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WO2019062956A1 - 车载电池的温度调节系统 - Google Patents

车载电池的温度调节系统 Download PDF

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Publication number
WO2019062956A1
WO2019062956A1 PCT/CN2018/108790 CN2018108790W WO2019062956A1 WO 2019062956 A1 WO2019062956 A1 WO 2019062956A1 CN 2018108790 W CN2018108790 W CN 2018108790W WO 2019062956 A1 WO2019062956 A1 WO 2019062956A1
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WO
WIPO (PCT)
Prior art keywords
battery
power
temperature
cooling
heat exchange
Prior art date
Application number
PCT/CN2018/108790
Other languages
English (en)
French (fr)
Inventor
伍星驰
谈际刚
王洪军
Original Assignee
比亚迪股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Priority to JP2020518492A priority Critical patent/JP7169347B2/ja
Priority to EP18863154.3A priority patent/EP3691020B1/en
Priority to KR1020207012447A priority patent/KR102406231B1/ko
Priority to US16/651,265 priority patent/US11440373B2/en
Publication of WO2019062956A1 publication Critical patent/WO2019062956A1/zh

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    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00478—Air-conditioning devices using the Peltier effect
    • 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
    • H01M10/61—Types of temperature control
    • H01M10/617—Types of temperature control for achieving uniformity or desired distribution of 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
    • H01M10/62—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
    • H01M10/637—Control systems characterised by the use of reversible temperature-sensitive devices, e.g. NTC, PTC or bimetal devices; characterised by control of the internal current flowing through the cells, e.g. by switching
    • 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
    • H01M10/6556—Solid parts with flow channel passages or pipes for heat exchange
    • 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
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H2001/003—Component temperature regulation using an air flow
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H2001/00307—Component temperature regulation using a liquid flow
    • 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
    • H01M10/6572—Peltier elements or thermoelectric devices
    • 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

Definitions

  • the present application relates to the field of automotive technology, and in particular, to a temperature regulation system for a vehicle battery.
  • the performance of the vehicle battery of an electric vehicle is greatly affected by the climatic environment. If the ambient temperature is too high or too low, the performance of the vehicle battery will be affected. Therefore, the temperature of the vehicle battery needs to be adjusted to maintain the temperature within the preset range. .
  • the method for adjusting the temperature of the vehicle battery is relatively rough, and the cooling power cannot be accurately controlled according to the actual condition of the vehicle battery, so that the temperature of the vehicle battery cannot be maintained within the preset range.
  • the present application aims to solve at least one of the technical problems in the related art to some extent.
  • the first object of the present application is to provide a temperature regulation system for a vehicle battery, which can adjust the temperature when the temperature of the vehicle battery is too high, so that the temperature of the vehicle battery is maintained within a preset range to avoid occurrence.
  • the performance of the vehicle battery is affected by the high temperature.
  • the first aspect of the present application provides a temperature adjustment system for a vehicle battery, including: a heat exchanger; a vehicle air conditioner, the vehicle air conditioner having an air outlet, the air outlet and the replacement a first air duct is formed between the heat exchangers, a first air blower is disposed in the first air duct, and the first air blower and the heat exchanger are correspondingly disposed; the semiconductor heat exchange module, the cooling of the semiconductor heat exchange module Forming a second air passage between the end and the first fan, a third air passage is formed between the cooling end of the semiconductor heat exchange module and the car; a battery thermal management module, the battery thermal management module, and the The heat exchanger is connected to form a heat exchange flow path; and the controller is connected to the semiconductor heat exchange module, the battery thermal management module and the vehicle air conditioner.
  • the temperature of the vehicle battery can be adjusted when the temperature of the vehicle battery is too high, so that the temperature of the vehicle battery is maintained within a preset range, thereby avoiding the situation that the performance of the vehicle battery is affected due to the excessive temperature.
  • FIG. 1 is a schematic structural view 1 of a temperature adjustment system of a vehicle battery according to a first embodiment of the present application
  • FIG. 2 is a second structural diagram of a temperature adjustment system of a vehicle battery according to a first embodiment of the present application
  • FIG. 3 is a control topology diagram of a temperature adjustment system of a vehicle battery according to a first embodiment of the present application
  • FIG. 4 is a schematic structural view 1 of a temperature adjustment system of a vehicle battery according to a second embodiment of the present application;
  • FIG. 5 is a second schematic structural diagram of a temperature adjustment system of a vehicle battery according to a second embodiment of the present application.
  • FIG. 6 is a schematic structural diagram of a temperature adjustment system of a vehicle battery according to a third embodiment of the present application.
  • FIG. 7 is a schematic structural diagram of a temperature adjustment system of a vehicle battery according to a fourth embodiment of the present application.
  • FIG. 8 is a schematic structural diagram of a temperature adjustment system of a vehicle battery according to a fifth embodiment of the present application.
  • FIG. 9 is a schematic structural diagram of a temperature adjustment system of a vehicle battery according to a sixth embodiment of the present application.
  • FIG. 10 is a flowchart of a temperature adjustment method of a vehicle battery according to a first embodiment of the present application.
  • FIG. 11 is a flowchart of a temperature adjustment method of a vehicle battery according to a second embodiment of the present application.
  • FIG. 12 is a first schematic structural diagram of a temperature adjustment system of a vehicle battery according to a seventh embodiment of the present application.
  • FIG. 13 is a second structural diagram of a temperature adjustment system of a vehicle battery according to a seventh embodiment of the present application.
  • FIG. 14 is a control topology diagram of a temperature adjustment system of a vehicle battery according to a second embodiment of the present application.
  • 15 is a first schematic structural diagram of a temperature adjustment system of a vehicle battery according to an eighth embodiment of the present application.
  • 16 is a second structural diagram of a temperature adjustment system of a vehicle battery according to an eighth embodiment of the present application.
  • 17 is a flowchart of a temperature adjustment method of a vehicle battery according to a third embodiment of the present application.
  • FIG. 18 is a schematic structural diagram of a temperature adjustment system of a vehicle battery according to a ninth embodiment of the present application.
  • FIG. 19 is a schematic structural diagram of a temperature adjustment system of a vehicle battery according to a tenth embodiment of the present application.
  • 20 is a schematic structural diagram of a temperature adjustment system of a vehicle battery according to an eleventh embodiment of the present application.
  • 21 is a flowchart of a temperature adjustment method of a vehicle battery according to a fourth embodiment of the present application.
  • FIG. 1-2 is a schematic structural view of a temperature adjustment system of a vehicle battery according to a first embodiment of the present application. As shown in FIG. 1-2, the system includes: a battery thermal management module 1, a vehicle air conditioner 2, a heat exchanger 3, a semiconductor heat exchange module 5, and a controller 6.
  • the vehicle air conditioner 2 has an air conditioning air outlet, and a first air duct 100 is formed between the air conditioning air outlet and the heat exchanger 3.
  • the first air duct 100 is provided with a first air fan, and the first air fan and the heat exchanger are correspondingly disposed.
  • a second air passage 200 is formed between the cooling end of the semiconductor heat exchange module 5 and the first fan 501, and a third air passage 300 is formed between the cooling end of the semiconductor heat exchange module 5 and the vehicle compartment.
  • the battery thermal management module 1 is connected to the heat exchanger 3 to form a heat exchange flow path.
  • the controller 6 is connected to the semiconductor heat exchange module 5, the battery thermal management module 1 and the vehicle air conditioner 2, and the controller 6 is configured to acquire the required power P1 and the actual power P2 for temperature regulation of the battery, and according to the required power P1 and the actual power P2. At least one of the control vehicle air conditioner 2 and the semiconductor heat exchange module 5 is operated to adjust the temperature of the battery.
  • the vehicle air conditioner 2 includes a first regulating valve 601 disposed in the first air passage 100 and a first fan 501 corresponding to the heat exchanger 3.
  • the first regulator valve 601 and the first fan 501 are both disposed in the first duct 100 and the first regulator valve 601 is coupled to the first fan 501.
  • the semiconductor heat exchange module 5 further includes a third fan 503 and a third regulating valve 603 disposed in the second air duct 200 corresponding to the cooling end of the semiconductor heat exchange module 5, that is, the third fan 503 and the third
  • the regulating valves 603 are all disposed in the second duct 200 and the third fan 503 and the third regulating valve 603 are connected.
  • the vehicle air conditioner 2 exchanges heat with the heat exchanger 3 through the first air passage 100.
  • the semiconductor heat exchange module 5 heats the heat exchanger through the second air passage 200.
  • the semiconductor heat exchange module 5 exchanges heat with the cabin through the third duct 300.
  • the semiconductor heat exchange module 5 exchanges heat with the vehicle through the fourth fan 504 and the third air passage 300.
  • the four fans 504 are disposed in the third duct 300.
  • the semiconductor heat exchange module 5 passes through the second air passage 200 to the heat exchanger 3. Perform heat exchange.
  • the vehicle air conditioner 2 heats the heat exchanger through the first air passage 100
  • the semiconductor heat exchange module heats the heat exchanger 3 through the second air passage 200.
  • the battery 4 refers to an energy storage device that is mounted on the vehicle, provides power output to the vehicle, and provides electricity to other powered devices on the vehicle, and can be repeatedly charged.
  • the battery 4 can be a battery module or a battery pack.
  • the power P1 is required, that is, when the temperature of the battery is adjusted to the target temperature, the temperature required by the battery is adjusted.
  • the actual power P2 is the temperature-adjusted power actually obtained by the battery when the battery is currently temperature-adjusted.
  • the target temperature is the set value, which can be preset according to the actual condition of the vehicle battery. For example, in winter, the outdoor ambient temperature is very low, and the battery needs to be heated.
  • the target temperature can be set at about 10 °C; in summer, the battery needs to be used. For cooling, the target temperature can be set at around 35 °C.
  • the temperature regulation system of the vehicle battery enters the cooling mode, as shown in FIG. 1-2, the vehicle air conditioner 2 and the battery thermal management module 1 operate, and the controller 6 controls The first regulating valve 601 is opened, and the first fan 501 blows the cooling air of the vehicle air conditioner 2 to the heat exchanger 3 to cool the medium in the cooling pipe in the heat exchanger 3, and the medium passes through the battery thermal management module 1 to the battery. Cool down.
  • the cooling air flow direction is: air conditioning air outlet - first regulating valve 601 - first fan 501 - heat exchanger 3; medium flow direction is: heat exchanger 3 - battery thermal management Module 1 - Battery 4 - Battery Thermal Management Module 1 - Heat Exchanger 3.
  • the controller 6 can also control the operation of the semiconductor heat exchange module 5, and the third fan 503 blows the cooling power of the semiconductor cooling end to the first fan 501, and the first fan 501 is blown to the heat exchanger 3 to cool the medium in the cooling pipe in the heat exchanger 3, and the medium is then cooled by the battery thermal management module 1.
  • the controller 6 When the battery 4 is cooled, the controller 6 also acquires the required power P1 and the actual power P2 of the battery in real time, wherein the required power P1 adjusts the temperature of the battery to the set target temperature, and the power required to be supplied to the battery 4 is actually
  • the power P2 is the actual adjustment power obtained by the battery 4 when the battery is currently temperature-adjusted
  • the target temperature is a set value, which can be preset according to the actual situation of the vehicle battery. For example, when the battery is cooled, the target temperature can be set at Around 35 °C.
  • the controller 6 also adjusts the cooling power of the vehicle air conditioner, the rotation speed of the first fan 501, and the opening degree of the first regulating valve 601 according to the required power P1 and the actual power P2, and/or to the semiconductor heat exchange module.
  • the power, the rotational speed of the third blower 503, and the opening degree of the third regulating valve 603 are adjusted to adjust the actual power P2. For example, if P1 is greater than P2, increase the cooling power of the vehicle air conditioner or increase the rotation speed of the first fan 501 or increase the opening degree of the first regulating valve 601, or increase the power of the semiconductor heat exchange module or increase the third fan.
  • the rotation speed of 503 or the opening degree of the third regulating valve 603 is increased to increase the actual power P2 of the battery 4, so that the battery 4 is cooled as soon as possible.
  • the temperature adjustment system can adjust the temperature when the temperature of the vehicle battery is too high, so that the temperature of the vehicle battery is maintained within a preset range, thereby avoiding the situation that the performance of the vehicle battery is affected by the temperature.
