WO2023028817A1 - 加热电池的方法、电池加热***及用电装置 - Google Patents
加热电池的方法、电池加热***及用电装置 Download PDFInfo
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- WO2023028817A1 WO2023028817A1 PCT/CN2021/115586 CN2021115586W WO2023028817A1 WO 2023028817 A1 WO2023028817 A1 WO 2023028817A1 CN 2021115586 W CN2021115586 W CN 2021115586W WO 2023028817 A1 WO2023028817 A1 WO 2023028817A1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
- H01M10/44—Methods for charging or discharging
-
- 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
- H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
- H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/61—Types of temperature control
- H01M10/615—Heating or keeping warm
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
- H01M10/625—Vehicles
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/63—Control systems
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
- H01M50/20—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders
- H01M50/249—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders specially adapted for aircraft or vehicles, e.g. cars or trains
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M2220/00—Batteries for particular applications
- H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
-
- 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
Definitions
- the invention relates to the technical field of batteries, in particular to a battery heating method, a battery heating system and an electrical device.
- the use of batteries in low temperature environments will be subject to certain restrictions. Specifically, in a low-temperature environment, the charge and discharge capacity of the battery will be seriously attenuated, and the charge and discharge of the battery will also cause life decay in the entire life cycle, and charging the battery may even cause irreversible damage to the battery. Therefore, in order to use the battery normally, the battery needs to be heated in a low temperature environment.
- the present application proposes a method for heating a battery, a battery heating system, and an electrical device to solve the problem of limited use of the battery in a low temperature environment.
- a first aspect of the present invention provides a method of heating a battery, wherein a battery pack is connected to an inductive load via a current transformer, the method comprising:
- the switch module in the converter is controlled to be turned on and off to control the discharge and charge between the battery pack and the inductive load;
- the battery is connected in parallel with the auxiliary heating mechanism
- the auxiliary heating mechanism is disconnected from the battery pack.
- the internal heating of the battery and the external auxiliary heating mechanism are combined to further increase the heating speed and shorten the heating time.
- the charging current and the discharging current flow through the internal resistance of the battery to generate heat to heat the inside of the battery.
- the battery is heated externally by connecting the battery in parallel with the auxiliary heating mechanism; during the charging phase of the battery, the battery is not heated by the auxiliary heating mechanism. Since the current flowing through the converter and the inductive load is limited, the battery is connected in parallel with the auxiliary heating mechanism during the discharge phase of the battery.
- This scheme not only increases the external heating source, but also increases the discharge current flowing through the internal resistance. Improved heating efficiency.
- the charging energy comes from the energy stored in the inductive load during the discharging phase; since the heat production efficiency of the internal resistance of the battery is much greater than that of the external auxiliary heating mechanism at the same voltage, the battery is disconnected during the charging phase. Turn on the auxiliary heating mechanism, so that all the energy of the inductive load is used for charging, so that the heating efficiency is optimal.
- the method includes:
- the current parameters include one or more of: current at terminals of the battery pack, DC bus current of the converter, and individual phase currents of the converter.
- the current at the terminals of the battery pack includes the current flowing through the auxiliary heating mechanism and the DC bus current of the converter.
- limiting the current of the terminals of the battery pack actually limits the charging and discharging current of the battery, so as to avoid irreversible damage to the battery due to excessive charging and discharging of the battery.
- the phase current is prevented from exceeding the current upper limit of the power device in the converter, and on the other hand, the current of the inductive load is prevented from entering its current saturation region.
- the expected frequency and the expected duty cycle of the drive signal of the power device in the converter are calculated, and the The frequency and duty cycle of the driving signal are adjusted to a desired frequency and a desired duty cycle, thereby adjusting the duration of the charging phase and the discharging phase of each charging cycle of the battery pack.
- the preset expected current threshold range represents the allowable range of the heating current during the heating process.
- the preset expected current threshold interval may be a current range in which the expected heating current is a middle value.
- the desired heating current may be a desired DC bus current of the converter.
- the duration of the charging phase and the discharging phase of the charging and discharging cycle of the battery pack are equal.
- the duration of the charging phase and the discharging phase of each charging and discharging cycle are equal.
- the inductive load is the winding of the motor, and the switching module in the converter is set to be turned on and off periodically, so that the motor does not rotate.
- the motor can be a single-phase motor or a multi-phase motor, and the motor can be an AC motor or a DC motor according to the actual application; specifically, in When the motor is a three-phase asynchronous motor, a three-phase synchronous motor or a DC brushless motor, the inductive load can be the stator winding of the motor, and when the motor is a DC brushed motor, etc., the inductive load can be the rotor winding of the motor.
- the motor is a three-phase motor
- the converter is a three-phase full-bridge circuit having a first phase bridge arm, a second phase bridge arm and a third phase bridge arm;
- two or three switch modules are closed, the closed switch modules are located at different phase bridge arms, and at least one switch module located at the upper bridge arm and at least one switch module located at the lower bridge arm are closed the switch module of the arm;
- the number of phases of the converter may correspond to the number of phases of the motor, for example, when the motor is a four-phase motor, the converter may be a four-phase converter.
- the above-mentioned method comprises:
- the state parameter includes at least one of the following parameters: voltage, temperature, state of charge and insulation resistance;
- all switch modules controlling the converter are in an off state and disconnect the auxiliary heating mechanism from the battery pack.
- the above-mentioned method comprises:
- the status information When the status information indicates that the vehicle is not in a heating condition, a request to stop heating is generated, the status information including at least one of the following information: the startup status of the vehicle, the status of the door, collision information, the upper high voltage status, and the ambient temperature; and
- all switch modules controlling the converter are in an off state and disconnect the auxiliary heating mechanism from the battery pack.
- the auxiliary heating mechanism is a heating membrane. In other embodiments of the present application, the auxiliary heating mechanism is a positive temperature coefficient (Positive Temperature Coefficient, PTC) heater, that is, a PTC heater.
- PTC Positive Temperature Coefficient
- the auxiliary heating mechanism is directly connected in parallel with the battery pack, and the parallel connection of the auxiliary heating mechanism and the battery pack is controlled by a switch between the auxiliary heating mechanism and the battery pack.
- the auxiliary heating mechanism is connected in parallel with the battery pack through a DC-DC converter, and the parallel connection between the auxiliary heating mechanism and the battery pack is controlled through a switch between the auxiliary heating mechanism and the DC-DC converter connect. The voltage at both ends of the auxiliary heating mechanism can be adjusted through the DC-DC converter to control the heating current and heating power of the auxiliary heating mechanism.
- a second aspect of the present application provides a battery heating system, the battery heating system comprising:
- the DC end of the converter is connected to the positive and negative poles of the battery pack;
- Inductive load connected to the AC terminal of the converter
- a controller the controller is respectively connected with the converter and the inductive load, wherein the controller is configured as:
- control the switch module in the converter In response to the heating request, control the switch module in the converter to turn on and off to control the discharge and charge between the battery pack and the inductive load;
- the internal heating of the battery and the external auxiliary heating mechanism are combined to further increase the heating speed and shorten the heating time.
- the charging current and the discharging current flow through the internal resistance of the battery to generate heat to heat the inside of the battery.
- the battery is heated externally by connecting the battery in parallel with the auxiliary heating mechanism; during the charging phase of the battery, the battery is not heated by the auxiliary heating mechanism. Since the current flowing through the converter and the inductive load is limited, the battery is connected in parallel with the auxiliary heating mechanism during the discharge phase of the battery.
- This scheme not only increases the external heating source, but also increases the discharge current flowing through the internal resistance. Improved heating efficiency.
- the charging energy comes from the energy stored in the inductive load during the discharging phase; since the heat production efficiency of the internal resistance of the battery is much greater than that of the external auxiliary heating mechanism at the same voltage, the battery is disconnected during the charging phase. Turn on the auxiliary heating mechanism, so that all the energy of the inductive load is used for charging, so that the heating efficiency is optimal.
- This embodiment has strong portability, makes full use of the original auxiliary heating components, only needs to adapt the software and does not need to add new hardware.
- the controller is configured to:
- the current parameters include one or more of: current at terminals of the battery pack, DC bus current of the converter, and individual phase currents of the converter.
- the current at the terminals of the battery pack includes the current flowing through the auxiliary heating mechanism and the DC bus current of the converter.
- limiting the current of the terminals of the battery pack actually limits the charging and discharging current of the battery, so as to avoid irreversible damage to the battery due to excessive charging and discharging of the battery.
- the phase current is prevented from exceeding the current upper limit of the power device in the converter, and on the other hand, the current of the inductive load is prevented from entering its current saturation region.
- the expected frequency and the expected duty cycle of the drive signal of the power device in the converter are calculated, and the The frequency and duty cycle of the driving signal are adjusted to a desired frequency and a desired duty cycle, thereby adjusting the duration of the charging phase and the discharging phase of each charging cycle of the battery pack.
- the preset expected current threshold range represents the allowable range of the heating current during the heating process.
- the preset expected current threshold interval may be a current range in which the expected heating current is a middle value.
- the desired heating current may be a desired DC bus current of the converter.
- the duration of the charging phase and the discharging phase of the charging and discharging cycle of the battery pack are equal.
- the duration of the charging phase and the discharging phase of each charging and discharging cycle are equal.
- the inductive load is the winding of the motor
- the controller is configured to control the switching module in the converter to be turned on and off periodically so that the motor does not rotate.
- the motor can be a single-phase motor or a multi-phase motor, and the motor can be an AC motor or a DC motor according to the actual application; specifically, in When the motor is a three-phase asynchronous motor, a three-phase synchronous motor or a DC brushless motor, the inductive load can be the stator winding of the motor, and when the motor is a DC brushed motor, etc., the inductive load can be the rotor winding of the motor.
- the motor is a three-phase motor
- the converter is a three-phase full-bridge circuit having a first phase bridge arm, a second phase bridge arm and a third phase bridge arm;
- controller is configured as:
- the closed switch modules are located at different phase bridge arms, and at least one switch module located at the upper bridge arm and at least one switch module located at the lower bridge arm are closed the switch module;
- the number of phases of the converter may correspond to the number of phases of the motor, for example, when the motor is a four-phase motor, the converter may be a four-phase converter.
- the controller is configured to:
- the state parameter includes at least one of the following parameters: voltage, temperature, state of charge and insulation resistance;
- all switch modules controlling the converter are in an off state and disconnect the auxiliary heating mechanism from the battery pack.
- the controller is configured to:
- the state information When the state information indicates that the vehicle is not in a heating condition, a request to stop heating is generated, the state information including at least one of the following information: the starting state of the vehicle, the state of the door, the collision information, the upper high voltage state, and the ambient temperature; and
- all switch modules controlling the converter are in an off state and disconnect the auxiliary heating mechanism from the battery pack.
- the auxiliary heating mechanism includes a heating membrane. In other embodiments, the auxiliary heating mechanism includes a PTC heater.
- the auxiliary heating mechanism is directly connected in parallel with the battery pack, and the parallel connection of the auxiliary heating mechanism and the battery pack is controlled by a switch between the auxiliary heating mechanism and the battery pack.
- the auxiliary heating mechanism is connected in parallel with the battery pack through a DC-DC converter, and the parallel connection between the auxiliary heating mechanism and the battery pack is controlled through a switch between the auxiliary heating mechanism and the DC-DC converter connect. The voltage at both ends of the auxiliary heating mechanism can be adjusted through the DC-DC converter to control the heating current and heating power of the auxiliary heating mechanism.
