CN104934653A - 电池温度调节装置 - Google Patents
电池温度调节装置 Download PDFInfo
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- CN104934653A CN104934653A CN201510118040.0A CN201510118040A CN104934653A CN 104934653 A CN104934653 A CN 104934653A CN 201510118040 A CN201510118040 A CN 201510118040A CN 104934653 A CN104934653 A CN 104934653A
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- battery
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- B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
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- B60H1/00899—Controlling the flow of liquid in a heat pump system
- B60H1/00921—Controlling the flow of liquid in a heat pump system where the flow direction of the refrigerant does not change and there is an extra subcondenser, e.g. in an air duct
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- B60H1/143—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the heat being derived from cooling an electric component, e.g. electric motors, electric circuits, fuel cells or batteries
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- Electric Propulsion And Braking For Vehicles (AREA)
- Air-Conditioning For Vehicles (AREA)
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- Hybrid Electric Vehicles (AREA)
Abstract
一种电池温度调节装置设置有低温热交换器、电池温度调节单元和控制单元,该低温热交换器被配置为允许与空调***热交换,该电池温度调节单元被配置为允许与低温热交换器热交换,以便将电池的温度调节至接近目标温度,该控制单元被配置为控制电池温度调节单元。在从车辆外部的电源执行充电的情况下,控制单元判定是否有必要在电池中蓄热,以及在判定有必要蓄热的情况下,控制单元将充电期间的电池的目标温度设置为与在判定没有必要蓄热的情况下相比较高。
Description
本非临时申请是基于2014年3月19日向日本专利局提交的编号为2014-056361的日本专利申请,该申请的全部内容通过引用的方式并入于此。
技术领域
本发明涉及一种电池温度调节装置,并且特别地,涉及一种安装在车辆上的电池温度调节装置,该车辆包括被配置为允许从车辆外部的电源充电的电池。
背景技术
电动车辆和混合动力车辆安装有被配置为给驱动电动机提供电力的驱动电池。如果电池没有在适当的温度下被充电和/或放电,这将妨碍电池充分地展示其性能,并且将对其使用寿命有不利影响,由此,一种用于电池的温度调节装置被安装在这样的车辆上。
