技术领域Technical field
本申请涉及新能源汽车领域，特别是涉及一种电动汽车驱动系统、驱动电路及电动汽车电池加热方法。This application relates to the field of new energy vehicles, and in particular to an electric vehicle drive system, a drive circuit and an electric vehicle battery heating method.
背景技术Background technique
锂电池低温下特性衰减。在冬季或寒冷地区，电动汽车使用过程中首先要对电池进行加热，才能提升电动汽车的续驶里程和充电性能。The characteristics of lithium batteries deteriorate at low temperatures. In winter or cold areas, the battery must first be heated during use of an electric vehicle to improve the driving range and charging performance of the electric vehicle.
在传统方案中电池包加热方案包括通过充电机/充电桩对电池进行外部加热，但该方案仅在电动汽车充电时可用，无法满足电动汽车不连接充电桩时的低温搁置启动问题。在传统方案中电池包加热方案还包括通过在电池内部加入加热镍片的方法，但该方案降低了电池的能量密度，提高的电池成本，且存在一定的安全风险。In the traditional solution, the battery pack heating solution includes external heating of the battery through the charger/charging pile, but this solution is only available when the electric vehicle is charging and cannot meet the low-temperature shelving startup problem when the electric vehicle is not connected to the charging pile. In the traditional solution, the battery pack heating solution also includes adding heating nickel sheets inside the battery, but this solution reduces the energy density of the battery, increases the battery cost, and has certain safety risks.
在传统方案中电池包加热方案还包括在电池包内安装加热元件，通过外部加热的方式提升电池温度。此种方式增加了电池成本且加热效率和加热功率不高。In the traditional solution, the battery pack heating solution also includes installing heating elements in the battery pack to increase the battery temperature through external heating. This method increases the battery cost and the heating efficiency and heating power are not high.
发明内容Contents of the invention
基于此，有必要针对传统的电池包加热功率和加热效率低问题，提供一种电动汽车驱动系统、驱动电路及电动汽车电池加热方法。Based on this, it is necessary to provide an electric vehicle drive system, a drive circuit and an electric vehicle battery heating method to address the problems of low heating power and heating efficiency of traditional battery packs.
一种驱动电路，包括：A driving circuit including:
供电单元，包括第一电池组和第二电池组；以及a power supply unit including a first battery pack and a second battery pack; and
逆变电路，包括第一桥臂、第二桥臂和第三桥臂；The inverter circuit includes a first bridge arm, a second bridge arm and a third bridge arm;
所述第一电池组的第一电极与所述第一桥臂的上桥臂通过第一母线连接，所述第二电池组的第一电极分别与所述第二桥臂的上桥臂和所述第三桥臂的上桥臂通过第二母线连接；The first electrode of the first battery pack is connected to the upper bridge arm of the first bridge arm through a first bus bar, and the first electrode of the second battery pack is connected to the upper bridge arm and the upper bridge arm of the second bridge arm respectively. The upper bridge arm of the third bridge arm is connected through the second busbar;
所述第一电池组的第二电极和所述第二电池组的第二电极共线以形成第一端；The second electrode of the first battery pack and the second electrode of the second battery pack are collinear to form a first end;
所述第一桥臂的下桥臂、所述第二桥臂的下桥臂和所述第三桥臂的下桥臂共线以形成第二端；The lower bridge arm of the first bridge arm, the lower bridge arm of the second bridge arm and the lower bridge arm of the third bridge arm are collinear to form the second end;
所述第一端与所述第二端母线连接。The first end is connected to the second end busbar.
一种电动汽车驱动系统，包括：An electric vehicle drive system including:
上述实施例中任一项所述的驱动电路；The drive circuit according to any one of the above embodiments;
电池管理电路，与所述驱动电路电连接；A battery management circuit electrically connected to the drive circuit;
第一控制器，与所述驱动电路电连接；以及A first controller electrically connected to the drive circuit; and
第二检测电路，与所述第一控制器电连接。The second detection circuit is electrically connected to the first controller.
一种电动汽车电池加热方法，采用电动汽车驱动系统实现所述电动汽车电池加热方法；An electric vehicle battery heating method, which uses an electric vehicle drive system to implement the electric vehicle battery heating method;
所述电动汽车驱动系统包括驱动电路、与所述驱动电路电连接的电池管理电路以及与所述驱动电路电连接的第一控制器；The electric vehicle drive system includes a drive circuit, a battery management circuit electrically connected to the drive circuit, and a first controller electrically connected to the drive circuit;
所述驱动电路包括通过母线连接的供电单元和逆变电路，所述供电单元包括第一电池组和第二电池组；所述逆变电路包括三个桥臂；所述第一电池组的第一电极与所述三个桥臂中一个桥臂的上桥臂通过第一母线连接，所述第二电池组的第一电极分别与所述三个桥臂中剩余的两个桥臂的上桥臂通过第二母线连接；The drive circuit includes a power supply unit and an inverter circuit connected through a bus bar. The power supply unit includes a first battery group and a second battery group; the inverter circuit includes three bridge arms; One electrode is connected to the upper arm of one of the three bridge arms through a first bus bar, and the first electrode of the second battery pack is respectively connected to the upper arm of the remaining two bridge arms of the three bridge arms. The bridge arms are connected through the second busbar;
所述第一电池组的第二电极和所述第二电池组的第二电极共线后，与所述三个桥臂的下桥臂母线连接；After the second electrode of the first battery pack and the second electrode of the second battery pack are in line, they are connected to the lower bridge arm busbar of the three bridge arms;
所述电动汽车电池加热方法包括：The electric vehicle battery heating method includes:
S10，所述电动汽车启动前，通过所述电池管理电路判断所述电动汽车是否需要进行电池加热；S10, before starting the electric vehicle, determine whether the electric vehicle needs battery heating through the battery management circuit;
S20，当确认所述电动汽车需要进行电池加热后，通过所述第一控制器控制所述逆变电路，以使所述第一电池组向所述第二电池组充电；S20, after confirming that the electric vehicle needs battery heating, control the inverter circuit through the first controller so that the first battery pack charges the second battery pack;
S30，当所述第一电池组向所述第二电池组充电时间达到第一时间阈值后，通过所述第一控制器控制所述逆变电路，以使所述第二电池组向所述第一电池组充电，所述供电单元在充电和放电过程中自身发生极化，从而实现所述供电单元中每个电池组的可控升温。S30: When the charging time of the first battery group to the second battery group reaches the first time threshold, the first controller controls the inverter circuit so that the second battery group charges the second battery group to the first time threshold. The first battery pack is charged, and the power supply unit polarizes itself during the charging and discharging processes, thereby achieving controllable temperature rise of each battery pack in the power supply unit.
