技术领域technical field
本发明涉及电动汽车技术领域，特别涉及一种电动汽车的电池加热方法以及采用该方法的电动汽车的动力系统、一种具有该动力系统的电动汽车。The invention relates to the technical field of electric vehicles, in particular to a battery heating method of an electric vehicle, a power system of the electric vehicle using the method, and an electric vehicle with the power system.
背景技术Background technique
随着科技的不断发展，新能源汽车尤其是纯电动车作为一种代步工具，正慢慢地进入每一个家庭，用户对汽车的性能要求特别是对舒适性的要求越来越高，这就要求车辆必须适应不同的行车需求。然而现阶段大部分的纯电动车显然无法满足这种要求，特别是在寒冷的冬天，温度过低，动力电池的性能下降，无论是在放电能力上，还是在电池容量上都会有所下降，甚至不能使用。具体地说，动力电池尤其是锂离子电池的一般工作温度为-20℃到55℃，电池在低温下不允许充电。在环境温度过低时，电动车内部电池会出现如下问题：（1）低温下，锂离子容易在负极沉积，失去电活性，甚至可能引发安全问题。因此，车辆以及电池包经常在低温下使用，会极大损害电池包寿命，更严重时可能会有安全隐患。（2）低温下，锂离子电池充电时，锂离子容易在负极沉积，变成死锂，电池能发挥的容量显著下降，并且在不断使用的过程中，这些沉积锂越长越大，甚至可能引发内部短路，造成安全隐患。这是车辆不能在低温下充电（包括回馈）的原因。（3）低温下，电池的放电能力有限，不利于行车。这些问题对标榜新能源绿色环保的纯电动车来说，无疑是非常尴尬的事情。因此对能够改变这种窘境的动力电池加热方案的呼声越来越高。With the continuous development of science and technology, new energy vehicles, especially pure electric vehicles, are slowly entering every family as a means of transportation. Users have higher and higher requirements for vehicle performance, especially for comfort. Vehicles are required to adapt to different driving needs. However, most pure electric vehicles at this stage obviously cannot meet this requirement, especially in the cold winter, when the temperature is too low, the performance of the power battery will decline, both in terms of discharge capacity and battery capacity. Can't even use it. Specifically, the general operating temperature of power batteries, especially lithium-ion batteries, is -20°C to 55°C, and batteries are not allowed to be charged at low temperatures. When the ambient temperature is too low, the internal battery of the electric vehicle will have the following problems: (1) At low temperature, lithium ions are easy to deposit on the negative electrode, lose electrical activity, and may even cause safety problems. Therefore, vehicles and battery packs are often used at low temperatures, which will greatly damage the life of the battery pack, and may cause safety hazards in more serious cases. (2) At low temperature, when lithium-ion batteries are charged, lithium ions are easily deposited on the negative electrode and become dead lithium, and the capacity that the battery can exert is significantly reduced. Cause an internal short circuit, causing a safety hazard. This is why vehicles cannot be charged (including regenerative) at low temperatures. (3) At low temperature, the discharge capacity of the battery is limited, which is not conducive to driving. These problems are undoubtedly very embarrassing for pure electric vehicles that advertise new energy and green environmental protection. Therefore, there is an increasing call for a power battery heating solution that can change this dilemma.
电池加热方案在纯电动汽车领域是一种非常重要的技术。电池加热策略的好坏以及电池加热器性能的优劣直接影响到汽车的舒适性、操作稳定性和安全性。目前，有很多新型技术开始运用到蓄电池加热上来，但由于自身的性能缺陷，并没有在汽车领域得到广泛的运用。如在电池外部加保温套，通过保温材料进行隔热保暖，但这只是起到隔热效果，并没有起到加热的作用；还有就是使用红外辐射膜给电池加热，然后在电池外部加保温套，以起到保温作用；又或者在电池外表面附加加热贴片等。但这些方案大都是利用外部庞大的加热设备和电源给电池加热，因此这些方案仅适合于电池位置固定的实例。另外，使用外部电源使纯电动汽车的电池加热具有局限性，不适用于位置不固定的汽车。因此，这些加热技术并没有在纯电动汽车上得到广泛地应用。The battery heating solution is a very important technology in the field of pure electric vehicles. The quality of the battery heating strategy and the performance of the battery heater directly affect the comfort, operation stability and safety of the car. At present, many new technologies have begun to be applied to battery heating, but due to their own performance defects, they have not been widely used in the automotive field. For example, add an insulation cover to the outside of the battery, and use insulation materials to insulate and keep warm. cover, to play a role in heat preservation; or add a heating patch on the outer surface of the battery, etc. However, most of these schemes use the external huge heating equipment and power supply to heat the battery, so these schemes are only suitable for the example where the battery position is fixed. In addition, using an external power source to heat the battery of a pure electric vehicle has limitations and is not suitable for vehicles that are not in a fixed location. Therefore, these heating technologies have not been widely used in pure electric vehicles.
发明内容Contents of the invention
本发明的目的旨在至少解决上述技术缺陷之一。The purpose of the present invention is to solve at least one of the above-mentioned technical drawbacks.
为此，本发明的第一个目的在于提出一种电动汽车的动力系统，该系统无需外加电源，加热所需电量完全由自身动力电池提供，大大降低了电动车在低温环境使用的限制，加热效率还高并且成本较低、实用性强。本发明第二个目的在于提出一种具有上述动力系统的电动汽车。本发明的另一个目的还在于提出一种电动汽车的电池加热方法。For this reason, the first purpose of the present invention is to propose a power system for an electric vehicle. The system does not need an external power supply, and the power required for heating is completely provided by its own power battery, which greatly reduces the limit of the use of the electric vehicle in a low temperature environment. The efficiency is also high, the cost is low, and the practicability is strong. The second object of the present invention is to provide an electric vehicle with the above-mentioned power system. Another object of the present invention is to provide a battery heating method for an electric vehicle.
为达到上述目的，本发明第一方面的实施例公开了一种电动汽车的动力系统，包括：电池组；电池加热器，所述电池加热器与所述电池组相连，且所述电池加热器被构造成为对所述电池组进行充放电以对所述电池组进行加热；电池管理器，所述电池管理器分别与所述电池组和所述电池加热器相连，用于在所述电池组的温度低于第一温度阈值且所述电池组的剩余电量高于电量阈值之后，控制所述电池加热器为所述电池组加热；配电箱，所述配电箱用于对所述电池组输出的电压进行分配；电机；电机控制器，所述电机控制器分别与所述电机和所述配电箱相连，且所述电机控制器具有第一输入端、第二输入端和连接在所述第一输入端和第二输入端之间的预充电容，所述电机控制器用于根据控制指令和所述配电箱为所述电机控制器分配的电压为所述电机供电；以及隔离电感，所述隔离电感连接在所述电池组和所述配电箱之间，且所述隔离电感的电感与所述电机控制器的预充电容匹配。To achieve the above object, the embodiment of the first aspect of the present invention discloses a power system of an electric vehicle, comprising: a battery pack; a battery heater, the battery heater is connected to the battery pack, and the battery heater It is configured to charge and discharge the battery pack to heat the battery pack; a battery manager, the battery manager is respectively connected to the battery pack and the battery heater, and is used for heating the battery pack After the temperature of the battery pack is lower than the first temperature threshold and the remaining power of the battery pack is higher than the power threshold, the battery heater is controlled to heat the battery pack; the power distribution box is used to heat the battery The voltage output by the group is distributed; the motor; the motor controller, the motor controller is connected to the motor and the distribution box respectively, and the motor controller has a first input terminal, a second input terminal and a motor controller connected to the A pre-charged capacitor between the first input terminal and the second input terminal, the motor controller is used to supply power to the motor according to the control command and the voltage distributed by the distribution box to the motor controller; and isolation An inductor, the isolation inductor is connected between the battery pack and the distribution box, and the inductance of the isolation inductor matches the pre-charging capacity of the motor controller.
