TWI517479B - Electric battery battery temperature system and its constant temperature method - Google Patents
Electric battery battery temperature system and its constant temperature method Download PDFInfo
- Publication number
- TWI517479B TWI517479B TW103142401A TW103142401A TWI517479B TW I517479 B TWI517479 B TW I517479B TW 103142401 A TW103142401 A TW 103142401A TW 103142401 A TW103142401 A TW 103142401A TW I517479 B TWI517479 B TW I517479B
- Authority
- TW
- Taiwan
- Prior art keywords
- temperature
- battery
- battery unit
- electric vehicle
- unit
- Prior art date
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using batteries
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
Landscapes
- Secondary Cells (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Description
本發明係有關於一種電動車電池恆溫系統及其恆溫方法，特別是有關於一種應用熱電致冷晶片及強制對流散熱技術保持電動車電池恆溫的系統及方法。 The invention relates to an electric vehicle battery constant temperature system and a constant temperature method thereof, in particular to a system and method for applying a thermoelectric cooling chip and a forced convection heat dissipation technology to maintain the electric vehicle battery constant temperature.
隨著社會的發展，新能源車特別是電動車作為一種代步工具，正慢慢地進入每一個家庭。電動自行車是目前使用最為廣泛的一種電動車，其因具有方便快捷、綠色環保等優點而受到人們的青睞。電動車有時需要在複雜的路況和環境條件下行駛，作為電動車電源的車載電池需要適應這些複雜的狀況，尤其當電動車在寒冷的冬天處於低溫環境中時，使動力電池的性能下降，無論是在放電能力上，還是在電池容量上都會有所下降，甚至不能使用，因此更需要車載電池具有優異的低溫充放電性能和較高的輸入輸出功率性能。 With the development of society, new energy vehicles, especially electric vehicles, are slowly entering every family as a means of transportation. Electric bicycles are currently the most widely used electric vehicles, which are favored by people because of their convenience, speed and environmental protection. Electric vehicles sometimes need to travel under complicated road conditions and environmental conditions. The vehicle battery used as the electric vehicle power supply needs to adapt to these complicated conditions, especially when the electric vehicle is in a low temperature environment in the cold winter, the performance of the power battery is degraded. Whether it is in terms of discharge capacity or battery capacity, it will be reduced or even not used. Therefore, it is more necessary to have excellent low-temperature charge and discharge performance and high input and output power performance.
一般而言，在低溫條件下會導致車載電池的阻抗增大，極化增強，由此導致車載電池的容量下降。為了保持車載電池在低溫條件下的容量，電池加熱在電動汽車領域中已經是一種非常重要的技術。電池加熱策略的好壞，電池加熱器性能的優劣直接影響到電動車的行程、操作穩定性和安全性。 In general, under low temperature conditions, the impedance of the vehicle battery is increased, and the polarization is increased, thereby causing a decrease in the capacity of the vehicle battery. In order to maintain the capacity of the vehicle battery under low temperature conditions, battery heating has become a very important technology in the field of electric vehicles. The quality of the battery heating strategy, the performance of the battery heater directly affects the travel, operational stability and safety of the electric vehicle.
一般的電池恆溫系統係採用液體加熱或冷卻的方式來達到電池箱體溫度控制之效。因此結構較為複雜，且成本提高。再者液體於電池箱體循環亦有遺漏之疑慮。因此安全性令人質疑。此外透過冷卻或加熱後的液體進行電池箱體溫度控制其溫度控制範圍較小。於環境溫度較為嚴苛之環境時將無法達到恆溫之功效。 The general battery thermostat system uses liquid heating or cooling to achieve battery compartment temperature control. Therefore, the structure is complicated and the cost is increased. In addition, there is also a doubt that the liquid is circulated in the battery case. Therefore, safety is questionable. In addition, the temperature control of the battery case is controlled by the cooled or heated liquid, and the temperature control range is small. Constant temperature can not be achieved in harsh environments.