本申请提供一种电动汽车驱动系统、驱动电路及电动汽车电池加热方法。所述电动车驱动系统包括第一控制器、供电单元以及逆变电路。所述供电单元包括两个电池组。当对电动汽车电池进行加热时，两个所述电池组的一端相互独立，两个所述电池组的另一端共线。所述逆变电路中的三个桥臂的下桥臂共线。所述逆变电路中的三个桥臂中一个桥臂的上桥臂与一个电池组独立的一端母线连接。所述逆变电路中的三个桥臂中剩余的两个桥臂的上桥臂与另一个电池组独立的一端母线连接。所述第一控制器与所述逆变电路电连接。所述电动汽车电池加热方法通过所述第一控制器控制所述逆变电路的三个桥臂的开闭，以完成所述供电单元的能量输出和能量回收，进而使所述供电单元自身发生极化，从而实现所述供电单元的电池可控升温。所述逆变电路中的功率开关器件的最大工作电流较高，并且所述电动汽车电池加热方法利用所述电动汽车驱动系统可以在不增加其他器件的基础上实现大功率加热，有效提高了加热效率。This application provides an electric vehicle drive system, a drive circuit and an electric vehicle battery heating method. The electric vehicle drive system includes a first controller, a power supply unit and an inverter circuit. The power supply unit includes two battery packs. When the electric vehicle battery is heated, one end of the two battery packs is independent of each other, and the other ends of the two battery packs are in line. The lower bridge arms of the three bridge arms in the inverter circuit are collinear. The upper bridge arm of one of the three bridge arms in the inverter circuit is connected to an independent one-end busbar of a battery pack. The upper bridge arms of the remaining two bridge arms among the three bridge arms in the inverter circuit are connected to an independent one-end busbar of another battery pack. The first controller is electrically connected to the inverter circuit. The electric vehicle battery heating method uses the first controller to control the opening and closing of the three bridge arms of the inverter circuit to complete the energy output and energy recovery of the power supply unit, thereby causing the power supply unit itself to generate Polarization, thereby achieving controllable temperature rise of the battery of the power supply unit. The maximum operating current of the power switching device in the inverter circuit is relatively high, and the electric vehicle battery heating method can use the electric vehicle drive system to achieve high-power heating without adding other devices, effectively improving the heating efficiency. efficiency.
附图说明Description of drawings
图1为本申请一个实施例提供的一种驱动电路图；Figure 1 is a driving circuit diagram provided by an embodiment of the present application;
图2为本申请一个实施例提供的一种驱动电路图；Figure 2 is a driving circuit diagram provided by an embodiment of the present application;
图3为本申请一个实施例提供的一种电动汽车驱动系统图；Figure 3 is a diagram of an electric vehicle drive system provided by an embodiment of the present application;
图4为本申请一个实施例提供的一种电动汽车驱动系统图；Figure 4 is a diagram of an electric vehicle drive system provided by an embodiment of the present application;
图5为本申请一个实施例提供的一种电动汽车电池加热流程图；Figure 5 is an electric vehicle battery heating flow chart provided by an embodiment of the present application;
图6为本申请一个实施例提供的一种电动汽车电池加热流程图；Figure 6 is an electric vehicle battery heating flow chart provided by an embodiment of the present application;
图7为本申请一个实施例提供的一种电动汽车电池加热流程图；Figure 7 is an electric vehicle battery heating flow chart provided by an embodiment of the present application;
图8为本申请一个实施例提供的一种电池组电流曲线图。Figure 8 is a battery pack current curve diagram provided by an embodiment of the present application.
主要元件附图标号说明Explanation of reference numbers of main components
驱动电路100 第二旁路开关130 电池管理电路40Driving circuit 100 Second bypass switch 130 Battery management circuit 40
供电单元10 逆变电路20 第一检测电路41Power supply unit 10 Inverter circuit 20 First detection circuit 41
第一电池组11 第一桥臂21 电压检测单元411First battery pack 11 First bridge arm 21 Voltage detection unit 411
第二电池组12 第二桥臂22 电流检测单元412Second battery pack 12 Second bridge arm 22 Current detection unit 412
状态切换开关140 第三桥臂23 温度监测单元413Status switch 140 Third bridge arm 23 Temperature monitoring unit 413
第一端101 第二端201 第二控制器42First end 101 Second end 201 Second controller 42
电池单元110 功率开关器件211 第一控制器50Battery unit 110 Power switching device 211 First controller 50
电芯111 三相电机30 第二检测电路60Battery core 111 Three-phase motor 30 Second detection circuit 60
第一旁路开关120 电动汽车驱动系统200First bypass switch 120 Electric vehicle drive system 200
具体实施方式Detailed ways
为使本申请的上述目的、特征和优点能够更加明显易懂，下面结合附图对本申请的具体实施方式做详细的说明。在下面的描述中阐述了很多具体细节以便于充分理解本申请。但是本申请能够以很多不同于在此描述的其它方式来实施，本领域技术人员可以在不违背本申请内涵的情况下做类似改进，因此本申请不受下面公开的具体实施的限制。In order to make the above objects, features and advantages of the present application more obvious and easy to understand, the specific implementation modes of the present application will be described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. However, the present application can be implemented in many other ways different from those described here. Those skilled in the art can make similar improvements without violating the connotation of the present application. Therefore, the present application is not limited by the specific implementation disclosed below.
需要说明的是，当元件被称为“设置于”另一个元件，它可以直接在另一个元件上或者也可以存在居中的元件。当一个元件被认为是“连接”另一个元件，它可以是直接连接到另一个元件或者可能同时存在居中元件。It should be noted that when an element is referred to as being "disposed on" another element, it can be directly on the other element or intervening elements may also be present. When an element is said to be "connected" to another element, it can be directly connected to the other element or there may also be intervening elements present.
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。本文中在本申请的说明书中所使用的术语只是为了描述具体的实施例的目的，不是旨在于限制本申请。本文所使用的术语“及/或”包括一个或多个相关的所列项目的任意的和所有的组合。Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the technical field to which this application belongs. The terminology used herein in the description of the application is for the purpose of describing specific embodiments only and is not intended to limit the application. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.
请参见图1，本申请一个实施例提供一种驱动电路100。所述驱动电路100包括供电单元10和逆变电路20。Referring to Figure 1, an embodiment of the present application provides a driving circuit 100. The driving circuit 100 includes a power supply unit 10 and an inverter circuit 20 .