- a third aspect of the present application provides an electric device, the electric device comprising: a battery pack; and the battery heating system according to the above second aspect of the present application.
- the battery pack can be used as a power source for the above-mentioned devices, and can also be used as an energy storage unit for the above-mentioned devices.
- the above-mentioned devices can be, but not limited to, mobile devices (such as mobile phones, laptop computers, etc.), electric vehicles (such as pure electric vehicles, hybrid electric vehicles, plug-in hybrid electric vehicles, electric bicycles, electric scooters, electric golf carts, etc.) , electric trucks, etc.), electric trains, ships and satellites, energy storage systems, etc.
- the above-mentioned device can select a battery according to its usage requirements.
- FIG. 1 illustrates a flowchart of a method of heating a battery pack according to an embodiment of the present application
- FIG. 2 illustrates a flow chart of a method of heating a battery pack according to an embodiment of the present application
- FIG. 3 illustrates a flowchart of a method of controlling the connection of an auxiliary heating mechanism to a battery pack according to an embodiment of the present application
- FIG. 4 illustrates a schematic structural view of a battery heating system according to an embodiment of the present application
- FIG. 5 illustrates a schematic structural view of a battery pack heating system according to another embodiment of the present application
- FIG. 6 illustrates a schematic diagram of a waveform of a preset direct-axis current in a method for heating a battery pack according to an embodiment of the present application
- FIG. 7 illustrates a block diagram of a control module of a battery pack heating system according to an embodiment of the present application
- FIG. 8 illustrates a schematic diagram of coordinate transformation in a battery pack heating system according to an embodiment of the present application.
- FIG. 9 illustrates a schematic diagram of an electrical device according to an embodiment of the present application.
- first and second are only used to distinguish different objects, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features , a specific order or a primary-secondary relationship.
- an embodiment means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the present application.
- the occurrences of this phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. It is understood explicitly and implicitly by those skilled in the art that the embodiments described herein can be combined with other embodiments.
- the term “plurality” refers to two or more (including two), unless otherwise clearly and specifically defined.
- technical terms such as “connected” and “connected” should be understood in a broad sense, for example, it may be a mechanical connection or an electrical connection; it may be It can be directly connected or indirectly connected through an intermediary, and it can be the internal communication of two elements or the interaction relationship between two elements.
- batteries are not only used in energy storage power systems such as water power, fire power, wind power and solar power plants, but also widely used in electric vehicles such as electric bicycles, electric motorcycles, electric vehicles, as well as military equipment and aerospace. field. With the continuous expansion of battery application fields, its market demand is also constantly expanding.
- the inventors have found that the heating rate of the heating film is low and the cost is high; the heating rate of the PTC heater is higher than that of the heating film, but the heat transfer medium has a low viscosity at an extremely low temperature. increase, the heating effect is greatly reduced; the heating rate using electric excitation heating is very fast, and it only takes about 15 minutes for the battery temperature to jump from -30°C to 10°C, but it is limited by such as battery charge and discharge current, and the conversion circuit used And parameters such as the current of the excitation element. However, a wait time of 15 minutes may still be too long for a user who wishes to use a battery powered consumer as quickly as possible in a low temperature environment.
- the inventors In order to increase the rate of temperature rise, the inventors conceived of using an electrically activated internal heating method and an external heating method in combination. On this basis, the inventors have found through in-depth research that, taking a lithium battery as an example, at the same voltage, the heating rate of the heating film is generally 0.2-0.4°C/min, and the heating rate of the PTC heater is generally At 0.3-0.6°C/min, the heating rate of electric excitation internal heating is generally 2°C/min; it can be seen that the heat generation efficiency of electric excitation internal heating is more than 3 times that of external heating (PTC heater/heating film).
- the inventors designed a method for heating the battery pack, by connecting the external auxiliary heating mechanism in parallel with the battery during the discharge phase of the battery, And the external auxiliary heating mechanism is disconnected from the battery during the charging phase of the battery, so that a larger discharge current is generated and the external heating source is increased during the discharging phase of the battery, and all the energy is used for internal heating during the charging phase of the battery, fully Utilizes energy to optimize heating efficiency.
- FIG. 1 illustrates a flowchart of a method 100 of heating a battery pack according to one embodiment of the present application.
- a heating request is received at step 102. If a heating request is received, proceed to step 104, otherwise repeat step 102.
- the heating request can be generated based on the voltage, temperature, and/or state of charge of the battery pack; for example, when the voltage is greater than a preset voltage threshold, the state of charge (State Of Charge, SOC) is greater than a preset SOC threshold, and the temperature is lower than a preset When the temperature threshold is reached, a heating request is generated.
- SOC State Of Charge
- the switching module in the converter connected between the battery pack and the inductive load is controlled to be turned on and off, so as to control the discharge and charge between the battery pack and the inductive load.
- step 106 In response to the control command to turn on and off the switch module in the converter, at step 106, it is judged whether the battery pack is in a discharge phase. If the battery pack is in a discharge phase, an auxiliary heating mechanism is connected in parallel with the battery pack, step 108 . If the battery pack is not in the discharge phase, the auxiliary heating mechanism is disconnected from the battery pack, step 110 .
- the internal heating of the battery and the external auxiliary heating mechanism are combined to further increase the heating speed and shorten the heating time.
- the charging current and the discharging current flow through the internal resistance of the battery to generate heat to heat the inside of the battery.
- the battery is externally heated by connecting the battery in parallel with the auxiliary heating mechanism; during the charging phase of the battery, the auxiliary heating mechanism is not used for heating. Since the current flowing through the converter and the inductive load is limited, the battery is connected in parallel with the auxiliary heating mechanism during the discharge phase of the battery.
- This scheme not only increases the external heating source, but also increases the discharge current flowing through the internal resistance. Improved heating efficiency.
- the charging energy comes from the energy stored in the inductive load during the discharging phase; since the heat production efficiency of the internal resistance of the battery is much greater than that of the external auxiliary heating mechanism at the same voltage, the battery is disconnected during the charging phase. Turn on the auxiliary heating mechanism, so that all the energy of the inductive load is used for charging, so that the heating efficiency is optimal.
- the battery heating condition before generating the heating request, it needs to be determined whether the battery heating condition is satisfied. Specifically, it is necessary to confirm the current working state of the motor of the vehicle, whether the battery is faulty, whether the three-phase AC motor is faulty, whether the motor controller is faulty, and whether the heat conduction circuit is faulty. If the current working state of the motor is a non-driving state, And the battery, three-phase AC motor, motor controller and heat conduction circuit are not faulty, it means that the battery can be heated at this time; if the current working state of the motor is the driving state, or the battery, three-phase AC motor, motor controller And if any one of the heat conduction circuits fails, it means that the battery can not be heated at this time.
- FIG. 2 illustrates a flowchart of a method 200 of heating a battery pack according to one embodiment of the present application.
- step 202 it is detected whether a heating request is received. If a heating request is received, go to step 204, otherwise repeat step 202.
- the heating request can be generated according to the voltage, temperature and/or state of charge of the battery pack; for example, when the voltage is greater than a preset voltage threshold, the SOC is greater than a preset SOC threshold, and the temperature is lower than a preset temperature threshold, a Heat request.
- step 204 the switch module in the converter connected between the battery pack and the inductive load is controlled to be turned on and off periodically, so as to control the periodic discharge and discharge between the battery pack and the inductive load. Charge.
- step 206 current parameters related to heating the battery pack are collected.
- step 208 it is determined whether the collected current parameters related to heating the battery pack exceed the preset expected current threshold interval; if the collected current parameters exceed the preset expected current threshold interval, then based on the preset expected current threshold interval , adjusting the duration of the charging phase and the discharging phase of the charging and discharging cycle of the battery pack, specifically, adjusting the duration of the charging phase and the discharging phase by adjusting the switching frequency of the switching module of the converter, step 210 .
- the inductive load is the winding of the motor, and controlling the switch module in the converter to turn on and off periodically in step 204 will make the motor not rotate.
- the motor can be a single-phase motor or a multi-phase motor, and the motor can be an AC motor or a DC motor according to the actual application; specifically, in When the motor is a three-phase AC asynchronous motor, three-phase AC synchronous motor or DC brushless motor, the inductive load can be the stator winding of the motor; when the motor is a DC brushed motor, etc., the inductive load can be the rotor winding of the motor .
- the motor is a three-phase AC motor
- the converter is a three-phase full-bridge circuit having a first phase bridge arm, a second phase bridge arm and a third phase bridge arm;
- two or three switch modules are closed, the closed switch modules are located at different phase bridge arms, and at least one switch module located at the upper bridge arm and at least one switch module located at the lower bridge arm are closed the switch module of the arm;
- the preset direct-axis current id and the preset quadrature-axis current iq for driving the three-phase AC motor can be obtained; wherein the preset direct-axis current id can be set to desired
- the DC bus current of the converter and the preset quadrature axis current iq can be set so that the output torque value of the three-phase AC motor is within the target range.
- the direction of the preset direct-axis current id can change periodically during the heating process, and the preset quadrature-axis current iq can make the output torque value of the three-phase AC motor very small, that is, the torque cannot make the vehicle Moving will not cause damage to the components of the vehicle transmission mechanism. It is only necessary to provide a small output torque to complete the pre-tightening force between the gears of the vehicle transmission mechanism.
- the preset quadrature axis current iq can be obtained through multiple experiments.
- the on-off state of the switch module in the three-phase converter can be controlled, that is, the three-phase
- the on-off time of the switch module in the converter so that the internal resistance of the battery pack generates heat according to the preset direct-axis current id, and during the heating process can be based on the preset direct-axis current id and the preset quadrature-axis current iq
- the three-phase converter is controlled to regulate the phase current of the three-phase AC motor.
- the heating process includes multiple charge and discharge cycles, and each charge and discharge cycle includes a preset discharge time length t1, a preset charge time length t2, and two preset switching time lengths t3, t4.
- the direction of the direct-axis current id is positive and the amplitude is constant within the preset discharge time t1
- the direction of the preset direct-axis current id is negative and the amplitude is constant within the preset charging time t2.
- the preset direct-axis current The direction of id changes from positive to negative within the first preset switching time t3, and the amplitude changes, and the preset direct-axis current id changes from negative to positive during the second preset switching time t4, and the amplitude Change; wherein, the preset discharge duration t1 is equal to the preset charging duration t2, the first preset switching duration t3 is equal to the second preset switching duration t4, and the preset heating duration is longer than the preset switching duration.
- step 208 If it is judged in step 208 that the collected current parameters do not exceed the preset expected current threshold range, then the switching frequency of the switching module of the converter is not adjusted, and step 212 is entered.
- step 212 the state parameters of the battery pack, the temperature of the converter, and the temperature of the motor are obtained, and the state information of the vehicle is obtained; wherein the state parameters of the battery pack include at least one of the following parameters: voltage, temperature, state of charge and insulation resistance value; the state information of the vehicle includes at least one of the following information: the starting state of the vehicle, the state of the door, collision information, the upper high voltage state, and the ambient temperature.
- step 214 according to the obtained state parameters of the battery pack, the temperature of the converter, the temperature of the motor and the state information of the vehicle, it is judged whether the condition for stopping heating is reached; Whether the temperature of the heater or the temperature of the motor exceeds the corresponding parameter safety range, and whether the state information of the vehicle indicates that the vehicle is not in a heating condition.
- step 216 specifically, all switch modules of the control converter are turned off, and the auxiliary heating mechanism is disconnected from the battery pack. If the heating stop condition is not met, return to step 204.