  • the battery thermal management module 1 includes a pump 12 disposed on a heat exchange flow path, a first temperature sensor 14, a second temperature sensor 15, and a flow rate sensor 16; wherein: The pump 12 is for flowing the medium in the heat exchange flow path; the first temperature sensor 14 is for detecting the inlet temperature of the medium flowing into the vehicle battery; the second temperature sensor 15 is for detecting the outlet temperature of the medium flowing out of the vehicle battery; the flow rate sensor 16 is used to detect the flow rate of the medium in the heat exchange flow path.
  • the battery thermal management module 1 may further include a medium container 13 disposed on the heat exchange flow path, and the medium container 13 is configured to store and supply the medium to the heat exchange flow path.
  • the battery thermal management module 1 may further include: a heater 11 disposed on the heat exchange flow path, and the heater 11 is configured to heat the medium in the heat exchange flow path.
  • the controller 6 may include a battery management controller 61, a battery thermal management controller 62, and a vehicle air conditioner controller 63.
  • the battery management controller 61 collects the current flowing through the battery, the temperature of the battery itself, and obtains the required power P1 according to the target temperature of the battery, the target time t, the specific heat capacity C of the battery, the mass M of the battery, and the internal resistance R of the battery, and
  • the vehicle air conditioner controller 63 is controlled to start or stop working.
  • the battery thermal management controller 62 can be electrically connected to the first temperature sensor 14, the second temperature sensor 15, and the flow rate sensor 16, and performs CAN (Controller Area Network) communication with the pump 12 and the heater 11, and according to The specific heat capacity of the medium, the density of the medium, the cross-sectional area of the flow path, the actual power P2 is obtained, and the rotational speed of the pump 12 and the power of the heater 11 are controlled, and CAN communication can be performed with the vehicle.
  • the vehicle air conditioner controller 63 can perform CAN communication with the battery management controller 61 and the battery thermal management controller 62, and the vehicle air conditioner controller 63 can control the opening or closing of the first regulating valve 601, and can be used for the first regulating valve 601.
  • the opening degree is adjusted, the first fan 501 is controlled by the vehicle air conditioner controller 63, and the wind speed is adjustable, and the vehicle air conditioner controller 63 can perform CAN communication with the battery management controller 61 and the battery thermal management controller 62 to The required power P1 acquired by the management controller 61 and the actual power P2 obtained by the battery thermal management controller 62 control the cooling power, the regulating valve, and the fan of the vehicle air conditioner to achieve the purpose of controlling the heat exchange amount.
  • the battery management controller 61 may include, for example, a DSP chip having a battery management function.
  • Battery thermal management controller 62 may, for example, include a DSP chip with battery thermal management functionality.
  • the vehicle air conditioner controller 63 may include, for example, a car air conditioner DSP chip.
  • the temperature regulation system of the vehicle battery can cool the battery 4 through the vehicle air conditioner 2 and the heat exchanger 3, and can also heat the medium through the heater 11 to adjust the temperature of the battery 4 when the battery temperature is low.
  • the heater 11 can be a PTC (Positive Temperature Coefficient, a positive temperature coefficient, generally refers to a semiconductor material or component with a large positive temperature coefficient), and can communicate with the battery thermal management controller 62 for temperature regulation of the vehicle battery.
  • the system provides heating power, which is controlled by the battery thermal management controller 62.
  • the heater 11 is not directly in contact with the battery 4, and has high safety, reliability, and practicability.
  • the pump 12 is primarily used to provide power
  • the media container 13 is primarily used to store media and accept media added to the temperature conditioning system
  • the media in the media container 13 can be automatically replenished as the media in the temperature regulating system is reduced.
  • the first temperature sensor 14 is for detecting the temperature of the battery flow path inlet medium
  • the second temperature sensor 15 is for detecting the temperature of the battery flow path exit medium.
  • the flow rate sensor 16 is used to detect flow rate information of the medium in the conduit in the temperature regulation system.
  • the controller 6 is further configured to acquire a temperature of the battery, and determine whether the temperature of the battery 4 is greater than a first temperature threshold or less than a second temperature threshold, wherein when the temperature of the battery 4 is greater than the first temperature threshold When the temperature of the battery 4 is less than the second temperature threshold, the heating mode is entered, and the first temperature threshold is greater than the second temperature threshold.
  • the first temperature threshold and the second temperature threshold may be preset according to actual conditions. For example, the first temperature threshold may be 40 ° C, and the second temperature threshold may be 0 ° C.
  • the controller 6 acquires the temperature of the battery 4 in real time and determines the temperature of the battery 4. If it is judged that the temperature of the battery 4 is higher than 40 ° C, the temperature of the battery 4 is too high at this time, in order to avoid the influence of the high temperature on the performance of the battery 4, the battery 4 needs to be cooled, the temperature adjustment system enters the cooling mode, and the control is performed.
  • the controller 6 controls the first regulating valve 601 to be opened, and the first fan 501 blows the cooling air of the vehicle air conditioner 2 to the heat exchanger 3 to cool the medium in the cooling pipe in the heat exchanger 3, and the medium passes through the battery thermal management module. 1 cools the battery 4.
  • the first regulating valve 601 When the battery 4 is cooled, the first regulating valve 601 is opened, and the cooling air flow direction is: air conditioning air outlet - first regulating valve 601 - first fan 501 - heat exchanger 3; medium flow direction is: heat exchanger 3 - heating 11 (closed) - pump 12 - first temperature sensor 14 - battery 4 - second temperature sensor - 15 - flow rate sensor 16 - medium container 13 - heat exchanger 3.
  • the temperature adjustment system enters the heating mode, and the battery is thermally managed.
  • the controller 62 controls the heater 11 to be turned on, while the vehicle air conditioner 2 keeps the first regulating valve 601 in a closed state, and the medium flow direction is: heat exchanger 3 - heater 11 (on) - pump 12 - first temperature sensor 14 - battery 4 - Second temperature sensor - 15 - Flow rate sensor 16 - Media container 13 - Heat exchanger 3.
  • the medium in the cooling duct is heated by the heater 11 to exchange heat with the battery 4 to complete the temperature adjustment of the battery.
  • the following describes how the controller acquires the required power P1 and the actual power P2 of the battery 4 in conjunction with specific examples.
  • the controller 6 may be configured to acquire a first parameter when the battery 4 is turned on, and generate a first required power for temperature adjustment of the battery according to the first parameter, and obtain a temperature adjustment of the battery 4 And a second parameter of the time, and generating a second required power for temperature regulation of the battery according to the second parameter, and generating a required power P1 of the battery according to the first required power of the battery and the second required power of the battery.
  • the first parameter is an initial temperature and a target temperature when the battery 4 is turned on, and a target time t from the initial temperature to the target temperature, and the first between the initial temperature and the target temperature is obtained.
  • a temperature difference ⁇ T 1 and generating a first required power according to the first temperature difference ⁇ T 1 and the target time t.
  • controller 6 generates the first required power by the following formula (1):
  • ⁇ T 1 is the first temperature difference between the initial temperature and the target temperature
  • t is the target time
  • C is the specific heat capacity of the battery 4
  • M is the mass of the battery 4.
  • the second parameter is the average current I of the battery 4 for a preset time, and the controller 6 generates the second required power by the following formula (2):
  • I is the average current and R is the internal resistance of the battery 4.
  • the charge and discharge current parameter of the battery 4 can be detected by the current Hall sensor.
  • the battery management controller 61 can estimate the average current of the battery 4 based on the current parameter of the battery 4 for a period of time.
  • the controller 6 further generates a second temperature difference ⁇ T 2 according to the inlet temperature detected by the first temperature sensor 14 and the outlet temperature detected by the second temperature sensor 15, and according to the second temperature difference of each battery ⁇ T 2 and the flow rate v detected by the flow rate sensor 16 generate the actual power P2 of the battery.
  • the actual power P2 is generated according to the following formula (3):
  • ⁇ T 2 is the second temperature difference
  • c is the specific heat capacity of the medium in the flow path
  • m is the mass of the medium flowing through the cross-sectional area of the flow path per unit time
  • m is the mass of the medium flowing through the cross-sectional area of the flow path per unit time
  • m v* ⁇ *s
  • v is the medium
  • ⁇ is the density of the medium
  • s is the cross-sectional area of the flow path.
  • the battery management controller 61 determines whether the battery 4 needs to perform temperature adjustment according to the battery temperature, and if it is determined that the battery 4 requires temperature adjustment, transmits information for turning on the temperature adjustment function to the vehicle air conditioner controller 63 through CAN communication.
  • the vehicle air conditioning controller 63 forwards this information to the battery thermal management controller 62, which controls the pump 12 to begin operation at a default rotational speed (e.g., low rotational speed).
  • the battery thermal management controller 62 acquires the initial temperature (ie, the current temperature) of the battery 4, the target temperature, and the target time t from the initial temperature to the target temperature, wherein the target temperature and the target time t can be preset according to actual conditions, and The first required power of the battery 4 is calculated according to the formula (1).
  • the battery thermal management controller 62 obtains the average current I of the battery 4 for a preset time, and calculates the second required power of the battery 4 according to the formula (2).
  • the battery thermal management controller 62 acquires the first temperature sensor 14 and the second temperature sensor 15 to detect the temperature information, and acquires the flow rate information detected by the flow rate sensor 16, and calculates the actual power P2 of the battery 4 according to the formula (3).
  • the battery thermal management controller 62 controls the heating power of the battery 4 by controlling the power of the heater 11 according to the P1 and P2 of the battery 4.
  • the vehicle air conditioner controls the cooling power of the vehicle air conditioner, the first fan 501, and the first adjustment. Valve opening to precisely control the cooling power of battery 4
  • the required power P1 can be calculated by different methods.
  • the initial temperature of the battery 4 is 45 ° C
  • the target temperature is 35 ° C.
  • the amount of heat that needs to be dissipated when the battery 4 is lowered from 45 ° C to 35 ° C is fixed, and can be directly calculated by the formula (1), that is, ⁇ T 1 *C*M/t.
  • the formula (1) that is, ⁇ T 1 *C*M/t.
  • This part of the heat can also be directly obtained by detecting the average current I of the battery 4, by using the formula (3), ie, I 2 *R, directly
  • the heating power of the current battery 4, that is, the second required power is calculated.
  • the required power P1 ⁇ T 1 *C*M/tI 2 *R, that is, the greater the discharge or charging current of the battery 4 during the heating of the battery 4, the required heating power is required. The smaller the power P1 is.
  • the cooling time of the battery 4 is affected by the cooling efficiency. Since the cooling efficiency is affected by the external ambient temperature and the current temperature of the battery 4, the efficiency of the temperature regulating system is constantly changing during the cooling of the battery 4, so the cooling efficiency cannot be Since it is 100%, it is necessary to detect the actual power P2 of the battery 4 only because P1 cannot accurately adjust the cooling time of the battery 4.
  • the actual power P2 of the battery 4 can be calculated by the formula (3), that is, ⁇ T2*c*m.
  • P2 can also be calculated by the actual cooling power P2 of the battery, which can also be calculated by the formula (4), ⁇ T3*C*m1, where ⁇ T3 is the temperature change of the battery 4 in a certain period of time, C is the specific heat capacity of the battery 4, m1 For the quality of the battery 4.
  • the P2 power is generally calculated according to the formula (3).
  • the controller 6 when in the cooling mode, is further configured to obtain a power difference between the required power P1 and the actual power P2 when the required power P1 is greater than the actual power P2. And increasing the cooling power according to the power difference, or increasing the rotation speed of the first fan 501, or increasing the opening degree of the first regulating valve 601, and reducing the cooling power or decreasing when the required power P1 is less than or equal to the actual power P2.
  • the opening degree of the first regulating valve 601, or the rotation speed of the first fan 501 is reduced, or the cooling power of the vehicle air conditioner, the opening degree of the first regulating valve 601, and the rotation speed of the first fan 501 are maintained.
  • the controller 6 acquires the required power P1 of the battery 4 and the actual power P2, and makes a judgment. If the P1 of the battery 4 is greater than P2, it indicates that if the cooling of the battery 4 cannot be completed within the target time according to the current cooling power, the controller acquires the power difference between the required power P1 of the battery 4 and the actual power P2, and according to the power. The difference increases the compressor cooling power, increases the rotational speed of the first fan 5, or increases the opening degree of the first regulating valve 601 to reduce the temperature of the air conditioning vent and increase the amount of cooling air blown to the heat exchanger 3, thereby speeding up Heat exchange of the heat exchanger 3.