如圖1所示，中國專利CN 101962000 B揭露了一種純電動車的動力電池加熱系統，包括安裝於電池包10內的電池加熱裝置11，該電池加熱裝置11設置有中空的散熱片12，該散熱片12設置有進水口和出水口，另以一輔助加熱器13與燃料供給裝置相連，其內置有熱交換器14，熱交換器14的進水口通過水泵及水管與膨脹水箱的出水口相通，熱交換器14的出水口通過電控閥與散熱片的進水口相通，散熱片12的出水口與膨脹水箱的進水口相通，上述電控閥、輔助加熱器、水泵與整車控制器15連接並受整車控制器15所控制。惟此種以液態加熱的方式對電池行加熱，需透過電池底板特殊管線配置，方可對電池整體進行散熱，且液態加熱的方式因受到空間、體積的限制，不利輕量化，且增溫及降溫響應速度慢。 As shown in FIG. 1, Chinese patent CN 101962000 B discloses a power battery heating system for a pure electric vehicle, comprising a battery heating device 11 installed in a battery pack 10, the battery heating device 11 being provided with a hollow heat sink 12, The heat sink 12 is provided with a water inlet and a water outlet, and is connected to the fuel supply device by an auxiliary heater 13, and has a heat exchanger 14 built therein. The water inlet of the heat exchanger 14 communicates with the water outlet of the expansion water tank through a water pump and a water pipe. The water outlet of the heat exchanger 14 communicates with the water inlet of the heat sink through an electric control valve, and the water outlet of the heat sink 12 communicates with the water inlet of the expansion water tank. The electric control valve, the auxiliary heater, the water pump and the vehicle controller 15 Connected and controlled by the vehicle controller 15. However, the heating of the battery by means of liquid heating requires a special pipeline arrangement through the battery bottom plate to dissipate heat from the entire battery, and the liquid heating method is disadvantageously lightweight and temperature-increasing due to space and volume limitations. The cooling response is slow.
本發明的目的在於提供一種應用熱電致冷晶片及熱對流散熱組保持電動車電池溫度在一溫度範圍區間的電池恆溫系統。 It is an object of the present invention to provide a battery thermostat system that uses a thermoelectrically cooled wafer and a heat convection heat dissipation group to maintain the temperature of the electric vehicle battery in a temperature range.
本發明的再一目的在於提供一種應用熱電致冷晶片及熱對流散熱組作為調整電動車電池溫度，再根據電池溫度、環境溫度，使電動車電池保持在一標準溫度的範圍區間的電池恆溫系統。 A further object of the present invention is to provide a battery thermostat system using a thermoelectric cooling chip and a heat convection heat dissipation group as a battery temperature for adjusting the temperature of the electric vehicle, and then maintaining the battery of the electric vehicle in a range of a standard temperature according to the battery temperature and the ambient temperature. .
為達成上述系統的目地，本發明的技術手段在於提供一種電動車電池恆溫系統，包含電池單元、整車控制單元、溫度感測模組、熱電致冷晶片、開關單元及強制對流散熱模組。電池單元提供整車電源，其包含一殼體；整車控制單元連接電池單元，並包含一溫度控制模組，其可用以發出一溫度調整訊號及一強制對流訊號；溫度感測模組連接整車控制單元，其包含一環境溫度傳感器及電池溫度傳感器，環境溫度傳感器檢測殼體外部空間的環境溫度，電池溫度傳感器檢測該電池單元溫度，電池溫度傳感器係設置於殼體；熱電致冷晶片具有第一工作面及第二工作面，第一工作面貼合於殼體外表面；一開關單元 連接於電池單元與整車控制單元之間，並透過驅動電路接受溫度調整訊號而接通熱電致冷晶片之電源；強制對流散熱模組設置在殼體，並連接溫度控制模組，透過驅動電路接受強制對流訊號而對殼體內部進行空氣對流。 In order to achieve the above system, the technical means of the present invention is to provide an electric vehicle battery constant temperature system, which comprises a battery unit, a vehicle control unit, a temperature sensing module, a thermoelectric cooling chip, a switch unit and a forced convection heat dissipation module. The battery unit provides a vehicle power supply, and includes a casing; the vehicle control unit is connected to the battery unit, and includes a temperature control module, which can be used to send a temperature adjustment signal and a forced convection signal; and the temperature sensing module is connected. a vehicle control unit comprising an ambient temperature sensor and a battery temperature sensor, the ambient temperature sensor detecting an ambient temperature of the external space of the housing, the battery temperature sensor detecting the temperature of the battery unit, the battery temperature sensor being disposed in the housing; the thermoelectrically cooled wafer having a first working surface and a second working surface, the first working surface is attached to the outer surface of the casing; a switch unit Connected between the battery unit and the vehicle control unit, and receives the temperature adjustment signal through the driving circuit to turn on the power of the thermoelectric cooling chip; the forced convection heat dissipation module is disposed in the casing, and is connected to the temperature control module and transmits the driving circuit Air convection is carried out inside the casing by accepting a forced convection signal.
在一實施例中，前述的熱電致冷晶片包含了設置在殼體上的一第一熱電致冷晶片與一第二熱電致冷晶片，係分別具有一第一工作面及背對該第一工作面的一第二工作面。 In one embodiment, the thermoelectrically cooled wafer includes a first thermoelectric cooled wafer and a second thermoelectric cooled wafer disposed on the housing, each having a first working surface and facing away from the first A second working surface of the working face.