在WO2012/004926中,一种电池冷却装置被公开。该电池冷却装置利用用于空调的制冷剂循环***中的制冷剂来冷却电池。
上述WO2012/004926中所描述的电池冷却装置,电池的热通过冷却而被大量地舍弃。如此,关于有效利用该热的充分研究尚未进行。
特别是,因为在混合动力车辆的引擎停止时引擎的热不能被利用以使混合动力车辆的车厢升温,并且对于没有引擎的电动车辆,引擎的热是不可用的,所以有必要将积蓄在电池中的电能转化为热,以便使乘客车厢升温,其结果缩短了可用的行驶距离。因此,本申请的发明人转向研究另一种通过以下方式使车厢升温的方法:在使用从外部电源接收到的电力给电池充电时(以下称为外部充电)使用从车辆外部的电源接收到的电力对电池进行预热,并且使用电池中的热来使车厢等升温。因为电动车辆或混合动力车辆中的驱动电池在尺寸和热容量上都很大,因此,可以通过将其用作蓄热单元来更有效地利用电池。在外部充电期间升高电池的温度从增加可用行驶距离的角度来看是有利的,但是,在外部充电期间将电池的温度无变化地升高至相同的温度从将消耗额外电力的角度来看是不利的。
发明内容
鉴于上述问题,本发明已经被实现,并且因此,本发明的目的是提供一种车辆电池温度调节装置,该车辆电池温度调节装置在外部充电期间抑制不必要的电力消耗的同时允许电池被用作蓄热单元,实现更长的可用行驶距离。
简要地说,本发明提供了一种被安装在包括空调***和电池的车辆上的电池温度调节装置,该电池被配置为允许从车辆外部的电源充电。本发明的电池温度调节装置设置有:被配置为允许与空调***热交换的热交换单元,被配置为允许与热交换单元热交换以便将电池的温度调节至接近目标温度的电池温度调节单元,以及被配置为控制电池温度调节单元的控制单元。在从车辆外部的电源执行充电的情况下,控制单元判定是否有必要在电池中蓄热,以及在判定有必要蓄热的情况下,控制单元将充电期间的电池的目标温度设置为与在判定没有必要蓄热的情况下相比较高。
根据上述配置,电池的目标温度没有被设置成相同的温度。具体地,在判定有必要蓄热的情况下,与在判定没有必要蓄热的情况下相比,目标温度被设置为较高。如此,当没有必要蓄热时,可以抑制外部充电期间的电力消耗,以及当有必要蓄热时,可以在电池中积蓄可释放的热。
优选的是,控制单元判定在电池中蓄热在外部气温低于阀值的情况下是必要的,以及判定在电池中蓄热在外部气温高于阀值的情况下是不必要的。
已知的是,要使用在空调***中的热泵处于大约-20℃的极低温度,热泵中的制冷剂的密度将变得较低,其结果降低了热泵的性能。因此,当外部气温低时,空调***中热泵的性能将下降,这可能使空调***失效。根据上述构造,在外部气温低的情况下,在外部充电期间在电池中蓄热,并且该热量可以被用于,例如,给空调***的热泵中的制冷剂升温,以便使其迅速展示空调性能。请注意,该热不限于被用于空调中,其可以被用于其它应用。
电池温度调节单元包括加热器和电池热交换单元,该加热器能够使用从车辆外部的电源接收到的电力来加热电池,该电池热交换单元被配置为将电池中积蓄的热传递给热交换单元。
根据上述配置,当电池在外部充电中正在被充电的同时,能够通过使用接收到的电力对电池进行预热,这可以升高电池的温度而不会降低电池中积蓄的电力。
根据本发明,可以在外部充电期间消除不必要的电力消耗的同时,利用电池作为蓄热单元。
本发明的前述及其它的目的、特征、方面和优点将在以下结合附图对本发明的详细描述中变得更加明显。
附图说明
图1是说明根据本实施例的安装有电池温度调节装置的车辆的结构的示图;
图2是说明低温热交换器的结构的示图;
图3是用于解释在外部充电期间在电池中蓄热的控制的流程图;和
图4是用于解释在车辆启动时将电池中积蓄的热用于空调的示例的流程图。
具体实施方式
在下文中,本发明的实施例将参照附图进行详细描述。应该注意的是,在附图中,相同的或相应的部分将使用相同的附图标记来指定,并且其描述将不再重复。
图1是说明根据本实施例的安装有电池温度调节装置的车辆的结构的示图。参照图1,车辆1包括空调***10、电池温度调节装置50、电池60和充电器68。
