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WO2018076846A1 - 电动汽车电池包温度的智能控制系统和方法 - Google Patents

电动汽车电池包温度的智能控制系统和方法 Download PDF

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Publication number
WO2018076846A1
WO2018076846A1 PCT/CN2017/095026 CN2017095026W WO2018076846A1 WO 2018076846 A1 WO2018076846 A1 WO 2018076846A1 CN 2017095026 W CN2017095026 W CN 2017095026W WO 2018076846 A1 WO2018076846 A1 WO 2018076846A1
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Prior art keywords
battery
temperature
thermal management
coolant
cooling
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Application number
PCT/CN2017/095026
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English (en)
French (fr)
Inventor
任奕
何彬
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蔚来汽车有限公司
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Publication date
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Publication of WO2018076846A1 publication Critical patent/WO2018076846A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—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 cooling
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
    • H01M10/486—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte for measuring temperature
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/63—Control systems
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/63—Control systems
    • H01M10/633—Control systems characterised by algorithms, flow charts, software details or the like
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/655—Solid structures for heat exchange or heat conduction
    • H01M10/6551—Surfaces specially adapted for heat dissipation or radiation, e.g. fins or coatings
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/655—Solid structures for heat exchange or heat conduction
    • H01M10/6554—Rods or plates
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6567—Liquids
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6567—Liquids
    • H01M10/6568—Liquids characterised by flow circuits, e.g. loops, located externally to the cells or cell casings
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6569—Fluids undergoing a liquid-gas phase change or transition, e.g. evaporation or condensation
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/657—Means for temperature control structurally associated with the cells by electric or electromagnetic means
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
    • H01M10/663—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/36—Temperature of vehicle components or parts
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the invention belongs to the field of new energy electric vehicles, and particularly relates to an intelligent control system and method for electric vehicle battery pack temperature.
  • the present invention is directed to optimizing a battery pack for the purpose of extending the life of the battery pack.
  • the life of the battery pack is closely related to the temperature at which it is stored. Specifically, as shown in FIG. 1, when the temperature at which the battery pack is stored is 0 degrees Celsius, its life is hardly affected as the storage time elapses; when the battery pack is stored at a temperature of 20 degrees Celsius, When the storage time goes by, the life of the battery pack decreases slightly; when the temperature of the battery pack is 40 degrees Celsius, the life of the battery pack decreases significantly with the storage time; when the temperature of the battery pack is 60 degrees Celsius, At any time during the storage of time, its life expectancy has dropped significantly.
  • the present invention provides an intelligent control system for an electric vehicle battery pack temperature, the intelligent control system including a battery cooling system and a vehicle. Air Conditioning System And a cooling device, the coolant of the battery cooling system and the refrigerant of the automotive air conditioning system both flowing through the cooling device and capable of performing heat exchange within the cooling device; the battery cooling system further comprising a heat sink and a water valve for dissipating heat of the coolant, the water valve for controlling a flow direction of the coolant, causing the coolant to flow into the cooling device or into the radiator.
  • the battery cooling system further includes a water pump for circulating the coolant.
  • the battery cooling system further includes a high pressure heater in parallel with the radiator for heating the coolant by controlling the water valve It is also possible to flow the coolant to the high pressure heater.
  • the automotive air conditioning system includes a compressor, a condenser, an expansion valve, and a dryer/separator that are in communication with each other, and the refrigerant is compressed by the compressor and then passed through
  • the condenser is liquefied into a liquid state, and further cooled and depressurized by the expansion valve, then flows through the cooling device, and after the heat exchange with the coolant at the cooling device, passes through the dryer/separator.
  • the gaseous refrigerant is introduced into the compressor to complete one cycle.
  • the automotive air conditioning system further includes a cooling fan that is used in conjunction with the condenser to increase the performance of the condenser.
  • the intelligent control system further includes a battery thermal management system for monitoring battery temperature and controlling the water valve according to battery temperature to cause coolant to flow into the cooling a device, the heat sink or the high pressure heater.
  • the present invention also provides an intelligent control method, the method comprising the steps of: determining whether a thermal management operation has timed out when the vehicle is turned off; and if the thermal management operation is timed out, Stop the thermal management operation; if the thermal management operation has not timed out, determine whether the battery is charging; if the battery is charging, evaluate the battery temperature; if the battery is not charging, evaluate the battery SOC and select according to the evaluation result of the battery SOC Stop the thermal management operation or evaluate the battery temperature; compare the battery temperature evaluation result with the target temperature or the preset temperature range, and perform the following operations according to the comparison result: the thermal management system stops the thermal management operation, the heat pipe The water system controls the water valve to cause the coolant to flow to the cooling device or to control the water valve to cause the coolant to flow to the radiator.
  • the step of evaluating the battery temperature if the battery is charging further comprises: comparing the current battery temperature with a preset temperature range; if the current battery temperature is lower than a preset The temperature range, the thermal management system stops the thermal management work; if the current battery temperature is within the preset temperature range, the thermal management system controls the water valve to cause the coolant to flow to the radiator; if the current battery temperature is higher than The preset temperature range, the thermal management system controls the water valve to cause the coolant to flow to the cooling device while activating the automotive air conditioning system.
