WO2023010878A1 - 动力电池加热电路、系统、控制方法及用电设备 - Google Patents

动力电池加热电路、系统、控制方法及用电设备 Download PDF

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Publication number
WO2023010878A1
WO2023010878A1 PCT/CN2022/085823 CN2022085823W WO2023010878A1 WO 2023010878 A1 WO2023010878 A1 WO 2023010878A1 CN 2022085823 W CN2022085823 W CN 2022085823W WO 2023010878 A1 WO2023010878 A1 WO 2023010878A1
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WIPO (PCT)
Prior art keywords
heating
circuit
module
bridge arm
phase
Prior art date
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Ceased
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PCT/CN2022/085823
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English (en)
French (fr)
Inventor
黄孝键
但志敏
高锦凤
黄津
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Contemporary Amperex Technology Co Ltd
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Contemporary Amperex Technology Co Ltd
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Priority to EP22851602.7A priority Critical patent/EP4219228A4/en
Priority to CN202280004711.9A priority patent/CN116097544B/zh
Priority to JP2023524153A priority patent/JP7683004B2/ja
Priority to KR1020237013562A priority patent/KR102950493B1/ko
Publication of WO2023010878A1 publication Critical patent/WO2023010878A1/zh
Priority to US18/303,584 priority patent/US12485800B2/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
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    • H01M10/63—Control systems
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of AC power input into DC power output; Conversion of DC power input into AC power output
    • H02M7/42—Conversion of DC power input into AC power output without possibility of reversal
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    • H02M7/48—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/53—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/537—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of AC power input into DC power output; Conversion of DC power input into AC power output
    • H02M7/42—Conversion of DC power input into AC power output without possibility of reversal
    • H02M7/44—Conversion of DC power input into AC power output without possibility of reversal by static converters
    • H02M7/48—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/53—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/537—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
    • H02M7/5387—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
    • H02P21/05—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation specially adapted for damping motor oscillations, e.g. for reducing hunting
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using DC to AC converters or inverters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
    • H02P29/60—Controlling or determining the temperature of the motor or of the drive
    • H02P29/62—Controlling or determining the temperature of the motor or of the drive for raising the temperature of the motor
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B60L2210/46—DC to AC converters with more than three phases
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/50—Structural details of electrical machines
    • B60L2220/58—Structural details of electrical machines with more than three phases
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    • B60L2240/00—Control parameters of input or output; Target parameters
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
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    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
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    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present application relates to the field of battery technology, in particular to a power battery heating circuit, system, control method and electrical equipment.
  • the embodiment of the present application provides a power battery heating circuit, system, control method and electrical equipment, which can realize rapid heating of the battery of the power supply module on the basis of the original multi-phase motor.
  • the present application provides a power battery heating circuit, including: a power supply module, including at least one battery pack; an inverter module, connected to the power supply module, including an M-phase bridge arm circuit, and the bridge arm circuit It is connected in parallel with the battery pack, and M is an even multiple of three;
  • the drive module includes a motor with M windings, and the M windings are respectively connected to the M-phase bridge arms of the bridge arm circuit in one-to-one correspondence;
  • the control module connected with the bridge arm circuit, used to control the upper bridge arm of at least three-phase bridge arms in the bridge arm circuit, and the lower bridge arms of the same phase number bridge arms in the remaining bridge arms are all turned on, so that the power supply
  • the module, the inverter module and the drive module form an alternately switching charging circuit and discharging circuit.
  • this embodiment uses the control module to control the upper bridge arm of at least the three-phase bridge arm in the bridge arm circuit, and the same in the remaining bridge arms.
  • the lower bridge arms of the phase number bridge arms are all turned on, so that the power supply module, the inverter module and the drive module form an alternately switching charging circuit and discharging circuit to charge and discharge the battery pack.
  • It can form a charging and discharging loop for cyclic charging and discharging, and can continue to heat the battery pack until the temperature of the battery pack reaches the normal operating temperature, so that the power battery can be used normally in a low temperature environment, and avoid the limitation of the charging and discharging capacity of the power battery , Greatly improve the customer's winter car experience.
  • the motor comprises a six-phase symmetrical motor. Since the currents flowing into or out of the three-phase windings in the six-phase symmetrical motor are always equal in magnitude, and the current directions are symmetrical in pairs, the combined current can be made smaller, thereby forming a smaller combined magnetic field, which can avoid the heating circuit. loud noise.
  • the spatial phase difference of the three windings respectively connected to the conductive three-phase upper bridge arms is 120°
  • the spatial phase difference of the three windings respectively connected to the conductive three-phase lower bridge arms is 120°.
  • the spatial phase difference of the three windings respectively connected to the conductive three-phase upper (lower) bridge arms is 120°, then the spatial phase difference of the current flowing into (outgoing) the three-phase windings is 120° , so that the stator magnetic field formed by the three-phase spatially symmetrical winding is close to zero (about 0-0.5T), so that when the power battery heating circuit is used to heat the power battery, the interaction between the stator magnetic field and the rotor magnetic field can be effectively suppressed. Vibration noise generated.
  • the motor does not run, and the problem of rotor heating in the motor can also be solved, thereby prolonging the self-heating time of the battery.
  • the present application provides a power battery heating control method, which is applied to the power battery heating circuit described in the first aspect, and the method includes: sending an enable signal to control at least three-phase bridges in the bridge arm circuit
  • the upper bridge arm of the arm and the lower bridge arm of the same phase number bridge arm in the remaining bridge arms are all turned on, so that the power supply module, inverter module and drive module of the battery heating circuit form an alternately switching charging circuit and discharging circuit.
  • the control module controls the upper bridge arms of at least three-phase bridge arms in the bridge arm circuit, and the lower bridge arms of the same phase number bridge arms in the remaining bridge arms are all turned on, so that the power supply module, inverter
  • the variable module and the drive module form an alternately switching charging circuit and discharging circuit to charge and discharge the battery pack.
  • a charge-discharge circuit for cyclic charging and discharging can be formed, and the battery pack can be continuously heated until the temperature of the battery pack reaches normal.
  • the working temperature makes the power battery can be used normally in low temperature environment, avoiding the limitation of the charging and discharging capacity of the power battery, and greatly improving the customer's experience of using the car in winter.
  • a heating signal is sent to the inverter module at a preset frequency to control the inverter module to alternately switch the charging circuit and the discharging circuit. Avoid discharging the battery for a long time, consuming the battery, or the motor doing work for a long time, causing the rotor to rotate or the stator to heat up.
  • sending a heating signal to the inverter module at a preset frequency includes: alternately sending a first heating signal and a second heating signal to the inverter module at a preset frequency; the first heating signal The signal makes at least the upper bridge arms of the three-phase bridge arms in the bridge arm circuit and the lower bridge arms of the bridge arms with the same phase number in the remaining bridge arms all conduct, so that the power supply module, inverter module and The driving module forms a charging circuit; the second heating signal makes the lower bridge arm of the at least three-phase bridge arm and the upper bridge arm of the bridge arm with the same phase number in the remaining bridge arms conduct, so as to heat the battery
  • the power supply module, inverter module and drive module of the circuit form a discharge circuit. It can not only realize the effective heating function of the power battery, but also avoid energy loss and noise caused by long-term charging or discharging.
  • the motor of the drive module includes a six-phase symmetrical motor;
  • the first heating signal makes the upper bridge arm of the three-phase bridge arm in the six-phase bridge arm circuit and the lower bridge arm of the other three-phase bridge arm circuit
  • the bridge arms are all turned on, so that the power supply module, inverter module and drive module of the battery heating circuit form a charging circuit;
  • the second heating signal makes the lower bridge of the three-phase bridge arm in the six-phase bridge arm circuit arm, and the upper bridge arm of the other three-phase bridge arm are all turned on, so that the power supply module, inverter module and drive module of the battery heating circuit form a discharge circuit;
  • the spatial phase difference of the three windings respectively connected to the three-phase upper bridge arms of the first three phases is 120°
  • the spatial phase difference of the three windings respectively connected to the three conductive lower bridge arms is 120°.
  • the sending a heating signal to the inverter module at a preset frequency includes: determining whether the state of charge of the battery pack is greater than or equal to a preset threshold; if so, sending a heating signal to the inverter module at a preset frequency The inverter module sends a heating signal.
  • the current flowing through the loop can be modulated into an AC current, and the AC current can be used to generate heat through the internal resistance of the power battery, thereby heating the power battery and improving the heating efficiency; when the battery SOC is less than or equal to
  • the threshold is preset, that is, when the battery power is insufficient, the DC current is used to generate heat in the winding to heat the power battery, which can reduce power consumption and improve the flexibility of the power battery heating system.
  • the sending a heating signal to the inverter module at a preset frequency includes: obtaining the working state of the motor; if the working state of the motor is a non-driving state, sending a heating signal to the inverter module at a preset frequency
  • the inverter module sends a heating signal.
  • the sending a heating signal to the inverter module at a preset frequency includes: receiving a control signal sent by a vehicle controller; if the control signal indicates that the power battery is heated, then The frequency sends a heating signal to the inverter module. By receiving the control signal sent by the vehicle controller, it can quickly enter the heating mode to heat the power battery in time.
  • the sending a heating signal to the inverter module at a preset frequency includes: receiving request data sent by the battery management system; if the request data indicates that the power battery meets the heating condition, then The frequency is set to send a heating signal to the inverter module.
  • the control module can control the power battery heating system to heat the power battery in time to avoid affecting the use of power devices such as vehicles.
  • the method further includes: determining whether the temperature of the battery pack meets the heating stop condition; the heating stop condition includes that the battery pack reaches a preset temperature or the temperature rise of the power battery is abnormal; if , a heating stop signal is sent to the inverter module, and the heating stop signal causes the inverter module to disconnect the charging circuit or the discharging circuit.
  • the stop heating signal By setting the stop heating signal, the heating can be stopped in time after the temperature rise of the battery pack is abnormal or reaches the normal working temperature, so as to avoid wasting resources and facilitate users to use it in time
  • the present application provides a power battery heating system, the system includes a heating controller and the power battery heating circuit according to any one of the first aspect; the heating controller is used to heat the power battery circuit An instruction is sent to control the power battery heating circuit to form an alternately switching charging circuit and discharging circuit.
  • the present application provides an electrical device, including the power battery heating system as described in the third aspect.