充电器68从外部电源70接收电力,并且将接收到的电力提供给电池60。尽管充电器68被示出为通过配备有***口(inlet)(未示出)的充电电缆来从外部电源接收电力,可以接受的是,车辆被配置为通过电磁场等以非接触的方式来执行电力交换。
空调***10包括压缩机12、室内冷凝器14、室外冷凝器20、风扇24、蒸发器26和贮液器(accumulator)25。空调***10进一步包括膨胀阀16和28、电磁阀18、30和32、三通阀22和流量控制膨胀阀34。
通过压缩机12压缩的制冷剂被引导给室内冷凝器14。在冷却模式中通过室内冷凝器14的制冷剂流过电磁阀18,并且在加热模式中,电磁阀18被关闭,制冷剂通过膨胀阀16。通过电磁阀18或膨胀阀16的制冷剂被三通阀22引导流进绕过室外冷凝器20的流路A或流过室外冷凝器20的流路B中的一者。
使通过室外冷凝器20或通过绕过室外冷凝器20的流路的制冷剂,在加热模式中流入旁通流路F1,在加热模式中,电磁阀30被控制为关闭并且电磁阀32被控制为打开,或者在冷却模式中流入流过膨胀阀28和蒸发器26的流路F2,在冷却模式中,电磁阀30被控制为打开,并且电磁阀32被控制为关闭。
流路F3被设置为与流路F1和F2并行。流路F3为这样的目的而设置:执行用于空调的制冷剂与用于调节电池温度的制冷剂之间所需的热交换。流量控制膨胀阀34和低温热交换器58被布置在流路F3中。流过流路F1至F3之一的制冷剂被输送给用于气-液分离的贮液器25,并且分离出来的气体制冷剂被输送给压缩机12。
在本实施例中,将在这样的情况下进行描述:即,在极低温度下在外部充电期间在电池60中蓄热,并且所积蓄的热将被用在电池之外的其它应用中,由此,在加热模式中所使用的流路将被选择作为空调***10中的制冷剂循环通路。
电池温度调节装置50设置有电池温度调节单元52、低温热交换器58、风扇56、电池温度传感器62、外部气温传感器64和控制单元66。
低温热交换器58被配置为允许与空调***10进行热交换,其将在下文中参照图2来描述。电池温度调节单元52被配置为允许通过其与低温热交换器58之间的制冷剂循环与低温热交换器58进行热交换,以便将电池60的温度调节至接近其目标温度。
控制电路66被配置为输出控制信号CS1至CS9,以便控制电磁阀18、30和32、三通阀22、流量控制膨胀阀34、风扇24和56以及加热器54。控制单元66可以被分别设置给空调***10和电池温度调节装置50。
对于电池温度调节装置50,可以接受的是,通过泵来使液体制冷剂循环,但是优选的是,使用热虹吸(底部加热)型热管***。如果低温热交换器58在重力方向上被布置在电池60和电池温度调节单元52的上方,则可以将电池温度调节装置58配置为热虹吸型热管***,其使用布置在重力方向上的上方的低温热交换器58来冷却电池,由此,另外被设置以传送电池60的热的压缩机或泵不是必要的。
图2是说明低温热交换器58的结构的示图。低温热交换器58是双管气冷(air-cooling)式热交换器,并且设置有内管104、外管106、以及冷却肋片(cooling fin)102。空调***10的制冷剂流过内管104的内侧。电池温度调节单元50的制冷剂流过围绕内管104的外侧设置的外管106的内侧。优选的是,气冷肋片102被布置在面向行驶风的位置上,但是不限于此。气冷肋片102使用车辆行驶时的行驶风,以便辐射热量。然而,当车辆没在行驶时,风扇56根据需要旋转,为气冷肋片102提供风,以便从气冷肋片102释放热量。
用于调节电池60的温度的制冷剂在外管106中流动,空调***10中的制冷剂以相反的方向在内管104中流动。因而,可以将热从电池60传递给空调***10中的制冷剂。而且,通过使电池60的制冷剂在外管106中流动,电池60的制冷剂能够被气冷肋片102适当地冷却。这种结构使得可以优先使用低成本气冷来冷却电池。
再次参照图1,本实施例的电池温度调节装置50被配置为允许电池60在外部充电期间被预热。具体地,电池温度调节装置50的电池温度调节单元52包括加热器54和电池热交换单元53,该加热器54能够使用从车辆外部的电源接收到的电力来加热电池60,该电池热交换单元53被配置为获取电池60中积蓄的热。当电池由加热器54或通过充电期间的自加热来加热时,在电池60中蓄热。
