CN108461860B - 用于电动车辆中的电池管理***的冷却控制方法 - Google Patents
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Abstract
本文公开了一种用于车辆中的电池管理***的冷却控制方法,其中根据电池耐久性劣化程度来控制电池冷却。具体地,使用电池管理***(BMS)(其被配置为基于配备有电池和冷却风扇的车辆的电池温度来控制冷却风扇操作程度)来控制电池冷却的方法包括以下步骤:当在车辆操作期间使用电池耐久性劣化程度信息测得的实际电池耐久性劣化速度(Vt)高于预测的电池耐久性劣化速度时,与正常情况相比,增加冷却风扇操作程度。
Description
技术领域
本发明涉及一种用于电动车辆中的电池管理***的冷却控制方法,更具体地,涉及一种用于电动车辆中的电池管理***的冷却控制方法,其通过应用电池的耐久性劣化程度来控制电池的冷却。
背景技术
随着对环境污染和二氧化碳排放的关注加剧,对相比于传统的化石燃料内燃机车辆生成更少污染物的环保型车辆的兴趣日益增加。环保型车辆包括使用内燃机和电动机生成动力的混合电动车辆(HEV),以及仅通过电动机的动力运行的电动车辆(EV)。
电动机使用来自电池的电能来生成动力。通常,高压电池用于电动机,并且通过配置具有多个电池单体的模块,连接多个模块并将模块安装在壳体中来形成高压电池。
电池壳体内部设置有多个电气部件,由于电池单体内的化学反应而在电气部件的操作期间生成大量的热量。如果生成的热量持续积聚在电池中,则电池的使用寿命缩短。因此,需要用于冷却电池的单独设备。
用于冷却电池的设备由电池管理***(BMS)控制。例如,提供电池和用于利用空气来冷却电池的冷却风扇,并且通过BMS控制冷却风扇的操作程度以调节供应至电池的空气量。
常规BMS测量生成热量的电池的温度,并根据测得的温度控制冷却风扇的操作程度从而冷却电池。具体地,根据电池的温度来设定针对各温度范围指定冷却风扇的操作程度的控制模式,然后测量车辆操作期间的电池的温度。基于测得的温度范围来控制冷却风扇的操作。
然而,当电池的耐久性由于例如储存温度、驾驶员的驾驶***。在这种情况下,电池的使用寿命进一步缩短。
应当理解,背景技术的前述描述仅仅是为了促进对本发明的背景的理解的目的,并且不应被解释为承认本发明对应于本领域技术人员已知的现有技术。
发明内容
本发明通过提供一种用于电动车辆中的电池管理***的冷却控制方法来解决上述问题,其基于电池的测得的电池温度和电池的耐久性劣化的评估来控制电池冷却。
根据本发明的示例性实施例,可以通过提供一种使用电池管理***(BMS)控制电池冷却的方法来实现上述和其它目的,该电池管理***被配置为基于配备有电池和冷却风扇的电动车辆中的测得的电池温度来控制冷却风扇的操作,该方法包括:当在车辆的操作期间使用电池耐久性劣化程度信息测得的实际电池耐久性劣化速度(Vt)高于预测的电池耐久性劣化速度(Vp)时,与正常情况下的冷却风扇操作相比,增加冷却风扇操作程度。
根据本发明的另一实施例,可以通过提供一种使用电池管理***(BMS)控制电池冷却的方法来实现上述和其它目的,该电池管理***被配置为基于配备有电池和冷却风扇的电动或混合动力车辆中的测得的电池温度来控制冷却风扇的操作,该方法包括以下步骤:设定正常模式(M1),用于基于正常操作环境下的电池温度来控制冷却风扇操作程度;设定劣化降低模式(M2),用于基于电池温度来将冷却风扇操作程度增加至高于正常模式(M1);设定预测的电池耐久性劣化速度(Vp);在车辆操作期间使用电池耐久性劣化程度信息来监测实际电池耐久性劣化速度;当监测到的实际电池耐久性劣化速度(Vt)低于或等于预测的电池耐久性劣化速度(Vp)时,在正常模式(M1)下控制电池和冷却风扇的操作;以及当监测到的实际电池耐久性劣化速度(Vt)高于预测的电池耐久性劣化速度(Vp)时,在劣化降低模式(M2)下控制电池和冷却风扇的操作。
在另一示例性实施例中,设定劣化降低模式(M2)的步骤可以包括:设定第一劣化降低模式(M2-1),用于基于电池温度来将冷却风扇操作程度增加至高于正常模式(M1),以及设定第二劣化降低模式(M2-2),用于将冷却风扇的冷却风扇操作程度增加至高于第一劣化降低模式(M2-1)。