  • the controller may reduce the cooling power of the compressor, reduce the rotation speed of the first fan 501 to save electric energy, or keep the cooling power of the compressor constant, and the rotation speed of the first fan 501 does not change.
  • the temperature of the battery is lower than the first set temperature, for example, 35 ° C, the battery 4 is cooled, and the controller controls the first regulating valve 601 and the first fan 501 to be closed.
  • the controller further increases the cooling power of the compressor, increases the rotation speed of the first fan 501, or increases The opening of the first regulating valve is such that the battery 4 is cooled as soon as possible.
  • the controller 6 when in the heating mode, obtains a temperature difference between the required power P1 and the actual power P2 when the required power P1 is greater than the actual power P2, and The heating power of the heater 11 is increased in accordance with the temperature difference, and when the required power P1 is less than or equal to the actual power P2, the heating power of the heater is lowered, or the heating power of the heater 11 is kept constant.
  • the controller when operating in the heating mode, acquires the required power P1 of the battery 4 and the actual power P2, and makes a judgment. If P1 of the battery 4 is greater than P2, it indicates that if the temperature rise of the battery 4 cannot be completed within the target time according to the current heating power, the controller acquires the power difference between the required power P1 of the battery 4 and the actual power P2, and increases according to the power difference.
  • the heating power of the heater 11 can be reduced to save electric energy, or the power of the heater 11 can be kept constant.
  • the battery management controller 61 sends a message for turning off the temperature adjustment function to the battery thermal management controller 62 via CAN communication to control the heater 11 Stop heating. If the temperature adjustment system enters the heating mode for a long period of time, for example, after 2 hours, the temperature of the battery 4 is still lower than 10 ° C, the controller appropriately increases the power of the heater 11 to cause the battery 4 to complete the temperature rise as soon as possible.
  • the controller 6 is further configured to reduce the rotation speed of the pump 12 or keep the rotation speed of the pump 12 when the required power P1 is less than or equal to the actual power P2. And when the required power P1 is greater than the actual power P2, the rotation speed of the pump 12 is increased.
  • the controller controls the rotation speed of the pump 12 to decrease, to save power, or to keep the rotation speed of the pump 12 constant.
  • the P1 of the battery 4 is greater than P2, in addition to controlling the compressor cooling power, the rotational speed of the first blower 501, the opening degree of the first regulating valve 601, or the power of the heater 11, the rotational speed of the pump 12 can be controlled to be increased.
  • the actual power P2 of the battery 4 is increased to achieve temperature adjustment within the target time t.
  • the cooling air of the vehicle air conditioner 2 can cool the battery and can also cool the interior of the vehicle.
  • a fourth air duct 400 is formed between the air conditioning air outlet and the vehicle compartment, and the vehicle air conditioner 2 may further include a second regulating valve 602 and a second fan 502 disposed in the fourth air duct 400.
  • the vehicle air conditioner 2 exchanges heat with the cabin through the second duct 200.
  • the semiconductor heat exchange module 5 exchanges heat with the vehicle through the third air passage 300; 2 After the semiconductor heat exchange module 5 is heat-exchanged through the fourth air passage 400, the passenger compartment, and the third air passage 300, the semiconductor heat exchange module 5 heat-exchanges the heat exchanger 3 through the second air passage 200.
  • the battery cooling branch provides cooling power to the battery 4 through the heat exchanger 3, and the first regulating valve 601 can be used to control the cooling air intake amount of the battery cooling branch.
  • the second regulator valve 602 can be used to control the amount of cooling air intake in the in-vehicle cooling circuit.
  • the battery cooling branch is: air conditioning air outlet - first regulating valve 601 - first fan 401 - heat exchanger 3.
  • the in-vehicle cooling branch is: air conditioning air outlet - second regulating valve 602 - second fan 402 - car.
  • the controller is further configured to acquire a cabin temperature of the cabin, and adjust an opening degree of the first regulating valve 601 and the second regulating valve 602 according to the cabin temperature, the required power P1, and the actual power P2.
  • the controller detects the temperature in the cabin, and can adjust the power distribution of each cooling circuit according to the cabin temperature and the required power P1 of the battery and the actual power P2, thereby balancing the cooling requirements of the interior cooling and the battery cooling.
  • the vehicle battery temperature regulation system further includes a fourth fan 504 connected to the cooling end of the semiconductor heat exchange module 5, and a fifth fan 505 connected to the heat generating end of the semiconductor heat exchange module 5.
  • the semiconductor replacement module 5 has a heating end and a cooling end. When the power supply is reversed, the heating end and the cooling end are exchanged.
  • a heat exchange fan (fourth fan 504 and fifth fan 505) is mounted on the heating end and the cooling end of the semiconductor heat exchange module 5 to accelerate heat exchange between the heating end and the cooling end.
  • the controller may further include: a semiconductor controller 64 that can perform CAN communication with the semiconductor heat exchange module 5, and can control the power of the semiconductor heat exchange module 5, and can control the fourth fan 504. And the rotational speed of the fifth fan 505.
  • a semiconductor controller 64 that can perform CAN communication with the semiconductor heat exchange module 5, and can control the power of the semiconductor heat exchange module 5, and can control the fourth fan 504. And the rotational speed of the fifth fan 505.
  • the vehicle air conditioner controller 63 After the vehicle air conditioner 2 is powered on, if the vehicle air conditioner controller 63 receives the battery cooling function activation information sent by the battery management controller 61, the battery cooling function is activated, and the vehicle air conditioner controller 63 sends the battery cooling function startup information to the battery thermal management control.
  • the vehicle air conditioner controller 63 receives the required power P1 of the battery transmitted from the battery management controller 61, and forwards the information to the battery thermal management controller 62 and the semiconductor controller 64.
  • the vehicle air conditioner controller 63 controls the first regulator valve 601 and the second regulator valve 602 to open while controlling the first fan 501 and the second fan 502 to start operating.
  • the vehicle air conditioner controller 63 receives the water temperature information transmitted by the battery thermal management controller 62 and the actual power P2 of the battery, and forwards the information to the battery management controller 61 and the semiconductor controller 64. During the battery cooling process, the vehicle air conditioner controller 63 compares the required power P1 of the battery with the actual power P2 information of the battery. If the required power P1 is less than the actual temperature power P2, it is determined whether the temperature of the battery reaches 45 ° C (higher temperature). If the temperature of the battery reaches 45 ° C, the vehicle air conditioner controller 63 reduces the opening degree of the second regulating valve 602, increases the opening degree of the first regulating valve 601, reduces the cooling air flow in the vehicle, and increases the cooling of the battery cooling branch.
  • the vehicle air conditioner controller 63 receives the battery cooling completion information sent by the battery management controller 61, that is, the temperature of the battery reaches 35 ° C, the vehicle air conditioner controller 63 forwards the battery cooling completion information to the battery thermal management control.
  • the battery 62 is cooled.
  • the average temperature of the battery is processed hierarchically, and the thresholds for temperature control are 40 ° C, 45 ° C, and 35 ° C, respectively.
  • the battery cooling function is activated.
  • the battery temperature reaches 35 °C, the battery cooling is completed.
  • the vehicle air conditioner preferentially meets the cooling capacity requirement of the battery cooling.
  • P1 is less than P2
  • the cooling capacity requirement in the car is still prioritized. If the cooling power in the car is sufficient and reaches equilibrium, the car air conditioner further increases the battery cooling power.
  • the vehicle air conditioner can have three cooling branches, including a battery cooling branch and two in-vehicle cooling branches.
  • the first regulator valve 601 can be used to control the amount of cooling air intake of the battery cooling branch.
  • the second regulator valve 602 can be used to control the amount of cooling air intake of the in-vehicle cooling circuit 1.
  • the third regulator valve 603 can be used to control the amount of cooling air intake of the in-vehicle cooling circuit 2.
  • the battery cooling branch is: air conditioning air outlet - first regulating valve 601 - first fan 501 - heat exchanger 3.
  • the first in-vehicle cooling branch is: air conditioning air outlet - second regulating valve 602 - second fan 502 - car.
  • the second in-vehicle cooling branch mainly supplies cooling air to the space inside the vehicle through the third fan 503.
  • the cooling air is cooled by the semiconductor heat exchange module 5 and flows into the interior of the vehicle.
  • the second in-vehicle cooling branch is: air conditioning air outlet - first regulating valve 601 - first fan 501 - third regulating valve 603 - third fan 503 - semiconductor heat exchange module 5 - car.
  • the first regulator valve 601 is closed.
  • the first regulating valve 601 is opened when the battery cooling function is activated.
  • the direction of circulation of the medium in the battery cooling duct is as follows: heat exchanger 3 - heater 11 (off) - pump 12 - first temperature sensor 14 - battery 4 - second temperature sensor - 15 - flow rate sensor 16 - medium container 13 - Heat exchanger 3.
  • the medium circulation direction in the battery cooling duct is as follows: heat exchanger 3 - heater 11 (on) - pump 12 - first temperature sensor 14 - battery 4 - second temperature sensor 15 - Flow rate sensor 16 - medium container 13 - heat exchanger 3.
  • the fourth fan 504 can blow the cooling wind of the cooling end to the car
  • the fifth fan can blow the wind of the heating end to the outside of the car.
  • the temperature drops and then blows back to the compartment. It acts as a cooling compartment and reduces the impact of battery cooling on the refrigeration of the vehicle air conditioner.
  • the semiconductor heat exchange module 5 compares the required power P1 of the battery with the actual power P2. If P1 is less than P2, the cooling power of the semiconductor heat exchange module 5 is increased, while the fourth fan 504 and the fifth fan 505 are controlled. The high speed operation works to increase the cooling power of the semiconductor heat exchange module 5.
  • the semiconductor heat exchange module 5 receives the battery cooling completion information of the vehicle air conditioner, the battery cooling is completed.
  • the battery temperature regulation actual power is P2
  • P3 is the maximum cooling power of the semiconductor heat exchange module
  • P6 is the interior cooling demand power
  • P7 is the maximum cooling power of the vehicle air conditioner compressor.
  • the compressor When the sum of the power of the required power P1 and the in-vehicle cooling demand power P6 is ⁇ the total compressor power P7, that is, P1 + P6 ⁇ P7, the compressor operates in accordance with the P1 + P6 cooling power. And P1 ⁇ P7, P6 ⁇ P7.
  • the opening degree of the second regulating valve is controlled so that the cooling power in the vehicle is P6.
  • the opening degrees of the first regulating valve and the third regulating valve are controlled such that the battery cooling power is P1.
  • the compressor When P1+P6>P7+P3, it is judged whether the battery temperature is greater than 45°C. If it is greater than 45°C, the cooling power is preferentially provided for battery cooling, the compressor operates according to the maximum cooling power P7, and the semiconductor heat exchange module according to the maximum cooling power P3 Run while increasing fan speed.
  • the opening degree of the first regulating valve is increased, so that the cooling power of the battery cooling branch is P1, and the opening degree of the second regulating valve is reduced, so that the cooling branch power in the vehicle is P7+P3-P1.
  • the cooling power is preferentially provided for the vehicle, the compressor operates according to the maximum cooling power P7, and the semiconductor heat exchange module operates according to the maximum cooling power P3.
  • Increase fan speed The opening degree of the second regulating valve is increased, so that the cooling power of the cooling branch in the vehicle is P6, and the opening degree of the second regulating valve is reduced, so that the cooling power of the battery cooling branch is P7+P3-P6. If the temperature inside the vehicle has reached the set temperature, the cooling power of the battery is preferentially satisfied.
  • the compressor increases the cooling power Pc, increases the opening degree of the first regulating valve, and increases the pump rotation speed to increase the battery cooling power.
  • the compressor is cooled according to maximum The power P7 operates and the semiconductor ventilation module operates in accordance with the cooling power Pg.
  • the compressor operates in accordance with the cooling power Ph, and the semiconductor ventilation module operates in accordance with the maximum cooling power P3.
  • the compressor operates at a maximum cooling power P7, and the semiconductor heat exchange module increases the cooling power Pc.
  • the compressor increases the cooling power Pc, and the semiconductor heat exchange module operates according to the maximum cooling power P3.