所述供电单元10包括第一电池组11和第二电池组12。所述逆变电路20包括第一桥臂21、第二桥臂22和第三桥臂23。所述第一电池组11的第一电极与所述第一桥臂21的上桥臂母线连接。所述第二电池组12的第一电极分别与所述第二桥臂22的上桥臂和所述第三桥臂23的上桥臂母线连接。所述第一电池组11的第二电极和所述第二电池组12的第二电极共线以形成第一端101。所述第一桥臂21的下桥臂、所述第二桥臂22的下桥臂和所述第三桥臂23的下桥臂共线以形成第二端201。所述第一端101与所述第二端201母线连接。所述第一电池组11具有等效电阻R1。所述第二电池组12具有等效电阻R2。The power supply unit 10 includes a first battery pack 11 and a second battery pack 12 . The inverter circuit 20 includes a first bridge arm 21 , a second bridge arm 22 and a third bridge arm 23 . The first electrode of the first battery pack 11 is connected to the upper arm busbar of the first bridge arm 21 . The first electrode of the second battery pack 12 is connected to the upper arm busbar of the second bridge arm 22 and the upper bridge arm of the third bridge arm 23 respectively. The second electrode of the first battery pack 11 and the second electrode of the second battery pack 12 are collinear to form the first end 101 . The lower bridge arm of the first bridge arm 21 , the lower bridge arm of the second bridge arm 22 and the lower bridge arm of the third bridge arm 23 are collinear to form the second end 201 . The first end 101 is bus-bar connected to the second end 201 . The first battery pack 11 has an equivalent resistance R1. The second battery pack 12 has an equivalent resistance R2.
所述第一电极可以是电池的正极。所述第一电极还可以是电池的负极。所述第二电极可以是电池的正极。所述第二电极还可以是电池的负极。当所述第一电池组11的正极和所述第二电池组12的正极作为第一电极时。所述逆变器20的三个桥臂仅一端并联至同一电位点。所述三个桥臂中的两个桥臂在另一端并联至同一电位点。所述三个桥臂中剩余的一个桥臂的另一端独立连接至另一个电位点。The first electrode may be the positive electrode of the battery. The first electrode may also be the negative electrode of the battery. The second electrode may be the positive electrode of the battery. The second electrode may also be the negative electrode of the battery. When the positive electrode of the first battery pack 11 and the positive electrode of the second battery pack 12 serve as the first electrode. Only one end of the three bridge arms of the inverter 20 is connected in parallel to the same potential point. Two of the three bridge arms are connected in parallel to the same potential point at the other end. The other end of the remaining one of the three bridge arms is independently connected to another potential point.
本实施例中，所述供电单元10包括两个电池组。所述逆变电路20包括三个桥臂。所述第一电池组11的一端与所述第一桥臂21的上桥臂通过第一母线连接。所述第二电池组12的一端分别与所述第二桥臂22的上桥臂和所述第三桥臂23的上桥臂通过第二母线连接。一个电池组的另一端与另外一个电池组的另一端共线。三个所述桥臂的下桥臂共线。共线的下桥臂与电池组共线的一端相连。所述两个电池组相互独立，使得所述驱动电路100具有更多自由度。所述驱动电路100能够在不增加其他器件的基础上实现电池的加热功能和驻车均衡功能。所述驱动电路100中包括两个电池组，与传统的三个电池组供电的模式相比，本实施例中的供电的实施方式减少了一路电池组，从而可以减少一路电压采样电路，进而在一定程度上可以降低电池管理系统的成本。In this embodiment, the power supply unit 10 includes two battery packs. The inverter circuit 20 includes three bridge arms. One end of the first battery pack 11 is connected to the upper arm of the first bridge arm 21 through a first busbar. One end of the second battery pack 12 is connected to the upper arm of the second bridge arm 22 and the upper bridge arm of the third bridge arm 23 respectively through a second busbar. The other end of one battery pack is in line with the other end of the other battery pack. The lower bridge arms of the three bridge arms are collinear. The collinear lower bridge arm is connected to the collinear end of the battery pack. The two battery packs are independent of each other, allowing the driving circuit 100 to have more degrees of freedom. The driving circuit 100 can realize the heating function and parking balancing function of the battery without adding other components. The driving circuit 100 includes two battery packs. Compared with the traditional power supply mode of three battery packs, the power supply implementation in this embodiment reduces one battery pack, thereby reducing one voltage sampling circuit, and thus in The cost of the battery management system can be reduced to a certain extent.
请参见图2，在一个实施例中，所述驱动电路100还包括状态切换开关140。所述状态切换开关140设置于所述第一母线和所述第二母线之间。所述驱动电路100可以设置为电动汽车驱动电路。当所述电动汽车处于驱动状态时，闭合所述状态切换开关140。当所述电动汽车处于低温加热状态时，断开所述状态切换开关140。Referring to FIG. 2 , in one embodiment, the driving circuit 100 further includes a state switching switch 140 . The state switching switch 140 is provided between the first bus bar and the second bus bar. The drive circuit 100 may be configured as an electric vehicle drive circuit. When the electric vehicle is in a driving state, the state switching switch 140 is closed. When the electric vehicle is in a low-temperature heating state, the state switching switch 140 is turned off.
本实施例中，当所述电动汽车处于不同的状态时，通过所述状态切换开关140可以有效的改变所述供电单元10和所述逆变电路20之间的关系。当所述电动汽车处于驱动状态时，闭合所述状态切换开关140。此时，所述逆变电路20的三个桥臂的上桥臂共线。所述逆变电路20的三个桥臂的下桥臂桥臂共线。此时，通过传统的矢量控制所述逆变电路20即可实现所述电动汽车的驱动，减少了控制所述逆变电路20的成本。当所述电动汽车处于低温加热状态，需要对所述供电单元10中的电池组进行加热时，断开所述状态切换开关140。此时，所述逆变器20的三个桥臂仅一端并联至同一电位点。所述三个桥臂中的两个在另一端并联至同一电位点。所述三个桥臂中剩余的一个桥臂的另一端独立连接至另一个电位点。所述两个电池组相互独立，使得所述驱动电路具有更多自由度。所述驱动电路100能够在不增加其他器件的基础上实现电池的加热功能。In this embodiment, when the electric vehicle is in different states, the relationship between the power supply unit 10 and the inverter circuit 20 can be effectively changed through the state switching switch 140 . When the electric vehicle is in a driving state, the state switching switch 140 is closed. At this time, the upper bridge arms of the three bridge arms of the inverter circuit 20 are collinear. The lower bridge arms of the three bridge arms of the inverter circuit 20 are collinear. At this time, the electric vehicle can be driven by traditional vector control of the inverter circuit 20 , thereby reducing the cost of controlling the inverter circuit 20 . When the electric vehicle is in a low-temperature heating state and the battery pack in the power supply unit 10 needs to be heated, the state switching switch 140 is turned off. At this time, only one end of the three bridge arms of the inverter 20 is connected in parallel to the same potential point. Two of the three bridge arms are connected in parallel to the same potential point at the other end. The other end of the remaining one of the three bridge arms is independently connected to another potential point. The two battery packs are independent of each other, allowing the drive circuit to have more degrees of freedom. The driving circuit 100 can realize the heating function of the battery without adding other components.