在另一示例性实施例中,设定劣化降低模式(M2)的步骤可以包括设定用于监测到的实际电池耐久性劣化速度(Vt)与预测的电池耐久性劣化速度(Vp)之间的差值(△V)的基准值(Vc)。
在另一示例性实施例中,在劣化降低模式(M2)下控制冷却风扇操作的步骤可以包括:当监测到的实际电池耐久性劣化速度(Vt)与预测的电池耐久性劣化速度(Vp)之间的差值(△V)小于或等于设定的基准值(Vc)时,在第一劣化降低模式(M2-1)下操作冷却风扇,并且当差值(△V)大于设定的基准值(Vc)时,在第二劣化降低模式(M2-2)下操作冷却风扇。
附图说明
从以下结合附图的详细描述中将更清楚地理解本发明的上述和其它目的、特征和其它优点,其中:
图1是示出根据本发明的示例性实施例的用于电动车辆中的电池管理***的冷却控制方法的流程图;
图2是描绘基于电池的冷却状态的电池的电池温度变化的曲线图;并且
图3是描绘当使用根据本发明的示例性实施例的用于电动车辆中的电池管理***的冷却控制方法时可以预期的行驶距离的改进的曲线图。
具体实施方式
现在将详细参考如附图所示的用于冷却车辆电池的方法的各种示例性实施例。对于本领域技术人员显而易见的是,本发明不限于本文公开的示例性实施例,并且可以许多不同的实施方式来实施。尽可能地,在整个附图中将使用相同的附图标记来指代相同或相似的部件。
本发明涉及一种使用电池管理***(BMS)控制电池冷却的方法,其基于配备有电池和冷却风扇的电动车辆中的电池温度来控制冷却风扇操作程度。然而,本发明的应用不限于电动车辆,而可应用于控制安装在车辆中的各种电池的冷却。例如,本发明可以应用于安装在混合电动车辆(HEV)中的电池。
图1是示出根据示例性实施例的用于电动车辆中的电池管理***的冷却控制方法的流程图。
在根据示例性实施例的用于电动车辆中的BMS的冷却控制方法中,当在车辆操作期间使用电池耐久性劣化信息测得的实际电池耐久性劣化速度Vt高于预测的电池耐久性劣化速度Vp时,与正常情况下应用的冷却风扇操作程度相比,增加冷却风扇操作程度。
在下文中,详细描述根据本发明的实施例的用于电动车辆中的BMS的冷却控制方法。
如图1所示,为了控制电池冷却,设定正常模式M1,用于基于正常工作环境中的电池温度来控制冷却风扇操作程度。通过级指数(stage index)来指示冷却风扇操作程度。例如,可以如下表1所示来设定正常模式M1。
接下来,设定劣化降低模式M2,其中,基于电池温度来将冷却操作程度增加至高于正常模式M1。
在示例性实施例中,设定的劣化降低模式M2包括:第一劣化降低模式M2-1,其中,基于电池温度来将冷却风扇操作程度增加至高于正常模式M1;以及第二劣化降低模式M2-2,其中,将冷却风扇操作程度增加至高于第一劣化降低模式M2-1。例如,可以如下表1所示来设定第一劣化降低模式M2-1和第二劣化降低模式M2-2。
表1
根据电池耐久性劣化程度,由操作者设定用于将劣化降低模式M2划分为第一劣化降低模式M2-1和第二劣化降低模式M2-2的基准值Vc。可以通过例如电池的容量的各种变量来设定任何基准值Vc。
接下来,设定预测的电池耐久性劣化速度Vp。
在优选实施例中,预测的电池耐久性劣化速度Vp被设定为与行驶距离成比例地增加。然而,预测的电池耐久性劣化速度Vp是不考虑异常参数情况下的理论预期值。
在设定了降低模式、基准值和劣化速度之后,在车辆运行时应用用于BMS的冷却控制方法。
当车辆启动时,根据正常模式M1控制电池冷却。
当在正常模式M1下控制电池冷却时,使用电池耐久性劣化信息来实时监测电池耐久性劣化速度。可以使用各种方法监测电池耐久性劣化速度。例如,可以实时测量电池的容量(电压),并且可以根据容量的变化量来计算耐久性劣化速度。
当计算出电池耐久性劣化速度时,如果监测到的实际电池耐久性劣化速度Vt低于或等于预测的电池耐久性劣化速度Vp,则继续在正常模式M1下控制电池和冷却风扇操作。
如果由于车辆行驶距离的增加而导致测得的实际电池耐久性劣化速度Vt高于预测的电池耐久性劣化速度Vp,则在劣化降低模式M2下控制电池和冷却风扇操作。
具体地,如果在正常模式M1下控制冷却风扇期间监测到的实际电池耐久性劣化速度Vt与预测的电池耐久性劣化速度Vp之间的差值ΔV小于或等于设定的基准值Vc,则在第一劣化降低模式M2-1下操作冷却风扇。
如果在第一劣化降低模式M2-1下控制冷却风扇期间监测到的实际劣化速度Vt与预测的电池耐久性劣化速度Vp之间的差值ΔV大于设定的基准值Vc,则在第二劣化降低模式M2-2下操作冷却风扇。
