TW201916535A - Temperature regulation system for vehicle battery - Google Patents

Temperature regulation system for vehicle battery Download PDF

Info

Publication number
TW201916535A
TW201916535A TW107126806A TW107126806A TW201916535A TW 201916535 A TW201916535 A TW 201916535A TW 107126806 A TW107126806 A TW 107126806A TW 107126806 A TW107126806 A TW 107126806A TW 201916535 A TW201916535 A TW 201916535A
Authority
TW
Taiwan
Prior art keywords
battery
temperature
temperature adjustment
cooling
power
Prior art date
Application number
TW107126806A
Other languages
Chinese (zh)
Other versions
TWI666850B (en
Inventor
伍星馳
談際剛
王洪軍
Original Assignee
大陸商比亞迪股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 大陸商比亞迪股份有限公司 filed Critical 大陸商比亞迪股份有限公司
Publication of TW201916535A publication Critical patent/TW201916535A/en
Application granted granted Critical
Publication of TWI666850B publication Critical patent/TWI666850B/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • 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
    • H01M10/613—Cooling or keeping cold
    • 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
    • H01M10/61—Types of temperature control
    • H01M10/617—Types of temperature control for achieving uniformity or desired distribution of temperature
    • 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
    • H01M10/635—Control systems based on ambient temperature
    • 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
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/657—Means for temperature control structurally associated with the cells by electric or electromagnetic means
    • H01M10/6572—Peltier elements or thermoelectric devices
    • 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
    • H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
    • H01M10/663—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Thermal Sciences (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Secondary Cells (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

The invention discloses a temperature regulation system for a vehicle battery, comprising: a vehicle air conditioning module, a battery temperature adjustment module and a controller, wherein, the vehicle air conditioning module comprises a cooling branch and a plurality of battery cooling branches connected in series with the cooling branch, the refrigeration branch includes a compressor and a condenser connected to the compressor, each battery cooling branch includes a heat exchanger and a valve connected to the heat exchanger; the battery temperature regulating module is connected to the battery cooling branch to form a heat exchange flow path; the controller is connected to the vehicle air conditioning module and the battery temperature adjustment module for adjusting the temperature of the battery. The temperature adjustment system of the invention can adjust the temperature when the temperature of the vehicle battery is too high or too low, so that the temperature of the vehicle battery is maintained within a preset range, thereby avoiding the situation that the performance of the vehicle battery is affected by the temperature.

Description

車載電池的溫度調節系統Temperature regulation system of vehicle battery

本發明涉及汽車技術領域，特別涉及一種車載電池的溫度調節系統。The invention relates to the technical field of automobiles, and in particular to a temperature regulating system for a vehicle battery.

目前，電動汽車的車載電池的性能受氣候環境影響較大，環境溫度過高或者過低都會影響車載電池的性能，因此需要對車載電池的溫度進行調節，以使其溫度維持在預設範圍內。At present, the performance of the on-board battery of electric vehicles is greatly affected by the climatic environment. Too high or low ambient temperature will affect the performance of the on-board battery. Therefore, the temperature of the on-board battery needs to be adjusted to maintain its temperature within a preset range. .

相關技術中，對於氣候環境炎熱的地區，通過在電動汽車中增加電池冷卻系統，以在車載電池溫度過高時降低其溫度；對於氣候環境寒冷的地區，通過在電動汽車中增加電池加熱系統，以在車載電池溫度過低時升高其溫度。In related technologies, for regions with hot climates, by adding battery cooling systems to electric vehicles to reduce the temperature of vehicle batteries when the temperature of the vehicles is too high; for regions with cold climates, by adding battery heating systems to electric vehicles, To increase the temperature of the on-board battery when it is too cold.

然而，對於夏天炎熱、冬天又寒冷的地區，上述方法無法兼顧解決車載電池溫度過高和溫度過低的問題，且對車載電池溫度的調節方法較為粗糙，無法根據車載電池的實際狀況對其加熱功率和冷卻功率進行精確控制，從而無法保證車載電池的溫度維持在預設範圍內。However, for areas with hot summers and cold winters, the above methods cannot solve the problem of too high and low temperature of the car battery, and the method of adjusting the temperature of the car battery is rough, and it cannot be heated according to the actual condition of the car battery The power and cooling power are precisely controlled, so the temperature of the on-board battery cannot be guaranteed to stay within the preset range.

本發明旨在至少在一定程度上解決相關技術中的技術問題之一。The present invention aims to solve at least one of the technical problems in the related technology.

為此，本發明的一目的在於提出一種車載電池的溫度調節系統，能夠在車載電池溫度過高或者過低時對溫度進行調節，使車載電池的溫度維持在預設範圍，避免發生由於溫度影響車載電池性能的情況。To this end, an object of the present invention is to provide a temperature adjustment system for a vehicle battery, which can adjust the temperature when the temperature of the vehicle battery is too high or too low, so as to maintain the temperature of the vehicle battery in a preset range and avoid the influence of temperature. Car battery performance.

為達到上述目的，本發明的實施例提出了一種車載電池的溫度調節系統，包括：車載空調模組，該車載空調模組包括製冷支路以及與該製冷支路串聯的複數電池冷卻支路，其中，該製冷支路包括壓縮機以及與該壓縮機相連的冷凝器，每一電池冷卻支路包括換熱器以及與該換熱器連接的閥；與該電池冷卻支路相連以形成換熱流路的電池溫度調節模組；控制器，該控制器與該車載空調模組和電池溫度調節模組連接，用於調節該電池的溫度。In order to achieve the above object, an embodiment of the present invention proposes a temperature regulation system for a vehicle battery, which includes a vehicle air-conditioning module including a refrigeration branch and a plurality of battery cooling branches connected in series with the refrigeration branch. The refrigeration branch includes a compressor and a condenser connected to the compressor. Each battery cooling branch includes a heat exchanger and a valve connected to the heat exchanger; and the battery cooling branch is connected to form a heat exchange flow. Circuit battery temperature adjustment module; a controller, which is connected to the vehicle air-conditioning module and the battery temperature adjustment module, and is used to adjust the temperature of the battery.

根據本發明實施例的車載電池的溫度調節系統，控制器通過控制複數電池溫度調節模組來調節對應電池的溫度。由此，該系統能夠在車載電池溫度過高或者過低時對溫度進行調節，使車載電池的溫度維持在預設範圍，避免發生由於溫度影響車載電池性能的情況。According to the temperature adjustment system of the vehicle battery in the embodiment of the present invention, the controller adjusts the temperature of the corresponding battery by controlling the plurality of battery temperature adjustment modules. Therefore, the system can adjust the temperature when the temperature of the vehicle battery is too high or too low, so as to maintain the temperature of the vehicle battery in a preset range, and avoid the situation that the performance of the vehicle battery is affected by the temperature.

另外，根據本發明上述實施例提出的車載電池的溫度調節系統還可以具有如下附加技術特徵： 根據本發明的一實施例，每一電池溫度調節模組包括：加熱器，該加熱器與該控制器連接，用於加熱該換熱流路中的介質；幫浦，該幫浦用於使該換熱流路中的介質流動；第一溫度感測器，該第一溫度感測器用於檢測流入該電池的介質的入口溫度；介質容器，該介質容器用於儲存以及向該換熱流路提供介質；第二溫度感測器，該第二溫度感測器用於檢測流出該電池的介質的出口溫度；流速感測器，該流速感測器用於檢測該換熱流路中的介質的流速。In addition, the temperature adjustment system for a vehicle battery according to the above embodiments of the present invention may also have the following additional technical features: According to an embodiment of the present invention, each battery temperature adjustment module includes: a heater, the heater and the control A heater is connected to heat the medium in the heat exchange flow path; a pump is used to flow the medium in the heat exchange flow path; a first temperature sensor is used to detect the flow into the Inlet temperature of the medium of the battery; a medium container for storing and providing the medium to the heat exchange flow path; a second temperature sensor for detecting the outlet temperature of the medium flowing out of the battery; A flow velocity sensor for detecting a flow velocity of a medium in the heat exchange flow path.

根據本發明的一實施例，該製冷支路為複數，其中，該壓縮機為複數，且該複數壓縮機相互並聯。According to an embodiment of the present invention, the refrigeration branch is plural, wherein the compressors are plural, and the plural compressors are connected in parallel with each other.

根據本發明的一實施例，上述的車載電池的溫度調節系統，還包括：與該電池連接的電池狀態檢測模組，該電池狀態檢測模組用於檢測該電池的電流。According to an embodiment of the present invention, the above-mentioned temperature regulation system for an on-board battery further includes: a battery state detection module connected to the battery, and the battery state detection module is configured to detect a current of the battery.

根據本發明的一實施例，該控制器包括：電池管理控制器、電池熱管理控制器和車載空調控制器，其中，該電池管理控制器與該電池狀態檢測模組連接，用於獲取該電池的溫度調節需求功率；該電池熱管理控制器與該幫浦、第一溫度感測器、第二溫度感測器、流速感測器和加熱器連接，用於獲取該電池的溫度調節實際功率，並根據該溫度調節需求功率與該溫度調節實際功率對該加熱器的功率進行調節，以調節該電池的溫度；該車載空調控制器與該壓縮機以及閥連接，用於根據該溫度調節需求功率與該溫度調節實際功率對該壓縮機的功率進行調節，以調節該電池的溫度。According to an embodiment of the present invention, the controller includes: a battery management controller, a battery thermal management controller, and a vehicle air-conditioning controller, wherein the battery management controller is connected to the battery status detection module to obtain the battery. Power required for temperature regulation; the battery thermal management controller is connected to the pump, the first temperature sensor, the second temperature sensor, the flow rate sensor, and the heater to obtain the actual temperature adjustment power of the battery And adjust the power of the heater according to the temperature adjustment required power and the actual temperature adjustment power to adjust the temperature of the battery; the vehicle air-conditioning controller is connected to the compressor and the valve to adjust the demand according to the temperature The power and the temperature are adjusted to adjust the actual power of the compressor to adjust the temperature of the battery.

根據本發明的一實施例，該電池管理控制器，還用於獲取該電池的溫度，在該電池的溫度大於第一溫度臨界值時，該溫度調節系統進入冷卻模式，以及在該電池的溫度小於第二溫度臨界值時，該溫度調節系統進入加熱模式，其中，該第一溫度臨界值大於該第二溫度臨界值。According to an embodiment of the present invention, the battery management controller is further configured to obtain a temperature of the battery. When the temperature of the battery is greater than a first temperature threshold, the temperature adjustment system enters a cooling mode, and the temperature of the battery is controlled. When it is less than the second temperature threshold, the temperature adjustment system enters a heating mode, wherein the first temperature threshold is greater than the second temperature threshold.

根據本發明的一實施例，該車載空調控制器在該溫度調節需求功率大於該溫度調節實際功率時，獲取該溫度調節需求功率和該溫度調節實際功率之間的功率差；當為冷卻模式時，該車載空調控制器根據該功率差增加用於冷卻該電池的壓縮機的功率和該閥的開度中至少一者，以及在該溫度調節需求功率小於或等於該溫度調節實際功率時，減小或保持該電池的壓縮機的功率和該閥的開度中至少一者；當為加熱模式時，該電池熱管理控制器根據該功率差增加用於加熱該電池的加熱器的功率，以及在該溫度調節需求功率小於或等於該溫度調節實際功率時，減小或保持該加熱器的功率。According to an embodiment of the present invention, when the temperature adjustment required power is greater than the temperature adjustment actual power, the vehicle air-conditioning controller obtains a power difference between the temperature adjustment required power and the temperature adjustment actual power; when in a cooling mode The vehicle air-conditioning controller increases at least one of the power of the compressor for cooling the battery and the opening degree of the valve according to the power difference, and decreases when the temperature adjustment required power is less than or equal to the temperature adjustment actual power. Reducing or maintaining at least one of the power of a compressor of the battery and the opening degree of the valve; when in a heating mode, the battery thermal management controller increases the power of a heater for heating the battery according to the power difference, and When the temperature adjustment required power is less than or equal to the temperature adjustment actual power, reduce or maintain the power of the heater.

根據本發明的一實施例，在該溫度調節需求功率小於或等於該溫度調節實際功率時，該電池熱管理控制器還用於降低或保持該幫浦的轉速；在該溫度調節需求功率大於該溫度調節實際功率時，該電池熱管理控制器還用於提高該幫浦的轉速。According to an embodiment of the present invention, when the temperature adjustment required power is less than or equal to the temperature adjustment actual power, the battery thermal management controller is further configured to reduce or maintain the speed of the pump; at the temperature adjustment required power is greater than the When the actual power is adjusted by temperature, the battery thermal management controller is also used to increase the speed of the pump.

根據本發明的一實施例，該車載空調模組還包括與複數該製冷支路串聯均相連的複數車內冷卻支路，其中，複數該壓縮機均與該複數電池冷卻支路相連。According to an embodiment of the present invention, the vehicle air-conditioning module further includes a plurality of in-vehicle cooling branches connected in series to the plurality of cooling branches, wherein the plurality of compressors are connected to the plurality of battery cooling branches.

根據本發明的一實施例，該壓縮機包括第一壓縮機和第二壓縮機，該電池冷卻支路包括第一電池冷卻支路和第二電池冷卻支路，該車內冷卻支路包括第一車內冷卻支路和第二車內冷卻支路，該系統還包括：連接在該第一壓縮機和該第一車內冷卻支路之間的第一電子閥；連接在該第一壓縮機和該第一電池冷卻支路之間的第三調節閥和第二電子閥；連接在該第二壓縮機和該第二車內冷卻支路之間的第三電子閥；連接在該第二壓縮機和該第二電池冷卻支路之間的第二調節閥和第四電子閥；連接在該第二壓縮機和該第二電子閥之間的第一調節閥；連接在該第一壓縮機和該第四電子閥之間的第四調節閥。According to an embodiment of the present invention, the compressor includes a first compressor and a second compressor, the battery cooling branch includes a first battery cooling branch and a second battery cooling branch, and the in-vehicle cooling branch includes a first compressor and a second compressor. An in-vehicle cooling branch and a second in-vehicle cooling branch, the system further includes: a first electronic valve connected between the first compressor and the first in-vehicle cooling branch; and connected to the first compression A third regulating valve and a second electronic valve between the engine and the first battery cooling branch; a third electronic valve connected between the second compressor and the second in-vehicle cooling branch; connected to the first A second regulating valve and a fourth electronic valve between two compressors and the second battery cooling branch; a first regulating valve connected between the second compressor and the second electronic valve; connected to the first A fourth regulating valve between the compressor and the fourth electronic valve.

根據本發明的一實施例，複數製冷支路，該複數電池冷卻支路和該複數車內冷卻支路通過一通路相連。According to an embodiment of the present invention, a plurality of cooling branches, the plurality of battery cooling branches and the plurality of in-vehicle cooling branches are connected through a passage.

根據本發明的一實施例，該電池冷卻支路包括第一電池冷卻支路和第二電池冷卻支路，該電池溫度調節模組包括第一電池溫度調節模組和第二電池溫度調節模組，該系統還包括：設置在該第一電池溫度調節模組之中的第一三通閥，該第一三通閥的第一端與該第一電池冷卻支路中換熱器的第一端相連，該第一三通閥的第二端與加熱器相連，該第一三通閥的第三端與半導體換熱模組的半導體發熱端或換熱器的第一通道相連；設置在該第一電池溫度調節模組之中的第二三通閥，該第二三通閥的第一端與該第一電池冷卻支路中換熱器的第二端相連，該第二三通閥的第二端與該介質容器相連，該第二三通閥的第三端與該半導體換熱模組的半導體發熱端或換熱器的第一通道相連；設置在該第二電池溫度調節模組之中的第三三通閥，該第三三通閥的第一端與該第二電池冷卻支路中換熱器的第一端相連，該第三三通閥的第二端與加熱器相連，該第三三通閥的第三端與半導體換熱模組的半導體冷卻端或換熱器的第二通道相連；設置在該第二電池溫度調節模組之中的第四三通閥，該第四三通閥的第一端與該第二電池冷卻支路中換熱器的第二端相連，該第四三通閥的第二端與該介質容器相連，該第四三通閥的第三端與該半導體換熱模組的半導體冷卻端或換熱器的第二通道相連。According to an embodiment of the present invention, the battery cooling branch includes a first battery cooling branch and a second battery cooling branch, and the battery temperature adjustment module includes a first battery temperature adjustment module and a second battery temperature adjustment module. The system also includes a first three-way valve provided in the first battery temperature adjustment module, a first end of the first three-way valve and a first heat exchanger in the first battery cooling branch. The third end of the first three-way valve is connected to the heater, and the third end of the first three-way valve is connected to the semiconductor heating end of the semiconductor heat exchange module or the first channel of the heat exchanger; A second three-way valve in the first battery temperature adjustment module, a first end of the second three-way valve is connected to a second end of a heat exchanger in the first battery cooling branch, and the second three-way valve The second end of the valve is connected to the medium container, and the third end of the second three-way valve is connected to the semiconductor heating end of the semiconductor heat exchange module or the first channel of the heat exchanger; it is set at the temperature of the second battery. The third three-way valve in the module, the first end of the third three-way valve and the first three-way valve The first end of the heat exchanger in the battery cooling branch is connected, the second end of the third three-way valve is connected to the heater, and the third end of the third three-way valve is connected to the semiconductor cooling end of the semiconductor heat exchange module or The second channel of the heat exchanger is connected; a fourth three-way valve provided in the second battery temperature adjustment module, and the first end of the fourth three-way valve is connected to the heat exchanger in the second battery cooling branch. The second end of the fourth three-way valve is connected to the medium container, and the third end of the fourth three-way valve is connected to the semiconductor cooling end of the semiconductor heat exchange module or the second end of the heat exchanger. The channels are connected.

根據本發明的一實施例，上述的車載電池的溫度調節系統，還包括：第一風扇，與該半導體冷卻端相連；第二風扇，與該半導體發熱端相連。According to an embodiment of the present invention, the above-mentioned temperature regulation system for a vehicle battery further includes: a first fan connected to the semiconductor cooling end; and a second fan connected to the semiconductor heating end.

