external charging pile supplies power to the battery pack 2 through the DC charging/discharging port 50, the positive DC bus 12, and the negative DC bus 13.
  • the controller 40 controls the first power device VT1, the fourth power device VT4, the sixth power device VT6, the seventh power device VT7 and the tenth power device VT10 to be turned on, and controls the second power device VT2, the third power device VT3 and the fifth power device VT5 to be turned off.
  • the battery pack 2 provides current to the rotor F and stator S of the motor 1 to achieve simultaneous heat generation of the rotor F and stator S of the motor 1, thereby realizing the coordinated control of direct charging and heating of the motor 1.
  • the second switch K2 and the third switch K3 are closed, and the first switch K1 is opened.
  • Figure 9 is a schematic diagram of the current flow of boost charging and motor heating according to one embodiment of this disclosure
  • Figure 10 is a schematic diagram of the current flow of boost charging and motor heating according to another embodiment of this disclosure.
  • the controller 40 controls the motor 1 to operate with zero torque, wherein the stator drive circuit 21 is controlled to store energy in the stator S and the rotor drive circuit 22 is controlled to heat the rotor F.
  • the solid arrow indicates the direction of the current supplying power to the motor 1 from the battery pack 2, while the dashed arrow indicates the direction of the current for boost charging of the battery pack 2.
  • the controller 40 first determines whether boost charging is required. If so, boost charging is performed, and the boost charging and heating functions are executed.
  • the controller 40 controls the second switch K2, the third switch K3, the positive main contactor K+, and the negative main contactor K- to close, and controls the first switch K1 to open.
  • the difference between Chrg_Volt and Cm_Volt is passed through a PID voltage regulator and then through an SPWM (Sinusoidal Pulse Width Modulation) algorithm to obtain the PWM duty cycle of each phase bridge arm, where the duty cycles of the three phase bridge arms are the same.
  • controller 40 controls the second power device VT2, the fourth power device VT4, and the sixth power device VT6 to conduct, and controls the first power device VT1, the third power device VT3, and the fifth power device VT5 to remain off.
  • controller 40 controls the first power device VT1, the third power device VT3, and the fifth power device VT5 to conduct, and controls the second power device VT2, the fourth power device VT4, and the sixth power device VT6 to turn off, so as to release the energy stored in stator S to battery pack 2, thereby achieving the purpose of boost charging of battery pack 2.
  • the target charging voltage Chrg_Volt and the voltage Cm_Volt of the charging/discharging port capacitor Cm are not shown in Figures 9 and 10.
  • the controller 40 controls the seventh power device VT7 and the tenth power device VT10 to be turned on, so that the battery pack 2 provides current to the rotor F of the motor 1. Specifically, after the excitation current if_ref of the rotor F is given, the difference is made with the actual excitation current if_fdk fed back by the sensor set in the system for detecting the current of the rotor F of the motor 1. After passing through the PID current regulator, the PWM duty cycle is calculated. After passing through the H half-bridge modulation, the required current value of the rotor F is obtained, and the rotor F of the motor 1 is controlled to heat up, thereby realizing the coordinated control of boost charging and motor 1 heating.
  • the motor 1 used in this disclosure can perform coordinated control of boost or direct charging of the battery pack 2 and heating of the motor 1.
  • the stator S section adopts boost control
  • the rotor F adopts given H half-bridge PWM DC control for rotor winding heat generation; and during direct charging, heating control is performed on both the stator S and rotor F windings under the condition of zero torque of the whole vehicle.
  • coordinated control of motor 1 stall heating during DC direct charging and DC boost charging can be achieved, with comprehensive functions, a wide range of environmental adaptability, and improved utilization of various components in the system.
  • the embodiment of this disclosure relies on the refrigerant of the heat pump system 10 to directly absorb the heat of the electric drive system 20 to heat the battery pack 2, while also providing heating to the passenger compartment, thus improving charging efficiency.
  • the battery thermal management system 100 can control the motor 2 to run at zero torque according to the state of the vehicle 1000, and the rotor S and stator F of the motor 2 can heat the battery pack 2. Furthermore, since the state of the vehicle 1000 is taken into account, the vehicle 1000 can realize the function of heating the battery pack 2 by the electric drive system 20 whether it is charging or not, thereby enabling coordinated control of charging of the battery pack 2 and heating of the motor 1.
  • Figure 11 is a flowchart of a control method for heating the battery pack by operating the motor at zero torque according to an embodiment of the present disclosure.
  • the control method includes steps S101-S110, as detailed below.
  • step S101 determine whether the vehicle is fault-free and in a parking or charging state. If the result is yes, proceed to step S102; if the result is no, proceed to step S103.
  • the controller receives a temperature sample value T1.
  • This temperature sample value T1 is the temperature of the battery pack, which is detected by a temperature sensor used to detect the temperature of the battery pack and uploaded to the controller.
  • step S103 determine whether the motor is in a zero-torque heating control strategy. If the result is yes, proceed to step S109. If the result is no, return to re-determine.
  • T1 is the temperature of the battery pack
  • T1ref is the target battery pack temperature corresponding to the current ambient temperature.
  • the controller sends a heating command to the electronic control unit.
  • T1 ⁇ T1ref the battery pack currently requires auxiliary heating from the electric drive system. If T1 is greater than or equal to T1ref, the battery currently does not require auxiliary heating from the motor. In particular, when the vehicle has a fault, is in a parked state, or the charging status changes (power depletion, driving, etc.), or when T1 ⁇ T1ref, if the motor is in a zero-torque heating control strategy, then step S109 is executed, and the electronic control system exits the zero-torque heating control of the motor.
  • S106 activate the zero-torque control strategy for the motor. This step is executed by the heating control unit (software) within the electronic control system.
  • T2 is the motor winding temperature
  • T2ref is the electric drive insulation temperature
  • the motor is in a zero-torque heating control strategy, it is necessary to determine whether the temperature T2 sampled by the motor winding sensor is greater than the electric drive insulation temperature value T2ref. If T2 is less than T2ref, the judgment process is exited and the motor remains in a zero-torque heating state.
  • T3 is the temperature sampled by the circulating water temperature sensor of the electric drive system 20.
  • the water temperature circulating in electric drive system 20 will rise.
  • the system checks whether the temperature T3 sampled by the electric drive system 20 circulating water temperature sensor is greater than the current battery system temperature sensor temperature T1, i.e., the battery pack 2 temperature. If T3 is greater than T1, the first solenoid valve N1, the fourth solenoid valve N4, and the second solenoid valve N2 are opened, while the sixth solenoid valve N6 and the fifth solenoid valve N5 are closed.
  • the duty cycle of the PWM of the first electronic expansion valve M1 is set.
  • the circulating water in electric drive system 20 is heated by the refrigerant medium of heat pump system 10 to the circulating water in the power battery system, thus transferring heat from electric drive system 20 to battery pack 2. Simultaneously, the excess heat from the heated refrigerant in heat pump system 10 can be used to heat and insulate the passenger compartment, achieving efficient heat utilization. If the electric drive circulating water temperature T3 is less than or equal to the battery pack temperature T1, the judgment process exits, motor 1 maintains a zero-torque heating state, and the fifth solenoid valve N5, the fourth solenoid valve N4, the second solenoid valve N2, and the third solenoid valve N3 are opened, while the first electronic expansion valve M1 is closed.
  • the battery has internal resistance characteristics, and the battery pack temperature will gradually rise during charging and discharging. If the first electronic expansion valve M1 is opened, given the duty cycle of the PWM of the first electronic expansion valve M1, the power supply will carry away the heat generated by the battery pack 2, resulting in low battery heating efficiency.
  • the vehicle 1000 of this embodiment can perform coordinated control of boost or direct charging and motor 1 heating.
  • the stator S section uses boost control
  • the rotor F uses a given H half-bridge PWM DC control to generate heat in the rotor windings; and during direct charging, heating control is performed on both the stator S and rotor F windings under the condition of zero torque for the entire vehicle.
  • This enables coordinated control of motor 1 stall heating during DC direct charging and DC boost charging, providing comprehensive functionality, a wide range of environmental adaptability, and improved utilization of various components in the system.
  • this embodiment relies on the refrigerant of the heat pump system 10 to directly absorb heat from the electric drive system 20 to heat the battery pack 2, while simultaneously providing heating to the passenger compartment, thus improving charging efficiency.
  • references to terms such as “one embodiment,” “some embodiments,” “illustrative embodiment,” “example,” “specific example,” or “some examples,” etc. refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this disclosure.