  • the step of evaluating the battery SOC if the battery is not charged and selecting to stop the thermal management operation or evaluating the battery temperature according to the evaluation result of the battery SOC further includes: the current battery SOC and the pre-charge The set battery SOC range is compared; if the current battery SOC is lower than the preset battery SOC range, the thermal management operation is stopped; if the current battery SOC is within the preset battery SOC range or the current battery SOC is higher than the preset battery SOC Range, the battery temperature is evaluated.
  • the step of evaluating the battery temperature if the current battery SOC is within the preset battery SOC range further comprises: comparing the battery temperature with the target temperature; if the battery temperature is lower than the target temperature The thermal management operation is stopped; if the battery temperature is higher than the target temperature, the water valve is controlled to flow the coolant to the radiator.
  • the step of evaluating the battery temperature if the current battery SOC is higher than the preset battery SOC range further comprises: comparing the battery temperature with a preset temperature range; if the battery temperature is low In a preset temperature range, the thermal management system stops the thermal management operation; if the battery temperature is within the preset temperature range, the thermal management system controls the water valve to cause the coolant to flow to the radiator; if the battery temperature Above a predetermined temperature range, the thermal management system controls the water valve to cause the coolant to flow to the cooling device while activating the automotive air conditioning system.
  • the predetermined battery SOC range includes 10%-80%, 20%-60%, or 25%-45%.
  • the battery cooling system of the present invention can dissipate heat through a radiator and can also dissipate heat through an automobile air conditioning system.
  • the battery temperature can be evaluated according to whether the battery is connected to the charging post and the SOC state of the battery, and then the appropriate cooling mode can be selected according to the battery temperature. Therefore, the present invention can be directed to the battery without increasing the cost.
  • the real-time state selectively cools it to extend battery pack life.
  • Figure 1 is a schematic diagram showing changes in discharge capacity of a battery at different temperatures as a function of battery storage time
  • FIG. 2 is a schematic diagram showing the structure of each system related to an energy storage system in a conventional electric vehicle
  • FIG. 3 is a schematic structural view of an intelligent control system for a battery pack temperature of an electric vehicle according to the present invention
  • FIG. 4 is a flow chart showing an intelligent control method for the temperature of the battery pack of the electric vehicle of the present invention.
  • Fig. 2 is a schematic diagram showing the structure of each system associated with an energy storage system in a conventional electric vehicle.
  • the energy storage system is a battery pack.
  • the battery converts its own electric energy into the motion of the electric vehicle through an electric drive system.
  • the electric drive system is composed of one or more electric motors and electronic power modules.
  • the electronic power module generally includes an inverter that converts a direct current into an alternating current.
  • the battery is supplemented by a charging system.
  • the charging system generally includes a car charger, a high voltage harness, a charging connection harness, and a charging post, which charges the energy storage system by DC or AC.
  • the battery also includes a thermal management system for monitoring the status of the battery in real time, and can control the battery cooling system or the battery heating system to adjust the temperature of the battery according to the temperature state of the battery. Based on this, the present invention provides an intelligent control system and method for electric vehicle battery pack temperature, which can be electrically After the car is turned off, the adverse effect on the life of the battery pack is eliminated by controlling the temperature of the battery pack to achieve the purpose of extending the life of the battery pack.
  • Fig. 3 is a schematic structural view of an intelligent control system for a battery pack temperature of an electric vehicle according to the present invention.
  • the intelligent control system of the present invention includes a battery cooling system, an automobile air conditioning system, and a cooling device, and the battery cooling system is capable of performing heat exchange with the automobile air conditioning system through the cooling device.
  • the automotive air conditioning system includes a compressor, a condenser, an expansion valve, a cooling device, and a dryer/separator that are sequentially connected, and the working principle is as follows: the refrigerant is first compressed into high temperature steam by a compressor, and then the high temperature steam is condensed.
  • the refrigerant still maintains high temperature and high pressure, and then the refrigerant passes through the expansion valve, and the refrigerant can simultaneously reduce the refrigerant.
  • the temperature and pressure, so the temperature and pressure of the refrigerant entering the cooling device can be controlled by controlling the flow rate of the expansion valve.
  • the refrigerant exchanges heat with the battery cooling system in the cooling device, and the heat is vaporized into a gaseous state, which is separated from the liquid phase and the gas phase by the dryer/separator, so that the gaseous refrigerant enters the compressor and starts the next cycle.
  • a cooling fan may be added beside the condenser to accelerate the temperature reduction of the high temperature steam.
  • the battery cooling system includes a radiator and a water valve.
  • the water valve is used to control the flow direction of the coolant in the battery cooling system, and by controlling the outlet of the water valve, the coolant can be caused to flow to the cooling device, and the refrigerant in the automobile air conditioning system also flows through the cooling device.
  • the coolant absorbs the heat of the battery as a high-temperature liquid, and the refrigerant is a low-temperature liquid after passing through the expansion valve. Therefore, the coolant and the refrigerant can exchange heat in the cooling device, and the coolant dissipates the heat of the battery, and the refrigerant is cooled.
  • the agent absorbs heat and vaporizes.
  • the coolant can also be flowed to the radiator, and the radiator is used to dissipate the heat of the coolant.
  • the coolant passes through the radiator, the coolant can fully contact the air, thereby dissipating the heat through the air.
