CN113752875A - Vehicle battery heating device and method and vehicle - Google Patents

Vehicle battery heating device and method and vehicle Download PDF

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Publication number
CN113752875A
CN113752875A CN202010501619.6A CN202010501619A CN113752875A CN 113752875 A CN113752875 A CN 113752875A CN 202010501619 A CN202010501619 A CN 202010501619A CN 113752875 A CN113752875 A CN 113752875A
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China
Prior art keywords
battery
bridge arm
current value
storage element
energy storage
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Granted
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CN202010501619.6A
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Chinese (zh)
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CN113752875B (en
Inventor
潘华
刘俊华
谢飞跃
赵婷婷
肖椿生
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BYD Co Ltd
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BYD Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/24—Using the vehicle's propulsion converter for charging
    • 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
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/63—Control systems
    • H01M10/633—Control systems characterised by algorithms, flow charts, software details or the like
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/63—Control systems
    • H01M10/637—Control systems characterised by the use of reversible temperature-sensitive devices, e.g. NTC, PTC or bimetal devices; characterised by control of the internal current flowing through the cells, e.g. by switching
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Electrochemistry (AREA)
  • Power Engineering (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Automation & Control Theory (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The present disclosure relates to a vehicle battery heating apparatus. The device includes: the motor inverter, the bus filter capacitor, the motor and the battery are connected to realize motor driving; the bridge arm converter, the winding and the energy storage element are connected with the battery to realize the heating of the battery; and the controller is configured to control the motor inverter to enable the motor to output torque and control the bridge arm converter to operate under a first preset state, so that the energy storage element and the battery are charged and discharged to realize heating of the battery. Therefore, the battery self-heating of the vehicle in the running process is realized, and the vehicle is more energy-saving and efficient.

Description

Vehicle battery heating device and method and vehicle
Technical Field
The disclosure relates to the field of vehicle automatic control, in particular to a vehicle battery heating device and method and a vehicle.
Background
With the wide use of new energy, batteries can be used as a power source in the field of vehicles. The battery may be used as a power source in different environments, and the performance of the battery may be affected. In a low-temperature environment, the performance of the battery is greatly reduced compared with the normal temperature. For example, the discharge capacity of a battery at sub-zero degrees decreases with decreasing temperature. At-30 ℃, the discharge capacity of the battery is basically zero, so that the battery cannot be used. In order to enable the battery to be used in a low-temperature environment, the battery needs to be heated before being used.
In the related art, the charging and discharging between the battery and the energy storage element can be realized by controlling the on and off of the motor inverter, and the purpose of heating the battery is finally achieved. However, since the current in the winding of the motor forms a current vector and generates a magnetic field when the battery self-heating is performed using the motor inverter and the motor, a motor rotor may be caused to output a pulsating torque, and if the motor inverter and the motor are used for vehicle driving, they cannot be used for battery heating. Therefore, the self-heating circuit composed of the motor inverter and the motor can only realize the self-heating function of the battery of the vehicle in the parking state, and the self-heating requirement of the battery in the driving state cannot be met.
Disclosure of Invention
The purpose of the present disclosure is to provide a vehicle battery heating device and method, and a vehicle, which are capable of heating a battery while the vehicle is running and which have high reliability.
In order to achieve the above object, the present disclosure provides a vehicle battery heating apparatus, the apparatus including:
the first end of the motor inverter is connected with the first polarity end of a battery, and the second end of the motor inverter is connected with the second polarity end of the battery;
a first end of the bus filter capacitor is connected with a first end of the motor inverter, and a second end of the bus filter capacitor is connected with a second end of the motor inverter;
the motor is connected with the motor inverter;
a first end of the bridge arm converter is respectively connected with a first end of the bus filter capacitor and a first end of the motor inverter, and a second end of the bridge arm converter is respectively connected with a second end of the bus filter capacitor and a second end of the motor inverter;
a winding, a first end of the winding being connected to the bridge arm converter;
the first end of the energy storage element is connected with the second end of the winding, and the second end of the energy storage element is connected to the second end of the bridge arm converter;
and the controller is configured to control the motor inverter to enable the motor to output torque and control the bridge arm converter to act so as to charge and discharge the energy storage element and the battery so as to heat the battery in a first preset state.
Through the technical scheme, the bridge arm converter, the winding and the energy storage element in other devices except the motor inverter in the original hardware structure of the vehicle are utilized to control the charging and discharging between the energy storage element and the battery to heat the battery, so that the motor driving and the battery self-heating are not influenced mutually. Therefore, the battery heating function of the vehicle in the driving process is realized, and the vehicle is more efficient. When the circuit structure provided by the disclosure is utilized to carry out battery self-heating, the heating speed is high, the reliability is high, and the circuit structure saves hardware resources and reduces the cost of the whole vehicle.
Optionally, the controller is further configured to control the switching of the motor inverter to enable the motor to output torque and control the switching of the bridge arm converter in a second preset state.
In the embodiment, the switching-off of the battery heating loop is simply realized by switching off the bridge arm converter, the vehicle driving function is realized only when no heating requirement exists, hardware resources do not need to be modified, a control circuit of a travelling crane is not influenced, and the reliability and the adaptability are high.
Optionally, the controller is further configured to, in a third preset state, control the motor inverter to be turned off so that the motor does not output torque, and control the bridge arm converter to operate so that the energy storage element and the battery are charged and discharged to heat the battery.
In this embodiment, the shutdown of the vehicle drive circuit is simply achieved by disconnecting the motor inverter, without affecting the circuit for self-heating of the battery.
Optionally, the positive electrode of the battery is connected to the first end of the bus filter capacitor through a first switch module, the positive electrode of the battery is connected to the first end of the bus filter capacitor through a second switch module and a pre-charging resistor in sequence, the negative electrode of the battery is connected to the second end of the bus filter capacitor through a third switch module,
the controller is further configured to control the motor inverter to be disconnected, control the second switch module and the third switch module to be connected, pre-charge the bus filter capacitor, control the second switch module to be disconnected, control the first switch module to be connected, and control the bridge arm converter to act in a third preset state, so that the energy storage element and the battery are charged and discharged, and the battery is heated.
Therefore, through a simple control method and less switch modules, the bus filter capacitor can be precharged in the parking state of the vehicle, and the safety of battery heating is ensured.
Optionally, a first end of the energy storage element is connected to the positive electrode of the dc charging port through a fourth switching module, and a second end of the energy storage element is connected to the negative electrode of the dc charging port through a fifth switching module;
the controller is further configured to control the first switch module, the third switch module, the fourth switch module and the fifth switch module to be turned on in a fourth preset state, so that the bridge arm converter, the winding and the energy storage element boost the voltage input by the direct current charging port to charge the battery.