為達成上述方法的目地，本發明的技術手段在於提供一種電動車電池恆溫的方法，包含下列步驟：提供前述的電動車電池恆溫系統；透過該溫度感測模組取得該電池單元溫度與該環境溫度；當電池單元溫度偏離一預設標準值時，溫度控制模組發出溫度調整訊號，控制該熱電致冷晶片或該第一熱電致冷晶片及/或該第二熱電致冷晶片對該電池單元吸熱或加熱，使電池單元溫度回復預設標準值。 In order to achieve the above method, the technical means of the present invention is to provide a method for thermostating an electric vehicle battery, comprising the steps of: providing the aforementioned electric vehicle battery constant temperature system; obtaining the battery unit temperature and the environment through the temperature sensing module Temperature; when the battery unit temperature deviates from a predetermined standard value, the temperature control module issues a temperature adjustment signal to control the thermoelectrically cooled wafer or the first thermoelectrically cooled wafer and/or the second thermoelectrically cooled wafer to the battery The unit absorbs heat or heats up to return the battery unit temperature to a preset standard value.
本發明的特點在於：本發明利用熱電致冷器作為加熱、冷熱的溫度控制源，空間限制甚微且可靠性高。本發明採用的熱電致冷晶片具輕量化效益、無噪音、無震動問題且致冷效率很高，永遠大於1。本發明無致冷劑汙染等環境問題(例如冷媒)。本發明在一實施方式中透過雙面架設的熱電致冷器與強制對流的散熱模組的設計架構可確保恆溫控制之穩定性。本發明採用的溫度控制技術可快速增溫、降溫響應速度快(<30sec)，致熱效率很高且其溫度控制的工作溫度相較其體積之下，可用範圍較傳統組合為大(-150℃~150℃)。 The invention is characterized in that the invention utilizes a thermoelectric refrigerator as a temperature control source for heating, hot and cold, with little space limitation and high reliability. The thermoelectric cooling wafer used in the invention has the advantages of light weight, no noise, no vibration and high cooling efficiency, and is always greater than 1. The present invention has no environmental problems such as refrigerant contamination (e.g., refrigerant). In one embodiment, the design of the thermoelectric cooler and the forced convection heat dissipation module that are erected on both sides can ensure the stability of the constant temperature control. The temperature control technology adopted by the invention can rapidly increase temperature and cool down the response speed (<30 sec), the heating efficiency is high, and the temperature control working temperature is lower than the volume, and the usable range is larger than the traditional combination (-150 ° C) ~150 ° C).
10‧‧‧電池包 10‧‧‧Battery pack
11‧‧‧電池加熱裝置 11‧‧‧Battery heating device
12‧‧‧散熱片 12‧‧‧ Heat sink
13‧‧‧輔助加熱器 13‧‧‧Auxiliary heater
14‧‧‧熱交換器 14‧‧‧ heat exchanger
15‧‧‧整車控制器 15‧‧‧Complete vehicle controller
20‧‧‧電動車 20‧‧‧Electric vehicles
21‧‧‧電池恆溫系統 21‧‧‧Battery thermostat system
22,22’‧‧‧電池單元 22,22’‧‧‧ battery unit
221‧‧‧電池組 221‧‧‧Battery Pack
222‧‧‧殼體 222‧‧‧ housing
2221‧‧‧進風口 2221‧‧‧air inlet
2222‧‧‧出風口 2222‧‧‧air outlet
23‧‧‧整車控制單元 23‧‧‧Complete vehicle control unit
231‧‧‧溫度控制模組 231‧‧‧ Temperature Control Module
2311‧‧‧溫度調整訊號 2311‧‧‧temperature adjustment signal
2312‧‧‧強制對流訊號 2312‧‧‧Forced convection signal
24‧‧‧溫度感測模組 24‧‧‧Temperature Sensing Module
241‧‧‧環境溫度傳感器 241‧‧‧Environmental temperature sensor
242‧‧‧電池溫度傳感器 242‧‧‧Battery temperature sensor
25‧‧‧熱電致冷晶片 25‧‧‧Thermoelectric cooling chip
251‧‧‧第一工作面 251‧‧‧ first working surface
252‧‧‧第二工作面 252‧‧‧Second work surface
253‧‧‧金屬鰭片 253‧‧‧Metal fins
26‧‧‧開關單元 26‧‧‧Switch unit
261‧‧‧驅動電路 261‧‧‧ drive circuit
27‧‧‧強制對流散熱模組 27‧‧‧Forced convection cooling module
271‧‧‧驅動電路 271‧‧‧ drive circuit
272‧‧‧進氣風扇 272‧‧‧Intake fan
273‧‧‧排氣風扇 273‧‧‧Exhaust fan
28‧‧‧第一熱電致冷晶片 28‧‧‧First thermoelectric cooling chip
281‧‧‧第一工作面 281‧‧‧ first working surface
282‧‧‧第二工作面 282‧‧‧Second work surface
283‧‧‧金屬鰭片 283‧‧‧Metal fins
29‧‧‧第二熱電致冷晶片 29‧‧‧Second thermoelectric cooling chip
291‧‧‧第一工作面 291‧‧‧ first working surface
292‧‧‧第二工作面 292‧‧‧Second work surface
293‧‧‧金屬鰭片 293‧‧‧Metal fins
步驟S10~S12‧‧‧電池恆溫的控制方法 Step S10~S12‧‧‧ battery temperature control method