  • Fig. 1 is a schematic block diagram of a power battery heating circuit provided by an embodiment of the present application
  • Fig. 2 is a circuit diagram (discharging circuit) of a power battery heating circuit provided by an embodiment of the present application;
  • Fig. 3 is a circuit diagram (charging circuit) of a power battery heating circuit provided by an embodiment of the present application
  • Fig. 4 is a flow chart of a control method in a power battery heating scenario provided by an embodiment of the present application
  • Fig. 5 is a schematic block diagram of a heating controller provided by an embodiment of the present application.
  • multiple refers to more than two (including two), similarly, “multiple groups” refers to more than two groups (including two), and “multiple pieces” refers to More than two pieces (including two pieces).
  • the application notes that due to the electrochemical characteristics of the power battery, the charge and discharge capacity of the power battery is greatly limited in a low temperature environment, which seriously affects the customer's winter car experience.
  • a six-phase motor (or a motor with more phases) requires greater power from the power battery.
  • the charging and discharging capacity of the power battery is limited, the experience of a six-phase motor vehicle will be worse. Therefore, in order to be able to use the power battery normally, it is necessary to heat the power battery in a low temperature environment.
  • the motor circuit can be used to heat the power battery.
  • the heat generated by the motor during operation can absorb the heat generated by the motor winding through the vehicle cooling system, and then transfer the absorbed heat to the power battery to heat the power battery.
  • the cooling system itself will consume part of the heat, which greatly reduces the heating capacity of the power battery.
  • this application has designed a power battery heating circuit after in-depth research.
  • the control module By setting the control module, And set the control module to be connected to the bridge arm circuit of the inverter module, which can control the upper bridge arms of at least three-phase bridge arms in the bridge arm circuit, and the lower bridge arms of the same phase number bridge arms in the remaining bridge arms are all turned on , making the power supply module, the inverter module and the driving module form an alternately switching charging circuit and discharging circuit.
  • a control module connected to the inverter module, the power supply module, the inverter module and the The drive module forms a charging circuit or a discharging circuit.
  • the battery pack has a certain internal resistance, which can consume part of the current and convert electrical energy into heat energy, thereby generating The heat heats the battery pack of the power supply module.
  • this embodiment uses the control module to control the upper bridge arm of at least three-phase bridge arms in the bridge arm circuit, and the same phase of the remaining bridge arms.
  • the lower bridge arms of several bridge arms are all turned on, so that the power supply module, the inverter module and the drive module form an alternately switching charging circuit and discharging circuit to charge and discharge the battery pack.
  • the Form a charge-discharge circuit for cyclic charging and discharging, and continue to heat the battery pack until the temperature of the battery pack reaches the normal operating temperature, so that the power battery can be used normally in a low temperature environment, avoiding the limitation of the power battery's charge and discharge capacity, Greatly improve the customer's winter car experience.
  • the power battery in the embodiment of the present application can be, but not limited to, lithium ion battery, lithium metal battery, lead-acid battery, nickel battery, nickel metal hydride battery, lithium sulfur battery, lithium air battery or sodium ion battery, etc. limited.
  • the battery in the embodiment of the present application may be a single battery cell, or a battery module or battery pack, which is not limited here.
  • batteries can be used, but not limited to, in power devices such as automobiles and ships. For example, it can be used in a power car to supply power to the motor of a power car as a power source for an electric car.
  • the battery can also supply power to other electrical devices in the electric vehicle, such as the air conditioner in the car, the car player, etc.
  • a new energy vehicle as an example of an electrical device according to an embodiment of the present application is used as an example for illustration.
  • the drive system is one of the core components of new energy vehicles, and its drive characteristics determine the main performance indicators of the vehicle.
  • the motor drive system of new energy vehicles is mainly composed of motors (ie, motors), motor controllers, various detection sensors, and power supply modules.
  • the motor is a rotating electromagnetic machine that operates on the principle of electromagnetic induction, and is used to convert electrical energy into mechanical energy. During operation, it absorbs electric power from the power supply module and outputs mechanical power to the mechanical system.
  • the battery pack of the power supply module can be heated by the power battery heating circuit provided in the embodiment of the present application.
  • Fig. 1 is a modular schematic diagram of a power battery heating circuit provided in some embodiments of the present application
  • Fig. 2 is a schematic diagram of a power battery heating circuit provided in some embodiments of the present application
  • Figure 3 is a schematic structural diagram of a power battery heating circuit forming a charging circuit provided by some embodiments of the present application.
  • the present application provides a power battery heating circuit, which includes a power supply module 210 , an inverter module 220 , a drive module 230 and a control module 240 .
  • the power supply module 210 includes at least one battery pack.
  • the inverter module 220 is connected to the power supply module 210 and includes an M-phase bridge arm circuit, and the bridge arm circuit is connected in parallel with the battery pack, and M is an even multiple of three.
  • the driving module 230 includes a motor with M windings, and the M windings are respectively connected to the M-phase bridge arms of the bridge arm circuit in a one-to-one correspondence.
  • the control module 240 is connected to the bridge arm circuit, and controls the upper bridge arms of at least three-phase bridge arms in the bridge arm circuit, and the lower bridge arms of the same phase number bridge arms in the remaining bridge arms are all turned on, so that the power supply module 210, inverter
  • the module 220 and the driving module 230 form an alternately switched charging circuit and a discharging circuit to charge and discharge the battery pack.
  • the power supply module 210 is implemented by using a power battery, which includes at least one battery pack, and the battery pack may be a collection of multiple battery modules, or a battery module including multiple battery cells.
  • the inverter module 220 various types of switches may be used for implementation.
  • the inverter module 220 may be implemented by an inverter in a motor drive system, wherein the inverter may be implemented by using a bridge arm circuit of an insulated gate bipolar transistor (Insulated Gate Bipolar Transistor, IGBT).
  • IGBT Insulated Gate Bipolar Transistor
  • the number of bridge arms of the bridge arm circuit is the same as the number of windings in the driving module 230 , at least six phases.
  • the drive module 230 includes a six-phase motor
  • the bridge arm circuit includes a six-phase bridge arm, which may include an A-phase bridge arm, a B-phase bridge arm, a C-phase bridge arm, a D-phase bridge arm, an E-phase bridge arm, and an F-phase bridge arm.
  • the arm may also include two U-phase bridge arms, two V-phase bridge arms and two W-phase bridge arms.
  • each phase bridge arm has an upper bridge arm and a lower bridge arm, and the upper bridge arm and the lower bridge arm are each provided with a switch unit.
  • the drive module 230 may specifically include: an M-phase winding connected to the bridge arm. Wherein, a plurality of windings are collinearly connected and have a common connection point, and one end of each winding away from the common connection point is respectively connected to the connection points of the upper bridge arm and the lower bridge arm of a phase bridge arm.
  • a heating signal (that is, an enabling signal) is sent to the inverter module 220, and the heating signal can control the switch units of the upper bridge arm and the lower bridge arm to control the on-off of the upper bridge arm or the lower bridge arm.
  • the control module 240 can be a vehicle controller (Vehicle control unit, VCU) and/or a motor controller (Motor control unit, MCU), and can also be a control unit that is set separately and is specially used to control the above-mentioned bridge arm circuit to form a charging and discharging loop. device, which is not specifically limited in this embodiment.
  • the battery pack, the M-phase bridge arm and the motor are connected in parallel; the connection points of the upper and lower bridge arms of the M-phase bridge arm are respectively connected to the M-phase windings of the M-phase motor; the control module 240 controls the conduction or switching of the upper and lower bridge arms of the bridge arm circuit. disconnected to alternately switch the charging circuit and the discharging circuit, so that current flows inside the power supply module 210 , thereby generating heat for heating the power supply module 210 .
  • the motor may specifically be a six-phase symmetrical motor. Since the spatial phase difference of the M windings of the symmetrical motor can be the ratio of 360° to M. Then the spatial phase difference of the six windings of the six-phase symmetrical motor is 60°.
  • the magnetomotive force of the unidirectional winding is a pulsating magnetomotive force with a stepped distribution in space and alternating with time according to the changing law of the current.
  • the magnetomotive force of the six single-phase windings in the six-phase motor is superimposed, which is the synthetic magnetic field of the six-phase winding. The greater the value of the synthetic magnetic field, the stronger the vibration of the motor and the greater the vibration noise.
  • the bridge arm circuit of the inverter module 220 also includes a six-phase bridge arm.
  • the control module 240 controls the upper bridge of any three-phase bridge arm in the six-phase bridge arm. The arm is turned on, while the lower bridge arm of the remaining three-phase bridge arm is turned on, and the current enters from three of the six windings and comes out from the other three.
  • the combined current can be made smaller, thereby forming a smaller combined magnetic field, which can prevent the heating circuit from working generate large noise.
  • the driving module 230 is not limited to a six-phase motor, but may also be a twelve-phase motor or other motors with more than six phases.
  • the inverter module 220 may include a three-phase bridge arm or a six-phase bridge arm. And the number of upper bridge arms and the number of lower bridge arms that are turned on each time are the same.
  • the spatial phase difference of the three windings (which may be referred to as the first windings) respectively connected to the conductive three-phase upper bridge arm is 120°
  • the spatial phase difference of the three windings (which may be referred to as second windings) respectively connected to the three conductive lower bridge arms is 120°.
  • the spatial phase difference of the three windings respectively connected to the conductive three-phase upper (lower) bridge arms is 120°, then the spatial phase difference of the current flowing into (outgoing) the three-phase windings is 120° , so that the stator magnetic field formed by the three-phase spatially symmetrical winding is close to zero (about 0-0.5T), so that when the power battery heating circuit is used to heat the power battery, the interaction between the stator magnetic field and the rotor magnetic field can be effectively suppressed. Vibration noise generated.
  • the motor does not run, and the problem of rotor heating in the motor can also be solved, thereby prolonging the self-heating time of the battery.
  • the six windings of the six-phase motor can be the first winding and the second winding respectively, the first winding is respectively the winding 311, the winding 312 and the winding 313 in the six-phase motor, and the second winding is respectively the six-phase motor
  • the six-phase bridge arms may include bridge arms 331-336, wherein the bridge arm 331, the bridge arm 332, and the bridge arm 333 are respectively connected to the winding 311, the winding 312, and the winding 313 in the first winding in one-to-one correspondence.
  • the bridge arm 334 , the bridge arm 335 and the bridge arm 336 are respectively connected to the winding 314 , the winding 315 and the winding 3163 in the second winding in a one-to-one correspondence.
  • connection point between the upper bridge arm 3311 and the lower bridge arm 3312 of the bridge arm 331 is connected to one end of the winding 311, and the connection point between the upper bridge arm 3321 and the lower bridge arm 3322 of the bridge arm 332 is connected to one end of the winding 312.