  • the heat sink may also be replaced with a cooling plate, that is, the coolant is dissipated through heat exchange with the cooling plate.
  • the battery cooling system further includes a water pump that is capable of causing the coolant to circulate within the cooling system.
  • the battery cooling system further includes a high pressure heater in parallel with the radiator and the cooling device for heating the coolant, and by controlling the outlet of the water valve, the coolant can be caused to flow to the high pressure heater.
  • the coolant maintains the temperature while flowing through the high pressure heater; when the high pressure heater operates, the temperature rises when the coolant flows through the high pressure heater.
  • the intelligent control system of the present invention further includes a battery thermal management system for monitoring the battery temperature and controlling the outlet of the water valve according to the battery temperature to cause the coolant to flow into the cooling device, the radiator or the high pressure heater.
  • the purpose is to achieve different cooling effects by controlling the outlet of the water valve to allow the coolant to flow through different circuits.
  • the automobile air conditioning system operates at this time, and the coolant exchanges heat with the refrigerant of the automobile air conditioning system, which is called active cooling.
  • This method has better cooling capacity and is not limited by the ambient temperature.
  • the automobile air conditioning system needs to work and it belongs to a high voltage device, it consumes more energy.
  • the outlet of the water valve is controlled so that when the coolant flows into the radiator, the coolant is dissipated into the air by sufficient contact with the air, which is called passive cooling.
  • passive cooling This method only requires low-pressure actuators such as pumps and fans, so the energy consumption is relatively low, but its cooling capacity is limited by the ambient temperature.
  • the outlet of the water valve is controlled so that the coolant flows into the high pressure heater, if the high pressure heater does not work, the coolant will maintain the current temperature, which is called bypass; if the high pressure heater is operated, the coolant temperature will rise. This method is called active heating.
  • the present invention also provides an intelligent control method for the temperature of the battery pack of the electric vehicle.
  • the method monitors the battery temperature through the battery thermal management system, and judges according to the current battery SOC and the state of charge of the battery, so that the battery selects a suitable cooling method to cool the battery pack under different conditions, thereby achieving no increase in cost.
  • the battery pack life is extended according to local conditions.
  • Fig. 4 is a flow chart showing an intelligent control method for the temperature of the battery pack of the electric vehicle of the present invention.
  • the intelligent control method of the present invention includes the following steps: step S101, the vehicle is turned off; step S102, determining whether the thermal management operation has timed out, if the thermal management operation times out, stopping the thermal management operation; if the thermal management operation does not time out Go to step S103 to determine whether the battery is connected to the charging post (ie, whether it is charging); when the battery is connected to the charging post, proceed to step S106 to evaluate the battery temperature, and the step further proceeds to step S107 to compare the current battery temperature with The preset temperature range.
  • the thermal management system stops the thermal management work; when the battery temperature is within the preset temperature range, the process proceeds to step S108, and the passive cooling mode, that is, the thermal management system control is selected.
  • the water valve causes the coolant to flow to the radiator, and the coolant is dissipated by sufficient contact with the air; when the battery temperature is higher than the preset temperature range, the heat proceeds to step S109, and the active cooling mode is selected, that is, the management system controls the water valve.
  • the cooling device dissipates heat by heat exchange with the refrigerant of the cold automobile air conditioning system in the cooling device.
  • the energy required by the thermal management system can be provided by the charging pile, that is, the energy required for thermal management is sufficient. Therefore, it is not necessary to evaluate the battery SOC, that is, in the case where the battery is connected to the charging post, the energy required for the thermal management system to use active cooling or passive cooling does not depend on the battery SOC, but only needs to be based on the temperature of the battery.
  • the active cooling mode or the passive cooling mode can be selected, so when the battery is connected to the charging pile, the battery temperature is directly evaluated.
  • step S104 evaluate the battery SOC; then, in step S105, the current battery SOC is compared with the preset battery SOC range.
  • the thermal management system stops the thermal management operation; when the current battery SOC is within the preset battery SOC range, the process proceeds to step S110, and the battery temperature is evaluated.
  • the step further includes the step S111 of comparing the current battery temperature with the target temperature. Specifically, when the battery temperature is lower than the target temperature, the thermal management system stops the thermal management operation; when the battery temperature is higher than the target temperature, the process proceeds to step S112, and the passive cooling mode is selected, that is, the thermal management system controls the water valve to cause the cooling liquid to flow to the heat dissipation.
  • the coolant dissipates heat by making full contact with the air.
  • the thermal management system stops the thermal management operation.
  • the battery SOC is within the preset battery SOC range, at this time, the battery temperature will have a certain impact on the battery life, but the battery SOC is insufficient to support active cooling, that is, the thermal management system does not have sufficient energy to start the car air conditioner and the battery cooling.
  • the system performs heat exchange.
  • a target temperature is preset. When the battery is lower than the temperature, the battery life will not be degraded, so the thermal management operation can be stopped; when the battery is higher than the temperature, the battery needs to be replaced. Cooling is performed so that the passive cooling method with lower energy consumption can be selected to lower the battery temperature.
  • step S106 evaluates the battery temperature.
  • step S107 compares the current battery temperature with the preset temperature range.