圖1繪示先前技術之純電動車的動力電池加熱系統；圖2繪示本發明之電動車電池恆溫系統之電池單元與第一熱電致冷晶片之前視配置示意圖； 圖3繪示；本發明之電動車電池恆溫系統一實施例的系統方塊圖；圖4繪示本發明之電動車電池恆溫系統之電池單元、第一熱電致冷晶片及強制對流散熱模組的前視配置示意圖；圖5繪示本發明之電動車電池恆溫系統之電池單元、第一熱電致冷晶片、第二熱電致冷晶片、及強制對流散熱模組的前視配置示意圖；圖6繪示本發明之本發明之電動車電池恆溫系統之電池單元及強制對流散熱模組的俯視配置示意圖；圖7繪示本發明之本發明之電動車電池恆溫方法之一實施例的步驟流程圖。 1 is a power battery heating system of a prior art pure electric vehicle; FIG. 2 is a front view showing a configuration of a battery unit and a first thermoelectric cooling wafer of the electric vehicle battery constant temperature system of the present invention; 3 is a system block diagram of an embodiment of an electric vehicle battery thermostat system of the present invention; FIG. 4 is a diagram showing a battery unit, a first thermoelectric cooling chip, and a forced convection heat dissipation module of the electric vehicle battery constant temperature system of the present invention; FIG. 5 is a schematic front view of a battery unit, a first thermoelectric cooling chip, a second thermoelectric cooling chip, and a forced convection heat dissipation module of the electric vehicle battery constant temperature system of the present invention; FIG. FIG. 7 is a schematic flow chart showing the steps of an embodiment of the electric vehicle battery constant temperature method of the present invention. FIG. 7 is a flow chart showing the steps of an embodiment of the electric vehicle battery constant temperature method of the present invention.
茲配合圖式將本發明實施例詳細說明如下，其所附圖式均為簡化之示意圖，僅以示意方式說明本發明之基本結構，因此在該等圖式中僅標示與本發明有關之元件，且所顯示之元件並非以實施時之數目、形狀、尺寸比例等加以繪製，其實際實施時之規格尺寸實為一種選擇性之設計，且其元件佈局形態有可能更為複雜。 The embodiments of the present invention are described in detail below with reference to the accompanying drawings, in which FIG. The components shown are not drawn in the number, shape, size ratio, etc. at the time of implementation, and the actual size of the implementation is a selective design, and the component layout form may be more complicated.
首先圖2、圖3及圖4所示。本實施例中，應用於電動車20上的電池恆溫系統21，包含電池單元22、整車控制單元23、溫度感測模組24、熱電致冷晶片25、開關單元26以及強制對流散熱模組27；本發明之該電池單元22可以是指動力電池，但不以此為限，該電池單元22用來提供該電動車20所需的電能，其包含電池組221和一容置該電池組221的殼體222；整車控制單元23連接該電池單元22以獲取電力，其包含一溫度控制模組231，該溫度控制模組231可用以發出一溫度調整訊號2311及一強制對流訊號2312。溫度感測模組24，係連接該整車控制單元23，該溫度感測模組24包含一檢測該殼體222外部空間(或電動車外部)的環境溫度的環境溫度傳感器241和一檢測該電池單元22溫度的電池溫度傳感器242，該電池溫度傳感器242係設置於該殼體222(在一實施例中，該殼體222 上具有一進風口2221、一出風口2222，該電池溫度傳感器242同時也設置於該進風口2221及出風口2222，以供後續的溫度判斷之用，另外，該進風口2221及該出風口2222位於該殼體222的同一側為較佳的空氣對流配置，但不以此為限)。熱電致冷晶片25，係具有一第一工作面251及背對該第一工作面251的一第二工作面252，該第一工作面251貼合於該殼體222的外表面，該第二工作面252貼附一金屬鰭片253，當該第二工作面252進行散熱時可將熱傳遞致該金屬鰭片253，並利用車外空氣散熱。開關單元26(可為一繼電器之類的自動開關)係連接於該電池單元22與該整車控制單元23之間，並透過一驅動電路261接受該溫度調整訊號2311而接通該熱電致冷晶片25的電源，以使該熱電致冷晶片25進行加熱或冷熱的動作；強制對流散熱模組27，係設置於該電池單元22的該殼體222，並連接該溫度控制模組231，透過一驅動電路271接受一強制對流訊號2312而對該殼體222內部進行空氣對流。 First, Figure 2, Figure 3 and Figure 4 show. In this embodiment, the battery thermostat system 21 applied to the electric vehicle 20 includes a battery unit 22, a vehicle control unit 23, a temperature sensing module 24, a thermoelectric cooling chip 25, a switch unit 26, and a forced convection heat dissipation module. The battery unit 22 of the present invention may be referred to as a power battery, but not limited thereto, the battery unit 22 is used to provide the electric energy required by the electric vehicle 20, and includes a battery pack 221 and a battery pack. The housing 222 of the 221 is connected to the battery unit 22 for power generation. The battery control unit 231 includes a temperature control module 231. The temperature control module 231 can be used to generate a temperature adjustment signal 2311 and a forced convection signal 2312. The temperature sensing module 24 is connected to the vehicle control unit 23, and the temperature sensing module 24 includes an ambient temperature sensor 241 for detecting an ambient temperature of the external space of the housing 222 (or external