- steps 206-214 may be performed in an order different from the described order, and these steps may also be performed at the same time, without affecting subsequent steps.
- FIG. 3 illustrates a flowchart of a method 300 of controlling the connection of an auxiliary heating mechanism to a battery pack according to an embodiment of the present application.
- a heating request is received.
- an inverter switch drive signal is generated.
- step 306 it is judged whether the battery pack is in the discharge stage according to the switch driving signal.
- an auxiliary heating mechanism is connected in parallel with the battery pack, step 310 .
- the auxiliary heating mechanism is disconnected from the battery pack, step 312 .
- the auxiliary heating mechanism is connected in parallel with the battery pack at the preset discharge time t1, and at the preset charge time t2, Disconnect the auxiliary heating mechanism from the battery pack.
- FIG. 4 illustrates a schematic structural view of a battery heating system according to an embodiment of the present invention.
- the battery heating system includes: converter P2, the DC terminal of the converter P2 is connected to the positive and negative poles of the battery pack P1; inductive loads L1, L2 and L3 are connected to the AC terminal of the converter P2; the auxiliary heating mechanism Ra, connected in parallel to the battery pack P1; and a controller P4 connected to the inverter P2 and the motor windings L1, L2 and L3, respectively, wherein the controller P4 is configured to: control the switching modules in the inverter P2 in response to a heating request Periodically turn on and off to control the periodic discharge and charge between the battery pack P1 and the motor windings L1, L2 and L3; during the discharge phase of the battery pack P1, connect the auxiliary heating mechanism Ra in parallel with the battery pack P1 connected; and during the charging phase of the battery pack P1, disconnecting the auxiliary heating mechanism Ra from the battery pack P1.
- the auxiliary heating mechanism Ra in this embodiment can be a heating film or a PTC heater.
- the controller P4 closes the switches K3 and K4, and connects the auxiliary heating mechanism Ra in parallel with the battery pack P1; and in the charging phase of the battery pack P1, the controller P4 turns off the switches K3 and/or K4 ON, disconnect the heating film from the battery pack P1.
- two switches K3 and K4 are illustrated, it being understood that these two switches could be replaced by one switch.
- the switches K3 and K4 are closed, it is assumed that when the switching period t4 starts, the switches K3 and/or K4 are turned off.
- the motor P3 is a three-phase AC motor
- the converter P2 is a three-phase full-bridge circuit.
- Fig. 4 is only an exemplary embodiment, and according to actual application requirements, the motor P3 may be a single-phase motor, a two-phase motor, a four-phase motor or a motor with more phases, and accordingly the converter P2 may be Single-phase circuits, two-phase circuits, four-phase circuits or circuits with more phases.
- the controller P4 includes a battery management system P41, a vehicle controller P43 and a motor controller P42.
- the battery management system P41 is used to obtain the state parameters of the battery pack P1. If the state parameters of the battery pack P1 meet the preset heating conditions, it will send a heating request to the vehicle controller P43; if the battery pack P1 obtained when the battery pack P1 is heated If the state parameters of the vehicle are abnormal, a heating stop request is sent to the vehicle controller P43.
- the state parameters of the battery pack P1 include at least one of the following parameters: voltage, temperature, SOC and insulation resistance.
- state parameters of the battery pack P1 may also be other parameters characterizing the state of the battery pack P1, including but not limited to, the current, state of health (State Of Health, SOH), discharge power, internal resistance, etc. of the battery pack P1.
- the battery management system P41 determines that the temperature of the battery pack P1 is greater than or equal to the expected temperature threshold, it will report the information indicating that the temperature of the battery pack is normal and does not need to be heated to the vehicle controller P43 for The vehicle controller P43 sends a power-on command to the battery management system P41 according to the information to instruct the battery management system P41 to power on at high voltage.
- the preset heating condition includes that the state of charge of the battery pack P1 is higher than the state of charge threshold.
- the state of charge threshold represents the state of charge expected to be consumed by this heating.
- the state of charge threshold can be set according to the working scene and working requirements, including but not limited to, the expected heating temperature, the current temperature, the self-heating performance of the battery pack, and the like.
- the state of charge of the battery pack P1 is higher than the state of charge threshold, it means that the current power of the battery pack P1 is sufficient to provide the power required to enter the heating mode; if the state of charge of the battery pack P1 is lower than the state of charge threshold, then Indicates that it cannot provide enough power for this heating.
- the motor controller P42 is used to monitor whether the motor P3 is in a non-working state, and sends the working status information of the motor P3 to the vehicle controller P43; and is used to respond to the control signal and control the switch module of the converter P2 to conduct periodically and disconnected to heat battery pack P1.
- the motor P3 is in a non-working state, which means that the motor P3 is not currently in the process of converting electrical energy into mechanical energy. In some embodiments, the motor P3 is in a non-working state, it can also be said that the motor P3 is in a shutdown state. In some embodiments, if the motor controller P42 determines that the motor P3 is in the working state, it will report the information that the motor P3 is in the working state to the vehicle controller P43, so that the vehicle controller P43 stops controlling the heating system of the battery pack to the battery pack. P1 heating.
- the vehicle controller P43 is used to monitor the status information of the vehicle on which the battery pack P1 is installed, and to respond to heating requests, motor working status information and heating stop requests, and to send control signals to the motor controller P42.
- the vehicle controller P43 is also used to determine whether the status of the vehicle controller P43, the status of the battery management system P41 and the status of the motor controller P42 are normal working status if the vehicle start signal is detected.
- the switch modules P21 , P22 , P23 , P24 , P25 , and P26 in the converter P2 are turned on and off according to the driving signal generated by the motor controller P42 .
- the closed switching modules are located at different phase bridge arms, and at least one of the switching modules located at the upper bridge arm is closed.
- Switching module and at least one switching module located in the lower arm in other words, it is possible to close P21, P24, P26, close P22, P23, P26, close P22, P24, P25, close P21, P23, P26, close P21, P24, P25 , or close P22, P23, P25.
- the switch module that was closed during the discharge phase disconnects the switch module that was closed during the discharge phase, and close the upper bridge arm or the lower bridge arm that is opposite to the lower bridge arm or the upper bridge arm where the switch module that was closed during the discharge phase is located. switch module.
- Each switching module in the converter P2 may include an insulated gate bipolar transistor (Insulated Gate Bipolar Transistor, IGBT) chip, an IGBT module, a Metal-Oxide-Semiconductor Field-Effect Transistor (Metal-Oxide-Semiconductor Field-Effect Transistor, MOSFET ) and other power switching devices.
- IGBT Insulated Gate Bipolar Transistor
- MOSFET Metal-Oxide-Semiconductor Field-Effect Transistor
- the combination and connection of the IGBT devices and MOSFET devices in the switch module are not limited.
- the material type of the above power switching device for example, a power switching device made of silicon carbide (ie SiC) or other materials may be used.
- the above power switching device has diodes, such as anti-parallel diodes. Specifically, it may be a parasitic diode or a specially set diode.
- the material type of the diode is also
- FIG. 5 illustrates a schematic structural view of a battery heating system according to another embodiment of the present invention.
- the auxiliary heating mechanism can be a PTC heater or a heating film.
- the PTC heater is connected in parallel with the battery pack P1 through a DC-DC converter P5.
- the switches K3 and K4 maintain a normally closed state, and during the discharge phase of the battery pack P1, the controller P4 closes the switch K7 to connect the PTC heater in parallel with the battery pack P1; and during the charging phase of the battery pack P1 , the controller P4 turns off the switch K7, and disconnects the PTC heater from the battery pack P1.
- the voltage across the PTC heater can be adjusted through the DC-DC converter P5 to control the heating current and heating power of the PTC heater. By increasing the heating current, the heating power can be increased, so that the heating power of the PTC heater is not limited by the voltage across the battery pack P1.
- the motor controller P42 controls the three-phase converter P2 to adjust the phase current of the three-phase AC motor P3 according to the preset direct-axis current id and the preset quadrature-axis current iq.
- the motor controller P42 controls the three-phase converter P2 to adjust the phase current of the three-phase AC motor P3, the direction of the preset direct-axis current id changes periodically, as described above with reference to FIG. 6 .
- the motor controller P42 controls the three-phase converter P2 to adjust the phase current of the three-phase AC motor P3
- the preset direct-axis current id is controlled between the preset discharge time t1 and the preset It is assumed that within the charging time t2, the current amplitude remains unchanged, but the direction changes alternately between forward and reverse, so that the switching times of the upper and lower arms of the power switching device of the same phase in the three-phase converter P2 will be even, and the life of the device will be balanced.
- the preset quadrature-axis current iq is a quadrature-axis current with a constant amplitude, and the amplitude is passed through
- the electromagnetic torque obtained by a large number of experiments can make the output torque value of the motor shaft smaller, and the electromagnetic torque cannot make the vehicle move, and will not cause damage to the components of the vehicle transmission mechanism, it only provides a small output
- the torque can be used to complete the gear gap meshing or pre-tightening force of the vehicle transmission mechanism.
- the controller P4 controls the three-phase converter P2 to adjust the phase current of the three-phase AC motor P3 according to the preset direct-axis current id and the preset quadrature-axis current iq
- the motor controller P42 obtains the current three-phase current value and the motor rotor position angle information of the three-phase AC motor P3, and converts the current three-phase current value into direct-axis current and quadrature-axis current according to the motor rotor position angle information , and then control the three-phase converter P2 to adjust the phase current of the three-phase AC motor P3 according to the direct-axis current, the quadrature-axis current, the preset direct-axis current and the preset quadrature-axis current during the heating process.
- the controller P4 also includes a feedforward decoupling unit P423, a coordinate transformation unit P424, a switch signal acquisition unit P425, and the feedforward decoupling unit P423 is connected to the coordinate transformation unit P424 , the coordinate transformation unit P424 is connected to the switch signal acquisition unit P425 and the three-phase AC motor P3, the switch signal acquisition unit P425 is connected to the motor controller P42, and the motor controller P422 is connected to the three-phase AC motor P3.
- the controller P4 compares the direct-axis current and the quadrature-axis current with the preset direct-axis current id and the preset quadrature-axis current iq, so that according to the preset direct-axis
- the current id and the preset quadrature-axis current iq adjust the direct-axis current and the quadrature-axis current, so that the three-phase converter P2 is controlled according to the preset direct-axis current id and the preset quadrature-axis current iq.
- the adjustment result is output to the feedforward decoupling unit P423, and the feedforward decoupling unit P423 decomposes the comparison result
- the direct-axis voltage Ud and the quadrature-axis voltage Uq are obtained, and the coordinate transformation unit P424 performs coordinate transformation on the direct-axis voltage Ud and the quadrature-axis voltage Uq to obtain the first voltage U ⁇ and the second voltage U ⁇ , and the switch signal acquisition unit 135 according to The first voltage U ⁇ and the second voltage U ⁇ obtain switching signals, and the motor controller P42 controls the three-phase converter P2 to adjust the phase current of the three-phase AC motor P3 according to the switching signals.
- the obtained direct-axis current and quadrature-axis current are adjusted according to the preset direct-axis current id and the preset quadrature-axis current iq to obtain corresponding adjustment results, and the adjustment results are performed in a series of After the change, the switching signal of the three-phase converter P2 is obtained, so that the motor controller P42 controls the three-phase converter P2 to adjust the phase current of the three-phase AC motor P3 according to the switching signal, realizing the closed-loop control of the three-phase AC motor
- the control, as well as the adjustment of the heating power enhance the effectiveness of the battery heating process and reduce the loss of components such as motors.