In the embodiment, the device for heating the battery and the device for boosting and charging are multiplexed to save space, reduce connecting lines and reduce cost. Meanwhile, the switching of the multiplexing battery heating circuit and the boosting charging circuit can be realized through a simple control method and less switch modules.
Optionally, the controller is configured to:
and in the first preset state or the third preset state, acquiring a current value flowing through the energy storage element and/or voltage values at two ends of the energy storage element, and controlling the switching of the on-off states of an upper bridge arm and a lower bridge arm of the bridge arm converter according to the current value and/or the voltage values.
Therefore, the controller can accurately control the on-off states of the upper bridge arm and the lower bridge arm according to the current value flowing through the energy storage element and/or the voltage values at the two ends of the energy storage element.
Optionally, the controller is configured to, in a first preset state or a third preset state,
when the upper bridge arm is in a conducting state, the lower bridge arm is in a switching-off state, the current value reaches a first current threshold value, and/or the voltage value is increased to a first voltage threshold value, the upper bridge arm is controlled to be switched off, and the lower bridge arm is controlled to be switched on;
when the lower bridge arm is in a conducting state, the upper bridge arm is in a switching-off state, the current value reaches a second current threshold value, and/or the voltage value is reduced to a second voltage threshold value, the upper bridge arm is controlled to be conducted, and the lower bridge arm is controlled to be switched off;
and the current direction corresponding to the first current threshold is opposite to the current direction corresponding to the second current threshold.
Optionally, when the upper bridge arm is in a conducting state, the energy storage element and the winding are switched from releasing energy to the battery to receiving energy of the battery according to the conducting time of the upper bridge arm;
and when the lower bridge arm is in a conducting state, the energy storage element is switched from receiving the energy of the winding to releasing the energy to the motor winding according to the conducting time of the lower bridge arm.
Optionally, the controller is further configured to adjust a switching frequency and/or a duty ratio of the bridge arm inverter during the heating of the battery so as to enable a charging and discharging current value of the battery to reach an optimal current value.
The present disclosure also provides a vehicle battery heating method, the method comprising:
in a first preset state, controlling a motor inverter to enable a motor to output torque, controlling a bridge arm converter to act, enabling an energy storage element and the battery to be charged and discharged, and heating the battery,
the first end of the motor inverter is connected with the first polarity end of a battery, and the second end of the motor inverter is connected with the second polarity end of the battery; the first end of the bus filter capacitor is connected with the first end of the motor inverter, and the second end of the bus filter capacitor is connected with the second end of the motor inverter; the motor is connected with the motor inverter; the first end of the bridge arm converter is respectively connected with the first end of the bus filter capacitor and the first end of the motor inverter, and the second end of the bridge arm converter is respectively connected with the second end of the bus filter capacitor and the second end of the motor inverter; the first end of the winding is connected with the bridge arm converter; and the first end of the energy storage element is connected with the second end of the winding, and the second end of the energy storage element is connected to the second end of the bridge arm converter.
Optionally, the method further comprises:
and under a second preset state, controlling the on-off of the motor inverter to enable the motor to output torque, and controlling the bridge arm converter to be switched off.
Optionally, the method further comprises:
and under a third preset state, controlling the motor inverter to be disconnected so that the motor does not output torque, and controlling the bridge arm converter to operate so that the energy storage element and the battery are charged and discharged to realize the heating of the battery.
Optionally, the positive electrode of the battery is connected to the first end of the bus filter capacitor through a first switch module, the positive electrode of the battery is connected to the first end of the bus filter capacitor through a second switch module and a pre-charging resistor in sequence, the negative electrode of the battery is connected to the second end of the bus filter capacitor through a third switch module,
the method further comprises the following steps: and under a third preset state, the motor inverter is controlled to be disconnected, the second switch module and the third switch module are controlled to be connected, the bus filter capacitor is pre-charged, then the second switch module is controlled to be disconnected, the first switch module is connected, the bridge arm converter is controlled to act, the energy storage element and the battery are charged and discharged, and therefore the battery is heated.
Optionally, the first end of the energy storage element is connected with the positive electrode of the direct current charging port through a fourth switching module, the second end of the energy storage element is connected with the negative electrode of the direct current charging port through a fifth switching module,
the method further comprises the following steps: and in a fourth preset state, the first switch module, the third switch module, the fourth switch module and the fifth switch module are controlled to be conducted, so that the bridge arm converter, the winding and the energy storage element boost the voltage input by the direct-current charging port and then charge the battery.
Optionally, the method further comprises:
and in the first preset state or the third preset state, acquiring a current value flowing through the energy storage element and/or voltage values at two ends of the energy storage element, and controlling the switching of the on-off states of an upper bridge arm and a lower bridge arm of the bridge arm converter according to the current value and/or the voltage values.
Optionally, in the first preset state or the third preset state, acquiring a current value flowing through the energy storage element and/or a voltage value at two ends of the energy storage element, and controlling switching of on-off states of an upper bridge arm and a lower bridge arm of the bridge arm converter according to the current value and/or the voltage value, includes:
in the first preset state or the third preset state, when the upper bridge arm is in a conducting state, the lower bridge arm is in a switching-off state, the current value reaches a first current threshold value, and/or when the voltage value is increased to a first voltage threshold value, the upper bridge arm is controlled to be switched off, and the lower bridge arm is controlled to be switched on; when the lower bridge arm is in a conducting state, the upper bridge arm is in a switching-off state, the current value reaches a second current threshold value, and/or the voltage value is reduced to a second voltage threshold value, the upper bridge arm is controlled to be conducted, the lower bridge arm is controlled to be switched off,
and the current direction corresponding to the first current threshold is opposite to the current direction corresponding to the second current threshold.
Optionally, when the upper bridge arm is in a conducting state, the energy storage element and the winding are switched from releasing energy to the battery to receiving energy of the battery according to the conducting time of the upper bridge arm;
and when the lower bridge arm is in a conducting state, the energy storage element is switched from receiving the energy of the winding to releasing the energy to the motor winding according to the conducting time of the lower bridge arm.
Optionally, the method further comprises:
and during the heating of the battery, adjusting the switching frequency and/or the duty ratio of the bridge arm converter so as to enable the charging or discharging current value of the battery to reach the optimal current value.
In the embodiment, the current value flowing through the battery reaches the optimal current value by adjusting the switching frequency and/or the duty ratio of the bridge arm converter, the simple method is utilized, the battery heating efficiency is gradually maximized, the control is simple, and the heating efficiency is better.