根据本发明实施例的电动汽车的动力系统，利用车上动力电池大电流放电，电池自身内阻发热，达到给电池组加热的目的。该动力系统无需外加电源，加热所需电量完全由本身动力电池提供，通过电池管理器和电池加热器对电池组进行加热管理，大大降低了电动汽车在低温环境使用的限制，能满足客户在低温时行车和充电要求。此外，该动力系统对电池组直接加热，加热效率更高，成本较低，实用性强。According to the power system of the electric vehicle in the embodiment of the present invention, the power battery on the vehicle is discharged with a large current, and the internal resistance of the battery itself generates heat to achieve the purpose of heating the battery pack. The power system does not need an external power supply, and the power required for heating is completely provided by its own power battery. The battery pack is heated and managed through the battery manager and battery heater, which greatly reduces the restrictions on the use of electric vehicles in low-temperature environments, and can satisfy customers. When driving and charging requirements. In addition, the power system directly heats the battery pack, which has higher heating efficiency, lower cost and strong practicability.
本发明第二方面的实施例公开了一种电动汽车，包括上述的电动汽车的动力系统。该电动汽车能够在寒冷的地区正常行驶，并且能够一边行车，一边对电池组进行加热，从而保证安全顺利行车。The embodiment of the second aspect of the present invention discloses an electric vehicle, including the above-mentioned power system of the electric vehicle. The electric vehicle can run normally in cold regions, and can heat the battery pack while driving, so as to ensure safe and smooth driving.
本发明第三方面的实施例公开了一种电动汽车的电池加热方法，包括以下步骤：The embodiment of the third aspect of the present invention discloses a battery heating method for an electric vehicle, comprising the following steps:
检测所述电池组的温度和所述电池组的剩余电量；detecting the temperature of the battery pack and the remaining power of the battery pack;
如果所述电池组的温度低于第一温度阈值且所述电池组的剩余电量高于电量阈值，则所述电池管理器控制所述电池加热器为所述电池组加热；If the temperature of the battery pack is lower than a first temperature threshold and the remaining power of the battery pack is higher than a power threshold, the battery manager controls the battery heater to heat the battery pack;
如果所述电池组的温度低于所述第一温度阈值且所述电池组的剩余电量低于所述电量阈值，则所述电池管理器发出禁止所述电动汽车加热、行驶或充电的提示；以及If the temperature of the battery pack is lower than the first temperature threshold and the remaining power of the battery pack is lower than the power threshold, the battery manager issues a prompt to prohibit heating, driving or charging of the electric vehicle; as well as
如果所述电池组的温度高于所述第一温度阈值，则所述电池管理器控制所述配电箱中的主接触器闭合。If the temperature of the battery pack is higher than the first temperature threshold, the battery manager controls the main contactor in the distribution box to close.
根据本发明实施例的电动汽车的电池加热方法，能够使纯电动汽车不依靠外部电源而实现对电池组的加热，使电池温度上升到所需温度，再按照正常的放电和充电策略使用电池，大大降低了电动汽车在低温环境使用的限制，能满足客户在低温时行车和充电要求。According to the battery heating method of the electric vehicle in the embodiment of the present invention, the pure electric vehicle can realize the heating of the battery pack without relying on the external power supply, so that the temperature of the battery can be raised to the required temperature, and then the battery can be used according to the normal discharge and charging strategy. It greatly reduces the restrictions on the use of electric vehicles in low temperature environments, and can meet the requirements of customers for driving and charging at low temperatures.
本发明附加的方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本发明的实践了解到。Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
附图说明Description of drawings
本发明上述的和/或附加的方面和优点从下面结合附图对实施例的描述中将变得明显和容易理解，其中：The above and/or additional aspects and advantages of the present invention will become apparent and easy to understand from the following description of the embodiments in conjunction with the accompanying drawings, wherein:
图1为根据本发明实施例的电动汽车的动力系统的结构示意图；1 is a schematic structural diagram of a power system of an electric vehicle according to an embodiment of the present invention;
图2为根据本发明另一实施例的电动汽车的动力系统的结构示意图；2 is a schematic structural diagram of a power system of an electric vehicle according to another embodiment of the present invention;
图3为根据本发明实施例的电动汽车的动力系统的电气原理图；3 is an electrical schematic diagram of a power system of an electric vehicle according to an embodiment of the present invention;
图4为根据本发明另一实施例的电动汽车的动力系统的电气连接示意图；FIG. 4 is a schematic diagram of electrical connection of a power system of an electric vehicle according to another embodiment of the present invention;
图5为根据本发明实施例的电动汽车的动力系统的电气连接示意图；FIG. 5 is a schematic diagram of electrical connection of a power system of an electric vehicle according to an embodiment of the present invention;
图6为根据本发明实施例的电动汽车的动力系统中配电箱的结构示意图；6 is a schematic structural diagram of a distribution box in a power system of an electric vehicle according to an embodiment of the present invention;
图7为根据本发明实施例的电动汽车的电池加热方法的流程图；7 is a flowchart of a battery heating method for an electric vehicle according to an embodiment of the present invention;
图8为根据本发明实施例的电动汽车的电池加热方法的进一步流程图；和8 is a further flowchart of a battery heating method for an electric vehicle according to an embodiment of the present invention; and
图9为根据本发明另一实施例的电动汽车的电池加热方法的详细流程图。FIG. 9 is a detailed flowchart of a battery heating method for an electric vehicle according to another embodiment of the present invention.
具体实施方式Detailed ways
下面详细描述本发明的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，仅用于解释本发明，而不能解释为对本发明的限制。Embodiments of the present invention are described in detail below, examples of which are shown in the drawings, wherein the same or similar reference numerals designate the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the figures are exemplary only for explaining the present invention and should not be construed as limiting the present invention.
在本发明的描述中，需要理解的是，术语“纵向”、“横向”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本发明和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。In describing the present invention, it should be understood that the terms "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "vertical", The orientation or positional relationship indicated by "horizontal", "top", "bottom", "inner", "outer", etc. are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than Nothing indicating or implying that a referenced device or element must have a particular orientation, be constructed, and operate in a particular orientation should therefore not be construed as limiting the invention.
在本发明的描述中，需要说明的是，除非另有规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是机械连接或电连接，也可以是两个元件内部的连通，可以是直接相连，也可以通过中间媒介间接相连，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的具体含义。In the description of the present invention, it should be noted that unless otherwise specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a mechanical connection or an electrical connection, or it can be two The internal communication of each element may be directly connected or indirectly connected through an intermediary. Those skilled in the art can understand the specific meanings of the above terms according to specific situations.
参照下面的描述和附图，将清楚本发明的实施例的这些和其他方面。在这些描述和附图中，具体公开了本发明的实施例中的一些特定实施方式，来表示实施本发明的实施例的原理的一些方式，但是应当理解，本发明的实施例的范围不受此限制。相反，本发明的实施例包括落入所附加权利要求书的精神和内涵范围内的所有变化、修改和等同物。These and other aspects of embodiments of the invention will become apparent with reference to the following description and drawings. In these descriptions and drawings, some specific implementations of the embodiments of the present invention are specifically disclosed to represent some ways of implementing the principles of the embodiments of the present invention, but it should be understood that the scope of the embodiments of the present invention is not limited by this limit. On the contrary, the embodiments of the present invention include all changes, modifications and equivalents coming within the spirit and scope of the appended claims.