下面詳細描述本發明的實施例，該實施例的示例在附圖中示出，其中自始至終相同或類似的標號表示相同或類似的元件或具有相同或類似功能的元件。下面通過參考附圖描述的實施例是示例性的，旨在用於解釋本發明，而不能理解為對本發明的限制。An embodiment of the present invention is described in detail below. An example of the embodiment is shown in the drawings, wherein the same or similar reference numerals indicate the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the drawings are exemplary and are intended to explain the present invention, but should not be construed as limiting the present invention.

下面結合附圖來描述根據本發明實施例提出的車載電池的溫度調節系統。The following describes a temperature adjustment system for a vehicle battery according to an embodiment of the present invention with reference to the accompanying drawings.

需要說明的是，在下述實施例中，涉及到複數時，均以兩個為例。It should be noted that in the following embodiments, when plural numbers are involved, two are taken as examples.

第1圖是根據本發明第一個實施例的車載電池的溫度調節系統流路的結構示意圖。如第1圖所示，該車載電池的溫度調節系統可包括：車載空調模組100、複數電池溫度調節模組和控制器（圖中未具體示出）。FIG. 1 is a schematic structural diagram of a flow path of a temperature adjustment system of a vehicle battery according to a first embodiment of the present invention. As shown in FIG. 1, the temperature regulation system of the vehicle battery may include: a vehicle air-conditioning module 100, a plurality of battery temperature regulation modules, and a controller (not specifically shown in the figure).

其中，車載空調模組100可包括製冷支路10以及與製冷支路10串聯的複數電池冷卻支路，其中，製冷支路10可包括壓縮機1以及與壓縮機1相連的冷凝器2，每一電池冷卻支路包括換熱器以及與換熱器連接的閥。複數電池溫度調節模組分別與複數電池冷卻支路相連以形成換熱流路。控制器與車載空調模組100和複數電池溫度調節模組連接，用於調節電池的溫度。其中，閥可包括電子閥和膨脹閥。The vehicle-mounted air-conditioning module 100 may include a cooling branch 10 and a plurality of battery cooling branches connected in series with the cooling branch 10. The cooling branch 10 may include a compressor 1 and a condenser 2 connected to the compressor 1. A battery cooling branch includes a heat exchanger and a valve connected to the heat exchanger. The plurality of battery temperature adjustment modules are respectively connected to the plurality of battery cooling branches to form a heat exchange flow path. The controller is connected to the vehicle air-conditioning module 100 and a plurality of battery temperature adjustment modules for adjusting the temperature of the battery. Among them, the valve may include an electronic valve and an expansion valve.

具體地，如第1圖所示，每一電池冷卻支路中具有兩個管道，以電池冷卻支路401為例。第一管道與壓縮機1相連通，第二管道與電池溫度調節模組501相連通，其中，第一管道與第二管道相互獨立的臨近設置，以使介質（冷媒、水、油、空氣等流動介質或相變材料等介質或其他化學製品）相互獨立。在第一電池61的溫度過高時，車載空調製冷功能開啟，電池冷卻功能啟動，第一管道與第二管道中介質（如冷媒）的流動方向分別為：壓縮機1—冷凝器2—電池冷卻支路401—壓縮機1和電池冷卻支路401—電池溫度調節模組501—第一電池61—電池溫度調節模組501—電池冷卻支路401。同樣地，在第二電池62的溫度過高時，車載空調製冷功能開啟，電池冷卻功能啟動，第一管道與第二管道中介質（如冷媒）的流動方向分別為：壓縮機1—冷凝器2—電池冷卻支路402—壓縮機1和電池冷卻支路402—電池溫度調節模組502—第二電池62—電池溫度調節模組502—電池冷卻支路402。Specifically, as shown in FIG. 1, there are two pipes in each battery cooling branch, and the battery cooling branch 401 is taken as an example. The first pipe is in communication with the compressor 1 and the second pipe is in communication with the battery temperature adjustment module 501, wherein the first pipe and the second pipe are arranged adjacent to each other independently so that the medium (refrigerant, water, oil, air, etc.) Flow medium or phase change materials or other chemicals) are independent of each other. When the temperature of the first battery 61 is too high, the cooling function of the vehicle air conditioner is turned on and the battery cooling function is started. The directions of the medium (such as the refrigerant) in the first pipe and the second pipe are: compressor 1-condenser 2-battery Cooling branch 401—compressor 1 and battery cooling branch 401—battery temperature adjustment module 501—first battery 61—battery temperature adjustment module 501—battery cooling branch 401. Similarly, when the temperature of the second battery 62 is too high, the cooling function of the vehicle air conditioner is turned on and the battery cooling function is started. The directions of the medium (such as the refrigerant) in the first pipe and the second pipe are: compressor 1-condenser 2—battery cooling branch 402—compressor 1 and battery cooling branch 402—battery temperature adjustment module 502—second battery 62—battery temperature adjustment module 502—battery cooling branch 402.

在上述實施例中，車載空調僅用於對複數電池進行冷卻及加熱，溫度調節系統也可以通過車載空調對車廂和複數電池均進行冷卻。當該系統通過車載空調對車廂和複數電池均進行冷卻時，如第2圖所示，在本發明的一實施例中，車載空調模組100還可包括與製冷支路10串聯且與複數電池冷卻支路4並聯的車內冷卻支路3。其中，如第3圖所示，車內冷卻支路3可包括：蒸發器31、第一膨脹閥32和第一電子閥33。In the above embodiment, the vehicle-mounted air conditioner is only used to cool and heat the plurality of batteries, and the temperature adjustment system may also cool both the compartment and the plurality of batteries through the vehicle-mounted air conditioner. When the system cools both the compartment and the plurality of batteries through the vehicle air conditioner, as shown in FIG. 2, in an embodiment of the present invention, the vehicle air conditioning module 100 may further include a series connection with the cooling branch 10 and a plurality of batteries. The cooling branch 4 is an in-vehicle cooling branch 3 connected in parallel. Among them, as shown in FIG. 3, the indoor cooling branch 3 may include an evaporator 31, a first expansion valve 32, and a first electronic valve 33.

具體地，車載空調內部從冷凝器2開始分成三個獨立的冷卻迴路，分別為車內冷卻支路3、電池冷卻支路401和電池冷卻支路402，車內冷卻支路3通過蒸發器31為車廂內的空間提供製冷功率，電池冷卻支路401通過換熱器411為電池冷卻提供製冷功率，電池冷卻支路402通過換熱器412為電池冷卻提供製冷功率。當車內溫度過高時，車內冷卻功能啟動，介質的流動方向為：壓縮機1—冷凝器2—車內冷卻支路3—壓縮機1。當第一電池61的溫度過高時，電池冷卻功能啟動，第一管道和第二管道中介質的流動方向為：壓縮機1—冷凝器2—電池冷卻支路401—壓縮機1和電池冷卻支路401—電池溫度調節模組501—第一電池61—電池溫度調節模組501—電池冷卻支路401。同樣地，當第二電池62的溫度過高時，電池冷卻功能啟動，第一管道和第二管道中介質的流動方向為：壓縮機1—冷凝器2—電池冷卻支路402—壓縮機1和電池冷卻支路402—電池溫度調節模組502—第二電池62—電池溫度調節模組502—電池冷卻支路402。由此，能夠在車載電池溫度過高時或者過低時對溫度進行調節，使車載電池的溫度維持在預設範圍，避免發生由於溫度影響車載電池性能的情況，並且，還可以在電池的溫度滿足要求的情況下，使車內溫度滿足需求。Specifically, the interior of the vehicle air conditioner is divided into three independent cooling circuits starting from the condenser 2, which are an internal cooling branch 3, a battery cooling branch 401, and a battery cooling branch 402. The internal cooling branch 3 passes through the evaporator 31. To provide cooling power for the space in the passenger compartment, the battery cooling branch 401 provides cooling power for battery cooling through a heat exchanger 411, and the battery cooling branch 402 provides cooling power for battery cooling through a heat exchanger 412. When the temperature inside the car is too high, the cooling function in the car is started, and the flow direction of the medium is: compressor 1-condenser 2-car cooling branch 3-compressor 1. When the temperature of the first battery 61 is too high, the battery cooling function is activated, and the flow direction of the medium in the first pipe and the second pipe is: compressor 1-condenser 2-battery cooling branch 401-compressor 1 and battery cooling Branch 401—battery temperature adjustment module 501—first battery 61—battery temperature adjustment module 501—battery cooling branch 401. Similarly, when the temperature of the second battery 62 is too high, the battery cooling function is activated, and the flow direction of the medium in the first pipe and the second pipe is: compressor 1-condenser 2-battery cooling branch 402-compressor 1 And battery cooling branch 402—battery temperature adjustment module 502—second battery 62—battery temperature adjustment module 502—battery cooling branch 402. Therefore, the temperature of the vehicle battery can be adjusted when the temperature of the vehicle battery is too high or too low, so that the temperature of the vehicle battery is maintained in a preset range, which avoids the situation that the performance of the vehicle battery is affected by the temperature. If the requirements are met, the temperature inside the car can meet the demand.

進一步地，根據本發明的一實施例，如第3圖所示，每一電池溫度調節模組包括：加熱器、幫浦、第一溫度感測器、介質容器、第二溫度感測器和流速感測器，其中，加熱器與控制器連接，用於加熱換熱流路中的介質，幫浦用於使換熱流路中的介質流動，第一溫度感測器用於檢測流入電池的介質的入口溫度，介質容器用於儲存以及向換熱流路提供介質，第二溫度感測器用於檢測流出電池的介質的出口溫度，流速感測器用於檢測換熱流路中的介質的流速。其中，加熱器可以為PTC（Positive Temperature Coefficient，正的溫度係數，泛指正溫度係數很大的半導體材料或元裝置）加熱器。Further, according to an embodiment of the present invention, as shown in FIG. 3, each battery temperature adjustment module includes: a heater, a pump, a first temperature sensor, a medium container, a second temperature sensor, and A flow velocity sensor, wherein the heater is connected to the controller for heating the medium in the heat exchange flow path, the pump is used for flowing the medium in the heat exchange flow path, and the first temperature sensor is used for detecting the medium flowing into the battery. At the inlet temperature, the medium container is used to store and provide the medium to the heat exchange flow path, the second temperature sensor is used to detect the outlet temperature of the medium flowing out of the battery, and the flow rate sensor is used to detect the flow rate of the medium in the heat exchange flow path. The heater may be a PTC (Positive Temperature Coefficient, generally referred to as a semiconductor material or a device having a large positive temperature coefficient) heater.

在本發明的實施例中，如第3圖所示，上述的系統還可包括與電池連接的電池狀態檢測模組，電池狀態檢測模組用於檢測電池的電流。例如，電池狀態檢測模組可以為電流霍爾感測器，電池狀態檢測模組611用於檢測第一電池61的電流，電池狀態檢測模組621用於檢測第二電池62的電流。In the embodiment of the present invention, as shown in FIG. 3, the above-mentioned system may further include a battery state detection module connected to the battery, and the battery state detection module is configured to detect a battery current. For example, the battery state detection module may be a current hall sensor, the battery state detection module 611 is used to detect the current of the first battery 61, and the battery state detection module 621 is used to detect the current of the second battery 62.

具體地，以電池冷卻支路401為例。電池冷卻支路401主要通過換熱器411（如板式換熱器）為第一電池61提供製冷功率。其中，如第3圖所示，電池冷卻支路401還可包括：第二膨脹閥421和第二電子閥431。第二電子閥431用於控制電池冷卻支路401的開通和關閉，第二膨脹閥421用於控制電池冷卻支路401的冷媒流量。Specifically, the battery cooling branch 401 is taken as an example. The battery cooling branch 401 mainly provides cooling power to the first battery 61 through a heat exchanger 411 (such as a plate heat exchanger). As shown in FIG. 3, the battery cooling branch 401 may further include a second expansion valve 421 and a second electronic valve 431. The second electronic valve 431 is used to control the opening and closing of the battery cooling branch 401, and the second expansion valve 421 is used to control the refrigerant flow rate of the battery cooling branch 401.

如第3圖所示，換熱器411可包括第一管道和第二管道，第二管道與電池溫度調節模組501相連，第一管道與壓縮機1相連通，其中，第一管道與第二管道相互獨立的臨近設置。在本發明的實施例中，換熱器411的實體位置可以位於車載空調壓縮機1所在的迴路，便於車載空調出廠調試，並且使車載空調可以單獨供貨和組裝，同時，車載空調在安裝過程中只需要加注一次介質（製冷劑）。換熱器411的實體位置也可以位於第一電池61所在的迴路，換熱器411的實體位置也可以獨立於車載空調壓縮機1所在的迴路和第一電池61所在的迴路設置。As shown in FIG. 3, the heat exchanger 411 may include a first pipe and a second pipe, the second pipe is connected to the battery temperature adjustment module 501, and the first pipe is connected to the compressor 1, wherein the first pipe is connected to the first pipe The two pipes are set up independently of each other. In the embodiment of the present invention, the physical location of the heat exchanger 411 may be located in the circuit where the vehicle-mounted air-conditioning compressor 1 is located, which facilitates the factory-adjustment of the vehicle-mounted air conditioner, and enables the vehicle-mounted air conditioner to be separately supplied and assembled. Only need to fill the medium (refrigerant) once. The physical location of the heat exchanger 411 may also be located on the circuit where the first battery 61 is located, and the physical location of the heat exchanger 411 may also be provided independently of the circuit where the vehicle-mounted air-conditioning compressor 1 is located and the circuit where the first battery 61 is located.

另外，如果換熱器411安裝在電池溫度調節模組501內，則車載空調的冷媒迴路不完全密封，所以需要先關閉第二電子閥431，然後加注冷媒，待到安裝在車上後，再與電池溫度調節模組501對接，打開第二電子膨脹閥431，再次抽真空加注冷媒後，即可進行正常工作。In addition, if the heat exchanger 411 is installed in the battery temperature adjustment module 501, the refrigerant circuit of the vehicle air conditioner is not completely sealed, so it is necessary to close the second electronic valve 431 first, and then fill the refrigerant. After the refrigerant is installed in the vehicle, After it is docked with the battery temperature adjustment module 501, the second electronic expansion valve 431 is opened and the vacuum is filled again to fill the refrigerant, and the normal work can be performed.

可以理解的是，電池冷卻支路401中也可以不設置換熱器411，當沒有換熱器411時，電池冷卻支路401內流的就是冷媒。當設置換熱器411時，電池冷卻支路401的第一管道中流的是冷媒，第二管道中流的是介質，車內冷卻支路3中流的是冷媒。It can be understood that the heat exchanger 411 may not be provided in the battery cooling branch 401. When there is no heat exchanger 411, the refrigerant flows in the battery cooling branch 401. When the heat exchanger 411 is provided, the refrigerant flows in the first pipe of the battery cooling branch 401, the medium flows in the second pipe, and the refrigerant flows in the cooling branch 3 in the vehicle.

需要說明的是，電池冷卻支路402和電池冷卻支路401相同，這裡不再詳述。It should be noted that the battery cooling branch 402 and the battery cooling branch 401 are the same, and will not be described in detail here.

另外，加熱器、幫浦、電池中的冷卻流路、介質容器串聯連接，即不對串聯連接的各部分的位置進行限定，其中流速感測器設置在上述串聯迴路上，第一溫度感測器設置在電池的冷卻流路的入口處，第二溫度感測器設置在電池的冷卻流路的出口處。例如，加熱器與換熱器相連，幫浦與加熱器和電池的冷卻流路的第一端相連，第一溫度感測器設置在電池的冷卻流路的入口處（第一端），用於檢測電池的介質的入口溫度，介質容器與電池的冷卻流路的第二端相連，第二溫度感測器設置在電池的冷卻流路的出口處（第二端），用於檢測電池的介質的出口溫度，流速感測器設置在電池的冷卻流路的出口處，用於檢測電池6的介質的流速。In addition, the heater, the pump, the cooling flow path in the battery, and the medium container are connected in series, that is, the positions of the parts connected in series are not limited. The flow rate sensor is arranged on the series circuit, and the first temperature sensor The second temperature sensor is disposed at the entrance of the cooling flow path of the battery, and the second temperature sensor is disposed at the exit of the cooling flow path of the battery. For example, the heater is connected to the heat exchanger, the pump is connected to the first end of the cooling flow path of the heater and the battery, and the first temperature sensor is provided at the entrance (first end) of the cooling flow path of the battery, and For detecting the inlet temperature of the medium of the battery, the medium container is connected to the second end of the cooling flow path of the battery. A second temperature sensor is provided at the outlet (second end) of the cooling flow path of the battery and is used to detect the temperature of the battery. The outlet temperature and flow rate sensor of the medium are arranged at the outlet of the cooling flow path of the battery and used to detect the flow rate of the medium of the battery 6.

根據本發明的一實施例，如第3A圖所示，控制器包括：電池管理控制器、電池熱管理控制器和車載空調控制器，其中，電池管理控制器與電池狀態檢測模組連接，用於獲取電池的溫度調節需求功率，電池熱管理控制器與幫浦、第一溫度感測器、第二溫度感測器、流速感測器和加熱器連接，用於獲取電池的溫度調節實際功率，並根據溫度調節需求功率與溫度調節實際功率對加熱器的功率進行調節，以調節電池的溫度，車載空調控制器與壓縮機以及閥連接，用於根據溫度調節需求功率與溫度調節實際功率對壓縮機的功率進行調節，以調節電池的溫度。According to an embodiment of the present invention, as shown in FIG. 3A, the controller includes: a battery management controller, a battery thermal management controller, and a vehicle air-conditioning controller, wherein the battery management controller is connected to a battery status detection module, and In order to obtain the power required for the temperature adjustment of the battery, the battery thermal management controller is connected to the pump, the first temperature sensor, the second temperature sensor, the flow rate sensor and the heater to obtain the actual power of the battery temperature adjustment. , And adjust the power of the heater according to the temperature adjustment demand power and temperature adjustment actual power to adjust the battery temperature. The vehicle air-conditioning controller is connected to the compressor and the valve to adjust the actual power to the temperature adjustment demand power and temperature. The power of the compressor is adjusted to regulate the temperature of the battery.