  • the thermal management system stops the thermal management work; when the battery temperature is within the preset temperature range, the process proceeds to step S108, and the passive cooling mode is selected, that is, the thermal management system controls the water.
  • the valve causes the coolant to flow to the radiator, and the coolant is dissipated by sufficient contact with the air, because the temperature of the battery has not been verified to threaten the life of the battery; when the battery temperature is higher than the preset temperature range, the heat enters the step S109, selecting an active cooling mode, that is, the management system controls the water valve to flow the cooling liquid to the cooling device, and the cooling liquid dissipates heat through the heat exchange with the refrigerant of the cold automobile air conditioning system in the cooling device, because the battery temperature is seriously affected at this time. Battery life.
  • the intelligent control method of the present invention can perform different methods of cooling the battery according to different conditions of the battery, such as whether charging, battery SOC range, etc., to achieve extended battery life.
  • the evaluation of the battery temperature, and the steps performed such as active cooling, passive cooling, or stopping the thermal management operation based on the battery temperature are closed-loop feedback systems, that is, the temperature of the battery is constantly changing as cooling or use. Therefore, when the battery is managed in a corresponding manner, the battery status is monitored in real time, and the policy is adjusted in real time.
  • the target temperature, the preset temperature range, and the preset battery SOC range mentioned above can be set according to actual conditions.
  • the predetermined battery SOC range in the present invention may be 10%-80%, 20%-60%, or 25%-45%, which is merely an illustrative illustration.
  • a target temperature may be set such that a passive cooling mode is employed above the temperature, and thermal operation management is stopped below the temperature.
  • the battery SOC has sufficient energy to support any form of cooling, there are three options, namely passive cooling, active cooling, and stop thermal management operations, so a temperature range needs to be preset, and different modes are selected according to the temperature range.