- the specific process for the controller P4 to obtain the direct-axis AC and quadrature-axis currents according to the position angle information of the motor rotor and the current three-phase current value of the feedforward decoupling unit is as follows:
- the coordinate transformation unit P424 transforms the current three-phase current value from the natural coordinate system to the static coordinate system, And according to the motor rotor position angle information, the current three-phase AC value in the stationary coordinate system is transformed into the direct axis current and the quadrature axis current in the synchronous rotating coordinate system (as shown in Figure 8).
- the current three-phase AC value in the static coordinate system is transformed into that in the synchronous rotating coordinate system Direct-axis current and quadrature-axis current, so that when the controller P4 controls the three-phase converter P2 to adjust the phase current of the three-phase AC motor P3 according to the acquired direct-axis current and quadrature-axis current, it can be based on the standard, improving the accuracy of the adjustment process.
- the coordinate transformation unit P424 transforms the variables in the natural coordinate system ABC into the static coordinate system ⁇ - The variable under ⁇ , and then transform the variable under the static coordinate system ⁇ - ⁇ to the variable under the synchronous rotating coordinate system d-q through park transformation, and follow the amplitude constant condition throughout the coordinate transformation, and add the transformation coefficient before the transformation matrix 2/3.
- ⁇ is the angle between the direct axis of the rotor of the three-phase AC motor P3 and the A-phase winding of the three-phase AC motor P3 (motor rotor position angle information).
- the phase current is transformed into AC and D-axis current
- the D-axis current is the excitation current
- the Q-axis current is the torque current, that is, only the Q-axis current is related to the output torque of the motor shaft end, so during the heating process, the Q-axis current can be controlled The output of the shaft end torque of the motor.
- the amplitude of the shaft current iq is a constant and appropriate value, which cannot cause the vehicle to have a tendency or feeling of movement or vibration, and will not cause potential damage to the vehicle transmission mechanism, but only makes the motor shaft output a small amplitude of rotation
- the torque is within the acceptable range of the mechanical strength of the transmission mechanism, which will produce an effect similar to the pre-tightening force, eliminate the meshing gap between the transmission mechanisms, ensure a good feeling for the driver and passengers, and also ensure that the vehicle can normally realize the battery pack.
- Te represents the output torque of the motor shaft end
- p represents the number of pole pairs of the motor
- Ld represents the direct axis inductance
- Lq represents the quadrature axis inductance
- id represents the direct axis current
- iq represents the quadrature axis current.
- the battery heating system provided by the embodiment of the application is used to control the phase of the three-phase AC motor P3.
- a preset direct-axis current whose direction changes periodically is provided. In one cycle of the preset direct-axis current, the current direction is positive in the first half cycle, and the current direction is negative in the second half cycle, so that the three In the phase converter P2, the switching times of the upper and lower bridge arms of the power switching devices of the same phase are even, and the lifetime of the devices is balanced.
- the direct axis current and the quadrature axis current can be respectively compared with the preset direct axis current iq and the preset quadrature axis current id Compare, and feed back the comparison result to the feedforward decoupling unit P423.
- the feedforward decoupling unit P423 completely decouples the variables through feedforward compensation.
- the obtained direct-axis voltage Ud and quadrature-axis voltage Uq is transmitted to the coordinate transformation unit P424 again, through the inverse park transformation matrix
- the voltage variables U ⁇ and U ⁇ in the static coordinate system are obtained, and then U ⁇ and U ⁇ are transmitted to the switch signal acquisition unit P424, and the switch signal acquisition unit P424 controls the three-phase converter through the space vector pulse width modulation algorithm (SVPWM)
- the motor controller P42 controls the power switching devices in the three-phase converter P2 to perform switching operations through the six-way switching signals of P2, so as to control the magnitude of the three-phase current flowing through the three-phase AC motor P3.
- the current amplitude of the preset direct-axis current id is reduced or the preset direct-axis current id is set to zero.
- the phase current value flowing through the three-phase winding of the three-phase AC motor P3 will also decrease or be 0, so that the heating power of the motor P3 is reduced, and the temperature of the power unit in the three-phase converter P2 is related to the three-phase current.
- the temperature of the three-phase winding of the three-phase AC motor P3 is lowered, thereby ensuring the heating effect and not causing damage to the components of the vehicle.