  • the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

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Abstract

一种电池热管理系统（100），包括：电机（1），电机（1）通过电池热管理回路（200）与电池包（2）连接；和控制器（40），控制器（40）与电机（1）和电池热管理回路（200）分别连接，控制器（40）用于在电池包（2）有加热需求时，根据车辆（1000）状态，控制电机（1）进行零扭矩运行，并使得电机（1）的定子（S）和/或转子（F）产生的热量通过电池热管理回路（200）给电池包（2）加热。该电池热管理系统能提升对系统中各器件的利用率。还提供了一种车辆（1000）。

Description

电池热管理系统和车辆
相关申请的交叉引用
本申请要求在2024年6月5日提交至中国国家知识产权局、申请号为202410719765.4、名称为“电池热管理系统和车辆”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本公开涉及车辆技术领域，尤其是涉及一种电池热管理系统和车辆。
背景技术
随着电动汽车的发展和快速普及，电动汽车也面临着诸多挑战。基于锂离子的动力电池得到大量应用，由于电池的固有特性，电池在合适的温度下充电、放电，能够提高其充放电效率，延长电池的使用寿命，在低温时电池的充放电能力会大幅降低，这将影响电动汽车在寒冷地区的使用，尤其是电动汽车一到冬天就会出现充电慢，续航缩短、空调制热不敢开等现象，“低温焦虑”已经成为电动汽车市场化进程中的用户体验痛点，因此如何提升锂离子低温下的使用性能是急需要解决的关键问题之一。锂离子电池对低温比较敏感，低温下锂离子电池的内阻急剧升高，可放电容量和充放电性能大大受限，导致电动汽车在低温环境下动力性能不足，续驶里程大幅缩短，而且电池在低于-20℃时几乎无法对其进行充电，若强行充电，则容易引发内部短路，造成安全隐患。目前有很多基于锂离子电池的低温使用问题的解决方案：例如，其中一种方案通过利用PTC加热器或者电热丝加热器在低温时对电池冷却回路的冷却液进行加热，再通过冷却液来给电池的电芯加热最终到预定温度；再例如，另外一种方案通过利用电机零扭矩或堵转控制策略加热冷却水，以达到为电池加热的目的。
在现有技术中，采用上述第一种方案加热电池时，需要另设外部辅助加热装置，成本较高且增加了系统设计的复杂度；采用上述第二种方案加热电池时，虽然去掉外部辅助加热装置，降低了成本及系统复杂度，但是控制电机零扭矩运行或堵转运行以加热冷却水时，一般只有电机定子进行发热，实现功能单一，适应环境范围窄，系统器件利用率低。
公开内容
本公开本公开旨在至少解决现有技术中存在的技术问题之一。为此，本公开的第一个目的在于提出一种电池热管理系统，控制电机进行零扭矩运行以为电池包加热时，电机的转子、定子均可通过给冷却液加热进而实现给电池包加热，实现功能更加全面，适应环境范围较宽，能提升对系统中各器件的利用率。
本公开的第二个目的在于提出一种车辆。
为了达到上述目的，本公开第一方面实施例提出的电池热管理系统，包括：电机，所述电机通过电池热管理回路与电池包连接；和控制器，所述控制器与所述电机和所述电池热管理回路分别连接，所述控制器用于在所述电池包有加热需求时，根据车辆状态，控制所述电机进行零扭矩运行，并使得所述电机的定子和/或转子产生的热量通过所述电池热管理回路给所述电池包加热。
根据本公开实施例提出的电池热管理系统，在电池包有加热需求时，控制器根据车辆状态，控制电机进行零扭矩运行，其电机的转子、定子均可通过给冷却液加热进而实现给电池包加热，实现功能更加全面，适应环境范围较宽，能提升对系统中各器件的利用率。以及，该电池热管理系统在加热电池包的同时，同时考虑了车辆的状态，使得车辆在不同的状态下，均能实现由电驱系统为电池包加热的功能，从而可进行电池包加热和车辆状态的协同控制。
在本公开的一些实施例中，所述电池热管理回路包括：热泵系统，所述热泵系统与所述电池包的液路连接；电驱系统，所述电驱系统包括用于冷却所述电机的油液冷却回路，所述油液冷却回路与所述电机的油液管路连接；和第一板换，所述油液冷却回路通过所述第一板换与所述热泵系统、所述电池包分别连接。
在本公开的一些实施例中，所述电驱系统还包括：定子驱动电路，所述定子驱动电路与所述控制器、所述电机的所述定子和所述电池包的充电母线分别连接，用于驱动所述电机的定子；转子驱动电路，所述转子驱动电路与所述控制器、所述电机的所述转子和所述电池包的充电母线分别连接，用于驱动所述电机的所述转子。
在本公开的一些实施例中，在所述车辆无故障并且所述车辆处于驻车状态并且所述电池包有加热需求时，所述控制器控制所述电机进行零扭矩运行，其中，通过控制所述定子驱动电路以使得所述定子发热以及通过控制所述转子驱动电路以使得所述转子发热。
在本公开的一些实施例中，在所述车辆无故障并且所述车辆处于直连充电状态且所述电池包有加热需求时，所述控制器控制所述电机进行零扭矩运行，其中，通过控制所述定子驱动电路以使得所述定子发热以及通过控制所述转子驱动电路以使得所述转子发热。
在本公开的一些实施例中，所述控制器在控制所述定子驱动电路时，用于根据目标交轴电流、目标直轴电流、反馈的交轴电流和反馈的直轴电流获得交轴电压和直轴电压，根据所述交轴电压和所述直轴电压通过反Park变换和脉宽调制算法获得所述定子驱动电路的脉宽调制占空比，以驱动所述电机的所述定子，其中，所述目标交轴电流为零。
在本公开的一些实施例中，在所述车辆无故障并且所述车辆处于升压充电状态时，在所述电池包有加热需求时，所述控制器控制所述电机进行零扭矩运行，其中，通过控制所述定子驱动电路以使得所述定子进行储能以及通过控制所述转子驱动电路以使得所述转子发热。
在本公开的一些实施例中，所述控制器在控制所述转子驱动电路时，用于根据励磁参考电流和励磁实际电流进行做差运算获得电流差，根据所述电流差进行PID(PID调节器)电流调节运算获得所述转子驱动电路的脉宽调制占空比，以驱动所述电机的转子。
在本公开的一些实施例中，所述定子驱动电路包括多相桥臂，每相桥臂跨接在正极直流母线和负极直流母线之间，每相桥臂的中点与对应的所述定子的绕组的第一端连接，所述定子的所有绕组的第二端连接于中线点，所述中线点适于与车辆的直流充电口连接；所述转子驱动电路包括H半桥桥臂，所述H半桥桥臂的两端与所述正极直流母线和负极直流母线分别连接，所述H半桥桥臂的中点通过滑环结构与所述转子连接。
在本公开的一些实施例中，所述油液冷却回路包括：油泵，所述油泵的第一端与所述电机的油液管路的第一端口连接；第二板换，所述第二板换的第一端口与所述油泵的第二端连接，所述第二板换的第二端口与所述电机的所述油液管路的第二端口连接，所述第二板换的第一端口与所述第二板换的第二端口连通，所述第二板换的第三端口与所述电驱系统的驱动电路热管理管路的第一端连接，所述驱动电路热管理管路的第二端与所述第一板换的第一端口连接；第一三通阀，所述第一三通阀的第一端口与所述第一板换的第二端口连接，所述第一板换的第一端口与所述第一板换的第二端口连通；水泵，所述水泵的进水口与所述第一三通阀的第二端口连接，所述水泵的出水口与所述第二板换的第四端口连接，所述第二板换的第三端口与所述第二板换的第四端口连通；在所述电池包有加热需求时，所述第一三通阀的第一端口与所述第二端口接通。
在本公开的一些实施例中，所述油液冷却回路还包括：散热器，所述散热器的第一端与所述第一三通阀的第三端口和所述控制器连接，在所述电机的绕组温度超过电驱保温温度时，所述第一三通阀的第一端口与所述第一三通阀的第三端口连通，以对所述电机进行散热。
在本公开的一些实施例中，所述热泵系统包括：压缩机、气液分离器、第一电磁阀、第一电子膨胀阀、第一单向阀、第二电磁阀和第三电磁阀；其中，所述压缩机的排气口与所述第一电磁阀的第一端口连接，所述第一电磁阀的第二端口与所述电池包的液路的第一端口连接，所述电池包的所述液路的第二端口与所述第一电子膨胀阀的第一端口连接，所述第一电子膨胀阀的第二端口与所述第一单向阀的输入端口连接，所述第一单向阀的输出端口与所述第二电磁阀的第一端口连接，所述第二电磁阀的第二端口与所述第一板换的第三端口连接，所述第一板换的第四端口与所述第三电磁阀的第一端口连接，所述第三电磁阀的第二端口与所述气液分离器的第一端口连接，所述气液分离器的第二端口与所述压缩机的回气口连接；在所述电池包的温度小于对应当前环境温度的目标电池包温度时，所述电池包有加热需求，所述第一电磁阀、所述第一电子膨胀阀、所述第二电磁阀和所述第三电磁阀均处于开启状态。
在本公开的一些实施例中，所述热泵系统还包括：第四电磁阀、车外冷凝器和第二单向阀；所述第四电磁阀的第一端口与所述第一单向阀的输出端口连接，所述第四电磁阀的第二端口与所述车外冷凝器的第一端口连接，所述车外冷凝器的第二端口与所述第二单向阀的输入端口连接，所述第二单向阀的第二端口与所述第三电磁阀的第一端口连接；在所述电池包的温度小于对应所述当前环境温度的所述目标电池包温度，且所述热泵系统中的冷媒温度小于当前环境温度时，所述电池包有加热需求，所述第一电磁阀、所述第一电子膨胀阀、所述第二电磁阀、所述第三电磁阀和所述第四电磁阀均处于开启状态。
在本公开的一些实施例中，所述热泵系统还包括第三单向阀，所述第三单向阀的输入端口与所述第二单向阀的输出端口连接，所述第三单向阀的输出端口与所述第一电子膨胀阀的第二端口连接。
在本公开的一些实施例中，所述热泵系统还包括：车内冷凝器、第二电子膨胀阀和第五电磁阀；其中，所述车内冷凝器的第一端口与所述压缩机的排气口连接，所述车内冷凝器的第二端口与所述第二电子膨胀阀的第一端口和所述第五电磁阀的第一端口分别连接，所述第二电子膨胀阀的第二端口与所述第四电磁阀的第一端口连接，所述第五电磁阀的第二端口与所述第四电磁阀的第一端口连接。