下面参照图1至图6描述根据本发明第一方面实施例的电动汽车的动力系统。A power system of an electric vehicle according to an embodiment of the first aspect of the present invention will be described below with reference to FIGS. 1 to 6 .
参照图1和图2，该电动汽车的动力系统包括：电池组101、电池加热器102、电池管理器103、配电箱104、电机105、电机控制器106和隔离电感L2。其中，电池加热器102与电池组101相连，且电池加热器102被构造成为对电池组101进行充放电以对电池组进行加热。电池管理器103通过CAN线107与电池加热器102相连，同时还通过采样线108与电池组101相连，具有对电池进行温度采样、电压采样、对电池组101输出电流采样的功能。此外，电池管理器103还具有计算电池剩余电量的功能，并可通过CAN线107把控制信号发送给相关的电气器件，以实现对电池功能的管理。具体地说，电池管理器103用于在电池组101的温度低于第一温度阈值，且电池组101剩余电量高于电量阈值之后，控制电池加热器102为电池组101加热。配电箱104是一个通断大电流的高压器件，电池管理器103通过发送控制信号给配电箱104来达到对电池组101输出的电压进行分配的目的。电机控制器106分别与电机105和配电箱104相连，且电机控制器106具有第一输入端、第二输入端和连接在第一输入端和第二输入端之间的预充电容C2，电机控制器106用于根据控制指令和配电箱104为电机控制器分配的电压为电机105供电。1 and 2, the power system of the electric vehicle includes: a battery pack 101, a battery heater 102, a battery manager 103, a distribution box 104, a motor 105, a motor controller 106 and an isolation inductor L2. Wherein, the battery heater 102 is connected to the battery pack 101 , and the battery heater 102 is configured to charge and discharge the battery pack 101 to heat the battery pack. The battery manager 103 is connected to the battery heater 102 through the CAN line 107 , and is also connected to the battery pack 101 through the sampling line 108 . In addition, the battery manager 103 also has the function of calculating the remaining power of the battery, and can send control signals to related electrical devices through the CAN line 107, so as to realize the management of battery functions. Specifically, the battery manager 103 is configured to control the battery heater 102 to heat the battery pack 101 after the temperature of the battery pack 101 is lower than the first temperature threshold and the remaining power of the battery pack 101 is higher than the power threshold. The distribution box 104 is a high-voltage device that switches a large current. The battery manager 103 distributes the voltage output by the battery pack 101 by sending a control signal to the distribution box 104 . The motor controller 106 is connected to the motor 105 and the distribution box 104 respectively, and the motor controller 106 has a first input terminal, a second input terminal and a pre-charged capacitor C2 connected between the first input terminal and the second input terminal, The motor controller 106 is used to supply power to the motor 105 according to the control instruction and the voltage distributed to the motor controller by the distribution box 104 .
具体地说，电机控制器106通过其内部的驱动电路把电池组101提供的直流电逆变成电机105所需的三相交流电以给电机105供电，并可根据电池管理器103所发送的控制信号，实现对电机限功率运行。隔离电感L2连接在电池组101和配电箱104之间，且隔离电感L2的电感与电机控制器的预充电容C2相匹配。Specifically, the motor controller 106 inverts the DC power provided by the battery pack 101 into the three-phase AC power required by the motor 105 through its internal drive circuit to supply power to the motor 105, and can , to achieve power-limited operation of the motor. The isolation inductor L2 is connected between the battery pack 101 and the distribution box 104, and the inductance of the isolation inductor L2 matches the pre-charging capacitor C2 of the motor controller.
在本发明的一个实施例中，电池加热器102进行故障自检后将检测结果发送至电池管理器103。In one embodiment of the present invention, the battery heater 102 sends the detection result to the battery manager 103 after performing a fault self-diagnosis.
具体地，如图3所示，电池加热器包括：第一开关模块301、第一电容C1、第一电感L1和第二开关模块302。其中，第一开关模块301的一端分别与电池组101的第一电极和隔离电感L2相连；第一电容C1的一端与第一开关模块301的另一端相连，且第一电容C1的另一端与电池组101的第二电极相连；第一电感L1的一端与第一开关模块301和第一电容C1之间的节点相连；第二开关模块302的一端与第一电感L1的另一端相连，且第二开关模块302的另一端与电池组101的第二电极相连。第一开关模块301和第二开关模块302的控制端均与电池管理器103相连，在对电池组101加热时，电池管理器103发送信号给电池加热器102，电池加热器102控制第一开关模块301和第二开关模块302依次导通，且在第一开关模块301导通时第二开关模块302关闭，在第二开关模块302导通时第一开关模块301关闭。Specifically, as shown in FIG. 3 , the battery heater includes: a first switch module 301 , a first capacitor C1 , a first inductor L1 and a second switch module 302 . Wherein, one end of the first switch module 301 is respectively connected to the first electrode of the battery pack 101 and the isolation inductor L2; one end of the first capacitor C1 is connected to the other end of the first switch module 301, and the other end of the first capacitor C1 is connected to the The second electrode of the battery pack 101 is connected; one end of the first inductor L1 is connected to the node between the first switch module 301 and the first capacitor C1; one end of the second switch module 302 is connected to the other end of the first inductor L1, and The other end of the second switch module 302 is connected to the second electrode of the battery pack 101 . Both the control ends of the first switch module 301 and the second switch module 302 are connected to the battery manager 103. When the battery pack 101 is heated, the battery manager 103 sends a signal to the battery heater 102, and the battery heater 102 controls the first switch. The module 301 and the second switch module 302 are turned on sequentially, and the second switch module 302 is turned off when the first switch module 301 is turned on, and the first switch module 301 is turned off when the second switch module 302 is turned on.
进一步地，如图3所示，电池组101中ESR为电池组等效内阻，ESL为电池组等效电感，E为电池包。L2为隔离电感，用于将电池加热电路Part2与电动机等效负载电路Part5相隔离，这样电池组101的反电压就被隔离电感L2所吸收，不会加到后级负载。C2为预充电容，R为电动机等效负载。电池加热器工作时，其内部开关模块按照一定的时序闭合和关断。Further, as shown in FIG. 3 , ESR in the battery pack 101 is the equivalent internal resistance of the battery pack, ESL is the equivalent inductance of the battery pack, and E is the battery pack. L2 is an isolation inductor, which is used to isolate the battery heating circuit Part2 from the motor equivalent load circuit Part5, so that the reverse voltage of the battery pack 101 is absorbed by the isolation inductor L2 and will not be added to the subsequent load. C2 is the precharge capacity, and R is the equivalent load of the motor. When the battery heater is working, its internal switch module is turned on and off according to a certain sequence.