  • the connection point of the upper bridge arm 3331 and the lower bridge arm 3332 of the arm 333 is connected with one end of the winding 313, the connection point of the upper bridge arm 3341 and the lower bridge arm 3342 of the bridge arm 334 is connected with one end of the winding 314, and the upper bridge arm 335 of the bridge arm 335 is connected with one end of the winding 314.
  • connection point of the bridge arm 3351 and the lower bridge arm 3352 is connected to one end of the winding 315
  • connection point of the upper bridge arm 3361 and the lower bridge arm 3362 of the bridge arm 336 is connected to one end of the winding 316 .
  • the power supply module 210 , the upper bridge arms 3311 - 3331 , the windings 311 - 313 , the windings 314 - 316 and the lower bridge arms 3342 - 3362 together form a discharge circuit, as shown in FIG. 2 .
  • the power supply module 210 , the lower bridge arms 3312 - 3332 , the windings 311 - 313 , the windings 314 - 316 and the upper bridge arms 3341 - 3361 jointly form a charging circuit, as shown in FIG. 3 .
  • the charging loop and the discharging loop are periodically turned on alternately.
  • the spatial phase difference between the three windings of the control current flowing into the windings 311-313 is 120° and the space between the three windings of the control current flowing out of the windings 314-316
  • the phase difference is 120°, so that when the circuit of the six-phase motor is used to heat the power battery, the vibration and noise of the motor can be effectively suppressed.
  • the power battery heating system provided by the embodiment of the present application does not make the motor run, it can solve the problem of rotor heating in the motor, thereby prolonging the self-heating time of the battery.
  • the windings 311-313 can be used as input windings, and the windings 314-316 can be used as output windings.
  • the windings 311-313 can be used as output windings, and the windings 314-316 can be used as input windings.
  • the switching unit connected to the windings 311-313 The lower bridge arm of the three-phase bridge arm and the upper bridge arm connected to the windings 314-316 can simultaneously keep the switching unit on or off to realize the discharging circuit shown in FIG. 2 and the charging circuit shown in FIG. 3 .
  • the power battery heating circuit shown in FIG. 2 and FIG. 3 also includes a capacitor C connected in parallel with the power supply module 210, which mainly plays the role of voltage stabilization and noise filtering.
  • the embodiment of the present application also provides a power battery heating control method, which can be applied to the above power battery heating circuit.
  • the method includes: sending an enable signal, controlling at least three The upper bridge arm of the phase bridge arm and the lower bridge arm of the same phase bridge arm in the remaining bridge arms are all turned on, so that the power supply module 210, the inverter module 220 and the drive module 230 of the battery heating circuit form an alternately switched charging circuit and discharge circuit.
  • the enable signal is usually a high-level or low-level digital signal, which is used to control the on-off of the bridge arm switch in the bridge arm circuit. If the arm is disconnected, when a bridge arm of a certain phase receives the high-level enable signal sent by the control module 240, the upper bridge arm of the phase bridge arm is turned on, and the lower bridge arm is turned off.
  • control module 240 can send heating signals to different bridge arms in the inverter module 220 at a preset frequency, so as to control the inverter module 220 to alternately switch the charging circuit and the discharging circuit.
  • the preset frequency is the preset number of times of sending heating signals to different bridge arms in the inverter module 220 per unit time, which can be used to limit the time interval between sending heating signals twice, that is to say, the control module 240 is sending heating signals to the inverter module 220.
  • the module 220 starts timing when sending the heating signal, and sends the heating signal to the inverter module 220 again after a predetermined time interval. And two adjacent heating signals are sent to different bridge arms, so as to control the inverter module 220 to alternately switch the charging circuit and the discharging circuit.
  • the control module 240 is set to send heating signals to different bridge arms in the inverter module 220 at a preset frequency. too long.
  • control module 240 when the control module 240 sends a heating signal to the inverter module 220 at a preset frequency, it may alternately send the first heating signal and the second heating signal to the inverter module 220 at a preset frequency.
  • the first heating signal makes at least the upper bridge arms of the three-phase bridge arms in the bridge arm circuit and the lower bridge arms of the same phase number bridge arms in the remaining bridge arms all conduct, so that the power supply module 210 and the inverter module 220 of the battery heating circuit and the driving module 230 form a charging loop.
  • the second heating signal makes at least the lower bridge arms of the three-phase bridge arms and the upper bridge arms of the bridge arms with the same phase number in the remaining bridge arms all conduct, so that the power supply module 210, the inverter module 220 and the drive module 230 of the battery heating circuit Form a discharge circuit.
  • the first heating signal and the second heating signal are similar to the above-mentioned enable signal, and both can be high-level or low-level digital signals, which are used to control the on-off of the bridge arm switch in the bridge arm circuit, for example, high-level
  • the upper bridge arm of the flat control bridge arm circuit is turned on and the lower bridge arm is turned off, then when a certain phase bridge arm receives the high-level enable signal sent by the control module 240, the upper bridge arm of the phase bridge arm is turned on, And the lower bridge arm is disconnected.
  • the control module 240 sends the first heating signal and the second heating signal to the inverter module 220 at the above-mentioned preset frequency, and respectively controls the corresponding bridge arms in the bridge arm circuit to be turned on and off, so that the power supply module 210,
  • the inverter module 220 and the drive module 230 alternately form a charging circuit and a discharging circuit at corresponding frequencies, which can not only realize the effective heating function of the power battery, but also avoid energy loss and noise caused by long-term charging or discharging.
  • the first heating signal makes the upper bridge arm of the three-phase bridge arm in the six-phase bridge arm circuit and the lower bridge arm of the other three-phase bridge arms conduct
  • the power supply module 210 , the inverter module 220 and the driving module 230 of the battery heating circuit form a charging circuit.
  • the second heating signal makes the lower bridge arms of the three-phase bridge arms in the six-phase bridge arm circuit and the upper bridge arms of the other three-phase bridge arms conduct, so that the power supply module 210, the inverter module 220 and the drive module of the battery heating circuit 230 forms a discharge loop.
  • the spatial phase difference of the three windings connected to the conductive three-phase upper bridge arms is 120°
  • the spatial phase difference of the three windings respectively connected to the conductive three lower bridge arms is 120°.
  • the spatial phase difference of the three windings respectively connected to the conductive three-phase upper (lower) bridge arms is 120°, then the spatial phase difference of the current flowing into (outgoing) the three-phase windings is 120° , so that the stator magnetic field formed by the three-phase spatially symmetrical winding is close to zero (about 0-0.5T), so that when the power battery heating circuit is used to heat the power battery, the interaction between the stator magnetic field and the rotor magnetic field can be effectively suppressed. Vibration noise generated.
  • the motor does not run, and the problem of rotor heating in the motor can also be solved, thereby prolonging the self-heating time of the battery.
  • sending a heating signal to the inverter module 220 at a preset frequency may include: determining whether the state of charge of the battery pack is greater than or equal to a preset threshold; if so, sending a heating signal to the inverter module 220 at a preset frequency Send heat signal.
  • the state of charge refers to the ratio of the remaining power of the battery under a certain discharge rate to the rated capacity under the same conditions.
  • SOC is one of the important parameters of the battery management system (Battery Management System, BMS), and it is also the basis for the charging and discharging control strategy and battery balancing work of the entire car.
  • BMS Battery Management System
  • the embodiments of the present application may be applied to a scene of heating a low temperature power battery. For example, it can be applied to specific scenarios where the temperature of the power battery is raised by heating the power battery to a temperature at which the battery pack can be used normally. Specifically, in the embodiment of the present application, when the SOC of the power battery is greater than the preset threshold, the current flowing through the loop can be modulated into an alternating current, and the alternating current can be used to generate heat through the internal resistance of the power battery, thereby heating the power battery.
  • the inverter module 220 can be controlled at the beginning so that the current flowing through the motor circuit is a direct current, and the SOC of the power battery is determined periodically, and once it is determined that the SOC of the power battery is greater than a preset threshold, the inverter is controlled
  • the module 220 makes the current flowing through the motor circuit an alternating current, and uses the alternating current to generate heat through the internal resistance of the power battery, thereby heating the power battery, thereby improving heating efficiency.
  • a Space Vector Pulse Width Modulation (SVPWM) algorithm can be used to modulate the current in the motor winding to DC or AC.
  • SVPWM Space Vector Pulse Width Modulation
  • sending the heating signal to the inverter module 220 at a preset frequency may include the following processing: obtaining the working state of the motor; Heat signal.
  • a heating signal may be sent to the inverter module 220 when the motor is in a non-driving state and the power battery heating system is not faulty.
  • a fault in the power battery heating system refers to any fault in the power supply module 210 , the drive module 230 , the control module 240 , the inverter module 220 , and the heat conduction circuit.
  • the failure of the heat conduction circuit includes, but is not limited to, damage to the communication valve, insufficient medium in the heat conduction circuit, and the like.
  • gear position information and motor speed information can be obtained, and it can be judged whether the motor is in a driving state or a non-driving state. Specifically, when it is determined that the current gear is in the P gear and the vehicle speed is 0, it indicates that the motor is in a non-driving state; when it is determined that the current gear is not in the P gear or the vehicle speed is not 0, it indicates that the motor is in a driving state. Judging by gear position information and motor speed information, when any condition is not met, no heating signal is sent to the motor to prevent the vehicle from heating the power battery under normal driving conditions, thereby affecting vehicle performance.
  • sending a heating signal to the inverter module 220 at a preset frequency may include: receiving request data sent by the battery management system; Send heat signal.
  • the control module can control the power battery heating system to heat the power battery in time to avoid affecting the use of power devices such as vehicles.
  • sending the heating signal to the inverter module 220 at a preset frequency may include: receiving a control signal sent by the vehicle controller; Heat signal.
  • control module 240 may include a vehicle controller (Vehicle control unit, VCU) and/or a motor controller (Motor control unit, MCU).
  • VCU vehicle control unit
  • MCU motor controller
  • the vehicle controller can send a control signal to the motor controller, the control signal is used to instruct the power battery to be heated, that is, the control signal is used to instruct the motor controller Send a heating signal to the inverter module 220 .
  • the motor controller can send a first heating signal to the inverter module 220, and the first heating signal is used to control the inverter module 220, so that the power supply module 210, inverter A discharging loop (or a charging loop) is formed between the module 220 and the three first windings and the three second windings.