电池60在外部充电期间应该被预热的理由将作如下解释。如果电池60没有在适当的温度下被充电和/或放电,其性能将会降低和/或使用寿命将会缩短。因此,电池60通过电池温度调节单元52来加热或冷却,以便电池60的温度被保持在适当的范围内。特别地,当外部气温低时,通过使用加热器54来预热电池60,以便在从外部电源被充电之后,使电池表现出更好的性能。
因为安装在电动车辆或***式混合动力车辆上的电池在尺寸和热容量上都很大,因此难以被升温或冷却。在本实施例中,这个特性被用于在外部充电期间在电池60中蓄热,并且在电池以外的其它应用中使用积蓄的热。
控制单元66控制电池温度调节单元52以在必要时在电池60中蓄热,以便以后利用该热。当从车辆外部的电源执行充电时,控制单元66判定是否有必要在电池60中蓄热,并且在判定有必要蓄热的情况下,与在判定没有必要蓄热的情况下相比,控制单元66将外部充电期间的电池的目标温度设置为较高。优选地,控制单元66判定在外部气温低于阀值的情况下在电池60中蓄热是必要的,以及判定在外部气温高于阀值的情况下在电池60中蓄热是不必要的。
从增加可用行驶距离的角度来看,在外部充电期间升高电池的温度是有利的,然而,从将消耗额外电力的角度来看,在外部充电期间无变化地将电池的温度升高至相同的温度是不利的。根据本实施例,控制单元66判定是否有必要在电池60中蓄热,并且因此,当没有必要蓄热时,可以抑制外部充电期间的电力消耗,以及当有必要蓄热时,可以在电池中积蓄可释放的热。
在下文中,由控制单元66所执行的控制将在本实施例中被描述。电池60中的蓄热的过程将参照图3来描述,并且从电池60释放热的过程将参照图4来描述。
图3是用于解释在外部充电期间电池中的蓄热的控制的流程图。通过参照图1和3,当流程图的处理被开始时,在步骤S1中,控制单元66从外部气温传感器64获取外部气温To。随后,在步骤S2中,控制单元66从电池温度传感器62获取当前电池温度Tb。
在步骤S3中,控制单元66计算升温时间t1。升温时间t1表示用于加热电池60的可用的时间间隔。例如,升温时间t1可以作为加热电池的起始时间和使用车辆的起始时间之间的时间差来获得。在外部充电的情况下,加热电池的起始时间可以设置在充电被开始的时间,或者被设置在晚于充电被开始时的时间。当使用车辆的起始时间由用户来设置时,控制单元66设置加热电池的起始时间(例如,执行充电的起始时间),以便在使用车辆的起始时间之前完成充电。
接下来在步骤S4中,控制单元66判定与电源插头(plug)的连接是否存在。尽管未在图中显示,***口被设置在车身上,并且位于充电器68和外部电源70之间,并且对应于电源插头的充电连接器能够被连接至该***口。通过用于检测***口的连接的传感器来检测充电连接器是否被连接至***口。在充电连接器被连接至***口的情况下,在步骤S4中,控制单元66判定与电源插头的连接是存在的。应该被注意的是,在充电以非接触的方式被执行的情况下,控制单元66判定与外部电源之间的电力交换是否是可用的,并且如果电力交换是可用的,控制单元66判定与电源插头的连接是存在的。
在步骤S4中控制单元66判定没有与电源插头的连接的情况下(步骤S4中的否),处理进行至步骤S5。在步骤S5中,控制单元66设置加热期间的电池的目标温度为温度Tm。温度Tm是电池可使用时的电池温度范围内的最低温度(下限温度)。在行驶过程中,由于电池的充电和/或放电,电池自身将发热,并且因此,将电池60加热至比温度Tm高会导致电能的浪费。因此,通过将电池的目标温度设置为下限温度Tm,可以将外部充电期间的电力消耗最小化。
在步骤S6中,控制单元66将电池热量Q设置为车辆驱动所需的最小量Qm。该最小量Qm可以通过Qm=C*(Tm–Tb)来计算,其中C代表电池的热容量。