- the battery management system P41 monitors the temperature of the battery pack P1 in real time, and stops heating the power battery if the temperature of the battery pack P1 reaches the specified heating temperature; at this time, the direct axis current needs to be reduced. Through such a setting, the overheating of the battery pack P1 can effectively prevent the battery pack P1 from being damaged, and the service life of the battery pack P1 is improved.
- Figure 9 is an example device.
- the device is a pure electric vehicle, a hybrid electric vehicle, or a plug-in hybrid electric vehicle.
- a device may be a cell phone, tablet, laptop, or the like.
- devices may be electric trains, ships and satellites, energy storage systems, and the like.
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Abstract
本申请涉及一种加热电池组的方法,其中所述电池组经由变流器与感性负载连接,所述方法包括:在接收到加热请求时,控制所述变流器中的开关模块导通和断开,以控制所述电池组与所述感性负载之间的放电和充电;其中在所述电池组的放电阶段,将所述电池组与辅助加热机构并联连接;并且在所述电池组的充电阶段,将所述辅助加热机构与所述电池组断开连接。本申请还涉及电池加热***和用电装置。
Description
本发明涉及电池技术领域,特别涉及一种加热电池的方法、电池加热***以及用电装置。
随着新能源技术的发展,越来越多的领域采用电池作为动力。由于具有能量密度高、可循环充电、安全环保等优点,电池被广泛应用于新能源汽车、消费电子、储能***等领域中。
但是电池在低温环境下的使用会受到一定限制。具体地,在低温环境下,电池的充放电容量会严重衰减,对电池充放电也会造成在整个生命周期内的寿命衰减,以及对电池充电甚至可能导致电池的不可逆损坏。因此,为了能够正常使用电池,在低温环境下需要对电池进行加热。
发明内容
鉴于上述问题,本申请提出了一种加热电池的方法、电池加热***以及用电装置,以解决电池在低温环境下使用受限的问题。
为此,本发明的第一方面提供了一种加热电池的方法,其中电池组经由变流器与感性负载连接,该方法包括:
在接收到加热请求时,控制变流器中的开关模块导通和断开,以控制电池组与感性负载之间的放电和充电;
其中在电池组的放电阶段,将电池组与辅助加热机构并联连接;并且
其中在电池组的充电阶段,将辅助加热机构与电池组断开连接。
在本申请的实施方案中,结合了电池内部加热与外部的辅助加热机构加热,进一步提高了加热速度,缩短了加热时间。具体地,在电池的充放电过程中,充电电流和放电电流流经电池的内部电阻产生热量,以对电池内部加热。在电池的放电阶段,通过将电池与辅助加热机构并联来外部加热电池;在电池的充电阶段,不利用辅助加热机构来加热电池。由于流经变流器和感性负载的电流是受限的,所以在电池的放电阶段,电池与辅助加热机构并联,该方案不仅增加了外部加热源,而且增加了流经内部电阻的放电电流,提升了加热效率。此外,在电池的充电阶段,充电的能量来自于感性负载在放电阶段存储的能量;由于相同电压下电池的内部电阻的产热效率远大于外 部辅助加热机构的产热效率,所以在电池的充电阶段断开辅助加热机构,以便感性负载的能量全部用于充电,使得加热效率最优。
在一些实施方案中,所述方法包括:
采集与加热电池组相关的电流参数;以及
在与加热电池组相关的电流参数超出预设的期望电流阈值区间时,基于预设的期望电流阈值区间,调整电池组的充放电周期的充电阶段和放电阶段的时长,以使得电流参数回归预设的期望电流阈值区间。
在一些实施方案中,电流参数包括以下项中的一个或多个:电池组的接线端的电流,变流器的直流母线电流,以及变流器的各个相电流。电池组的接线端的电流包括了流经辅助加热机构的电流和变流器的直流母线电流。本领域技术人员应理解,限制电池组的接线端的电流,实际上限制的是电池的充放电电流,以避免电池以过大的电流充放电,对电池造成不可逆的损坏。此外,通过限制变流器的各个相电流,一方面避免相电流超过变流器中的功率器件的电流上限,另一方面防止感性负载的电流进入其电流饱和区域。具体地,在一些实施方案中,在电流参数超过预设的电流阈值时,基于预设的电流阈值,计算得到变流器中的功率器件的驱动信号的期望频率和期望占空比,并且将驱动信号的频率和占空比调整为期望频率和期望占空比,进而调整电池组的各个充电周期的充电阶段和放电阶段的时长。
在一些实施方案中,预设的期望电流阈值区间表征在加热过程中加热电流的允许范围。在一个实施例中,预设的期望电流阈值区间可以是以期望加热电流为中间值的一个电流范围。示例性的,期望加热电流可以是期望的变流器的直流母线电流。
在本申请的优选实施方案中,电池组的充放电周期的充电阶段和放电阶段的时长相等。通过将每个充放电周期各自的充电阶段和放电阶段的时长设置成相等,使得放电阶段存储在感性负载中的能量在充电阶段全部回馈至电池组。在这种实施方案中,将感性负载中的能量全部回馈至电池组,一方面使得电池组的能量消耗最小,另一方面避免了电池组在低温下过度不平衡放电,使得电极电位偏离平衡电极电位,导致电池的极化,进而造成电池的不可逆损坏。本领域技术人员应理解,根据实际的需求和工况,可以采用不同的调制策略来驱动变流器,因此各个充放电周期的充电阶段和放电阶段的时长可以根据需要设置成不相等的值。
在本申请的一些实施方案中,感性负载是电机的绕组,并且变流器中的开关模块被设置成周期性地导通和断开,以使得电机不转动。本领域技术人员应理解,在电池组作为电机的驱动能源时,根据实际的应用,电机可以是单相电机也可以是多相电机,电机可以是交流电机也可以是直流电机;具体地,在电机为三相异步电机、三相同步电机或直流无刷电机等情况下,感性负载可以是电机的定子绕组,在电机为直流有刷电机等情况下,感性负载可以是电机的转子绕组。
在本申请的一些实施方案中,电机是三相电机,变流器是具有第一相桥臂、第二相桥臂和第三相桥臂的三相全桥电路;
其中在电池组的充放电周期的放电阶段,闭合两个或三个开关模块,所闭合的开关模块位于不同的相桥臂,并且闭合至少一个位于上桥臂的开关模块和至少一个位于 下桥臂的开关模块;并且
在电池组的充放电周期的充电阶段,断开在放电阶段闭合的开关模块,闭合在放电阶段闭合的开关模块所位于的上桥臂或下桥臂相对的下桥臂或上桥臂的开关模块。
应理解,变流器的相数可以与电机的相数对应,例如,在电机为四相电机时,变流器可以是四相变流器。
在本申请的一些实施方案中,上述方法包括:
获取电池组的状态参数;
获取变流器的温度和电机的温度;
在状态参数、变流器的温度或电机的温度超出对应的参数安全范围时,生成停止加热请求,状态参数包括以下参数中的至少一个:电压、温度、荷电状态和绝缘阻值;以及
响应于停止加热请求,控制变流器的所有开关模块处于断开状态,并且将辅助加热机构与电池组断开连接。
在本申请的一些实施方案中,上述方法包括:
获取安装电池组的车辆的状态信息;
在状态信息指示车辆不处于加热条件时,生成停止加热请求,状态信息包括以下信息中的至少一个:车辆的启动状态、车门状态、碰撞信息、上高压状态、环境温度;以及
响应于停止加热请求,控制变流器的所有开关模块处于断开状态,并且将辅助加热机构与电池组断开连接。
在本申请的一些实施方案中,辅助加热机构是加热膜。在本申请的另一些实施方案中,辅助加热机构是正温度系数(Positive Temperature Coefficient,PTC)加热器,即PTC加热器。
在本申请的一些实施方案中,辅助加热机构与电池组直接并联连接,并且通过辅助加热机构与电池组之间的开关来控制辅助加热机构与电池组的并联连接。在本申请的另一些实施方案中,辅助加热机构通过DC-DC变换器与电池组并联连接,并且通过辅助加热机构与DC-DC变换器之间的开关来控制辅助加热机构与电池组的并联连接。通过DC-DC变换器可以调节辅助加热机构两端的电压,以控制辅助加热机构的加热电流和加热功率。
本申请的第二方面提供了一种电池加热***,该电池加热***包括:
变流器,变流器的直流端与电池组的正极和负极连接;
感性负载,与变流器的交流端连接;
辅助加热机构,与电池组并联连接;以及
控制器,控制器分别与变流器和感性负载连接,其中控制器被配置成:
响应于加热请求,控制变流器中的开关模块导通和断开,以控制电池组与感性负载之间的放电和充电;
在电池组的放电阶段,将辅助加热机构与电池组并联连接;并且
在电池组的充电阶段,将辅助加热机构与电池组断开连接。
在本申请的实施方案中,结合了电池内部加热与外部的辅助加热机构加热,进一步提高了加热速度,缩短了加热时间。具体地,在电池的充放电过程中,充电电流和放电电流流经电池的内部电阻产生热量,以对电池内部加热。在电池的放电阶段,通过将电池与辅助加热机构并联来外部加热电池;在电池的充电阶段,不利用辅助加热机构来加热电池。由于流经变流器和感性负载的电流是受限的,所以在电池的放电阶段,电池与辅助加热机构并联,该方案不仅增加了外部加热源,而且增加了流经内部电阻的放电电流,提升了加热效率。此外,在电池的充电阶段,充电的能量来自于感性负载在放电阶段存储的能量;由于相同电压下电池的内部电阻的产热效率远大于外部辅助加热机构的产热效率,所以在电池的充电阶段断开辅助加热机构,以便感性负载的能量全部用于充电,使得加热效率最优。这种实施方案具有较强的移植性,充分利用了原有的辅助加热组件,只需要适配软件而不需要新增新的硬件。
在本申请的一些实施方案中,控制器被配置成:
采集与加热电池组相关的电流参数;并且
在与加热电池组相关的电流参数超出预设的期望电流阈值区间时,基于预设的期望电流阈值区间调整电池组的充放电周期的充电阶段和放电阶段的时长,以使得电流参数回归预设的期望电流阈值区间。
在一些实施方案中,电流参数包括以下项中的一个或多个:电池组的接线端的电流,变流器的直流母线电流,以及变流器的各个相电流。电池组的接线端的电流包括了流经辅助加热机构的电流和变流器的直流母线电流。本领域技术人员应理解,限制电池组的接线端的电流,实际上限制的是电池的充放电电流,以避免电池以过大的电流充放电,对电池造成不可逆的损坏。此外,通过限制变流器的各个相电流,一方面避免相电流超过变流器中的功率器件的电流上限,另一方面防止感性负载的电流进入其电流饱和区域。具体地,在一些实施方案中,在电流参数超过预设的电流阈值时,基于预设的电流阈值,计算得到变流器中的功率器件的驱动信号的期望频率和期望占空比,并且将驱动信号的频率和占空比调整为期望频率和期望占空比,进而调整电池组的各个充电周期的充电阶段和放电阶段的时长。
在一些实施方案中,预设的期望电流阈值区间表征在加热过程中加热电流的允许范围。在一个实施例中,预设的期望电流阈值区间可以是以期望加热电流为中间值的一个电流范围。示例性的,期望加热电流可以是期望的变流器的直流母线电流。
在本申请的优选实施方案中,电池组的充放电周期的充电阶段和放电阶段的时长相等。通过将每个充放电周期各自的充电阶段和放电阶段的时长设置成相等,使得放电阶段存储在感性负载中的能量在充电阶段全部回馈至电池组。在这种实施方案中,将感性负载中的能量全部回馈至电池组,一方面使得电池组的能量消耗最小,另一方面避免了电池组在低温下过度不平衡放电,使得电极电位偏离平衡电极电位,导致电池的极化,进而造成电池的不可逆损坏。本领域技术人员应理解,根据实际的需求和工况,可以采用不同的调制策略来驱动变流器,因此各个充放电周期的充电阶段和放电阶段的时长可以根据需要设置成不相等的值。
在本申请的一些实施方案中,感性负载是电机的绕组,并且控制器被配置成控制 变流器中的开关模块周期性地导通和断开,以使得电机不转动。本领域技术人员应理解,在电池组作为电机的驱动能源时,根据实际的应用,电机可以是单相电机也可以是多相电机,电机可以是交流电机也可以是直流电机;具体地,在电机为三相异步电机、三相同步电机或直流无刷电机等情况下,感性负载可以是电机的定子绕组,在电机为直流有刷电机等情况下,感性负载可以是电机的转子绕组。