具體地，電池熱管理控制器可以與第一溫度感測器551、第一溫度感測器552、第二溫度感測器561、第二溫度感測器562、流速感測器571和流速感測器572連接，與幫浦511、幫浦512、加熱器531和加熱器532進行CAN通訊，並根據介質的比熱容、介質的密度、流路的橫截面積，獲取溫度調節實際功率P2、並控制幫浦的轉速和控制加熱器的功率。電池管理控制器採集流經電池的電流、電池本身的溫度，並根據電池的目標溫度、目標時間t以及電池的比熱容C、電池的品質M、電池的內阻R，獲取溫度調節需求功率P1，以及控制車載空調控制器啟動或停止工作。車載空調控制器與膨脹閥及電子閥連接，且車載空調控制器可以與電池管理控制器和電池熱管理控制器和壓縮機1進行CAN通訊，以根據電池管理控制器獲取的溫度調節需求功率P1以及電池熱管理控制器獲取的溫度調節實際功率P2控制壓縮機的功率P、膨脹閥及電子閥的開合，達到控制換熱量的目的。Specifically, the battery thermal management controller may communicate with the first temperature sensor 551, the first temperature sensor 552, the second temperature sensor 561, the second temperature sensor 562, the flow rate sensor 571, and the flow rate sensor. The tester 572 is connected to perform CAN communication with pump 511, pump 512, heater 531, and heater 532, and obtain the actual temperature adjustment power P2 according to the specific heat capacity of the medium, the density of the medium, and the cross-sectional area of the flow path, and Control the speed of the pump and the power of the heater. The battery management controller collects the current flowing through the battery, the temperature of the battery itself, and obtains the temperature adjustment required power P1 according to the battery's target temperature, target time t, and the specific heat capacity C of the battery, the quality M of the battery, and the internal resistance R of the battery. And control the car air-conditioning controller to start or stop working. The vehicle air-conditioning controller is connected to the expansion valve and the electronic valve, and the vehicle air-conditioning controller can perform CAN communication with the battery management controller, the battery thermal management controller, and the compressor 1 to adjust the required power P1 according to the temperature obtained by the battery management controller. And the temperature adjustment actual power P2 obtained by the battery thermal management controller controls the power P of the compressor, the opening and closing of the expansion valve and the electronic valve, so as to achieve the purpose of controlling the heat exchange amount.

其中，以第一電池為例，電池熱管理控制器位於電池溫度調節模組的內部，第一溫度感測器551和第二溫度感測器561分別位於第一電池61的進水口處和出水口處，用於將即時檢測的進水口溫度和出水口溫度傳輸給電池熱管理控制器，以便電池熱管理控制器計算進水口與出水口的溫度差值，同時流速感測器571即時檢測第一電池61迴圈管道內介質的流速資訊，並將流速資訊傳輸給電池熱管理控制器，以便電池熱管理控制器可以估算當前的介質的實際流量資訊。第一電子閥33用以控制車內冷卻支路3的開通和關閉，第一膨脹閥32可用以控制車內冷卻支路3中的介質流量。第二電子閥431用以控制電池冷卻支路401的開通和關閉，第二膨脹閥421可用於控制電池冷卻支路401中的介質流量。應理解的是，介質從流路的進水口流入第一電池61的內部，從流路的出水口流出，從而實現第一電池與介質之間的熱交換。Taking the first battery as an example, the battery thermal management controller is located inside the battery temperature adjustment module. The first temperature sensor 551 and the second temperature sensor 561 are respectively located at the water inlet and the outlet of the first battery 61. At the water inlet, it is used to transmit the temperature of the inlet and outlet that are detected in real time to the battery thermal management controller, so that the battery thermal management controller calculates the temperature difference between the water inlet and the water outlet. At the same time, the flow rate sensor 571 detects the The flow velocity information of the medium in the pipeline of a battery 61 loop is transmitted to the battery thermal management controller so that the battery thermal management controller can estimate the actual flow information of the current medium. The first electronic valve 33 is used to control the opening and closing of the cooling branch 3 in the vehicle, and the first expansion valve 32 is used to control the medium flow in the cooling branch 3 in the vehicle. The second electronic valve 431 is used to control the opening and closing of the battery cooling branch 401, and the second expansion valve 421 can be used to control the medium flow in the battery cooling branch 401. It should be understood that the medium flows into the interior of the first battery 61 from the water inlet of the flow path, and flows out of the water outlet of the flow path, thereby realizing the heat exchange between the first battery and the medium.

另外，電池熱管理控制器可通過CAN通訊控制加熱器531和加熱器532工作和調整加熱器的加熱功率，仍以第一電池61為例，當加熱器531接收到電池熱管理控制器發送的電池加熱功能啟動資訊後，啟動工作，電池熱管理控制器即時發送電池加熱功率需求，加熱器531根據加熱功率需求調整輸出功率。同時電池熱管理控制器還可通過CAN通訊控制幫浦的工作狀態，從而控制電池介質的流速和介質的流向，當接收到電池熱管理控制器發送的幫浦511啟動資訊後，開始工作，並根據電池熱管理控制器發送的流量資訊調整轉速和流量。In addition, the battery thermal management controller can control the operation of the heater 531 and the heater 532 and adjust the heating power of the heater through CAN communication. Still taking the first battery 61 as an example, when the heater 531 receives the After the battery heating function is activated, the work is started. The battery thermal management controller immediately sends the battery heating power demand, and the heater 531 adjusts the output power according to the heating power demand. At the same time, the battery thermal management controller can also control the working state of the pump through CAN communication, so as to control the flow rate and flow direction of the battery medium. After receiving the startup information of the pump 511 sent by the battery thermal management controller, it starts to work, and Adjust the speed and flow according to the flow information sent by the battery thermal management controller.

在本發明的一實施例中，幫浦主要用於提供動力，介質容器主要用於儲存介質和接受向溫度調節系統添加的介質，當溫度調節系統中的介質減少時，介質容器中的介質可自動補充。加熱器可以與控制器進行CAN通訊，為車載電池的溫度調節系統提供加熱功率，受控制器控制，加熱器可以設置在介質容器與第一溫度感測器之間任意位置。即加熱器不直接與電池接觸，具有較高的安全性、可靠性和實用性。In an embodiment of the present invention, the pump is mainly used to provide power, and the medium container is mainly used to store the medium and receive the medium added to the temperature adjustment system. When the medium in the temperature adjustment system is reduced, the medium in the medium container may be Automatic replenishment. The heater can communicate with the controller through CAN to provide heating power for the temperature regulation system of the vehicle battery. Controlled by the controller, the heater can be set at any position between the medium container and the first temperature sensor. That is, the heater is not in direct contact with the battery, and has high safety, reliability and practicality.

具體地，第一電池61和第二電池62不關聯並聯。當第一電池61的溫度高於設定值，而第二電池62的溫度未高於設定值時，啟動電池冷卻功能，此時第二電子閥431開啟，第二電子閥432關閉，電池冷卻管道內的介質迴圈方向為：換熱器411—加熱器531（關閉）—幫浦511—第一溫度感測器551—第一電池61—第二溫度感測器561—流速感測器571—介質容器521—換熱器411。當第二電池62的溫度高於設定值，且第一電池的61的溫度未高於設定值時，啟動電池冷卻功能，此時第二電子閥432開啟，第二電子閥431關閉，電池冷卻管道內的介質迴圈方向為：換熱器412—加熱器532（關閉）—幫浦512—第一溫度感測器552—第二電池62—第二溫度感測器562—流速感測器572—介質容器522—換熱器412。當第一電池61的溫度和第二電池62的溫度均高於設定值時，此時第二電子閥431和第二電子閥432均開啟，電池冷卻管道內的介質迴圈方向分別為：換熱器411—加熱器531（關閉）—幫浦511—第一溫度感測器551—第一電池61—第二溫度感測器561—流速感測器571—介質容器521—換熱器411；換熱器412—加熱器532（關閉）—幫浦512—第一溫度感測器552—第二電池62—第二溫度感測器562—流速感測器572—介質容器522—換熱器412。Specifically, the first battery 61 and the second battery 62 are not connected in parallel. When the temperature of the first battery 61 is higher than the set value and the temperature of the second battery 62 is not higher than the set value, the battery cooling function is started. At this time, the second electronic valve 431 is opened, the second electronic valve 432 is closed, and the battery cooling pipe is The direction of the medium loop inside is: heat exchanger 411-heater 531 (off)-pump 511-first temperature sensor 551-first battery 61-second temperature sensor 561-flow rate sensor 571 — Medium container 521 — Heat exchanger 411. When the temperature of the second battery 62 is higher than the set value, and the temperature of the first battery 61 is not higher than the set value, the battery cooling function is started. At this time, the second electronic valve 432 is opened, the second electronic valve 431 is closed, and the battery is cooled. The direction of the media loop in the pipeline is: heat exchanger 412—heater 532 (off) —pump 512—first temperature sensor 552—second battery 62—second temperature sensor 562—flow rate sensor 572—media container 522—heat exchanger 412. When the temperature of the first battery 61 and the temperature of the second battery 62 are both higher than the set value, the second electronic valve 431 and the second electronic valve 432 are both opened at this time, and the media loop directions in the battery cooling pipe are: Heater 411-Heater 531 (Off)-Pump 511-First temperature sensor 551-First battery 61-Second temperature sensor 561-Flow rate sensor 571-Medium container 521-Heat exchanger 411 Heat exchanger 412—heater 532 (off) —pump 512—first temperature sensor 552—second battery 62—second temperature sensor 562—flow rate sensor 572—medium container 522—heat exchange器 412.

當第一電池61的溫度低於設定值時，啟動電池加熱功能，第二電子閥431關閉，加熱器531啟動，電池冷卻管道內的介質流動方向為：換熱器411—加熱器531（啟動）—幫浦511—第一溫度感測器551—第一電池61—第二溫度感測器561—流速感測器571—介質容器521—換熱器411。當第一電池62的溫度低於設定值時，啟動電池加熱功能，第二電子閥432關閉，加熱器532啟動，電池冷卻管道內的介質流動方向為：換熱器412—加熱器532（啟動）—幫浦512—第一溫度感測器552—第二電池62—第二溫度感測器562—流速感測器572—介質容器522—換熱器412。When the temperature of the first battery 61 is lower than the set value, the battery heating function is activated, the second electronic valve 431 is closed, the heater 531 is activated, and the medium flow direction in the battery cooling pipe is: heat exchanger 411-heater 531 (start ) —Bangpu 511—the first temperature sensor 551—the first battery 61—the second temperature sensor 561—the flow rate sensor 571—the medium container 521—the heat exchanger 411. When the temperature of the first battery 62 is lower than the set value, the battery heating function is activated, the second electronic valve 432 is closed, the heater 532 is activated, and the medium flow direction in the battery cooling pipe is: heat exchanger 412-heater 532 (start ) —Bangpu 512—first temperature sensor 552—second battery 62—second temperature sensor 562—flow rate sensor 572—medium container 522—heat exchanger 412.

下面結合具體實施例描述電池溫度調節模組5如何獲取電池6的溫度調節需求功率P1和溫度調節實際功率P2。以第一電池61為例。The following describes how the battery temperature adjustment module 5 obtains the temperature adjustment required power P1 and the temperature adjustment actual power P2 of the battery 6 with reference to specific embodiments. Take the first battery 61 as an example.

根據本發明的一實施例，電池管理控制器用於獲取電池的溫度調節需求功率具體包括：獲取電池開啟溫度調節時的第一參數，並根據第一參數產生第一溫度調節需求功率，以及獲取電池在溫度調節時的第二參數，並根據第二參數產生第二溫度調節需求功率，並根據第一溫度調節需求功率和第二溫度調節需求功率產生溫度調節需求功率P1。According to an embodiment of the present invention, the battery management controller for obtaining the temperature adjustment required power of the battery specifically includes: obtaining a first parameter when the battery is turned on for temperature adjustment, generating the first temperature adjustment required power according to the first parameter, and obtaining the battery The second parameter during temperature adjustment generates a second temperature adjustment required power according to the second parameter, and generates a temperature adjustment required power P1 according to the first temperature adjustment required power and the second temperature adjustment required power.

進一步地，根據本發明的一實施例，第一參數為電池開啟溫度調節時的初始溫度和目標溫度以及從初始溫度達到目標溫度的目標時間，控制器獲取初始溫度和目標溫度之間的第一溫度差，並根據第一溫度差和目標時間產生第一溫度調節需求功率。Further, according to an embodiment of the present invention, the first parameter is an initial temperature and a target temperature when the battery is turned on and adjusted, and a target time from when the initial temperature reaches the target temperature, and the controller obtains a first value between the initial temperature and the target temperature. The temperature difference generates a first temperature adjustment demand power according to the first temperature difference and the target time.

更進一步地，根據本發明的一實施例，電池管理控制器可通過以述公式（1）產生第一溫度調節需求功率： ΔT1 *C*M/t （1） 其中，ΔT1 為初始溫度和目標溫度之間的第一溫度差，t為目標時間，C為電池的比熱容，M為電池的品質。Furthermore, according to an embodiment of the present invention, the battery management controller can generate the first required power for temperature adjustment by using the formula (1): ΔT 1 * C * M / t (1) where ΔT 1 is the initial temperature The first temperature difference from the target temperature, t is the target time, C is the specific heat capacity of the battery, and M is the quality of the battery.

第二參數為電池在預設時間內的平均電流I，電池管理控制器通過下述公式（2）產生第二溫度調節需求功率： I2 *R （2） 其中，I為平均電流，R為電池的內阻。The second parameter is the average current I of the battery within a preset time, and the battery management controller generates the second temperature adjustment required power through the following formula (2): I 2 * R (2) where I is the average current and R is Internal resistance of the battery.

根據本發明的一實施例，電池熱管理控制器根據入口溫度和出口溫度產生第二溫度差，並根據第二溫度差和流速產生溫度調節實際功率P2。According to an embodiment of the present invention, the battery thermal management controller generates a second temperature difference according to the inlet temperature and the outlet temperature, and generates a temperature adjustment actual power P2 according to the second temperature difference and the flow rate.

進一步地，根據本發明的一實施例，電池熱管理控制器可通過以下公式（3）獲取溫度調節實際功率： ΔT2 *c*m （3） 其中，ΔT2 為第一溫度與第二溫度之間的差值，c為流路中介質的比熱容，m為單位時間內流過流路的橫截面的介質品質，其中，m=v*ρ*s，v為介質的流速，ρ為介質的密度，s為流路的橫截面積。Further, according to an embodiment of the present invention, the battery thermal management controller may obtain the temperature-regulated actual power through the following formula (3): ΔT 2 * c * m (3) where ΔT 2 is the first temperature and the second temperature The difference between them, c is the specific heat capacity of the medium in the flow path, m is the quality of the medium flowing through the cross section of the flow unit per unit time, where m = v * ρ * s, v is the flow velocity of the medium, and ρ is the medium Density, s is the cross-sectional area of the flow path.

另外，流速感測器還可由流量感測器替代，m=Q*ρ，Q為流量感測器測得的單位時間內流經流路橫截面積的介質流量。In addition, the flow rate sensor can also be replaced by a flow rate sensor, m = Q * ρ, where Q is the flow rate of the medium flowing through the cross-sectional area of the flow path per unit time measured by the flow rate sensor.

具體地，車輛通電後，電池管理控制器判斷車輛是否需要進行溫度調節，如果判斷車輛需要溫度調節，例如，第一電池61的溫度過高，則通過CAN通訊向車載空調控制器發送開啟溫度調節功能的資訊，車載空調控制器開啟溫度調節功能後發送熱交換資訊給電池熱管理控制器，同時車載控制器控制第二電子閥431開啟，電池熱管理控制器控制幫浦511以默認轉速（如低轉速）開始工作。Specifically, after the vehicle is powered on, the battery management controller determines whether the vehicle needs temperature adjustment. If it is determined that the vehicle needs temperature adjustment, for example, the temperature of the first battery 61 is too high, it sends an on-temperature adjustment to the vehicle air-conditioning controller through CAN communication. Function information. After the vehicle air-conditioning controller turns on the temperature adjustment function, it sends heat exchange information to the battery thermal management controller. At the same time, the vehicle controller controls the second electronic valve 431 to open. The battery thermal management controller controls the pump 511 at the default speed (such as (Low speed).

同時，電池管理控制器獲取第一電池61的初始溫度（即當前溫度）、目標溫度和從初始溫度達到目標溫度的目標時間t，其中，目標溫度和目標時間t可以根據實際情況進行預設，並根據上述公式（1）計算出電池的第一溫度調節需求功率。電池管理控制器還獲取第一電池61在預設時間內的平均電流I，並根據公式（2）計算電池的第二溫度調節需求功率。然後，電池管理控制器根據第一電池61的第一溫度調節需求功率和第二溫度調節需求功率計算溫度調節需求功率P1（即將第一電池61的溫度在目標時間內調節至目標溫度的需求功率），其中，當對第一電池61進行冷卻時，P1=ΔT1 *C*M/t+I2 *R，當對第一電池61進行加熱時，P1=ΔT1 *C*M/t-I2 *R。At the same time, the battery management controller obtains the initial temperature (ie, the current temperature), the target temperature, and the target time t of the first battery 61 reaching the target temperature from the initial temperature. The target temperature and the target time t can be preset according to actual conditions. The first temperature adjustment required power of the battery is calculated according to the above formula (1). The battery management controller also obtains the average current I of the first battery 61 within a preset time, and calculates the second temperature adjustment required power of the battery according to formula (2). Then, the battery management controller calculates the temperature adjustment required power P1 according to the first temperature adjustment required power and the second temperature adjustment required power of the first battery 61 (that is, the temperature of the first battery 61 is adjusted to the target temperature required power within the target time). ), Where the first battery 61 is cooled, P1 = ΔT 1 * C * M / t + I 2 * R, and when the first battery 61 is heated, P1 = ΔT 1 * C * M / tI 2 * R.

並且，電池熱管理控制器獲取第一溫度感測器551和第二溫度感測器561檢測溫度資訊，並獲取流速感測器571檢測的流速資訊，根據上述公式（3）計算出第一電池61的溫度調節實際功率P2。In addition, the battery thermal management controller acquires temperature information detected by the first temperature sensor 551 and the second temperature sensor 561, and acquires flow velocity information detected by the flow velocity sensor 571, and calculates the first battery according to the above formula (3). The temperature of 61 regulates the actual power P2.