在其中一个实施例中，所述供电单元10中的每个电池组包括一个电池单元110和一个第一旁路开关120。In one embodiment, each battery pack in the power supply unit 10 includes a battery unit 110 and a first bypass switch 120 .
一个所述电池单元110和一个所述第一旁路开关120串联连接。所述供电单元10内包括多个电芯111。所述多个电芯111的型号、标称容量可以相同。所述多个电芯111可以平均分成三组。每组中多个电芯111相互连接以形成一个电池单元110。一个所述电池单元110中的所述电芯111的连接方式与另两个所述电池单元110中的所述电芯111的连接方式相同。所述连接方式为多个所述电芯111串联、多个所述电芯111并联后串联、多个所述电芯111并联或多个所述电芯111串联后并联中的一种。One battery unit 110 and one first bypass switch 120 are connected in series. The power supply unit 10 includes a plurality of battery cells 111 . The multiple battery cells 111 may have the same model and nominal capacity. The plurality of battery cells 111 can be divided into three groups equally. Multiple cells 111 in each group are connected to each other to form a battery unit 110 . The connection method of the battery cells 111 in one battery unit 110 is the same as the connection method of the battery cells 111 in the other two battery units 110 . The connection method is one of multiple battery cores 111 connected in series, multiple battery cores 111 connected in parallel and then connected in series, multiple battery cores 111 connected in parallel, or multiple battery cores 111 connected in series and then connected in parallel.
所述第一旁路开关120可以为一个继电器。所述第一旁路开关120还可以为一个继电器与串联的预充继电器、预充电组并联后的开关电路。所述第一旁路开关120为电磁继电器、绝缘栅双极型晶体管或者金属-氧化物半导体场效应晶体管中的一种。The first bypass switch 120 may be a relay. The first bypass switch 120 may also be a switch circuit in which a relay is connected in parallel with a precharge relay and a precharge group connected in series. The first bypass switch 120 is one of an electromagnetic relay, an insulated gate bipolar transistor, or a metal-oxide semiconductor field effect transistor.
本实施例中，每个电池组连接一个第一旁路开关120，可以实现对所述每个电池组的单独控制。当其中一个电池组故障时，通过断开与故障电池组连接的第一旁路开关120，可以实现故障电池组与正常电池组的隔离In this embodiment, each battery group is connected to a first bypass switch 120, which can realize independent control of each battery group. When one of the battery groups fails, the faulty battery group can be isolated from the normal battery group by disconnecting the first bypass switch 120 connected to the faulty battery group.
在其中一个实施例中，所述驱动电路100还包括第二旁路开关130。In one embodiment, the driving circuit 100 further includes a second bypass switch 130 .
所述第二旁路开关130电连接于所述第一端101与所述第二端201之间。所述第二旁路开关130可以为一个继电器。所述第二旁路开关130还可以为一个继电器与串联的预充继电器、预充电组并联后的开关电路。所述第二旁路开关130为电磁继电器、绝缘栅双极型晶体管或者金属-氧化物半导体场效应晶体管中的一种。通过断开所述第二旁路开关130，可以达到断开所述供电单元10与所述逆变电路20的目的。The second bypass switch 130 is electrically connected between the first terminal 101 and the second terminal 201 . The second bypass switch 130 may be a relay. The second bypass switch 130 may also be a switch circuit in which a relay is connected in parallel with a series-connected precharge relay and precharge group. The second bypass switch 130 is one of an electromagnetic relay, an insulated gate bipolar transistor, or a metal-oxide semiconductor field effect transistor. By turning off the second bypass switch 130 , the power supply unit 10 and the inverter circuit 20 can be disconnected.
在其中一个实施例中，所述逆变电路20中的每个桥臂包括两个串联的功率开关器件211。In one embodiment, each bridge arm in the inverter circuit 20 includes two power switching devices 211 connected in series.
所述两个串联的功率开关器件211中的一个功率开关器件211的集电极端与一个电池组的正极母线连接。所述两个串联的功率开关器件211中的另一个功率开关器件211的发射极端与一个电池组的负极母线连接。所述每个桥臂的一个功率开关器件211可以构成一个桥臂的上桥臂。所述每个桥臂的另一个功率开关器件211可以构成一个桥臂的下桥臂。所述桥臂可以为绝缘栅双极型晶体管。所述逆变电路20的三相输出端分别与三相电机30的三相母线W、U、V相连。所述三相电机30可以为三相同步电机。所述三相电机30还可以为三相异步电机。所述逆变电路20可以输出高达几百上千周的频率，可以实现对所述驱动电路100中各种转速的电机的驱动。The collector terminal of one of the two series-connected power switching devices 211 is connected to the positive bus of a battery pack. The emitter terminal of the other power switching device 211 of the two series-connected power switching devices 211 is connected to the negative busbar of a battery pack. One power switching device 211 of each bridge arm may constitute the upper bridge arm of one bridge arm. The other power switching device 211 of each bridge arm may constitute the lower bridge arm of one bridge arm. The bridge arm may be an insulated gate bipolar transistor. The three-phase output terminals of the inverter circuit 20 are respectively connected to the three-phase buses W, U, and V of the three-phase motor 30 . The three-phase motor 30 may be a three-phase synchronous motor. The three-phase motor 30 may also be a three-phase asynchronous motor. The inverter circuit 20 can output a frequency of up to hundreds or thousands of cycles, and can drive motors with various rotation speeds in the drive circuit 100 .
请参见图3，本申请一个实施例提供一种电动汽车驱动系统200。所述电动汽车驱动系统200包括驱动电路100、电池管理电路40、第一控制器50和第二检测电路60。Referring to Figure 3, one embodiment of the present application provides an electric vehicle drive system 200. The electric vehicle drive system 200 includes a drive circuit 100 , a battery management circuit 40 , a first controller 50 and a second detection circuit 60 .