to the electric vehicle) and detecting the ambient temperature. a battery temperature sensor 242 for the temperature of the battery unit 22, the battery temperature sensor 242 being disposed in the housing 222 (in an embodiment, the housing 222 The air inlet port 2221 and the air outlet 2222 are disposed at the air inlet 2221 and the air outlet 2222 for subsequent temperature determination. In addition, the air inlet 2221 and the air outlet 2222 are provided. The same side of the housing 222 is a preferred air convection configuration, but not limited thereto. The thermoelectrically cooled wafer 25 has a first working surface 251 and a second working surface 252 facing the first working surface 251. The first working surface 251 is attached to the outer surface of the housing 222. The two working faces 252 are attached with a metal fin 253. When the second working surface 252 dissipates heat, the heat can be transferred to the metal fins 253 and dissipated by the outside air. The switch unit 26 (which can be an automatic switch such as a relay) is connected between the battery unit 22 and the vehicle control unit 23, and receives the temperature adjustment signal 2311 through a driving circuit 261 to turn on the thermoelectric cooling. The power supply of the wafer 25 is used to heat or cool the thermoelectrically cooled wafer 25; the forced convection heat dissipation module 27 is disposed on the casing 222 of the battery unit 22, and is connected to the temperature control module 231. A drive circuit 271 receives a forced convection signal 2312 to convect the interior of the housing 222.
請參照圖3及圖5。在一實施例中，該電池單元22’係包含一第一熱電致冷晶片28以及一第二熱電致冷晶片29，該第一熱電致冷晶片28，係具有一第一工作面281及背對該第一工作面281的一第二工作面282，該第一工作面281貼合於該殼體222的外表面，該第二工作面282貼附一金屬鰭片283；該第二熱電致冷晶片29具有一第一工作面291及背對該第一工作面291的一第二工作面292，該第一工作面291貼合於該殼體222的外表面，該第二工作面282貼附一金屬鰭片293。 Please refer to FIG. 3 and FIG. 5. In one embodiment, the battery unit 22' includes a first thermoelectric cooled wafer 28 and a second thermoelectric cooled wafer 29 having a first working surface 281 and a back. a second working surface 282 of the first working surface 281, the first working surface 281 is attached to the outer surface of the housing 222, and the second working surface 282 is attached with a metal fin 283; the second thermal power The cooling chip 29 has a first working surface 291 and a second working surface 292 facing the first working surface 291. The first working surface 291 is attached to the outer surface of the housing 222. The second working surface 282 is attached with a metal fin 293.
在一實施例中，第一熱電致冷晶片28係設置於電池單元22’的底面(所述底面是指在正常安裝電池單元的狀態下，相對於電動車的底面座標方向)、第二熱電致冷晶片29係設置在電池單元22’的頂面(所述頂面是指在正常安裝電池單元的狀態下，相對於電動車的頂面座標方向)。上述將第一熱電致冷晶片28係設置於電池單元22’的底面時，該金屬鰭片283即位於車體的最下端， 其不僅可透過行車過程中，氣流對金屬鰭片283散熱之用，亦可阻擋碎石直接擊中底盤之電池單元22’，增加底盤異物撞擊之安全強度保護。 In one embodiment, the first thermoelectric cooling chip 28 is disposed on the bottom surface of the battery unit 22' (the bottom surface refers to the direction of the bottom surface coordinate of the electric vehicle in a state where the battery unit is normally installed), and the second thermoelectricity The cooling chip 29 is disposed on the top surface of the battery unit 22' (the top surface refers to the direction of the top surface coordinate of the electric vehicle in a state where the battery unit is normally mounted). When the first thermoelectric cooling wafer 28 is disposed on the bottom surface of the battery unit 22', the metal fin 283 is located at the lowermost end of the vehicle body. It can not only dissipate heat from the metal fins 283 during the driving process, but also block the crushed stone from directly hitting the battery unit 22' of the chassis, thereby increasing the safety strength protection of the chassis foreign object impact.