在另一方面,在步骤S4中,在控制单元66判定存在与电源插头的连接的情况下(S4中的是),处理进行至步骤S7。在步骤S7中,控制单元66判定用于空调***10的热泵的性能是否下降。具体地,在外部气温To高于与指示热泵中的制冷剂的性能下降的温度对应的低温阀值的情况下,控制单元66判定热泵的性能没有下降。在外部气温To低于低温阀值的情况下,控制单元66判定热泵的性能下降了。换句话说,在步骤S4中,控制单元66判定是否有必要在电池60中积蓄余热。当外部气温低于阀值时,控制单元66判定有必要在电池60中蓄热,以及当外部气温高于阀值时,判定没有必要在电池60中蓄热。
在步骤S7中,在判定热泵的性能没有下降的情况下(蓄热是不必要的)(S7中的否),因为空调***10的性能没有下降,则可以通过空调***10来进行加热。如此,在步骤S8中,控制单元66将电池的目标温度设置为温度Ta。温度Ta是在电池的可使用温度范围内用于给电池60充电的最佳温度,并且Ta>Tm。
然后,在步骤S9中,控制单元66计算电池热量Q。在本实施例中,通过将Qa与在步骤S6中所计算的Qm相加来获得电池热量Q。Qa代表将电池60从温度Tm加热到温度Ta所需的热量。
在另一方面,在步骤S7中,在判定热泵的性能下降的情况下(蓄热是必要的)(S7中的是),为了使空调***10快速地执行加热,优选的是,在车辆启动时将热从电池60传递至空调***10中的制冷剂。为了这个目的,在步骤S10中,控制单元66将电池的目标温度设置为温度Tr。温度Tr处于电池的可使用温度范围内,并且高于用于给电池60充电的最佳温度Ta。可以在考虑到被传递给空调***10中的制冷剂的余热量应该被积蓄在电池60中的事实下,设置温度Tr。在本实施例中,Tr>Ta>Tm。
然后,在步骤S11中,控制单元66计算电池热量Q。在本实施例中,通过将Qr与在步骤S6中所计算的Qm和在步骤S9中所计算的Qa之和相加来获得电池热量Q。Qr代表将电池60从温度Ta加热至温度Tr所需的热量。
在任一步骤S6、S9或S11中计算电池热量Q之后,处理进行至步骤S12。在步骤S12中,控制单元66计算电加热器54的加热速率q。
加热速率q代表每单位时间的热量,并且根据q=(Q–z)/t1来计算。这里,Q代表在任一步骤S6、S9或S11中所计算的热量,z代表当电池60正在被充电时由电池60自身每单位时间所产生的热量,以及t1代表在步骤S3中所确定的升温时间。
然后,在步骤S13中,控制单元66执行电池60的加热。当电源插头被连接时,电池60同时也被充电。在经过了升温时间t1之后,电池60的加热在步骤S14中结束。
此外,当加热和/或充电不以恒定的速度来执行时,可接受的是,通过在监视电池温度Tb时适当地修正加热速率q来执行处理。
根据如图3所示的所执行的控制,可以在外部充电期间在必要时,在不浪费电能的情况下对电池60进行预加热。
图4是用于解释在车辆启动时在空调中利用电池中积蓄的热的示例的流程图。参照图1和4,当通过操作点火钥匙开关等来启动车辆时,在步骤S51中,控制单元66从外部气温传感器64获取外部气温To。
在随后的步骤S52中,控制单元66设置电池目标温度TTb。电池目标温度TTb对于电池60展示其性能而言是最佳的。
接下来,在步骤S53中,控制单元66从电池温度传感器62获取当前电池温度Tb,并且在步骤S54中计算电池余热Qb。例如,电池余热Qb可以根据随着(Tb–TTb)的值单调增加的函数f(Tb–TTb)来计算,并且Qb也可以根据实验获得的映射(map)等从Tb和TTb来确定。
在步骤S55中,控制单元66判定电池60是否具有余热。通常,如果Qb>0,则电池具有余热。然而,如果电池余热Qb太小,则该热将在非常短的时间内被消耗掉。这样,在步骤S55中,当Qb大于阀值Qbmin时,电池60被判定具有余热。
在步骤S55中判定电池60没有余热的情况下(S55中的否),处理进行至步骤S56。在这种情况下,如果热从电池60被传递给空调***10中的制冷剂,则电池60的温度将降低至比最佳温度低,并且这样在步骤S56中,控制单元66关闭流量控制膨胀阀34,以便防止空调***中的制冷剂流过流路F3。而且,控制单元66使被配置为朝着气冷肋片102吹风的风扇56停止。