在本公开的一些实施例中，所述热泵系统还包括：第三电子膨胀阀、蒸发器和第四单向阀；其中，所述第三电子膨胀阀的第一端口与所述第一板换的第四端口、所述第二单向阀的第二端口连接，所述第三电子膨胀阀的第二端口与所述蒸发器的第一端口连接，所述蒸发器的第二端口与所述第四单向阀的输入端口连接，所述第四单向阀的输出端口与所述气液分离器的第一端口连接；所述控制器还用于，确定座舱有加热需求，控制所述第三电磁阀关闭，并控制所述第三电子膨胀阀开启。
在本公开的一些实施例中，所述热泵系统还包括：第六电磁阀，所述第六电磁阀的第一端口与所述第一电磁阀的第二端口、所述电池包的液路的第一端口连接；在所述电池包的温度大于电池包的正常工作温度时，所述电池包有降温需求，所述第三电磁阀、所述第四电磁阀、所述第五电磁阀、所述第六电磁阀、所述第一电子膨胀阀和所述第二电子膨胀阀均处于开启状态，所述第一电磁阀和所述第二电磁阀处于关闭状态。
在本公开的一些实施例中，所述控制器还用于，确定座舱有制冷需求，控制所述第三电子膨胀阀开启，并控制所述第三电磁阀关闭，以及确定所述座舱无加热需求，控制所述第三电磁阀开启，并控制所述第三电子膨胀阀关闭。
在本公开的一些实施例中，在所述电池包的温度小于对应所述当前环境温度的所述目标电池包温度，且所述热泵系统中的冷媒温度大于等于所述当前环境温度时，关闭所述第四电磁阀。
在本公开的一些实施例中，所述控制器还用于，确定所述座舱无加热需求，控制所述第三电磁阀开启，并控制所述第三电子膨胀阀关闭。
在本公开的一些实施例中，所述控制器还用于在所述车辆发生故障或者所述车辆充电发生改变时，控制所述电机退出零扭矩运行状态。
为了达到上述目的，本公开第二方面实施例还提出一种车辆，包括：电池包；以及上面任一项所述的电池热管理系统，所述电池热管理系统与所述电池包的液路连接。
根据本公开实施例提出的车辆，通过设置上面任一项实施例的电池热管理系统与电池包的液路连接，在电池包有加热需求时，电池热管理系统能够根据车辆状态，控制电机进行零扭矩运行，且电机的所述转子、所述定子均可通过给冷却液给电池包加热，实现功能更加全面，适应环境范围较宽，能提升对系统中各器件的利用率。并且，由于考虑了车辆的状态，使得车辆在不同状态下，均能实现由电驱系统为电池包加热的功能，从而可进行电池包加热和车辆状态的协同控制。
在本公开的一些实施例中，所述车辆还包括：充放电电路，所述充放电电路适用于与所述电池包、所述电驱系统中电机的定子驱动电路和转子驱动电路连接。
在本公开的一些实施例中，所述充放电电路包括：正极直流母线，所述正极直流母线与所述电池包的正极连接；负极直流母线，所述负极直流母线与所述电池包的负极连接；正极主接触器，所述正极主接触器位于所述正极直流母线上，位于所述定子驱动电路的一端与所述电池包的正极端之间、且位于所述转子驱动电路的一端与所述电池包的正极端之间，在充电时闭合；负极主接触器，所述正极主接触器位于所述负极直流母线上，所述负极主接触器位于所述定子驱动电路的另一端与所述电池包的负极端之间、且位于所述转子驱动电路的另一端与所述电池包的负极端之间，在所述电池包充电时闭合。
在本公开的一些实施例中，所述充放电电路还包括：母线电容，所述母线电容跨接在所述正极直流母线和所述负极直流母线之间，并且所述母线电容位于所述电池包与所述定子驱动电路之间；直流充放电口，所述直流充放电口的第一端与所述定子绕组的中线点连接，所述直流充放电口的第二端与所述负极直流母线连接；充放电口电容，所述充放电口电容的第一端与所述直流充放电口的第一端连接，所述充放电口电容的第二端与所述直流充放电口的第二端连接。
在本公开的一些实施例中，所述充放电电路还包括：第一开关，所述第一开关位于所述正极直流母线上，并且所述第一开关位于所述直流充放电口与所述定子驱动电路的第一端之间；第二开关，所述第二开关位于所述直流充放电口的第二端与所述充放电口电容的第二端之间；第三开关，所述第三开关位于所述直流充放电口的第一端与所述电机的定子绕组的中线点之间；在所述车辆无故障并且所述车辆处于直连充电状态且所述电池包有加热需求时，所述第一开关、所述第二开关闭合，所述第三开关断开；以及，在所述车辆无故障并且所述车辆处于升压充电状态时，在所述电池包有加热需求时，所述第二开关、所述第三开关闭合，所述第一开关断开。
本公开的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本公开的实践了解到。
附图说明
本公开的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：
图1为根据本公开一个实施例的电池热管理系统的框图；
图2为根据本公开一个实施例的电池热管理系统的电路示意图；
图3为根据本公开一个实施例的电路连接的示意图；
图4为根据本公开一个实施例的电池包加热的控制原理的示意图；
图5为根据本公开一个实施例的坐标变换的原理的示意图；
图6为根据本公开一个实施例的车辆的框图；
图7为根据本公开一个实施例的直连充电和电机加热电流流向的示意图；
图8为根据本公开另一个实施例的直连充电和电机加热电流流向的示意图
图9为根据本公开一个实施例的升压充电和电机加热电流流向的示意图；
图10为根据本公开另一个实施例的升压充电和电机加热电流流向的示意图；
图11为根据本公开一个实施例的通过电机零扭矩运行以为电池包加热的控制方法的流程图。
附图标记：
车辆1000；
电池热管理系统100；电池热管理回路200；充放电电路300；
热泵系统10、电驱系统20、第一板换30、控制器40、直流充电口50；多相桥臂11；正极直流母线12；负极直流
母线13；H半桥桥臂14；
电机1、电池包2、油泵3、第二板换4、第一三通阀5、水泵6、散热器7、压缩机8、气液分离器9；
定子驱动电路21、转子驱动电路22、定子S、转子F、正极主接触器K+、负极主接触器K-、母线电容Cn、充放电口
电容Cm、第一开关K1、第二开关K2、第三开关K3、定子绕组的中线点n1、第一功率器件VT1、第二功率器件VT2、第三功率器件VT3、第四功率器件VT4、第五功率器件VT5、第六功率器件VT6、第七功率器件VT7、第十功率器件VT10、第一续流二极管VD1、第二续流二极管VD2、第三续流二极管VD3、第四续流二极管VD4、第五续流二极管VD5、第六续流二极管VD6、第七续流二极管VD7、第八续流二极管VD8、第九续流二极管VD9、第十续流二极管VD10、第一电磁阀N1、第二电磁阀N2、第三电磁阀N3、第四电磁阀N4、第五电磁阀N5、第六电磁阀N6、第一电子膨胀阀M1、第二电子膨胀阀M2、第三电子膨胀阀M3、第一单向阀D1、第二单向阀D2、第三单向阀D3、第四单向阀D4、车外冷凝器Q1、车内冷凝器Q2、蒸发器Q3。
具体实施方式
下面详细描述本公开的实施例，参考附图描述的实施例是示例性的。
在现有技术中，申请号为CN201810187389.3的专利申请提供了一种动力电池加热系统及方法。该系统包括第一温度传感器、控制器以及电机，且第一温度传感器安装到动力电池；控制器包括温度采样单元以及加热控制单元，其中：温度采样单元用于通过第一温度传感器实时获取动力电池的温度；加热控制单元用于在动力电池的温度符合预设条件时，使用动力电池提供的能量控制电机零转矩运行。本公开通过动力电机为动力电池加热，从而无需外部辅助加热设备即可实现动力电池的加热，不仅降低了成本，降低了系统设计的复杂性，而且动力电池受热均匀。
另外，申请号为CN202110322625.X的发明专利申请涉及电动车技术领域，提供了一种充电控制方法、充电控制装置以及电动汽车。该控制方法包括：在充电桩绝缘检测结束后，向充电桩发送第一电压值；接收充电桩反馈的能力参数并控制第一开关闭合且控制第二开关断开；设定动力电池的充电需求电压为第一电压值，进入充电阶段；通过电压检测单元获取充电桩的实际输出充电电压；根据充电桩的实际输出充电电压与第二电压值的大小关系，以及动力电池的充电功率与预设功率的大小关系，调整动力电池的充电需求电压，同时，控制第一开关和第二开关的状态。本公开控制第一开关和第二开关的状态，有效且无缝切换电动汽车的充电方式，实现两种充电方式的自动切换，使得电动汽车以最优的充电方式进行充电。
上述已经公开的两种现有技术中，在第一篇专利技术方案中只考虑了驻车状态下电机定子端的加热，转子未同时进行加热，加热效率低，该方案只有电机定子进行发热，未提及转子发热的技术；此外，由于此技术硬件拓扑限制，无法实现直流直接充电、直流升压充电的电机堵转加热，实现功能单一，适应环境范围窄，系统器件利用率低。在第二篇专利技术方案中，环境温度较低时，电池不允许充放电或允许充放电电流较小，未提及充电和电池加热协同控制方法。由于技术算法本身限制，不能实现充电条件下电驱系统辅助给电池电芯加热到预定温度的方案。对此本公开的实施例提出一种电池热管理系统，在电池包有加热需求时，通过根据车辆状态，控制电机进行零扭矩运行，并使得电机的定子和/或转子产生的热量通过电池热管理回路给电池包加热。也就是说，本公开实施例由电机为电池包进行加热时，考虑了车辆的状态，不限于在驻车状态下、直流充电状态下以及升压充电的状态下，均能实现由电机的定子和/或转子产生的热量通过电池热管理回路给电池包加热。也就是说，本公开实施例的电机转子、定子均可通过给冷却液加热实现电池的加热，从而可进行升压或直连充电和电机加热的协同控制。
下面参考图1-图5描述根据本公开实施例的电池热管理系统100。
在本公开的一些实施例中，如图1所示，为根据本公开一个实施例的电池热管理系统100的框图。其中，电池热管理系统100包括电机1和控制器40。具体地，电机1通过电池热管理回路200和电池包2连接，其中，电池热管理回路200为图1中示出的用于连接电池包2和电机1的循环回路。
控制器40与电机1和电池热管理回路200分别连接，用于在电池包2有加热需求时，根据车辆状态，控制电机1进行零扭矩运行，并使得电机1的定子S和/或转子F产生的热量通过电池热管理回路200给电池包2加热。