所述电池管理电路40与所述驱动电路100电连接。所述第一控制器50与所述驱动电路100电连接。所述第二检测电路60，与所述第一控制器50电连接。本实施例中的所述驱动电路100与上述实施例中的所述驱动电路100的驱动方式相似，此处不再赘述。所述电池管理电路40用于检测所述供电单元10的荷电状态和所述供电单元10的工作状态。所述电池管理电路40还用于对所述供电单元10进行管控。例如，所述电池管理电路40可以控制所述供电单元10中的所述第一旁路开关120和所述第二旁路开关130的开闭。所述第一控制器50用于控制所述逆变电路20固定导通功率开关器件211组合。所述电池管理电路40与所述第一控制器50之间通过隔离信号电路连接。所述第二检测电路60用于检测所述三相电机30的感应电流。所述第二检测电路60还用于将所述感应电流的幅值信息上报给所述第一控制器50。所述第一控制器50可以根据所述幅值信息对所述逆变电路20进行控制。The battery management circuit 40 is electrically connected to the driving circuit 100 . The first controller 50 is electrically connected to the driving circuit 100 . The second detection circuit 60 is electrically connected to the first controller 50 . The driving method of the driving circuit 100 in this embodiment is similar to that of the driving circuit 100 in the above embodiment, and will not be described again here. The battery management circuit 40 is used to detect the state of charge of the power supply unit 10 and the working state of the power supply unit 10 . The battery management circuit 40 is also used to manage and control the power supply unit 10 . For example, the battery management circuit 40 may control opening and closing of the first bypass switch 120 and the second bypass switch 130 in the power supply unit 10 . The first controller 50 is used to control the inverter circuit 20 to keep the power switching device 211 combination on. The battery management circuit 40 and the first controller 50 are connected through an isolated signal circuit. The second detection circuit 60 is used to detect the induced current of the three-phase motor 30 . The second detection circuit 60 is also configured to report the amplitude information of the induced current to the first controller 50 . The first controller 50 may control the inverter circuit 20 according to the amplitude information.
本实施例中，所述电动汽车驱动系统200包括驱动电路100、电池管理电路40和第一控制器50。所述驱动电路100中的所述供电单元10包括两个电池组。所述逆变电路20包括三个桥臂。所述第一电池组11的一端与所述第一桥臂21的上桥臂通过第一母线连接。所述第二电池组12的一端分别与所述第二桥臂22的上桥臂和所述第三桥臂23的上桥臂通过第二母线连接。一个电池组的另一端与另外一个电池组的另一端共线。三个所述桥臂的下桥臂共线。共线的下桥臂与电池组共线的一端相连。所述两个电池组相互独立，使得所述驱动电路100具有更多自由度。所述电动汽车驱动系统200能够在不增加其他器件的基础上实现电动汽车电池的驱动功能、加热功能和驻车均衡功能。In this embodiment, the electric vehicle drive system 200 includes a drive circuit 100 , a battery management circuit 40 and a first controller 50 . The power supply unit 10 in the driving circuit 100 includes two battery packs. The inverter circuit 20 includes three bridge arms. One end of the first battery pack 11 is connected to the upper arm of the first bridge arm 21 through a first busbar. One end of the second battery pack 12 is connected to the upper arm of the second bridge arm 22 and the upper bridge arm of the third bridge arm 23 respectively through a second busbar. The other end of one battery pack is in line with the other end of the other battery pack. The lower bridge arms of the three bridge arms are collinear. The collinear lower bridge arm is connected to the collinear end of the battery pack. The two battery packs are independent of each other, allowing the driving circuit 100 to have more degrees of freedom. The electric vehicle drive system 200 can realize the driving function, heating function and parking balancing function of the electric vehicle battery without adding other components.
请参见图4，在其中一个实施例中，所述电动车具有控制中心。所述电池管理电路40包括第一检测电路41和第二控制器42。Referring to Figure 4, in one embodiment, the electric vehicle has a control center. The battery management circuit 40 includes a first detection circuit 41 and a second controller 42 .
所述第一检测电路41包括电压检测单元411、电流检测单元412和温度检测单元413，所述电压检测单元411、所述电流检测单元412和所述温度检测单元413分别与所述供电单元10电连接。所述第二控制器42与所述供电单元10电连接。The first detection circuit 41 includes a voltage detection unit 411, a current detection unit 412 and a temperature detection unit 413. The voltage detection unit 411, the current detection unit 412 and the temperature detection unit 413 are respectively connected to the power supply unit 10 Electrical connection. The second controller 42 is electrically connected to the power supply unit 10 .
所述第一检测电路41将检测到的电压、电流以及温度信号上报给所述电动汽车的控制中心。所述控制中心根据接收到的所述信号，通过所述第一控制器50和所述第二控制器42对所述驱动电路100驱动、制动、加热以及驻车均衡进行控制。所述电池管理电路40通过所述第一检测电路41和所述第二控制器42可以实现快速高效的检测出所述供电单元10中两个电池组的各性能参数。The first detection circuit 41 reports the detected voltage, current and temperature signals to the control center of the electric vehicle. The control center controls the driving, braking, heating and parking equalization of the drive circuit 100 through the first controller 50 and the second controller 42 according to the received signal. The battery management circuit 40 can quickly and efficiently detect the performance parameters of the two battery packs in the power supply unit 10 through the first detection circuit 41 and the second controller 42 .
请参见图5，本申请一个实施例中提供一种电动汽车电池加热方法。采用所述电动汽车驱动系统200实现所述电动汽车电池加热方法。所述电动汽车电池加热方法包括：Referring to Figure 5, one embodiment of the present application provides an electric vehicle battery heating method. The electric vehicle drive system 200 is used to implement the electric vehicle battery heating method. The electric vehicle battery heating method includes:
S10，所述电动汽车启动前，通过所述电池管理电路40判断所述电动汽车是否需要进行电池加热。步骤S10中，可以通过检测电池电芯的温度进而判断所述电动汽车是否处于低温加热状态。S10, before starting the electric vehicle, determine whether the electric vehicle needs battery heating through the battery management circuit 40. In step S10, it can be determined whether the electric vehicle is in a low-temperature heating state by detecting the temperature of the battery cell.
S20，当确认所述电动汽车需要进行电池加热后，通过所述第一控制器50控制所述逆变电路20，以使所述第一电池组11向所述第二电池组12充电。步骤S20中，通过控制所述逆变电路20的三个桥臂的开关状态，可以实现所述第一电池组11先向所述三相电机30充电，然后所述第一电池组11和所述三相电机30一起向所述第二电池组12充电的过程。在这一过程中，除去必要的电量消耗外，整体表现为所述第一电池组11向所述第二电池组12充电。S20 , after it is confirmed that the electric vehicle needs battery heating, the first controller 50 controls the inverter circuit 20 so that the first battery pack 11 charges the second battery pack 12 . In step S20, by controlling the switching states of the three bridge arms of the inverter circuit 20, it can be realized that the first battery pack 11 first charges the three-phase motor 30, and then the first battery pack 11 and the three-phase motor 30 are charged. The three-phase motor 30 charges the second battery pack 12 together. In this process, except for necessary power consumption, the overall performance is that the first battery pack 11 charges the second battery pack 12 .