Optionally, during the heating of the battery, adjusting a switching frequency and/or a duty ratio of the bridge arm converter to enable a charging or discharging current value of the battery to reach an optimal current value includes:
and during the heating period of the battery, adjusting the duty ratio of the bridge arm converter in the next carrier frequency period according to the comparison result of the charging or discharging current value of the battery and the optimal current value and the duty ratio of the bridge arm converter in the current carrier frequency period, so that the charging or discharging current value of the battery reaches the optimal current value.
Therefore, the duty ratio in each carrier frequency period of the bridge arm converter can be adjusted according to the duty ratio in the previous carrier frequency period so as to gradually reach the optimal current value. Therefore, the frequency of duty ratio adjustment is high, so that the optimal current value can be quickly reached, and the efficiency of battery heating is quickly improved.
Optionally, during the heating of the battery, adjusting a duty ratio of the bridge arm converter in a next carrier frequency cycle according to a comparison result between a charging or discharging current value of the battery and the optimal current value and the duty ratio of the bridge arm converter in a current carrier frequency cycle to enable the charging or discharging current value of the battery to reach the optimal current value includes:
during the heating of the battery, if the charging or discharging current value of the battery is smaller than the optimal current value, controlling to enable the duty ratio of the bridge arm converter in the next carrier frequency period to be larger than the duty ratio in the current carrier frequency period; and if the charging or discharging current value of the battery is larger than the optimal current value, controlling to enable the duty ratio of the bridge arm converter in the next carrier frequency period to be smaller than the duty ratio in the current carrier frequency period until the charging or discharging current value of the battery reaches the optimal current value.
Therefore, the safety of the battery energy processing device can be ensured, the heating efficiency can be improved, and the heating time can be shortened.
Optionally, the bridge arm converter, the winding and the energy storage element are in a boost direct current DC module, and the optimal current value is the smaller of the maximum current value allowed by the battery and the maximum current value allowed by the boost DC module.
The optimal current value defined in the way can not exceed the range which can be borne by the device, and the larger current is fully utilized to heat the battery, so that the optimal current value is easy to find.
The present disclosure also provides a vehicle including a battery and the above vehicle battery heating apparatus provided by the present disclosure.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
fig. 1 is a block diagram of a vehicle battery heating apparatus according to an exemplary embodiment;
FIG. 2 is a schematic diagram of an electrical circuit configuration of a vehicle battery heating apparatus according to an exemplary embodiment;
FIG. 3 is a schematic current flow diagram provided by an exemplary embodiment for driving a vehicle without heating the battery;
FIGS. 4 a-4 d are schematic current flow diagrams illustrating four phases of a current cycle with a battery not heated while driving a vehicle according to an exemplary embodiment;
FIG. 5 is a flow chart of a method for heating a vehicle battery provided by an exemplary embodiment.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
Fig. 1 is a block diagram of a vehicle battery heating apparatus according to an exemplary embodiment. As shown in fig. 1, the vehicle battery heating apparatus may include a motor inverter 10, a bus filter capacitor 20, a motor 30, a bridge arm converter 40, a winding 50, an energy storage element 60, and a controller 70.
A first end 10a of the motor inverter 10 is connected with a first polarity end of the battery, and a second end 10b of the motor inverter 10 is connected with a second polarity end of the battery; the first end 20a of the bus filter capacitor 20 is connected with the first end 10a of the motor inverter 10, and the second end 20a of the bus filter capacitor 20 is connected with the second end 10b of the motor inverter 10; the motor 30 is connected with the motor inverter 10; a first end 40a of the bridge arm converter 40 is respectively connected with a first end 20a of the bus filter capacitor 20 and a first end 10a of the motor inverter 10, and a second end 40b of the bridge arm converter 40 is respectively connected with a second end 20b of the bus filter capacitor 20 and a second end 10b of the motor inverter 10; first end 50a of winding 50 is connected to bridge arm converter 40; the first end 60a of the energy storage element 60 is connected to the second end 50b of the winding 50, and the second end 60b of the energy storage element 60 is connected to the second end 40b of the bridge arm converter 40.
The controller 70 is configured to control the motor inverter 10 to output a torque from the motor 30 and control the arm converter 40 to operate in a first preset state, so as to charge and discharge the energy storage element 60 and the battery, thereby heating the battery.
For example, the leg converter 40 may include a phase leg, and correspondingly, the winding 40 may include a phase coil, and the first end 50a of the winding 50 may be connected at a midpoint of the phase leg. The bridge arm converter 40 may further include a multi-phase bridge arm, and correspondingly, the winding 50 may include a multi-phase coil, and a first end of each phase coil in the multi-phase coil is connected to a midpoint of each phase bridge arm in the multi-phase bridge arm in a one-to-one correspondence manner.
The first preset state may be a state in which the controller receives an instruction to control the vehicle to travel, and receives an instruction to control the self-heating of the battery. The instruction for vehicle running and the instruction for self-heating may be received in any order. For example, when the vehicle is running, the command for self-heating the battery is received, or when the battery of the vehicle is self-heating, the command for running the vehicle is received, or both the commands are received. In these cases, the first preset state is assumed. The triggering conditions, the receiving and sending modes, etc. of the vehicle running command and the self-heating command are well known to those skilled in the art, and are not described herein again.
Through the technical scheme, the bridge arm converter, the winding and the energy storage element in other devices except the motor inverter in the original hardware structure of the vehicle are utilized to control the charging and discharging between the energy storage element and the battery to heat the battery, so that the motor driving and the battery self-heating are not influenced mutually. Therefore, the battery heating function of the vehicle in the driving process is realized, and the vehicle is more efficient. When the circuit structure provided by the disclosure is utilized to carry out battery self-heating, the heating speed is high, the reliability is high, and the circuit structure saves hardware resources and reduces the cost of the whole vehicle.
In yet another embodiment, the controller is further configured to control the switching of the motor inverter to enable the motor to output torque and control the bridge arm converter to be switched off in a second preset state.
The second preset state is a state in which the command of vehicle running is received, but the command of battery self-heating is not received. In this case, after the controller 70 controls to turn off the bridge arm inverter 40, the winding 50 and the energy storage element 60 are disconnected from the battery, that is, the battery self-heating circuit is disconnected. The controller 70 may control the switching of the motor inverter 10, which is originally provided in the vehicle, to control the driving motor 30, thereby driving the vehicle to run.
In this embodiment, by disconnecting the bridge arm converter 40, the shutdown of the battery heating circuit is simply realized without affecting the control circuit of the traveling crane, and the reliability is high.
In a further embodiment, the controller is further configured to, in a third preset state, control the motor inverter to be turned off so that the motor does not output torque, and control the bridge arm converter to operate so that the energy storage element and the battery are charged and discharged to heat the battery.