更具体地，可结合图2理解本公开实施例的电池热管理系统100。图2为根据本公开一个实施例的电池热管理系统100的电路示意图。另外，此处说明：图中示出的用于指示热泵系统10的虚线框不包括电池包2、电驱系统20和第一板换30；以及用于指示电驱系统20的虚线框不包括电机1。
其中，电池热管理回路200包括热泵系统10、电驱系统20和第一板换30。热泵系统10与电池包2的液路连接。电驱系统20包括用于冷却电机1的油液的油液冷却回路，油液冷却回路与电机1的油液管路连接，油液冷却回路通过第一板换30与热泵系统10、电池包2分别连接。其中热泵系统10中循环流动的介质为冷媒，因此第一板换30为冷媒板换。
控制器40与热泵系统10、电驱系统20分别连接，控制器40为整车控制单元，例如VCU(Vehicle control unit，整车控制器)，用于在电池包2有加热需求时，根据车辆状态，控制电机1进行零扭矩运行，并使得电机1的定子S和/或转子F产生的热量通过电池热管理回路200给电池包2加热。可以理解的是，电机1零扭矩运行时，其产生的热量释放到油液冷却回路中，油液冷却回路与热泵系统10在第一板换30处进行热交换，将热量传递至热泵系统10中，热泵系统10进而将电机1产生的热量传递给电池包2，该电机1为电励磁电机，从而能实现由电机1的定子S和/或转子F为电池包2加热的目的。
具体地，在一些实施例中，油液冷却回路包括油泵3、第二板换4、第一三通阀5和水泵6，油泵3的第一端与电机1的油液管路的第一端口连接；第二板换4的第一端口与油泵3的第二端连接，第二板换4的第二端口与电机1的油液管路的第二端口连接，第二板换4的第一端口与第二板换4的第二端口连通，第二板换4的第三端口与电驱系统20的驱动电路热管理管路的第一端连接，驱动电路热管理管路的第二端与第一板换30的第一端口连接；第一三通阀5的第一端口与第一板换30的第二端口连接，第一板换30的第一端口与第一板换30的第二端口连通；水泵6的进水口与第一三通阀5的第二端口连接，水泵6的出水口与第二板换4的第四端口连接，第二板换4的第三端口与第二板换4的第四端口连通。具体地，如图2所示，其中，在标识有电驱系统20的虚线框中，实线箭头形成的回路代表驱动电路热管理管路中的冷却液的冷却回路，虚线箭头形成的回路代表电机1所在的油液管路中冷却油的冷却回路。油液冷却回路属于电驱系统20，第二板换4为电驱板换。
在电池包2有加热需求时，第一三通阀5的第一端口与第二端口接通。也就是说，当电机1以零扭矩运行为电池包2加热时，电机1产生的热量在油液冷却回路中传递时，实际上是电机1产生的热量先释放到电机1所在的油液管路中，油液管路中的冷却油与驱动电路热管理管路中的冷却液在第二板换4处进行热交换，将热量传递至驱动电路热管理管路中的冷却液回路中，然后驱动电路热管理管路中的冷却液回路与热泵系统10在第一板换30处进行热交换，再将热量传递至热泵系统10中，再由热泵系统10将电机1产生的热量传递给电池包2，最终达到由电机1为电池包2加热的目的。
进一步地，在另一些实施例中，油液冷却回路还包括散热器7，散热器7的第一端与第一三通阀5的第三端口和控制器40连接，在电机1的绕组温度超过电驱保温温度时，第一三通阀5的第一端口与第一三通阀5的第三端口连通，以对电机1进行散热。
可以理解的是，控制器40可通过温度检测确定是否需要控制电机1进行零扭矩运行，以为电池包2加热。具体地，控制器40通过获取用于检测电池包2温度的温度传感器中的温度数据，确定需要开启电池加热请求，则发送指令给电驱系统20内的电控，并通过电控内的加热控制单元(软件)，电控控制电机1进行零扭矩加热。其中，由于在加热初期电驱系统20的发热量不够大，因此在电机1零扭矩加热初期，可通过控制第一三通阀5使冷却液不经过散热器7的回路，驱动电路热管理管路中的冷却液回路与热泵系统10在第一板换30处进行热量交换，主要将电机1的油温通过冷却液交换至第一板换30，以上为电驱系统20的内部热管理热量流向。
根据本公开实施例提出的电池热管理系统100，基于热泵系统10和电驱系统20的架构，在电池包2有加热需求时，控制器40根据车辆状态，控制电机1进行零扭矩运行，其电机1的转子F、定子S均可通过给冷却液加热进而实现给电池包2的加热，实现功能更加全面，适应环境范围较宽，对整个系统中的器件利用率高。以及，该电池热管理系统100在加热电池包2的同时，同时考虑了车辆的状态，使得车辆在不同的状态下，均能实现由电驱系统20为电池包2加热的功能，从而可进行电池包2充电和电机1状态的协同控制。
在本公开的一些实施例中，可先根据图3理解本公开实施例的电驱系统20和电机1。图3为根据本公开一个实施例的电路连接的示意图，其中，电驱系统20还包括定子驱动电路21和转子驱动电路22，其中，该定子驱动电路21和转子驱动电路22共同组成作为上面实施例中的电控。其中图3中未示出电驱系统20以及控制器40。
定子驱动电路21与控制器40、电机1的定子S和电池包2的充电母线分别连接，用于驱动电机1的定子S；转子驱动电路22与控制器40、电机1的转子F和电池包2的充电母线分别连接，用于驱动电机的转子F。
具体地，如图3所示，定子驱动电路21包括多相桥臂11，每相桥臂跨接在正极直流母线12和负极直流母线13之间，每相桥臂的中点与对应的定子S的绕组的第一端连接，定子S的所有绕组的第二端连接于中线点，中线点适于与车辆的直流充电口50连接；转子驱动电路22包括H半桥桥臂14，H半桥桥臂14的两端与正极直流母线12和负极直流母线13分别连接，H半桥桥臂14的中点通过滑环结构与转子F连接。
本公开实施例的电机1可以为三相、五相、六相、九相、十二相等电励磁同步电机，电机1可以包含多套绕组的形式，电机1的线圈包括x套绕组，其中，x≥1，且x为整数。具体地，可设置第x套绕组的相数为mx相，第x套绕组中的每一相绕组包括nx个线圈支路，每一相绕组的nx个线圈支路共接形成一个相端点，第x套绕组中的每一相绕组的nx个线圈支路中的一个线圈支路还分别与其他相绕组中的nx个线圈支路中的一个线圈支路连接以形成nx个连接点，其中，nx≥1，mx≥2，且，为整数。基于此，多相桥臂11包括K组路桥臂，一组路桥臂中至少一路桥臂的中点与一套mx相绕组中的一相端点连接，任意两个相端点连接的桥臂不相同，其中，Mx≥mx，K≥x，且K、Mx均为整数。
进一步地，多相桥臂11为可逆PWM(Pulse Width Modulation，脉冲宽度调制)整流器，可通过控制多相桥臂11中各个功率器件的占空比来控制各个功率器件的工作状态。
以下，本公开实施例以图3中示出的三相三对极电励磁同步电机为例进行举例说明。其中，该三相电机1的定子S包括四套绕组，三相分别为A、B、C；四套绕组分别为A1、B1、C1；A2、B2、C2；A3、B3、C3；A4、B5、C5。由此，其对应的定子驱动电路21也就是电机控制器为三相，每一相桥臂都包括上桥臂和下桥臂，其中三相桥臂分别连接到电机1的三相定子S绕组线圈上。其中，第一相桥臂包括第一功率器件VT1及并联设置的第一续流二极管VD1形成的电路结构、第二功率器件VT2及并联设置的第二续流二极管VD2形成的电路结构，这两个电路结构串联连接；第二相桥臂包括第三功率器件VT3及并联设置的第三续流二极管VD3形成的电路结构、第四功率器件VT4及并联设置的第四续流二极管VD4形成的电路结构，这两个电路结构串联连接；第三相桥臂包括第五功率器件VT5及并联设置的第五续流二极管VD5形成的电路结构、第六功率器件VT6及并联设置的第六续流二极管VD6形成的电路结构，这两个电路结构串联连接。第一相桥臂的中点连接到电机1的三相定子S绕组A的线圈上，第二相桥臂的中点连接到电机1的三相定子S绕组B的线圈上，第三相桥臂的中点连接到电机1的三相定子S绕组C的线圈上。
以及，本公开实施例的电机1采用三对极转子，转子F通过滑环结构从母线电压供电，正极串联连接至第七功率器件VT7及并联设置的第七续流二极管VD7、第九续流二极管VD9；负极串联连接至第八续流二极管VD8、第十功率器件VT10及并联设置的第十续流二极管VD10，组成H半桥结构。直流充电口50的正极串联连接至第三开关K3且通过第三开关K3连接在电机1的定子绕组的中线点n1上，直流充电口50的负极串联连接至第二开关K2且通过第二开关K2连接在负极直流母线13上，充放电口电容Cm的正极连接在直流充电口50的正极上，充放电口电容Cm的负极连接在负极直流母线13上。
以上，第一功率器件VT1、第二功率器件VT2、第三功率器件VT3、第四功率器件VT4、第五功率器件VT5、第六功率器件VT6、第七功率器件VT7和第十功率器件VT10的控制端均与控制器40连接，由控制器40控制这些功率器件的导通情况。
在本公开的一些实施例中，再根据图2理解本公开实施例的热泵系统10，热泵系统10包括压缩机8、气液分离器9、第一电磁阀N1、第一电子膨胀阀M1、第一单向阀D1、第二电磁阀N2和第三电磁阀N3。
其中，压缩机8的排气口与第一电磁阀N1的第一端口连接，第一电磁阀N1的第二端口与电池包2的液路的第一端口连接，电池包2的液路的第二端口与第一电子膨胀阀M1的第一端口连接，第一电子膨胀阀M1的第二端口与第一单向阀D1的输入端口连接，第一单向阀D1的输出端口与第二电磁阀N2的第一端口连接，第二电磁阀N2的第二端口与第一板换30的第三端口连接，第一板换30的第四端口与第三电磁阀N3的第一端口连接，第三电磁阀N3的第二端口与气液分离器9的第一端口连接，气液分离器9的第二端口与压缩机8的回气口连接。
在电池包的温度小于对应当前环境温度的目标电池包温度时，此时电池包2有加热需求，可以理解的是，该状态实际为，在车辆无故障并且车辆处于驻车状态并且电池包2有加热需求，则控制第一电磁阀N1、第一电子膨胀阀M1、第二电磁阀N2和第三电磁阀N3均处于开启状态。