  • the motor controller sends a second heating signal to the inverter module 220, and the second heating signal is used to control the inverter module 220 so that the power supply module 210, the inverter module 220 and the three first windings
  • a charging loop (or a discharging loop) is formed between the three second windings, and the direction of the current in the charging loop and the discharging loop is opposite, and the current flows in from the three first windings in turn, and then flows out from the three second windings.
  • the power battery heating control method also includes the following processing: determine whether the temperature of the battery pack meets the heating stop condition; the heating stop condition includes the battery pack reaching a preset temperature or the temperature rise of the power battery is abnormal; The inverter module 220 sends a heating stop signal, and the heating stop signal causes the inverter module 220 to disconnect the charging circuit or the discharging circuit.
  • the preset temperature can be set as the temperature at which the battery pack can work normally, which can be slightly higher than the minimum temperature at which the battery pack can work normally, so as to prolong the reheating time of the battery pack. Abnormal temperature rise can be too fast or too slow.
  • the heating can be stopped in time after the temperature rise of the battery pack is abnormal or reaches the normal working temperature, so as to avoid wasting resources and facilitate the user to use it in time.
  • FIG. 4 shows a schematic flow chart of the power battery heating control method. As shown in Figure 4, the control method includes the following steps:
  • the BMS collects battery parameters such as temperature, SOC, voltage signal, and current signal of the battery pack.
  • the BMS judges whether the heating condition is met according to various parameters of the battery, and if so, sends a corresponding heating request to the VCU according to the SOC state, for example, sends the electric power required for heating to a preset temperature to the VCU.
  • the BMS or the VCU judges whether the battery SOC is greater than a preset threshold.
  • the VCU reads the current working state of the motor.
  • the VCU sends a driving signal to the motor controller.
  • the motor controller sends a periodic driving signal to the inverter module 220 to control the upper and lower bridge arms of the bridge arms 331-336 to switch conduction according to the periodic driving signal sent by the motor controller, so as to realize the inversion of the battery current. change control.
  • the VCU sends a control signal to the motor controller.
  • the motor controller sends the first heating signal and the second heating signal to the inverter module 220, and alternately controls the upper bridge arms of the bridge arms 331-333, the lower bridge arms of the bridge arms 334-336, and the heat of the bridge arms 331-333.
  • the lower bridge arm and the upper bridge arm of the bridge arms 334-336 keep the switch on and off at the same time.
  • the BMS determines whether the temperature of the battery pack is abnormal, and if so, sends abnormal temperature rise information to the VCU, and the VCU forwards the abnormal temperature rise information to the motor controller, and stops heating.
  • the control module 240 through the control module 240, the upper bridge arms of at least three-phase bridge arms in the bridge arm circuit are controlled, and the lower bridge arms of the bridge arms with the same phase number in the remaining bridge arms are all turned on, Make the power supply module 210, the inverter module 220, and the drive module 230 form an alternately switching charging circuit and discharging circuit to charge and discharge the battery pack.
  • a charge-discharge circuit for cyclic charging and discharging can be formed to continuously heat the battery pack , until the temperature of the battery pack reaches the normal working temperature, so that the power battery can be used normally in a low temperature environment, avoiding the limitation of the charging and discharging capacity of the power battery, and greatly improving the customer's winter car experience.
  • the embodiment of the present application also provides a power battery heating system, the system includes a heating controller and the above-mentioned power battery heating circuit; the heating controller is used to send instructions to the power battery heating circuit to control The power battery heating circuit forms an alternately switching charging circuit and discharging circuit.
  • the heating controller may be the above-mentioned vehicle controller, and the control module 240 of the power battery heating circuit may be a motor controller. It should be noted that the heating controller can also be a separate controller that is specially used to send instructions to the power battery heating circuit to control the power battery heating circuit to form an alternately switching charging circuit and discharging circuit. This is not specifically limited.
  • the power battery heating system controls the power battery heating circuit through the control module to form an alternately switching charging circuit and discharging circuit to charge and discharge the battery pack. In this way, a charging and discharging circuit for cyclic charging and discharging can be formed. Continue to heat the battery pack until the temperature of the battery pack reaches the normal operating temperature, so that the power battery can be used normally in a low temperature environment, avoiding the limitation of the charge and discharge capacity of the power battery, and greatly improving the customer's winter car experience.