  • the temperature range or temperature range can also be set by a person skilled in the art according to actual conditions.

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Abstract

一种电动汽车电池包温度的智能控制系统和方法，属于电动汽车领域，旨在解决如何延长电动汽车电池包寿命的问题。为此目的，所述方法包括：在车辆关闭时判断热管理操作是否超时（S102）；如果热管理操作未超，则判断电池是否连接充电桩（S103）；如果电池连接充电桩，则对电池温度进行评估（S106）；如果电池未连接充电桩，则对电池SOC进行评估（S104）；将电池温度的评估结果与目标温度或预设的温度范围进行比较（S107，S111），根据比较结果进行如下操作：热管理系统停止热管理操作、热管理系统使冷却液流向冷却装置或者使冷却液流向散热器（S109，S112）。所述方法能够在不增加成本的前提下针对电池的实时状态选择性地对其进行冷却，从而延长电池包寿命。

Description

电动汽车电池包温度的智能控制系统和方法 技术领域
本发明属于新能源电动汽车领域，具体涉及一种电动汽车电池包温度的智能控制系统和方法。
背景技术
目前，世界上绝大部分汽车都是搭载传统内燃机，其主要依赖化石燃料(比如石油)为汽车提供能量。但是，这种内燃机的使用同时也会带来环境问题，比如导致气候变暖。而纯电动汽车以电池包作为储能系统取代传统内燃机为汽车提供能量，从而极大地减少了传统内燃机带来的环境问题。然而，电动汽车的普及需要满足顾客期望的性能、续航里程、耐久性、寿命和成本等问题。作为电动汽车最重要零部件的电池包，对电动汽车的普及至关重要。
本发明旨在对电池包进行优化，以实现延长电池包寿命的目的。而电池包的寿命与其存储时的温度密切相关。具体而言，如图1所示，当电池包存储时的温度为0摄氏度时，随着存储时间的推移，其寿命几乎不受影响；当电池包存储时的温度为20摄氏度时，随着存储时间的推移，其寿命略有下降；当电池包存储时的温度为40摄氏度时，随着存储时间的推移，其寿命有较为明显的下降；当电池包存储时的温度为60摄氏度时，随时存储时间的推移，其寿命有极其明显的下降。由此可知，当电动汽车关闭之后，即电池包停止工作后，如果能够控制电池包的温度(比如对电池包进行冷却)，即可消除电池包温度对电池寿命的不利影响，实现延长电池包寿命的目的。
因此，本领域需要一种能够在电动汽车关闭之后通过冷却电池包实现延长电池包寿命的系统和方法。
发明内容
为了解决现有技术中的上述问题，即为了解决如何延长电动汽车电池包寿命的问题，本发明提供了一种电动汽车电池包温度的智能控制系统，所述智能控制系统包括电池冷却系统、汽车空调系统 以及冷却装置，所述电池冷却系统的冷却液与所述汽车空调系统的制冷剂均流经所述冷却装置且能够在所述冷却装置内进行热交换；所述电池冷却系统还包括散热器和水阀，所述散热器用于将所述冷却液的热量散出，所述水阀用于控制所述冷却液的流向，使所述冷却液流入所述冷却装置或者流入所述散热器。
在上述智能控制系统的优选实施方式中，所述电池冷却系统还包括水泵，所述水泵用于使所述冷却液循环流动。
在上述智能控制系统的优选实施方式中，所述电池冷却系统还包括高压加热器，所述高压加热器与所述散热器并联，用于对所述冷却液进行加热，通过控制所述水阀还能够使所述冷却液流向所述高压加热器。
在上述智能控制系统的优选实施方式中，所述汽车空调系统包括彼此连通的压缩机、冷凝器、膨胀阀和干燥器/分离器，所述制冷剂通过所述压缩机压缩后，再经过所述冷凝器液化为液态，再通过所述膨胀阀进一步降温降压后流过所述冷却装置，在所述冷却装置处与所述冷却液进行热交换后，经过所述干燥器/分离器，使气态制冷剂进入所述压缩机，从而完成一次循环。
在上述智能控制系统的优选实施方式中，所述汽车空调系统还包括冷却风扇，所述冷却风扇与所述冷凝器配合使用，用以增加所述冷凝器的性能。
在上述智能控制系统的优选实施方式中，所述智能控制系统还包括电池热管理系统，所述电池管理系统用于监测电池温度以及根据电池温度控制所述水阀，使冷却液流入所述冷却装置、所述散热器或者所述高压加热器。
在上述电动汽车电池包温度控制系统的基础上，本发明还提供了一种智能控制方法，所述方法包括下列步骤：当车辆关闭时，判断热管理操作是否超时；如果热管理操作超时，则停止热管理操作；如果热管理操作未超时，则判断电池是否正在充电；如果电池正在充电，则对电池温度进行评估；如果电池未充电，则对电池SOC进行评估并根据电池SOC的评估结果选择停止热管理操作或者对电池温度进行评估；将电池温度的评估结果与目标温度或预设的温度范围进行比较，根据比较结果进行如下操作：热管理系统停止热管理操作、热管 理系统控制所述水阀使所述冷却液流向所述冷却装置，或者控制所述水阀使所述冷却液流向所述散热器。
在上述智能控制方法的优选实施方式中，所述如果电池正在充电则对电池温度进行评估的步骤进一步包括：将当前电池温度与预设的温度范围进行比较；如果当前电池温度低于预设的温度范围，则热管理系统停止热管理工作；如果当前电池温度在预设的温度范围内，则热管理系统控制所述水阀使所述冷却液流向所述散热器；如果当前电池温度高于预设的温度范围，则热管理系统控制所述水阀使所述冷却液流向所述冷却装置，同时启动所述汽车空调系统。