The third preset state is a state in which the command of self-heating of the battery is received but the command of running of the vehicle is not received. In this case, after the controller 70 controls the motor inverter 10 to be turned off, the motor 30 is disconnected from the battery, that is, the vehicle drive circuit is disconnected. The controller 70 may control the bridge arm inverter 40 to operate, so as to charge and discharge the energy storage element 60 and the battery, thereby heating the battery.
In this embodiment, the motor inverter 10 is turned off to control the heating of the battery without controlling the vehicle to run, so that the vehicle drive circuit is simply turned off without affecting the self-heating circuit of the battery, and the reliability is high.
In the parking state of the vehicle, if the battery is heated, the bus filter capacitor can be pre-charged. Fig. 2 is a schematic circuit diagram of a vehicle battery heating apparatus according to an exemplary embodiment. As shown in fig. 2, the positive electrode of the battery 100 is connected to the first end 20a of the bus filter capacitor 20 through the first switch module K1, the positive electrode of the battery 100 is connected to the first end 20a of the bus filter capacitor 20 through the second switch module K2 and the pre-charge resistor R in sequence, and the negative electrode of the battery 100 is connected to the second end 20b of the bus filter capacitor 20 through the third switch module K3.
Motor inverter 10 includes three-phase legs, whose midpoints A, B, C are connected to three-phase windings of motor 30, respectively. Bridge arm converter 40 includes a phase bridge arm that includes an upper bridge arm S1 and a lower bridge arm S2. The midpoint D of the phase leg is connected to a first end of the winding 50. The energy storage element 60 is shown in fig. 2 in the form of a capacitor, and in other embodiments, the energy storage element 60 may be another type of energy storage element such as an inductor.
In this embodiment, the controller may be further configured to, in a third preset state, control the motor inverter 10 to turn off, control the second switch module K2 and the third switch module K3 to turn on, pre-charge the bus filter capacitor 20, and then control the second switch module K2 to turn off, control the first switch module K1 to turn on, and control the bridge arm converter 40 to operate, so as to charge and discharge between the energy storage element 60 and the battery 100, so as to heat the battery 100.
When the second switch module K2 and the third switch module K3 are turned on, the battery 100, the second switch module K2, the pre-charge resistor R, the bus filter capacitor 20 and the third switch module K3 form a loop, and the battery 100 charges the bus filter capacitor 20 through the pre-charge resistor R. Then the second switch module K2 is turned off, and the first switch module K1 is turned on, so that under the condition that the bus filter capacitor 20 stores energy, the battery heating is ready for battery heating, the battery 100, the bridge arm converter 40, the winding 50 and the energy storage element 60 form a battery heating loop, and the battery 100 is heated through the action of the bridge arm converter 40.
If the vehicle runs simultaneously with the battery heating, the bus filter capacitor 20 is already precharged by the driving of the motor, so that the battery self-heating can be performed directly. If the battery is heated during parking, the controller 70 may first pre-charge the bus filter capacitor 20 and then perform heating control by controlling the on/off of the first switch module K1, the second switch module K2 and the third switch module K3 according to the above steps. In this way, through a simple control method and a small number of switch modules, the bus filter capacitor 20 can be precharged in a parking state of the vehicle, so that the battery is heated quickly, and the reliability is high.
As shown in fig. 2, the first terminal of the energy storage element 60 may be connected to the positive electrode 200a of the dc charging port through the fourth switching module K4, and the second terminal of the energy storage element may be connected to the negative electrode 200b of the dc charging port through the fifth switching module K5.
The controller may be further configured to, in a fourth preset state, control the first switching module K1, the third switching module K3, the fourth switching module K4, and the fifth switching module K5 to be turned on, so that the bridge arm converter 40, the winding 50, and the energy storage element 60 boost a voltage input from the dc charging port to charge the battery 100.
The fourth preset state may be that the controller receives a command for controlling the boost charging of the battery. In this embodiment, bridge arm converter 40, windings 50, and energy storage element 60 may multiplex devices in a boost Direct Current (DC) module in the vehicle. Therefore, when the battery is boosted and charged by the arm converter 40, the winding 50, and the energy storage element 60, self-heating is not performed.
In this embodiment, the boost charging circuit is turned on or off by controlling the on/off of the switch module between the energy storage element 60 and the dc charging port, and is turned off when the battery needs to be heated, and is turned on when the boost charging needs to be performed. The device for heating the battery and the device for boosting and charging are multiplexed to save space, reduce connecting lines and reduce cost. Meanwhile, through a simple control method and a few switch modules, the switching between the multiplexing battery heating circuit and the boosting charging circuit can be realized quickly, and the reliability is high.
FIG. 3 is a schematic current flow diagram provided by an exemplary embodiment when the vehicle is traveling and the battery is not heated. Wherein the arrow direction indicates the current direction. As shown in fig. 3, the current flows from the positive electrode, passes through the first switch module K1, the three-phase arm of the motor inverter, the motor winding, and the third switch module K3, and then returns to the negative electrode of the battery. The controller controls the on-off of the motor inverter to enable the motor to output torque, controls the bridge arm converter to be switched off, and switches off the battery heating loop. For simplicity, reference numerals for the various components in fig. 3 and in fig. 4 a-4 d below are not shown, and reference may be made to the reference numerals for the various components in fig. 2.
Fig. 4 a-4 d are schematic current flow diagrams of four phases of a current cycle during battery warm-up in a traveling vehicle according to an exemplary embodiment.
The first stage is as follows: and controlling the upper bridge arm of the bridge arm converter to be connected, the lower bridge arm to be disconnected, discharging the battery, storing energy in the winding and charging the energy storage element, wherein the current flows to the battery as shown in fig. 4a, flows out from the positive electrode of the battery, flows through the first switching module K1, flows through the upper bridge arm S1 of the bridge arm converter, the winding 50, the energy storage element 60 and the third switching module K3 except the current flowing through the motor inverter, and then flows back to the negative electrode of the battery.
And a second stage: and controlling the upper bridge arm of the bridge arm converter to be switched off, the lower bridge arm to be switched on, the winding to release energy, the energy storage element to be charged, and the current to flow to the battery as shown in fig. 4b, flow out from the positive electrode of the battery, flow through the first switch module K1, flow through the motor inverter and the third switch module K3 and then flow back to the negative electrode of the battery. In addition, the lower arm S2 of the arm converter, the winding 50 and the energy storage element 60 form a loop.
And a third stage: keeping the upper arm of the arm converter off and the lower arm on, when the winding current drops to zero, the energy storage element discharges, the winding stores energy, the current flow direction is as shown in fig. 4c, and the lower arm S2, the winding 50 and the energy storage element 60 of the arm converter form a loop with the direction opposite to that in fig. 4 b.