在本发明的一个示例中，如图3所示，开关模块可以为IGBT（InsulatedGateBipolarTransistor，绝缘栅双极型晶体管）。当加热开始时，内部元器件如电感、电容都处于初始状态，并没有储存能量，电池加热器工作流程包括：（1）IGBT1导通，IGBT2关断时，电池包E通过回路“C1-D1-ESL-ESR-E-C1”对第一电容C1进行充电，当充电进行到一段时间后，第一电容C1两端的电压与电池包E的电压相等，但由于电路中存在感性元件，使第一电容C1继续充电，第一电容C1两端电压比电池包E电压高，当充电电流为零时，第一电容C1开始放电，此时放电回路为“C1-D1-ESL-ESR-E-C1”，直到放电电流为零。（2）IGBT1关断，当IGBT2导通时，第一电容C1继续放电。其中存在放电回路为“C1-D2-L1-IGBT2-C1”。由于第一电感L1的存在，第一电容C1继续放电，使第一电容C1两端电压低于电池包E电压。如此重复上述过程。In an example of the present invention, as shown in FIG. 3 , the switch module may be an IGBT (Insulated Gate Bipolar Transistor, insulated gate bipolar transistor). When the heating starts, the internal components such as inductors and capacitors are in the initial state and do not store energy. The working process of the battery heater includes: (1) When IGBT1 is turned on and IGBT2 is turned off, the battery pack E passes through the circuit "C1-D1 -ESL-ESR-E-C1” charges the first capacitor C1. After charging for a period of time, the voltage across the first capacitor C1 is equal to the voltage of the battery pack E, but due to the presence of inductive elements in the circuit, the second The first capacitor C1 continues to charge, and the voltage across the first capacitor C1 is higher than the voltage of the battery pack E. When the charging current is zero, the first capacitor C1 starts to discharge. At this time, the discharge circuit is "C1-D1-ESL-ESR-E- C1" until the discharge current is zero. (2) IGBT1 is turned off, and when IGBT2 is turned on, the first capacitor C1 continues to discharge. There is a discharge circuit as "C1-D2-L1-IGBT2-C1". Due to the existence of the first inductor L1, the first capacitor C1 continues to discharge, so that the voltage across the first capacitor C1 is lower than the voltage of the battery pack E. Repeat the above process like this.
根据本发明实施例的电动汽车的动力系统，当第一开关模块301导通时，若不加入隔离电感L2，则预充电容C2通过第一开关模块301对第一电容C1进行充电，充电电流大小由回路中阻抗决定，致使第一电容C1电流波形不可控，加热电路特性被改变，从而导致电路不能正常工作。因此当电机105与电池加热器102同时工作时，需加入隔离电感L2。According to the power system of the electric vehicle in the embodiment of the present invention, when the first switch module 301 is turned on, if the isolation inductance L2 is not added, the precharge capacitor C2 charges the first capacitor C1 through the first switch module 301, and the charging current The size is determined by the impedance in the loop, which causes the current waveform of the first capacitor C1 to be uncontrollable, and the characteristics of the heating circuit are changed, thereby causing the circuit to not work normally. Therefore, when the motor 105 and the battery heater 102 work simultaneously, an isolation inductance L2 needs to be added.
在本发明的一个实施例中，隔离电感L2的电感值L根据以下公式确定：其中，T为电机的等效负载工作周期，C为预充电容C2的电容值。In one embodiment of the present invention, the inductance L of the isolation inductor L2 is determined according to the following formula: Among them, T is the equivalent load duty cycle of the motor, and C is the capacitance value of the pre-charging capacitor C2.
在本发明的一个实施例中，电池加热器102还包括动力接插件，用于连接并固定动力线109。该动力接插件需要满足防涡流要求，并且由于电池加热器102工作期间电流变化频率非常快，导致动力接插件内部的磁导材料温升很快，因此动力接插件的磁导率要低。此外，电池加热器102也包括一个低压接插件，用于与外系统进行连接并通讯，其中包括用于连接电池管理器103的CAN线107以及自检信号线和故障信号线。In one embodiment of the present invention, the battery heater 102 further includes a power connector for connecting and fixing the power line 109 . The power connector needs to meet the anti-eddy current requirements, and because the current change frequency is very fast during the battery heater 102 operation, the magnetic permeability material inside the power connector rises rapidly, so the magnetic permeability of the power connector should be low. In addition, the battery heater 102 also includes a low-voltage connector for connecting and communicating with external systems, including a CAN line 107 for connecting to the battery manager 103 and a self-test signal line and a fault signal line.
参照图2和图4，在本发明的一个实施例中，如图4所示，隔离电感L2放置在电池加热器102内部。电池加热器102内部包括隔离电感L2、保险401以及加热器自身用电器件。此外，电池加热器102还包括四个动力接插件，其中两个通过动力线109与电池组101相连，另外两个动力接插件通过动力线109与配电箱104相连，如图2所示。在本发明的一个实施例中，动力接插件用于高压线束的始端和末端。Referring to FIG. 2 and FIG. 4 , in one embodiment of the present invention, as shown in FIG. 4 , the isolation inductor L2 is placed inside the battery heater 102 . The inside of the battery heater 102 includes an isolation inductor L2, a fuse 401 and the heater's own electrical components. In addition, the battery heater 102 also includes four power connectors, two of which are connected to the battery pack 101 through power lines 109 , and the other two power connectors are connected to the distribution box 104 through power lines 109 , as shown in FIG. 2 . In one embodiment of the present invention, power connectors are used at the beginning and end of the high voltage wire harness.
根据本发明实施例的电动汽车的动力系统，隔离电感L2安装在电池加热器102内部，其优点是当不需要电池加热时，可把电池加热器102整个拆下，直接使配电箱104与电池组101相连。在气温较高的地方电动汽车无需外加电池加热器，而在寒冷的地方，则安装电池加热器，因此在车型开发时无需为适应销售地区而作太多的更改，大大有利于节省成本。According to the power system of the electric vehicle of the embodiment of the present invention, the isolation inductor L2 is installed inside the battery heater 102, and its advantage is that when the battery heating is not needed, the battery heater 102 can be completely removed, and the distribution box 104 and the The battery pack 101 is connected. Electric vehicles do not need external battery heaters in places with high temperatures, and battery heaters are installed in cold places, so there is no need to make too many changes to adapt to sales regions during model development, which greatly helps to save costs.
参照图1和图5，在本发明的另一个实施例中，如图5所示，隔离电感L2还可放置在配电箱104内部。可以理解的是，隔离电感L2不管是放置在电池加热器内还是配电箱内，它都介于电池组和配电箱之间。如图1所示，配电箱104和电池加热器102之间没有动力线连接，具体地说，电池组101包括四个动力接插件，通过两根动力线112与配电箱104相连，再通过另外两根动力线112与电池加热器102相连。但是，需要增加一个继电器501，作为隔离电感L2的通断装置，如图5所示。电池加热器102与配电箱104之间是并联关系。此外，保险401安装在电池组101内部。Referring to FIG. 1 and FIG. 5 , in another embodiment of the present invention, as shown in FIG. 5 , the isolation inductor L2 can also be placed inside the distribution box 104 . It can be understood that whether the isolation inductor L2 is placed in the battery heater or the distribution box, it is between the battery pack and the distribution box. As shown in Figure 1, there is no power line connection between the distribution box 104 and the battery heater 102. Specifically, the battery pack 101 includes four power connectors, which are connected to the distribution box 104 through two power lines 112, and then It is connected to the battery heater 102 through the other two power lines 112 . However, a relay 501 needs to be added as an on-off device for isolating the inductance L2, as shown in FIG. 5 . The battery heater 102 and the distribution box 104 are connected in parallel. In addition, a fuse 401 is installed inside the battery pack 101 .
根据本发明实施例的电动汽车的动力系统，隔壁电感L2安装在配电箱104内部，其优点是配电箱104所受电池加热器102的影响大大减少。此外，在电池加热时，继电器501把隔离电感L2接入电路；当电池不加热时，继电器501把隔离电感L2移出电路。According to the power system of the electric vehicle in the embodiment of the present invention, the next-door inductor L2 is installed inside the distribution box 104, which has the advantage that the influence of the battery heater 102 on the distribution box 104 is greatly reduced. In addition, when the battery is heating, the relay 501 connects the isolation inductance L2 into the circuit; when the battery is not heating, the relay 501 removes the isolation inductance L2 out of the circuit.
在本发明的一个实施例中，参照图1、图2和图3，电动汽车的动力系统中的电池加热器102还包括冷却组件110，用于对电池加热器102中的第一开关模块301和第二开关模块302进行冷却。In one embodiment of the present invention, referring to FIG. 1 , FIG. 2 and FIG. 3 , the battery heater 102 in the power system of an electric vehicle further includes a cooling assembly 110 for cooling the first switch module 301 in the battery heater 102 and the second switch module 302 for cooling.