在上述智能控制方法的优选实施方式中，如果电池未充电则对电池SOC进行评估并根据电池SOC的评估结果选择停止热管理操作或者对电池温度进行评估的步骤进一步包括：将当前电池SOC与预设的电池SOC范围进行比较；如果当前电池SOC低于预设的电池SOC范围，则停止热管理工作；如果当前电池SOC在预设的电池SOC范围内或者当前电池SOC高于预设的电池SOC范围，则对电池温度进行评估。
在上述智能控制方法的优选实施方式中，如果当前电池SOC在预设的电池SOC范围内则对电池温度进行评估的步骤进一步包括：将电池温度与目标温度进行比较；如果电池温度低于目标温度，则停止热管理操作；如果电池温度高于目标温度，则控制所述水阀使所述冷却液流向所述散热器。
在上述智能控制方法的优选实施方式中，如果当前电池SOC高于预设的电池SOC范围则对电池温度进行评估的步骤进一步包括：将电池温度与预设的温度范围进行比较；如果电池温度低于预设的温度范围，则热管理系统停止热管理操作；如果电池温度位于预设的温度范围内，则热管理系统控制所述水阀使所述冷却液流向所述散热器；如果电池温度高于预设的温度范围，则热管理系统控制所述水阀使所述冷却液流向所述冷却装置，同时启动所述汽车空调系统。
在上述智能控制方法的优选实施方式中，所述预设的电池SOC范围包括10％-80％、20％-60％或者25％-45％。
在本发明的技术方案中，通过对电池包进行冷却，限制了电池温度对电池寿命的不利影响，进而延长了电池寿命。本发明的电池冷却系统能够通过散热器散热也能够通过汽车空调系统进行散热， 通过本发明的智能控制方法，可以根据电池是否连接充电桩以及电池SOC状态，对电池温度进行评估，进而根据电池温度选择合适的冷却方式，因此，本发明能够在不增加成本的前提下针对电池的实时状态选择性地对其进行冷却，从而延长电池包寿命。
附图说明
图1是不同温度下电池可放电容量随电池存储时间的变化示意图；
图2是现有电动汽车中与储能系统相关的各系统结构的示意图；
图3是本发明的电动汽车电池包温度的智能控制系统的结构示意图；
图4是本发明的电动汽车电池包温度的智能控制方法的流程图。
具体实施方式
下面参照附图来描述本发明的优选实施方式。本领域技术人员应当理解的是，这些实施方式仅仅用于解释本发明的技术原理，并非旨在限制本发明的保护范围。
通过背景技术中的介绍可知，电池包的寿命与其存储时的温度密切相关，因此，本发明旨在通过消除电池包温度对电池寿命的不利影响，以实现延长电池包寿命的目的。参照图2，图2是现有电动汽车中与储能系统相关的各系统结构的示意图。如图2所示，在纯电动汽车中储能系统也就是电池包，电池通过电驱动系统将自身的电能转换为电动汽车的运动，电驱动系统是由一个或多个电机和电子电力模块组成，电子电力模块一般包括将直流电流转变为交流电流的逆变器。电池通过充电系统来补充自身的电量，充电系统一般包括车载充电机、高压线束、充电连接线束和充电桩，其采用直流或交流方式对储能系统充电。另外，电池还包括一个热管理系统，热管理系统用于实时监测电池的状态，并且能够根据电池的温度状态控制电池冷却系统或者电池加热系统对电池的温度进行调节。在此基础上，本发明提供了一种电动汽车电池包温度的智能控制系统和方法，其能够在电动 汽车关闭之后通过控制电池包的温度来消除其对电池包寿命的不利影响，以实现延长电池包寿命的目的。
参照图3，图3是本发明的电动汽车电池包温度的智能控制系统的结构示意图。如图3所示，本发明的智能控制系统包括电池冷却系统、汽车空调系统以及冷却装置，电池冷却系统能够通过冷却装置与汽车空调系统进行热交换。具体而言，汽车空调系统包括依次连通的压缩机、冷凝器、膨胀阀、冷却装置和干燥器/分离器，其工作原理如下：制冷剂首先通过压缩机压缩成高温蒸汽，然后高温蒸汽通过冷凝器，由于高温蒸汽通过冷凝器后会散掉一部分热量，从而使得高温蒸汽液化为液态，此时制冷剂仍然保持高温和高压，接下来让制冷剂通过膨胀阀，由于膨胀阀可以同时降低制冷剂的温度和压力，因此通过控制膨胀阀的流量可以控制进入冷却装置的制冷剂的温度和压力。制冷剂在冷却装置内与电池冷却系统进行热交换，吸收热量汽化为气态，使其再通过干燥器/分离器将液相和气相分离，使气态制冷剂进入压缩机，开启下一个循环。进一步地，为了增加冷凝器的性能，还可以在冷凝器旁增加冷却风扇，用以加快降低高温蒸汽的温度。
如图3所示，电池冷却系统包括散热器和水阀。具体而言，水阀用于控制电池冷却系统中的冷却液的流向，通过控制水阀的出口，可以使冷却液流向冷却装置，而汽车空调系统中的制冷剂也流经冷却装置，此时，冷却液由于吸收了电池的热量为高温液体，而制冷剂由于通过膨胀阀后为低温液体，因此，冷却液与制冷剂能够在冷却装置内进行热交换，冷却液将电池热量散出，制冷剂吸收热量而汽化。通过控制水阀的出口，还可以使冷却液流向散热器，散热器用于将冷却液的热量散出，当冷却液经过散热器时，冷却液能够与空气充分接触，进而将热量通过空气散发出去。需要说明的是，该散热器也可以替换成冷却板，即，冷却液通过与冷却板的热交换进行散热。进一步地，电池冷却系统还包括水泵，该水泵能够促使冷却液在冷却系统内循环流动。此外，电池冷却系统还包括与散热器和冷却装置并联的高压加热器，该高压加热器用于对冷却液进行加热，通过控制水阀的出口，能够使冷却液流向高压加热器。此时，当高压加热器不工作时，冷却液流经该高压加热器时维持温度不变；当高压加热器工作时，冷却液流经该高压加热器时温度将升高。