可以理解的是，当控制器40检测到电池包的温度小于对应当前环境温度的目标电池包温度时，则打开第一电磁阀N1、第二电磁阀N2、第三电磁阀N3和第一电子膨胀阀M1；冷媒通过压缩机8经过第一电磁阀N1-电池包2-第一电子膨胀阀M1-第一单向阀D1-第二电磁阀N2，通过第一板换30吸收电驱系统20产生的热量，再经过第三电磁阀N3-气液分离器9回到压缩机8，实现对电池包2的加热。
进一步地，在由控制器40判断整车是否处于无故障的状态时，这里的故障包括但不限于：控制器40、热泵系统10、电驱系统20三者之间CAN通讯交互异常；电池包2、电机1以及定子驱动电路21和转子驱动电路22中的功率开关器件温度过温或温度传感器采样异常；电驱系统20中的水泵6或油泵3无法启动；热泵系统10中的各个阀门的控制异常；或者控制器40或热泵系统10或电驱系统20检测出硬件故障等。
进一步地，在本公开的一些实施例中，在车辆无故障并且车辆处于驻车状态并且电池包2有加热需求时，控制器40控制电机1进行零扭矩运行，其中，通过控制定子驱动电路21以使得定子S发热以及通过控制转子驱动电路22以使得转子F发热。
在一些实施例中，控制器40在控制定子驱动电路21时，用于根据目标交轴电流、目标直轴电流、反馈的交轴电流和反馈的直轴电流获得交轴电压和直轴电压，根据交轴电压和直轴电压通过反Park变换和脉宽调制算法获得定子驱动电路21的脉宽调制占空比，以驱动电机1的定子S，其中，目标交轴电流为零。以及，在另一些实施例中，控制器40在控制转子驱动电路22时，用于根据励磁参考电流和励磁实际电流进行做差运算获得电流差，根据电流差进行PID电流调节运算获得转子驱动电路22的脉宽调制占空比，以驱动电机1的转子F。
以下，可根据图4理解本公开实施例的电机1以零扭矩运行时实现为电池包2加热的控制原理，图4为根据本公开一个实施例的电池包加热的控制原理的示意图。
本公开实施例以三相电励磁同步电机为例，S为电励磁电机1的定子部分，F为电励磁电机1的转子部分。电机扭矩方程公式为
其中，Te表示电机轴端输出转矩，Pn表示电机极对数，Lmd表示定转子在直轴方向的互感，if表示励磁电流，Ld表示直轴电感，Lq表示交轴电感，id表示直轴电流，iq表示交轴电流。
驻车加热控制原理如下：要使电机轴端输出转矩Te为零，满足交轴电流iq为零，直轴电流id、励磁电流if可给定任一硬件设计范围内的值即可。控制方式如下，给定目标交轴电流iq_ref为零，保证电机轴端无扭矩输出，给定目标直轴电流id_ref，励磁电流if_ref。目标交轴电流iq_ref与目标直轴电流id_ref给定后，分别与反馈的交、直轴电流iq_fdk、id_fdk做差经过PID电流调节器，得到交轴电压Uq和直轴电压Ud，将直轴电压Ud和交轴电压Uq通过反Park变换得到和，经过SVPWM(Space Vector Pulse Width Modulation，空间矢量脉宽调制)算法，得出各相桥臂的脉宽调制占空比。
通过电控中桥臂的调制作用，最终得到所需要的电机1中各相电流值。其中，测量电机1的定子S三相上的电流iA、iB、iC时，通常采用先采集两相电流，再通过基尔霍夫定律计算出第三相电流值，再经过Clark变换、Park变换，得到反馈的交、直轴电流iq_fdk、id_fdk。其中反Park变换与Park变换需要获取实时的电机1转子F的位置。励磁电流给定后，与用于检测电机1转子F的电流的传感器反馈的励磁实际电流if_fdk做差以获得电流差，经过PID电流调节器，得到脉宽调制占空比，经过H半桥调制作用，得到转子F所需电流值，控制电机1转子F的发热。电机1的转子F和定子S同时产热，加热效率更高。通过电机1油泵3将冷却油液热量传递至第二板换4中的冷却水，冷却水再将热量传递至第一板换30中的冷媒，实现驻车加热控制。
其中，Park变换为同步旋转坐标变换，两相静止坐标系变换到同步旋转坐标系，一般不包含零轴矢量；拓展Park变换即同步旋转坐标变换，两相静止坐标系变换到同步旋转坐标系，包含零轴矢量；反Park变换即Park变换的逆变换；Clark变换为静止坐标变换，将N相轴系变换到两相静止坐标系，一般不包含零轴矢量；拓展Clark变换为静止坐标变换，将N相轴系变换到两相静止坐标系，包含零轴矢量；反Clark变换即Clark变换的逆变换；SVPWM算法为空间矢量脉宽调制算法。
可根据图5理解本公开实施例的坐标变换的原理，图5为根据本公开一个实施例的坐标变换的原理的示意图，其中，θ为车用动力电机转子直轴与车用动力电机的A相绕组间夹角；直轴电压Ud和交轴电压Uq分别为定子S在d-q轴坐标系下的电压，直轴电流id和交轴电流iq分别为定子S在d-q轴坐标系下电流；直轴电感Ld和交轴电感Lq分别为d-q轴坐标系下绕组电感；Rs为定子绕组电阻，相电阻；ωe为电角速度，Pn是电机1的极对数，ωe＝Pnωm。
基于以上，本公开实施例采用电励磁同步电机，在驻车状态下，在电机1定子端能够对电池包1进行加热的基础上，对转子励磁电流给定一定的值，交轴电流为零，直轴电流给定一定的直轴电流，使得转子F能同时进行加热，也就是说，电机1的转子F、定子S均可通过给冷却液加热实现电池包2的加热，提升了电机1堵转加热的功率，加快电池包2的加热速率。
在本公开的一些实施例中，如图2所示，热泵系统10还包括第四电磁阀N4、车外冷凝器Q1和第二单向阀D2。
其中，第四电磁阀N4的第一端口与第一单向阀D1的输出端口连接，第四电磁阀N4的第二端口与车外冷凝器Q1的第一端口连接，车外冷凝器Q1的第二端口与第二单向阀D2的输入端口连接，第二单向阀D2的第二端口与第三电磁阀N3的第一端口连接；
在电池包2温度小于对应当前环境温度的目标电池包的温度，且冷媒温度小于当前环境温度时，此时电池包2有加热需求，第一电磁阀N1、第一电子膨胀阀M1、第二电磁阀N2、第三电磁阀N3和第四电磁阀N4均处于开启状态。
当控制器40检测到车外环境温度大于实时电池包循环冷媒的温度时，也就是当前环境温度大于冷媒温度时，则打开第一电磁阀N1、第二电磁阀N2、第三电磁阀N3和第四电磁阀N4；冷媒通过压缩机8经过第一电磁阀N1-电池包2-第一电子膨胀阀M1-第一单向阀D1分为两个通道，其中一部分冷媒经过第二电磁阀N2，通过第一板换30吸收电驱系统20产生的热量，另一部分通过第四电磁阀N4-车外冷凝器Q1对车外环境温度进行吸热，实现对电池包2的加热。
以及，在另一些实施例中，在电池包2的温度小于对应当前环境温度的目标电池包温度，且热泵系统10中的冷媒温度大于或等于当前环境温度时，关闭第四电磁阀N4，停止冷媒从车外直接吸热。
在本公开的另一些实施例中，热泵系统10还包括第三单向阀D3，第三单向阀D3的输入端口与第二单向阀D2的输出端口连接，第三单向阀D3的输出端口与第一电子膨胀阀M1的第二端口连接，其中，在电驱系统20为电池包2加热时，第三单向阀D3处于开启状态，第三单向阀D3可用于防止管路中的冷媒回流至电池包2的液路中。
在本公开的另一些实施例中，热泵系统10还包括车内冷凝器Q2、第二电子膨胀阀M2和第五电磁阀N5，其中，车内冷凝器Q2的第一端口与压缩机8的排气口连接，车内冷凝器Q2的第二端口与第二电子膨胀阀M2的第一端口、第五电磁阀N5的第一端口分别连接，第二电子膨胀阀M2的第二端口与第四电磁阀N4的第一端口连接，第五电磁阀N5的第二端口与第四电磁阀N4的第一端口连接。
在本公开的又一些实施例中，热泵系统10还包括第三电子膨胀阀M3、蒸发器Q3和第四单向阀D4；其中，第三电子膨胀阀M3的第一端口与第一板换30的第四端口和第二单向阀D2的第二端口连接，第三电子膨胀阀M3的第二端口与蒸发器Q3的第一端口连接，蒸发器Q3的第二端口与第四单向阀D4的输入端口连接，第四单向阀D4的输出端口与气液分离器9的第一端口连接。
控制器40还用于：确定座舱有加热需求，控制第三电磁阀N3关闭，并控制第三电子膨胀阀M3开启。以及，控制器40还用于：确定座舱无加热需求，控制第三电磁阀N3开启，并控制第三电子膨胀阀M3关闭。
若车内有加热需求时，则打开第三电子膨胀阀M3，关闭第三电磁阀N3，冷媒在回路中经过第三电子膨胀阀M3-车内蒸发器Q3-第四单向阀D4-气液分离器9回到压缩机8；若车内无加热请求，则控制打开第三电磁阀N3，冷媒在回路中经第三电磁阀N3-气液分离器9回到压缩机8。
在本公开的一些实施例中，热泵系统10还包括第六电磁阀N6，第六电磁阀N6的第一端口与第一电磁阀N1的第二端口、电池包2的液路的第一端口连接。
其中，当检测到电池包的温度大于电池包2的正常工作温度时，确定电池包2有降温需求，可以理解的是，控制器40可获取用于检测电池包的温度的温度传感器中的温度数据，当检测到电池包的温度大于电池包2的正常工作温度时，确定不需要开启电池加热请求，则发送指令给电控内的加热控制单元(软件)，电控控制电机1关闭零扭矩加热。控制第一三通阀5使冷却液经过散热器回路，电控冷却液和电机1的冷却油在第二板换4处进行热量交换，再经过第一板换30，满足对电驱系统20的散热需求。
控制器40控制第三电磁阀N3、第四电磁阀N4、第五电磁阀N5、第六电磁阀N6、第一电子膨胀阀M1和第二电子膨胀阀M2均处于开启状态，第一电磁阀N1和第二电磁阀N2处于关闭状态。可以理解的是，当需要给电池包2进行降温时，则打开第三电磁阀N3、第四电磁阀N4、第五电磁阀N5、第六电磁阀N6、第一电子膨胀阀M1和第二电子膨胀阀M2，关闭第一电磁阀N1和第二电磁阀N2，冷媒通过压缩机8经过车内冷凝器Q2-第二电子膨胀阀M2-第五电磁阀N5-第四电磁阀N4-车外冷凝器Q1-第二单向阀D2，一部分冷媒经过第三单向阀D3-第一电子膨胀阀M1-电池包2-第六电磁阀N6-气液分离器9回到压缩机8，实现电池包2的冷却散热需求，且电池包2的冷却散热回路与电驱系统20的散热回路分开。