在本发明的一个实施例中，冷却组件110进一步包括设置在电池加热器中的风道和设置在风道一端的风扇。电池加热器采用风扇进行散热。In one embodiment of the present invention, the cooling assembly 110 further includes an air duct disposed in the battery heater and a fan disposed at one end of the air duct. The battery heater uses a fan for cooling.
在本发明的另一个实施例中，冷却组件110进一步包括设置在电池加热器中的冷却液通道以及设置在电池加热器上的冷却液进口和冷却液出口。In another embodiment of the present invention, the cooling assembly 110 further includes a cooling liquid channel disposed in the battery heater, and a cooling liquid inlet and a cooling liquid outlet disposed on the battery heater.
采用冷却液进行散热的电池加热器，散热效果好，并且密封性能优。The battery heater adopts cooling liquid for heat dissipation, which has good heat dissipation effect and excellent sealing performance.
在本发明的一个实施例中，如图6所示，电动汽车的动力系统中的配电箱104进一步包括：主接触器601和预充接触器602。其中，主接触器601用于在电池管理器103的控制下将配电箱104的输出电压分配至电动汽车的用电设备，如电机105等。预充接触器602与电机控制器106的第一输入端603和第二输入端604其中之一相连。在本实施例中，如图6所示，预充接触器602与第一输入端603相连。可以理解的是，预充接触器602在其他的实施例中也可以与第二输入端604相连。预充接触器602用于在电池管理器103的控制下，在电机控制器106控制电机105启动之前，为预充电容C2充电。In one embodiment of the present invention, as shown in FIG. 6 , the distribution box 104 in the power system of the electric vehicle further includes: a main contactor 601 and a pre-charging contactor 602 . Wherein, the main contactor 601 is used for distributing the output voltage of the distribution box 104 to the electrical equipment of the electric vehicle, such as the motor 105 , under the control of the battery manager 103 . The pre-charging contactor 602 is connected to one of the first input terminal 603 and the second input terminal 604 of the motor controller 106 . In this embodiment, as shown in FIG. 6 , the pre-charging contactor 602 is connected to the first input terminal 603 . It can be understood that the pre-charging contactor 602 can also be connected to the second input terminal 604 in other embodiments. The pre-charging contactor 602 is used to charge the pre-charging capacitor C2 under the control of the battery manager 103 before the motor controller 106 controls the motor 105 to start.
根据本发明实施例的电动汽车的动力系统，利用车上电池组101大电流放电，电池包E自身内阻发热，达到给电池组101加热的目的。该动力系统无需外加电源，加热所需电量完全由本身电池组101提供，通过电池管理器103和电池加热器102对电池组101进行加热管理，大大降低了电动汽车在低温环境使用的限制，且能够实现电动汽车边行车边加热，即可在电池加热的同时能满足电动汽车限功率运行，满足客户在低温时行车和充电要求。此外，该动力系统对电池直接加热，加热效率更高，成本较低，实用性强，容易实行产业化。According to the power system of the electric vehicle in the embodiment of the present invention, the battery pack 101 on the vehicle is used for high-current discharge, and the internal resistance of the battery pack E generates heat to achieve the purpose of heating the battery pack 101 . The power system does not need an external power supply, and the power required for heating is completely provided by the battery pack 101 itself. The battery pack 101 is heated and managed through the battery manager 103 and the battery heater 102, which greatly reduces the restrictions on the use of electric vehicles in low temperature environments, and It can realize the heating of electric vehicles while driving, which can meet the limited power operation of electric vehicles while heating the battery, and meet the requirements of customers for driving and charging at low temperature. In addition, the power system directly heats the battery, which has higher heating efficiency, lower cost, strong practicability, and easy industrialization.
本发明第二方面的实施例公开了一种电动汽车，包括上述的电动汽车的动力系统。该车辆能够在寒冷的地区正常行驶，并且能够一边行车，一边对电池组进行加热，从而保证安全顺利行车。The embodiment of the second aspect of the present invention discloses an electric vehicle, including the above-mentioned power system of the electric vehicle. The vehicle can drive normally in cold areas, and can heat the battery pack while driving, so as to ensure safe and smooth driving.
下面参照图7至图9描述根据本发明第三方面实施例的电动汽车的电池加热方法。A battery heating method for an electric vehicle according to an embodiment of the third aspect of the present invention will be described below with reference to FIGS. 7 to 9 .
如图7所示，电动汽车的加热方法包括以下步骤：As shown in Figure 7, the heating method for electric vehicles includes the following steps:
步骤S701：检测电池组的温度和电池组的剩余电量；Step S701: Detect the temperature of the battery pack and the remaining power of the battery pack;
步骤S702：如果电池组的温度低于第一温度阈值且电池组的剩余电量高于电量阈值，则电池管理器控制电池加热器为电池组加热；Step S702: If the temperature of the battery pack is lower than the first temperature threshold and the remaining power of the battery pack is higher than the power threshold, the battery manager controls the battery heater to heat the battery pack;
步骤S703：如果电池组的温度低于第一温度阈值且电池组的剩余电量低于电量阈值，则电池管理器发出禁止电动汽车加热、行驶或充电的提示；Step S703: If the temperature of the battery pack is lower than the first temperature threshold and the remaining power of the battery pack is lower than the power threshold, the battery manager issues a prompt to prohibit heating, driving or charging of the electric vehicle;
步骤S704：如果电池组的温度高于第一温度阈值，则电池管理器控制配电箱中的主接触器闭合。Step S704: If the temperature of the battery pack is higher than the first temperature threshold, the battery manager controls the main contactor in the distribution box to close.
在本发明的一个实施例中，如图8所示，进一步地，电动汽车的电池加热方法包括以下步骤：In one embodiment of the present invention, as shown in FIG. 8, further, the battery heating method of an electric vehicle includes the following steps:
步骤S801：整车上ON档电。Step S801: Switch on the ON gear of the whole vehicle.
步骤S802：检测电池组温度是否低于第一温度阈值。电池管理器检测车内电池组的温度，若电池组的温度高于第一温度阈值，则电池组不需要加热，执行步骤S803；若低于第一温度阈值，则需要检测电池组的当前电量。Step S802: Detect whether the temperature of the battery pack is lower than a first temperature threshold. The battery manager detects the temperature of the battery pack in the vehicle. If the temperature of the battery pack is higher than the first temperature threshold, the battery pack does not need to be heated, and step S803 is performed; if the temperature is lower than the first temperature threshold, the current power of the battery pack needs to be detected. .
步骤S803：电池管理器控制配电箱中的主接触器闭合。Step S803: the battery manager controls the main contactor in the distribution box to close.
步骤S804：电池管理器进一步计算当前电量是否高于电量阈值。如果否，执行步骤S805；如果是，电池管理器则通过CAN报文发送加热信号给电池加热器，允许电池加热器对电池组加热。Step S804: the battery manager further calculates whether the current power is higher than the power threshold. If not, execute step S805; if yes, the battery manager sends a heating signal to the battery heater through a CAN message, allowing the battery heater to heat the battery pack.
步骤S805：电池管理器发送信息给仪表显示电池组电量过低，不允许整车进行加热、行驶和充电。Step S805: The battery manager sends a message to the instrument indicating that the battery pack is too low, and the vehicle is not allowed to be heated, driven and charged.
步骤S806：加热前电池加热器自检是否有故障。若无故障，则加热正常进行，执行步骤S807；若有故障，执行步骤S808。Step S806: Check whether the battery heater is faulty before heating. If there is no fault, the heating is performed normally, and step S807 is executed; if there is a fault, step S808 is executed.