  • the compressor cooling power is constant, and the cooling power of the semiconductor heat exchange module is increased by Pc.
  • the compressor cooling power increases Pc, and the cooling power of the semiconductor heat exchange module does not change.
  • the compressor cooling power is increased by 0.5*Pc, and the semiconductor heat exchange module cooling power is increased by 0.5Pc.
  • the cooling power is increased in proportion to the ratio of the maximum cooling power of the compressor and the semiconductor heat exchange module.
  • the opening degree of the first regulating valve is increased, the control pump speed is increased, and the fan speed is increased, so that the cooling power of the battery cooling branch is increased by Pc.
  • the compressor runs according to the maximum cooling power P7, and the semiconductor heat exchange module operates according to the maximum cooling power P3, while increasing the fan speed, the battery The heat management heat exchange module increases the pump speed to increase the heat exchange power. At this time, it is judged whether the battery temperature is greater than 45 ° C. If it is greater than 45 ° C, the cooling power is preferentially provided for the battery cooling, the compressor operates according to the maximum cooling power P7, and the semiconductor heat exchange module operates according to the maximum cooling power P3 while increasing the fan speed.
  • the cooling power of the battery cooling branch is P1+Pc
  • the pump speed is increased and the fan speed is increased, so that the cooling power of the battery cooling branch is increased by Pc. If it is determined that the battery temperature is not greater than 45 ° C, and the temperature inside the vehicle has not reached the set temperature, the cooling power is preferentially provided for the vehicle, the compressor operates according to the maximum cooling power P7, and the semiconductor heat exchange module operates according to the maximum cooling power P3. Increase fan speed.
  • the opening degree of the second regulating valve is increased, so that the cooling power of the cooling branch in the vehicle is P6, and the opening degree of the first regulating valve is reduced, so that the cooling power of the battery cooling branch is P7+P3-P6. If the temperature inside the vehicle has reached the set temperature, the cooling power of the battery is preferentially satisfied.
  • the PTC heater supplies heating power to the battery in accordance with the heating power P1.
  • the heater supplies heating power to the battery according to the maximum heating power P5, and the semiconductor heat exchange module supplies heating power to the battery according to the heating power Pd, and simultaneously improves the The four-fan and fifth-fan speeds, the battery thermal management heat exchange module increase the pump speed to increase the heat exchange power.
  • the PTC heater supplies heating power to the battery according to the maximum heating power P5
  • the semiconductor heat exchange module supplies heating power to the battery according to the maximum heating power P3, and simultaneously improves the fourth fan and the first The five-fan speed
  • the battery heat management heat exchange module increases the pump speed to increase the heat exchange power.
  • the semiconductor heat exchange module reduces the heating power Pc, reduces the fourth fan and the fifth fan speed, or the PTC heater heating power decreases Pc, and the battery thermal management changes
  • the thermal module reduces pump speed to save power. Or keep the current heating power unchanged.
  • the PTC heater increases the heating power Pc, and the battery thermal management module controls the pump rotation speed to increase the battery heating power.
  • PTC heater operates according to the maximum heating power P5, semiconductor
  • the heat exchange module operates in accordance with the heating power Pi.
  • the PTC heater operates in accordance with the heating power Pj
  • the semiconductor heat exchange module operates in accordance with the maximum heating power P4.
  • the PTC heater supplies heating power to the battery according to the maximum heating power P5, and the semiconductor heat exchange module increases the heating power Pc.
  • the heater heating power is constant, and the heating power of the semiconductor heat exchange module is increased by Pc.
  • the heater heating power increases Pc, and the heating power of the semiconductor heat exchange module does not change.
  • the heating power of the PTC heater is increased by 0.5*Pc
  • the heating power of the semiconductor heat exchange module is increased by 0.5Pc
  • the heating power is increased in proportion according to the ratio of the maximum heating power of the PTC heater and the semiconductor heat exchange module.
  • the fourth fan and the fifth fan speed are increased, and the battery thermal management heat exchange module increases the pump speed to increase the heat exchange power, so that the battery heating power increases Pc.
  • the PTC heater supplies heating power to the battery according to the maximum heating power P5
  • the semiconductor heat exchange module supplies heating power to the battery according to the maximum heating power P4.
  • the fourth fan and the fifth fan speed are increased, and the battery heat management heat exchange module increases the pump speed to increase the heat exchange power.
  • the difference between FIG. 2 and FIG. 1 is mainly that there are two battery cooling branches in the scheme shown in FIG. 2, and one cooling branch in the vehicle.
  • the first battery cooling branch is: air conditioning air outlet - first regulating valve 601 - first fan 501 - heat exchanger 3.
  • the second battery cooling branch is: car-semiconductor heat exchange module 5 third fan 503 - third regulating valve 603 - first fan 501 - heat exchanger 3.
  • the in-vehicle cooling branch is: air conditioning air outlet - second regulating valve 602 - second fan 502 - car.
  • the cooling wind of the second battery cooling branch is the cooling air in the cabin, and the cooling air in the cabin is cooled by the cooling end of the semiconductor heat exchange module 5, and then passes through the third fan 503, the third regulating valve 603, and the first The fan 501 is followed by a cooling air for the heat exchanger 3.
  • the present application also proposes a temperature adjustment system.
  • the scheme shown in 4-3b is a schematic diagram of a cooling branch when 4 does not turn on the interior cooling. Since there is no need to turn on the cooling in the vehicle, it is determined whether the cooling air cooled by the battery needs to be recovered to the passenger compartment through the semiconductor heat exchange module 5 or discharged to the outside of the vehicle according to the temperature inside the vehicle. If it is necessary to recover the battery cooling air, the battery cooling air passes through the third regulating valve 603 and the third fan 503 according to the scheme shown in FIG. 4, and then blows back to the passenger compartment through the cooling end of the semiconductor heat exchange module 5 to cool the passenger compartment. If it is not necessary to recover the battery cooling air, the battery cooling air can be directly discharged to the outside of the vehicle through the third regulating valve 603 and the third fan 503 according to the scheme shown in FIG.
  • Fig. 6 is another temperature adjustment system. Compared with Fig. 2, the scheme shown in Fig. 6 is a schematic diagram of the cooling branch when Fig. 2 does not turn on the interior cooling. At this time, there are two battery cooling branches.
  • the first battery cooling branch is: air conditioning air outlet - first regulating valve 601 - first fan 501 - heat exchanger 3.
  • the second battery cooling branch is: car-semiconductor heat exchange module 5 third fan 503 - third regulating valve 603 - first fan 501 - heat exchanger 3.
  • the semiconductor controller 64 receives the battery cooling function activation information transmitted by the vehicle air conditioner controller 63, the battery cooling function is activated, and the semiconductor controller 64 transmits the battery cooling function activation information to the battery thermal management controller 62.
  • the semiconductor controller 64 receives the required power P1 of the battery transmitted by the vehicle air conditioner.
  • the semiconductor controller 64 receives the water temperature information transmitted by the battery thermal management controller 62 and the actual power P2 of the battery.
  • the semiconductor heat exchange module 5 is powered forward, so that the semiconductor heat exchange module 5 is in a cooling operation state, and the air inside the vehicle is blown toward the cooling end through the fourth fan 504, so that the air temperature is lowered.
  • the cooling power of the semiconductor thermal module 5 is determined according to the difference between the required power P1 and the actual power P2.
  • Fig. 7 is a temperature adjustment system of another vehicle battery. Compared with Fig. 1, the biggest difference is that neither the vehicle air conditioner 2 nor the semiconductor heat exchange module 5 operates. When the temperature of the vehicle/outside environment is low, the external cooling air is blown to the heat exchanger 3 through the second fan 502 - the second regulating valve 602 - the first regulating valve 601 - the first fan 501 Battery 4 provides cooling power.
  • the present application further provides a temperature adjustment system for a vehicle battery.
  • the vehicle battery temperature adjustment system may further include a fourth fan 504 connected to the cooling end of the semiconductor heat exchange module 5, and a fourth fan 504. It is connected to the fourth tuyere of the car, and a fifth fan 505 connected to the heating end of the semiconductor heat exchange module 5, and the fifth fan 505 is connected to the fifth tuyere outside the car.
  • the scheme shown in FIG. 8 is applicable to a working condition in which the ambient temperature is low and the heat of the battery is high, and the battery cooling branch has two branches, and the first battery cooling branch is used.
  • the road is: air conditioning air outlet - first regulating valve 601 - first fan 501 - heat exchanger 3.
  • the second battery cooling branch is: outside the vehicle - cooling end - third fan 503 - third regulating valve 603 - first fan 501 - heat exchanger 3.
  • there is an in-vehicle heating branch and the wind in the cabin is heated by the heating end of the semiconductor heat exchange module 5, and then blown into the compartment, so that the temperature inside the compartment rises.
  • the heating power can be supplied through the semiconductor heat exchange module 5 in addition to the heating power that can be supplied through the heater 11.
  • the third fan 503 is connected to the heating end of the semiconductor heat exchange module 5.
  • the semiconductor controller 64 receives the battery heating function activation information transmitted by the vehicle air conditioner controller 63, the battery heating function is activated, and the semiconductor controller transmits the battery heating function activation information to the vehicle air conditioner controller 63 and the battery thermal management controller 62.
  • the semiconductor controller 64 receives the required power P1 of the battery transmitted from the in-vehicle air conditioner controller 63.
  • the semiconductor controller 64 receives the water temperature information transmitted by the battery thermal management controller 62 and the temperature adjusted actual power of the battery.
  • the semiconductor heat exchange module 5 is reversely powered, so that the semiconductor heat exchange module 5 is in a heating operation state, and the air inside the vehicle is blown to the heating end through the fourth fan 504, so that the air temperature rises.
  • the heating power of the semiconductor heat exchange module 5 is determined according to the difference between the required power P1 of the battery and the actual power P2, that is, the heating power of the semiconductor heat exchange module 5 is equal to P1-P2.
  • the heating function of the semiconductor heat exchange module 5 is turned on, the fourth fan 504 and the fifth fan 505 are turned on.
  • the controller compares the information of the required power P1 and the actual power P2 of the battery. If P1 is less than P2, the semiconductor heat exchange module 5 increases the heating power while controlling the first The four fans 504 and the fifth fan 505 operate at a high rotational speed to increase the heating power of the semiconductor heat exchange module.
  • the semiconductor controller 64 receives the battery heating completion information of the vehicle air conditioner controller 63, the battery heating is completed.
  • the heating power and the cooling power of the vehicle battery can be accurately controlled according to the actual state of the vehicle battery, and the temperature is adjusted when the vehicle battery temperature is too high or too low, so that the vehicle is in use.
  • the temperature of the battery is maintained within a preset range to avoid the occurrence of temperature-affected battery performance.
  • FIG. 10 is a flowchart of a temperature adjustment method of a vehicle battery according to a first embodiment of the present application.
  • the vehicle battery temperature regulation system includes a heat exchanger; the vehicle air conditioner, the vehicle air conditioner has an air conditioning air outlet, and the first air passage is formed between the air conditioning air outlet and the heat exchanger; the semiconductor heat exchange module a second air duct is formed between the cooling end of the semiconductor heat exchange module and the first fan, and a third air passage is formed between the cooling end of the semiconductor heat exchange module and the compartment; the battery thermal management module, the battery thermal management module and the replacement
  • the heat exchanger is connected to form a heat exchange flow path; the controller is connected with the semiconductor heat exchange module, the battery thermal management module and the vehicle air conditioner.
  • the method for adjusting the temperature of the vehicle battery includes the following steps:
  • acquiring the temperature adjustment required power of the battery by the battery management controller 61 specifically includes: acquiring, by the battery management controller 61, the first parameter when the battery is turned on, and according to the first parameter Generate the first demand power.
  • the second parameter of the battery during temperature adjustment is obtained by the battery management controller 61, and the second required power is generated according to the second parameter.
  • the required power P1 is generated by the battery management controller 61 based on the first required power and the second required power.
  • the first parameter is an initial temperature and a target temperature when the battery is turned on, and a target time t from the initial temperature to the target temperature, according to the battery management controller 61 according to the first
  • the generating the first required power of the parameter specifically includes: acquiring, by the battery management controller 61, a first temperature difference ⁇ T 1 between the initial temperature and the target temperature.