在另一些实施例中，控制器40还用于：确定座舱有制冷需求，控制第三电子膨胀阀M3开启，并控制第三电磁阀N3关闭；以及确定座舱无加热需求，控制第三电磁阀N3开启，并控制第三电子膨胀阀M3关闭。可以理解的是，若车内有制冷需求时，则打开第三电子膨胀阀M3，关闭第三电磁阀N3，一部分冷媒经过第三电子膨胀阀M3-车内蒸发器Q3-第四单向阀D4-气液分离器9回到压缩机8；若车内无制冷请求，即打开第三电磁阀N3，冷媒经过第三电磁阀N3-气液分离器9回到压缩机8。
基于以上，本公开实施例的电池热管理系统100，基于热泵系统10和电驱系统20的架构，在电池包2有加热需求时，控制器40根据车辆状态，控制电机1进行零扭矩运行，其电机1的转子S、定子F均可通过给冷却液加热进而实现给电池包2的加热，同时考虑了车辆的状态，使得车辆在充电或者未充电状态下，均能实现由电驱系统20为电池包2加热的功能，从而可进行电池包2充电和电机1加热的协同控制。
在本公开的另一些实施例中，控制器40还用于在车辆发生故障或者车辆充电发生改变时，控制电机1退出零扭矩运行状态。例如，整车存在故障或驻车状态或充电发生改变(退电、行车等)，若电机1处于零扭矩加热控制策略中，则电控退出电机1零扭矩加热控制。或者，电机1处于零扭矩加热控制策略中时，控制器40还用于在确定电池包的温度大于或等于对应当前环境温度的目标电池包温度时，即电池包2加热完成，也通过电控退出电机1零扭矩加热控制。
为了达到上述目的，本公开第二方面实施例还提出一种车辆1000。图6为根据本公开一个实施例的车辆1000的框图，其中，车辆1000包括电池包2和上面任一实施例的电池热管理系统100，电池热管理系统100与电池包2的液路连接。
具体地，还可根据图3理解本公开实施例的车辆1000，其中，车辆1000还包括充放电电路300，充放电电路300与电池包2、电驱系统20中电机1的定子驱动电路21和转子驱动电路22连接。具体地，充放电电路300包括正极直流母线12、负极直流母线13、正极主接触器K+和负极主接触器K-，正极直流母线12与电池包2的正极连接；负极直流母线13与电池包2的负极连接，其中，图3中未示出充放电电路300、正极直流母线12和负极直流母线13。
正极主接触器K+位于正极直流母线12上，位于定子驱动电路21的一端与电池包2的正极端之间、且位于转子驱动电路22的一端与电池包2的正极端之间，在充电时闭合；负极主接触器K-位于负极直流母线13上，负极主接触器K-位于定子驱动电路21的另一端与电池包2的负极端之间、且位于转子驱动电路22的另一端与电池包2的负极端之间，在电池包2充电时闭合。也就是说，电池包2通过正极主接触器K+和负极主接触器K-连接在电机控制器也就是定子驱动电路21和转子驱动电路22的直流母线上。
以及，充放电电路300还包括母线电容Cn、充放电口电容Cm和直流充放电口50。母线电容Cn跨接在正极直流母线12和负极直流母线13之间，并且母线电容Cn位于电池包2与定子驱动电路21之间；直流充放电口50的第一端与定子绕组的中线点n1连接，直流充放电口50的第二端与负极直流母线13连接；充放电口电容Cm的第一端与直流充放电口50的第一端连接，充放电口电容Cm的第二端与直流充放电口50的第二端连接。也就是说，充放电口电容Cm的正极连接在直流充放电口50的正极上，充放电口电容Cm的负极连接在负极直流母线13上。
在本公开的另一些实施例中，如图3所示，充放电电路300还包括第一开关K1、第二开关K2和第三开关K3。第一开关K1位于正极直流母线12上，并且第一开关K1位于直流充放电口50与定子驱动电路21的第一端之间，第二开关K2位于直流充放电口50的第二端与充放电口电容Cm的第二端之间，第三开关K3位于直流充放电口50的第一端与电机1的定子绕组的中线点n1之间。也就是说，第三开关K3作为直流充放电口50电路的正极串接开关连接在电机的引出中性线也就是定子绕组的中线点n1上，第二开关K2作为直流充放电口50电路的负极串接开关连接在负极直流母线13上。
其中，在车辆1000无故障并且车辆1000处于直连充电状态且电池包2有加热需求时，第一开关K1、第二开关K2闭合，第三开关K3断开。
具体地，可结合图7和图8理解本公开实施例的在车辆1000无故障并且车辆1000处于直连充电状态且电池包2有加热需求情况下的分析。图7为根据本公开一个实施例的直连充电和电机加热电流流向的示意图；图8为根据本公开另一个实施例的直连充电和电机加热电流流向的示意图。
在本公开的一些实施例中，在车辆1000无故障并且车辆1000处于直连充电状态且电池包2有加热需求时，控制器40控制电机1进行零扭矩运行，其中，通过控制定子驱动电路21以使得定子S发热以及通过控制转子驱动电路22以使得转子F发热。
具体地，如图7或者图8所示，实线箭头表示电池包2为电机1供电的电流方向，虚线箭头表示为电池包2进行直流充电的电流方向。
对于充电过程，当充电桩的直流枪插入直流充放电口50中，控制器40先判断是否需要进行升压充电，若不需要则进行直连充电，则控制第一开关K1、第二开关K2、正极主接触器K+和负极主接触器K-吸合，并控制第三开关K3断开，由外接充电桩经直流充放电口50通过正极直流母线12和负极直流母线13为电池包2供电。
对于为电池包2加热的过程，可根据上面实施例的方法判断是否需要为电池包2加热，若确定需要控制电机1进行零扭矩运行以为电池包2加热，则执行直连充电和加热功能。控制器40控制第一功率器件VT1、第四功率器件VT4、第六功率器件VT6、第七功率器件VT7和第十功率器件VT10导通，并控制第二功率器件VT2、第三功率器件VT3和第五功率器件VT5关断，由电池包2为电机1的转子F和定子S提供电流，以实现电机1的转子F和定子S同时产热，从而实现直连充电和电机1加热的协同控制。
以及，在另一些实施例中，在车辆1000无故障并且车辆1000处于升压充电状态时，在电池包2有加热需求时，第二开关K2、第三开关K3闭合，第一开关K1断开。
具体地，可结合图9和图10理解本公开实施例的在车辆1000无故障并且车辆1000处于直连充电状态且电池包2有加热需求情况下的分析。图9为根据本公开一个实施例的升压充电和电机加热电流流向的示意图，图10为根据本公开另一个实施例的升压充电和电机加热电流流向的示意图。
在本公开的一些实施例中，在车辆1000无故障并且车辆1000处于升压充电状态时，在电池包2有加热需求时，控制器40控制电机1进行零扭矩运行，其中，通过控制定子驱动电路21以使得定子S进行储能以及通过控制转子驱动电路22以使得转子F发热。
具体地，如图9或者图10所示，实线箭头表示电池包2为电机1供电的电流方向，虚线箭头表示为电池包2进行升压充电的电流方向。
对于充电过程，当充电桩的直流枪插入直流充放电口50中，控制器40先判断是否需要进行升压充电，若需要则进行升压充电，则执行升压充电和加热功能。由控制器40控制第二开关K2、第三开关K3、正极主接触器K+和负极主接触器K-吸合，并控制第一开关K1断开，通过接收控制器40发送的充电需求目标电压Chrg_Volt，以及实时采集充放电口电容Cm的电压Cm_Volt，将Chrg_Volt与Cm_Volt做差经过PID电压调节器，经过SPWM(Sinusoidal Pulse Width Modulation，正弦脉宽调制)算法，得出各相桥臂PWM占空比，其中三相桥臂的占空比相同。如图9所示，在定子S储能过程中，控制器40控制第二功率器件VT2、第四功率器件VT4、第六功率器件VT6导通，并控制第一功率器件VT1、第三功率器件VT3、第五功率器件VT5不导通。以及，如图10所示，当根据充放电口电容Cm的电压Cm_Volt确定定子S进行储能完成时，控制器40控制第一功率器件VT1、第三功率器件VT3、第五功率器件VT5导通，并控制第二功率器件VT2、第四功率器件VT4、第六功率器件VT6关断，以将定子S中储存的能量释放给电池包2，以达到为电池包2升压充电的目的。其中，图9和图10中均未示出充电需求目标电压Chrg_Volt和充放电口电容Cm的电压Cm_Volt。
以及，如图9和图10所示，对于为电池包2加热的过程，可根据上面实施例的方法判断是否需要为电池包2加热，若确定需要控制电机1为电池包2加热，控制器40控制第七功率器件VT7和第十功率器件VT10导通，由电池包2为电机1的转子F提供电流。具体地，转子F的励磁电流if_ref给定后，与系统中设置的用于检测电机1转子F的电流的传感器反馈的励磁实际电流if_fdk做差，经过PID电流调节器，计算出PWM占空比，经过H半桥调制作用，得到转子F所需电流值，控制电机1的转子F发热，从而实现升压充电与电机1加热的协同控制。
基于以上，本公开采用的电机1，可进行对电池包2进行升压或直连充电和电机1加热的协同控制。在升压充电时，定子S部分采用升压控制，转子F采用给定H半桥PWM直流控制转子绕组产热；以及在直连充电时，确保整车零扭矩的条件下对定子S、转子F绕组均进行加热控制。从而能实现直流直接充电、直流升压充电的电机1堵转加热的协同控制，功能全面，适应环境范围比较宽，能提升对系统中各器件的利用率。此外，本公开实施例通过电池包2充电和电机1加热的协同控制，依靠热泵系统10的冷媒直热吸收电驱系统20的热量给电池包2加热的同时，还能实现对乘员舱供暖，提高充电效率。
根据本公开实施例的车辆1000，通过设置上面任一项实施例的电池热管理系统100与电池包2的液路连接，在电池包2有加热需求时，电池热管理系统100能够根据车辆1000的状态，控制电机2进行零扭矩运行，且电机2的转子S、定子F均可给电池包2加热，并且由于考虑了车辆1000的状态，使得车辆1000在充电或者未充电状态下，均能实现由电驱系统20为电池包2加热的功能，从而可进行电池包2充电和电机1加热的协同控制。
进一步地，可根据图2和图11理解整车无故障且处于驻车或充电状态下，当电池包需要加热时，通过控制电机零扭矩运行以为电池包加热的过程。图11为根据本公开一个实施例的通过电机零扭矩运行以为电池包加热的控制方法的流程图，该控制方法包括步骤S101-S110，具体如下。