步骤S807：对电池组加热。加热过程中，电池加热器一直都在执行自检。Step S807: heating the battery pack. During the heating process, the battery heater is always performing a self-test.
步骤S808：电池加热器故障，不允许整车进行加热、行驶和充电。Step S808: The battery heater fails, and the whole vehicle is not allowed to be heated, driven and charged.
步骤S809：判断是否加热完成。若完成，则发送CAN报文给电池加热器，让电池加热器停止工作；若没完成，执行步骤S807。Step S809: Determine whether the heating is completed. If completed, send a CAN message to the battery heater to stop the battery heater; if not completed, execute step S807.
步骤S810：加热结束。Step S810: the heating ends.
其中，若电池加热器工作过程中出现故障，则电池加热器发送CAN报文给电池管理器，同时电池加热器停止工作。Wherein, if a fault occurs during the working process of the battery heater, the battery heater sends a CAN message to the battery manager, and the battery heater stops working at the same time.
在本发明的一个示例中，第一温度阈值可以为-10℃，电量阈值可以是电池组总电量的30%。In an example of the present invention, the first temperature threshold may be -10°C, and the power threshold may be 30% of the total power of the battery pack.
在本发明的一个实施例中，如图9所示，具体地，电动汽车的电池加热方法包括以下步骤：In one embodiment of the present invention, as shown in FIG. 9, specifically, the battery heating method of an electric vehicle includes the following steps:
步骤S901：整车上ON档电。Step S901: Switch on the ON gear of the whole vehicle.
步骤S902：检测电池组的温度和剩余电量。Step S902: Detect the temperature and remaining power of the battery pack.
步骤S903：电池管理器控制吸合预充接触器，待预充完成，控制吸合主接触器，整车按正常策略行使。Step S903: The battery manager controls to pull in the pre-charging contactor. After the pre-charging is completed, it controls to pull in the main contactor, and the vehicle operates according to the normal strategy.
步骤S904：电池组的温度是否低于第一温度阈值。如果是，执行步骤S905；如果否，则执行步骤S903。Step S904: Whether the temperature of the battery pack is lower than the first temperature threshold. If yes, execute step S905; if no, execute step S903.
步骤S905：电池管理器计算当前剩余电量是否高于电量阈值。如果是，则执行步骤S907；如果否，则执行步骤S906。Step S905: the battery manager calculates whether the current remaining power is higher than the power threshold. If yes, execute step S907; if no, execute step S906.
步骤S906：电池管理器发送报文信息给仪表显示电池组电量过低，不允许整车进行加热、行使和充电。Step S906: The battery manager sends a message to the meter indicating that the battery pack is too low, and the vehicle is not allowed to be heated, run and charged.
步骤S907：用户确认是否需要加热。如果是，则执行步骤S909；如果否，则执行步骤S908。Step S907: the user confirms whether heating is required. If yes, execute step S909; if no, execute step S908.
步骤S908：电池管理器发送信息给仪表显示用户不允许加热，不允许整车进行加热、行使和充电。Step S908: The battery manager sends a message to the instrument indicating that the user is not allowed to heat, and the vehicle is not allowed to be heated, run and charged.
步骤S909：电池加热器自检是否存在故障。如果是，则执行步骤S910；如果否，则执行步骤S911。Step S909: The battery heater self-checks whether there is a fault. If yes, execute step S910; if no, execute step S911.
步骤S910：电池管理器停止给电池加热器提供电源和发送报文，发信息给仪表显示“加热系统故障”，不允许整车进行加热、行使和充电。Step S910: The battery manager stops supplying power to the battery heater and sending messages, and sends a message to the meter to display "heating system failure", and does not allow the vehicle to be heated, run and charged.
步骤S911：电池管理器发送加热信号给电池加热器，开始加热。Step S911: the battery manager sends a heating signal to the battery heater to start heating.
步骤S912：电池管理器控制吸合预充接触器，待预充完成，控制吸合主接触器后，进入整车加热，电池管理器发送当前电池组最大允许输出功率，整车限功率行使，加热器一直检测自身状态。Step S912: The battery manager controls the pre-charging contactor to be closed. After the pre-charging is completed, the main contactor is controlled to be closed, and then the vehicle is heated. The battery manager sends the current maximum allowable output power of the battery pack, and the vehicle is operated with limited power. The heater is constantly checking its own status.
步骤S913：用户是否按下加热按钮，并满足预设条件，例如保持2秒。如果是，则执行步骤S914；如果否，则执行步骤S915。Step S913: Whether the user presses the heating button and meets a preset condition, for example, keeps it for 2 seconds. If yes, execute step S914; if no, execute step S915.
步骤S914：电池管理器发送信息给仪表显示用户停止加热，不允许整车进行加热、行使和充电。Step S914: The battery manager sends a message to the instrument indicating that the user stops heating, and the vehicle is not allowed to be heated, run and charged.
步骤S915：电池加热器是否故障。如果是，则执行步骤S916；如果否，则执行步骤S917。Step S915: Whether the battery heater is faulty. If yes, execute step S916; if no, execute step S917.
步骤S916：电池加热器停止工作，仪表显示报警，不允许整车进行加热、行使和充电。Step S916: the battery heater stops working, the instrument displays an alarm, and the whole vehicle is not allowed to be heated, run and charged.
步骤S917：电池组的温度是否高于第一温度阈值。如果是，则执行步骤S920；如果否，则执行步骤S918。Step S917: Whether the temperature of the battery pack is higher than the first temperature threshold. If yes, execute step S920; if no, execute step S918.
步骤S918：单节电池温度是否高于第二温度阈值。如果是，则执行步骤S920；如果否，则执行步骤S919。Step S918: Whether the temperature of the single battery is higher than the second temperature threshold. If yes, execute step S920; if no, execute step S919.
步骤S919：是否持续加热超过时间阈值。如果是，则执行步骤S920；如果否，则执行步骤S912。Step S919: Whether the continuous heating exceeds the time threshold. If yes, execute step S920; if no, execute step S912.
步骤S920：加热完成，电池加热器停止工作。Step S920: the heating is completed, and the battery heater stops working.
综上所述，具体地说，整车上ON档电后，电池管理器开始工作，检测电池组的温度和配电箱内主接触器的通断情况。电池组的温度为电池组101的平均温度，电池管理器通过电池信息采集器对电池组内的每个电池模组的温度进行采样，采集电池组内每节电池的温度值，计算出电池组内所有电池的温度。如果电池组温度低于第一温度阈值，且电池组剩余电量高于电量阈值，同时用户按下加热按钮，并保持2秒，则电池管理器通过CAN线向电池加热器发送报文，允许整车加热和行驶。在本发明的一个示例中，第一温度阈值可以为-10℃，电量阈值可以是电池组总电量的30%。在行车加热开始之前，也就是电机工作之前，电池管理器发送控制信号给配电箱，控制预充接触器吸合，使电池组给预充电容C2充电，当预充电容电压接近电池组电压后，才允许电机工作。To sum up, specifically, after the vehicle is switched on to the ON gear, the battery manager starts to work to detect the temperature of the battery pack and the on-off status of the main contactor in the power distribution box. The temperature of the battery pack is the average temperature of the battery pack 101. The battery manager samples the temperature of each battery module in the battery pack through the battery information collector, collects the temperature value of each battery in the battery pack, and calculates the temperature of the battery pack. temperature of all batteries inside. If the temperature of the battery pack is lower than the first temperature threshold, and the remaining power of the battery pack is higher than the power threshold, and the user presses the heating button for 2 seconds, the battery manager sends a message to the battery heater through the CAN line, allowing the whole The car is heated and driven. In an example of the present invention, the first temperature threshold may be -10°C, and the power threshold may be 30% of the total power of the battery pack. Before the driving heating starts, that is, before the motor works, the battery manager sends a control signal to the power distribution box to control the pre-charging contactor to pull in, so that the battery pack charges the pre-charging capacitor C2. When the pre-charging capacitor voltage is close to the battery pack voltage After that, the motor is allowed to work.