  • an embodiment of the present application further provides an electric device, including the power battery heating system as described above.
  • the power battery heating system can control the power battery heating circuit through the control module to form an alternately switching charging circuit and discharging circuit to charge and discharge the battery pack. In this way, a cycle of charging and discharging can be formed.
  • the charging and discharging circuit can continue to heat the battery pack until the temperature of the battery pack reaches the normal working temperature, so that the power battery can be used normally in low temperature environment, avoiding the limitation of the charging and discharging capacity of the power battery, and greatly improving the winter use of customers. car experience.
  • the electrical equipment may be a powered vehicle.
  • Fig. 5 shows a schematic block diagram of the control module 240 of the power battery heating circuit according to the embodiment of the present application.
  • the control module 240 includes a processor 2410.
  • the control module 240 further includes a memory 2420, wherein the memory 2420 is used to store instructions, and the processor 2410 is used to read the instructions and execute the foregoing application based on the instructions. Methods of various embodiments.
  • the disclosed systems, devices and methods may be implemented in other ways.
  • the device embodiments described above are only illustrative.
  • the division of units is only a logical function division. In actual implementation, there may be other division methods.
  • multiple units or components can be combined or integrated. to another system, or some features may be ignored, or not implemented.
  • the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces, and the indirect coupling or communication connection of devices or units may be in electrical, mechanical or other forms.
  • a unit described as a separate component may or may not be physically separated, and a component displayed as a unit may or may not be a physical unit, that is, it may be located in one place, or may be distributed to multiple network units. Part or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.
  • each functional unit in each embodiment of the present application may be integrated into one processing unit, each unit may exist separately physically, or two or more units may be integrated into one unit.
  • the functions are realized in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium.
  • the technical solution of the present application can be embodied in the form of a software product in essence, or the part that contributes to the prior art or the technical solution.
  • the computer software product is stored in a storage medium, including several instruction It is used to make a computer device (which may be a personal computer, a server, or a network device, etc.) execute all or part of the steps of the methods in the various embodiments of the present application.
  • the aforementioned storage media include: U disk, mobile hard disk, read-only memory (Read-Only Memory, ROM), random access memory (Random Access Memory, RAM), magnetic disk or optical disc and other media that can store program codes. .

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Abstract

本申请实施例提供一种动力电池加热电路、系统、控制方法及用电设备，该动力电池加热电路包括：供电模块，包括至少一个电池组；逆变模块，与供电模块连接，包括M相桥臂电路，且桥臂电路与电池组并联连接，M为三的偶数倍；驱动模块，包括具有M个绕组的电机，M个绕组分别与桥臂电路的M相桥臂一一对应连接；控制模块，与桥臂电路连接，控制桥臂电路中至少三相桥臂的上桥臂，以及剩余桥臂中相同相数桥臂的下桥臂均导通，使供电模块、逆变模块及驱动模块形成交替切换的充电回路和放电回路。本申请能够在原有多相电机的基础上，实现对供电模块的电池进行快速加热。

Description

动力电池加热电路、系统、控制方法及用电设备 技术领域
本申请涉及电池技术领域，特别是涉及一种动力电池加热电路、系统、控制方法及用电设备。
背景技术
由于具有能量密度高、可循环充电、安全环保等优点，动力电池被广泛应用于新能源汽车、消费电子、储能系统等领域中。
但是，低温环境下动力电池的使用会受到一定限制。具体地，动力电池在低温环境下的放电容量会严重衰退，以及电池在低温环境下无法充电。尤其六相电机(或更多相的电机)需要动力电池提供的动力更大，当动力电池的充放电能力被限制时，六相电机车辆的体验感也会更差。因此，为了能够正常使用动力电池，需要在低温环境下为动力电池进行加热。
发明内容
本申请实施例提供了一种动力电池加热电路、系统、控制方法及用电设备，能够在原有多相电机的基础上，实现对供电模块的电池进行快速加热。
第一方面，本申请提供了一种动力电池加热电路，包括：供电模块，包括至少一个电池组；逆变模块，与所述供电模块连接，包括M相桥臂电路，且所述桥臂电路与所述电池组并联连接，M为三的偶数倍；驱动模块，包括具有M个绕组的电机，所述M个绕组分别与所述桥臂电路的M相桥臂一一对应连接；控制模块，与所述桥臂电路连接，用于控制所述桥臂电路中至少三相桥臂的上桥臂，以及剩余桥臂中相同相数桥臂的下桥臂均导通，使所述供电模块、所述逆变模块及所述驱动模块形成交替切换的充电回路和放电回路。
本申请实施例的技术方案中，通过设置与逆变模块连接的控制模块，可通过控制桥臂电路中各相桥臂的导通或关闭，使所述供电模块、所述逆变模块及所述驱动模块形成充电回路或放电回路，该充电回路或放电回路工作时，会有电流流经供电模块的电池组，电池组具有一定的内阻，可消耗部分电流，将电能转化为热能，从而产生热量为供电模块的电池组进行加热。且为了能够对电池组，尤其是六相电机驱动系统的电池组，进行有效加热，本实施例通过控制模块，控制桥臂电路中至少三相桥 臂的上桥臂，以及剩余桥臂中相同相数桥臂的下桥臂均导通，使所述供电模块、所述逆变模块及所述驱动模块形成交替切换的充电回路和放电回路，以对所述电池组进行充放电，如此，可形成循环充放电的充放电回路，可持续对电池组进行加热，直至电池组的温度达到正常的工作温度，使得动力电池在低温环境下也能正常使用，避免动力电池的充放电能力被限制，大大提高客户冬季用车的体验。
在一些实施例中，所述电机包括六相对称电机。由于六相对称电机中三相绕组通入或流出的电流始终大小相当，且电流方向两两对称，可使得合成电流较小，从而形成较小的合成磁场，可避免该加热电路工作时产生较大的噪声。
在一些实施例中，所述充电回路或放电回路中，与导通的三相上桥臂分别连接的三个绕组的空间相位差为120°，与导通的三个下桥臂分别连接的三个绕组的空间相位差为120°。充电回路或放电回路中，与导通的三相上(下)桥臂分别连接的三个绕组的空间相位差为120°，则流入(流出)三相绕组的电流的空间相位差为120°，使得三相空间对称的绕组合成的定子磁场接近为零(约0～0.5T)，从而使得在利用该动力电池加热电路对动力电池进行加热时，可有效抑制由于定子磁场与转子磁场相互作用产生的振动噪声。同时，通过控制流入属于同一电机中的多个绕组的电流的合成磁场为0～0.5T，使得电机不发生运转，还可以解决电机中转子发热的问题，从而延长了电池自加热使用时间。
第二方面，本申请提供了一种动力电池加热控制方法，应用于第一方面所述的动力电池加热电路，所述方法包括：发送使能信号，控制所述桥臂电路中至少三相桥臂的上桥臂，以及剩余桥臂中相同相数桥臂的下桥臂均导通，使所述电池加热电路的供电模块、逆变模块及驱动模块形成交替切换的充电回路和放电回路。
本申请实施例的技术方案中，通过控制模块控制桥臂电路中至少三相桥臂的上桥臂，以及剩余桥臂中相同相数桥臂的下桥臂均导通，使供电模块、逆变模块及驱动模块形成交替切换的充电回路和放电回路，以对电池组进行充放电，如此，可形成循环充放电的充放电回路，可持续对电池组进行加热，直至电池组的温度达到正常的工作温度，使得动力电池在低温环境下也能正常使用，避免动力电池的充放电能力被限制，大大提高客户冬季用车的体验。
在一些实施例中，以预设频率向所述逆变模块发送加热信号，以控制所述逆变模块交替地切换所述充电回路和放电回路。避免使电池长时间放电，对电池进行消耗，或电机长时间做功，引起电机转子转动或定子发热的问题。