S30，当所述第一电池组11向所述第二电池组12充电时间达到第一时间阈值后，通过所述第一控制器50控制所述逆变电路20，以使所述第二电池组12向所述第一电池组11充电，所述供电单元10在充电和放电过程中自身发生极化，从而实现所述供电单元10中每个电池组的可控升温。S30, when the charging time of the first battery group 11 to the second battery group 12 reaches the first time threshold, the first controller 50 controls the inverter circuit 20 so that the second battery The group 12 charges the first battery group 11 , and the power supply unit 10 polarizes itself during the charging and discharging processes, thereby achieving controllable temperature rise of each battery group in the power supply unit 10 .
步骤S30中，通过控制所述逆变电路20的三个桥臂的开关状态，可以实现所述第二电池组12首先向所述三相电机30充电，然后所述电二电池组12和所述三相电机30一起向所述第一电池组11充电的过程。在这一过程中，除去必要的电量消耗外，整体表现为所述第二电池组12向所述第一电池组11充电。In step S30, by controlling the switching states of the three bridge arms of the inverter circuit 20, it can be realized that the second battery pack 12 first charges the three-phase motor 30, and then the second battery pack 12 and the three-phase motor 30 are charged. The three-phase motor 30 charges the first battery pack 11 together. In this process, except for necessary power consumption, the overall performance is that the second battery pack 12 charges the first battery pack 11 .
本实施例中，所述电动汽车电池加热方法通过所述第一控制器50控制所述逆变电路20的三个桥臂的开闭，以完成所述供电单元10的能量输出和能量回收，进而使所述供电单元10自身发生极化，从而实现所述供电单元10的电池可控升温。所述逆变电路20中的功率开关器件211的最大工作电流和所述三相电机30的最大工作电流较高。所述电动汽车电池加热方法可以实现大功率加热，有效提高了加热效率。所述功率开关器件211作为控制元件，所述三相电机30作为储能元件。电池加热过程中无需添加专门的加热元件，因而减少了电动汽车动力系统成本。所述电动汽车电池加热方法在加热所述电池组的同时也实现了所述电池组之间的电量均衡。In this embodiment, the electric vehicle battery heating method controls the opening and closing of the three bridge arms of the inverter circuit 20 through the first controller 50 to complete the energy output and energy recovery of the power supply unit 10, Then, the power supply unit 10 itself is polarized, thereby achieving controllable temperature rise of the battery of the power supply unit 10 . The maximum operating current of the power switching device 211 in the inverter circuit 20 and the maximum operating current of the three-phase motor 30 are relatively high. The electric vehicle battery heating method can achieve high-power heating and effectively improve the heating efficiency. The power switching device 211 serves as a control element, and the three-phase motor 30 serves as an energy storage element. There is no need to add special heating elements during the battery heating process, thus reducing the cost of the electric vehicle power system. The electric vehicle battery heating method not only heats the battery pack, but also achieves power balance between the battery packs.
请参见图6，在其中一个实施例中，所述驱动电路100还包括三相电机30，所述三相电机30的每一相母线连接一个所述桥臂的输出端；所述三相电机30与所述第二检测电路60电连接。所述第一桥臂21设置为第一工作桥臂。所述第二桥臂22和所述第三桥臂23中的一个桥臂设置为第二工作桥臂。所述第二桥臂22和所述第三桥臂23中的另一个桥臂保持断开状态。在一个可选的实施例中，第二工作桥臂的选择根据电机的转子位置确定，选取连接着离转子定向位置近的交流母线的桥臂作为第二工作桥臂。此种选择在为电池组加热的过程中，电机转子的运动幅度较小，减小了驻车加热时车轮运动的可能。Please refer to Figure 6. In one embodiment, the drive circuit 100 further includes a three-phase motor 30, each phase bus of the three-phase motor 30 is connected to the output end of one of the bridge arms; the three-phase motor 30 is electrically connected to the second detection circuit 60 . The first bridge arm 21 is configured as a first working bridge arm. One of the second bridge arm 22 and the third bridge arm 23 is configured as a second working bridge arm. The other of the second bridge arm 22 and the third bridge arm 23 remains disconnected. In an optional embodiment, the selection of the second working bridge arm is determined based on the rotor position of the motor, and the bridge arm connected to the AC bus close to the rotor orientation position is selected as the second working bridge arm. This option reduces the movement of the motor rotor during the heating process of the battery pack, reducing the possibility of wheel movement during parking and heating.
所述S20，当确认所述电动汽车需要进行电池加热后，通过所述第一控制器50控制所述逆变电路20，以使所述第一电池组11向所述第二电池组12充电的步骤包括：In S20, after it is confirmed that the electric vehicle needs battery heating, the first controller 50 controls the inverter circuit 20 so that the first battery pack 11 charges the second battery pack 12. The steps include:
S21，通过所述第一控制器50控制所述第一工作桥臂的上桥臂和所述第二工作桥臂的下桥臂导通，以使所述第一电池组11向所述三相电机30充电。S21, the first controller 50 controls the upper bridge arm of the first working bridge arm and the lower bridge arm of the second working bridge arm to be conductive, so that the first battery pack 11 is connected to the three Phase motor 30 is charged.
步骤S21中，所述三相电机30的正向电流升高，如图8中所示，电流可以从位置0上升至位置1。步骤S21中电流变化过程满足以下公式：In step S21, the forward current of the three-phase motor 30 increases. As shown in FIG. 8, the current may increase from position 0 to position 1. The current change process in step S21 satisfies the following formula:
其中，E1为第一子电池组开路电压。R1为第一电池组内阻。L为加热过程中驱动电机的工作电感，RL为加热过程中的回路电阻。Among them, E1 is the open circuit voltage of the first sub-battery pack. R1 is the internal resistance of the first battery pack. L is the working inductance of the drive motor during the heating process, and RL is the loop resistance during the heating process.
S22，通过所述第二检测电路60检测所述三相电机30中的电流幅值是否大于或等于目标加热电流上阈值。步骤S22中，所述目标加热电流上阈值可以根据电池的性能、逆变电路20中的功率开关组件211的耐流能力确定。S22, use the second detection circuit 60 to detect whether the current amplitude in the three-phase motor 30 is greater than or equal to the target heating current upper threshold. In step S22 , the upper target heating current threshold can be determined based on the performance of the battery and the current endurance capability of the power switch component 211 in the inverter circuit 20 .