最後，車載空調控制器根據第一電池61的溫度調節需求功率P1、溫度調節實際功率P2控制壓縮機的輸出功率及第二膨脹閥421的開度，可選擇地，電池熱管理控制器調節幫浦511的轉速。如，若溫度調節需求功率P1大於溫度調節實際功率P2時，則根據溫度調節需求功率P1和溫度調節實際功率P2的差值，增加壓縮機的功率及增大第二膨脹閥421的開度，可選擇地增加幫浦511的轉速；若溫度調節需求功率P1小於溫度調節實際功率P2時，則根據溫度調節需求功率P1和溫度調節實際功率P2的差值，減小壓縮機的功率及減小第二膨脹閥421的開度，可選擇地減小幫浦511的轉速。Finally, the vehicle air-conditioning controller controls the output power of the compressor and the opening degree of the second expansion valve 421 according to the temperature-adjusted demand power P1 of the first battery 61 and the actual temperature-adjusted power P2. Optionally, the battery thermal management controller adjusts the help Speed of Pu 511. For example, if the temperature adjustment required power P1 is greater than the temperature adjustment actual power P2, according to the difference between the temperature adjustment required power P1 and the temperature adjustment actual power P2, the power of the compressor is increased and the opening degree of the second expansion valve 421 is increased. Optionally, increase the speed of pump 511; if the temperature adjustment required power P1 is less than the temperature adjustment actual power P2, then the difference between the temperature adjustment required power P1 and the temperature adjustment actual power P2 is used to reduce the power of the compressor and reduce The opening degree of the second expansion valve 421 can selectively reduce the rotation speed of the pump 511.

舉例說明，由上述實施例可知，溫度調節需求功率P1由兩部分組成，當第一電池61需要冷卻時，假設第一電池61初始溫度為45℃，目標溫度為35℃，則電池從45℃下降到35℃需要散發的熱量是固定，通過上述公式（1）即ΔT1 *C*M/t直接計算可以獲得，即第一溫度調節需求功率。同時，第一電池61在冷卻過程中，存在放電和充電過程，此過程會產生熱量，由於第一電池61的放電或者是充電電流是變化的，這部分的熱量也可以通過檢測電池的平均電流I直接獲得，通過上述公式（2）即I2 *R，直接計算出當前第一電池61的發熱功率，即第二溫度調節需求功率。本發明的冷卻完成時間是基於目標時間t設定的（t可以根據使用者需求或者是車輛實際設計情況改變）。在確定了冷卻完成所需要的目標時間t後，就可以預估出當前第一電池61冷卻需要的溫度調節需求功率P1，P1=ΔT1 *C*M/t+I2 *R。而如果是加熱功能啟動，則溫度調節需求功率P1=ΔT1 *C*M/t-I2 *R，即在第一電池61在加熱過程中，第一電池61的放電或者充電電流越大，所需要的加熱功率即溫度調節需求功率P1越小。For example, according to the foregoing embodiment, it can be known that the power demand for temperature adjustment P1 is composed of two parts. When the first battery 61 needs to be cooled, assuming that the initial temperature of the first battery 61 is 45 ° C and the target temperature is 35 ° C, the battery is from 45 ° C. The heat that needs to be lowered to 35 ° C is fixed. It can be obtained by directly calculating ΔT 1 * C * M / t in the above formula (1), that is, the first temperature adjustment required power. At the same time, during the cooling process of the first battery 61, there is a discharge and charging process, which generates heat. Since the discharge or charging current of the first battery 61 changes, this part of the heat can also be detected by detecting the average current of the battery. I is directly obtained, and through the above formula (2), that is, I 2 * R, directly calculates the current heating power of the first battery 61, that is, the second temperature adjustment required power. The cooling completion time of the present invention is set based on the target time t (t can be changed according to user needs or the actual design situation of the vehicle). After the target time t required to complete the cooling is determined, the current required power P1 for temperature adjustment required for cooling of the first battery 61 can be estimated, P1 = ΔT 1 * C * M / t + I 2 * R. And if the heating function is started, the temperature adjustment required power P1 = ΔT 1 * C * M / tI 2 * R, that is, during the heating process of the first battery 61, the larger the discharge or charging current of the first battery 61, the The smaller the required heating power, namely the temperature-adjusted power P1, is required.

下面將結合具體地實施例描述車載空調控制器如何根據根據每一電池6的溫度調節需求功率P1和溫度調節實際功率P2對電池6的溫度進行調節。根據本發明的一實施例，電池管理控制器，還用於獲取電池的溫度，在電池的溫度大於第一溫度臨界值時，溫度調節系統進入冷卻模式，以及在電池的溫度小於第二溫度臨界值時，溫度調節系統進入加熱模式，其中，第一溫度臨界值大於第二溫度臨界值。The following describes how the vehicle air-conditioning controller adjusts the temperature of the battery 6 according to the required power P1 and the temperature-adjusted actual power P2 according to the temperature of each battery 6 in combination with specific embodiments. According to an embodiment of the present invention, the battery management controller is further configured to obtain a temperature of the battery. When the temperature of the battery is greater than a first temperature threshold, the temperature adjustment system enters a cooling mode, and when the temperature of the battery is less than the second temperature threshold. The temperature adjustment system enters a heating mode, where the first temperature critical value is greater than the second temperature critical value.

具體地，仍以第一電池61為例。車輛通電後，電池管理控制器即時檢測第一電池61的溫度，並對其進行判斷。如果第一電池61的溫度高於40℃，說明此時第一電池61的溫度過高，為避免高溫對該第一電池61的性能產生影響，需要對第一電池61進行降溫處理，控制溫度調節系統進入冷卻模式，並發送電池冷卻功能啟動資訊給車載空調控制器。車載空調控制器在接收到電池冷卻功能啟動資訊後控制第二電子閥431開啟，以使介質與第一電池61進行熱交換以降低第一電池61的溫度。如第3圖所示，當溫度調節系統工作在冷卻模式時，第一電池61所在迴路中對應的第一管道和第二管道中介質的流動方向分別為：壓縮機1—冷凝器2—第二電子閥431—第二膨脹閥421—換熱器411—壓縮機1；換熱器411—加熱器531（關閉）—幫浦511—第一溫度感測器551—第一電池61—第二溫度感測器561—流速感測器571—介質容器521—換熱器411，如此迴圈，在換熱器411處換熱，實現第一電池61的降溫。Specifically, the first battery 61 is still taken as an example. After the vehicle is powered on, the battery management controller immediately detects the temperature of the first battery 61 and judges it. If the temperature of the first battery 61 is higher than 40 ° C, it means that the temperature of the first battery 61 is too high at this time. In order to avoid the high temperature affecting the performance of the first battery 61, the first battery 61 needs to be cooled to control the temperature. The regulation system enters the cooling mode and sends the battery cooling function activation information to the vehicle air-conditioning controller. The vehicle air-conditioning controller controls the second electronic valve 431 to open after receiving the battery cooling function activation information, so that the medium performs heat exchange with the first battery 61 to reduce the temperature of the first battery 61. As shown in Figure 3, when the temperature adjustment system is operating in the cooling mode, the flow directions of the medium in the first and second pipes corresponding to the circuit where the first battery 61 is located are: compressor 1-condenser 2- Two electronic valves 431—second expansion valve 421—heat exchanger 411—compressor 1; heat exchanger 411—heater 531 (closed) —pump 511—first temperature sensor 551—first battery 61— The second temperature sensor 561-the flow rate sensor 571-the medium container 521-the heat exchanger 411, and in this way, heat is exchanged at the heat exchanger 411 to achieve the temperature reduction of the first battery 61.

而如果第一電池61的溫度低於0℃，說明此時第一電池61的溫度過低，為避免低溫對第一電池61的性能產生影響，需要對第一電池61進行升溫處理，電池管理控制器控制溫度調節系統進入加熱模式，並發送電池加熱功能啟動資訊至車載空調控制器。車載空調控制器在接收到電池加熱功能啟動資訊後控制第二電子閥431關閉，同時電池熱管理控制器控制加熱器531開啟，以為溫度調節系統提供加熱功率。當溫度調節系統工作在加熱模式時，第一電池61中介質的流動方向為：換熱器411—加熱器531（開啟）—幫浦511—第一溫度感測器551—第一電池61—第二溫度感測器561—流速感測器571—介質容器521—換熱器411，如此迴圈，實現第一電池61的升溫。If the temperature of the first battery 61 is lower than 0 ° C, it means that the temperature of the first battery 61 is too low at this time. In order to prevent the low temperature from affecting the performance of the first battery 61, the temperature of the first battery 61 needs to be increased. Battery management The controller controls the temperature adjustment system to enter the heating mode, and sends the battery heating function activation information to the vehicle air-conditioning controller. The vehicle air-conditioning controller controls the second electronic valve 431 to close after receiving the battery heating function activation information, and the battery thermal management controller controls the heater 531 to turn on to provide heating power for the temperature adjustment system. When the temperature adjustment system works in the heating mode, the flow direction of the medium in the first battery 61 is: heat exchanger 411-heater 531 (on)-pump 511-first temperature sensor 551-first battery 61- The second temperature sensor 561-the flow rate sensor 571-the medium container 521-the heat exchanger 411, and in this way, the temperature of the first battery 61 is raised.

進一步地，根據本發明的一實施例，車載空調控制器在該溫度調節需求功率大於溫度調節實際功率時，獲取溫度調節需求功率和溫度調節實際功率之間的功率差，當為冷卻模式時，車載空調控制器根據功率差增加用於冷卻電池的壓縮機的功率和閥的開度中至少一者，以及在溫度調節需求功率小於或等於溫度調節實際功率時，減小/保持電池的壓縮機的功率和閥的開度中至少一者。當為加熱模式時，電池熱管理控制器根據功率差增加用於加熱電池的加熱器的功率，以及在溫度調節需求功率小於或等於溫度調節實際功率時，減小/保持加熱器的功率。Further, according to an embodiment of the present invention, when the vehicle air-conditioning controller requires the temperature adjustment required power to be greater than the actual temperature adjustment power, it obtains a power difference between the temperature adjustment required power and the temperature adjustment actual power. When the cooling mode is used, The vehicle air-conditioning controller increases at least one of the power of the compressor for cooling the battery and the opening degree of the valve according to the power difference, and reduces / maintains the compressor of the battery when the power required for temperature adjustment is less than or equal to the actual power for temperature adjustment At least one of the power and the valve opening. When in the heating mode, the battery thermal management controller increases the power of the heater for heating the battery according to the power difference, and reduces / maintains the power of the heater when the power required for temperature adjustment is less than or equal to the actual power for temperature adjustment.

具體地，仍以第一電池為例。當溫度調節系統工作在冷卻模式時，電池管理控制器獲取第一電池61的溫度調節需求功率P1，電池熱管理控制器獲取第一電池61的溫度調節實際功率P2，車載空調控制器根據溫度調節需求功率P1和溫度調節實際功率P2進行判斷。如果第一電池61的溫度調節需求功率P1大於溫度調節實際功率P2，說明如果按照當前的製冷功率或者介質流量，無法在目標時間內完成該第一電池61的降溫，所以，車載空調控制器獲取電池的溫度調節需求功率P1和溫度調節實際功率P2之間的功率差，並根據功率差增加壓縮機1的功率，或者增加電池的介質流量，即增加第二膨脹閥421的開度，以增加該電池的冷卻功率，其中，溫度調節實際功率P1與溫度調節實際功率P2的功率差越大，壓縮機1的功率和該電池的介質流量增加越多，以使該電池的溫度在預設時間t內降低至目標溫度。而如果第一電池61的溫度調節實際功率P1小於或等於溫度調節實際功率P2，車載空調控制器可以保持壓縮機1的功率不變或適當減小壓縮機1的功率，或者減少該電池的介質流量，即減小第二膨脹閥421的開度，以減少電池的冷卻功率。當第一電池61的溫度低於35℃時，則電池6冷卻完成，電池管理控制器通過CAN通訊向車載空調控制器發送關閉溫度調節功能的資訊，車載空調控制器控制第二電子閥431關閉。如果溫度調節系統進入冷卻模式較長時間後，例如1小時後，仍有第一電池61的溫度高於35℃，則車載空調控制器適當增加壓縮機1的功率，以使該電池儘快完成降溫。Specifically, the first battery is still taken as an example. When the temperature adjustment system works in the cooling mode, the battery management controller obtains the temperature adjustment required power P1 of the first battery 61, the battery thermal management controller obtains the actual temperature adjustment power P2 of the first battery 61, and the vehicle air-conditioning controller adjusts according to the temperature The required power P1 and the temperature adjustment actual power P2 are judged. If the temperature adjustment required power P1 of the first battery 61 is greater than the actual temperature adjustment power P2, it means that if the current cooling power or the medium flow rate cannot complete the temperature reduction of the first battery 61 within the target time, the vehicle air-conditioning controller obtains The power difference between the battery temperature adjustment required power P1 and the temperature adjustment actual power P2, and the power of the compressor 1 is increased according to the power difference, or the medium flow rate of the battery is increased, that is, the opening degree of the second expansion valve 421 is increased to increase The cooling power of the battery, wherein the larger the power difference between the temperature-regulated actual power P1 and the temperature-regulated actual power P2, the more the power of the compressor 1 and the medium flow rate of the battery increase, so that the temperature of the battery is at a preset time Reduce to the target temperature within t. And if the temperature-regulated actual power P1 of the first battery 61 is less than or equal to the temperature-regulated actual power P2, the vehicle-mounted air conditioning controller can keep the power of the compressor 1 unchanged or reduce the power of the compressor 1 appropriately, or reduce the medium of the battery The flow rate, that is, the opening degree of the second expansion valve 421 is reduced to reduce the cooling power of the battery. When the temperature of the first battery 61 is lower than 35 ° C, the cooling of the battery 6 is completed. The battery management controller sends information to the vehicle air-conditioning controller to turn off the temperature adjustment function through CAN communication. The vehicle air-conditioning controller controls the second electronic valve 431 to close. . If the temperature adjustment system enters the cooling mode for a long time, for example, after 1 hour, the temperature of the first battery 61 is still higher than 35 ° C, the vehicle air-conditioning controller appropriately increases the power of the compressor 1 so that the battery can cool down as soon as possible. .

當溫度調節系統工作在加熱模式時，電池熱管理控制器獲取電池的P1，電池熱管理控制器獲取電池的溫度調節實際功率P2。如果第一電池61的溫度調節需求功率P1大於溫度調節實際功率P2，說明如果按照當前的加熱功率或者介質流量，無法在目標時間內完成該第一電池61的升溫，所以，電池熱管理控制器獲取該電池的溫度調節需求功率P1和溫度調節實際功率P2之間的功率差，並根據功率差增加用於加熱第一電池61的加熱器531的功率，或者調節增加電池的介質流量，例如可以增幫浦511的轉速，以使該電池可以在目標時間內完成溫度調節。其中，溫度調節需求功率P1和溫度調節實際功率P2的差值越大，加熱器531的功率和該電池迴路的介質流量增加的越多。而如果電池的溫度調節需求功率P1小於或等於溫度調節實際功率P2，電池熱管理控制器可以適當減小加熱器531的功率，或保持加熱器531的功率不變，或者調節減少該電池迴路的介質流量，以減少電池的加熱功率。當第一電池61的溫度高於預設溫度，例如10℃時，第一電池61加熱完成，電池管理控制器通過CAN通訊向電池熱管理控制器發送關閉溫度調節功能的資訊，電池熱管理控制器控制加熱器531關閉。如果溫度調節系統進入加熱模式較長時間後，例如1小時後，仍有第一電池61的溫度低於10℃，則電池熱管理控制器再適當增加加熱器531的功率，以使第一電池61儘快完成升溫。When the temperature adjustment system works in the heating mode, the battery thermal management controller obtains P1 of the battery, and the battery thermal management controller obtains the battery's temperature adjustment actual power P2. If the temperature adjustment required power P1 of the first battery 61 is greater than the actual temperature adjustment power P2, it means that if the current heating power or the medium flow rate cannot be used to complete the temperature rise of the first battery 61 within the target time, the battery thermal management controller Obtain the power difference between the temperature adjustment required power P1 and the temperature adjustment actual power P2 of the battery, and increase the power of the heater 531 for heating the first battery 61 according to the power difference, or adjust to increase the medium flow of the battery. For example, you can Increase the speed of the pump 511 so that the battery can complete temperature adjustment within the target time. The larger the difference between the temperature adjustment required power P1 and the temperature adjustment actual power P2, the more the power of the heater 531 and the medium flow rate of the battery circuit increase. And if the battery temperature adjustment required power P1 is less than or equal to the temperature adjustment actual power P2, the battery thermal management controller can appropriately reduce the power of the heater 531, or keep the power of the heater 531 unchanged, or adjust to reduce the battery circuit's power. Media flow to reduce the heating power of the battery. When the temperature of the first battery 61 is higher than a preset temperature, for example, 10 ° C, the heating of the first battery 61 is completed. The battery management controller sends information to the battery thermal management controller to close the temperature adjustment function through CAN communication. The battery thermal management control The heater control heater 531 is turned off. If the temperature adjustment system enters the heating mode for a long time, for example, after one hour, the temperature of the first battery 61 is still lower than 10 ° C, the battery thermal management controller appropriately increases the power of the heater 531 to make the first battery 61 to complete the heating as soon as possible.

根據本發明的一實施例，在溫度調節需求功率小於或等於溫度調節實際功率時，電池熱管理控制器還用於降低/保持幫浦的轉速，在溫度調節需求功率大於溫度調節實際功率時，電池熱管理控制器還用於提高幫浦的轉速。According to an embodiment of the present invention, when the power required for temperature adjustment is less than or equal to the actual power for temperature adjustment, the battery thermal management controller is further configured to reduce / maintain the speed of the pump. When the power required for temperature adjustment is greater than the actual power for temperature adjustment, The battery thermal management controller is also used to increase the speed of the pump.