接下来,控制方法通过根据用于电动车辆中的BMS的冷却控制方法控制冷却风扇来检查是否可以预期确保电池保证距离。
图2是描绘基于电池的冷却状态的电池温度变化的曲线图,其中,比较示例示出车辆操作期间在正常模式M1下的冷却风扇的控制,并且本实施例示出车辆操作期间在劣化降低模式M2下的冷却风扇的控制。
从图2中可看出,与比较示例相比,使用示例性实施例的电池温度分布偏移至更低的温度范围,结果,使用示例性实施例将电池的耐久性提高约10%。
因此,结果证实,可以通过根据上述示例性实施例调节电池冷却程度来控制电池劣化速度。
图3是描绘使用根据示例性实施例的用于电动车辆中的电池管理***的冷却控制方法时预期的行驶距离的改进的曲线图。
在图3中,预期值的线表示不考虑可能改变电池容量的任何异常参数的理论情况。比较示例示出在车辆行驶期间在正常模式M1下控制冷却风扇,并且示例性实施例示出在车辆操作期间在劣化降低模式M2下控制冷却风扇。
从图3中可看出,在比较示例中,与预期值相比,随着行驶距离增加,电池的容量显著降低。因此,可以预测,当仅在正常模式M1下控制冷却风扇时,不能确保电池保证距离。
另一方面,与比较示例相比,使用示例性实施例,电池容量的减小大大降低。因此,可以预期,在劣化降低模式M2下控制冷却风扇时,电池容量的降低将被减少并且可以确保电池的保证距离。
从以上描述中显而易见的是,根据本发明的实施例,在控制电池冷却中,通过使用实时测量的电池温度和电池耐久性劣化速度的评估来调节冷却风扇操作程度。从而可以提高电池的使用寿命。
尽管为了说明的目的公开了本发明的示例性实施例,但是本领域技术人员将理解,在不脱离如所附权利要求中公开的本发明的范围和精神的情况下,各种修改、添加和替换都是可能的。
Claims (5)
1.一种使用电池管理***来控制电池冷却的方法,所述电池管理***被配置为基于配备有电池和冷却风扇的车辆的电池温度来控制冷却风扇操作程度,所述方法包括以下步骤:
当在车辆操作期间使用电池耐久性劣化程度信息测得的实际电池耐久性劣化速度高于预测的电池耐久性劣化速度时,将冷却风扇操作程度增加至高于正常情况下的冷却风扇操作程度,
其中,所述电池耐久性劣化程度信息包含反映车辆的行驶距离的电池的容量,并且
其中,所述实际电池耐久性劣化速度是在实时测量电池的容量的同时,根据容量的变化量计算的。
2.一种使用电池管理***来控制电池冷却的方法,所述电池管理***被配置为基于配备有电池和冷却风扇的车辆的电池温度来控制冷却风扇操作程度,所述方法包括以下步骤:
设定正常模式,用于基于正常操作环境下的电池温度来控制冷却风扇操作程度;
设定劣化降低模式,用于基于电池温度来将冷却风扇操作程度增加至高于正常模式;
设定预测的电池耐久性劣化速度;
在车辆操作期间使用电池耐久性劣化程度信息来监测实际电池耐久性劣化速度;
当监测到的实际电池耐久性劣化速度低于或等于所述预测的电池耐久性劣化速度时,在正常模式下控制电池和冷却风扇操作;以及
当监测到的实际电池耐久性劣化速度高于所述预测的电池耐久性劣化速度时,在劣化降低模式下控制电池和冷却风扇操作,
其中,所述电池耐久性劣化程度信息包含反映车辆的行驶距离的电池的容量,并且
其中,所述实际电池耐久性劣化速度是在实时测量电池的容量的同时,根据容量的变化量计算的。
3.根据权利要求2所述的方法,其中,设定劣化降低模式的步骤包括:
设定第一劣化降低模式,用于基于电池温度来将冷却风扇操作程度增加至高于正常模式;以及
设定第二劣化降低模式,用于将冷却风扇操作程度增加至高于第一劣化降低模式。
4.根据权利要求3所述的方法,其中,设定劣化降低模式的步骤包括:
设定用于监测到的实际电池耐久性劣化速度与所述预测的电池耐久性劣化速度之间的差值的基准值。
5.根据权利要求4所述的方法,其中,在劣化降低模式(M2)下进行控制的步骤包括:
当监测到的实际电池耐久性劣化速度与所述预测的电池耐久性劣化速度之间的差值小于或等于设定的基准值时,在第一劣化降低模式下操作冷却风扇;以及
当监测到的实际电池耐久性劣化速度与所述预测的电池耐久性劣化速度之间的差值大于设定的基准值时,在第二劣化降低模式下操作冷却风扇。
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