在本申请的一些实施方案中,电机是三相电机,变流器是具有第一相桥臂、第二相桥臂和第三相桥臂的三相全桥电路;
其中控制器被配置成:
在电池组的充放电周期的放电阶段,闭合两个或三个开关模块,所闭合的开关模块位于不同的相桥臂,并且闭合至少一个位于上桥臂的开关模块和至少一个位于下桥臂的开关模块;并且
在电池组的充放电周期的充电阶段,断开在放电阶段闭合的开关模块,闭合在放电阶段闭合的开关模块所位于的上桥臂或下桥臂相对的下桥臂或上桥臂的开关模块。
应理解,变流器的相数可以与电机的相数对应,例如,在电机为四相电机时,变流器可以是四相变流器。
在本申请的一些实施方案中,控制器被配置成:
获取电池组的状态参数;
获取变流器的温度和电机的温度;
在状态参数、变流器的温度或电机的温度超出对应的参数安全范围时,生成停止加热请求,状态参数包括以下参数中的至少一个:电压、温度、荷电状态和绝缘阻值;并且
响应于停止加热请求,控制变流器的所有开关模块处于断开状态,并且将辅助加热机构与电池组断开连接。
在本申请的一些实施方案中,控制器被配置成:
获取安装电池组的车辆的状态信息;
在状态信息指示车辆不处于加热条件时,生成停止加热请求,状态信息包括以下信息中的至少一个:车辆的启动状态、车门状态、碰撞信息、上高压状态、环境温度;并且
响应于停止加热请求,控制变流器的所有开关模块处于断开状态,并且将辅助加热机构与电池组断开连接。
在一些实施方案中,辅助加热机构包括加热膜。在另一些实施方案中,辅助加热机构包括PTC加热器。
在本申请的一些实施方案中,辅助加热机构与电池组直接并联连接,并且通过辅助加热机构与电池组之间的开关来控制辅助加热机构与电池组的并联连接。在本申请的另一些实施方案中,辅助加热机构通过DC-DC变换器与电池组并联连接,并且通过辅助加热机构与DC-DC变换器之间的开关来控制辅助加热机构与电池组的并联连接。通过DC-DC变换器可以调节辅助加热机构两端的电压,以控制辅助加热机构的加热电流和加热功率。
本申请的第三方面提供了一种用电装置,所述用电装置包括:电池组;以及根据本申请的上述第二方面所述的电池加热***。电池组可以用作上述装置的电源,也可以用作上述装置的能量存储单元。上述装置可以但不限于是移动设备(例如手机、笔记本电脑等)、电动车辆(例如纯电动车、混合动力电动车、插电式混合动力电动车、电动自行车、电动踏板车、电动高尔夫球车、电动卡车等)、电气列车、船舶及卫星、储能***等。上述装置可以根据其使用需求来选择电池。
为了更清楚地说明本申请的技术方案,下面将对本申请实施例中所需要使用的附图作简单地介绍,显而易见地,下面所描述的附图仅仅是本申请的一些实施方案,对于本领域普通技术人员来讲,在不付出创造性劳动的前提下,还可以根据附图获得其他的附图。在附图中:
图1例示了根据本申请的一个实施方案的加热电池组的方法的流程图;
图2例示了根据本申请的一个实施方案的加热电池组的方法的流程图;
图3例示了根据本申请的一个实施方案的控制辅助加热机构与电池组的连接的方法的流程图;
图4例示了根据本申请的一个实施方案的电池加热***的结构示意图;
图5例示了根据本申请的另一个实施方案的电池组加热***的结构示意图;
图6例示了根据本申请的一个实施方案的加热电池组的方法中的预设直轴电流的波形的示意图;
图7例示了根据本申请的一个实施方案的电池组加热***的控制模块的结构图;
图8例示了根据本申请的一个实施方案的电池组加热***中的坐标变换的示意图;以及
图9例示了根据本申请的一个实施方案的用电装置的示意图。
下面将结合附图对本申请的实施方案进行详细的描述。以下实施方案仅用于更加清楚地说明本申请的技术方案,因此只作为示例,而不能以此来限制本申请的保护范围。
除非另有定义,本文所使用的所有的技术和科学术语与属于本申请的技术领域的技术人员通常理解的含义相同;本文中所使用的术语只是为了描述具体的实施方案的目的,不是旨在于限制本申请;本申请的说明书和权利要求书及上述附图说明中的术语“包括”和“具有”以及它们的任何变形,意图在于覆盖不排他的包含。
在本申请的实施方案的描述中,技术术语“第一”和“第二”等仅用于区别不同对象,而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量、特定顺序或主次关系。
在本文中提及“实施方案”意味着,结合实施方案描述的特定特征、结构或特性可以包含在本申请的至少一个实施方案中。在说明书中的各个位置出现该短语并不一定均是指相同的实施方案,也不是与其它实施方案互斥的独立的或备选的实施方案。本领域技术人员显式地和隐式地理解的是,本文所描述的实施方案可以与其它实施方案相结合。
在本申请的实施方案的描述中,术语“和/或”仅仅是一种描述关联对象的关联关系,表示可以存在三种关系,例如A和/或B,可以表示:单独存在A,同时存在A和B,单独存在B这三种情况。另外,本文中字符“/”,一般表示前后关联对象是一种“或”的关系。
在本申请的实施方案的描述中,术语“多个”指的是两个以上(包括两个),除非另有明确具体的限定。在本申请的实施方案的描述中,除非另有明确的规定和限定,技术术语“相连”、“连接”等术语应做广义理解,例如,可以是机械连接,也可以是电连接;可以是直接相连,也可以通过中间媒介间接相连,可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言,可以根据具体情况理解上述术语在本申请的实施方案中的具体含义。
如果在本说明书或权利要求中按顺序陈述步骤,这未必意味着实施方案或方面限于所陈述的顺序。相反,可以想象还以不同的顺序或者彼此并行地执行所述步骤,除非一个步骤建立在另一步骤上,这绝对需要建立的步骤随后执行(然而这将在个体情况下会变得清晰起来)。因此,所陈述的顺序可以是优选的实施方案。
目前,电池不仅被应用于水力、火力、风力和太阳能电站等储能电源***,而且还被广泛应用于电动自行车、电动摩托车、电动汽车等电动交通工具,以及军事装备和航空航天等多个领域。随着电池应用领域的不断扩大,其市场的需求量也在不断地扩增。
本发明人研究发现,采用加热膜加热的升温速率较低,同时成本较高;采用PTC加热器加热的升温速率比采用加热膜加热的升温速率更高,但是其导热介质在极低温度下黏度增加,加热效果大大降低;采用电激发加热的升温速率很快,电池温度从-30℃跃升到10℃仅需15分钟左右,但是受限于诸如电池充放电电流、流过所采用的变换电路和激励元件的电流等参数。然而,15分钟的等待时间可能对于使用者仍太长,使用者希望在低温环境下尽可能快地使用由电池供电的用电设备。
为了提高温升速率,本发明人想到结合使用电激发内部加热方式与外部加热方式。在此基础上,本发明人经过深入研究发现,以锂电池为例,在相同的电压下,采用加热膜加热的升温速率一般在0.2~0.4℃/min,采用PTC加热器加热的升温速率一般在0.3~0.6℃/min,采用电激发内部加热的升温速率一般在2℃/min;由此可见,电激发内部加热的产热效率是外部加热(PTC加热器/加热膜)的3倍以上。
基于以上发现,为了使电激发内部加热方式与外部加热方式结合使用的加热效率最优,发明人设计了一种加热电池组的方法,通过在电池的放电阶段将外部辅助加热机构与电池并联,并且在电池的充电阶段将外部辅助加热机构与电池断开连接,使得在电池的放电阶段产生更大的放电电流并增加外部加热源,并且在电池的充电阶段使 得能量全部用于内部加热,充分利用能量,使加热效率最优化。
图1例示了根据本申请的一个实施方案的加热电池组的方法100的流程图。如图1所示,在步骤102,检测是否接收到加热请求。如果接收到加热请求,则进入步骤104,否则重复步骤102。加热请求可以根据电池组的电压、温度和/或荷电状态等生成;例如,当电压大于预设电压阈值、荷电状态(State Of Charge,SOC)大于预设SOC阈值且温度低于预设温度阈值时,生成加热请求。
响应于加热请求,在步骤104,控制连接在电池组和感性负载之间的变流器中的开关模块导通和断开,以控制电池组与感性负载之间的放电和充电。
响应于对变流器中的开关模块导通和断开的控制命令,在步骤106,判断电池组是否处于放电阶段。如果电池组处于放电阶段,则将辅助加热机构与电池组并联连接,步骤108。如果电池组不处于放电阶段,则将辅助加热机构与电池组断开连接,步骤110。
在本申请的实施方案中,结合了电池内部加热与外部的辅助加热机构加热,进一步提高了加热速度,缩短了加热时间。具体地,在电池的充放电过程中,充电电流和放电电流流经电池的内部电阻产生热量,以对电池内部加热。在电池的放电阶段通过将电池与辅助加热机构并联来外部加热电池;在电池的充电阶段,不利用辅助加热机构来加热加热。由于流经变流器和感性负载的电流是受限的,所以在电池的放电阶段,电池与辅助加热机构并联,该方案不仅增加了外部加热源,而且增加了流经内部电阻的放电电流,提升了加热效率。此外,在电池的充电阶段,充电的能量来自于感性负载在放电阶段存储的能量;由于相同电压下电池的内部电阻的产热效率远大于外部辅助加热机构的产热效率,所以在电池的充电阶段断开辅助加热机构,以便感性负载的能量全部用于充电,使得加热效率最优。
在本申请的一些实施方案中,在生成加热请求前,需要确定是否满足电池加热条件。具体地,需要确认车辆的电机的当前工作状态、电池是否发生故障、三相交流电机是否发生故障、电机控制器是否发生故障以及导热回路是否发生故障,若电机的当前工作状态为非驱动状态,且电池、三相交流电机、电机控制器以及导热回路均没发生故障,则表明此时可以对电池进行加热;若电机的当前工作状态为驱动状态,或者电池、三相交流电机、电机控制器以及导热回路任意一个发生故障,则表明此时可以不对电池进行加热。
在本申请的一些实施方案中,通过获取档位信息和电机转速信息,并根据档位信息和电机转速信息获取电机的当前工作状态,使得在之后根据电机的工作状态判断电池组是否满足加热条件时,可以根据档位信息和电机转速信息进行判断,在任意一个条件不满足时便无法对电池组加热,防止车辆在正常行驶状态下对电池组加热,进而影响车辆性能。
图2例示了根据本申请的一个实施方案的加热电池组的方法200的流程图。如图2所示,在步骤202,检测是否接收到加热请求。如果接收到加热请求,则进入步骤204,否则重复步骤202。如上所述,加热请求可以根据电池组的电压、温度和/或荷电状态等生成;例如,当电压大于预设电压阈值、SOC大于预设SOC阈值且温度低于预设温 度阈值时,生成加热请求。
响应于加热请求,在步骤204,控制连接在电池组和感性负载之间的变流器中的开关模块周期性地导通和断开,以控制电池组与感性负载之间周期性地放电和充电。
随后,在步骤206,采集与加热电池组相关的电流参数。
在步骤208,判断所采集的与加热电池组相关的电流参数是否超出预设的期望电流阈值区间;如果所采集的电流参数超出预设的期望电流阈值区间,则基于预设的期望电流阈值区间,调整电池组的充放电周期的充电阶段和放电阶段的时长,具体地,通过调整变流器的开关模块的开关频率来调节充电阶段和放电阶段的时长,步骤210。
在本申请的一些实施方案中,感性负载是电机的绕组,并且在步骤204中控制变流器中的开关模块周期性地导通和断开将使得电机不转动。本领域技术人员应理解,在电池组作为电机的驱动能源时,根据实际的应用,电机可以是单相电机也可以是多相电机,电机可以是交流电机也可以是直流电机;具体地,在电机为三相交流异步电机、三相交流同步电机或直流无刷电机等情况下,感性负载可以是电机的定子绕组;在电机为直流有刷电机等情况下,感性负载可以是电机的转子绕组。
在本申请的一些实施方案中,电机是三相交流电机,变流器是具有第一相桥臂、第二相桥臂和第三相桥臂的三相全桥电路;
其中在电池组的充放电周期的放电阶段,闭合两个或三个开关模块,所闭合的开关模块位于不同的相桥臂,并且闭合至少一个位于上桥臂的开关模块和至少一个位于下桥臂的开关模块;并且
在电池组的充放电周期的充电阶段,断开在放电阶段闭合的开关模块,闭合在放电阶段闭合的开关模块所位于的上桥臂或下桥臂相对的下桥臂或上桥臂的开关模块。
在电机为三相交流电机的实施方案中,可以获取驱动三相交流电机的预设的直轴电流id和预设的交轴电流iq;其中预设的直轴电流id可以被设置成期望的变流器的直流母线电流,并且预设的交轴电流iq可以被设置成使得三相交流电机输出的转矩值在目标范围内。具体地,预设的直轴电流id的方向可以在加热过程中呈周期性变化,预设的交轴电流iq可以使得三相交流电机输出的转矩值很小,即该转矩无法使得车辆移动、也不会对车辆传动机构零部件造成损伤,仅提供一个较小的输出力矩完成车辆传动机构的齿轮间预紧力即可,预设的交轴电流iq可以经过多次实验得到。