具體地，仍以第一電池61為例。當溫度調節系統進入加熱模式或者冷卻模式時，如果第一電池61的溫度調節需求功率P1小於溫度調節實際功率P2，電池熱管理控制器控制幫浦511的轉速降低，以節省電能，或者保持幫浦511的轉速不變。而如果第一電池61的溫度調節需求功率P1大於溫度調節實際功率P2，電池熱管理控制器還用於控制幫浦511的轉速提高，可以增加單位時間內流經冷卻流路橫截面積的介質品質，從而提高電池的溫度調節實際功率P2，以在目標時間t內實現溫度調節。而如果第一電池61的溫度調節需求功率P1等於於溫度調節實際功率P2，那麼控制幫浦511的轉速保持在當前轉速不變即可。Specifically, the first battery 61 is still taken as an example. When the temperature adjustment system enters the heating mode or the cooling mode, if the temperature adjustment required power P1 of the first battery 61 is less than the actual temperature adjustment power P2, the battery thermal management controller controls the rotation speed of the pump 511 to reduce power, or to maintain power The speed of Pu 511 is unchanged. If the temperature adjustment required power P1 of the first battery 61 is greater than the actual temperature adjustment power P2, the battery thermal management controller is also used to control the increase of the rotation speed of the pump 511, which can increase the medium flowing through the cross-sectional area of the cooling channel per unit time Quality, thereby improving the battery's temperature adjustment actual power P2 to achieve temperature adjustment within the target time t. And if the temperature adjustment required power P1 of the first battery 61 is equal to the temperature adjustment actual power P2, then the speed of the control pump 511 may be maintained at the current speed.

需要說明的是，上述實施例均以第一電池為例，同樣地，第二電池的溫度調節原理與第一電池的原理相同，為避免冗長，具體這裡不再贅述。It should be noted that the above embodiments all take the first battery as an example. Similarly, the temperature adjustment principle of the second battery is the same as that of the first battery. To avoid redundancy, the details are not described herein again.

在本發明的一實施例中，如第4圖所示，電池冷卻支路還可包括調節閥。In an embodiment of the present invention, as shown in FIG. 4, the battery cooling branch may further include a regulating valve.

具體地，調節製冷迴路對電池冷卻分支迴路分配的冷卻功率時，車載空調控制器先調節膨脹閥的開度，待調節完成後，車載空調控制器估算各電池冷卻分支支路的製冷功率，確定是否已經調節到位，如果電池冷卻分支支路功率還沒有達到目標值，則繼續調整膨脹閥開度。同時空調根據2個電池之間的溫度情況，通過調控制調節閥，來調節電池冷卻支路401和電池冷卻支路402的冷媒流量，從而調節第一電池61和第二電池62的冷卻功率。車載空調控制器可以根據第一電池61和第二電池62的溫度狀況，控制調節閥441和調節閥442的開度控制第一電池61和第二電池62這兩個冷卻分支支路的介質流量分配，從而達到控制動力第一電池61和第二電池62的溫度均衡。當車輛需要冷卻時，如果第一電池61的溫度比第二電池62的溫度高，則可增大調節閥441的開度，減少調節閥442的開度，當第一電池61和第二電池62的平均溫度相等時，可控制調節閥的開度相同，以保持兩個動力電池組溫度均衡。Specifically, when adjusting the cooling power allocated by the refrigeration circuit to the battery cooling branch circuit, the vehicle air-conditioning controller first adjusts the opening degree of the expansion valve. After the adjustment is completed, the vehicle air-conditioning controller estimates the cooling power of each battery cooling branch and determines Whether it has been adjusted in place, if the power of the battery cooling branch has not reached the target value, then continue to adjust the opening of the expansion valve. At the same time, the air conditioner adjusts the control valve to adjust the refrigerant flow of the battery cooling branch 401 and the battery cooling branch 402 according to the temperature between the two batteries, thereby adjusting the cooling power of the first battery 61 and the second battery 62. The vehicle air-conditioning controller may control the opening of the regulating valve 441 and the regulating valve 442 according to the temperature conditions of the first battery 61 and the second battery 62 to control the medium flow of the two cooling branch branches of the first battery 61 and the second battery 62 Distribution, so as to achieve the temperature equilibrium of the control power of the first battery 61 and the second battery 62. When the vehicle needs to be cooled, if the temperature of the first battery 61 is higher than the temperature of the second battery 62, the opening degree of the regulating valve 441 can be increased and the opening degree of the regulating valve 442 can be reduced. When the average temperature of 62 is equal, the opening degree of the controllable control valve is the same to maintain the temperature balance of the two power battery packs.

可以理解的是，如果單個壓縮機1無法滿足冷卻複數電池時所需的功率，則可設置複數壓縮機1為電池6提供冷卻功率。It can be understood that if a single compressor 1 cannot meet the power required for cooling a plurality of batteries, a plurality of compressors 1 may be set to provide cooling power for the battery 6.

根據本發明的一實施例，如第5圖所示，製冷支路為複數，其中壓縮機可以為複數，且複數壓縮機相互並聯。According to an embodiment of the present invention, as shown in FIG. 5, the refrigeration branch is plural, and the compressors may be plural, and the plural compressors are connected in parallel with each other.

進一步地，該車載空調模組100還包括與複數製冷支路串聯均相連的複數車內冷卻支路，其中，複數壓縮機均與複數電池冷卻支路相連。Further, the vehicle air-conditioning module 100 further includes a plurality of in-vehicle cooling branches connected in series to the plurality of cooling branches, wherein the plurality of compressors are connected to the plurality of battery cooling branches.

更進一步地，壓縮機可包括第一壓縮機11和第二壓縮機12，電池冷卻支路可包括第一電池冷卻支路401和第二電池冷卻支路402，車內冷卻支路可包括第一車內冷卻支路301和第二車內冷卻支路302，系統還包括：連接在第一壓縮機11和第一車內冷卻支路301之間的第一電子閥331，連接在第一壓縮機11和第一電池冷卻支路401之間的第三調節閥443和第二電子閥431，連接在第二壓縮機12和第二車內冷卻支路302之間的第三電子閥332，連接在第二壓縮機12和第二電池卻支路402之間的第二調節閥442和第四電子閥432，連接在第二壓縮機12和第二電子閥431之間的第一調節閥441，連接在第一壓縮機11和第四電子閥432之間的第四調節閥444。Further, the compressor may include a first compressor 11 and a second compressor 12, the battery cooling branch may include a first battery cooling branch 401 and a second battery cooling branch 402, and the in-vehicle cooling branch may include a first An in-vehicle cooling branch 301 and a second in-vehicle cooling branch 302. The system further includes: a first electronic valve 331 connected between the first compressor 11 and the first in-vehicle cooling branch 301, connected to the first A third control valve 443 and a second electronic valve 431 between the compressor 11 and the first battery cooling branch 401, and a third electronic valve 332 connected between the second compressor 12 and the second in-vehicle cooling branch 302 The second regulator valve 442 and the fourth electronic valve 432 connected between the second compressor 12 and the second battery but branch 402, and the first regulator connected between the second compressor 12 and the second electronic valve 431. The valve 441 is a fourth regulating valve 444 connected between the first compressor 11 and the fourth electronic valve 432.

其中，第一電子閥331、第二電子閥431、第三電子閥332和第四電子閥432受車載空調的控制而開通或者關斷。第一膨脹閥321、第二膨脹閥421、第一膨脹閥322和第二膨脹閥422受車載空調的控制，可調節開關的開啟幅度，從而達到控制冷媒流量的作用。第一調節閥441、第二調節閥442、第三調節閥443和第四調節閥444受電車載空調控制，調節閥的開度可根據第一電池61和第二電池62所需的冷卻功率確定，第一調節閥441和第三調節閥443用於控制第一電池61冷卻分支支路的介質流量，第二調節閥442和第四調節閥444用於控制第二電池62冷卻分支支路的介質流量。Among them, the first electronic valve 331, the second electronic valve 431, the third electronic valve 332, and the fourth electronic valve 432 are opened or closed under the control of the vehicle air conditioner. The first expansion valve 321, the second expansion valve 421, the first expansion valve 322, and the second expansion valve 422 are controlled by the vehicle-mounted air conditioner, and the opening range of the switch can be adjusted to achieve the effect of controlling the refrigerant flow rate. The first regulating valve 441, the second regulating valve 442, the third regulating valve 443, and the fourth regulating valve 444 are controlled by the electric vehicle air conditioner. The opening degree of the regulating valve can be determined according to the cooling power required by the first battery 61 and the second battery 62. The first regulating valve 441 and the third regulating valve 443 are used to control the medium flow of the cooling branch of the first battery 61, and the second regulating valve 442 and the fourth regulating valve 444 are used to control the cooling of the branch of the second battery 62. Media flow.

具體地，如第5圖所示，當電池溫度低於設定值時，啟動電池加熱功能，第二電子閥431和第四電子閥432關閉，加熱器啟動，電池冷卻管道內的介質迴圈方向有2個，如下所示為：換熱器411—加熱器531（啟動）—水幫浦511—第一溫度感測器551—第一電池61—第二溫度感測器561—流速感測器571—介質容器521—換熱器411。換熱器412—加熱器532（啟動）—幫浦512—第一溫度感測器552—第二電池62—第二溫度感測器562—流速感測器572—介質容器522—換熱器412。Specifically, as shown in FIG. 5, when the battery temperature is lower than the set value, the battery heating function is started, the second electronic valve 431 and the fourth electronic valve 432 are closed, the heater is started, and the direction of the medium loop in the battery cooling pipe is turned. There are two, as shown below: heat exchanger 411-heater 531 (start)-water pump 511-first temperature sensor 551-first battery 61-second temperature sensor 561-flow rate sensing 571-medium container 521-heat exchanger 411. Heat exchanger 412-heater 532 (start)-pump 512-first temperature sensor 552-second battery 62-second temperature sensor 562-flow rate sensor 572-medium container 522-heat exchanger 412.

在本發明的實施例中，車載空調控制器還檢測車廂內各區域的氣溫，並可根據各區域的氣溫差異，以及系統的熱管理功率需求，調節各製冷迴路對電池冷卻分支迴路的功率分配，從而平衡各區域的氣溫。In the embodiment of the present invention, the vehicle-mounted air-conditioning controller also detects the air temperature in each area of the cabin, and can adjust the power distribution of each cooling circuit to the battery cooling branch circuit according to the temperature difference in each area and the thermal management power requirement of the system. To balance the temperature in each area.

舉例而言，如第6圖所示，假設出風口1和出風口2都由製冷迴路1提供冷卻功率，出風口3和出風口4都由製冷迴路2提供冷卻功率。當電池冷卻功能啟動時，當車載空調控制器檢測到出風口1和出風口2附近的氣溫比出風口3和出風口4所在區域的氣溫高，且相差較大時，車載空調控制器可以控制第二膨脹閥421的開度減少，第一膨脹閥321的開度增大，從而使得製冷迴路1中車內冷卻分支支路301的冷卻功率增加，電池冷卻分支支路401的冷卻功率減少。同時，為了保證電池箱的冷卻功率不變，車載空調控制器還可以控制第一膨脹閥322開度減少，第二膨脹閥422開度增大，從而使得製冷迴路2中車內冷卻分支支路302的冷卻功率減少，電池冷卻分支支路402的冷卻功率增加。這樣使得車廂內各區域的氣溫可實現均衡，同時又可以滿足電池箱的製冷功率需求。For example, as shown in FIG. 6, it is assumed that both the air outlet 1 and the air outlet 2 are provided with cooling power by the refrigeration circuit 1, and the air outlet 3 and the air outlet 4 are provided with cooling power by the refrigeration circuit 2. When the battery cooling function is activated, when the vehicle air-conditioning controller detects that the temperature near the air outlet 1 and the air outlet 2 is higher than the temperature in the area where the air outlet 3 and the air outlet 4 are located, and the difference is large, the vehicle air-conditioning controller can control The opening degree of the second expansion valve 421 decreases and the opening degree of the first expansion valve 321 increases, so that the cooling power of the cooling branch branch 301 in the vehicle in the refrigeration circuit 1 increases, and the cooling power of the battery cooling branch branch 401 decreases. At the same time, in order to ensure that the cooling power of the battery box does not change, the vehicle air-conditioning controller can also control the opening degree of the first expansion valve 322 to decrease and the opening degree of the second expansion valve 422 to increase, so that the cooling branch branch in the vehicle in the refrigeration circuit 2 The cooling power of 302 decreases, and the cooling power of the battery cooling branch branch 402 increases. In this way, the temperature in each area of the cabin can be balanced, and at the same time, the cooling power requirements of the battery box can be met.

作為一具體示例，當車廂內的各出風口附近所在區域的溫度差異較大時，需要調節車內冷卻分支支路的製冷量分配，此時可通過調節第一膨脹閥321、第二膨脹閥421、第一膨脹閥322和第二膨脹閥422的開度，達到重新分配車內冷卻分支支路和電池冷卻分支支路的製冷功率分配。調節製冷迴路1和製冷迴路2對電池冷卻分支支路分配的冷卻功率時，車載空調控制器先調節膨脹閥的開度，待調節完成後，車載空調估算各電池冷卻分支支路的製冷功率，確定是否已經調節到位，如果電池冷卻分支迴路功率還沒有達到目標值，則繼續調整膨脹閥開度。同時空調根據2個電池組之間的溫度情況，通過控制調節閥，來調節電池冷卻支路401和電池冷卻支路402的冷媒流量，從而調節第一電池61和第二電池62的冷卻功率。車載空調控制器還可以根據第一電池61和第二電池62的電池溫度狀況，控制第一調節閥441、第二調節閥442、第三調節閥443和第四調節閥444的開度控制第一電池61和第二電池62這兩個冷卻分支迴路的介質流量分配，從而達到控制第一電池61和第二電池62的電池溫度均衡。當車輛需要冷卻時，如果動第一電池61的溫度比第二電池62的溫度高，則可增大第一調節閥441和第三調節閥443的開度，減少第二調節閥442和第四調節閥444的開度，當第一電池61和第二電池62的平均溫度相等時，可控制調節閥的開度相同，以保持兩個動力電池組溫度均衡。As a specific example, when the temperature difference in the area near each air outlet in the cabin is large, it is necessary to adjust the cooling capacity distribution of the cooling branch branch in the cabin. At this time, the first expansion valve 321 and the second expansion valve can be adjusted. 421. The openings of the first expansion valve 322 and the second expansion valve 422 achieve the redistribution of the cooling power distribution in the vehicle cooling branch branch and the battery cooling branch branch. When adjusting the cooling power allocated by the refrigeration circuit 1 and the refrigeration circuit 2 to the battery cooling branch branch, the vehicle air-conditioning controller first adjusts the opening degree of the expansion valve. After the adjustment is completed, the vehicle air conditioner estimates the cooling power of each battery cooling branch branch. Determine whether it has been adjusted in place. If the battery cooling branch circuit power has not reached the target value, continue to adjust the expansion valve opening. At the same time, the air conditioner adjusts the refrigerant flow of the battery cooling branch 401 and the battery cooling branch 402 by controlling the regulating valve according to the temperature between the two battery packs, thereby adjusting the cooling power of the first battery 61 and the second battery 62. The vehicle air-conditioning controller may also control the opening degrees of the first, second, and third control valves 441, 442, 443, and 444 according to the battery temperature conditions of the first and second batteries 61 and 62. The medium flow distribution of the two cooling branch circuits of the first battery 61 and the second battery 62 is distributed, so as to control the battery temperature balance of the first battery 61 and the second battery 62. When the vehicle needs to be cooled, if the temperature of the first battery 61 is higher than the temperature of the second battery 62, the openings of the first regulating valve 441 and the third regulating valve 443 can be increased, and the second regulating valve 442 and the first regulating valve 442 can be reduced. When the openings of the four regulating valves 444 are equal, when the average temperatures of the first battery 61 and the second battery 62 are equal, the openings of the regulating valves can be controlled to keep the temperature of the two power battery packs balanced.

需要說明的是，第5圖所示的車載電池的溫度調節系統中未披露的細節，請參照第1圖所示的車載電池的溫度調節系統中所披露的細節，為避免冗長，這裡不再詳述。It should be noted that, for details not disclosed in the temperature regulation system of the vehicle battery shown in FIG. 5, please refer to the details disclosed in the temperature regulation system of the vehicle battery shown in FIG. 1. To avoid redundancy, no longer here Elaborate.

第7圖是根據本發明第五個實施例的車載電池的溫度調節系統的結構示意圖。如第7圖所示，該車載電池的溫度調節系統可包括：複數製冷支路，複數電池冷卻支路和複數車內冷卻支路通過一通路相連。FIG. 7 is a schematic structural diagram of a temperature adjustment system of a vehicle battery according to a fifth embodiment of the present invention. As shown in FIG. 7, the temperature regulation system of the vehicle battery may include a plurality of cooling branches, a plurality of battery cooling branches and a plurality of in-vehicle cooling branches connected through a passage.

相較於第5圖所示的系統，主要是兩個壓縮機的製冷迴路共用一冷凝器，且兩個壓縮機分配到車內冷卻支路301、電池冷卻支路401、車內冷卻支路302和電池冷卻支路402的冷媒流量分別由第一膨脹閥321、第二膨脹閥421、第一膨脹閥322和第二膨脹閥422進行調節分配，從而控制個冷卻迴路的冷卻功率分配。Compared with the system shown in Fig. 5, the refrigeration circuit of the two compressors mainly shares a condenser, and the two compressors are distributed to the interior cooling branch 301, the battery cooling branch 401, and the interior cooling branch. The refrigerant flows 302 and the battery cooling branch 402 are adjusted and distributed by the first expansion valve 321, the second expansion valve 421, the first expansion valve 322, and the second expansion valve 422, respectively, so as to control the cooling power distribution of each cooling circuit.

需要說明的是，第7圖所示的車載電池的溫度調節系統的工作原理和第5圖所示的車載電池的溫度調節系統的工作原理相同，這裡不再詳述。It should be noted that the working principle of the temperature regulation system of the vehicle battery shown in FIG. 7 is the same as the working principle of the temperature regulation system of the vehicle battery shown in FIG. 5, which will not be described in detail here.

第8圖是根據本發明第六個實施例的車載電池的溫度調節系統的結構示意圖。如第8圖所示，相較於第5圖所示的系統，主要是兩個壓縮機的製冷迴路共用一冷凝器2和第一膨脹閥31，且兩個壓縮機分配到車內冷卻支路301、電池冷卻支路401、車內冷卻支路302和電池冷卻支路402的冷媒流量分別由第三調節閥443、第一調節閥441、第四調節閥444和第二調節閥442進行調節分配，從而控制個冷卻支路的冷卻功率分配。FIG. 8 is a schematic structural diagram of a temperature adjustment system of a vehicle battery according to a sixth embodiment of the present invention. As shown in Fig. 8, compared to the system shown in Fig. 5, the refrigeration circuit of the two compressors mainly shares a condenser 2 and a first expansion valve 31, and the two compressors are distributed to the cooling branch in the vehicle. The refrigerant flow rate of the circuit 301, the battery cooling branch 401, the interior cooling branch 302, and the battery cooling branch 402 is performed by the third regulating valve 443, the first regulating valve 441, the fourth regulating valve 444, and the second regulating valve 442, respectively. Adjust the distribution to control the cooling power distribution of each cooling branch.