A fourth stage: the upper bridge arm of the bridge arm converter is controlled to be connected, the lower bridge arm of the bridge arm converter is controlled to be disconnected, the energy storage element is discharged, the winding releases energy to charge the battery, except the current flowing from the battery through the motor inverter, the current flowing between the battery and the energy storage element 60 flows out of the energy storage element 60, flows back to the positive electrode of the battery after flowing through the winding 50, the upper bridge arm S1 of the bridge arm converter and the first switch module K1, then flows out of the negative electrode of the battery, and flows back to the energy storage element 60 after flowing through the third switch module K3.
In the present disclosure, the controller 70 may be configured to obtain a current value flowing through the energy storage element 60 and/or a voltage value across the energy storage element 60 in the first preset state or the third preset state, and control switching of the on-off states of the upper arm and the lower arm of the arm converter 40 according to the current value and/or the voltage value. In this way, the controller 70 can accurately determine the timing for switching the on-off states of the upper arm and the lower arm according to the current flowing through the energy storage element 60 and/or the voltage across the energy storage element 60, so as to realize switching from the stage shown in fig. 4a to the stage shown in fig. 4b, and switching from the stage shown in fig. 4c to the stage shown in fig. 4d, thereby achieving the purpose of accurate control.
For example, the controller 70 may be configured to, in the first preset state or the third preset state:
and when the upper bridge arm is in a conducting state, the lower bridge arm is in a switching-off state, and the value of the current flowing through the energy storage element 60 reaches a first current threshold value, and/or when the voltage value at the two ends of the energy storage element 60 is increased to the first voltage threshold value, the upper bridge arm is controlled to be switched off and the lower bridge arm is controlled to be switched on. For example, the phase shown in fig. 4a is switched to the phase shown in fig. 4 b.
And (3) controlling the upper bridge arm to be connected and the lower bridge arm to be disconnected when the lower bridge arm is in a conducting state, the upper bridge arm is in a disconnecting state, and the current value flowing through the energy storage element 60 reaches a second current threshold value, and/or the voltage values at the two ends of the energy storage element 60 are reduced to the second voltage threshold value. For example, the phase shown in fig. 4c is switched to the phase shown in fig. 4 d.
The current direction corresponding to the first current threshold is opposite to the current direction corresponding to the second current threshold. It should be noted that the first current threshold, the second current threshold, the first voltage threshold, and the second voltage threshold may be determined according to empirical data, or obtained by calibration in advance according to experimental data, or determined according to a formula, where the formula may represent a correspondence between each threshold and environmental information, and when the environmental information changes, each threshold may change correspondingly. The environmental information may include, for example, a usage period of the battery, SOC information, a battery temperature, an environmental temperature, and the like. The above formula can be obtained by function fitting using data under different experimental conditions.
In addition, when the upper arm is in the on state, the energy storage element 60 and the winding 50 are switched from releasing energy to receiving energy of the battery according to the on time of the upper arm. For example, the process shown in fig. 4d is switched to the process shown in fig. 4 a.
And when the lower arm is in the on state, the energy storage element 60 switches from receiving the energy of the winding 50 to releasing the energy to the winding 50 according to the on time of the lower arm. For example, the process shown in fig. 4b is switched to the process shown in fig. 4 c.
Specifically, the control may be performed by a low switching frequency control method or a high switching frequency control method.
In the low switching frequency control method: the above four stages can be alternately circulated, and if the current value reaches the threshold value corresponding to the charging and discharging current, the charging and discharging process of the battery can be realized.
In the high switching frequency control method: the first two stages can be alternately circulated in N switching periods, and if the current value reaches the threshold value corresponding to the discharge current, the battery discharge process is completed; and in the two working states after the alternate circulation in the N switching periods, if the charging current reaches the threshold value corresponding to the charging current, the battery charging process is completed.
In yet another embodiment, the controller 70 may be further configured to adjust the switching frequency and/or duty cycle in the bridge arm inverter during battery heating to bring the charge and discharge current values of the battery to optimal current values.
The optimal current value is an ideal current value flowing through the battery, which comprehensively considers the characteristics of the battery and the circuit. If the bridge arm converter 40, the winding 50 and the energy storage element 60 are devices in the boost DC module, the optimal current value may be the smaller of the maximum current value allowed by the battery and the maximum current value allowed by the boost DC module.
The maximum current value allowed by the battery is related to factors such as the battery SOC, the temperature, the alternating frequency, the voltage, the single-cycle reproduction capacity and the like. The maximum current value allowed by the boost DC module is mainly limited by the junction temperature of the IGBT module chip and the temperature of the inductance coil sensor, and the maximum current allowed by the boost DC module can be obtained in a table look-up mode according to the current IGBT chip temperature acquired by the message, the current temperature acquired by the inductance coil sensor and the torque limiting temperature of the IGBT chip and the inductance coil sensor.
Specifically, the optimum current value can be obtained by the following formula:
I(f)＝min(Imax1，Imax2)
Imax1＝C﹡f
Figure BDA0002524904530000161
wherein I (f) is an optimum current value, Imax1Maximum current value allowed for the battery, Imax2For the maximum current value allowed by the boost DC module, min is the minimum value, C is the capacity that the pulse charge and discharge can not exceed in one cycle, f is the alternating frequency of the battery, UmaxAt the maximum voltage of the battery, OCV is the open circuit voltage, Rac(f) As a function of the variation of the internal ac resistance of the battery with f.
In the embodiment, the current value of the charging and discharging of the battery reaches the optimal current value by adjusting the switching frequency and/or the duty ratio in the bridge arm converter, the efficiency of heating the battery is gradually maximized by utilizing a simple method, and the control is simple and high in reliability.
For example, during the heating of the battery, if the charging or discharging current value of the battery is smaller than the optimal current value, the duty ratio of the bridge arm converter in the next carrier frequency period is controlled to be larger than the duty ratio in the current carrier frequency period; and if the charging or discharging current value of the battery is greater than the optimal current value, controlling to enable the duty ratio of the bridge arm converter in the next carrier frequency period to be smaller than the duty ratio in the current carrier frequency period until the charging or discharging current value of the battery reaches the optimal current value.
That is, by the closed-loop control of the duty ratio, the current in the battery is finally at the optimum current value (or the heating is stopped before the optimum current value is reached because the stop heating condition is satisfied). Specifically, an initial duty cycle may be predetermined, and a step size of the duty cycle adjustment may be predetermined, and the duty cycle in the next carrier frequency period may be adjusted by using the initial duty cycle and the step size in the closed-loop control process of the duty cycle. Therefore, the safety of the battery energy processing device can be ensured, the heating efficiency can be improved, and the heating time can be shortened.