  • the first required power demand power P1 is generated according to the first temperature difference ⁇ T 1 and the target time t.
  • the battery management controller 61 generates the first required power by the following formula (1):
  • ⁇ T 1 is the first temperature difference between the initial temperature and the target temperature
  • t is the target time
  • C is the specific heat capacity of the battery
  • M is the mass of the battery.
  • the second parameter is an average current I of the battery within a preset time
  • the second required power is generated by the following formula (2):
  • I is the average current and R is the internal resistance of the battery.
  • acquiring the temperature of the battery by the battery thermal management controller 62 to adjust the actual power specifically includes: obtaining, by the battery thermal management controller 62, an inlet temperature and an outlet temperature of the flow path for adjusting the battery temperature, and acquiring The flow rate v of the coolant flowing into the flow path, and a second temperature difference ⁇ T 2 according to the inlet temperature and the outlet temperature, and the actual power P2 is generated according to the second temperature difference ⁇ T 2 and the flow rate v.
  • the actual power P2 is generated by the following formula (3):
  • ⁇ T 2 is the second temperature difference
  • C is the specific heat capacity of the battery
  • m is the mass of the coolant flowing through the cross section of the flow path per unit time
  • m v* ⁇ *s
  • v is the flow rate of the coolant
  • ⁇ is the density of the coolant
  • s is the cross-sectional area of the flow path.
  • the temperature of the battery is adjusted within the target time according to the required power P1 and the actual power P2 to reach the target temperature.
  • the battery management controller 61 determines whether the battery needs to be temperature-regulated.
  • the temperature adjustment system of the vehicle battery enters the cooling mode, as shown in FIG. 1 .
  • the controller controls the first regulating valve to be opened, and the first fan blows the cooling air of the vehicle air conditioner to the heat exchanger to heat the medium in the heat exchanger. After cooling, the medium is then cooled by the battery thermal management module.
  • the cooling air flow direction is: air conditioning air outlet - first regulating valve - first fan - heat exchanger; medium flow direction is: heat exchanger - battery thermal management module - battery - Battery thermal management module - heat exchanger.
  • the controller can also control the operation of the semiconductor heat exchange module, and the third fan blows the cooling power of the semiconductor cooling end to the first fan, and the first fan blows the heat exchanger.
  • the medium in the cooling pipe in the heat exchanger is cooled, and the medium is cooled by the battery thermal management module.
  • the initial temperature (ie, the current temperature) of the battery, the target temperature, and the target time t from the initial temperature to the target temperature are also acquired by the battery management controller 61, wherein the target temperature and the target time t may be based on the vehicle battery.
  • the actual situation is preset, and then the first demand power is calculated according to formula (1).
  • the average current I of the battery in the preset time is obtained by the battery management controller 61, and the second required power is calculated according to the formula (2).
  • the required power P1 that is, the required power of the battery is adjusted to the target temperature
  • the battery inlet temperature and the outlet temperature are acquired by the battery thermal management controller 62, and the flow rate information is acquired, and the actual power P2 is calculated according to the formula (3).
  • the controller adjusts the power of the vehicle air conditioner and the semiconductor heat exchange module according to the required power P1 and the actual power P2 to adjust the temperature of the battery. Therefore, the control method can accurately control the time required for the battery temperature adjustment, and the actual power for temperature adjustment of the battery can be adjusted in real time, which can ensure the temperature adjustment of the vehicle battery is completed within the target time, so that the temperature of the vehicle battery is maintained at The preset range avoids the situation where the performance of the vehicle battery is affected by temperature.
  • the battery 4 refers to an energy storage device that is mounted on the vehicle, provides power output to the vehicle, and provides electricity to other powered devices on the vehicle, and can be repeatedly charged.
  • the vehicle air conditioner can provide cooling power for the battery, and can perform CAN communication with the battery thermal management module.
  • the vehicle air conditioner also controls the opening or closing of the first regulating valve, and can adjust the opening degree of the first regulating valve.
  • the first fan is controlled by the car air conditioner and the wind speed is adjustable.
  • the required power P1 is to adjust the temperature of the battery to the target temperature
  • the temperature required by the battery adjusts the power.
  • Actual power P2 is the temperature-adjusted power actually obtained by the battery when the battery is currently temperature-adjusted.
  • the target temperature is the set value, which can be preset according to the actual condition of the vehicle battery. For example, when it is winter, the outdoor environment temperature is very low, and the battery needs to be heated.
  • the target temperature can be set at about 10 °C, when it is summer.
  • the battery needs to be cooled, and the target temperature can be set at about 35 °C.
  • the temperature regulation system of the vehicle battery enters the cooling mode, the vehicle air conditioner and the battery thermal management module work, the first air conditioning valve of the vehicle is controlled to open, and the first fan will be the vehicle air conditioner.
  • the cooling air is blown to the heat exchanger to cool the medium in the cooling pipe in the heat exchanger, and the medium is then cooled by the battery thermal management module.
  • the initial temperature (ie, the current temperature) of the battery, the target temperature, and the target time t from the initial temperature to the target temperature are acquired by the battery management controller 61, wherein the target temperature and the target time t may be performed according to actual conditions.
  • the average current I of the battery for a preset time is obtained by the battery management controller 61, and the second required power of the battery is calculated according to the formula (2).
  • the required power P1 of the battery ie, the required power of the battery is adjusted to the target temperature
  • the battery management controller 61 based on the first required power of the battery and the second required power.
  • the inlet temperature and the outlet temperature of the battery are acquired by the battery thermal management controller 62, and the flow rate information is acquired, and the actual power P2 of the battery is calculated according to the formula (3).
  • the required power P1 is to adjust the temperature of the battery to the set target temperature, and the power required to be supplied to the battery
  • the actual power P2 is the actual power obtained by the battery when the current temperature is adjusted
  • the target temperature is the set value.
  • the preset can be made according to the actual situation of the vehicle battery. For example, when the battery is cooled, the target temperature can be set at about 35 °C. Then, the power of the first fan and the opening degree of the first regulating valve are adjusted by the controller according to the required power P1 and the actual power P2.
  • the controller increases the cooling power of the compressor, increases the rotational speed of the first fan, and opens the first regulating valve to increase the temperature of the battery to adjust the actual power, so that the battery 4 is completed as soon as possible. Cool down. Therefore, the temperature of the vehicle battery can be adjusted when the temperature of the vehicle battery is too high, so that the temperature of the vehicle battery is maintained within a preset range, thereby avoiding the situation that the performance of the vehicle battery is affected by the temperature.
  • the battery thermal management module includes a pump disposed on the heat exchange flow path, a first temperature sensor, a second temperature sensor, and a flow rate sensor; wherein: the pump is used for changing The medium flows in the heat flow path; the first temperature sensor is used to detect the inlet temperature of the medium flowing into the vehicle battery; the second temperature sensor is used to detect the outlet temperature of the medium flowing out of the vehicle battery; and the flow rate sensor is used to detect the heat exchange flow path The flow rate of the medium.
  • the battery thermal management module may further include a media container disposed on the heat exchange flow path, wherein the media container is configured to store and supply the medium to the heat exchange flow path.
  • the battery thermal management module may further include: a heater disposed on the heat exchange flow path, wherein the heater is configured to heat the medium in the heat exchange flow path.
  • the temperature adjustment system of the vehicle battery can cool the battery through the vehicle air conditioner and the heat exchanger, and can also heat the medium through the heater to adjust the temperature of the battery when the battery temperature is low.
  • the heater can be a PTC heater, and the heater is not directly in contact with the battery, and has high safety, reliability, and practicality.
  • the pump is primarily used to provide power.
  • the media container is primarily used for storage media and accepts media added to the temperature regulation system. When the media in the temperature regulation system is reduced, the media in the media container is automatically replenished.
  • the first temperature sensor is used to detect the temperature of the battery flow path inlet medium
  • the second temperature sensor is used to detect the temperature of the battery flow path exit medium.
  • the flow rate sensor is used to detect the flow rate information of the medium in the pipe in the temperature regulation system.
  • the temperature adjustment method may further include: acquiring, by the battery management controller 61, a temperature of the battery, and determining whether the temperature of the battery is greater than a first temperature threshold (S10-S20).
  • the temperature management system is controlled to enter the cooling mode by the battery management controller 61 (S30); when the temperature of the battery is less than or equal to the first temperature threshold, the battery management controller 61 continues to determine Whether the temperature of the battery is less than a second temperature threshold (S40); when the temperature of the battery is less than the second temperature threshold, controlling the temperature adjustment system to enter a heating mode (S50) by the battery management controller 61, wherein the first temperature threshold is greater than The second temperature threshold.
  • the first temperature threshold and the second temperature threshold may be preset according to actual conditions. For example, the first temperature threshold may be 40 ° C, and the second temperature threshold may be 0 ° C.
  • the battery management controller 61 acquires the temperature of the battery in real time and makes a determination. If the temperature of the battery is higher than 40 °C, the temperature of the battery is too high at this time. In order to avoid the influence of high temperature on the performance of the battery, the battery needs to be cooled, and the temperature control system is controlled to enter the cooling mode by the battery management controller 61. And controlling and controlling the opening of the first regulating valve by the vehicle air conditioner controller 63, the first fan blowing the cooling air of the vehicle air conditioner to the heat exchanger to cool the medium in the cooling pipeline in the heat exchanger, and the medium is further heated by the battery The management module cools the battery.
  • the temperature control system is controlled by the battery management controller 61 to enter the heating mode. And controlling the heater to be turned on by the battery thermal management controller 62, while the vehicle air conditioner keeps the first regulating valve in a closed state, and heating the medium in the cooling pipeline through the heater to exchange heat between the medium and the battery to complete the temperature adjustment of the battery.
  • the vehicle air conditioner includes a first regulating valve disposed in the first air passage and a first fan corresponding to the heat exchanger, when in the cooling mode
  • the method may further include: determining whether the required power P1 is greater than the actual power P2; if the required power P1 is greater than the actual power P2, obtaining a power difference between the required power P1 and the actual power P2, and increasing the cooling of the compressor according to the power difference Power, at the same time increase the speed of the first fan or increase the opening of the first regulating valve; if the required power P1 is less than or equal to the actual power P2, reduce the cooling power of the compressor, reduce the speed of the first fan, reduce the first Adjust the opening of the valve, or keep the compressor cooling power, the speed of the first fan, and the opening of the first regulator.
  • the controller acquires the required power P1 of the battery and the actual power P2, and makes a judgment. If the P1 of the battery is greater than P2, it means that if the cooling of the battery cannot be completed within the target time according to the current cooling power, the controller obtains the power difference between the required power P1 of the battery 4 and the actual power P2, and is controlled by the vehicle air conditioner.
  • the device 63 increases the cooling power of the compressor according to the power difference, increases the rotation speed of the first fan, and increases the opening degree of the first regulating valve to increase the amount of cooling air blown to the heat exchanger and accelerate heat exchange of the heat exchanger.
  • the cooling power of the compressor can be reduced by the vehicle air conditioner controller 63, the rotation speed of the first fan can be reduced to save electric energy, or the cooling power of the compressor and the rotation speed of the first fan can be maintained.
  • the battery management controller 61 transmits the information of turning off the temperature adjustment function through the CAN communication vehicle air conditioner, and the first regulating valve and the first fan are controlled to be turned off by the vehicle air conditioner controller 63. If the temperature adjustment system enters the cooling mode for a long time, for example, after 1 hour, the temperature of the battery is still higher than 35 ° C, then the cooling power of the compressor, the rotation speed of the first fan, and the first are appropriately increased by the vehicle air conditioner controller 63. Adjust the opening of the valve to allow the battery to cool down as quickly as possible.
  • the method when in the heating mode, may further include: determining whether the required power P1 is greater than the actual power P2. If the required power P1 is greater than the actual power P2, the power difference between the required power P1 and the actual power P2 is obtained, and the power of the heater for heating the battery is increased according to the power difference; if the required power P1 is less than or equal to the actual power P2, then Reduce the power of the heater or keep the power of the heater constant.
  • the required power P1 of the battery and the actual power P2 are acquired by the controller, and a determination is made. If the P1 of the battery is greater than P2, it means that if the heating of the battery cannot be completed within the target time according to the current heating power, the controller obtains the power difference between the required power P1 of the battery and the actual power P2, and passes the battery thermal management controller. 62 increases the power of the heater according to the power difference, wherein the greater the power difference between P1 and P2, the more the power of the heater 11 increases, so that the temperature of the battery rises to the target temperature within the preset time t.