請參照圖5所示。在一實施例中，強制對流散熱模組27為對應設置於該殼體222上之進風口2221、出風口2222上的一進氣風扇272及一排氣風扇273，該電池溫度傳感器242係分別設置於該殼體222、該進風口2221及該出風口2222)。 Please refer to Figure 5. In one embodiment, the forced convection heat dissipation module 27 is an intake fan 272 and an exhaust fan 273 corresponding to the air inlet 2221 and the air outlet 2222 of the housing 222. The battery temperature sensor 242 is respectively The housing 222, the air inlet 2221 and the air outlet 2222) are disposed.
再請參照圖7並對照圖3所示。在本發明的方法實施例中所謂電池單元溫度，即反映出殼體222內部溫度，亦可更精準地將殼體222溫度、進風口2221溫度以及出風口2222溫度統合計算出較可靠的整體電池單元(22,22’)的溫度。圖7的實施例與圖8的實施例的差別在於熱電致冷晶片為一只或二只的差別：圖7的方法實施例中的電動車電池恆溫的方法包含下列步驟：步驟S10，提供前述電動車電池恆溫系統21。 Please refer to FIG. 7 again and refer to FIG. 3. In the method embodiment of the present invention, the battery cell temperature, that is, reflecting the internal temperature of the casing 222, can more accurately calculate the temperature of the casing 222, the temperature of the air inlet 2221, and the temperature of the air outlet 2222 to calculate a more reliable overall battery. The temperature of the unit (22, 22'). The difference between the embodiment of FIG. 7 and the embodiment of FIG. 8 is that the thermoelectrically cooled wafer is one or two. The method of thermostating the electric vehicle battery in the method embodiment of FIG. 7 includes the following steps: Step S10, providing the foregoing Electric vehicle battery thermostat system 21.
步驟S11，該整車控制單元23透過該溫度感測模組24取得該電池單元(22,22’)溫度與該電池單元(22,22’)外部(或車外)環境溫度。 In step S11, the vehicle control unit 23 obtains the temperature of the battery unit (22, 22') and the external (or outside) ambient temperature of the battery unit (22, 22') through the temperature sensing module 24.
步驟S12，當該電池單元(22,22’)溫度偏離一預設標準值時，該溫度控制模組231發出該溫度調整訊號2311，以控制該熱電致冷晶片25(或是第一熱電致冷晶片28與第二熱電致冷晶片29的兩者或其中之一)對該電池單元(22,22’)吸熱或加熱，使該電池單元(22,22’)溫度回復該預設標準值。 In step S12, when the temperature of the battery unit (22, 22') deviates from a predetermined standard value, the temperature control module 231 sends the temperature adjustment signal 2311 to control the thermoelectric cooling chip 25 (or the first thermoelectric system). Both or one of the cold wafer 28 and the second thermoelectrically cooled wafer 29 absorbs heat or heats the battery unit (22, 22') to restore the temperature of the battery unit (22, 22') to the preset standard value. .
前述步驟12中，當該電池單元(22,22’)溫度低於該標準值時，該溫度控制模組231發出該溫度調整訊號2311，用以控制該熱電致冷晶片25的該第一工作面251(或該第一熱電致冷晶片28、第二熱電致冷晶片29的至少一第一工作面(281,291))釋放熱量，以加熱該電池單元(22,22’)，直到該電池單元(22,22’)溫度符合該標準值後，停止該熱電致冷晶片28或該第一、第二熱電致冷晶片(28,29)的供電，以停止加熱該電池單元(22,22’)。 In the foregoing step 12, when the temperature of the battery unit (22, 22') is lower than the standard value, the temperature control module 231 sends the temperature adjustment signal 2311 for controlling the first work of the thermoelectric cooling chip 25. The surface 251 (or the first thermoelectrically cooled wafer 28, at least one first working surface (281, 291) of the second thermoelectrically cooled wafer 29) releases heat to heat the battery unit (22, 22') until the battery unit (22, 22') After the temperature meets the standard value, the thermoelectrically cooled wafer 28 or the first and second thermoelectrically cooled wafers (28, 29) are stopped to stop heating the battery unit (22, 22' ).
前述步驟12中，當該電池單元(22,22’)溫度高於該標準值時，該溫度控制模組231發出該溫度調整訊號2311，用以控制該熱電致冷晶片25的該第一工作面251(或該第一熱電致冷晶片28、第二熱電致冷晶片29的至少一第一工作面(281,291))吸收熱量，以降低該電池單元(22,22’)溫度，直到該電池單元(22,22’)溫度符合該標準值後，停止該熱電致冷晶片25或該第一、第二熱電致冷晶片(28,29)的供電，以停止冷卻該電池單元(22,22’)。 In the foregoing step 12, when the temperature of the battery unit (22, 22') is higher than the standard value, the temperature control module 231 sends the temperature adjustment signal 2311 for controlling the first work of the thermoelectric cooling chip 25. The surface 251 (or the first thermoelectrically cooled wafer 28, at least one first working surface (281, 291) of the second thermoelectrically cooled wafer 29) absorbs heat to lower the temperature of the battery unit (22, 22') until the battery After the temperature of the unit (22, 22') meets the standard value, the power supply of the thermoelectrically cooled wafer 25 or the first and second thermoelectrically cooled wafers (28, 29) is stopped to stop cooling the battery unit (22, 22) ').