The present disclosure also provides a vehicle battery heating method. FIG. 5 is a flow chart of a method for heating a vehicle battery provided by an exemplary embodiment. As shown in fig. 5, the method may include step S101: and under a first preset state, controlling the motor inverter to enable the motor to output torque, and controlling the bridge arm converter to act to enable the energy storage element and the battery to be charged and discharged so as to heat the battery.
Wherein, the first end 10a of the motor inverter 10 is connected to the first polarity end of the battery, and the second end 10b of the motor inverter 10 is connected to the second polarity end of the battery; the first end 20a of the bus filter capacitor 20 is connected with the first end 10a of the motor inverter 10, and the second end 20a of the bus filter capacitor 20 is connected with the second end 10b of the motor inverter 10; the motor 30 is connected with the motor inverter 10; a first end 40a of the bridge arm converter 40 is respectively connected with a first end 20a of the bus filter capacitor 20 and a first end 10a of the motor inverter 10, and a second end 40b of the bridge arm converter 40 is respectively connected with a second end 20b of the bus filter capacitor 20 and a second end 10b of the motor inverter 10; first end 50a of winding 50 is connected to bridge arm converter 40; the first end 60a of the energy storage element 60 is connected to the second end 50b of the winding 50, and the second end 60b of the energy storage element 60 is connected to the second end 40b of the bridge arm converter 40.
Through the technical scheme, the bridge arm converter, the winding and the energy storage element in other devices except the motor inverter in the original hardware structure of the vehicle are utilized to control the charging and discharging between the energy storage element and the battery to heat the battery, so that the motor driving and the battery self-heating are not influenced mutually. Therefore, the battery heating function of the vehicle in the driving process is realized, and the vehicle is more efficient. When the circuit structure provided by the disclosure is utilized to carry out battery self-heating, the heating speed is high, the reliability is high, and the circuit structure saves hardware resources and reduces the cost of the whole vehicle.
Optionally, the method may further include: and under a second preset state, controlling the on-off of the motor inverter to enable the motor to output torque, and controlling the bridge arm converter to be switched off.
Optionally, the method may further include: and under a third preset state, controlling the motor inverter to be disconnected so that the motor does not output torque, and controlling the bridge arm converter to act so that the energy storage element and the battery are charged and discharged to realize the heating of the battery.
Optionally, the positive electrode of the battery 100 is connected to the first end 20a of the bus filter capacitor 20 through the first switch module K1, the positive electrode of the battery 100 is connected to the first end 20a of the bus filter capacitor 20 through the second switch module K2 and the pre-charge resistor R in sequence, and the negative electrode of the battery 100 is connected to the second end 20b of the bus filter capacitor 20 through the third switch module K3.
The method further comprises the following steps: in a third preset state, the motor inverter is controlled to be disconnected, the second switch module K2 and the third switch module K3 are controlled to be connected, the bus filter capacitor 20 is pre-charged, then the second switch module K2 is controlled to be disconnected, the first switch module K1 is controlled to be connected, the bridge arm converter 40 is controlled to act, and the energy storage element 60 and the battery 100 are charged and discharged, so that the battery 100 is heated.
Alternatively, the first terminal of the energy storage element 60 may be connected to the positive electrode 200a of the dc charging port through the fourth switching module K4, and the second terminal of the energy storage element may be connected to the negative electrode 200b of the dc charging port through the fifth switching module K5.
The method may further comprise: in a fourth preset state, the first switch module K1, the third switch module K3, the fourth switch module K4 and the fifth switch module K5 are controlled to be turned on, so that the bridge arm converter 40, the winding 50 and the energy storage element 60 boost the voltage input from the dc charging port to charge the battery 100.
Optionally, the method further comprises: in the first preset state or the third preset state, a current value flowing through the energy storage element 60 and/or a voltage value at two ends of the energy storage element 60 are obtained, and switching of the on-off states of the upper bridge arm and the lower bridge arm of the bridge arm converter 40 is controlled according to the current value and/or the voltage value.
Optionally, in the first preset state or the third preset state, obtaining a current value flowing through the energy storage element and/or a voltage value at two ends of the energy storage element, and controlling switching of the on-off states of the upper bridge arm and the lower bridge arm of the bridge arm converter according to the current value and/or the voltage value includes:
in a first preset state or a third preset state, when the upper bridge arm is in a conducting state, the lower bridge arm is in a switching-off state, the current value reaches a first current threshold value, and/or when the voltage value is increased to a first voltage threshold value, the upper bridge arm is controlled to be switched off, and the lower bridge arm is controlled to be switched on; and when the lower bridge arm is in a conducting state, the upper bridge arm is in a switching-off state, the current value reaches a second current threshold value, and/or the voltage value is reduced to a second voltage threshold value, the upper bridge arm is controlled to be conducted, and the lower bridge arm is controlled to be switched off.
The current direction corresponding to the first current threshold is opposite to the current direction corresponding to the second current threshold.
Optionally, when the upper bridge arm is in a conducting state, the energy storage element and the winding are switched from releasing energy to the battery to receiving energy of the battery according to the conducting time of the upper bridge arm; and when the lower bridge arm is in a conducting state, the energy storage element is switched from the energy of the receiving winding to the energy release of the motor winding according to the conducting time of the lower bridge arm.
Optionally, the method further comprises: and during the heating of the battery, adjusting the switching frequency and/or the duty ratio of the bridge arm converter so as to enable the charging or discharging current value of the battery to reach the optimal current value.
In yet another embodiment, during battery heating, adjusting the switching frequency and/or duty ratio of the bridge arm inverter to bring the charging or discharging current value of the battery to an optimal current value includes:
and during the heating period of the battery, adjusting the duty ratio of the bridge arm converter in the next carrier frequency period according to the comparison result of the charging or discharging current value of the battery and the optimal current value and the duty ratio of the bridge arm converter in the current carrier frequency period to enable the charging or discharging current value of the battery to reach the optimal current value.
That is, the duty ratio in each carrier frequency period of the bridge arm converter is adjusted according to the duty ratio in the previous carrier frequency period, so as to gradually reach the optimal current value. Therefore, the frequency of duty ratio adjustment is high, so that the optimal current value can be quickly reached, and the efficiency of battery heating is quickly improved.