  • the heating power of the heater can be reduced by the battery thermal management controller 62 to save power or keep the power of the heater unchanged.
  • the battery thermal management controller 62 controls the heater to stop heating. If the temperature adjustment system enters the heating mode for a long time, for example, after the hour, the temperature of the battery is still lower than 10 ° C, the power of the heater is appropriately increased by the battery thermal management controller 62 so that the battery is warmed up as soon as possible.
  • the foregoing method may further include: when the required power P1 is less than or equal to the actual power P2, lowering the rotation speed of the pump or keeping the rotation speed of the pump unchanged, and When the required power P1 is greater than the actual power P2, the rotational speed of the pump is increased.
  • the rotation speed of the pump is controlled by the battery thermal management controller 62 to save power or keep the rotation speed of the pump constant.
  • the P1 of the battery is greater than P2
  • the cooling power of the compressor, the rotation speed of the first fan, the opening degree of the first regulating valve are increased by the vehicle air conditioner controller 63, or the power of the heater is controlled by the battery thermal management controller 62.
  • the battery thermal management controller 62 can also be used to control the increase of the rotational speed of the pump to increase the mass of the medium flowing through the cross-sectional area of the cooling flow path per unit time, thereby increasing the actual power P2 of the battery to achieve within the target time t. Temperature adjustment.
  • a fourth air duct is formed between the air conditioning air outlet and the vehicle compartment, and the vehicle air conditioner includes a second regulating valve and a second fan disposed in the fourth air duct.
  • the method further includes: obtaining a cabin temperature of the passenger compartment, and adjusting an opening degree of the first regulating valve and the second regulating valve according to the cabin temperature, the required power P1, and the actual power P2.
  • the first preset temperature threshold may be preset according to actual conditions, for example, may be 45 ° C.
  • the temperature of the battery is less than the first preset temperature threshold, further determining whether the temperature in the cabin reaches the air conditioner set temperature; if the air conditioner set temperature is not reached, increasing the opening degree of the second regulating valve, and decreasing The opening degree of the small first regulating valve; if the air conditioning set temperature is reached, the opening degree of the second regulating valve is decreased, and the opening degree of the first regulating valve is increased.
  • the battery cooling branch provides cooling power to the battery through the heat exchanger
  • the first regulating valve can be used to control the cooling air intake amount of the battery cooling branch.
  • the second regulating valve can be used to control the amount of cooling air entering the cooling circuit in the vehicle.
  • the battery cooling branch is: air conditioning air outlet - first regulating valve - first fan - heat exchanger.
  • the cooling circuit in the car is: air conditioning air outlet - second regulating valve - second fan - car.
  • the semiconductor heat exchange module further includes a third fan and a third regulating valve disposed in the second air channel corresponding to the cooling end of the semiconductor heat exchange module.
  • the semiconductor heat exchange module has a heating end and a cooling end.
  • the third fan corresponds to the cooling end of the semiconductor heat exchange module.
  • the vehicle battery temperature adjustment system may further include a fourth fan connected to the cooling end of the semiconductor heat exchange module, and the fourth fan 504 and the fourth air port of the car. Connected, and the fifth fan heating end connected to the heating end of the semiconductor heat exchange module.
  • the semiconductor replacement module has a heating end and a cooling end, and when the power supply is reversely connected, the heating end and the cooling end are exchanged.
  • Heat exchange fans (fourth fan and fifth fan) are installed on the heating end and the cooling end of the semiconductor heat exchange module to accelerate heat exchange between the heating end and the cooling end. The increase in the speed of the heat exchange fan can increase the cooling power of the semiconductor heat exchange module.
  • the required power P1 of the battery is obtained by the battery management controller 61.
  • the first regulator valve and the second regulator valve are controlled to be opened by the vehicle air conditioner controller 63, while controlling the first fan and the second fan to start working.
  • the actual power P2 of the battery obtained by the battery thermal management controller 62.
  • the required power P1 is less than the actual temperature power P2
  • the opening degree of the second regulating valve is reduced by the vehicle air conditioner controller 63
  • the opening degree of the first regulating valve is increased
  • the cooling air flow in the vehicle is reduced
  • the cooling air flow of the battery cooling branch is increased to adjust the battery. Cooling capacity distribution for cooling and in-vehicle cooling.
  • the temperature of the battery is not higher than 45 ° C, it is determined whether the temperature in the vehicle compartment reaches the air conditioning set temperature, and if so, the opening degree of the second regulating valve is reduced by the vehicle air conditioner controller 63, and the opening of the first regulating valve is increased. Degree, if the temperature in the compartment does not reach the set temperature of the air conditioner, the cooling capacity requirement in the vehicle is preferentially satisfied. At this time, the difference between the temperature adjustment demand power and the temperature adjustment actual power is partially cooled, which is provided by the semiconductor heat exchange module. . During the battery cooling process, if the temperature of the vehicle battery reaches 35 ° C, the vehicle air conditioner forwards the battery cooling completion information to the battery thermal management controller 62, and the battery cooling is completed.
  • the average temperature of the battery is processed hierarchically, and the thresholds for temperature control are 40 ° C, 45 ° C, and 35 ° C, respectively.
  • the battery cooling function is activated.
  • the battery temperature reaches 35 °C, the battery cooling is completed.
  • the vehicle air conditioner preferentially meets the cooling capacity requirement of the battery cooling.
  • P1 is less than P2
  • the cooling capacity requirement in the car is still prioritized. If the cooling power in the car is sufficient and reaches equilibrium, the car air conditioner further increases the battery cooling power.
  • the vehicle air conditioner can have three cooling branches, including a battery cooling branch and two in-vehicle cooling branches.
  • the first regulator valve can be used to control the amount of cooling air intake of the battery cooling branch.
  • the second regulating valve can be used to control the amount of cooling air intake of the first in-vehicle cooling circuit.
  • the third regulating valve can be used to control the cooling air intake of the second in-vehicle cooling circuit.
  • the battery cooling branch is: air conditioning air outlet - first regulating valve - first fan - heat exchanger.
  • the first in-vehicle cooling circuit is: air conditioning air outlet - second regulating valve - second fan - car.
  • the second in-vehicle cooling branch circuit mainly supplies cooling air to the space inside the cabin through the third fan, and the cooling air first flows through the semiconductor heat exchange module and then flows into the interior of the cabin.
  • the second in-vehicle cooling circuit is: air conditioning air outlet - first regulating valve - first fan - third regulating valve - third fan - semiconductor heat exchange module - car.
  • the first regulator valve closes.
  • the first regulator valve opens when the battery cooling function is activated.
  • the direction of media circulation in the battery cooling duct is as follows: heat exchanger - heater (off) - pump - first temperature sensor - battery - second temperature sensor - flow rate sensor - medium container - heat exchanger.
  • the direction of the medium circulation in the battery cooling duct is as follows: heat exchanger - heater (on) - pump - first temperature sensor - battery - second temperature sensor - flow rate sensor - medium container -Heat Exchanger.
  • the fourth fan can blow the cooling air of the cooling end to the car
  • the fifth fan can blow the wind of the heating end to the outside of the car.
  • the cooling process comparing the required power P1 of the battery with the actual power P2, if P1 is less than P2, the cooling power of the semiconductor heat exchange module 5 is increased, and the fourth fan and the fifth fan are controlled to operate at a high speed to increase the semiconductor.
  • the cooling power of the heat exchange module During the battery cooling process, if the semiconductor heat exchange module receives the battery cooling completion information of the vehicle air conditioner, the battery cooling is completed.
  • the difference between Fig. 2 and Fig. 1 is mainly that in the scheme shown in Fig. 2, there are two battery cooling branches and one cooling branch in the vehicle.
  • the first battery cooling branch is: air conditioning air outlet - first regulating valve - first fan - heat exchanger.
  • the second battery cooling branch is: car - semiconductor heat exchange module - third fan - third regulating valve - first fan - heat exchanger.
  • the cooling circuit in the car is: air conditioning air outlet - second regulating valve - second fan - car.
  • the cooling wind of the second battery cooling branch is the cooling air in the cabin, and the cooling air in the cabin is cooled by the cooling end of the semiconductor heat exchange module, after passing through the third fan, the third regulating valve, and the first fan.
  • the heat exchanger provides cooling air.
  • the vehicle battery temperature regulation system further includes a fourth fan connected to the heat generating end of the semiconductor heat exchange module, the fourth fan is connected to the fourth air port of the car, and is exchanged with the semiconductor.
  • the fifth fan connected to the cooling end of the thermal module is connected to the fifth air outlet outside the vehicle.
  • the scheme shown in FIG. 8 is applicable to a working condition in which the ambient temperature is low and the heat of the battery is high, and the battery cooling branch has two branches, and the first battery cooling branch is used.
  • the road is: air conditioning air outlet - first regulating valve - first fan - heat exchanger.
  • the second battery cooling branch is: outside the vehicle - cooling end - third fan - third regulating valve - first fan - heat exchanger 3.
  • the heating power can be supplied through the semiconductor heat exchange module in addition to the heating power that can be supplied through the heater.
  • the third fan is connected to the heat generating end of the semiconductor heat exchange module.
  • the semiconductor heat exchange module is reversely powered, so that the semiconductor heat exchange module is in a heating state, and the air inside the vehicle is blown to the heating end through the fourth fan, so that the air temperature rises.
  • the heating power of the semiconductor heat exchange module is determined according to the difference between the required power P1 of the battery and the actual power P2, that is, the heating power of the semiconductor heat exchange module is equal to P1-P2.
  • the semiconductor heat exchange module compares the required power P1 of the battery with the actual power P2. If P1 is less than P2, the semiconductor heat exchange module increases the heating power while controlling the first The four fans and the fifth fan operate at high speeds to increase the heating power of the semiconductor heat exchange module. During the battery heating process, if the semiconductor heat exchange module receives the battery heating completion information of the vehicle air conditioner, the battery heating is completed.
  • the heating power and the cooling power of each battery can be precisely controlled according to the actual state of each battery, and the temperature is adjusted when the battery temperature is too high or too low.
  • the temperature of the battery is maintained within a preset range to avoid the occurrence of temperature-affected battery performance.
  • Embodiments of the present application also propose a non-transitory computer readable storage medium having stored thereon a computer program that, when executed by a processor, implements the temperature adjustment method described above.
  • the non-transitory computer readable storage medium of the embodiment of the present application acquires the temperature adjustment required power and the temperature adjustment actual power of the battery when the battery needs to perform heat exchange, and adjusts the actual power to the temperature of the battery according to the temperature adjustment required power and temperature.
  • the adjustment is made to adjust the temperature of the battery when the temperature of the vehicle battery is too high, so that the temperature of the vehicle battery is maintained within a preset range, and the performance of the vehicle battery due to excessive temperature is prevented from occurring.
  • the temperature regulation system of the vehicle battery includes: a battery thermal management module 1, a semiconductor heat exchange module 5, a battery cooling branch 30, a vehicle air conditioner 2, an in-vehicle cooling branch 20, and a controller 6.
  • the battery cooling branch 30 includes a heat exchanger 3.
  • the semiconductor heat exchange module 5 is used to cool the heat exchanger 3.
  • the battery thermal management module 1 is connected to the battery 4 and the heat exchanger 3.
  • the battery thermal management module 1 is connected to the battery 4 and the heat exchanger 3.
  • the vehicle air conditioner 2 includes a compressor 201 and a condenser 202.
  • the in-vehicle cooling branch 20 is connected to the compressor 201 and the heat exchanger 3.
  • the controller is configured to acquire the required power P1 and the actual power P2 of the battery, and control the temperature adjustment of the battery by the semiconductor heat exchange module 5 and/or the vehicle air conditioner 2 according to the required power P1 and the actual power P2.
  • the semiconductor replacement module 5 has a heating end and a cooling end.
  • the heating end and the cooling end are exchanged.
  • a heat exchange fan (fourth fan 504 and fifth fan 505) is mounted on both the heating end and the cooling end of the semiconductor heat exchange module 5 for accelerating heat exchange between the heating end and the cooling end.
  • the increase in the rotational speed of the heat exchange fan can increase the cooling/heating power of the semiconductor heat exchange module 5.