进一步地，本发明的智能控制系统还包括电池热管理系统，其用于监测电池温度以及根据电池温度控制水阀的出口，使冷却液流入冷却装置、散热器或者所述高压加热器。其目的在于，通过控制水阀的出口，使冷却液流经不同的回路以实现不同的冷却效果。具体而言，控制水阀的出口，使冷却液流入冷却装置时，此时汽车空调系统工作，冷却液与汽车空调系统的制冷剂进行热交换，该方式称为主动冷却。该方式的冷却能力较好，且不受环境温度的限制，然而由于汽车空调系统需要工作，且其属于高压器件，因此消耗较多的能量。控制水阀的出口，使冷却液流入散热器时，此时冷却液通过与空气充分接触将热量散发到空气中，该方式称为被动冷却。该方式只需要水泵和风扇等低压执行器工作，因此能耗比较低，然而其冷却能力受到环境温度的限制。控制水阀的出口，使冷却液流入高压加热器时，如果高压加热器不工作，则冷却液将维持当前温度，该方式称为旁通；如果高压加热器工作，则冷却液温度将升高，该方式称为主动加热。
基于上述智能控制系统中的主动冷却方式和被动冷却方式的优缺点，本发明还提供了一种电动汽车电池包温度的智能控制方法。该方法通过电池热管理系统对电池温度的监测，以及根据当前电池SOC和电池的充电状态进行判断，从而使电池在不同情况下选择适合的冷却方式对电池包进行冷却，能够实现在不增加成本的前提下因地制宜地延长电池包寿命。
参照图4，图4是本发明的电动汽车电池包温度的智能控制方法的流程图。如图4所示，本发明的智能控制方法包括下列步骤：步骤S101，车辆关闭；步骤S102，判断热管理操作是否超时，如果热管理操作超时，则停止热管理操作；如果热管理操作未超时，则进入步骤S103，判断电池是否连接充电桩(即，是否正在充电)；当电池连接充电桩时，则进入步骤S106，对电池温度评估，该步骤进一步运行到步骤S107，比较当前电池温度与预设的温度范围。具体地，当电池温度低于预设的温度范围时，热管理系统停止热管理工作；当电池温度在预设的温度范围内时，进入步骤S108，选择上述被动冷却方式，即热管理系统控制水阀使冷却液流向散热器，冷却液通过与空气充分接触将热量散发出去；当电池温度高于预设的温度范围时，热进入步骤S109，选择上述主动冷却方式，即管理系统控制水阀使冷却液流向 冷却装置，冷却液通过与冷汽车空调系统的制冷剂在冷却装置内进行热交换将热量散发出去。需要说明的是，当电池连接充电桩时，此时热管理系统所需要的能量可以通过充电桩提供，即热管理所需要的能量是充足的。因此，不需要进行对电池SOC进行评估，也就是说，在电池连接充电桩的情况下，热管理系统使用主动冷却或者被动冷却所需要的能量不依赖于电池SOC，而只需要根据电池的温度选择主动冷却方式或者被动冷却方式即可，因此，当电池连接充电桩时，直接对电池温度进行评估。
另一方面，当电池没有连接充电桩时，由于热管理系统进行主动冷却时，需要开启汽车空调系统，其所需的能量依赖于电池SOC，因此，当电池没有连接充电桩时，在选择主动冷却方式还是被动冷却方式之前还需要确定电池SOC的范围。如图4所示，当电池没有连接充电桩时，进入步骤S104，对电池SOC评估；接着在步骤S105中，将当前电池SOC与预设的电池SOC范围进行比较。具体地，在当前电池SOC低于预设的电池SOC范围时，热管理系统停止热管理操作；在当前电池SOC在预设的电池SOC范围内时，进入步骤S110，对电池温度进行评估，该步骤进一步包括步骤S111－比较当前电池温度与目标温度大小。具体地，当电池温度低于目标温度时，热管理系统停止热管理操作；当电池温度高于目标温度时，进入步骤S112，选择被动冷却方式，即热管理系统控制水阀使冷却液流向散热器，冷却液通过与空气充分接触将热量散发出去。需要说明的是，由于电池SOC处于较低状态下时，即使高温环境也不会导致电池寿命衰退，因此，在电池SOC低于预设的电池SOC范围时，热管理系统停止热管理操作。当电池SOC在预设的电池SOC范围内时，此时，电池温度对电池寿命会产生一定的影响，但是由于电池SOC不足支持主动冷却，即热管理系统没有充足的能量启动汽车空调与电池冷却系统进行热交换，在此基础上，预设一个目标温度，电池低于该温度时，不会对电池的寿命造成衰退，因此可以停止热管理操作；电池高于该温度时，则需要对电池进行冷却，因此，可以选择能耗较底的被动冷却方式来降低电池温度。
继续参阅图4，在当前电池SOC高于预设的电池SOC范围时，此时电池SOC能量充足，足够支持开启汽车空调系统，也就是 说，在电池SOC能量充足的情况下，可以选择主动冷却方式或者被动冷却方式对电池进行冷却。在此基础上，即当前电池SOC高于预设的电池SOC范围时，进入步骤S106，对电池温度评估。如上所述，步骤S106进一步运行到步骤S107，比较当前电池温度与预设的温度范围。具体地，当电池温度低于预设的温度范围时，热管理系统停止热管理工作；当电池温度在预设的温度范围内时，进入步骤S108，选择被动冷却方式，即热管理系统控制水阀使冷却液流向散热器，冷却液通过与空气充分接触将热量散发出去，因为此时电池的温度还没有验证威胁到电池的寿命；当电池温度高于预设的温度范围时，热进入步骤S109，选择主动冷却方式，即管理系统控制水阀使冷却液流向冷却装置，冷却液通过与冷汽车空调系统的制冷剂在冷却装置内进行热交换将热量散出去，因为此时电池温度严重影响电池的寿命。
综上所述，本发明的智能控制方法能够根据电池的不同情况下，比如是否正在充电，电池SOC范围等，通过对电池温度的监测，对电池实施不同方式的冷却，以达到延长电池寿命的目的。此外，对电池温度的评估，以及根据电池温度执行的比如主动冷却、被动冷却或者停止热管理操作的步骤属于闭环反馈系统，也就是说，电池的温度随着冷却或者使用处于不断变化的过程，因此，在对电池采取相应管理方式时，会实时监测电池状态，实时进行策略调整。