S23，当所述三相电机30中的电流幅值大于等于目标加热电流上阈值时，通过所述第一控制器50控制所述第二工作桥臂的下桥臂断开，并控制所述第二工作桥臂的上桥臂导通，以使所述第一电池组11和所述三相电机30向所述第二电池组12充电。S23, when the current amplitude in the three-phase motor 30 is greater than or equal to the target heating current upper threshold, the first controller 50 controls the lower bridge arm of the second working bridge arm to be disconnected, and controls the The upper bridge arm of the second working bridge arm is turned on, so that the first battery pack 11 and the three-phase motor 30 charge the second battery pack 12 .
步骤S23中，所述第一电池组11和所述三相电机30放电，所述第二电池组12充电。电所述三相电机30的正向电流降低。如图8所示，电流从位置1下降至位置2。步骤S23中电流变化过程满足以下公式：In step S23, the first battery pack 11 and the three-phase motor 30 are discharged, and the second battery pack 12 is charged. The forward current of the three-phase motor 30 is reduced. As shown in Figure 8, the current drops from position 1 to position 2. The current change process in step S23 satisfies the following formula:
其中，E2为第二子电池组开路电压。R2为第二电池组内阻。Among them, E2 is the open circuit voltage of the second sub-battery pack.R2 is the internal resistance of the second battery pack.
所述S23，当所述三相电机30中的电流幅值大于等于目标加热电流上阈值时，通过所述第一控制器50控制所述第二工作桥臂的下桥臂断开，并控制所述第二工作桥臂的上桥臂导通，以使所述第一电池组11和所述三相电机30向所述第二电池组12充电的步骤之后包括：In S23, when the current amplitude in the three-phase motor 30 is greater than or equal to the target heating current upper threshold, the first controller 50 controls the lower bridge arm of the second working bridge arm to be disconnected, and controls The step of turning on the upper bridge arm of the second working bridge arm so that the first battery pack 11 and the three-phase motor 30 charge the second battery pack 12 includes:
通过所述第二检测电路60检测所述三相电机30中的电流幅值是否小于等于目标加热电流下阈值。当所述三相电机30中的电流幅值小于等于目标加热电流下阈值时，重复步骤S21-S23，直至所述第一电池组11向所述第二电池组12充电时间达到第一时间阈值。如图8所示，电流从位置3运行至位置3T+。The second detection circuit 60 detects whether the current amplitude in the three-phase motor 30 is less than or equal to the target heating current lower threshold. When the current amplitude in the three-phase motor 30 is less than or equal to the target heating current lower threshold, steps S21-S23 are repeated until the charging time of the first battery pack 11 to the second battery pack 12 reaches the first time threshold. . As shown in Figure 8, the current runs from position 3 to position 3T+ .
本实施例中，通过控制所述逆变电路20的三个桥臂的开关状态，可以实现所述第一电池组11首先向所述三相电机30充电，其次，所述第一电池组11和所述三相电机30一起向所述第二电池组12充电的过程。在这一过程中，除去必要的电量消耗外，所述方法达到了所述第一电池组11向所述第二电池组12充电的目的。In this embodiment, by controlling the switching states of the three bridge arms of the inverter circuit 20, it is possible to realize that the first battery pack 11 first charges the three-phase motor 30, and secondly, the first battery pack 11 The process of charging the second battery pack 12 together with the three-phase motor 30 . In this process, except for necessary power consumption, the method achieves the purpose of charging the first battery pack 11 to the second battery pack 12 .
请参见图7，在其中一个实施例中，所述S30，当所述第一电池组11向所述第二电池组12充电时间达到第一时间阈值后，通过所述第一控制器50控制所述逆变电路20，以使所述第二电池组12向所述第一电池组11充电，所述供电单元10在充电和放电过程中自身发生极化，从而实现所述供电单元10中每个电池组的可控升温的步骤包括：Please refer to Figure 7. In one embodiment, in S30, when the charging time of the first battery group 11 to the second battery group 12 reaches the first time threshold, the first controller 50 controls The inverter circuit 20 enables the second battery pack 12 to charge the first battery pack 11 , and the power supply unit 10 polarizes itself during the charging and discharging process, thereby realizing the power supply unit 10 The steps for controlled heating of each battery pack include:
S31，通过所述第一控制器50控制所述第一工作桥臂的下桥臂和所述第二工作桥臂的上桥臂导通，以使所述第二电池组12向所述三相电机30充电。S31, the first controller 50 controls the lower bridge arm of the first working bridge arm and the upper bridge arm of the second working bridge arm to be conductive, so that the second battery pack 12 is connected to the three Phase motor 30 is charged.
步骤S31中，所述三相电机30的正向电流下降至零，形成负向电流后继续升高。如图8中所示，电流可以从位置3T+运行至位置4。步骤S31中电流变化过程满足以下公式：In step S31, the forward current of the three-phase motor 30 drops to zero, forms a negative current and then continues to increase. As shown in Figure 8, the current can run from position 3T+ to position 4. The current change process in step S31 satisfies the following formula:
其中，E1为第一子电池组开路电压。R1为第一电池组内阻。L为加热过程中驱动电机的工作电感，RL为加热过程中的回路电阻。Among them, E1 is the open circuit voltage of the first sub-battery pack. R1 is the internal resistance of the first battery pack. L is the working inductance of the drive motor during the heating process, and RL is the loop resistance during the heating process.
S32，通过所述第二检测电路60检测所述三相电机30中的电流幅值是否大于等于目标加热电流上阈值。步骤S32中，所述目标加热电流上阈值可以根据电池的性能、逆变电路20中的功率开关组件211的耐流能力确定。S32, use the second detection circuit 60 to detect whether the current amplitude in the three-phase motor 30 is greater than or equal to the target heating current upper threshold. In step S32 , the upper target heating current threshold can be determined based on the performance of the battery and the current endurance capability of the power switch component 211 in the inverter circuit 20 .
S33，当所述三相电机30中的电流幅值大于等于目标加热电流上阈值时，通过所述第一控制器50控制所述第一工作桥臂的下桥臂断开，并控制所述第一工作桥臂的上桥臂导通，以使所述第二电池组12和所述三相电机30向所述第一电池组11充电。S33, when the current amplitude in the three-phase motor 30 is greater than or equal to the target heating current upper threshold, the first controller 50 controls the lower bridge arm of the first working bridge arm to be disconnected, and controls the The upper bridge arm of the first working bridge arm is turned on, so that the second battery pack 12 and the three-phase motor 30 charge the first battery pack 11 .