  • the power supply of the semiconductor heat exchange module is positively connected.
  • the power supply of the conductor heat exchange module is reversed.
  • the temperature regulation system of the vehicle battery enters the cooling mode, the battery thermal management module 1 and the semiconductor heat exchange module 5 operate, and the semiconductor heat exchange module 5 supplies power to the system for cooling.
  • the cooling starts, and the cooling wind is blown to the heat exchanger through the fourth fan 504 to cool the medium in the cooling pipe in the heat exchanger 3, and the medium is cooled by the battery thermal management module 1 while being fifth.
  • the fan 505 blows the heat of the heating end to the outside of the vehicle.
  • the temperature regulation system of the vehicle battery enters the heating mode, the battery thermal management module 1 and the semiconductor heat exchange module 5 operate, the semiconductor heat exchange module 5 is reversely powered, and the semiconductor heating end Heating is started, and the heated wind is blown to the heat exchanger 3 through the fourth fan 504 to cool the medium in the cooling pipe in the heat exchanger 3, and the medium is cooled by the battery thermal management module 1 while being fifth.
  • the fan 505 blows cold air from the cooling end to the outside of the vehicle.
  • the vehicle air conditioner 2 constitutes a cooling branch.
  • the cooling branch includes a compressor 201 and a condenser 202 connected in series; the evaporator 21, the first expansion valve 22 and the first electronic valve 23 constitute an in-vehicle cooling branch 20; the heat exchanger 3 and the second expansion valve 31
  • the second electronic valve 32 constitutes a battery cooling branch 30.
  • the heat exchanger 3 can be a plate heat exchanger, and its physical position can be located in the circuit where the vehicle air conditioner compressor 201 is located, which facilitates the factory debugging of the vehicle air conditioner, and enables the vehicle air conditioner to be separately supplied and assembled, and at the same time, the vehicle air conditioner is in the process of installation. Just add the media once.
  • the physical location of the heat exchanger 11 can also be located within the battery thermal management module 1.
  • the interior of the vehicle air conditioner is divided into two independent cooling branches starting from the condenser 202, which are the in-vehicle cooling branch 20 and the battery cooling branch 30, respectively.
  • the in-vehicle cooling branch 20 mainly supplies cooling power to the space in the cabin through the evaporator 21, and the battery cooling branch mainly supplies the cooling power to the battery 4 through the heat exchanger 3.
  • the cooling power of the battery cooling branch mainly has two sources, one of which is that the refrigerant of the compressor 201 flows into the heat exchanger 3, which provides the cooling power for the heat exchanger 3, and the other is the cooling end of the semiconductor heat exchange module 5.
  • the cooling air is blown to the heat exchanger 3 by the fourth fan 504 to provide cooling power to the heat exchanger.
  • the first electronic valve 23 and the second electronic valve 32 are used to control the opening and closing of the in-vehicle cooling branch 20 and the battery cooling branch 30, respectively.
  • the first expansion valve 22 and the second expansion valve 31 can be used to control the refrigerant flow of the in-vehicle cooling branch 20 and the battery cooling branch 30, respectively, to control the cooling power of the in-vehicle cooling branch 20 and the battery cooling branch 30, respectively.
  • the in-vehicle cooling branch 20 is: the compressor 201 - the condenser 202 - the first electronic valve 23 - the first expansion valve 22 - the evaporator 21 - the compressor 201;
  • the battery cooling branch 30 is: a compressor 201 - a condenser 202 - a second electronic valve 32 - a second expansion valve 31 - a heat exchanger 3 - a compressor 201.
  • the semiconductor heat exchanging module 5 cools the cooling air in the passenger compartment through the cooling end of the semiconductor heat exchanger, and then blows it to the heat exchanger 3 through the fourth blower 504.
  • the second electronic valve 32 When the battery cooling function is not activated, the second electronic valve 32 is closed. The second electronic valve 32 is opened when the battery cooling function is activated. If cooling is not required in the vehicle at this time, the first electronic valve 32 is closed. If the battery cooling function is not activated, the semiconductor heat exchange module is not energized. As shown in FIG. 12, after the vehicle is powered on, the controller 6 acquires the temperature of the battery in real time and makes a judgment.
  • the temperature adjustment system enters the cooling mode, and the controller controls The second electronic valve 32 is turned on and controls the semiconductor heat exchange module 5 to supply power in the forward direction.
  • the first electronic valve When the battery is cooled, the first electronic valve is opened, and the flow direction of the cold coal is: compressor 201 - condenser 202 - second electronic valve 32 - second expansion valve 31 - heat exchanger 3; medium flow direction is: heat exchanger 3 - Heater 11 (OFF) - Pump 12 - First Temperature Sensor 14 - Battery 4 - Second Temperature Sensor - 15 - Flow Rate Sensor 16 - Media Container 13 - Heat Exchanger 3.
  • the temperature adjustment system enters the heating.
  • the second electronic valve 32 is kept in the closed state, and the semiconductor heat exchange module 5 is reversely supplied with power.
  • the controller 6 When cooling or heating the battery 4, the controller 6 also acquires the required power P1 of the battery and the actual power P2 in real time, wherein the required power P1 adjusts the temperature of the battery to the set target temperature, and the power required to be supplied to the battery 4.
  • Actual power P2 is the actual power obtained by the battery 4 when the battery is currently temperature-adjusted.
  • the target temperature is the set value, which can be preset according to the actual situation of the vehicle battery. For example, when the battery is cooled, the target temperature can be set. At about 35 ° C, when the battery is heated, the target temperature can be about 10 ° C.
  • the controller adjusts the power of the semiconductor heat exchange module 5 or the compressor according to the required power P1 and the actual power P2.
  • the temperature adjustment system can adjust the temperature when the temperature of the vehicle battery is too high or too low, so that the temperature of the vehicle battery is maintained within a preset range, thereby avoiding the situation that the performance of the vehicle battery is affected by the temperature.
  • the battery thermal management module 1 includes a pump 12 disposed on the heat exchange flow path, a first temperature sensor 14, a second temperature sensor 15, and a flow rate sensor 16; wherein: the pump 12 is used to make the heat exchange flow The medium in the road flows; the first temperature sensor 14 is for detecting the inlet temperature of the medium flowing into the vehicle battery; the second temperature sensor 15 is for detecting the outlet temperature of the medium flowing out of the vehicle battery; and the flow rate sensor 16 is for detecting the heat exchange path The flow rate of the medium in.
  • the battery thermal management module 1 may further include a medium container 13 disposed on the heat exchange flow path, and the medium container 13 is configured to store and supply the medium to the heat exchange flow path.
  • the controller may be configured to acquire a first parameter when the battery is turned on, and generate a first required power for temperature adjustment of the battery according to the first parameter, and obtain a first time when the battery is adjusted in temperature.
  • the second parameter generates a second required power for temperature regulation of the battery according to the second parameter, and generates a required power P1 of the battery according to the first required power of the battery and the second required power of the battery.
  • the first parameter is an initial temperature and a target temperature when the battery is turned on, and a target time t from the initial temperature to the target temperature, and the first between the initial temperature and the target temperature is obtained.
  • the temperature difference ⁇ T 1 , and the first required power is generated according to the first temperature difference ⁇ T 1 and the target time t.
  • the first required power is generated by the following formula (1):
  • ⁇ T 1 is the first temperature difference between the initial temperature and the target temperature
  • t is the target time
  • C is the specific heat capacity of the battery 4
  • M is the mass of the battery 4.
  • the second parameter is the average current I of the battery within a preset time, and the second required power is generated by the following formula (2):
  • I is the average current and R is the internal resistance of the battery 4.
  • the charge and discharge current parameter of the battery 4 can be detected by the current Hall sensor.
  • the battery management controller 61 can estimate the average current of the battery 4 based on the current parameter of the battery 4 for a period of time.
  • the controller further generates a second temperature difference ⁇ T 2 according to the inlet temperature detected by the first temperature sensor 14 and the outlet temperature detected by the second temperature sensor, and according to the second temperature difference ⁇ T 2 of each battery
  • the flow rate v detected by the flow rate sensor generates the actual power P2 of the battery.
  • the actual power P2 is generated according to the following formula (3):
  • ⁇ T 2 is the second temperature difference
  • c is the specific heat capacity of the medium in the flow path
  • m is the mass of the medium flowing through the cross-sectional area of the flow path per unit time
  • m is the mass of the medium flowing through the cross-sectional area of the flow path per unit time
  • m v* ⁇ *s
  • v is the medium
  • ⁇ is the density of the medium
  • s is the cross-sectional area of the flow path.
  • the controller further acquires a temperature of the battery; determines whether the temperature of the battery is greater than a first temperature threshold; when the temperature of the battery is greater than the first temperature threshold, enters a cooling mode; when the temperature of the battery is less than or equal to the first
  • a temperature threshold it is determined whether the temperature of the battery is less than a second temperature threshold; when the temperature of the battery is less than the second temperature threshold, entering a heating mode, wherein the first temperature threshold is greater than the second temperature threshold, the first temperature threshold, and the first
  • the second temperature threshold may be preset according to actual conditions, for example, the first temperature threshold may be 40 ° C, and the second temperature threshold may be 0 ° C.
  • the controller 6 acquires the temperature of the battery in real time and makes a judgment. If the temperature of the battery is higher than 40 ° C, the temperature of the battery is too high at this time. In order to avoid the influence of high temperature on the performance of the battery, the battery needs to be cooled, and the temperature adjustment system enters the cooling mode. If the temperature of the battery is lower than 0 °C, the temperature of the battery 4 is too low. In order to avoid the influence of low temperature on the performance of the battery, the temperature of the battery needs to be increased, the temperature adjustment system enters the heating mode, and the controller 6 controls the heater. It is turned on while keeping the electric second electronic valve 32 in the closed state.
  • the controller 6 when in the cooling mode, is further configured to obtain a power difference between the required power P1 and the actual power P2 when the required power P1 is greater than the actual power P2. So that the semiconductor heat exchange module 5 increases power according to the power difference, and when the required power P1 is less than or equal to the actual power P2, the power of the semiconductor heat exchange module 5 is reduced and/or the cooling power of the compressor is reduced to save power. , or keep the power of the semiconductor heat exchange module 5 and / or the compressor unchanged.
  • the controller 6 acquires the required power P1 of the battery 4 and the actual power P2, and makes a judgment. If the P1 of the battery 4 is greater than P2, it indicates that if the cooling of the battery 4 cannot be completed within the target time according to the current cooling power, the controller acquires the power difference between the required power P1 of the battery 4 and the actual power P2, and according to the power. The difference increases the power of the semiconductor heat exchange module 5 and the rotational speeds of the fourth fan 504 and the fifth fan 505 to lower the temperature of the battery 4 to the target temperature within a preset time t.
  • the controller 6 can reduce the cooling power of the semiconductor heat exchange module 5 and the rotational speed of the fourth fan 504, the fifth fan 505, the cooling power of the compressor to save electric energy, or maintain semiconductor heat exchange. Module 5, the power of the compressor does not change.
  • the controller 6 controls the semiconductor heat exchange module 5 to stop cooling and control the second electronic valve 32 to be closed.
  • the controller 6 appropriately increases the cooling power and the rotation speeds of the fourth fan 504 and the fifth fan 505 to Allow the battery 4 to cool down as quickly as possible.
  • the controller 6 When the temperature adjustment system operates in the cooling mode, if the required power P1 is greater than the actual power P2, the controller 6 further determines whether the temperature of the battery is greater than a first preset temperature threshold; if the temperature of the battery is greater than or equal to the first preset temperature threshold The controller 6 increases the coolant flow rate of the battery cooling branch and reduces the coolant flow rate of the cooling branch in the vehicle; if the temperature of the battery is less than the first preset temperature threshold, the controller further determines whether the temperature in the cabin reaches The air conditioner sets the temperature. If the air conditioner set temperature is not reached, the coolant flow rate of the cooling branch in the vehicle is increased, and the coolant flow rate of the battery cooling branch is reduced.
  • the first preset temperature threshold may be 45 °C. Specifically, the coolant flow rate of the cooling branch in the vehicle can be adjusted by adjusting the opening degree of the first expansion valve, and the coolant flow rate of the battery cooling branch can be adjusted by adjusting the opening degree of the second expansion valve.