在一些实施例中，以预设频率向所述逆变模块发送加热信号，包括：以预设频率交替地向所述逆变模块发送第一加热信号和第二加热信号；所述第一加热信号使所述桥臂电路中至少三相桥臂的上桥臂，以及剩余桥臂中相同相数桥臂的下桥臂均导通，使所述电池加热电路的供电模块、逆变模块及驱动模块形成充电回路；所述第二加热信号使所述至少三相桥臂的下桥臂，以及所述剩余桥臂中相同相数桥臂的上桥臂均导通，使所述电池加热电路的供电模块、逆变模块及驱动模块形成放电回路。既 能够实现对动力电池的有效加热功能，又可以避免长时间充电或放电造成的能量损失及噪声。
在一些实施例中，所述驱动模块的电机包括六相对称电机；所述第一加热信号使所述六相桥臂电路中三相桥臂的上桥臂，以及另外三相桥臂的下桥臂均导通，使所述电池加热电路的供电模块、逆变模块及驱动模块形成充电回路；所述第二加热信号使所述六相桥臂电路中所述三相桥臂的下桥臂，以及所述另外三相桥臂的上桥臂均导通，使所述电池加热电路的供电模块、逆变模块及驱动模块形成放电回路；所述充电回路或放电回路中，与导通的三相上桥臂分别连接的三个绕组的空间相位差为120°，与导通的三个下桥臂分别连接的三个绕组的空间相位差为120°。通过控制流入属于同一电机中的多个绕组的电流的合成磁场为0～0.5T，使得电机不发生运转，还可以解决电机中转子发热的问题，从而延长了电池自加热使用时间。
在一些实施例中，所述以预设频率向所述逆变模块发送加热信号，包括：确定电池组的荷电状态值是否大于或等于预设阈值；若是，则以预设频率向所述逆变模块发送加热信号。当动力电池的SOC大于预设阈值时，可以将流经回路的电流调制为交流电流，利用交流电流通过动力电池内阻发热，从而对动力电池进行加热，能够提高加热效率；当电池SOC小于等于预设阈值时，即在电池电量不足时，利用直流电流在绕组产生热量对动力电池加热，能够降低电量消耗，提高了动力电池加热系统的灵活性。
在一些实施例中，所述以预设频率向所述逆变模块发送加热信号，包括：获取所述电机的工作状态；若所述电机的工作状态为非驱动状态，则以预设频率向所述逆变模块发送加热信号。通过判断电机的工作状态，可防止在电机处于驱动状态时对动力电池进行加热，进而影响车辆等动力装置的性能。
在一些实施例中，所述以预设频率向所述逆变模块发送加热信号，包括：接收车辆控制器发送的控制信号；若所述控制信号指示为所述动力电池加热，则以预设频率向所述逆变模块发送加热信号。通过接收车辆控制器发送的控制信号，可快速进入加热模式，及时为动力电池进行加热。
在一些实施例中，所述以预设频率向所述逆变模块发送加热信号，包括：接收电池管理系统发送的请求数据；若所述请求数据指示所述动力电池满足加热条件，则以预设频率向所述逆变模块发送加热信号。通过接收BMS发送的加热请求，使得控制模块能够及时控制动力电池加热系统为动力电池进行加热，避免影响车辆等动力装置的使用。
在一些实施例中，所述方法还包括：确定所述电池组的温度是否满足停止加热条件；所述停止加热条件包括所述电池组达到预设温度或所述动力电池的温升异常；若是，则向所述逆变模块发送停止加热信号，所述停止加热信号使所述逆变模块断开所述充电回路或放电回路。通过设置停止加热信号，可以在电池组的温度温升异常或达到正常工作的温度后及时停止加热，以避免浪费资源，及便于使用者及时使用
第三方面，本申请提供了一种动力电池加热系统，所述系统包括加热控制器以及第一方面任意一项所述的动力电池加热电路；所述加热控制器用于向所述动力电池加热电路发送指令，以控制所述动力电池加热电路形成交替切换的充电回路和放电回路。
第四方面，本申请提供了一种用电设备，包括如第三方面所述的动力电池加热系统。
上述说明仅是本申请技术方案的概述，为了能够更清楚了解本申请的技术手段，而可依照说明书的内容予以实施，并且为了让本申请的上述和其它目的、特征和优点能够更明显易懂，以下特举本申请的具体实施方式。
附图说明
为了更清楚地说明本申请实施例的技术方案，下面将对本申请实施例中所需要使用的附图作简单地介绍，显而易见地，下面所描述的附图仅仅是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据附图获得其他的附图。
图1是本申请一实施例提供的动力电池加热电路的示意性框图；
图2是本申请一实施例提供的动力电池加热电路的电路图(放电回路)；
图3是本申请一实施例提供的动力电池加热电路的电路图(充电回路)；
图4是本申请一实施例提供的动力电池加热场景下的控制方法流程图；
图5是本申请一实施例提供的加热控制器的示意性框图。
具体实施方式
下面将结合附图对本申请技术方案的实施例进行详细的描述。以下实施例仅用于更加清楚地说明本申请的技术方案，因此只作为示例，而不能以此来限制本申请的保护范围。
除非另有定义，本文所使用的所有的技术和科学术语与属于本申请的技术领域的技术人员通常理解的含义相同；本文中所使用的术语只是为了描述具体的实施例的目的，不是旨在于限制本申请；本申请的说明书和权利要求书及上述附图说明中的术语“包括”和“具有”以及它们的任何变形，意图在于覆盖不排他的包含。
在本申请实施例的描述中，技术术语“第一”“第二”等仅用于区别不同对象，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量、特定顺序或主次关系。在本申请实施例的描述中，“多个”的含义是两个以上，除非另有明确具体的限定。
在本文中提及“实施例”意味着，结合实施例描述的特定特征、结构或特性可以包含在本申请的至少一个实施例中。在说明书中的各个位置出现该短语并不一定均是指相同的实施例，也不是与其它实施例互斥的独立的或备选的实施例。本领域技术人员显式地和隐式地理解的是，本文所描述的实施例可以与其它实施例相结合。
在本申请实施例的描述中，术语“和/或”仅仅是一种描述关联对象的关联关系，表示可以存在三种关系，例如A和/或B，可以表示：单独存在A，同时存在A和B，单独存在B这三种情况。另外，本文中字符“/”，一般表示前后关联对象是一种“或”的关系。
在本申请实施例的描述中，术语“多个”指的是两个以上(包括两个)，同理，“多组”指的是两组以上(包括两组)，“多片”指的是两片以上(包括两片)。
在本申请实施例的描述中，技术术语“中心”“纵向”“横向”“长度”“宽度”“厚度”“上”“下”“前”“后”“左”“右”“竖直”“水平”“顶”“底”“内”“外”“顺时针”“逆时针”“轴向”“径向”“周向”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申请实施例和简化描述，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申请实施例的限制。
在本申请实施例的描述中，除非另有明确的规定和限定，技术术语“安装”“相连”“连接”“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；也可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本申请实施例中的具体含义。
随着时代的发展，新能源汽车由于其环保性、低嗓音、使用成本低等优点，具有巨大的市场前景且能够有效促进节能减排，有利于社会的发展和进步。
本申请注意到，由于动力电池的电化学特性，在低温环境下，动力电池的充放电能力被大大限制，严重影响客户冬季用车体验。尤其六相电机(或更多相的电机)需要动力电池提供的动力更大，当动力电池的充放电能力被限制时，六相电机车辆的体验感也会更差。因此，为了能够正常使用动力电池，需要在低温环境下为动力电池进行加热。
为了提高动力电池在在低温环境下的充放电能力，本申请研究发现，为了避免在对动力电池加热时增加不必要的成本，可以利用电机回路对动力电池进行加热。具体为，电机工作过程中产生热量，可通过车辆冷却系统吸收电机绕组产生的热量，再将吸收的热量传输至动力电池，为动力电池进行加热。但是，通过电机回路对电池进行加热时，冷却系统本身会消耗部分热量，使得对动力电池的加热能力大大下 降。且作为电池动力的驱动系统，当动力电池的充放电能力被大大限制时，其对电机的供电能力也下降，电机绕组产生的热量也会大大下降，对动力电池的加热作用会也大大削弱，致使无法为动力电池进行有效加热。
基于以上考虑，为了解决动力电池在低温环境下，充放电能力被大大限制，严重影响客户冬季用车体验的问题，本申请经过深入研究，设计了一种动力电池加热电路，通过设置控制模块，并设置该控制模块与逆变模块的桥臂电路连接，可控制所述桥臂电路中至少三相桥臂的上桥臂，以及剩余桥臂中相同相数桥臂的下桥臂均导通，使所述供电模块、所述逆变模块及所述驱动模块形成交替切换的充电回路和放电回路。
应用这样的动力电池加热电路，通过设置与逆变模块连接的控制模块，可通过控制桥臂电路中各相桥臂的导通或关闭，使所述供电模块、所述逆变模块及所述驱动模块形成充电回路或放电回路，该充电回路或放电回路工作时，会有电流流经供电模块的电池组，电池组具有一定的内阻，可消耗部分电流，将电能转化为热能，从而产生热量为供电模块的电池组进行加热。
为了能够对电池组，尤其是六相电机驱动系统的电池组，进行有效加热，本实施例通过控制模块，控制桥臂电路中至少三相桥臂的上桥臂，以及剩余桥臂中相同相数桥臂的下桥臂均导通，使所述供电模块、所述逆变模块及所述驱动模块形成交替切换的充电回路和放电回路，以对所述电池组进行充放电，如此，可形成循环充放电的充放电回路，可持续对电池组进行加热，直至电池组的温度达到正常的工作温度，使得动力电池在低温环境下也能正常使用，避免动力电池的充放电能力被限制，大大提高客户冬季用车的体验。
本申请实施例中的动力电池可以但不限于为锂离子电池、锂金属电池、铅酸电池、镍隔电池、镍氢电池、锂硫电池、锂空气电池或者钠离子电池等，在此不做限定。从规模而言，本申请实施例中的电池可以为电芯单体，也可以是电池模组或电池包，在此不做限定。从应用场景而言，电池可以但不限应用于汽车、轮船等动力装置中。比如，可以应用于动力汽车内，为动力汽车的电机供电，作为电动汽车的动力源。电池还可为电动汽车中的其他用电器件供电，比如为车内空调、车载播放器等供电。
以下实施例为了方便说明，以本申请一实施例的一种用电设备为新能源汽车(动力汽车)为例进行说明。
驱动系统是新能源汽车的核心部件之一，其驱动特性决定了汽车行驶的主要性能指标。新能源汽车的电机驱动系统主要由电动机(即电机)、电机控制器、各种检测传感器以及供电模块等部分构成。电机是应用电磁感应原理运行的旋转电磁机械，用于实现电能向机械能的转换。运行时从供电模块吸收电功率，向机械系统输出机械功率。
为了使得动力电池在低温环境下也能正常使用，可以通过本申请实施例提供的动力电池加热电路对供电模块的电池组进行加热。
根据本申请的一些实施例，参照图1，并请进一步参照图2和图3，图1为本申请一些实施例提供的动力电池加热电路的模块化示意图，图2为本申请一些实施例提供的动力电池加热电路形成放电回路的结构示意图，图3为本申请一些实施例提供的动力电池加热电路形成充电回路的结构示意图。本申请提供了一种动力电池加热电路，该电路包括供电模块210、逆变模块220、驱动模块230及控制模块240。供电模块210包括至少一个电池组。逆变模块220与供电模块210连接，包括M相桥臂电路，且桥臂电路与电池组并联连接，M为三的偶数倍。驱动模块230，包括具有M个绕组的电机，M个绕组分别与桥臂电路的M相桥臂一一对应连接。控制模块240，与桥臂电路连接，控制桥臂电路中至少三相桥臂的上桥臂，以及剩余桥臂中相同相数桥臂的下桥臂均导通，使供电模块210、逆变模块220及驱动模块230形成交替切换的充电回路和放电回路，以对电池组进行充放电。
对于供电模块210，采用动力电池实现，至少包括一个电池组，电池组可以是包括多个电池模块的集合，也可以是包括多个电芯的电池模块。
对于逆变模块220，可以采用各种类型的开关实现。例如，逆变模块220可以由电机驱动系统中的逆变器实现，其中逆变器可以采用绝缘栅双极型功率管(Insulated Gate Bipolar Transistor，IGBT)的桥臂电路实现。具体地，桥臂电路的桥臂数量与驱动模块230中的绕组数量相同，至少为六相。例如，驱动模块230包括六相电机，桥臂电路则包括六相桥臂，可以包括A相桥臂、B相桥臂、C相桥臂、D相桥臂、E相桥臂和F相桥臂，也可以包括两个U相桥臂、两个V相桥臂和两个W相桥臂。其中，每相桥臂均具有上桥臂和下桥臂，其上桥臂和下桥臂各自设置有开关单元。
对于驱动模块230，可以具体包括：与桥臂相连的M相绕组。其中，多个绕组共线连接，具有公共连接点，且每个绕组远离公共连接点的一端分别与一相桥臂的上桥臂和下桥臂的连接点相连。
对于控制模块240，向该逆变模块220发送加热信号(即使能信号)，该加热信号可控制上桥臂和下桥臂的开关单元，以控制上桥臂或下桥臂的通断。控制模块240可以为车辆控制器(Vehicle control unit，VCU)和/或电机控制器(Motor control unit,MCU)，也可以为单独设置的、专门用于控制上述桥臂电路形成充放电回路的控制器，本实施例对此不作具体限定。
电池组、M相桥臂以及电机并联连接；M相桥臂的上下桥臂连接点分别与M相电机的M相绕组一一对应连接；控制模块240控制桥臂电路的上下桥臂导通或断开，以交替地切换充电回路和放电回路，使得电流在供电模块210内部流动，从而产生热量为供电模块210加热。