S101，判断是否满足整车无故障且处于驻车或充电状态，若判断结果为是，则执行步骤S102，若判断结果为否，则执行步骤S103。
S102，控制器接收温度采样值T1。该温度采样值T1为电池包的温度，由用于检测电池包的温度的温度传感器检测得到并上传至控制器中。
S103，判断是否满足电机处于零扭矩加热控制策略，若判断结果为是，则执行步骤S109，若判断结果为否，则返回重新判断。
S104，判断是否满足T1＜T1ref，若判断结果为是，则执行步骤S105，若判断结果为否，则执行步骤S103。其中，T1为电池包的温度，T1ref为对应当前环境温度的目标电池包温度。
S105，控制器给电控发出加热指令。
可以理解的是，T1＜T1ref时，则确定当前电池包需要电驱系统进行辅助加热。若T1大于等于T1ref，则电池当前无需电机进行辅助加热。特别地，当整车存在故障或驻车状态或充电发生改变(退电、行车等)时，或T1≥T1ref，若处于电机处于零扭矩加热控制策略中，则执行步骤S109，电控退出电机零扭矩加热控制。
S106，开启电机零扭矩控制策略。此步骤由电控内的加热控制单元(软件)执行。
S107，判断是否满足T2＜T2ref，若判断结果为是，则执行步骤S108，若判断结果为否，则执行步骤S109。其中，T2为电机的绕组温度，T2ref为电驱保温温度。
进一步地，若电机处于零扭矩加热控制策略中，则需要判断电机绕组传感器采样的温度T2是否大于电驱保温温度值T2ref，若T2小于T2ref，则退出判断流程，电机保持零扭矩加热状态。
S108，开启电驱系统中的水泵与第一三通阀的第一端口和第三端口回路。这是由于处于低温环境下，电机开启零扭矩加热前期，电驱绕组温度也相对较低，若开启电驱系统散热器进行冷却，则会造成热量损失。
S110，判断是否满足T3＞T1，若判断结果为是，则执行步骤S111，若判断结果为否，则执行步骤S109。其中，T3为电驱系统20循环水温传感器采样温度。
可以理解的是，电机1保持零扭矩加热状态且电驱系统20中的水泵6和油泵3开启工作后，电驱系统20循环中的水温会升高，判断电驱系统20循环水温传感器采样温度T3是否大于当前电池系统温度传感器采样温度也就是电池包2的温度T1，若T3大于T1则打开第一电磁阀N1、第四电磁阀N4、第二电磁阀N2，关闭第六电磁阀N6和第五电磁阀N5，根据电池包的温度T1和电驱系统循环水温T3的温差判断，给定第一电子膨胀阀M1的PWM的占空比。电驱系统20中的循环水，通过热泵系统10的冷煤介质给动力电池系统的循环水进行加热，实现电驱系统20的热量转移至电池包2。同时热泵系统10中的冷煤被加热后，多余的热量可以为乘员舱进行加热保温，实现热量的高效利用。若电驱循环水温T3小于等于电池包的温度T1，则退出判断流程，电机1保持零扭矩加热状态，打开第五电磁阀N5、第四电磁阀N4、第二电磁阀N2、第三电磁阀N3，关闭第一电子膨胀阀M1。这是因为电池内部有电阻特性，充放电过程中，电池包的温度也会逐渐上升，若开启第一电子膨胀阀M1，给定第一电子膨胀阀M1的PWM的占空比，动力电则会带走电池包2自发产生的热量，造成电池加热效率低下的问题。
S111，开启电驱系统中的水泵与第一三通阀的第一端口和第二端口回路。
S109，关闭电机零扭矩加热控制策略。
基于以上，本公开实施例车辆1000，可进行升压或直连充电和电机1加热的协同控制。在升压充电时，定子S部分采用升压控制，转子F采用给定H半桥PWM直流控制转子绕组产热；以及在直连充电时，确保整车零扭矩的条件下对定子S、转子F绕组均进行加热控制。从而能实现直流直接充电、直流升压充电的电机1堵转加热的协同控制，功能全面，适应环境范围比较宽，能提升对系统中各器件的利用率。此外，本公开实施例通过电池包2充电和电机1加热的协同控制，依靠热泵系统10的冷媒直热吸收电驱系统20热量给电池包2加热的同时，还能实现对乘员舱供暖，提高充电效率。
根据本公开实施例的车辆1000和电池热管理系统100的其他构成以及操作对于本领域普通技术人员而言都是已知的，这里不再详细描述。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示意性实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本公开的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。
尽管已经示出和描述了本公开的实施例，本领域的普通技术人员可以理解：在不脱离本公开的原理和宗旨的情况下可以对这些实施例进行多种变化、修改、替换和变型，本公开的范围由权利要求及其等同物限定。

Claims (26)

  1. 一种电池热管理系统(100)，其特征在于，包括：
    电机(1)，所述电机(1)通过电池热管理回路(200)与电池包(2)连接；和
    控制器(40)，所述控制器(40)与所述电机(1)和所述电池热管理回路(200)分别连接，所述控制器(40)用于在所述电池包(2)有加热需求时，根据车辆(1000)状态，控制所述电机(1)进行零扭矩运行，并使得所述电机(1)的定子(S)和/或转子(F)产生的热量通过所述电池热管理回路(200)给所述电池包(2)加热。
  2. 根据权利要求1所述的电池热管理系统(100)，其特征在于，所述电池热管理回路(200)包括：
    热泵系统(10)，所述热泵系统(10)与所述电池包(2)的液路连接；
    电驱系统(20)，所述电驱系统(20)包括用于冷却所述电机(1)的油液冷却回路，所述油液冷却回路与所述电机(1)的油液管路连接；和
    第一板换(30)，所述油液冷却回路通过所述第一板换(30)与所述热泵系统(10)、所述电池包(2)分别连接。
  3. 根据权利要求2所述的电池热管理系统(100)，其特征在于，所述电驱系统(20)还包括：
    定子驱动电路(21)，所述定子驱动电路(21)与所述控制器(40)、所述电机(1)的所述定子(S)和所述电池包(2)的充电母线分别连接，用于驱动所述电机(1)的所述定子(S)；
    转子驱动电路(22)，所述转子驱动电路(22)与所述控制器(40)、所述电机(1)的所述转子(F)和所述电池包(2)的充电母线分别连接，用于驱动所述电机(1)的所述转子(F)。
  4. 根据权利要求3所述的电池热管理系统(100)，其特征在于，
    在所述车辆(1000)无故障并且所述车辆(1000)处于驻车状态并且所述电池包(2)有加热需求时，所述控制器(40)控制所述电机(1)进行零扭矩运行，其中，通过控制所述定子驱动电路(21)以使得所述定子(S)发热以及通过控制所述转子驱动电路(22)以使得所述转子(F)发热。
  5. 根据权利要求3或4所述的电池热管理系统(100)，其特征在于，
    在所述车辆(1000)无故障并且所述车辆(1000)处于直连充电状态且所述电池包(2)有加热需求时，所述控制器(40)控制所述电机(1)进行零扭矩运行，其中，通过控制所述定子驱动电路(21)以使得所述定子(S)发热以及通过控制所述转子驱动电路(22)以使得所述转子(F)发热。
  6. 根据权利要求4或5所述的电池热管理系统(100)，其特征在于，
    所述控制器(40)在控制所述定子驱动电路(21)时，用于根据目标交轴电流、目标直轴电流、反馈的交轴电流和反馈的直轴电流获得交轴电压和直轴电压，根据所述交轴电压和所述直轴电压通过反Park变换和脉宽调制算法获得所述定子驱动电路(21)的脉宽调制占空比，以驱动所述电机(1)的所述定子(S)，其中，所述目标交轴电流为零。
  7. 根据权利要求3-6中任一项所述的电池热管理系统(100)，其特征在于，在所述车辆(1000)无故障并且所述车辆处于升压充电状态时，在所述电池包(2)有加热需求时，所述控制器(40)控制所述电机(1)进行零扭矩运行，其中，通过控制所述定子驱动电路(21)以使得所述定子(S)进行储能以及通过控制所述转子驱动电路(22)以使得所述转子(F)发热。
  8. 根据权利要求6或7所述的电池热管理系统(100)，其特征在于，
    所述控制器(40)在控制所述转子驱动电路(22)时，用于根据励磁参考电流和励磁实际电流进行做差运算获得电流差，根据所述电流差进行PID电流调节运算获得所述转子驱动电路的脉宽调制占空比，以驱动所述电机(1)的转子(F)。
  9. 根据权利要求3-7中任一项所述的电池热管理系统(100)，其特征在于，
    所述定子驱动电路(21)包括多相桥臂(11)，每相桥臂跨接在正极直流母线(12)和负极直流母线(13)之间，每相桥臂的中点与对应的所述定子(S)的绕组的第一端连接，所述定子(S)的所有绕组的第二端连接于中线点，所述中线点适于与车辆(1000)的直流充电口(50)连接；
    所述转子驱动电路(22)包括H半桥桥臂(14)，所述H半桥桥臂(14)的两端与所述正极直流母线(12)和负极直流母线(13)分别连接，所述H半桥桥臂(14)的中点通过滑环结构与所述转子(F)连接。
  10. 根据权利要求2-9中任一项所述的电池热管理系统(100)，其特征在于，所述油液冷却回路包括：
    油泵(3)，所述油泵(3)的第一端与所述电机(1)的所述油液管路的第一端口连接；
    第二板换(4)，所述第二板换(4)的第一端口与所述油泵(3)的第二端连接，所述第二板换(4)的第二端口与所述电机的油液管路的第二端口连接，所述第二板换(4)的第一端口与所述第二板换(4)的第二端口连通，所述第二板换(4)的第三端口与所述电驱系统的驱动电路热管理管路的第一端连接，所述驱动电路热管理管路的第二端与所述第一板换(30)的第一端口连接；
    第一三通阀(5)，所述第一三通阀(5)的第一端口与所述第一板换(30)的第二端口连接，所述第一板换(30)的第一端口与所述第一板换(30)的第二端口连通；