值得一提的是，本發明實施例中，該整車控制單元23是持續監控該電池單元(22,22’)溫度，當該電池單元(22,22’)溫度符合該標準值時，則該整車控制單元23不動作。 It is to be noted that, in the embodiment of the present invention, the vehicle control unit 23 continuously monitors the temperature of the battery unit (22, 22'). When the temperature of the battery unit (22, 22') meets the standard value, The vehicle control unit 23 does not operate.
上述的方法實施例中，該溫度控制模組231發出該溫度調整訊號2311控制該熱電致冷晶片25、該第一熱電致冷晶片28及該第二熱電致冷晶片29作動時，同時發出該強制對流訊號2312控制該強制對流散熱模組27對該殼體222內部進行空氣對流，該溫度控制模組231停止該熱電致冷晶片25、該第一熱電致冷晶片28及該第二熱電致冷晶片29作動時，同時停止該強制對流散熱模組27作動。 In the above method embodiment, when the temperature control module 231 sends the temperature adjustment signal 2311 to control the thermoelectric cooling chip 25, the first thermoelectric cooling chip 28, and the second thermoelectric cooling chip 29, the same is issued. The forced convection signal 2312 controls the forced convection heat dissipation module 27 to perform air convection on the inside of the casing 222. The temperature control module 231 stops the thermoelectrically cooled wafer 25, the first thermoelectrically cooled wafer 28, and the second thermoelectric When the cold wafer 29 is actuated, the forced convection heat dissipation module 27 is simultaneously stopped.
另外，為了更能節省電能，在本發明一實施例中，該溫度控制模組231係根據該電池單元(22,22’)溫度，透過一脈波寬度調變信號控制該強制對流散熱模組27推動空氣對流的速度，換言之，當該強制對流散熱模組27係以直流風扇推動空氣對流時，即可應用該脈波寬度調變信號，將該直流風扇的轉速配合當時該電池單元(22,22’)溫度的高低呈正比而改變。 In addition, in an embodiment of the present invention, the temperature control module 231 controls the forced convection heat dissipation module according to the temperature of the battery unit (22, 22') through a pulse width modulation signal. 27, the speed of the air convection, in other words, when the forced convection cooling module 27 is driven by a DC fan to promote air convection, the pulse width modulation signal can be applied, and the speed of the DC fan is matched with the battery unit at that time (22) , 22') The temperature changes in proportion to the ratio.
此外，該標準值為一範圍區間(假設該範圍區間為A~B)，當該環境溫度(環境溫度偵測值為E)高於該標準值的最高值時(E>B)，應用該些熱電致冷晶片(25,28,29)控制該電池單元(22,22’)溫度回復到該標準值的該範圍區間最低值(即為E=A值)時，始停止該些熱電致冷晶片(25,28,29) 的供電而停止冷卻該電池單元(22,22’)；當該環境溫度低於該標準值的最低值時(E<A)，應用該些熱電致冷晶片(25,28,29)控制該電池單元(22,22’)溫度回復到該標準值的該範圍區間最高值(即為E=B值)時，始停止該些熱電致冷晶片(25,28,29)的供電而停止加熱該電池單元(22,22’)。 In addition, the standard value is a range interval (assuming the range is A~B), and when the ambient temperature (the ambient temperature detection value E) is higher than the highest value of the standard value (E>B), the application is applied. The thermoelectrically cooled wafers (25, 28, 29) control the thermocouples when the temperature of the battery cells (22, 22') returns to the lowest value of the range of the standard value (ie, E = A value) Cold wafer (25, 28, 29) The power supply stops cooling the battery unit (22, 22'); when the ambient temperature is lower than the lowest value of the standard value (E < A), the thermoelectrically cooled wafers (25, 28, 29) are used to control the When the temperature of the battery unit (22, 22') returns to the highest value of the range of the standard value (ie, E=B value), the power supply of the thermoelectrically cooled wafers (25, 28, 29) is stopped and the heating is stopped. The battery unit (22, 22').
綜上所述，乃僅記載本發明為呈現解決問題所採用的技術手段之較佳實施方式或實施例而已，並非用來限定本發明專利實施之範圍。即凡與本發明專利申請範圍文義相符，或依本發明專利範圍所做的均等變化與修飾，皆為本發明專利範圍所涵蓋。 In summary, the present invention is only described as a preferred embodiment or embodiment of the technical means for solving the problem, and is not intended to limit the scope of the invention. That is, the equivalent changes and modifications made in accordance with the scope of the patent application of the present invention or the scope of the invention are covered by the scope of the invention.