其中，加热按钮设置在仪表盘上，作为用户控制电池加热器的开关。按下此按钮则允许电池加热器工作，前提是满足电池组温度低于第一温度阈值，且电池组剩余电量高于电量阈值这两个条件；若再按一次此按钮，并保持2秒，则电池加热器强制停止工作。Wherein, the heating button is arranged on the instrument panel as a switch for the user to control the battery heater. Press this button to allow the battery heater to work, provided that the temperature of the battery pack is lower than the first temperature threshold and the remaining power of the battery pack is higher than the power threshold; if you press this button again and hold it for 2 seconds, Then the battery heater is forced to stop working.
配电箱主接触器位于配电箱内部，用于通断电机控制器的供电。若剩余电量高于电量阈值，则电池管理器发送控制信号到配电箱，控制主接触器吸合，允许电机工作。电机控制器通过驱动电路把电池组提供的直流电逆变成电机所需的三相交流电，给电机供电，并允许整车限功率行驶。The main contactor of the distribution box is located inside the distribution box and is used to switch the power supply of the motor controller. If the remaining power is higher than the power threshold, the battery manager sends a control signal to the distribution box to control the main contactor to pull in and allow the motor to work. The motor controller inverts the DC power provided by the battery pack into the three-phase AC power required by the motor through the drive circuit, supplies power to the motor, and allows the vehicle to run with limited power.
预充接触器也位于配电箱内部，与预充电容C2串联。特别地，在电机工作之前对预充电容C2充电，是因为：The pre-charging contactor is also located inside the distribution box and connected in series with the pre-charging capacitor C2. In particular, the precharge capacitor C2 is charged before the motor works because:
1.预充过程可避免电流冲击，防止主接触器吸合时烧结。在预充电容与预充接触器之间串联一个限流电阻，当预充完成后，电池管理器控制主接触器吸合，然后断开预充接触器。1. The pre-charging process can avoid current impact and prevent sintering when the main contactor is closed. A current-limiting resistor is connected in series between the pre-charging capacitor and the pre-charging contactor. When the pre-charging is completed, the battery manager controls the main contactor to pull in, and then disconnects the pre-charging contactor.
2.电机在刚启动的短时间内启动电流较大，会拉低整个电池组的电压，因此先给预充电容C2充电，使其电压与电池组电压相近，再启动电机。由于电容电压瞬间不能突变，故将其与电机并联在一起，减少电机启动对电池组电压的影响。2. The starting current of the motor is large in the short period of time just after starting, which will lower the voltage of the entire battery pack. Therefore, charge the pre-charge capacitor C2 first to make its voltage close to the voltage of the battery pack, and then start the motor. Since the voltage of the capacitor cannot change suddenly, it is connected in parallel with the motor to reduce the influence of the motor starting on the voltage of the battery pack.
电池加热器在接收到由电池管理器发送过来的允许加热信号后，开始对自身系统进行自检，开始自检是否存在系统故障。在本发明的一个示例中，电池加热器发送1个0.5毫秒的单脉冲验证电池加热器是否存在故障。如电池加热器未发现故障，则电池加热器发出控制脉冲（例如周期为20毫秒，20%占空比）控制内部开关模块电路，使电池组短时间短路，达到给电池组加热的目的，同时电池加热器发送CAN信号给仪表，仪表接收到该信号后，仪表显示“动力电池加热中”。After the battery heater receives the heating permission signal sent by the battery manager, it starts to self-check its own system, and starts to check whether there is a system failure. In one example of the present invention, the battery heater sends a single 0.5 millisecond pulse to verify that the battery heater is faulty. If no fault is found in the battery heater, the battery heater sends a control pulse (for example, the period is 20 milliseconds, 20% duty cycle) to control the internal switch module circuit, so that the battery pack is short-circuited for a short time to achieve the purpose of heating the battery pack, and at the same time The battery heater sends a CAN signal to the meter, and the meter displays "power battery heating" after receiving the signal.
在电池组加热的过程中，电池管理器和电池加热器分别一直检测电池组状态，正常情况下如果检测到电池组温度高于第一温度阈值，或加热时间超过时间阈值，或最高单节电池温度高于第二温度阈值，则电池加热器停止发送脉冲控制信号给开关模块，停止对电池组进行加热。电池加热器发送CAN信号给仪表，仪表接收到该信号后显示“加热完成”，此时整车电池组加热过程结束。在本发明的一个示例中，第二温度阈值可以为20℃，时间阈值可以为20分钟。作为优选，为了防止加热程序重复启动，在电池组加热过程中，检测到电池组温度高于第一温度阈值5℃时，停止对电池组进行加热。During the heating process of the battery pack, the battery manager and the battery heater have been detecting the status of the battery pack respectively. Under normal circumstances, if it is detected that the temperature of the battery pack is higher than the first temperature threshold, or the heating time exceeds the time threshold, or the maximum single battery If the temperature is higher than the second temperature threshold, the battery heater stops sending pulse control signals to the switch module, and stops heating the battery pack. The battery heater sends a CAN signal to the instrument, and the instrument displays "heating complete" after receiving the signal, and the heating process of the vehicle battery pack is over at this time. In an example of the present invention, the second temperature threshold may be 20° C., and the time threshold may be 20 minutes. Preferably, in order to prevent the heating program from being repeatedly started, during the heating process of the battery pack, when it is detected that the temperature of the battery pack is 5° C. higher than the first temperature threshold, the heating of the battery pack is stopped.
正常无故障状况下的工作流程如上所述。The workflow under normal trouble-free conditions is as described above.
如果电池管理器检测到的电池组温度高于第一温度阈值，则电池管理器按照常温下整车的启动策略工作；如果电池组温度低于第一温度阈值，且电池剩余电量低于电量阈值，主接触器处于不吸合状态，则电池管理器发送CAN信号给电池加热器和仪表，不允许电池组加热，当仪表接收到该信号后显示“电池组剩余电量不足”，此时整车不允许加热、行驶和充电。If the temperature of the battery pack detected by the battery manager is higher than the first temperature threshold, the battery manager works according to the starting strategy of the whole vehicle at normal temperature; if the temperature of the battery pack is lower than the first temperature threshold, and the remaining battery power is lower than the power threshold , the main contactor is not in the state of pull-in, the battery manager sends a CAN signal to the battery heater and the meter, and the battery pack is not allowed to be heated. When the meter receives the signal, it displays "the remaining power of the battery pack is insufficient". Heating, driving and charging are not allowed.
在电池加热器自检过程中若出现电池加热器故障、欠压保护、过压保护、过热保护、脉宽间隔及最大导通时间保护中的任何一项，则不允许给电池组加热，电池加热器发送故障信号，仪表接收到该信号则显示“加热系统故障”，此时不允许加热。During the self-test of the battery heater, if any of the battery heater failure, undervoltage protection, overvoltage protection, overheating protection, pulse width interval and maximum on-time protection occurs, the battery pack is not allowed to be heated. The heater sends a fault signal, and the instrument will display "heating system fault" when it receives the signal, and heating is not allowed at this time.