第9圖是根據本發明第七個實施例的車載電池的溫度調節系統中半導體換熱模組正向供電時的結構示意圖。如第9圖所示，該車載電池的溫度調節系統可包括：複數壓縮機、複數車內冷卻支路、複數電池冷卻支路、複數電池溫度調節模組。FIG. 9 is a schematic structural diagram of a semiconductor heat exchanger module in a forward power supply in a temperature adjustment system for a vehicle battery according to a seventh embodiment of the present invention. As shown in FIG. 9, the temperature regulation system of the vehicle battery may include a plurality of compressors, a plurality of internal cooling branches, a plurality of battery cooling branches, and a plurality of battery temperature adjustment modules.

根據本發明的一實施例，如第9圖和第10圖所示，電池冷卻支路可包括第一電池冷卻支路401和第二電池冷卻支路402，電池溫度調節模組可包括第一電池溫度調節模組501和第二電池溫度調節模組502，系統還可包括：設置在第一電池溫度調節模組501之中的第一三通閥581，第一三通閥581的第一端與第一電池冷卻支路401中換熱器411的第一端相連，第一三通閥581的第二端與加熱器531相連，第一三通閥581的第三端與半導體換熱模組7的半導體發熱端74或換熱器的第一通道相連。設置在第一電池溫度調節模組501之中的第二三通閥582，第二三通閥582的第一端與第一電池冷卻支路401中換熱器411的第二端相連，第二三通閥582的第二端與介質容器521相連，第二三通閥582的第三端與半導體換熱模組7的半導體發熱端74或換熱器的第一通道相連。設置在第二電池溫度調節模組502之中的第三三通閥583，第三三通閥583的第一端與第二電池冷卻支路402中換熱器412的第一端相連，第三三通閥583的第二端與加熱器532相連，第三三通閥583的第三端與半導體換熱模組7的半導體冷卻端73或換熱器的第二通道相連。設置在第二電池溫度調節模組502之中的第四三通閥584，第四三通閥584的第一端與第二電池冷卻支路402中換熱器412的第二端相連，第四三通閥584的第二端與介質容器522相連，第四三通閥584的第三端與半導體換熱模組7的半導體冷卻端73或換熱器的第二通道相連。According to an embodiment of the present invention, as shown in FIGS. 9 and 10, the battery cooling branch may include a first battery cooling branch 401 and a second battery cooling branch 402, and the battery temperature adjustment module may include a first The battery temperature adjustment module 501 and the second battery temperature adjustment module 502, and the system may further include a first three-way valve 581 and a first three-way valve 581 provided in the first battery temperature adjustment module 501. Is connected to the first end of the heat exchanger 411 in the first battery cooling branch 401, the second end of the first three-way valve 581 is connected to the heater 531, and the third end of the first three-way valve 581 is connected to the semiconductor for heat exchange The semiconductor heating end 74 of the module 7 or the first channel of the heat exchanger is connected. The second three-way valve 582 provided in the first battery temperature adjustment module 501. The first end of the second three-way valve 582 is connected to the second end of the heat exchanger 411 in the first battery cooling branch 401. The second end of the two-way valve 582 is connected to the medium container 521, and the third end of the second three-way valve 582 is connected to the semiconductor heating end 74 of the semiconductor heat exchange module 7 or the first channel of the heat exchanger. The third three-way valve 583 is provided in the second battery temperature adjustment module 502. The first end of the third three-way valve 583 is connected to the first end of the heat exchanger 412 in the second battery cooling branch 402. The second end of the three-way valve 583 is connected to the heater 532, and the third end of the third three-way valve 583 is connected to the semiconductor cooling end 73 of the semiconductor heat exchange module 7 or the second channel of the heat exchanger. A fourth three-way valve 584 provided in the second battery temperature adjustment module 502. The first end of the fourth three-way valve 584 is connected to the second end of the heat exchanger 412 in the second battery cooling branch 402. The second end of the four-way three-way valve 584 is connected to the medium container 522, and the third end of the fourth three-way valve 584 is connected to the semiconductor cooling end 73 of the semiconductor heat exchange module 7 or the second channel of the heat exchanger.

進一步地，根據本發明的一實施例，該系統還可包括：第一風扇71和第二風扇72，其中，第一風扇71與半導體冷卻端相連，第二風扇72與半導體發熱端相連。Further, according to an embodiment of the present invention, the system may further include a first fan 71 and a second fan 72, wherein the first fan 71 is connected to the semiconductor cooling end and the second fan 72 is connected to the semiconductor heating end.

具體地，複數壓縮機不關聯，且複數電池不關聯。當電池冷卻功能啟動時，電池冷卻分支支路401的冷媒流動方向為：壓縮機11—冷凝器21—第二電子閥431—第二膨脹閥421—換熱器411—壓縮機11。電池冷卻分支支路402的冷媒流動方向為：壓縮機12—冷凝器22—第四電子閥432—第二膨脹閥422—換熱器412—壓縮機12。Specifically, the plurality of compressors are not associated, and the plurality of batteries are not associated. When the battery cooling function is activated, the refrigerant flow direction of the battery cooling branch branch 401 is: compressor 11-condenser 21-second electronic valve 431-second expansion valve 421-heat exchanger 411-compressor 11. The refrigerant flow direction of the battery cooling branch branch 402 is: compressor 12-condenser 22-fourth electronic valve 432-second expansion valve 422-heat exchanger 412-compressor 12.

當電池冷卻功能啟動時，每一製冷迴路的冷媒存在2個流動方向，以製冷迴路1為例，車內冷卻分支支路301的冷媒流動方向為：壓縮機11—冷凝器21—第一電子閥331—第一膨脹閥321—蒸發器311—壓縮機11；電池冷卻分支支路401的冷媒流動方向為：壓縮機11—冷凝器21—第二電子閥431—第二膨脹閥421—換熱器411—壓縮機11。製冷迴路2的冷媒流動方向如下所示，車內冷卻分支支路302的冷媒流動方向為：壓縮機12—冷凝器22—第三電子閥332—第一膨脹閥322—蒸發器312—壓縮機12；電池冷卻分支支路402的冷媒流動方向為：壓縮機12—冷凝器22—第四電子閥432—第二膨脹閥422—換熱器412—壓縮機12。When the battery cooling function is activated, there are two flow directions of the refrigerant in each refrigeration circuit. Take refrigeration circuit 1 as an example. The direction of refrigerant flow in the cooling branch branch 301 in the vehicle is: compressor 11-condenser 21-first electronic Valve 331—first expansion valve 321—evaporator 311—compressor 11; the refrigerant flow direction of the battery cooling branch branch 401 is: compressor 11—condenser 21—second electronic valve 431—second expansion valve 421—change Heater 411—compressor 11. The refrigerant flow direction of the refrigeration circuit 2 is shown below. The refrigerant flow direction of the cooling branch branch 302 in the vehicle is: compressor 12-condenser 22-third electronic valve 332-first expansion valve 322-evaporator 312-compressor 12; The refrigerant flow direction of the battery cooling branch branch 402 is: compressor 12-condenser 22-fourth electronic valve 432-second expansion valve 422-heat exchanger 412-compressor 12.

電池冷卻功能沒有啟動時，第二電子閥431和第四電子閥432關閉。當電池冷卻功能啟動時第二電子閥431和第四電子閥432開啟。電池冷卻管道內的介質迴圈方向有2個，如下所示為：換熱器411—第一三通閥581的通道2—加熱器531（關閉）—幫浦511—第一溫度感測器551—第一電池61—第二溫度感測器561—流速感測器571—介質容器521—第二三通閥582的通道2—換熱器411。換熱器412—第三三通閥583的通道2—加熱器532（關閉）—幫浦512—第一溫度感測器552—第二電池62—第二溫度感測器562—流速感測器572—介質容器522—第四三通閥584的通道2—換熱器412。When the battery cooling function is not activated, the second electronic valve 431 and the fourth electronic valve 432 are closed. When the battery cooling function is activated, the second electronic valve 431 and the fourth electronic valve 432 are opened. There are two media loop directions in the battery cooling pipe, as shown below: heat exchanger 411—channel of first three-way valve 581—heater 531 (closed) —pump 511—first temperature sensor 551—the first battery 61—the second temperature sensor 561—the flow rate sensor 571—the medium container 521—the channel 2 of the second three-way valve 582—the heat exchanger 411. Heat exchanger 412-Channel 3 of third three-way valve 583-Heater 532 (closed)-Pump 512-First temperature sensor 552-Second battery 62-Second temperature sensor 562-Flow rate sensing 572-medium container 522-channel 2 of the fourth three-way valve 584-heat exchanger 412.

當電池加熱功能啟動時，電池冷卻管道內的介質迴圈方向有2個。換熱器411—第一三通閥581的通道2—加熱器531（開啟）—幫浦511—第一溫度感測器551—第一電池61—第二溫度感測器561—流速感測器571—介質容器521—第二三通閥582的通道2—換熱器411。換熱器412—第三三通閥583的通道2—加熱器532（開啟）—幫浦512—第一溫度感測器552—第二電池62—第二溫度感測器562—流速感測器572—介質容器522—第四三通閥584的通道2—換熱器412。When the battery heating function is activated, there are two media loop directions in the battery cooling pipe. Heat exchanger 411-Channel 3 of the first three-way valve 581-Heater 531 (open)-Pump 511-First temperature sensor 551-First battery 61-Second temperature sensor 561-Flow rate sensing 571-medium container 521-channel 2 of second three-way valve 582-heat exchanger 411. Heat exchanger 412-Channel 3 of third three-way valve 583-Heater 532 (open)-Pump 512-First temperature sensor 552-Second battery 62-Second temperature sensor 562-Flow rate sensing 572-medium container 522-channel 2 of the fourth three-way valve 584-heat exchanger 412.

當電池溫度均衡功能開啟時，電池冷卻管道內的介質迴圈方向有2個。第一三通閥581的通道1—加熱器531（關閉）—幫浦511—第一溫度感測器551—第一電池61—第二溫度感測器561—流速感測器571—介質容器521—第二三通閥582的通道1—半導體換熱模組7—第一三通閥581的通道1。第三三通閥583的通道1—加熱器532（關閉）—幫浦512—第一溫度感測器552—第二電池62—第二溫度感測器562—流速感測器572—介質容器522—第四三通閥584的通道1—半導體換熱模組7—第三三通閥583的通道1。When the battery temperature equalization function is turned on, there are two media loop directions in the battery cooling pipe. Channel 1 of the first three-way valve 581-heater 531 (closed)-pump 511-first temperature sensor 551-first battery 61-second temperature sensor 561-flow rate sensor 571-medium container 521—channel 1 of the second three-way valve 582—semiconductor heat exchange module 7—channel 1 of the first three-way valve 581. Channel 1 of the third three-way valve 583-heater 532 (closed)-pump 512-first temperature sensor 552-second battery 62-second temperature sensor 562-flow rate sensor 572-medium container 522—channel 1 of the fourth three-way valve 584—semiconductor heat exchange module 7—channel 1 of the third three-way valve 583.

當兩個電池之間存在較大溫差時，半導體換熱模組7進入電池溫度均衡工作模式。半導體冷卻端73接入電池溫度較高的電池的水冷迴路，半導體發熱端74接入到電池溫度較低的電池的水冷迴路中，對溫度較高的電池進行冷卻，對溫度較低的電池進行加熱，使得溫度較高的電池與溫度較低電池之間進行熱量交換，半導體換熱模組7提高了電池之間的換熱速率。例如，如第9圖所示，第一電池61的溫度較低，第二電池62的溫度較高，且溫度差異超過設定值，則半導體發熱端74接入第一電池61的迴圈迴路，半導體冷卻端73接入第二電池62的迴圈迴路。如第10圖所示，如果第一電池61的溫度較高，第二電池62的溫度較低，且溫度差異超過設定值，則半導體發熱端74接入第二電池62的迴圈迴路，半導體冷卻端73接入第一電池61的迴圈迴路。半導體換熱模組7可控制第一風扇71和第二風扇72工作，並通過風扇和外部環境交換熱量。在本發明的一實施例中，車載空調控制器還檢測車廂內各區域的氣溫，並可根據各區域的氣溫差異，以及系統的熱管理功率需求，調節各製冷迴路對電池冷卻分支迴路的功率分配，從而平衡各區域的氣溫。具體可參照第6圖所示的控制方法，為避免冗長，這裡不再詳述。When there is a large temperature difference between the two batteries, the semiconductor heat exchange module 7 enters a battery temperature equalization working mode. The semiconductor cooling terminal 73 is connected to the water cooling circuit of a battery with a higher battery temperature, and the semiconductor heating terminal 74 is connected to the water cooling circuit of a battery with a lower battery temperature. The heating enables heat exchange between the battery with a higher temperature and the battery with a lower temperature, and the semiconductor heat exchange module 7 increases the heat exchange rate between the batteries. For example, as shown in FIG. 9, the temperature of the first battery 61 is low, the temperature of the second battery 62 is high, and the temperature difference exceeds a set value, the semiconductor heating terminal 74 is connected to the loop circuit of the first battery 61. The semiconductor cooling end 73 is connected to a loop circuit of the second battery 62. As shown in FIG. 10, if the temperature of the first battery 61 is high and the temperature of the second battery 62 is low, and the temperature difference exceeds the set value, the semiconductor heating terminal 74 is connected to the loop circuit of the second battery 62, and the semiconductor The cooling end 73 is connected to a loop circuit of the first battery 61. The semiconductor heat exchange module 7 can control the operation of the first fan 71 and the second fan 72 and exchange heat with the external environment through the fan. In an embodiment of the present invention, the vehicle air-conditioning controller further detects the air temperature in each area of the cabin, and can adjust the power of each refrigeration circuit to the battery cooling branch circuit according to the temperature difference in each area and the thermal management power requirement of the system. Allocate to balance the temperature in each area. For details, please refer to the control method shown in FIG. 6. In order to avoid redundancy, it will not be described in detail here.

可以理解的是，不僅可以通過半導體模組實現溫度均衡，還可以通過換熱器實現溫度均衡，第11圖是根據本發明第八個實施例的車載電池的溫度調節系統的結構示意圖。如第11圖所示，該車載電池的溫度調節系統可包括：複數不關聯的壓縮機、複數車內冷卻支路、複數電池冷卻支路、複數電池溫度調節模組和換熱器8。It can be understood that not only the temperature equalization can be achieved through the semiconductor module, but also the temperature equalization can be achieved through the heat exchanger. FIG. 11 is a schematic structural diagram of a temperature adjustment system for a vehicle battery according to an eighth embodiment of the present invention. As shown in FIG. 11, the temperature regulation system of the vehicle battery may include a plurality of unrelated compressors, a plurality of internal cooling branches, a plurality of battery cooling branches, a plurality of battery temperature adjustment modules, and a heat exchanger 8.

其中，當電池冷卻功能啟動時，電池冷卻分支支路401的冷媒流動方向為：壓縮機11—冷凝器21—第二電子閥431—第二膨脹閥421—換熱器411—壓縮機11。電池冷卻分支支路402的冷媒流動方向為：壓縮機12—冷凝器22—第四電子閥432—第二膨脹閥422—換熱器412—壓縮機12。Among them, when the battery cooling function is activated, the refrigerant flow direction of the battery cooling branch branch 401 is: compressor 11-condenser 21-second electronic valve 431-second expansion valve 421-heat exchanger 411-compressor 11. The refrigerant flow direction of the battery cooling branch branch 402 is: compressor 12-condenser 22-fourth electronic valve 432-second expansion valve 422-heat exchanger 412-compressor 12.

當電池冷卻功能啟動時，每一製冷迴路的冷媒存在2個流動方向，以製冷迴路1為例，車內冷卻分支支路301的冷媒流動方向為：壓縮機11—冷凝器21—第一電子閥331—第一膨脹閥321—蒸發器311—壓縮機11；電池冷卻分支支路401的冷媒流動方向為：壓縮機11—冷凝器21—第二電子閥431—第二膨脹閥421—換熱器411—壓縮機11。製冷迴路2的冷媒流動方向如下所示，車內冷卻分支支路302的冷媒流動方向為：壓縮機12—冷凝器22—第三電子閥332—第一膨脹閥322—蒸發器312—壓縮機12；電池冷卻分支支路402的冷媒流動方向為：壓縮機12—冷凝器22—第四電子閥432—第二膨脹閥422—換熱器412—壓縮機12。When the battery cooling function is activated, there are two flow directions of the refrigerant in each refrigeration circuit. Take refrigeration circuit 1 as an example. The direction of refrigerant flow in the cooling branch branch 301 in the vehicle is: compressor 11-condenser 21-first electronic Valve 331—first expansion valve 321—evaporator 311—compressor 11; the refrigerant flow direction of the battery cooling branch branch 401 is: compressor 11—condenser 21—second electronic valve 431—second expansion valve 421—change Heater 411—compressor 11. The refrigerant flow direction of the refrigeration circuit 2 is shown below. The refrigerant flow direction of the cooling branch branch 302 in the vehicle is: compressor 12-condenser 22-third electronic valve 332-first expansion valve 322-evaporator 312-compressor 12; The refrigerant flow direction of the battery cooling branch branch 402 is: compressor 12-condenser 22-fourth electronic valve 432-second expansion valve 422-heat exchanger 412-compressor 12.