在另一方面,在步骤S55中判定电池60具有余热的情况下(S55中的是),处理进行至步骤S57。在步骤S57中,为了将热从电池60传递给空调***10中的制冷剂,控制单元66打开流量控制膨胀阀34,以便允许空调***10中的制冷剂流过流路F3。然后,在步骤S58中,控制单元66判定加热请求是否被发出。当用户接通空调***中的加热开关时,该加热请求被发出,并且该加热请求可以通过被设置为在设定时间运行加热的定时器等来发出。如果存在加热请求,为了尽可能早地执行加热,期望的是,将电池60的余热传递给用于空气调节的制冷剂,以便提高热泵的性能。
这样,在步骤S58中存在加热请求的情况下,处理进行至步骤S59,在步骤S59中,控制单元66启动压缩机12,并且使空调***10的加热通道中的空调制冷剂循环。同时,因为流量控制膨胀阀34被打开,空调制冷剂也进入低温热交换器58中循环。如此,在步骤S60中,低温热交换器58被启动,并且电池60的余热被传递给空调制冷剂,使该空调制冷剂快速升温。这使得可以提高在极低温度时空调***性能低下的空调***10的性能。
在另一方面,在步骤S58中没有加热请求被发出的情况下(S58中的否),处理进行至步骤S61。在步骤S61中,控制单元66停止压缩机12。其结果是,空调制冷剂不在低温热交换器中循环。由此,在电池60和空调制冷剂之间没有发生热交换。然而,如果电池60在这种状态中变得过热,则在步骤S62中,控制单元66在必要时启动风扇56,以通过空气来冷却电池温度调节装置50的制冷剂,以便冷却电池60。
在步骤S60或步骤S62之后,处理返回至步骤S53来再次获取当前电池温度Tb,并且重复随后的步骤。
通过执行根据上述处理的控制,电池60中积蓄的热在必要时被传递给空调***10中的制冷剂。这使得即使在极低温度下的外部充电之后,空调***10也可以迅速展示其性能。
尽管在图1的配置中,加热模式和冷却模式是通过操作电磁阀30和32来进行切换,可以接受的是,提供三通阀来代替电磁阀30和32,以便选择性地将制冷剂传输给流路F1和F2中的任意一个。
在本实施例中,通过示例的方式描述了,利用外部充电期间在电池中积蓄的热使空调***中的制冷剂升温,该热不限于空调,而是可以被用于其它的应用。例如,电池可以被配置成执行与引擎或用于净化废气的净化催化剂进行热交换,以便使用电池的热使引擎或净化催化剂升温。
尽管本发明已经被详细描述和说明,但应该清楚理解的是,本发明仅仅是通过举例和示例说明的方式,而不是要受到限制,本发明的范围通过所附权利要求书的各项来解释。
Claims (3)
1.一种电池温度调节装置,其要被安装在包括空调***和电池的车辆上,该电池被配置为允许从所述车辆外部的电源充电,所述电池温度调节装置包括:
热交换单元,其被配置为允许与所述空调***热交换;
电池温度调节单元,其被配置为允许与所述热交换单元热交换,以便将所述电池的温度调节至接近目标温度;和
控制单元,其被配置为控制所述电池温度调节单元,
在从所述车辆外部的电源执行充电的情况下,所述控制单元判定是否有必要在所述电池中蓄热,以及在判定有必要蓄热的情况下,所述控制单元将充电期间的所述电池的目标温度设置为比在判定没有必要蓄热的情况下更高。
2.根据权利要求1所述的电池温度调节装置,其中所述控制单元判定所述电池中的蓄热在外部气温低于阀值的情况下是必要的,以及判定所述电池中的蓄热在外部气温高于该阀值的情况下是不必要的。
3.根据权利要求2所述的电池温度调节装置,其中所述电池温度调节单元包括加热器和电池热交换单元,该加热器能够使用从所述车辆外部的电源接收到的电力加热所述电池,该电池热交换单元被配置为将所述电池中积蓄的热传递给所述热交换单元。
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JP2015179609A (ja) | 2015-10-08 |
JP6028756B2 (ja) | 2016-11-16 |
CN104934653B (zh) | 2017-06-09 |
US9919613B2 (en) | 2018-03-20 |
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