在电池加热器给电池组加热过程中出现电池加热器故障、欠压保护、过压保护、过热保护、脉宽间隔及最大导通时间保护中的任何一项，则电池加热器停止给电池组加热，并发送故障信号，仪表接收到该信号则显示“加热系统故障”，此次电池组加热中止。If any of the battery heater failure, undervoltage protection, overvoltage protection, overheat protection, pulse width interval and maximum on-time protection occurs during the battery heater heating the battery pack, the battery heater will stop heating the battery pack. Heating, and sending a fault signal, the instrument will display "heating system fault" when receiving the signal, and the heating of the battery pack will be terminated this time.
在本发明的一个示例中，对于上述提及的故障类型，进一步地，电池加热器内部做出的防护电路有如下描述：In an example of the present invention, for the above-mentioned fault types, further, the protection circuit made inside the battery heater is described as follows:
1）故障复位电路。当有故障信号，IGBT截止，内部ERROR（故障）引脚为低电平，通过光耦将故障信号输出，引脚ERROUT（故障输出）为低电平。若想解除保护状态，PWM（PulseWidthModulation，脉冲宽度调制）波应保持为高电平2秒，复位故障信号，电路恢复正常工作状态。如果2秒不能复位，则说明电路产生了永久故障，不能正常工作。1) Fault reset circuit. When there is a fault signal, the IGBT is cut off, the internal ERROR (fault) pin is low level, the fault signal is output through the optocoupler, and the pin ERROUT (fault output) is low level. If you want to release the protection state, the PWM (PulseWidthModulation, pulse width modulation) wave should be kept at high level for 2 seconds, the fault signal is reset, and the circuit returns to normal working state. If it cannot be reset within 2 seconds, it means that the circuit has a permanent fault and cannot work normally.
2）脉宽间隔和最大导通时间保护。为保证电池加热器内部IGBT放电模块正常工作，由DSP（DigitalSignalProcessor，数字信号处理器）发出的脉冲频率不能太快，脉宽时间也不能太长。例如，脉冲宽度最大可以为5毫秒，间隔最小可以为7-10毫秒，否则有故障信号输出。2) Pulse width interval and maximum on-time protection. In order to ensure the normal operation of the IGBT discharge module inside the battery heater, the pulse frequency sent by DSP (Digital Signal Processor, digital signal processor) should not be too fast, and the pulse width time should not be too long. For example, the maximum pulse width can be 5 milliseconds, and the minimum interval can be 7-10 milliseconds, otherwise there will be a fault signal output.
3）二次电源产生。在本发明的一个示例中，电池加热器内部IGBT驱动采用直流-直流隔离电源，门极正偏压的电压推荐值可以为+15V，负偏压可以为-7V。负偏压可加速关断IGBT，并防止浪涌电流过大而导致IGBT误导通。3) Secondary power generation. In an example of the present invention, the internal IGBT of the battery heater is driven by a DC-DC isolated power supply, the recommended voltage value of the gate positive bias voltage may be +15V, and the negative bias voltage may be -7V. The negative bias speeds up the turn-off of the IGBT and prevents the IGBT from being falsely turned on due to excessive inrush current.
4）欠压保护。欠压保护电路主要是为了防止由于驱动电压不足造成的电池加热器内部IGBT功耗增加等问题。当电池加热器内部控制电路电源电压下降到第一电压阈值时，出现欠压保护。在本发明的一个示例中，第一电压阈值可以为9V。4) Undervoltage protection. The undervoltage protection circuit is mainly to prevent problems such as increased power consumption of the internal IGBT of the battery heater caused by insufficient driving voltage. When the power supply voltage of the internal control circuit of the battery heater drops to the first voltage threshold, the undervoltage protection occurs. In an example of the present invention, the first voltage threshold may be 9V.
5）过温保护。过热保护电路可以防止温度过高造成对IGBT的损伤，主要是通过热敏电阻进行温度采样，当模块底板温度高于安全温度阈值时出现过热保护。该电路还可以用于检测热敏电阻是否开路，当热敏电阻开路时，等效该电阻无穷大，输出保护信号。在本发明的一个示例中，安全温度阈值可以为85℃。5) Over temperature protection. The overheating protection circuit can prevent damage to the IGBT caused by excessive temperature, mainly through temperature sampling through the thermistor, and overheating protection occurs when the temperature of the module bottom plate is higher than the safe temperature threshold. This circuit can also be used to detect whether the thermistor is open circuit, when the thermistor is open circuit, the equivalent resistance is infinite, and the protection signal is output. In an example of the present invention, the safe temperature threshold may be 85°C.
6）过压保护。由于放电回路通常存在较大的电感，在IGBT关断时，集电极会激发出很高电压，因此在IGBT的集电极和发射极间并联了高压电容。过压保护模块主要是防止IGBT在关断时集电极瞬间电压过高，造成IGBT过压而烧坏，当集电极电压超过第二电压阈值时，输出保护信号。在本发明的一个示例中，第二电压阈值可以为800V。6) Overvoltage protection. Since the discharge circuit usually has a large inductance, the collector will excite a high voltage when the IGBT is turned off, so a high-voltage capacitor is connected in parallel between the collector and the emitter of the IGBT. The overvoltage protection module is mainly to prevent the instantaneous collector voltage of the IGBT from being too high when it is turned off, causing the IGBT to be overvoltage and burn out. When the collector voltage exceeds the second voltage threshold, a protection signal is output. In an example of the present invention, the second voltage threshold may be 800V.
在加热系统加热过程中，如果用户突然按下加热按钮，并保持2秒，则电池加热器停止对电池组加热，不允许对电池组进行充电，也不允许汽车行驶。During the heating process of the heating system, if the user suddenly presses the heating button and holds it for 2 seconds, the battery heater stops heating the battery pack, and the battery pack is not allowed to be charged, nor is the car allowed to run.
根据本发明实施例的电动汽车的电池加热方法，能够使纯电动汽车不依靠外部电源而实现对动力电池的加热，使电池温度上升到所需温度，再按照正常的放电和充电策略使用电池，大大降低了电动汽车在低温环境使用的限制，能满足客户在低温时行车和充电要求。According to the battery heating method of the electric vehicle in the embodiment of the present invention, the pure electric vehicle can realize the heating of the power battery without relying on the external power supply, so that the temperature of the battery can be raised to the required temperature, and then the battery can be used according to the normal discharge and charging strategy. It greatly reduces the restrictions on the use of electric vehicles in low temperature environments, and can meet the requirements of customers for driving and charging at low temperatures.
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本发明的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。In the description of this specification, descriptions with reference to the terms "one embodiment", "some embodiments", "example", "specific examples", or "some examples" mean that specific features described in connection with the embodiment or example , structure, material or characteristic is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
尽管已经示出和描述了本发明的实施例，对于本领域的普通技术人员而言，可以理解在不脱离本发明的原理和精神的情况下可以对这些实施例进行多种变化、修改、替换和变型，本发明的范围由所附权利要求及其等同限定。Although the embodiments of the present invention have been shown and described, those skilled in the art can understand that various changes, modifications and substitutions can be made to these embodiments without departing from the principle and spirit of the present invention. and modifications, the scope of the invention is defined by the appended claims and their equivalents.
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| CN201210160591.XACN103419662B (en) | 2012-05-22 | 2012-05-22 | The power system of electronlmobil, electronlmobil and heating of battery method |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201210160591.XACN103419662B (en) | 2012-05-22 | 2012-05-22 | The power system of electronlmobil, electronlmobil and heating of battery method |
| Publication Number | Publication Date |
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| CN103419662A CN103419662A (en) | 2013-12-04 |
| CN103419662Btrue CN103419662B (en) | 2015-11-25 |
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201210160591.XAActiveCN103419662B (en) | 2012-05-22 | 2012-05-22 | The power system of electronlmobil, electronlmobil and heating of battery method |
| Country | Link |
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| CN (1) | CN103419662B (en) |
| WO (1) | WO2013174280A1 (en) |
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