本领域技术人员容易的理解的是，上文中提到的目标温度、预设温度范围和预设电池SOC范围可以根据实际情况进行设定。具体而言，本发明中的预设电池SOC范围可以是10％-80％、20％-60％或者25％-45％，该范围仅是示例性的说明。此外，当电池SOC不足以支持主动冷却方式时，可以设定一个目标温度，使得高于该温度采用被动冷却方式，低于该温度停止热操作管理。当电池SOC有足够能量支持任何形式的冷却方式时，此时有三种选择方式，即被动冷却、主动冷却和停止热管理操作，因此需要预设一个温度范围，根据该温度范围选择不同的方式。而该温度大小或者温度范围也可由本领域技术人员根据实际情况设定。
至此，已经结合附图所示的优选实施方式描述了本发明的技术方案，但是，本领域技术人员容易理解的是，本发明的保护范围显然不局限于这些具体实施方式。在不偏离本发明的原理的前提下， 本领域技术人员可以对相关技术特征作出等同的更改或替换，这些更改或替换之后的技术方案都将落入本发明的保护范围之内。

Claims (12)

  1. 一种电动汽车电池包温度的智能控制系统，其特征在于，所述智能控制系统包括电池冷却系统、汽车空调系统以及冷却装置，
    所述电池冷却系统的冷却液与所述汽车空调系统的制冷剂均流经所述冷却装置且能够在所述冷却装置内进行热交换；
    所述电池冷却系统还包括散热器和水阀，所述散热器用于将所述冷却液的热量散出，所述水阀用于控制所述冷却液的流向，使所述冷却液流入所述冷却装置或者流入所述散热器。
  2. 根据权利要求1所述的电动汽车电池包温度的智能控制系统，其特征在于，所述电池冷却系统还包括水泵，所述水泵用于使所述冷却液循环流动。
  3. 根据权利要求2所述的电动汽车电池包温度的智能控制系统，其特征在于，所述电池冷却系统还包括高压加热器，所述高压加热器与所述散热器并联，用于对所述冷却液进行加热，通过控制所述水阀还能够使所述冷却液流向所述高压加热器。
  4. 根据权利要求3所述的电动汽车电池包温度的智能控制系统，其特征在于，所述汽车空调系统包括彼此连通的压缩机、冷凝器、膨胀阀和干燥器/分离器，所述制冷剂通过所述压缩机压缩后，再经过所述冷凝器液化为液态，再通过所述膨胀阀进一步降温降压后流过所述冷却装置，在所述冷却装置处与所述冷却液进行热交换后，经过所述干燥器/分离器，使气态制冷剂进入所述压缩机，从而完成一次循环。
  5. 根据权利要求4所述的电动汽车电池包温度的智能控制系统，其特征在于，所述汽车空调系统还包括冷却风扇，所述冷却风扇与所述冷凝器配合使用，用以增加所述冷凝器的性能。
  6. 根据权利要求1至5任一项所述的电动汽车电池包温度的智能控制系统，其特征在于，所述智能控制系统还包括电池热管理系统，所 述电池管理系统用于监测电池温度以及根据电池温度控制所述水阀，使冷却液流入所述冷却装置、所述散热器或者所述高压加热器。
  7. 一种用于权利要求6所述的电动汽车电池包温度的智能控制系统的智能控制方法，其特征在于，所述方法包括下列步骤：
    当车辆关闭时，判断热管理操作是否超时；
    如果热管理操作超时，则停止热管理操作；
    如果热管理操作未超时，则判断电池是否正在充电；
    如果电池正在充电，则对电池温度进行评估；
    如果电池未充电，则对电池SOC进行评估并根据电池SOC的评估结果选择停止热管理操作或者对电池温度进行评估；
    将电池温度的评估结果与目标温度或预设的温度范围进行比较，根据比较结果进行如下操作：热管理系统停止热管理操作、热管理系统控制所述水阀使所述冷却液流向所述冷却装置，或者控制所述水阀使所述冷却液流向所述散热器。
  8. 根据权利要求7所述的智能控制方法，其特征在于，所述如果电池正在充电则对电池温度进行评估的步骤进一步包括：
    将当前电池温度与预设的温度范围进行比较；
    如果当前电池温度低于预设的温度范围，则热管理系统停止热管理工作；
    如果当前电池温度在预设的温度范围内，则热管理系统控制所述水阀使所述冷却液流向所述散热器；
    如果当前电池温度高于预设的温度范围，则热管理系统控制所述水阀使所述冷却液流向所述冷却装置，同时启动所述汽车空调系统。
  9. 根据权利要求7所述的智能控制方法，其特征在于，如果电池未充电则对电池SOC进行评估并根据电池SOC的评估结果选择停止热管理操作或者对电池温度进行评估的步骤进一步包括：
    将当前电池SOC与预设的电池SOC范围进行比较；
    如果当前电池SOC低于预设的电池SOC范围，则停止热管理工作；
    如果当前电池SOC在预设的电池SOC范围内或者当前电池SOC高 于预设的电池SOC范围，则对电池温度进行评估。
  10. 根据权利要求9所述的智能控制方法，其特征在于，如果当前电池SOC在预设的电池SOC范围内则对电池温度进行评估的步骤进一步包括：
    将电池温度与目标温度进行比较；
    如果电池温度低于目标温度，则停止热管理操作；
    如果电池温度高于目标温度，则控制所述水阀使所述冷却液流向所述散热器。
  11. 根据权利要求9所述的智能控制方法，其特征在于，如果当前电池SOC高于预设的电池SOC范围则对电池温度进行评估的步骤进一步包括：
    将电池温度与预设的温度范围进行比较；
    如果电池温度低于预设的温度范围，则热管理系统停止热管理操作；
    如果电池温度位于预设的温度范围内，则热管理系统控制所述水阀使所述冷却液流向所述散热器；
    如果电池温度高于预设的温度范围，则热管理系统控制所述水阀使所述冷却液流向所述冷却装置，同时启动所述汽车空调系统。
  12. 根据权利要求9至11中任一项所述的智能控制方法，其特征在于，所述预设的电池SOC范围包括10％-80％、20％-60％或者25％-45％。
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