21‧‧‧電池恆溫系統 21‧‧‧Battery thermostat system
22,22’‧‧‧電池單元 22,22’‧‧‧ battery unit
23‧‧‧整車控制單元 23‧‧‧Complete vehicle control unit
231‧‧‧溫度控制模組 231‧‧‧ Temperature Control Module
2311‧‧‧溫度調整訊號 2311‧‧‧temperature adjustment signal
2312‧‧‧強制對流訊號 2312‧‧‧Forced convection signal
24‧‧‧溫度感測模組 24‧‧‧Temperature Sensing Module
241‧‧‧環境溫度傳感器 241‧‧‧Environmental temperature sensor
242‧‧‧電池溫度傳感器 242‧‧‧Battery temperature sensor
25‧‧‧熱電致冷晶片 25‧‧‧Thermoelectric cooling chip
26‧‧‧開關單元 26‧‧‧Switch unit
261‧‧‧驅動電路 261‧‧‧ drive circuit
27‧‧‧強制對流散熱模組 27‧‧‧Forced convection cooling module
271‧‧‧驅動電路 271‧‧‧ drive circuit
28‧‧‧第一熱電致冷晶片 28‧‧‧First thermoelectric cooling chip
29‧‧‧第二熱電致冷晶片 29‧‧‧Second thermoelectric cooling chip
Claims (14)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| TW103142401A TWI517479B (en) | 2014-12-05 | 2014-12-05 | Electric battery battery temperature system and its constant temperature method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| TW103142401A TWI517479B (en) | 2014-12-05 | 2014-12-05 | Electric battery battery temperature system and its constant temperature method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| TWI517479B true TWI517479B (en) | 2016-01-11 |
| TW201622231A TW201622231A (en) | 2016-06-16 |
Family
ID=55640357
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| TW103142401A TWI517479B (en) | 2014-12-05 | 2014-12-05 | Electric battery battery temperature system and its constant temperature method |
Country Status (1)
| Country | Link |
|---|---|
| TW (1) | TWI517479B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| TWI657610B (en) * | 2017-12-26 | 2019-04-21 | 國家中山科學研究院 | Battery box heat sink |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111755770A (en) * | 2019-03-29 | 2020-10-09 | 中光电智能机器人股份有限公司 | Battery device and carrier |
-
2014
- 2014-12-05 TW TW103142401A patent/TWI517479B/en active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| TWI657610B (en) * | 2017-12-26 | 2019-04-21 | 國家中山科學研究院 | Battery box heat sink |
Also Published As
| Publication number | Publication date |
|---|---|
| TW201622231A (en) | 2016-06-16 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN108807313B (en) | Microelectronic device heat dissipation device | |
| US11110774B2 (en) | Vehicle air-conditioning device using semiconductor as cooling core | |
| KR20170083399A (en) | Cooling Unit Using Ice Thermal Storage | |
| JP2004319658A (en) | Electronic cooler | |
| WO2018049996A1 (en) | Bicirculating environment temperature control device for electric automobile battery pack | |
| KR101373564B1 (en) | A Heat Exchanger using Thermoelectric Modules and A Method for Controlling the Thermoelectric Modules | |
| CN109959084A (en) | Air handling system and conditioner | |
| TWI517479B (en) | Electric battery battery temperature system and its constant temperature method | |
| KR101530702B1 (en) | Cold and warm air circulator | |
| CN202048638U (en) | Air conditioning device for vehicle-mounted semiconductor | |
| CN201285784Y (en) | Accumulator heat management apparatus based on thermoelectric effect of semiconductor | |
| CN109959081A (en) | Air handling system and conditioner | |
| CN106571497A (en) | Battery heat management system for electric vehicle | |
| CN205830244U (en) | A kind of double cooling integrated systems for electric vehicle control system | |
| KR101653344B1 (en) | Air conditioner using peltier device | |
| KR101904084B1 (en) | Air conditioning system of vehicle using thermoelectric device | |
| Nandini | Peltier based cabinet cooling system using heat pipe and liquid based heat sink | |
| CN208431978U (en) | A kind of electronic equipment radiating module | |
| CN115036527A (en) | Heating and cooling system of fuel cell and control method | |
| CN205319145U (en) | Accurate temperature control device of laser instrument | |
| KR101651455B1 (en) | A cooling and heating device for vehicle seat using Peltier Chipset | |
| CN113733895A (en) | Hybrid vehicle and thermal management system thereof | |
| CN101667464A (en) | Novel high-power cooling module integrating air cooling, water cooling and electronic cooling | |
| KR101862241B1 (en) | Air conditioning system of vehicle using thermoelectric element | |
| KR20100138674A (en) | Thermoelectric refrigeration module mount lighing |