在三相交流电机的实施方案中,在获取到预设的直轴电流id和预设的交轴电流iq后,便可以控制三相变流器中开关模块的通断状态,即控制三相变流器中开关模块的通断时间,使得电池组的内阻根据预设的直轴电流id产生热量,并且在加热过程中可以根据预设的直轴电流id和预设的交轴电流iq控制三相变流器对三相交流电机的相电流进行调节。
具体的,如图6所示,加热过程包括多个充放电周期,每个充放电周期包括一个预设放电时长t1、一个预设充电时长t2与两个预设切换时长t3、t4,预设的直轴电流id在预设放电时长t1内方向为正且幅值不变,预设的直轴电流id在预设充电时长t2内方向为负且幅值不变,预设的直轴电流id在第一个预设切换时长t3内方向由正变化为负,且幅值变化,预设的直轴电流id在第二个预设切换时长t4内方向由负变化为正, 且幅值变化;其中,预设放电时长t1与预设充电时长t2相等,第一预设切换时长t3与第二预设切换时长t4相等,且预设加热时长大于预设切换时长。通过将每个充放电周期各自的充电阶段和放电阶段的时长设置成相等,使得放电阶段存储在感性负载中的能量在充电阶段全部回馈至电池组。在这种实施方案中,将感性负载中的能量全部回馈至电池组,一方面使得电池组的能量消耗最小,另一方面避免了电池组在低温下过度不平衡放电使电极电位偏离平衡电极电位,导致电池的极化,进而造成电池的不可逆损坏。
如果在步骤208中判断得出,所采集的电流参数未超出预设的期望电流阈值区间,则不调整变流器的开关模块的开关频率,进入步骤212。
在步骤212中,获取电池组的状态参数、变流器的温度、电机的温度,并且获取车辆的状态信息;其中电池组的状态参数包括以下参数中的至少一个:电压、温度、荷电状态和绝缘阻值;车辆的状态信息包括以下信息中的至少一个:车辆的启动状态、车门状态、碰撞信息、上高压状态、环境温度。
然后,在步骤214,根据所获取的电池组的状态参数、变流器的温度、电机的温度和车辆的状态信息,判断是否达到停止加热条件;具体地,判断电池组的状态参数、变流器的温度或电机的温度是否超出对应的参数安全范围,以及判断车辆的状态信息是否指示车辆不处于加热条件。
如果达到停止加热条件,则生成停止加热请求,停止加热,步骤216;具体地,控制变流器的所有开关模块处于断开状态,并且将辅助加热机构与电池组断开连接。如果未达到停止加热条件,则返回步骤204。
本领域技术人员应理解,在不影响后续步骤的情况下,可以以与所描述的顺序不同的顺序执行步骤206-214,并且这些步骤也可能同时执行。
图3例示了根据本申请的一个实施方案的控制辅助加热机构与电池组连接的方法300的流程图。如图3所示,在步骤302,接收到加热请求。响应于加热请求,在步骤304,生成变流器开关驱动信号。然后,在步骤306,根据开关开关驱动信号,判断电池组是否处于放电阶段。
在电池组处于放电阶段时,将辅助加热机构与电池组并联连接,步骤310。在电池组不处于放电阶段时,将辅助加热机构与电池组断开连接,步骤312。在本申请的一些实施方案中,参考图6中所例示的预设的直轴电流id的波形,在预设放电时长t1,将辅助加热机构与电池组并联连接,在预设充电时长t2,将辅助加热机构与电池组断开连接。
图4例示了根据本发明的一个实施方案的电池加热***的结构示意图。电池加热***包括:变流器P2,变流器P2的直流端与电池组P1的正极和负极连接;感性负载L1、L2和L3,与变流器P2的交流端连接;辅助加热机构Ra,与电池组P1并联连接;以及控制器P4,分别与变流器P2和电机绕组L1、L2和L3连接,其中控制器P4被配置成:响应于加热请求,控制变流器P2中的开关模块周期性地导通和断开,以控制电池组P1与电机绕组L1、L2和L3之间周期性地放电和充电;在电池组P1的放电阶段,将辅助加热机构Ra的与电池组P1并联连接;以及在电池组P1的充电阶段,将辅助加 热机构Ra与电池组P1断开连接。在该实施方案中的辅助加热机构Ra可以为加热膜,也可以是PTC加热器。在电池组P1的放电阶段,控制器P4将开关K3和K4闭合,将辅助加热机构Ra与电池组P1并联连接;以及在电池组P1的充电阶段,控制器P4将开关K3和/或K4断开,将加热膜与电池组P1断开连接。在此实施方案中例示了两个开关K3和K4,应理解,这两个开关可以用一个开关替代。在本申请的一个实施例中,参考图6中所例示的预设的直轴电流id的波形,在第一个预设切换时长t3开始时,将开关K3和K4闭合,在第二个预设切换时长t4开始时,将开关K3和/或K4断开。
在图4的实施方案中,电机P3是三相交流电机,并且变流器P2是三相全桥电路。应理解,图4仅是一个示例性的实施方案,根据实际的应用需求,电机P3可以是单相电机、两相电机、四相电机或更多相的电机,相应地变流器P2可以是单相电路、两相电路、四相电路或更多相的电路。
在本申请的一些实施方案中,控制器P4包括电池管理***P41、整车控制器P43和电机控制器P42。电池管理***P41用于获取电池组P1的状态参数,如果电池组P1的状态参数满足预设加热条件,则向整车控制器P43发送加热请求;如果在电池组P1加热时获取的电池组P1的状态参数异常,则向整车控制器P43发送停止加热请求。在本申请的一些实施方案中,电池组P1的状态参数包括以下参数中的至少一个:电压、温度、SOC和绝缘阻值。应理解,电池组P1的状态参数还可以是表征电池组P1状态的其他参数,包括但不限于,电池组P1的电流、健康状态(State Of Health,SOH)、放电功率、内阻等。
在本申请的一些实施方案中,如果电池管理***P41判定电池组P1的温度大于等于预期温度阈值,则将表征电池组温度正常、无需对其加热的信息上报至整车控制器P43,以供整车控制器P43根据该信息向电池管理***P41下发用于指示电池管理***P41高压上电的上电指令。
在本申请的一些实施例中,若电池组P1的状态参数包括电池组P1的荷电状态,预设加热条件包括电池组P1的荷电状态高于荷电状态阈值。荷电状态阈值表征本次加热预计消耗的荷电状态。其中,荷电状态阈值可以根据工作场景和工作需求设定,包括但不限于,预期加热温度、当前温度、电池组自加热性能等。如果电池组P1的荷电状态高于荷电状态阈值,则表示电池组P1当前的电量足以提供进入加热模式所需的电量,如果电池组P1的荷电状态小于低于荷电状态阈值,则表示无法为本次加热的提供足够电量。
电机控制器P42用于监测电机P3是否处于非工作状态,并向整车控制器P43发送电机P3的工作状态信息;以及用于响应控制信号,控制变流器P2的开关模块周期性地导通和断开,以加热电池组P1。
在本申请的一些实施例中,电机P3处于非工作状态,表征电机P3当前未处于将电能转换为机械能的工作过程中。在一些实施例中,电机P3处于非工作状态,也可以说是电机P3处于停机状态。在一些实施例中,如果电机控制器P42判定电机P3处于工作状态,则向整车控制器P43上报电机P3处于工作状态的信息,以供整车控制器P43停止控制电池组加热***对电池组P1加热。
整车控制器P43用于监测安装电池组P1的车辆的状态信息,以及用于响应加热请求、电机工作状态信息和停止加热请求,并向电机控制器P42发送控制信号。
在本申请的一些实施例中,在对电池组加热***进行控制之前,还需要确认电池组加热***的控制***P4的各控制器件是否处于正常工作状态。该过程中,整车控制器P43,还用于如果检测到车辆启动信号,判断整车控制器P43的状态、电池管理***P41的状态和电机控制器P42的状态是否为正常工作状态。
在一些实施方案中,变流器P2中的开关模块P21、P22、P23、P24、P25、P26根据电机控制器P42生成的驱动信号导通和断开。特别地,在电池组P1的充放电周期的放电阶段,闭合这些开关模块中的两个或三个开关模块,所闭合的开关模块位于不同的相桥臂,并且闭合至少一个位于上桥臂的开关模块和至少一个位于下桥臂的开关模块;换言之,可能闭合P21、P24、P26,闭合P22、P23、P26,闭合P22、P24、P25,闭合P21、P23、P26,闭合P21、P24、P25,或者闭合P22、P23、P25。在电池组P1的充放电周期的充电阶段,断开在放电阶段闭合的开关模块,闭合在放电阶段闭合的开关模块所位于的上桥臂或下桥臂相对的下桥臂或上桥臂的开关模块。
变流器P2中的各个开关模块可以包括绝缘栅双极型晶体管(Insulated Gate Bipolar Transistor,IGBT)芯片、IGBT模块、金属-氧化物半导体场效应晶体管(Metal-Oxide-Semiconductor Field-Effect Transistor,MOSFET)等功率开关器件中的一种或多种。在此对开关模块中各个IGBT器件和MOSFET器件等的组合方式及连接方式并不限定。对上述功率开关器件的材料类型也不做限定,比如,可采用碳化硅(即SiC)或其他材料制得的功率开关器件。值得一提的是,上述功率开关器件具有二极管,例如反并联的二极管。具体可以为寄生二极管或特意设置的二极管。二极管的材料类型也不做限定,比如,可采用硅(即Si)、碳化硅或其他材料制得的二极管。
图5例示了根据本发明的另一个实施方案的电池加热***的结构示意图。在图5中,辅助加热机构可以为PTC加热器,也可以为加热膜。在PTC加热器的实施方案中,PTC加热器通过DC-DC变换器P5与电池组P1并联连接。在一些实施方案中,开关K3和K4保持常闭状态,在电池组P1的放电阶段,控制器P4将开关K7闭合,将PTC加热器与电池组P1并联连接;以及在电池组P1的充电阶段,控制器P4将开关K7断开,将PTC加热器与电池组P1断开连接。通过DC-DC变换器P5可以调节PTC加热器两端的电压,以控制PTC加热器的加热电流和加热功率。通过提高加热电流,可以提高加热功率,使得PTC加热器的加热功率不受限于电池组P1两端的电压。
在图4和图5中示出的实施方案中,通过控制开关模块P21、P22、P23、P24、P25、P26的导通和断开,尤其是开通关断时间与开关频率,使得电机控制器P42根据预设的直轴电流id和预设的交轴电流iq控制三相变流器P2对三相交流电机P3的相电流进行调节。在电机控制器P42控制三相变流器P2对三相交流电机P3的相电流调节过程中,预设的直轴电流id的方向呈周期性变化,如前面参考图6所描述的。在本申请的实施方案中,在电机控制器P42控制三相变流器P2对三相交流电机P3的相电流调节过程中,控制预设的直轴电流id呈在预设放电时长t1和预设充电时长t2内,电流幅值不变,而方向呈正向与反向交替变化,如此将使得三相变流器P2中同一相的功率 开关器件上下桥臂开关次数均匀,器件寿命均衡。
此外,在电机控制器P42控制三相变流器P2对三相交流电机P3的相电流调节过程中,预设的交轴电流iq为一个幅值恒定的交轴电流,且该幅值是经过大量实验得到的、可使得电机轴输出转矩值较小的电磁转矩,并且该电磁转矩无法使得车辆移动,也不会对车辆传动机构零部件造成损伤,其仅提供一个较小的输出力矩以完成车辆传动机构的齿轮间隙啮合或预紧力即可。
在本申请的一些实施方案中,控制器P4在根据预设直轴电流id以及预设交轴电流iq控制三相变流器P2对三相交流电机P3的相电流进行调节时,需要在对电池组加热前,电机控制器P42获取三相交流电机P3的当前三相电流值与电机转子位置角度信息,并根据电机转子位置角度信息将当前三相电流值变换为直轴电流与交轴电流,进而在加热过程中根据直轴电流、交轴电流、预设直轴电流以及预设交轴电流控制三相变流器P2对三相交流电机P3的相电流进行调节。
在本申请的一个实施方案中,如图7所示,控制器P4还包括前馈解耦单元P423、坐标变换单元P424、开关信号获取单元P425,前馈解耦单元P423与坐标变换单元P424连接,坐标变换单元P424与开关信号获取单元P425以及三相交流电机P3连接,开关信号获取单元P425与电机控制器P42连接,电机控制器P422与三相交流电机P3连接。具体地,控制器P4在获取到直轴电流与交轴电流后,将直轴电流和交轴电流分别与预设直轴电流id和预设交轴电流iq进行比较,使得根据预设直轴电流id和预设交轴电流iq对直轴电流和交轴电流进行调整,进而使得根据预设直轴电流id和预设交轴电流iq控制三相变流器P2。当根据预设直轴电流id和预设交轴电流iq对直轴电流和交轴电流进行调整后,该调整结果输出至前馈解耦单元P423,前馈解耦单元P423对比较结果进行解耦后获取直轴电压Ud与交轴电压Uq,坐标变换单元P424对直轴电压Ud与交轴电压Uq进行坐标变换以获取第一电压U
α和第二电压U
β,开关信号获取单元135根据第一电压U
α与第二电压U