電池冷卻功能沒有啟動時，第二電子閥431和第四電子閥432關閉。當電池冷卻功能啟動時第二電子閥431和第四電子閥432開啟。電池冷卻管道內的介質迴圈方向有2個，如下所示為：換熱器411—第一三通閥581的通道2—加熱器531（關閉）—幫浦511—第一溫度感測器551—第一電池61—第二溫度感測器561—流速感測器571—介質容器521—第二三通閥582的通道2—換熱器411。換熱器412—第三三通閥583的通道2—加熱器532（關閉）—幫浦512—第一溫度感測器552—第二電池62—第二溫度感測器562—流速感測器572—介質容器522—第四三通閥584的通道2—換熱器412。When the battery cooling function is not activated, the second electronic valve 431 and the fourth electronic valve 432 are closed. When the battery cooling function is activated, the second electronic valve 431 and the fourth electronic valve 432 are opened. There are two media loop directions in the battery cooling pipe, as shown below: heat exchanger 411—channel of first three-way valve 581—heater 531 (closed) —pump 511—first temperature sensor 551—the first battery 61—the second temperature sensor 561—the flow rate sensor 571—the medium container 521—the channel 2 of the second three-way valve 582—the heat exchanger 411. Heat exchanger 412-Channel 3 of third three-way valve 583-Heater 532 (closed)-Pump 512-First temperature sensor 552-Second battery 62-Second temperature sensor 562-Flow rate sensing 572-medium container 522-channel 2 of the fourth three-way valve 584-heat exchanger 412.

當電池加熱功能啟動時，電池冷卻管道內的介質迴圈方向有2個。換熱器411—第一三通閥581的通道2—加熱器531（開啟）—幫浦511—第一溫度感測器551—第一電池61—第二溫度感測器561—流速感測器571—介質容器521—第二三通閥582的通道2—換熱器411。換熱器412—第三三通閥583的通道2—加熱器532（開啟）—幫浦512—第一溫度感測器552—第二電池62—第二溫度感測器562—流速感測器572—介質容器522—第四三通閥584的通道2—換熱器412。When the battery heating function is activated, there are two media loop directions in the battery cooling pipe. Heat exchanger 411-Channel 3 of first three-way valve 581-Heater 531 (open)-Pump 511-First temperature sensor 551-First battery 61-Second temperature sensor 561-Flow rate sensing 571-medium container 521-channel 2 of second three-way valve 582-heat exchanger 411. Heat exchanger 412-Channel 3 of third three-way valve 583-Heater 532 (open)-Pump 512-First temperature sensor 552-Second battery 62-Second temperature sensor 562-Flow rate sensing 572-medium container 522-channel 2 of the fourth three-way valve 584-heat exchanger 412.

當電池溫度均衡功能開啟時，電池冷卻管道內的介質迴圈方向有2個。第一三通閥581的通道1—加熱器531（關閉）—幫浦511—第一溫度感測器551—第一電池61—第二溫度感測器561—流速感測器571—介質容器521—第二三通閥582的通道1—換熱器8—第一三通閥581的通道1。第三三通閥583的通道1—加熱器532（關閉）—幫浦512—第一溫度感測器552—第二電池62—第二溫度感測器562—流速感測器572—介質容器522—第四三通閥584的通道1—換熱器8—第三三通閥583的通道1。When the battery temperature equalization function is turned on, there are two media loop directions in the battery cooling pipe. Channel 1 of the first three-way valve 581-heater 531 (closed)-pump 511-first temperature sensor 551-first battery 61-second temperature sensor 561-flow rate sensor 571-medium container 521—channel 1 of the second three-way valve 582—heat exchanger 8—channel 1 of the first three-way valve 581. Channel 1 of the third three-way valve 583-heater 532 (closed)-pump 512-first temperature sensor 552-second battery 62-second temperature sensor 562-flow rate sensor 572-medium container 522—channel 1 of the fourth three-way valve 584—heat exchanger 8—channel 1 of the third three-way valve 583.

當兩個電池之間存在較大溫差時，電池熱管理控制器控制第一三通閥581、第二三通閥582、第三三通閥583和第四三通閥584的各通道的開啟和關閉，接通換熱器8的迴圈迴路，使得換熱器8接入到兩個電池的液體循環迴路中，使得溫度較高的電池與溫度較低電池之間進行熱量交換，換熱器8提高了電池之間的換熱速率。When there is a large temperature difference between the two batteries, the battery thermal management controller controls the opening of each channel of the first three-way valve 581, the second three-way valve 582, the third three-way valve 583, and the fourth three-way valve 584. And close, the loop circuit of the heat exchanger 8 is connected, so that the heat exchanger 8 is connected to the liquid circulation circuit of the two batteries, so that heat exchange is performed between the higher temperature battery and the lower temperature battery, and heat exchange is performed. The heater 8 improves the heat exchange rate between the batteries.

其中，半導體換模組具有半導體發熱端和半導體冷卻端，當供電電源反接後，發熱端和冷卻端位置交換，從而控制半導體換熱模組的發熱端接入到電池溫度較低的電池水冷迴路中，冷卻端接入電池溫度較高的電池水冷迴路中。Among them, the semiconductor replacement module has a semiconductor heating end and a semiconductor cooling end. When the power supply is reversely connected, the heating end and the cooling end are exchanged, thereby controlling the heating end of the semiconductor heat exchange module to be connected to a battery with a lower battery temperature. In the circuit, the cooling end is connected to a battery water-cooling circuit with a higher battery temperature.

需要說明的是，第9圖和第11圖所示的車載電池的溫度調節系統中未披露的細節，請參照第1圖所示的車載電池的溫度調節系統中所披露的細節，具體這裡不再贅述。It should be noted that for details not disclosed in the temperature regulation system of the vehicle battery shown in FIG. 9 and FIG. 11, please refer to the details disclosed in the temperature regulation system of the vehicle battery shown in FIG. More details.

因此，第9圖所示的系統，兩個壓縮機之間的冷媒流路相互獨立，；兩個車內冷卻支路的冷媒流路也不想通，兩個壓縮機的工作狀態相互獨立，並且可通過外置的電池均衡迴路實現電池之間的溫度均衡。Therefore, in the system shown in FIG. 9, the refrigerant flow paths between the two compressors are independent of each other; the refrigerant flow paths of the two cooling branches in the car are not intended to be open, and the working conditions of the two compressors are independent of each other, and Temperature balance between batteries can be achieved through an external battery equalization circuit.

綜上所述，根據本發明實施例的車載電池的溫度調節系統，控制器通過控制複數電池溫度調節模組來調節對應電池的溫度。由此，該系統能夠在車載電池溫度過高或者過低時對溫度進行調節，使車載電池的溫度維持在預設範圍，避免發生由於溫度影響車載電池性能的情況。In summary, according to the temperature adjustment system of the vehicle battery according to the embodiment of the present invention, the controller adjusts the temperature of the corresponding battery by controlling the plurality of battery temperature adjustment modules. Therefore, the system can adjust the temperature when the temperature of the vehicle battery is too high or too low, so as to maintain the temperature of the vehicle battery in a preset range, and avoid the situation that the performance of the vehicle battery is affected by the temperature.

在本發明的描述中，需要理解的是，術語“中心”、“縱向”、“橫向”、“長度”、“寬度”、“厚度”、“上”、“下”、“前”、“後”、“左”、“右”、“垂直”、“水平”、“頂”、“底”“內”、“外”、“順時針”、“逆時針”、“軸向”、“徑向”、“周向”等指示的方位或位置關係為基於附圖所示的方位或位置關係，僅是為了便於描述本發明和簡化描述，而不是指示或暗示所指的裝置或元件必須具有特定的方位、以特定的方位構造和操作，因此不能理解為對本發明的限制。In the description of the present invention, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", " Rear "," left "," right "," vertical "," horizontal "," top "," bottom "," inside "," outside "," clockwise "," counterclockwise "," axial "," The azimuth or position relationship indicated by “radial” and “circumferential” is based on the azimuth or position relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description. It has a specific orientation, is constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

此外，術語“第一”、“第二”僅用於描述目的，而不能理解為指示或暗示相對重要性或者隱含指明所指示的技術特徵的數量。由此，限定有“第一”、“第二”的特徵可以明示或者隱含地包括至少一個該特徵。在本發明的描述中，“複數”的含義是至少兩個，例如兩個，三個等，除非另有明確具體的限定。In addition, the terms "first" and "second" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, for example, two, three, etc., unless it is specifically and specifically defined otherwise.

在本發明中，除非另有明確的規定和限定，術語“安裝”、“相連”、“連接”、“固定”等術語應做廣義理解，例如，可以是固定連接，也可以是可拆卸連接，或成一體；可以是機械連接，也可以是電連接；可以是直接相連，也可以通過中間媒介間接相連，可以是兩個元件內部的連通或兩個元件的相互作用關係，除非另有明確的限定。對於本領域的普通技術人員而言，可以根據具體情況理解上述術語在本發明中的具體含義。In the present invention, the terms "installation", "connected", "connected", "fixed" and other terms shall be understood in a broad sense unless otherwise specified and defined, for example, they may be fixed connections or removable connections , Or integrated; it can be mechanical or electrical; it can be directly connected or indirectly connected through an intermediate medium, it can be the internal connection of the two elements or the interaction between the two elements, unless otherwise specified The limit. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

在本發明中，除非另有明確的規定和限定，第一特徵在第二特徵 “上”或“下”可以是第一和第二特徵直接接觸，或第一和第二特徵通過中間媒介間接接觸。而且，第一特徵在第二特徵“之上”、“上方”和“上面”可是第一特徵在第二特徵正上方或斜上方，或僅僅表示第一特徵水平高度高於第二特徵。第一特徵在第二特徵“之下”、“下方”和“下面”可以是第一特徵在第二特徵正下方或斜下方，或僅僅表示第一特徵水平高度小於第二特徵。In the present invention, unless explicitly stated and defined otherwise, the first feature "on" or "down" of the second feature may be the first and second features in direct contact, or the first and second features indirectly through an intermediate medium. contact. Moreover, the first feature is "above", "above", and "above" the second feature. The first feature is directly above or obliquely above the second feature, or only indicates that the first feature is higher in level than the second feature. The first feature is “below”, “below”, and “below” of the second feature. The first feature may be directly below or obliquely below the second feature, or it may simply indicate that the first feature is less horizontal than the second feature.

在本說明書的描述中，參考術語“一實施例”、“一些實施例”、 “示例”、“具體示例”、或“一些示例”等的描述意指結合該實施例或示例描述的具體特徵、結構、材料或者特點包含於本發明的至少一個實施例或示例中。在本說明書中，對上述術語的示意性表述不必須針對的是相同的實施例或示例。而且，描述的具體特徵、結構、材料或者特點可以在任一或複數實施例或示例中以合適的方式結合。此外，在不相互矛盾的情況下，本領域的技術人員可以將本說明書中描述的不同實施例或示例以及不同實施例或示例的特徵進行結合和組合。In the description of this specification, the description with reference to the terms “an embodiment”, “some embodiments”, “examples”, “specific examples”, or “some examples” and the like means specific features described in conjunction with the embodiments or examples , Structure, material, or characteristic is included in at least one embodiment or example of the present invention. In this specification, the schematic expressions of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any or multiple embodiments or examples. In addition, without any contradiction, those skilled in the art may combine and combine different embodiments or examples and features of the different embodiments or examples described in this specification.

儘管上面已經示出和描述了本發明的實施例，可以理解的是，上述實施例是示例性的，不能理解為對本發明的限制，本領域的普通技術人員在本發明的範圍內可以對上述實施例進行變化、修改、替換和變型。Although the embodiments of the present invention have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limitations on the present invention. Those skilled in the art can interpret the above within the scope of the present invention. Embodiments are subject to change, modification, substitution, and modification.

1、11、12‧‧‧壓縮機1, 11, 12‧‧‧ compressor

2、21、22‧‧‧冷凝器2, 21, 22‧‧‧ condenser

3‧‧‧車內冷卻支路3‧‧‧internal cooling branch

7‧‧‧半導體換熱模組7‧‧‧Semiconductor heat exchange module

8、411、412‧‧‧換熱器8,411,412‧‧‧‧Heat exchanger

10‧‧‧製冷支路10‧‧‧Refrigeration branch

31、311、312‧‧‧蒸發器31,311,312‧‧‧‧Evaporator

32、321、322‧‧‧第一膨脹閥32, 321, 322‧‧‧The first expansion valve

33、331‧‧‧第一電子閥33, 331‧‧‧The first electronic valve

61‧‧‧第一電池61‧‧‧first battery

62‧‧‧第二電池62‧‧‧ secondary battery

71‧‧‧第一風扇71‧‧‧The first fan

72‧‧‧第二風扇72‧‧‧second fan

73‧‧‧半導體冷卻端73‧‧‧Semiconductor Cooling End

74‧‧‧半導體發熱端74‧‧‧Semiconductor heating terminal

100‧‧‧車載空調模組100‧‧‧car air conditioning module

301、302‧‧‧車內冷卻分支支路301, 302‧‧‧Cooling branch branch

332‧‧‧第三電子閥332‧‧‧Third electronic valve

401、402‧‧‧電池冷卻支路401, 402‧‧‧Battery cooling branch

421、422‧‧‧第二膨脹閥421, 422‧‧‧Second expansion valve

431‧‧‧第二電子閥431‧‧‧Second electronic valve

432‧‧‧第二電子閥/第四電子閥432‧‧‧Second electronic valve / fourth electronic valve

441‧‧‧第一調節閥441‧‧‧The first regulating valve

442‧‧‧第二調節閥442‧‧‧Secondary regulating valve

443‧‧‧第三調節閥443‧‧‧Third control valve

444‧‧‧第四調節閥444‧‧‧Fourth regulating valve

501、502‧‧‧電池溫度調節模組501, 502‧‧‧ Battery Temperature Adjustment Module

511、512‧‧‧幫浦511, 512‧‧‧pu

521、522‧‧‧介質容器521, 522‧‧‧ media containers

531、532‧‧‧加熱器531, 532‧‧‧ heater

551、552‧‧‧第一溫度感測器551, 552‧‧‧first temperature sensor

561、562‧‧‧第二溫度感測器561, 562‧‧‧Second temperature sensor

571、572‧‧‧流速感測器571, 572‧‧‧ velocity sensor

581‧‧‧第一三通閥581‧‧‧The first three-way valve

582‧‧‧第二三通閥582‧‧‧The second three-way valve

583‧‧‧第三三通閥583‧‧‧The third three-way valve

584‧‧‧第四三通閥584‧‧‧The fourth three-way valve

611、621‧‧‧電池狀態檢測模組611, 621‧‧‧Battery status detection module

本發明上述的及/或附加的方面和優點從下面結合附圖對實施例的描述中將變得明顯和容易理解，其中， 第1圖是根據本發明第一個實施例的車載電池的溫度調節系統的結構示意圖； 第2圖是根據本發明第二個實施例的車載電池的溫度調節系統的結構示意圖； 第3圖是根據本發明第三個實施例的車載電池的溫度調節系統的結構示意圖； 第3A圖是根據本發明一實施例的控制器的工作原理示意圖； 第4圖是根據本發明第四個實施例的車載電池的溫度調節系統的結構示意圖； 第5圖是根據本發明一實施例的控制器的工作原理示意圖； 第6圖是根據本發明一實施例的出風口分佈位置示意圖； 第7圖是根據本發明第五個實施例的車載電池的溫度調節系統的結構示意圖； 第8圖是根據本發明第六個實施例的車載電池的溫度調節系統的結構示意圖； 第9圖是根據本發明第七個實施例的車載電池的溫度調節系統中半導體換熱模組正向供電時的結構示意圖； 第10圖是根據本發明第七個實施例的車載電池的溫度調節系統中半導體換熱模組反向供電時的結構示意圖； 第11圖是根據本發明第八個實施例的車載電池的溫度調節系統的結構示意圖。The above and / or additional aspects and advantages of the present invention will become apparent and easy to understand from the following description of the embodiments with reference to the accompanying drawings, wherein FIG. 1 is the temperature of the vehicle battery according to the first embodiment of the present invention Schematic diagram of the structure of the regulation system; FIG. 2 is a diagram of the structure of the temperature regulation system of the vehicle battery according to the second embodiment of the present invention; FIG. 3 is the structure of the temperature regulation system of the vehicle battery according to the third embodiment of the present invention 3A is a schematic diagram of the working principle of a controller according to an embodiment of the present invention; FIG. 4 is a schematic structural diagram of a temperature adjustment system of a vehicle battery according to a fourth embodiment of the present invention; FIG. 5 is a diagram according to the present invention A schematic diagram of the working principle of a controller according to an embodiment; FIG. 6 is a schematic diagram of the distribution positions of air outlets according to an embodiment of the present invention; and FIG. FIG. 8 is a schematic structural diagram of a temperature adjustment system for a vehicle-mounted battery according to a sixth embodiment of the present invention; A schematic structural diagram of a semiconductor heat exchange module in a vehicle-mounted battery temperature adjustment system according to seven embodiments when power is being forwarded; FIG. 10 is a semiconductor heat exchange module in a vehicle battery temperature adjustment system according to a seventh embodiment of the present invention Schematic diagram of the structure during reverse power supply; FIG. 11 is a schematic diagram of the structure of a temperature adjustment system for a vehicle-mounted battery according to an eighth embodiment of the present invention.