In another embodiment, during the heating of the battery, adjusting the duty ratio of the bridge arm converter in the next carrier frequency period according to the comparison result between the charging or discharging current value of the battery and the optimal current value and the duty ratio of the bridge arm converter in the current carrier frequency period to make the charging or discharging current value of the battery reach the optimal current value includes:
during the heating of the battery, if the charging or discharging current value of the battery is smaller than the optimal current value, controlling to enable the duty ratio of the bridge arm converter in the next carrier frequency period to be larger than the duty ratio in the current carrier frequency period; and if the charging or discharging current value of the battery is greater than the optimal current value, controlling to enable the duty ratio of the bridge arm converter in the next carrier frequency period to be smaller than the duty ratio in the current carrier frequency period until the charging or discharging current value of the battery reaches the optimal current value.
That is, by the closed-loop control of the duty ratio, the current in the circuit is finally at the optimum current value (or heating is stopped before the optimum current value is reached because the stop heating condition is satisfied). Specifically, an initial duty cycle may be predetermined, and a step size of the duty cycle adjustment may be predetermined, and the duty cycle in the next carrier frequency period may be adjusted by using the initial duty cycle and the step size in the closed-loop control process of the duty cycle. Therefore, the safety of the battery energy processing device can be ensured, the heating efficiency can be improved, and the heating time can be shortened.
In a further embodiment, the bridge arm converter, the winding and the energy storage element are in the boost DC module, and the optimal current value is the smaller of the maximum current value allowed by the battery and the maximum current value allowed by the boost DC module.
The maximum current value allowed by the battery is related to factors such as the battery SOC, the temperature, the alternating frequency, the voltage, the single-cycle reproduction capacity and the like. The maximum current value allowed by the boost DC module is mainly limited by the junction temperature of the IGBT module chip and the temperature of the inductance coil sensor, and the maximum current allowed by the boost DC module can be obtained in a table look-up mode according to the current IGBT chip temperature acquired by the message, the current temperature acquired by the inductance coil sensor and the torque limiting temperature of the IGBT chip and the inductance coil sensor.
The optimal current value defined in the way can not exceed the range which can be borne by the device, and the larger current is fully utilized to heat the battery, so that the optimal current value is easy to find.
Specifically, the optimum current value can be obtained by the following formula:
I(f)＝min(Imax1，Imax2)
Imax1＝C﹡f
Figure BDA0002524904530000201
wherein I (f) is an optimum current value, Imax1Maximum current value allowed for the battery, Imax2For the maximum current value allowed by the boost DC module, min is the minimum value, C is the capacity that the pulse charge and discharge can not exceed in one cycle, f is the alternating frequency of the battery, UmaxAt the maximum voltage of the battery, OCV is the open circuit voltage, Rac(f) As a function of the variation of the internal ac resistance of the battery with f.
In the embodiment, the current value flowing through the battery reaches the optimal current value by adjusting the switching frequency and/or the duty ratio in the bridge arm converter, the efficiency of heating the battery is gradually maximized by utilizing a simple method, and the control is simple and high in reliability.
The present disclosure also provides a vehicle including a battery and the above vehicle battery heating apparatus provided by the present disclosure.
With regard to the method in the above-described embodiment, the specific manner in which the respective steps perform operations has been described in detail in the embodiment related to the apparatus, and will not be elaborated upon here.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. In order to avoid unnecessary repetition, various possible combinations will not be separately described in this disclosure.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims (22)

1. A vehicle battery heating apparatus, characterized in that the apparatus comprises:
the first end of the motor inverter is connected with the first polarity end of a battery, and the second end of the motor inverter is connected with the second polarity end of the battery;
a first end of the bus filter capacitor is connected with a first end of the motor inverter, and a second end of the bus filter capacitor is connected with a second end of the motor inverter;
the motor is connected with the motor inverter;
a first end of the bridge arm converter is respectively connected with a first end of the bus filter capacitor and a first end of the motor inverter, and a second end of the bridge arm converter is respectively connected with a second end of the bus filter capacitor and a second end of the motor inverter;
a winding, a first end of the winding being connected to the bridge arm converter;
the first end of the energy storage element is connected with the second end of the winding, and the second end of the energy storage element is connected to the second end of the bridge arm converter;
and the controller is configured to control the motor inverter to enable the motor to output torque and control the bridge arm converter to act so as to charge and discharge the energy storage element and the battery so as to heat the battery in a first preset state.
2. The apparatus of claim 1, wherein the controller is further configured to control the motor inverter to be turned on and off to output the torque from the motor and to control the bridge arm converter to be turned off in a second preset state.
3. The apparatus of claim 1, wherein the controller is further configured to, in a third preset state, control the motor inverter to be turned off so that the motor does not output torque, and control the bridge arm converter to operate so that the energy storage element and the battery are charged and discharged to heat the battery.
4. The device of claim 1, wherein the positive pole of the battery is connected to the first end of the bus filter capacitor through a first switch module, the positive pole of the battery is connected to the first end of the bus filter capacitor through a second switch module and a pre-charging resistor in sequence, the negative pole of the battery is connected to the second end of the bus filter capacitor through a third switch module,
the controller is further configured to control the motor inverter to be disconnected, control the second switch module and the third switch module to be connected, pre-charge the bus filter capacitor, control the second switch module to be disconnected, control the first switch module to be connected, and control the bridge arm converter to act in a third preset state, so that the energy storage element and the battery are charged and discharged, and the battery is heated.
5. The device according to claim 4, wherein the first end of the energy storage element is connected with the positive pole of the DC charging port through a fourth switching module, and the second end of the energy storage element is connected with the negative pole of the DC charging port through a fifth switching module;
the controller is further configured to control the first switch module, the third switch module, the fourth switch module and the fifth switch module to be turned on in a fourth preset state, so that the bridge arm converter, the winding and the energy storage element boost the voltage input by the direct current charging port to charge the battery.
6. The apparatus of claim 3, wherein the controller is configured to:
and in the first preset state or the third preset state, acquiring a current value flowing through the energy storage element and/or voltage values at two ends of the energy storage element, and controlling the switching of the on-off states of an upper bridge arm and a lower bridge arm of the bridge arm converter according to the current value and/or the voltage values.
7. The apparatus of claim 6, wherein the controller is configured to, in the first preset state or the third preset state,
when the upper bridge arm is in a conducting state, the lower bridge arm is in a switching-off state, the current value reaches a first current threshold value, and/or the voltage value is increased to a first voltage threshold value, the upper bridge arm is controlled to be switched off, and the lower bridge arm is controlled to be switched on;
when the lower bridge arm is in a conducting state, the upper bridge arm is in a switching-off state, the current value reaches a second current threshold value, and/or the voltage value is reduced to a second voltage threshold value, the upper bridge arm is controlled to be conducted, and the lower bridge arm is controlled to be switched off;
and the current direction corresponding to the first current threshold is opposite to the current direction corresponding to the second current threshold.