β获取开关信号,电机控制器P42根据开关信号控制三相变流器P2对三相交流电机P3的相电流进行调节。在这种实施方式中,通过根据预设直轴电流id和预设交轴电流iq对获取的直轴电流和交轴电流进行调整,以获取相应的调整结果,并将该调整结果进行一系列变化后得到三相变流器P2的开关信号,使得电机控制器P42根据该开关信号控制三相变流器P2对三相交流电机P3的相电流进行调节,实现了三相交流电机闭环控制的控制,以及加热功率的调节,增强了电池加热过程中的有效性,减小对电机等零部件的损耗。
在本申请的一个实施方案中,控制器P4根据电机转子位置角度信息和前馈解耦单元当前三相电流值获取直轴交流与交轴电流的具体过程为:
在对电池加热前,控制器P4获取到三相交流电机P3的当前三相电流值与电机转子位置角度信息后,坐标变换单元P424将当前三相电流值由自然坐标系变换到静止坐标系,并根据电机转子位置角度信息将静止坐标系下的当前三相交流值变换为同步旋转坐标系下的直轴电流与交轴电流(如图8所示)。
在这种实施方案中,通过将当前三相电流值由自然坐标系变换到静止坐标系,并根据电机转子位置角度信息将静止坐标系下的当前三相交流值变换为同步旋转坐标系 下的直轴电流与交轴电流,使得控制器P4在根据获取的直轴电流与交轴电流控制三相变流器P2对三相交流电机P3的相电流进行调节时,可以基于同一坐标系下的标准,提高了调节过程中的准确性。
如图7所示,在获取到三相交流电机P3的当前三相电流值和电机转子位置角度信息后,坐标变换单元P424通过clark变换将自然坐标系ABC下的变量变换到静止坐标系α-β下的变量,之后再通过park变换将静止坐标系α-β下的变量变换到同步旋转坐标系d-q下的变量,并且在整个坐标变换中遵循幅值不变条件,变换矩阵前加入变换系数2/3。
具体地,在坐标变换单元P424将自然坐标系ABC下的变量变换到静止坐标系α-β下的变量时,其根据变换矩阵
对自然坐标系ABC下的变量进行变换,而坐标变换单元P424在将静止坐标系α-β下的变量变换到同步旋转坐标系d-q下的变量时,其根据变换矩阵
对静止坐标系α-β下的变量进行变换,然后将两个变换相乘,便可得到自然坐标系ABC到同步旋转坐标系d-q的变换矩阵
式中θ为三相交流电机P3的转子直轴与三相交流电机P3的A相绕组间夹角(电机转子位置角度信息),经过变换矩阵T3s/2r后可以将自然坐标系ABC下的三相电流变换为交直轴电流,直轴电流为励磁电流,交轴电流为转矩电流,即仅交轴电流和电机轴端输出转矩相关,因此在加热过程中,控制交轴电流便可以控制电机轴端转矩的输出。
根据三相交流电机P3的电机轴端的输出转矩计算公式
可以看出,交轴电流iq等于零时电机轴端无转矩输出,然而由于在实际使用中若要控制交轴电流为零,即不产生电机的电磁转矩,则必须准确获取电机的零位,而受限于电机零位标定方法准确性与信号采集精度等因素,若电机的零位不准确,则控制算法无法控制交轴电流恒为零,进而导致交轴电流值会在零附近波动,使得整车产生抖动,抖动的强度在不同工况下也会不同,若此时车上有驾乘人员,则会产生不良的驾乘感受,为了消除该弊端,本申请实时控制预设交轴电流iq的幅值为一恒定的合适值,该值无法使得车辆有移动或振动的趋势与感受,也不会对车辆传动机构造成潜在损伤,仅仅使得电机轴输出一个较小幅值的转矩,处于传动机构机械强度可接受的范围内,如此将产生一个类似预紧力的效果,消除传动机构间的啮合间隙,可以确保驾乘人员的良好感受,也可以确保车辆正常实现电池组的加热;其中,Te表示电机轴端输出转矩,p表示电机极对数,
表示电机永磁体磁链,Ld表示直轴电感,Lq表示交轴电感,id表示直轴电流,iq表示交轴电流。
此外,为了防止三相变流器P2的同一相桥臂功率开关的开关次数不均从而引起器件寿命不均的问题,本申请的实施方案提供的电池加热***在对三相交流电机P3的相 电流进行调节时,提供一个方向周期性变化的预设直轴电流,该预设直轴电流在一个周期内,前半个周期电流方向为正,而后半个周期内电流方向为负,从而使得三相变流器P2中同一相的功率开关器件上下桥臂开关次数均匀,器件寿命均衡。
进一步地,在对采集的变量进行坐标变换以获取到直轴电流和交轴电流后,便可将该直轴电流和交轴电流分别与预设直轴电流iq和预设交轴电流id进行比较,并将比较结果反馈给前馈解耦单元P423,前馈解耦单元P423通过前馈补偿的方式对变量进行完全解耦,解耦完成后获取到的直轴电压Ud和交轴电压Uq被再次传输至坐标变换单元P424,通过反park变换矩阵
得到静止坐标系中电压变量U
α与U
β,随后U
α与U
β被传输至开关信号获取单元P424,开关信号获取单元P424通过空间矢量脉宽调制算法(SVPWM)得到控制三相变流器P2的六路开关信号,电机控制器P42通过该六路开关信号控制三相变流器P2中的功率开关器件进行开关动作,以此控制流经三相交流电机P3的三相电流值大小。
在本申请的实施方案中,在电池组P1的加热过程期间,由于任何一个器件在温度过高的情况下均会发生损坏,因此需要实时监测三相交流电机P3和三相变流器P2中功率器件的温度,若检测到三相变流器P2或者三相交流电机P3中任何一个的温度超过温度阈值,则将预设直轴电流id的电流幅值减小或者将预设直轴电流id置零。因此,使得流经三相交流电机P3的三相绕组的相电流值也会减小或为0,如此使得电机P3的发热功率降低,进而使得三相变流器P2中的功率单元温度与三相交流电机P3的三相绕组温度降低,从而在保证加热效果的同时也不会对整车零部件造成损坏。
在本申请的一些实施方案中,电池管理***P41实时监测电池组P1的温度,若电池组P1的温度达到指定加热温度,则停止向动力电池加热;此时,需要减小直轴电流。通过这样的设置,有效防止电池组P1过热而导致防止电池组P1发生损坏,提高了电池组P1的使用寿命。
图9是作为一个示例的装置。该装置为纯电动车、混合动力电动车、或插电式混合动力电动车等。作为另一个示例的装置可以是手机、平板电脑、笔记本电脑等。作为另一个示例的装置可以是电气列车、船舶及卫星、储能***等。
虽然已经参考优选实施例对本发明进行了描述,但在不脱离本发明的范围的情况下,可以对其进行各种改进并且可以用等效物替换其中的部件。尤其是,只要不存在结构冲突,各个实施例中所提到的各项技术特征均可以任意方式组合起来。本发明并不局限于文中公开的特定实施例,而是包括落入权利要求的范围内的所有技术方案。
Claims (19)
- 一种加热电池组的方法,其特征在于,所述电池组经由变流器与感性负载连接,所述方法包括:在接收到加热请求时,控制所述变流器中的开关模块导通和断开,以控制所述电池组与所述感性负载之间的放电和充电;其中在所述电池组的放电阶段,将所述电池组与辅助加热机构并联连接;并且其中在所述电池组的充电阶段,将所述辅助加热机构与所述电池组断开连接。
- 根据权利要求1所述的方法,其特征在于,还包括:采集与加热所述电池组相关的电流参数;以及在与加热所述电池组相关的电流参数超出预设的期望电流阈值区间时,基于所述预设的期望电流阈值区间,调整所述电池组的充放电周期的所述充电阶段和所述放电阶段的时长,以使得所述电流参数回归所述预设的期望电流阈值区间。
- 根据权利要求2所述的方法,其特征在于,所述电池组的充放电周期的所述充电阶段和所述放电阶段的时长相等。
- 根据权利要求1至3中的任一项所述的方法,其特征在于,所述感性负载是电机的绕组,并且所述变流器中的开关模块被设置成周期性地导通和断开,以使得所述电机不转动。
- 根据权利要求4所述的方法,其特征在于,所述电机是三相电机,所述变流器是具有第一相桥臂、第二相桥臂和第三相桥臂的三相全桥电路;其中在所述电池组的充放电周期的所述放电阶段,闭合两个或三个开关模块,所闭合的开关模块位于不同的相桥臂,并且闭合至少一个位于上桥臂的开关模块和至少一个位于下桥臂的开关模块;并且在所述电池组的充放电周期的所述充电阶段,断开在所述放电阶段闭合的开关模块,闭合在所述放电阶段闭合的开关模块所位于的上桥臂或下桥臂相对的下桥臂或上桥臂的开关模块。
- 根据权利要求1-5中的任一项所述的方法,其特征在于,所述方法包括:获取所述电池组的状态参数;获取所述变流器的温度和所述电机的温度;在所述状态参数、所述变流器的温度或所述电机的温度超出对应的参数安全范围时,生成停止加热请求,所述状态参数包括以下参数中的至少一个:电压、温度、荷电状态和绝缘阻值;以及响应于所述停止加热请求,控制所述变流器的所有开关模块处于断开状态,并且将所述辅助加热机构与所述电池组断开连接。
- 根据权利要求1-6中的任一项所述的方法,其特征在于,所述方法包括:获取安装所述电池组的车辆的状态信息;在所述状态信息指示所述车辆不处于加热条件时,生成停止加热请求,所述状态信息包括以下信息中的至少一个:车辆的启动状态、车门状态、碰撞信息、上高压状态、环境温度;以及响应于所述停止加热请求,控制所述变流器的所有开关模块处于断开状态,并且将所述辅助加热机构与所述电池组断开连接。
- 根据权利要求1-7中的任一项所述的方法,其特征在于,所述辅助加热机构包括加热膜。
- 根据权利要求1-8中的所述的方法,其特征在于,所述辅助加热机构包括PTC加热器。
- 一种电池加热***,其特征在于,所述电池加热***包括:变流器,所述变流器的直流端与电池组的正极和负极连接;感性负载,与所述变流器的交流端连接;辅助加热机构,与所述电池组并联连接;以及控制器,所述控制器分别与所述变流器和所述感性负载连接,其中所述控制器被配置成:响应于加热请求,控制所述变流器中的开关模块导通和断开,以控制所述电池组与所述感性负载之间的放电和充电;在所述电池组的放电阶段,将所述辅助加热机构与所述电池组并联连接;并且在所述电池组的充电阶段,将所述辅助加热机构与所述电池组断开连接。
- 根据权利要求10所述的电池加热***,其特征在于,所述控制器被配置成:采集与加热所述电池组相关的电流参数;并且在与加热所述电池组相关的电流参数超出预设的期望电流阈值区间时,基于所述预设的期望电流阈值区间调整所述电池组的充放电周期的所述充电阶段和所述放电阶段的时长,以使得所述电流参数回归所述预设的期望电流阈值区间。
- 根据权利要求11所述的电池加热***,其特征在于,所述电池组的充放电周期的所述充电阶段和所述放电阶段的时长相等。
- 根据权利要求10至12中的任一项所述的电池加热***,其特征在于,所述感性负载是电机的绕组,并且所述控制器被配置成控制所述变流器中的开关模块周期性地导通和断开,以使得所述电机不转动。
- 根据权利要求13所述的电池加热***,其特征在于,所述电机是三相电机,所述变流器是具有第一相桥臂、第二相桥臂和第三相桥臂的三相全桥电路;其中所述控制器被配置成:在所述电池组的充放电周期的所述放电阶段,闭合两个或三个开关模块,所闭合的开关模块位于不同的相桥臂,并且闭合至少一个位于上桥臂的开关模块和至少一个 位于下桥臂的开关模块;并且在所述电池组的充放电周期的所述充电阶段,断开在所述放电阶段闭合的开关模块,闭合在所述放电阶段闭合的开关模块所位于的上桥臂或下桥臂相对的下桥臂或上桥臂的开关模块。
- 根据权利要求10-14中的任一项所述的电池加热***,其特征在于,所述控制器被配置成:获取所述电池组的状态参数;获取所述变流器的温度和所述电机的温度;在所述状态参数、所述变流器的温度或所述电机的温度超出对应的参数安全范围时,生成停止加热请求,所述状态参数包括以下参数中的至少一个:电压、温度、荷电状态和绝缘阻值;并且响应于所述停止加热请求,控制所述变流器的所有开关模块处于断开状态,并且将所述辅助加热机构与所述电池组断开连接。
- 根据权利要求10-15中的任一项所述的电池加热***,其特征在于,所述控制器被配置成:获取安装所述电池组的车辆的状态信息;在所述状态信息指示所述车辆不处于加热条件时,生成停止加热请求,所述状态信息包括以下信息中的至少一个:车辆的启动状态、车门状态、碰撞信息、上高压状态、环境温度;并且响应于所述停止加热请求,控制所述变流器的所有开关模块处于断开状态,并且将所述辅助加热机构与所述电池组断开连接。
- 根据权利要求10-16中的任一项所述的电池加热***,其特征在于,所述辅助加热机构包括加热膜。
- 根据权利要求10-17中的任一项所述的电池加热***,其特征在于,所述辅助加热机构包括PTC加热器。
- 一种用电装置,所述用电装置包括:电池组;以及根据权利要求10-18中的任一项所述的电池加热***。
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US11929475B2 (en) | 2022-06-23 | 2024-03-12 | GM Global Technology Operations LLC | Battery heating during vehicle operation and/or during vehicle charging |
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