Claims (13)

一種車載電池的溫度調節系統，其特徵在於，包括： 一車載空調模組，該車載空調模組包括一製冷支路以及與該製冷支路串聯的複數電池冷卻支路，其中，該製冷支路包括一壓縮機以及與該壓縮機相連的冷凝器，每一該電池冷卻支路包括一換熱器以及與該換熱器連接的閥； 與該電池冷卻支路相連以形成一換熱流路的一電池溫度調節模組； 一控制器，該控制器與該車載空調模組和該電池溫度調節模組連接，用於調節電池的溫度。A vehicle battery temperature regulating system is characterized in that it includes: a vehicle air conditioning module, the vehicle air conditioning module includes a refrigeration branch and a plurality of battery cooling branches connected in series with the refrigeration branch, wherein the refrigeration branch Including a compressor and a condenser connected to the compressor, each of the battery cooling branches includes a heat exchanger and a valve connected to the heat exchanger; and the battery cooling branch is connected to form a heat exchange flow path A battery temperature adjustment module; a controller connected to the vehicle air-conditioning module and the battery temperature adjustment module for adjusting the temperature of the battery. 如申請專利範圍第1項所述的車載電池的溫度調節系統，其中，每一該電池溫度調節模組包括： 一加熱器，該加熱器與該控制器連接，用於加熱該換熱流路中的介質； 一幫浦，該幫浦用於使該換熱流路中的介質流動； 一第一溫度感測器，該第一溫度感測器用於檢測流入該電池的介質的入口溫度； 一介質容器，該介質容器用於儲存以及向該換熱流路提供介質； 一第二溫度感測器，該第二溫度感測器用於檢測流出該電池的介質的出口溫度； 一流速感測器，該流速感測器用於檢測該換熱流路中的介質的流速。The temperature adjustment system for a vehicle battery according to item 1 of the scope of patent application, wherein each of the battery temperature adjustment modules includes: a heater, the heater is connected to the controller, and is used for heating the heat exchange flow path A medium; a pump for flowing the medium in the heat transfer flow path; a first temperature sensor for detecting the inlet temperature of the medium flowing into the battery; a medium A container for storing and providing a medium to the heat exchange flow path; a second temperature sensor for detecting an outlet temperature of a medium flowing out of the battery; a flow rate sensor for the The flow velocity sensor is used to detect the flow velocity of the medium in the heat exchange flow path. 如申請專利範圍第1項所述的車載電池的溫度調節系統，其中，該製冷支路為複數，其中，該壓縮機為複數，且該複數壓縮機相互並聯。According to the temperature adjustment system for a vehicle battery according to item 1 of the scope of patent application, the refrigeration branch is plural, wherein the compressor is plural, and the plural compressors are connected in parallel with each other. 如申請專利範圍第2項所述的車載電池的溫度調節系統，還包括： 與該電池連接的一電池狀態檢測模組，該電池狀態檢測模組用於檢測該電池的電流。The temperature adjustment system for an on-board battery according to item 2 of the scope of patent application, further comprising: a battery state detection module connected to the battery, the battery state detection module is used to detect a current of the battery. 如申請專利範圍第4項所述的車載電池的溫度調節系統，其中，該控制器包括：一電池管理控制器、一電池熱管理控制器和一車載空調控制器，其中， 該電池管理控制器與該電池狀態檢測模組連接，用於獲取該電池的溫度調節需求功率； 該電池熱管理控制器與該幫浦、一第一溫度感測器、一第二溫度感測器、一流速感測器和一加熱器連接，用於獲取該電池的溫度調節實際功率，並根據該溫度調節需求功率與該溫度調節實際功率對該加熱器的功率進行調節，以調節該電池的溫度； 該車載空調控制器與該壓縮機以及閥連接，用於根據該溫度調節需求功率與該溫度調節實際功率對該壓縮機的功率進行調節，以調節該電池的溫度。The temperature adjustment system for a vehicle battery according to item 4 of the scope of patent application, wherein the controller includes: a battery management controller, a battery thermal management controller, and a vehicle air-conditioning controller, wherein the battery management controller It is connected with the battery status detection module to obtain the power required for temperature adjustment of the battery; the battery thermal management controller and the pump, a first temperature sensor, a second temperature sensor, a flow rate sensor The detector is connected to a heater for obtaining the actual power of the battery for temperature adjustment, and adjusting the power of the heater to adjust the temperature of the battery according to the temperature adjustment demand power and the temperature adjustment actual power; The air conditioner controller is connected to the compressor and the valve, and is configured to adjust the power of the compressor according to the temperature adjustment required power and the temperature adjustment actual power to adjust the temperature of the battery. 如申請專利範圍第5項所述的車載電池的溫度調節系統，其中，該電池管理控制器，還用於獲取該電池的溫度，在該電池的溫度大於一第一溫度臨界值時，該溫度調節系統進入冷卻模式，以及在該電池的溫度小於一第二溫度臨界值時，該溫度調節系統進入加熱模式，其中，該第一溫度臨界值大於該第二溫度臨界值。The temperature adjustment system for a vehicle battery according to item 5 of the scope of the patent application, wherein the battery management controller is further configured to obtain a temperature of the battery, and the temperature of the battery is greater than a first temperature threshold value. The regulation system enters a cooling mode, and when the temperature of the battery is less than a second temperature threshold, the temperature regulation system enters a heating mode, wherein the first temperature threshold is greater than the second temperature threshold. 如申請專利範圍第6項所述的車載電池的溫度調節系統，其中， 該車載空調控制器在該溫度調節需求功率大於該溫度調節實際功率時，獲取該溫度調節需求功率和該溫度調節實際功率之間的功率差； 當為冷卻模式時，該車載空調控制器根據該功率差增加用於冷卻該電池的壓縮機的功率和該閥的開度中至少一者，以及在該溫度調節需求功率小於或等於該溫度調節實際功率時，減小或保持該電池的壓縮機的功率和該閥的開度中至少一者； 當為加熱模式時，該電池熱管理控制器根據該功率差增加用於加熱該電池的加熱器的功率，以及在該溫度調節需求功率小於或等於該溫度調節實際功率時，減小或保持該加熱器的功率。The temperature adjustment system for a vehicle battery according to item 6 of the scope of patent application, wherein the vehicle air conditioner controller obtains the temperature adjustment required power and the temperature adjustment actual power when the temperature adjustment required power is greater than the temperature adjustment actual power. Power difference between the two; when in the cooling mode, the vehicle air-conditioning controller increases at least one of the power of the compressor for cooling the battery and the opening degree of the valve according to the power difference, and the power required for the temperature adjustment When the temperature is less than or equal to the actual power, at least one of the power of the battery's compressor and the opening of the valve is reduced or maintained; when in the heating mode, the battery thermal management controller increases the use of power according to the power difference. The power of the heater for heating the battery is reduced or maintained when the power required for the temperature adjustment is less than or equal to the actual power for the temperature adjustment. 如申請專利範圍第7項所述的車載電池的溫度調節系統，其中， 在該溫度調節需求功率小於或等於該溫度調節實際功率時，該電池熱管理控制器還用於降低或保持該幫浦的轉速； 在該溫度調節需求功率大於該溫度調節實際功率時，該電池熱管理控制器還用於提高該幫浦的轉速。The temperature adjustment system for a vehicle battery according to item 7 of the scope of patent application, wherein when the power required for the temperature adjustment is less than or equal to the actual power for the temperature adjustment, the battery thermal management controller is further configured to reduce or maintain the pump When the power required for the temperature adjustment is greater than the actual power for the temperature adjustment, the battery thermal management controller is also used to increase the speed of the pump. 如申請專利範圍第3項所述的車載電池的溫度調節系統，其中，該車載空調模組還包括與複數該製冷支路串聯均相連的複數車內冷卻支路，其中，複數該壓縮機均與該複數電池冷卻支路相連。The temperature adjustment system for a vehicle battery according to item 3 of the scope of patent application, wherein the vehicle air-conditioning module further includes a plurality of in-vehicle cooling branches connected in series to the plurality of refrigeration branches, wherein the plurality of compressors are Connected to the plurality of battery cooling branches. 如申請專利範圍第9項所述的車載電池的溫度調節系統，其中，該壓縮機包括一第一壓縮機和一第二壓縮機，該電池冷卻支路包括一第一電池冷卻支路和一第二電池冷卻支路，該車內冷卻支路包括一第一車內冷卻支路和一第二車內冷卻支路，該系統還包括： 連接在該第一壓縮機和該第一車內冷卻支路之間的一第一電子閥； 連接在該第一壓縮機和該第一電池冷卻支路之間的一第三調節閥和一第二電子閥； 連接在該第二壓縮機和該第二車內冷卻支路之間的一第三電子閥； 連接在該第二壓縮機和該第二電池冷卻支路之間的一第二調節閥和一第四電子閥； 連接在該第二壓縮機和該第二電子閥之間的一第一調節閥； 連接在該第一壓縮機和該第四電子閥之間的一第四調節閥。The temperature adjustment system for an on-board battery according to item 9 of the scope of patent application, wherein the compressor includes a first compressor and a second compressor, and the battery cooling branch includes a first battery cooling branch and a A second battery cooling branch, the vehicle cooling branch including a first vehicle cooling branch and a second vehicle cooling branch, the system further comprising: connected to the first compressor and the first vehicle A first electronic valve between the cooling branches; a third regulating valve and a second electronic valve connected between the first compressor and the first battery cooling branch; connected between the second compressor and A third electronic valve between the second in-vehicle cooling branch; a second regulating valve and a fourth electronic valve connected between the second compressor and the second battery cooling branch; connected to the A first regulating valve between the second compressor and the second electronic valve; a fourth regulating valve connected between the first compressor and the fourth electronic valve. 如申請專利範圍第9項所述的車載電池的溫度調節系統，其中，複數該製冷支路，該複數電池冷卻支路和該複數車內冷卻支路通過一通路相連。The temperature regulation system for a vehicle-mounted battery according to item 9 of the scope of the patent application, wherein the plurality of cooling branches, the plurality of battery cooling branches and the plurality of in-vehicle cooling branches are connected through a passage. 如申請專利範圍第2項所述的車載電池的溫度調節系統，其中，該電池冷卻支路包括一第一電池冷卻支路和一第二電池冷卻支路，該電池溫度調節模組包括一第一電池溫度調節模組和一第二電池溫度調節模組，該系統還包括： 設置在該第一電池溫度調節模組之中的一第一三通閥，該第一三通閥的第一端與該第一電池冷卻支路中換熱器的第一端相連，該第一三通閥的第二端與加熱器相連，該第一三通閥的第三端與半導體換熱模組的半導體發熱端或換熱器的第一通道相連； 設置在該第一電池溫度調節模組之中的一第二三通閥，該第二三通閥的第一端與該第一電池冷卻支路中換熱器的第二端相連，該第二三通閥的第二端與該介質容器相連，該第二三通閥的第三端與該半導體換熱模組的半導體發熱端或換熱器的第一通道相連； 設置在該第二電池溫度調節模組之中的一第三三通閥，該第三三通閥的第一端與該第二電池冷卻支路中換熱器的第一端相連，該第三三通閥的第二端與加熱器相連，該第三三通閥的第三端與半導體換熱模組的半導體冷卻端或換熱器的第二通道相連； 設置在該第二電池溫度調節模組之中的一第四三通閥，該第四三通閥的第一端與該第二電池冷卻支路中換熱器的第二端相連，該第四三通閥的第二端與該介質容器相連，該第四三通閥的第三端與該半導體換熱模組的半導體冷卻端或換熱器的第二通道相連。The temperature adjustment system for an on-board battery according to item 2 of the scope of patent application, wherein the battery cooling branch includes a first battery cooling branch and a second battery cooling branch, and the battery temperature adjustment module includes a first battery cooling branch. A battery temperature adjustment module and a second battery temperature adjustment module, and the system further includes: a first three-way valve provided in the first battery temperature adjustment module, and a first The first end of the first three-way valve is connected to the heater, and the third end of the first three-way valve is connected to the semiconductor heat exchanger module. The semiconductor heating end or the first channel of the heat exchanger is connected; a second three-way valve provided in the first battery temperature adjustment module, and the first end of the second three-way valve is cooled with the first battery The second end of the heat exchanger in the branch is connected, the second end of the second three-way valve is connected to the medium container, and the third end of the second three-way valve is connected to the semiconductor heating end of the semiconductor heat exchange module or The first channel of the heat exchanger is connected; A third three-way valve in the group, the first end of the third three-way valve is connected to the first end of the heat exchanger in the second battery cooling branch, and the second end of the third three-way valve is connected to The heater is connected, and the third end of the third three-way valve is connected to the semiconductor cooling end of the semiconductor heat exchange module or the second channel of the heat exchanger; a fourth one provided in the second battery temperature adjustment module A three-way valve, a first end of the fourth three-way valve is connected to a second end of a heat exchanger in the second battery cooling branch, a second end of the fourth three-way valve is connected to the medium container, and the first The third end of the four-way valve is connected to the semiconductor cooling end of the semiconductor heat exchange module or the second channel of the heat exchanger. 如申請專利範圍第12項所述的車載電池的溫度調節系統，還包括： 一第一風扇，與該半導體冷卻端相連； 一第二風扇，與該半導體發熱端相連。The temperature regulation system for a vehicle battery according to item 12 of the patent application scope, further comprising: a first fan connected to the semiconductor cooling end; and a second fan connected to the semiconductor heating end.
TW107126806A 2017-09-30 2018-08-02 Temperature regulation system for vehicle battery TWI666850B (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
??201710922710.3 2017-09-30
CN201710922710.3A CN109599608B (en) 2017-09-30 2017-09-30 Temperature regulation system for vehicle-mounted battery

Publications (2)

Publication Number Publication Date
TW201916535A true TW201916535A (en) 2019-04-16
TWI666850B TWI666850B (en) 2019-07-21

Family

ID=65900974

Family Applications (1)

Application Number Title Priority Date Filing Date
TW107126806A TWI666850B (en) 2017-09-30 2018-08-02 Temperature regulation system for vehicle battery

Country Status (3)

Country Link
CN (1) CN109599608B (en)
TW (1) TWI666850B (en)
WO (1) WO2019062946A1 (en)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110281735B (en) * 2019-06-24 2021-01-01 浙江吉利控股集团有限公司 New energy automobile heat management system and control method thereof
CN111186290A (en) * 2020-03-03 2020-05-22 三一专用汽车有限责任公司 Battery cooling system, electric vehicle and control method
CN113193267A (en) * 2021-06-08 2021-07-30 奇瑞商用车（安徽）有限公司 Battery pack liquid cooling system and water temperature control method thereof
CN113895311B (en) * 2021-09-29 2024-05-28 北京罗克维尔斯科技有限公司 Vehicle refrigeration control method, system, device, equipment and storage medium
CN113707968A (en) * 2021-10-29 2021-11-26 三一汽车制造有限公司 Multi-branch high-voltage battery system and temperature difference control method and device thereof

Family Cites Families (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0800940A3 (en) * 1996-04-10 2001-06-06 Denso Corporation Vehicular air conditioning system for electric vehicles
JP3910384B2 (en) * 2000-10-13 2007-04-25 本田技研工業株式会社 Battery cooling device for vehicle
CN202076386U (en) * 2010-12-31 2011-12-14 比亚迪股份有限公司 Battery temperature management system and automobile
FR2974541B1 (en) * 2011-04-26 2014-12-19 Peugeot Citroen Automobiles Sa DEVICE AND METHOD FOR COOLING CELLS OF A MOTOR VEHICLE BATTERY PACK
JP5652331B2 (en) * 2011-05-30 2015-01-14 スズキ株式会社 Battery temperature control system and battery charging system
JP6220549B2 (en) * 2012-10-24 2017-10-25 株式会社ヴァレオジャパン Battery temperature adjustment unit and battery module using the same
CN103199316B (en) * 2013-04-19 2015-12-02 安科智慧城市技术（中国）有限公司 Battery pack and radiator structure thereof
DE102013212524A1 (en) * 2013-06-27 2015-01-15 Behr Gmbh & Co. Kg Thermoelectric temperature control unit
EP3033799A4 (en) * 2013-09-09 2017-05-03 The Regents of The University of California Battery thermal management systems, apparatuses, and methods
WO2015042785A1 (en) * 2013-09-24 2015-04-02 Qoros Automotive Co., Ltd. Device for estimating operational status of a thermally active unit and a method thereof
CN105471005B (en) * 2014-08-29 2018-12-21 比亚迪股份有限公司 A kind of cell managing device, power-supply system and battery balanced method
CN105835653B (en) * 2015-01-14 2018-11-09 北京长城华冠汽车科技股份有限公司 A kind of centralized multi-state heat management system of new energy vehicle
CN205970883U (en) * 2016-05-10 2017-02-22 比亚迪股份有限公司 Car thermal management system and electric automobile
CN105870544A (en) * 2016-06-08 2016-08-17 上海加冷松芝汽车空调股份有限公司 Electric car power battery thermal management system
CN106532178B (en) * 2016-11-04 2019-05-17 北京汽车股份有限公司 Battery pack temperature control equipment and temprature control method and vehicle
CN206236758U (en) * 2016-11-11 2017-06-09 蔚来汽车有限公司 The humidity control system of modular extendable

Also Published As

Publication number Publication date
WO2019062946A1 (en) 2019-04-04
TWI666850B (en) 2019-07-21
CN109599608A (en) 2019-04-09
CN109599608B (en) 2021-05-14

Similar Documents

Publication Publication Date Title
TWI680606B (en) Vehicle battery temperature regulation methods and temperature regulation system
TWI674695B (en) Vehicle battery temperature regulation methods and temperature regulation system
TWI666850B (en) Temperature regulation system for vehicle battery
CN109599607B (en) Temperature regulation system for vehicle-mounted battery
TWI666808B (en) Vehicle-mounted battery temperature regulation system
CN109599604B (en) Temperature regulation system for vehicle-mounted battery
TWI666135B (en) Vehicle battery temperature regulation system
CN109599622B (en) Temperature adjusting method and temperature adjusting system for vehicle-mounted battery
CN109599634B (en) Temperature adjusting method and temperature adjusting system for vehicle-mounted battery
CN109599614B (en) Temperature adjusting method and temperature adjusting system for vehicle-mounted battery
TWI667827B (en) Vehicle battery temperature regulation methods and temperature regulation system
TWI666809B (en) Vehicle battery temperature regulation methods and temperature control system
TWI681584B (en) Vehicle battery temperature regulation methods and temperature regulation system
CN109599610B (en) Temperature adjusting method and temperature adjusting system for vehicle-mounted battery
CN109599617B (en) Temperature adjusting method and temperature adjusting system for vehicle-mounted battery
CN109599619B (en) Temperature adjusting method and temperature adjusting system for vehicle-mounted battery
TWI676313B (en) Semiconductor-based vehicle battery temperature regulation method,temperature regulation system and non-transitory computer readable storage medium
CN109599624B (en) Temperature adjusting method and temperature adjusting system for vehicle-mounted battery
TWI682568B (en) Vehicle battery temperature regulation methods and temperature regulation system
TWI685997B (en) Semiconductor-based vehicle battery temperature regulation method and temperature regulation system
CN109599627B (en) Temperature regulation system for vehicle-mounted battery
CN109599618B (en) Temperature adjusting method and temperature adjusting system for vehicle-mounted battery
CN109599631B (en) Temperature system of vehicle-mounted battery
CN109599611B (en) Temperature adjusting method and temperature adjusting system for vehicle-mounted battery
TW201914851A (en) Vehicle-Mounted Battery Temperature Regulation System