8. The apparatus of claim 7,
when the upper bridge arm is in a conducting state, the energy storage element and the winding are switched from releasing energy to the battery to receiving the energy of the battery according to the conducting time of the upper bridge arm;
and when the lower bridge arm is in a conducting state, the energy storage element is switched from receiving the energy of the winding to releasing the energy to the motor winding according to the conducting time of the lower bridge arm.
9. The apparatus of claim 1, wherein the controller is further configured to adjust a switching frequency and/or a duty cycle in the bridge arm inverter during heating of the battery to bring a charge or discharge current value of the battery to an optimal current value.
10. A vehicle battery heating method, characterized in that the method comprises:
in a first preset state, controlling a motor inverter to enable a motor to output torque, controlling a bridge arm converter to act, enabling an energy storage element and the battery to be charged and discharged, and heating the battery,
the first end of the motor inverter is connected with the first polarity end of a battery, and the second end of the motor inverter is connected with the second polarity end of the battery; the first end of the bus filter capacitor is connected with the first end of the motor inverter, and the second end of the bus filter capacitor is connected with the second end of the motor inverter; the motor is connected with the motor inverter; the first end of the bridge arm converter is respectively connected with the first end of the bus filter capacitor and the first end of the motor inverter, and the second end of the bridge arm converter is respectively connected with the second end of the bus filter capacitor and the second end of the motor inverter; the first end of the winding is connected with the bridge arm converter; and the first end of the energy storage element is connected with the second end of the winding, and the second end of the energy storage element is connected to the second end of the bridge arm converter.
11. The method of claim 10, further comprising:
and under a second preset state, controlling the on-off of the motor inverter to enable the motor to output torque, and controlling the bridge arm converter to be switched off.
12. The method of claim 10, further comprising:
and under a third preset state, controlling the motor inverter to be disconnected so that the motor does not output torque, and controlling the bridge arm converter to operate so that the energy storage element and the battery are charged and discharged to realize the heating of the battery.
13. The method according to claim 10, wherein the positive pole of the battery is connected with the first end of the bus filter capacitor through a first switch module, the positive pole of the battery is connected with the first end of the bus filter capacitor through a second switch module and a pre-charging resistor in sequence, the negative pole of the battery is connected with the second end of the bus filter capacitor through a third switch module,
the method further comprises the following steps: and under a third preset state, the motor inverter is controlled to be disconnected, the second switch module and the third switch module are controlled to be connected, the bus filter capacitor is pre-charged, then the second switch module is controlled to be disconnected, the first switch module is connected, the bridge arm converter is controlled to act, the energy storage element and the battery are charged and discharged, and therefore the battery is heated.
14. The method of claim 13, wherein a first end of the energy storage element is connected to a positive pole of a DC charging port through a fourth switching module, a second end of the energy storage element is connected to a negative pole of the DC charging port through a fifth switching module,
the method further comprises the following steps: and in a fourth preset state, the first switch module, the third switch module, the fourth switch module and the fifth switch module are controlled to be conducted, so that the bridge arm converter, the winding and the energy storage element boost the voltage input by the direct-current charging port and then charge the battery.
15. The method of claim 12, further comprising:
and in the first preset state or the third preset state, acquiring a current value flowing through the energy storage element and/or voltage values at two ends of the energy storage element, and controlling the switching of the on-off states of an upper bridge arm and a lower bridge arm of the bridge arm converter according to the current value and/or the voltage values.
16. The method according to claim 15, wherein in the first preset state or the third preset state, acquiring a current value flowing through the energy storage element and/or a voltage value at two ends of the energy storage element, and controlling switching of on-off states of an upper bridge arm and a lower bridge arm of the bridge arm converter according to the current value and/or the voltage value comprises:
in the first preset state or the third preset state, when the upper bridge arm is in a conducting state, the lower bridge arm is in a switching-off state, the current value reaches a first current threshold value, and/or when the voltage value is increased to a first voltage threshold value, the upper bridge arm is controlled to be switched off, and the lower bridge arm is controlled to be switched on; when the lower bridge arm is in a conducting state, the upper bridge arm is in a switching-off state, the current value reaches a second current threshold value, and/or the voltage value is reduced to a second voltage threshold value, the upper bridge arm is controlled to be conducted, the lower bridge arm is controlled to be switched off,
and the current direction corresponding to the first current threshold is opposite to the current direction corresponding to the second current threshold.
17. The method of claim 16,
when the upper bridge arm is in a conducting state, the energy storage element and the winding are switched from releasing energy to the battery to receiving the energy of the battery according to the conducting time of the upper bridge arm;
and when the lower bridge arm is in a conducting state, the energy storage element is switched from receiving the energy of the winding to releasing the energy to the motor winding according to the conducting time of the lower bridge arm.
18. The method according to any one of claims 10-17, further comprising:
and during the heating of the battery, adjusting the switching frequency and/or the duty ratio of the bridge arm converter so as to enable the charging or discharging current value of the battery to reach the optimal current value.
19. The method of claim 18, wherein adjusting the switching frequency and/or duty cycle of the bridge arm inverter to achieve an optimal current value for the charging or discharging current value of the battery during heating of the battery comprises:
and during the heating period of the battery, adjusting the duty ratio of the bridge arm converter in the next carrier frequency period according to the comparison result of the charging or discharging current value of the battery and the optimal current value and the duty ratio of the bridge arm converter in the current carrier frequency period, so that the charging or discharging current value of the battery reaches the optimal current value.
20. The method of claim 19, wherein during the heating of the battery, adjusting the duty cycle of the bridge arm converter in the next carrier frequency cycle according to the comparison result between the charging or discharging current value of the battery and the optimal current value and the duty cycle of the bridge arm converter in the current carrier frequency cycle to make the charging or discharging current value of the battery reach the optimal current value comprises:
during the heating of the battery, if the charging or discharging current value of the battery is smaller than the optimal current value, controlling to enable the duty ratio of the bridge arm converter in the next carrier frequency period to be larger than the duty ratio in the current carrier frequency period; and if the charging or discharging current value of the battery is larger than the optimal current value, controlling to enable the duty ratio of the bridge arm converter in the next carrier frequency period to be smaller than the duty ratio in the current carrier frequency period until the charging or discharging current value of the battery reaches the optimal current value.
21. The method of claim 18, wherein the bridge arm converter, the winding, and the energy storage element are in a boost DC module, and wherein the optimal current value is the lesser of the maximum current value allowed by the battery and the maximum current value allowed by the boost DC module.
22. A vehicle characterized by comprising a battery and the vehicle battery heating apparatus according to any one of claims 1 to 9.
CN202010501619.6A 2020-06-04 2020-06-04 Vehicle battery heating device and method and vehicle Active CN113752875B (en)

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