其中，电机具体可以为六相对称电机。由于对称电机的M个绕组的空间相位差可以为360°与M的比值。则该六相对称电机的6个绕组的空间相位差为60°。
单向绕组的磁动势是空间呈阶梯型分布，随时间按电流的变化规律交变的脉振磁动势。将六相电机中的六个单相绕组的磁动势叠加，即为六相绕组的合成磁场。而合成磁场的数值越大，则该电机的振动越强烈，振动噪声越大。
采用六相对称电机，相应地，逆变模块220的桥臂电路也包括六相桥臂，在形成充电回路或放电回路时，控制模块240控制六相桥臂中任意三相桥臂的上桥臂导通，而其余三相桥臂的下桥臂导通，电流从六个绕组中的三个进入，从另外三个出来。对于六相对称电机来说，由于三相绕组通入或流出的电流始终大小相当，且电流方向两两对称，可使得合成电流较小，从而形成较小的合成磁场，可避免该加热电路工作时产生较大的噪声。
需要说明的是，驱动模块230不限于是六相电机，还可以是十二相电机或其他大于六相的电机等。对应地，逆变模块220可以包括三相桥臂或六相桥臂。且每次导通的上桥臂数量和下桥臂数量相同。
进一步地，当电机为六相对称电机时，充电回路或放电回路中，与导通的三相上桥臂分别连接的三个绕组(可称为第一绕组)的空间相位差为120°，与导通的三个下桥臂分别连接的三个绕组(可称为第二绕组)的空间相位差为120°。
充电回路或放电回路中，与导通的三相上(下)桥臂分别连接的三个绕组的空间相位差为120°，则流入(流出)三相绕组的电流的空间相位差为120°，使得三相空间对称的绕组合成的定子磁场接近为零(约0～0.5T)，从而使得在利用该动力电池加热电路对动力电池进行加热时，可有效抑制由于定子磁场与转子磁场相互作用产生的振动噪声。同时，通过控制流入属于同一电机中的多个绕组的电流的合成磁场为0～0.5T，使得电机不发生运转，还可以解决电机中转子发热的问题，从而延长了电池自加热使用时间。
下面结合图2和图3，详细描述本申请实施例提供的动力电池加热电路的电路图。
如图2所示，六相电机的六个绕组可分别第一绕组和第二绕组，第一绕组分别为六相电机中的绕组311、绕组312以及绕组313，第二绕组分别为六相电机中的绕组314、绕组315以及绕组316。六相桥臂可包括桥臂331-336，其中，桥臂331、桥臂332以及桥臂333分别与第一绕组中的绕组311、绕组312以及绕组313一一对应连接。桥臂334、桥臂335以及桥臂336分别与第二绕组中的绕组314、绕组315以及绕组3163一一对应连接。
具体地，桥臂331的上桥臂3311与下桥臂3312的连接点与绕组311的一端相连，桥臂332的上桥臂3321与下桥臂3322的连接点与绕组312的一端相连，桥臂333的上桥臂3331与下桥臂3332的连接点与绕组313的一端相连，桥臂334的上桥臂 3341和下桥臂3342的连接点与绕组314的一端相连，桥臂335的上桥臂3351与下桥臂3352的连接点与绕组315的一端相连，桥臂336的上桥臂3361与下桥臂3362的连接点与绕组316的一端相连。
供电模块210、上桥臂3311～3331、绕组311～313、绕组314～316以及下桥臂3342～3362共同形成放电回路，如图2所示。同样地，供电模块210、下桥臂3312～3332、绕组311～313、绕组314～316以及上桥臂3341～3361共同形成充电回路，如图3所示。其中，在控制模块240的控制下，充电回路和放电回路周期性地交替导通。
在图2和图3所示的实施例中，通过控制电流流入绕组311～313的三个绕组之间的空间相位差为120°以及控制电流流出绕组314～316的三个绕组之间的空间相位差为120°，使得在利用该六相电机的回路为动力电池加热时，能够有效抑制电机的振动噪声。并且由于本申请实施例提供的动力电池加热系统不会使得电机发生运转，可以解决电机中转子发热的问题，从而延长了电池自加热使用时间。
需要说明的是，绕组311～313可以作为输入绕组，绕组314～316可以作为输出绕组。可替代地，绕组311～313可以作为输出绕组，绕组314～316可以作为输入绕组。只要保证相连于绕组311～313的三相桥臂的上桥臂与相连于绕组314～316的三相桥臂的下桥臂同时保持开关单元的导通或关断，相连于绕组311～313的三相桥臂的下桥臂与相连于绕组314～316的上桥臂同时保持开关单元的导通或关断即可实现图2所示的放电回路和图3所示的充电回路。
可选地，图2和图3所示的动力电池加热电路中，还包括与供电模块210并联的电容C，其主要起到稳压和滤除杂波等作用。
基于上述动力电池加热电路相同的构思，本申请实施例还提供一种动力电池加热控制方法，可应用于上述的动力电池加热电路，该方法包括：发送使能信号，控制桥臂电路中至少三相桥臂的上桥臂，以及剩余桥臂中相同相数桥臂的下桥臂均导通，使电池加热电路的供电模块210、逆变模块220及驱动模块230形成交替切换的充电回路和放电回路。
其中，使能信号通常为高电平或低电平的数字信号，用于控制桥臂电路中桥臂开关的通断，例如，高电平控制桥臂电路的上桥臂导通、下桥臂断开，则当某相桥臂接收到控制模块240发送的高电平使能信号时，该相桥臂的上桥臂导通，而下桥臂断开。
在一些本实施例中，控制模块240可以预设频率向逆变模块220中不同的桥臂发送加热信号，以控制逆变模块220交替地切换充电回路和放电回路。
其中，预设频率即预设每单位时间向逆变模块220中不同的桥臂发送加热信号的次数，可用于限定两次发送加热信号的时间间隔，也就是说，控制模块240在 向逆变模块220发送加热信号时开始计时，预定时间间隔后，再次向逆变模块220发送加热信号。且相邻两次的加热信号发送至不同的桥臂，以控制逆变模块220交替地切换充电回路和放电回路。
若该时间间隔过长，则可能会使电池长时间放电，会对电池进行消耗，进一步降低电池的放电效率。或者导致电机长时间做功，则可能会引起电机转子转动或定子发热的问题。若该时间间隔过长，则由于通过电池的电流比较小，时间多短可能产生的热量还不足以对电池组进行有效加热。故，本实施例设定控制模块240以预设频率向逆变模块220中不同的桥臂发送加热信号，该预设频率可根据实际情况具体选择，以避免发送加热信号的时间间隔过短或过长。
具体地，控制模块240以预设频率向逆变模块220发送加热信号时，可以预设频率交替地向逆变模块220发送第一加热信号和第二加热信号。第一加热信号使桥臂电路中至少三相桥臂的上桥臂，以及剩余桥臂中相同相数桥臂的下桥臂均导通，使电池加热电路的供电模块210、逆变模块220及驱动模块230形成充电回路。第二加热信号使至少三相桥臂的下桥臂，以及剩余桥臂中相同相数桥臂的上桥臂均导通，使电池加热电路的供电模块210、逆变模块220及驱动模块230形成放电回路。
其中，第一加热信号和第二加热信号与上述使能信号类似，均可以为高电平或低电平的数字信号，用于控制桥臂电路中桥臂开关的通断，例如，高电平控制桥臂电路的上桥臂导通、下桥臂断开，则当某相桥臂接收到控制模块240发送的高电平使能信号时，该相桥臂的上桥臂导通，而下桥臂断开。
控制模块240以上述预设频率向逆变模块220发送第一加热信号和第二加热信号，分别控制桥臂电路中相应的桥臂导通和断开，使述电池加热电路的供电模块210、逆变模块220及驱动模块230，在相应频率下，交替地形成充电回路和放电回路，既能够实现对动力电池的有效加热功能，又可以避免长时间充电或放电造成的能量损失及噪声。
在上述驱动模块的电机为六相对称电机时，具体地，第一加热信号使六相桥臂电路中三相桥臂的上桥臂，以及另外三相桥臂的下桥臂均导通，使电池加热电路的供电模块210、逆变模块220及驱动模块230形成充电回路。第二加热信号使六相桥臂电路中三相桥臂的下桥臂，以及另外三相桥臂的上桥臂均导通，使电池加热电路的供电模块210、逆变模块220及驱动模块230形成放电回路。且充电回路或放电回路中，与导通的三相上桥臂分别连接的三个绕组的空间相位差为120°，与导通的三个下桥臂分别连接的三个绕组的空间相位差为120°。
充电回路或放电回路中，与导通的三相上(下)桥臂分别连接的三个绕组的空间相位差为120°，则流入(流出)三相绕组的电流的空间相位差为120°，使得三相空间对称的绕组合成的定子磁场接近为零(约0～0.5T)，从而使得在利用该动力电池加热电路对动力电池进行加热时，可有效抑制由于定子磁场与转子磁场相互作用产生的振动噪声。同时，通过控制流入属于同一电机中的多个绕组的电流的合成磁场为 0～0.5T，使得电机不发生运转，还可以解决电机中转子发热的问题，从而延长了电池自加热使用时间。
在一些实施例中，以预设频率向逆变模块220发送加热信号，可以包括：确定电池组的荷电状态值是否大于或等于预设阈值；若是，则以预设频率向逆变模块220发送加热信号。
荷电状态值(State OfCharge，SOC)是指电池在一定的放电倍率下，剩余电量与相同条件下额定容量的比值。SOC是电池管理系统(Battery Management System，BMS)的重要参数之一，也是整个汽车的充放电控制策略和电池均衡工作的依据。但是由于锂电池本身结构的复杂性，其荷电状态不能通过直接测量得到，仅能根据电池的某些外部特性，如电池的内阻、温度、电流等相关参数，利用相关的特性曲线或计算公式完成对SOC的估算工作。
本申请实施例可应用于对温度较低的动力电池进行加热的场景中。比如，可以应用于通过对动力电池加热，使动力电池的温度上升，达到电池组可正常使用的温度的具体场景中。具体地，在本申请实施例中，当动力电池的SOC大于预设阈值时，可以将流经回路的电流调制为交流电流，利用交流电流通过动力电池内阻发热，从而对动力电池进行加热，能够提高加热效率；当电池SOC小于等于预设阈值时，即在电池电量不足时，利用直流电流在绕组产生热量对动力电池加热，能够降低电量消耗，提高了动力电池加热系统的灵活性。
可选地，可以在一开始控制逆变模块220，使得流经电机回路的电流为直流电流，并周期性地确定动力电池的SOC，一旦确定动力电池的SOC大于预设阈值，就控制逆变模块220，使得流经电机回路的电流为交流电流，并利用交流电流通过动力电池内阻发热，从而对动力电池进行加热，从而能够提高加热效率。
具体地，可以利用空间矢量控制法(Space Vector Pulse Width Modulation，SVPWM)算法将电机绕组中的电流调制为直流电或交流电。
需要说明的是，当电机绕组中通以直流电流时，会使电机的径向电磁力减小，以及使电机转子的涡流损耗降低，从而导致转子发热量降低。因此，在电机绕组通以直流电流时，会降低电机转子发热量和电磁振动噪声。
在一些实施例中，以预设频率向逆变模块220发送加热信号可以包括以下处理：获取电机的工作状态；在电机的工作状态为非驱动状态，则以预设频率向逆变模块220发送加热信号。
通过判断电机的工作状态，可防止在电机处于驱动状态时对动力电池进行加热，进而影响车辆等动力装置的性能。
进一步地，可以在电机处于非驱动状态并且动力电池加热系统无故障时，向该逆变模块220发送加热信号。
需要说明的是，在本申请实施例中，动力电池加热系统存在故障是指供电模块210、驱动模块230、控制模块240、逆变模块220以及导热回路等中的任一发生故障。而导热回路发生故障则包括但不限于互通阀损坏、导热回路中介质不足等问题。
可选地，可以获取档位信息和电机转速信息，并以此判断电机处于驱动状态还是非驱动状态。具体地，当判定当前档位为P档且车速为0时，则表明电机处于非驱动状态；当判定当前档位不为P档或者是车速不为0时，则表明电机处于驱动状态。通过档位信息和电机转速信息进行判断，在任一条件不满足时便不向电机发送加热信号，防止车辆在正常行驶状态下对动力电池加热，进而影响车辆性能。
在一些实施例中，以预设频率向逆变模块220发送加热信号可以包括：接收电池管理系统发送的请求数据；若请求数据指示动力电池满足加热条件，则以预设频率向逆变模块220发送加热信号。
通过接收BMS发送的加热请求，使得控制模块能够及时控制动力电池加热系统为动力电池进行加热，避免影响车辆等动力装置的使用。
在一些实施例中，以预设频率向逆变模块220发送加热信号可以包括：接收车辆控制器发送的控制信号；若控制信号指示为动力电池加热，则以预设频率向逆变模块220发送加热信号。
在本申请实施例中，控制模块240可以包括车辆控制器(Vehicle control unit，VCU)和/或电机控制器(Motor control unit,MCU)。
可选地，当车辆控制器接收到BMS发送的加热请求时，车辆控制器可以向电机控制器发送控制信号，该控制信号用于指示对动力电池加热，即该控制信号用于指示电机控制器向逆变模块220发送加热信号。例如，电机控制器在接收到整成控制器发送的控制信号之后，可以向逆变模块220发送第一加热信号，该第一加热信号用于控制逆变模块220，使得供电模块210、逆变模块220以及三个第一绕组和三个第二绕组之间形成放电回路(或充电回路)。在预设时间间隔之后，电机控制器向逆变模块220发送第二加热信号，该第二加热信号用于控制逆变模块220，使得使得供电模块210、逆变模块220以及三个第一绕组和三个第二绕组之间形成充电回路(或放电回路)，该充电回路和放电回路中的电流方向相反，电流依次从三个第一绕组流入，再从三个第二绕组流出。