步骤S33中，所述第二电池组12和所述三相电机30放电，所述第一电池组11充电。电所述三相电机30的负向电流降低。如图8所示，电流从位置4运行至位置5。步骤S33中电流变化过程满足以下公式：In step S33, the second battery pack 12 and the three-phase motor 30 are discharged, and the first battery pack 11 is charged. The negative current of the three-phase motor 30 is reduced. As shown in Figure 8, the current runs from position 4 to position 5. The current change process in step S33 satisfies the following formula:
其中，E2为第二子电池组开路电压。R2为第二电池组内阻。Among them, E2 is the open circuit voltage of the second sub-battery pack.R2 is the internal resistance of the second battery pack.
所述S33，当所述三相电机30中的电流幅值大于等于目标加热电流上阈值时，通过所述第一控制器50控制所述第一工作桥臂的下桥臂断开，并控制所述第一工作桥臂的上桥臂导通，以使所述第二电池组12和所述三相电机30向所述第一电池组11充电的步骤之后包括：In S33, when the current amplitude in the three-phase motor 30 is greater than or equal to the target heating current upper threshold, the first controller 50 controls the lower bridge arm of the first working bridge arm to be disconnected, and controls The step of turning on the upper bridge arm of the first working bridge arm so that the second battery pack 12 and the three-phase motor 30 charge the first battery pack 11 includes:
通过所述第二检测电路60检测所述三相电机30中的电流幅值是否小于等于目标加热电流下阈值。当所述三相电机30中的电流幅值小于等于目标加热电流下阈值时，重复步骤S31-S33，直至所述第二电池组12向所述第一电池组11充电时间达到第二时间阈值。The second detection circuit 60 detects whether the current amplitude in the three-phase motor 30 is less than or equal to the target heating current lower threshold. When the current amplitude in the three-phase motor 30 is less than or equal to the target heating current lower threshold, steps S31-S33 are repeated until the charging time of the second battery pack 12 to the first battery pack 11 reaches the second time threshold. .
所述当所述三相电机30中的电流幅值小于等于目标加热电流下阈值时，重复步骤S31-S33，直至所述第二电池组12向所述第一电池组11充电时间达到第二时间阈值的步骤之后还包括：When the current amplitude in the three-phase motor 30 is less than or equal to the target heating current lower threshold, steps S31-S33 are repeated until the second battery pack 12 charges the first battery pack 11 for a second time. The time threshold step is followed by:
通过所述电池管理电路40检测所述供电单元10的电芯温度是否小于驱动阈值温度。当所述电芯温度小于所述驱动阈值温度时，重复步骤S10-S30，直至所述电芯温度大于等于所述驱动阈值温度或收到加热停止指令。The battery management circuit 40 detects whether the cell temperature of the power supply unit 10 is less than the driving threshold temperature. When the battery core temperature is lower than the driving threshold temperature, steps S10-S30 are repeated until the battery core temperature is greater than or equal to the driving threshold temperature or a heating stop command is received.
本实施例中，通过控制所述逆变电路20的三个桥臂的开关状态，可以实现所述第二电池组12首先向所述三相电机30充电。其次，所述第二电池组12和所述三相电机30一起向所述第一电池组11充电的过程。在这一过程中，除去必要的电量消耗外，所述方法达到了为所述第二电池组12向所述第一电池组11充电的目的。In this embodiment, by controlling the switching states of the three bridge arms of the inverter circuit 20 , the second battery pack 12 can first charge the three-phase motor 30 . Next, the second battery pack 12 and the three-phase motor 30 charge the first battery pack 11 together. In this process, except for necessary power consumption, the method achieves the purpose of charging the second battery pack 12 to the first battery pack 11 .
在其中一个实施例中，所述S10，所述电动汽车启动前，通过所述电池管理电路40判断所述电动汽车是否需要进行电池加热的步骤包括：In one embodiment, in S10, before the electric vehicle is started, the step of determining whether the electric vehicle needs battery heating through the battery management circuit 40 includes:
通过所述电池管理电路40检测所述供电单元10的电芯温度是否小于驱动阈值温度。当所述电芯温度小于所述驱动阈值温度时，则确认所述电动汽车需要进行电池加热。当所述电芯温度大于等于所述驱动阈值温度时，所述电动汽车正常启动。The battery management circuit 40 detects whether the cell temperature of the power supply unit 10 is less than the driving threshold temperature. When the battery core temperature is lower than the driving threshold temperature, it is confirmed that the electric vehicle requires battery heating. When the battery core temperature is greater than or equal to the driving threshold temperature, the electric vehicle starts normally.
本实施例中，通过检测所述电芯温度与驱动阈值温度的大小关系，可以判断出所述电动汽车是否需要进行低温电热。In this embodiment, by detecting the relationship between the battery core temperature and the driving threshold temperature, it can be determined whether the electric vehicle requires low-temperature electric heating.
以上所述实施例的各技术特征可以进行任意的组合，为使描述简洁，未对上述实施例中的各个技术特征所有可能的组合都进行描述，然而，只要这些技术特征的组合不存在矛盾，都应当认为是本说明书记载的范围。The technical features of the above-described embodiments can be combined in any way. To simplify the description, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, All should be considered to be within the scope of this manual.
以上所述实施例仅表达了本申请的几种实施方式，其描述较为具体和详细，但并不能因此而理解为对申请专利范围的限制。应当指出的是，对于本领域的普通技术人员来说，在不脱离本申请构思的前提下，还可以做出若干变形和改进，这些都属于本申请的保护范围。因此，本申请专利的保护范围应以所附权利要求为准。The above-described embodiments only express several implementation modes of the present application, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the patent application. It should be noted that, for those of ordinary skill in the art, several modifications and improvements can be made without departing from the concept of the present application, and these all fall within the protection scope of the present application. Therefore, the protection scope of this patent application should be determined by the appended claims.
| Application Number | Priority Date | Filing Date | Title |
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| CN201910317285.4ACN110116653B (en) | 2019-04-19 | 2019-04-19 | Driving system and driving circuit of electric automobile and heating method of battery of electric automobile |
| Application Number | Priority Date | Filing Date | Title |
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| CN201910317285.4ACN110116653B (en) | 2019-04-19 | 2019-04-19 | Driving system and driving circuit of electric automobile and heating method of battery of electric automobile |
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| CN110116653Btrue CN110116653B (en) | 2024-02-09 |
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| CN201910317285.4AActiveCN110116653B (en) | 2019-04-19 | 2019-04-19 | Driving system and driving circuit of electric automobile and heating method of battery of electric automobile |
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| CB03 | Change of inventor or designer information | Inventor after:Li Yalun Inventor after:OuYang Minggao Inventor after:Lu Languang Inventor after:Du Jiuyu Inventor after:Li Jianqiu Inventor before:Li Yalun Inventor before:Guo Dongxu Inventor before:OuYang Minggao Inventor before:Lu Languang Inventor before:Du Jiuyu Inventor before:Li Jianqiu | |
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