    水泵(6)，所述水泵(6)的进水口与所述第一三通阀(5)的第二端口连接，所述水泵(6)的出水口与所述第二板换(4)的第四端口连接，所述第二板换(4)的第三端口与所述第二板换(4)的第四端口连通；
    在所述电池包(2)有加热需求时，所述第一三通阀(5)的第一端口与所述第二端口接通。
  11. 根据权利要求10所述的电池热管理系统(100)，其特征在于，所述油液冷却回路还包括：
    散热器(7)，所述散热器(7)的第一端与所述第一三通阀(5)的第三端口和所述控制器(40)连接，在所述电机的绕组温度超过电驱保温温度时，所述第一三通阀(5)的第一端口与所述第一三通阀(5)的第三端口连通，以对所述电机(1)进行散热。
  12. 根据权利要求2-11中任一项所述的电池热管理系统(1)，其特征在于，所述热泵系统(10)包括：
    压缩机(8)、气液分离器(9)、第一电磁阀(N1)、第一电子膨胀阀(M1)、第一单向阀(D1)、第二电磁阀(N2)和第三电磁阀(N3)；
    其中，所述压缩机(8)的排气口与所述第一电磁阀(N1)的第一端口连接，所述第一电磁阀(N1)的第二端口与所述电池包(2)的所述液路的第一端口连接，所述电池包(2)的液路的第二端口与所述第一电子膨胀阀(M1)的第一端口连接，所述第一电子膨胀阀(M1)的第二端口与所述第一单向阀(D1)的输入端口连接，所述第一单向阀(D1)的输出端口与所述第二电磁阀(N2)的第一端口连接，所述第二电磁阀(N2)的第二端口与所述第一板换的第三端口连接，所述第一板换的第四端口与所述第三电磁阀(N3)的第一端口连接，所述第三电磁阀(N3)的第二端口与所述气液分离器(9)的第一端口连接，所述气液分离器(9)的第二端口与所述压缩机(8)的回气口连接；
    在所述电池包(2)的温度小于对应当前环境温度的目标电池包温度时，所述电池包(2)有加热需求，所述第一电磁阀(N1)、所述第一电子膨胀阀(M1)、所述第二电磁阀(N2)和所述第三电磁阀(N3)均处于开启状态。
  13. 根据权利要求12所述的电池热管理系统(100)，其特征在于，所述热泵系统(10)还包括：
    第四电磁阀(N4)、车外冷凝器(Q1)和第二单向阀(D2)；
    所述第四电磁阀(N4)的第一端口与所述第一单向阀(D1)的输出端口连接，所述第四电磁阀(N4)的第二端口与所述车外冷凝器(Q1)的第一端口连接，所述车外冷凝器(Q1)的第二端口与所述第二单向阀(D2)的输入端口连接，所述第二单向阀(D2)的第二端口与所述第三电磁阀(N3)的第一端口连接；
    在所述电池包(2)的温度小于对应所述当前环境温度的所述目标电池包(2)温度，且所述热泵系统(10)中的冷媒温度小于当前环境温度时，所述电池包(2)有加热需求，所述第一电磁阀(N1)、所述第一电子膨胀阀(M1)、所述第二电磁阀(N2)、所述第三电磁阀(N3)和所述第四电磁阀(N4)均处于开启状态。
  14. 根据权利要求13所述的电池热管理系统(100)，其特征在于，所述热泵系统(10)还包括：
    第三单向阀(D3)，所述第三单向阀(D3)的输入端口与所述第二单向阀(D2)的输出端口连接，所述第三单向阀(D3)的输出端口与所述第一电子膨胀阀(M1)的第二端口连接。
  15. 根据权利要求13或14所述的电池热管理系统(100)，其特征在于，所述热泵系统(10)还包括：
    车内冷凝器(Q2)、第二电子膨胀阀(M2)和第五电磁阀(N5)；
    其中，所述车内冷凝器(Q2)的第一端口与所述压缩机(8)的排气口连接，所述车内冷凝器(Q2)的第二端口与所述第二电子膨胀阀(M2)的第一端口和所述第五电磁阀(N5)的第一端口分别连接，所述第二电子膨胀阀(M2)的第二端口与所述第四电磁阀(N4)的第一端口连接，所述第五电磁阀(N5)的第二端口与所述第四电磁阀(N4)的第一端口连接。
  16. 根据权利要求15所述的电池热管理系统(100)，其特征在于，所述热泵系统(10)还包括：
    第三电子膨胀阀(M3)、蒸发器(Q3)和第四单向阀(D4)；
    其中，所述第三电子膨胀阀(M3)的第一端口与所述第一板换(30)的第四端口、所述第二单向阀(D2)的第二端口连接，所述第三电子膨胀阀(M3)的第二端口与所述蒸发器(Q3)的第一端口连接，所述蒸发器(Q3)的第二端口与所述第四单向阀(D4)的输入端口连接，所述第四单向阀(D4)的输出端口与所述气液分离器(9)的第一端口连接；
    所述控制器(40)还用于，确定座舱有加热需求，控制所述第三电磁阀(N3)关闭，并控制所述第三电子膨胀阀(M3)开启。
  17. 根据权利要求16所述的电池热管理系统(100)，其特征在于，所述热泵系统(10)还包括：
    第六电磁阀(N6)，所述第六电磁阀(N6)的第一端口与所述第一电磁阀(N1)的第二端口、所述电池包(2)的液路的第一端口连接；
    在所述电池包(2)的温度大于电池包(2)的正常工作温度时，所述电池包(2)有降温需求，所述第三电磁阀(N3)、所述第四电磁阀(N4)、所述第五电磁阀(N5)、所述第六电磁阀(N6)、所述第一电子膨胀阀(M1)和所述第二电子膨胀阀(M2)均处于开启状态，所述第一电磁阀(N1)和所述第二电磁阀(N2)处于关闭状态。
  18. 根据权利要求17所述的电池热管理系统(100)，其特征在于，所述控制器(40)还用于：
    确定座舱有制冷需求，控制所述第三电子膨胀阀(M3)开启，并控制所述第三电磁阀(N3)关闭，以及确定所述座舱无加热需求，控制所述第三电磁阀(N3)开启，并控制所述第三电子膨胀阀(M3)关闭。
  19. 根据权利要求13-17中任一项所述的电池热管理系统(100)，其特征在于，在所述电池包(2)的温度小于对应所述当前环境温度的所述目标电池包(2)温度，且所述热泵系统(10)中的冷媒温度大于等于所述当前环境温度时，关闭所述第四电磁阀(N4)。
  20. 根据权利要求16-18中任一项所述的电池热管理系统(100)，其特征在于，所述控制器(40)还用于：
    确定所述座舱无加热需求，控制所述第三电磁阀(N3)开启，并控制所述第三电子膨胀阀(M3)关闭。
  21. 根据权利要求1-20中任一项所述的电池热管理系统(100)，其特征在于，所述控制器还用于在所述车辆(1000)发生故障或者所述车辆(1000)充电发生改变时，控制所述电机退出零扭矩运行状态。
  22. 一种车辆(1000)，其特征在于，包括：
    电池包(2)；以及
    根据权利要求1-21中任一项所述的电池热管理系统(100)，所述电池热管理系统(100)与所述电池包(2)的液路连接。
  23. 根据权利要求22所述的车辆(1000)，其特征在于，所述车辆(1000)还包括：
    充放电电路(300)，所述充放电电路(300)适用于与所述电池包(2)、电驱系统中电机(1)的定子驱动电路(21)和转子驱动电路(22)连接。
  24. 根据权利要求23所述的车辆(1000)，其特征在于，所述充放电电路(300)包括：
    正极直流母线(12)，所述正极直流母线(12)与所述电池包(2)的正极连接；
    负极直流母线(13)，所述负极直流母线(13)与所述电池包(2)的负极连接；
    正极主接触器(K+)，所述正极主接触器(K+)位于所述正极直流母线(12)上，位于所述定子驱动电路(21)的一端与所述电池包(2)的正极端之间、且位于所述转子驱动电路(22)的一端与所述电池包(2)的正极端之间，在充电时闭合；
    负极主接触器(K-)，所述正极主接触器(K-)位于所述负极直流母线(13)上，所述负极主接触器位于所述定子驱动电路(21)的另一端与所述电池包(2)的负极端之间、且位于所述转子驱动电路(22)的另一端与所述电池包(2)的负极端之间，在所述电池包(2)充电时闭合。
  25. 根据权利要求24所述的车辆(1000)，其特征在于，所述充放电电路(300)还包括：
    母线电容(Cn)，所述母线电容(Cn)跨接在所述正极直流母线(12)和所述负极直流母线(13)之间，并且所述母线电容(Cn)位于所述电池包(2)与所述定子驱动电路(21)之间；
    直流充放电口(50)，所述直流充放电口(50)的第一端与所述定子绕组的中线点(n1)连接，所述直流充放电口(50)的第二端与所述负极直流母线(13)连接；
    充放电口电容(Cm)，所述充放电口电容(Cm)的第一端与所述直流充放电口(50)的第一端连接，所述充放电口电容(Cm)的第二端与所述直流充放电口(50)的第二端连接。
  26. 根据权利要求25所述的车辆(1000)，其特征在于，所述充放电电路(300)还包括：
    第一开关(K1)，所述第一开关(K1)位于所述正极直流母线(12)上，并且所述第一开关(K1)位于所述直流充放电口(50)与所述定子驱动电路(21)的第一端之间；
    第二开关(K2)，所述第二开关(K2)位于所述直流充放电口(50)的第二端与所述充放电口电容(Cm)的第二端之间；
    第三开关(K3)，所述第三开关(K3)位于所述直流充放电口(50)的第一端与所述电机(1)的定子绕组的中线点(n1)之间；
    在所述车辆(1000)无故障并且所述车辆(1000)处于直连充电状态且所述电池包(2)有加热需求时，所述第一开关(K1)、所述第二开关(K2)闭合，所述第三开关(K3)断开；以及，
    在所述车辆(1000)无故障并且所述车辆(1000)处于升压充电状态时，在所述电池包(2)有加热需求时，所述第二开关(K2)、所述第三开关(K3)闭合，所述第一开关(K1)断开。
PCT/CN2025/096051 2024-06-05 2025-05-20 电池热管理系统和车辆 Pending WO2025251900A1 (zh)

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