在一些实施例中，该动力电池加热控制方法还包括以下处理：确定电池组的温度是否满足停止加热条件；停止加热条件包括电池组达到预设温度或动力电池的温升异常；若是，则向逆变模块220发送停止加热信号，停止加热信号使逆变模块220断开充电回路或放电回路。
其中，预设温度可以设置为电池组可以正常工作的温度，可稍微高于能够正常工作的最低温，以延长电池组再次加热的时间。温升异常可以是升温过快或过慢。
通过设置停止加热信号，可以在电池组的温度温升异常或达到正常工作的温度后及时停止加热，以避免浪费资源，及便于使用者及时使用。
下面将分别以图2和图3中所示的动力电池加热电路为例，详细描述本申请实施例的动力电池加热控制方法，图4示出了该动力电池加热控制方法的示意性流程图，如图4所示，该控制方法包括以下步骤：
S601，BMS采集电池包的温度、SOC、电压信号以及电流信号等电池参数。
S602，BMS根据电池各项参数判断是否满足加热条件，若满足则根据SOC状态发送相应的加热请求至VCU，例如，向VCU发送加热到预设温度时的所需的电功率。
S603，BMS或VCU判断电池SOC是否大于预设阈值。
S604，若SOC大于预设阈值，则利用流经电机回路的交流电流所产生的热量为动力电池加热。
S605，若SOC小于或等于预设阈值，则利用流经电机回路的直流电流所产生的热量为动力电池加热。
在604之后，VCU读取电机的当前工作状态。
例如，若电机处于驱动状态(即工作状态)下，则VCU发送驱动信号至电机控制器。此时，电机控制器向逆变模块220发送周期驱动信号控制桥臂331～336的上桥臂和下桥臂根据电机控制器发送的周期驱动信号进行开关导通的切换，实现电池电流的逆变控制。若电机处于非驱动状态，则VCU发送控制信号至电机控制器。此时，电机控制器向逆变模块220发送第一加热信号和第二加热信号，交替控制桥臂331～333的上桥臂与桥臂334～336的下桥臂、桥臂331～333的下桥臂与桥臂334～336的上桥臂同时保持开关的导通与关断。
具体地，当桥臂331～333的上桥臂3311、3321以及3331和桥臂334～336的下桥臂3342、3352、3362导通，桥臂331～333的下桥臂3312、3322以及3332和桥臂334～336的上桥臂3341、3351、3361关断时，此时电池350放电，放电回路为：350(+)→(3311/3321/3331)→(311/312/313)→(314/315/316)→(3342/3352/3362)→350(-)，电流状态如图2所示。当桥臂331～333的下桥臂3312、3322以及3332和桥臂334～336的上桥臂3341、3351、3361导通，桥臂331～333的上桥臂3311、3321以及3331和桥臂334～336的下桥臂3342、3352、3362关断时，此时电池350充电，充电回路为：350(-)→(3312/3322/3332)→(311/312/313)→(314/315/316)→(3341/3351/3361)→350(+)，电流状态如图3所示。
S606，BMS判断电池组温度有无异常，若有则发送温升异常信息至VCU， VCU转发温升异常信息至电机控制器，停止加热。
S607，若S606判断温升无异常，则BMS判断电池组温度是否达到要求，若达到要求，则VCU转发停止加热信息至电机控制器，停止加热；否则，重复S604/S605以及S606。
本申请实施例提供的动力电池加热控制方法，通过控制模块240，控制桥臂电路中至少三相桥臂的上桥臂，以及剩余桥臂中相同相数桥臂的下桥臂均导通，使供电模块210、逆变模块220及驱动模块230形成交替切换的充电回路和放电回路，以对电池组进行充放电，如此，可形成循环充放电的充放电回路，可持续对电池组进行加热，直至电池组的温度达到正常的工作温度，使得动力电池在低温环境下也能正常使用，避免动力电池的充放电能力被限制，大大提高客户冬季用车的体验。
基于上述动力电池加热电路相同的构思，本申请实施例还提供一种动力电池加热系统，系统包括加热控制器以及上述的动力电池加热电路；加热控制器用于向动力电池加热电路发送指令，以控制动力电池加热电路形成交替切换的充电回路和放电回路。
具体地，该加热控制器可以为上述车辆控制器，则动力电池加热电路的控制模块240可以为电机控制器。需要说明的是，该加热控制器也可以为单独设置的、专门用于向动力电池加热电路发送指令，以控制动力电池加热电路形成交替切换的充电回路和放电回路的控制器，本实施例对此不作具体限定。
本申请实施例提供的动力电池加热系统，通过控制模块控制动力电池加热电路形成交替切换的充电回路和放电回路，以对电池组进行充放电，如此，可形成循环充放电的充放电回路，可持续对电池组进行加热，直至电池组的温度达到正常的工作温度，使得动力电池在低温环境下也能正常使用，避免动力电池的充放电能力被限制，大大提高客户冬季用车的体验。
基于上述动力电池加热电路相同的构思，本申请实施例还提供一种用电设备，包括如上述的动力电池加热系统。
本申请实施例提供的用电设备，其动力电池加热系统可通过控制模块控制动力电池加热电路形成交替切换的充电回路和放电回路，以对电池组进行充放电，如此，可形成循环充放电的充放电回路，可持续对电池组进行加热，直至电池组的温度达到正常的工作温度，使得动力电池在低温环境下也能正常使用，避免动力电池的充放电能力被限制，大大提高客户冬季用车的体验。
可选地，该用电设备可以为动力汽车。
图5示出了本申请实施例的动力电池加热电路的控制模块240的示意性框图。如图9所示，控制模块240包括处理器2410，可选地，控制模块240还包括存储器2420，其中，存储器2420用于存储指令，处理器2410用于读取指令并基于指令执行前述本申请各种实施例的方法。
本领域普通技术人员可以意识到，结合本文中所公开的实施例描述的各示例的单元及算法步骤，能够以电子硬件、或者计算机软件和电子硬件的结合来实现。这些功能究竟以硬件还是软件方式来执行，取决于技术方案的特定应用和设计约束条件。专业技术人员可以对每个特定的应用来使用不同方法来实现所描述的功能，但是这种实现不应认为超出本申请的范围。
所属领域的技术人员可以清楚地了解到，为描述的方便和简洁，上述描述的系统、装置和单元的具体工作过程，可以参考前述方法实施例中的对应过程，在此不再赘述。
在本申请所提供的几个实施例中，应理解到，所揭露的系统、装置和方法，可以通过其它的方式实现。例如，以上所描述的装置实施例仅仅是示意性的，例如，单元的划分，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式，例如多个单元或组件可以结合或者可以集成到另一个系统，或一些特征可以忽略，或不执行。另一点，所显示或讨论的相互之间的耦合或直接耦合或通信连接可以是通过一些接口，装置或单元的间接耦合或通信连接，可以是电性，机械或其它的形式。
作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部单元来实现本实施例方案的目的。
另外，在本申请各个实施例中的各功能单元可以集成在一个处理单元中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个单元中。
功能如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储介质中。基于这样的理解，本申请的技术方案本质上或者说对现有技术做出贡献的部分或者技术方案的部分可以以软件产品的形式体现出来，计算机软件产品存储在一个存储介质中，包括若干指令用以使得一台计算机设备(可以是个人计算机，服务器，或者网络设备等)执行本申请各个实施例方法的全部或部分步骤。而前述的存储介质包括：U盘、移动硬盘、只读存储器(Read-Only Memory，ROM)、随机存取存储器(Random Access Memory，RAM)、磁碟或者光盘等各种可以存储程序代码的介质。
以上，仅为本申请的具体实施方式，但本申请的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本申请揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本申请的保护范围之内。因此，本申请的保护范围应以权利要求的保护范围为准。

Claims (14)

  1. 一种动力电池加热电路，其特征在于，包括：
    供电模块，包括至少一个电池组；
    逆变模块，与所述供电模块连接，包括M相桥臂电路，且所述桥臂电路与所述电池组并联连接，M为三的偶数倍；
    驱动模块，包括具有M个绕组的电机，所述M个绕组分别与所述桥臂电路的M相桥臂一一对应连接；
    控制模块，与所述桥臂电路连接，用于控制所述桥臂电路中至少三相桥臂的上桥臂，以及剩余桥臂中相同相数桥臂的下桥臂均导通，使所述供电模块、所述逆变模块及所述驱动模块形成交替切换的充电回路和放电回路。
  2. 根据权利要求1所述的动力电池加热电路，其特征在于，所述电机包括六相对称电机。
  3. 根据权利要求1或2任一项所述的动力电池加热电路，其特征在于，所述充电回路或放电回路中，与导通的三相上桥臂分别连接的三个绕组的空间相位差为120°，与导通的三个下桥臂分别连接的三个绕组的空间相位差为120°。
  4. 一种动力电池加热控制方法，其特征在于，应用于权利要求1-3任一项所述的动力电池加热电路，所述方法包括：
    发送使能信号，控制桥臂电路中至少三相桥臂的上桥臂，以及剩余桥臂中相同相数桥臂的下桥臂均导通，使所述电池加热电路的供电模块、逆变模块及驱动模块形成交替切换的充电回路和放电回路。
  5. 根据权利要求4所述的动力电池加热控制方法，其特征在于，
    以预设频率向所述逆变模块发送加热信号，以控制所述逆变模块交替地切换所述充电回路和放电回路。
  6. 根据权利要求5所述的动力电池加热控制方法，其特征在于，以预设频率向所述逆变模块发送加热信号，包括：
    以预设频率交替地向所述逆变模块发送第一加热信号和第二加热信号；
    所述第一加热信号使所述桥臂电路中至少三相桥臂的上桥臂，以及剩余桥臂中相同相数桥臂的下桥臂均导通，所述电池加热电路的供电模块、逆变模块及驱动模块形成充电回路；
    所述第二加热信号使所述至少三相桥臂的下桥臂，以及所述剩余桥臂中相同相数桥臂的上桥臂均导通，使所述电池加热电路的供电模块、逆变模块及驱动模块形成放电回路。
  7. 根据权利要求6所述的动力电池加热控制方法，其特征在于，所述驱动模块的电机包括六相对称电机；
    所述第一加热信号使所述六相桥臂电路中三相桥臂的上桥臂，以及另外三相桥臂的下桥臂均导通，使所述电池加热电路的供电模块、逆变模块及驱动模块形成充电回 路；
    所述第二加热信号使所述六相桥臂电路中所述三相桥臂的下桥臂，以及所述另外三相桥臂的上桥臂均导通，使所述电池加热电路的供电模块、逆变模块及驱动模块形成放电回路；
    所述充电回路或放电回路中，与导通的三相上桥臂分别连接的三个绕组的空间相位差为120°，与导通的三个下桥臂分别连接的三个绕组的空间相位差为120°。
  8. 根据权利要求5-7中任一项所述的动力电池加热控制方法，其特征在于，所述以预设频率向所述逆变模块发送加热信号，包括：
    确定电池组的荷电状态值是否大于或等于预设阈值；
    若是，则以预设频率向所述逆变模块发送加热信号。
  9. 根据权利要求5-8中任一项所述的电池加热控制方法，其特征在于，所述以预设频率向所述逆变模块发送加热信号，包括：
    获取所述电机的工作状态；
    若所述电机的工作状态为非驱动状态，则以预设频率向所述逆变模块发送加热信号。
  10. 根据权利要求5-9中任一项所述的电池加热控制方法，其特征在于，所述以预设频率向所述逆变模块发送加热信号，包括：
    接收车辆控制器发送的控制信号；
    若所述控制信号指示为所述动力电池加热，则以预设频率向所述逆变模块发送加热信号。
  11. 根据权利要求5-10中任一项所述的电池加热控制方法，其特征在于，所述以预设频率向所述逆变模块发送加热信号，包括：
    接收电池管理系统发送的请求数据；
    若所述请求数据指示所述动力电池满足加热条件，则以预设频率向所述逆变模块发送加热信号。
  12. 根据权利要求4-11任一项所述的电池加热控制方法，其特征在于，所述方法还包括：
    确定所述电池组的温度是否满足停止加热条件；所述停止加热条件包括所述电池组达到预设温度或所述动力电池的温升异常；
    若是，则向所述逆变模块发送停止加热信号，所述停止加热信号使所述逆变模块断开所述充电回路或放电回路。
  13. 一种动力电池加热系统，其特征在于，所述系统包括加热控制器以及权利要求1至3任意一项所述的动力电池加热电路；所述加热控制器用于向所述动力电池加热电路发送指令，以控制所述动力电池加热电路形成交替切换的充电回路和放电回路。
  14. 一种用电设备，其特征在于，包括如权利要求13所述的动力电池加热系统。
PCT/CN2022/085823 2021-08-05 2022-04-08 动力电池加热电路、系统、控制方法及用电设备 Ceased WO2023010878A1 (zh)

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