  • the battery thermal management module 1 may further include: a heater 11 disposed on the heat exchange flow path, and the heater 11 is configured to heat the medium in the heat exchange flow path .
  • the temperature adjustment system of the vehicle battery can be heated by the semiconductor heat exchange module 5, and the medium can be heated by the heater to adjust the temperature of the battery when the battery temperature is low.
  • the heater 11 can be a PTC heater, and the heater is not directly in contact with the battery, and has high safety, reliability, and practicality.
  • the pump 12 is primarily used to provide power
  • the media container 13 is primarily used to store media and accept media added to the temperature conditioning system, and the media in the media container 13 can be automatically replenished as the media in the temperature regulating system is reduced.
  • the first temperature sensor 14 is for detecting the temperature of the battery flow path inlet medium
  • the second temperature sensor 15 is for detecting the temperature of the battery flow path exit medium.
  • the flow rate sensor 16 is used to detect flow rate information of the medium in the conduit in the temperature regulation system.
  • the controller 6 when in the heating mode, the controller 6 obtains the temperature difference between the required power P1 and the actual power P2 when the required power P1 is greater than the actual power P2, and increases the heater 11 according to the temperature difference. The heating power is maintained, and when the required power P1 is less than or equal to the actual power P2, the heating power of the heater 11 is kept constant.
  • the controller 6 acquires the required power P1 of the battery 4 and the actual power P2, and makes a judgment. If the P1 of the battery 4 is greater than P2, it indicates that if the temperature rise of the battery 4 cannot be completed within the target time according to the current heating power, the battery thermal management module 1 acquires the power difference between the required power P1 of the battery 4 and the actual power P2, and according to The power difference increases the power of the heater 11, wherein the greater the power difference between P1 and P2, the more the power of the heater 11 increases, so that the temperature of the battery 4 rises to the target temperature for a preset time t.
  • the heating power of the heater 11 can be reduced to save electric energy, or the power of the heater 11 can be kept constant.
  • the battery management controller 61 sends a message for turning off the temperature adjustment function to the battery thermal management controller 62 via CAN communication to control the heater 11 Stop heating. If the temperature adjustment system enters the heating mode for a long period of time, for example, after 2 hours, the temperature of the battery 4 is still below 10 ° C, the battery thermal management controller 62 appropriately increases the power of the heater 11 to cause the battery 4 to complete the temperature rise as quickly as possible.
  • the controller 6 is further configured to reduce the rotational speed of the pump 12 or maintain the pump 12 when the required power P1 is less than or equal to the actual power P2.
  • the rotational speed is constant, and the rotational speed of the pump 12 is increased when the required power P1 is greater than the actual power P2.
  • the battery thermal management module 1 controls the rotation speed of the pump 12 to decrease, to save power, or keep the rotation speed of the pump 12 unchanged.
  • the P1 of the battery 4 is greater than P2, in addition to controlling the increase of the semiconductor heat exchange module 5 or the power of the heater 11, the rotation speed of the pump 12 can be controlled to increase the medium quality flowing through the cross-sectional area of the cooling flow path per unit time. Thereby, the actual power P2 of the battery 4 is increased to achieve temperature adjustment within the target time t.
  • the semiconductor heat exchange module provides cooling power to the battery in accordance with the cooling power P1.
  • the semiconductor heat exchange module provides cooling power for the battery according to the maximum cooling power P3, and increases the rotation speed of the fourth fan and the fifth fan, and the battery heat management heat exchange module increases the pump speed to improve the heat exchange power.
  • the semiconductor heat exchange module reduces the cooling power Pc, reduces the fourth fan and the fifth fan speed, and the battery heat management heat exchange module reduces the pump speed to save Electrical energy. Or keep the current power for cooling.
  • the semiconductor heat exchange module increases the cooling power Pc, increases the rotation speed of the fourth fan and the fifth fan, and simultaneously heats the heat management of the battery.
  • the module increases the pump speed while increasing the battery cooling power. If P1+Pc>P3, the semiconductor heat exchange module provides cooling power for the battery according to the maximum cooling power P3, and increases the rotation speed of the fourth fan and the fifth fan, and the battery heat management heat exchange module increases the pump speed to improve the heat exchange power.
  • the temperature adjustment required power of the battery is P1
  • the actual temperature of the battery is adjusted to P2
  • P4 is the maximum heating power of the semiconductor heat exchange module
  • P5 is the maximum heating power of the PTC heater.
  • the PTC heater supplies heating power to the battery in accordance with the heating power P1.
  • P1-P5 Pd
  • the PTC heater supplies heating power to the battery according to the maximum heating power P5
  • the semiconductor heat exchange module supplies heating power to the battery according to the heating power Pd, and simultaneously increases The fourth fan and the fifth fan rotate, and the battery thermal management heat exchange module increases the pump speed to increase the heat exchange power.
  • the PTC heater supplies heating power to the battery according to the maximum heating power P5
  • the semiconductor heat exchange module supplies heating power to the battery according to the maximum heating power P3, and simultaneously improves the fourth fan and the first The five-fan speed
  • the battery heat management heat exchange module increases the pump speed to increase the heat exchange power.
  • the semiconductor heat exchange module reduces the heating power Pc, reduces the fourth fan and the fifth fan speed, or the PTC heater heating power decreases Pc, and the battery thermal management changes
  • the thermal module reduces pump speed to save power. Or keep the current heating power unchanged.
  • the PTC heater increases the heating power Pc, and the battery thermal management module controls the pump rotation speed to increase the battery heating power.
  • PTC heater operates according to the maximum heating power P5, semiconductor
  • the heat exchange module operates in accordance with the heating power Pi.
  • the PTC heater operates in accordance with the heating power Pj
  • the semiconductor heat exchange module operates in accordance with the maximum heating power P4.
  • the PTC heater supplies heating power to the battery according to the maximum heating power P5, and the semiconductor heat exchange module increases the heating power Pc.
  • the heater heating power is constant, and the heating power of the semiconductor heat exchange module is increased by Pc.
  • the heater heating power increases Pc, and the heating power of the semiconductor heat exchange module does not change.
  • the heating power of the PTC heater is increased by 0.5*Pc
  • the heating power of the semiconductor heat exchange module is increased by 0.5Pc
  • the heating power is increased in proportion according to the ratio of the maximum heating power of the PTC heater and the semiconductor heat exchange module.
  • the fourth fan and the fifth fan speed are increased, and the battery heat management heat exchange module increases the pump speed to increase the heat exchange power, so that the battery heating power increases Pc.
  • the PTC heater supplies heating power to the battery according to the maximum heating power P5
  • the semiconductor heat exchange module supplies heating power to the battery according to the maximum heating power P4.
  • the fourth fan and the fifth fan speed are increased, and the battery heat management heat exchange module increases the pump speed to increase the heat exchange power.
  • the semiconductor heat exchange module supplies cooling power to the battery in accordance with the cooling power P1. If P1>P3, the semiconductor heat exchange module provides cooling power for the battery according to the maximum cooling power P3, and increases the rotation speed of the fourth fan and the fifth fan, and the battery heat management heat exchange module increases the pump speed to improve the heat exchange power.
  • the semiconductor heat exchange module reduces the cooling power Pc, reduces the fourth fan and the fifth fan speed, and the battery heat management heat exchange module reduces the pump speed to save Electrical energy. Or keep the current power for cooling.
  • the semiconductor heat exchange module increases the cooling power Pc, increases the rotation speed of the fourth fan and the fifth fan, and simultaneously heats the heat management of the battery.
  • the module increases the pump speed while increasing the battery cooling power. If P1+Pc>P3, the semiconductor heat exchange module supplies cooling power to the battery according to the maximum cooling power P3, and increases the rotation speed of the fourth fan and the fifth fan, and the battery heat management heat exchange module increases the pump speed to improve the heat exchange power.
  • the PTC heater supplies heating power to the battery according to the maximum heating power P5
  • the semiconductor heat exchange module supplies heating power to the battery according to the maximum heating power P3, and simultaneously improves the fourth fan and the first The five-fan speed
  • the battery heat management heat exchange module increases the pump speed to increase the heat exchange power.
  • the semiconductor heat exchange module reduces the heating power Pc, reduces the fourth fan and the fifth fan speed, or the PTC heater heating power decreases Pc, and the battery thermal management changes
  • the thermal module reduces pump speed to save power. Or keep the current heating power unchanged.
  • the PTC heater increases the heating power Pc, and the battery thermal management module controls the pump rotation speed to increase the battery heating power.
  • PTC heater operates according to the maximum heating power P5, semiconductor
  • the heat exchange module operates in accordance with the heating power Pi.
  • the PTC heater operates in accordance with the heating power Pj
  • the semiconductor heat exchange module operates in accordance with the maximum heating power P4.
  • the PTC heater supplies heating power to the battery according to the maximum heating power P5, and the semiconductor heat exchange module increases the heating power Pc.
  • the heater heating power is constant, and the heating power of the semiconductor heat exchange module is increased by Pc.
  • the heater heating power increases Pc, and the heating power of the semiconductor heat exchange module does not change.
  • the heating power of the PTC heater is increased by 0.5*Pc
  • the heating power of the semiconductor heat exchange module is increased by 0.5Pc
  • the heating power is increased in proportion according to the ratio of the maximum heating power of the PTC heater and the semiconductor heat exchange module.
  • the fourth fan and the fifth fan speed are increased, and the battery heat management heat exchange module increases the pump speed to increase the heat exchange power, so that the battery heating power increases Pc.
  • the PTC heater supplies heating power to the battery according to the maximum heating power P5
  • the semiconductor heat exchange module supplies heating power to the battery according to the maximum heating power P4.
  • the fourth fan and the fifth fan speed are increased, and the battery heat management heat exchange module increases the pump speed to increase the heat exchange power.
  • the vehicle air conditioner controller 63 can adjust the power distribution of each cooling branch according to the cabin air temperature condition, as well as the required power P1 and the actual power P2 of the battery, thereby balancing the cooling requirements of the interior cooling and the battery cooling.
  • the initial power distribution of the battery cooling and the interior cooling is as follows:
  • the battery cooling demand power is P1
  • the actual battery cooling power is P2
  • P3 is the maximum cooling power of the semiconductor heat exchange module
  • P6 is the interior cooling power
  • P7 is the maximum cooling power of the compressor.
  • the compressor When the sum of the battery cooling demand power P1 and the in-vehicle cooling demand power P6 is ⁇ P7, that is, P1 + P6 ⁇ P7, the compressor operates in accordance with the P1 + P6 cooling power. And P1 ⁇ P7, P6 ⁇ P7. At the same time, the opening degree of the first expansion valve is controlled so that the cooling power in the vehicle is P6. The expansion valve opening is controlled such that the battery cooling power is P1.
  • the compressor operates at the maximum cooling power P7, and the semiconductor heat exchange module operates in accordance with the cooling power Pe.
  • the semiconductor ventilation module operates at a maximum cooling power P3, and the compressor operates in accordance with the cooling power Pf.
  • the opening degree of the first expansion valve is controlled so that the cooling power in the vehicle is P6.
  • the expansion valve opening is controlled such that the battery cooling power is P1.
  • the cooling power is preferentially provided for the vehicle, the compressor operates according to the maximum cooling power P7, and the semiconductor heat exchange module operates according to the maximum cooling power P3. Increase fan speed.
  • the opening degree of the first expansion valve is increased, so that the cooling power of the cooling branch in the vehicle is P6, and the opening degree of the second expansion valve is reduced, so that the cooling power of the battery cooling branch is P7+P3-P6. If the temperature inside the vehicle has reached the set temperature, the cooling power of the battery is preferentially satisfied.
  • the compressor increases the cooling power Pc and increases the opening degree of the second expansion valve to increase the pump speed to improve the battery cooling power.
  • the compressor is cooled according to maximum The power P7 operates and the semiconductor ventilation module operates in accordance with the cooling power Pg.
  • the compressor operates in accordance with the cooling power Ph, and the semiconductor ventilation module operates in accordance with the maximum cooling power P3.
  • the compressor operates at a maximum cooling power P7, and the semiconductor heat exchange module increases the cooling power Pc.
  • the compressor increases the cooling power Pc, and the semiconductor heat exchange module operates according to the maximum cooling power P3.
  • the compressor cooling power is constant, and the cooling power of the semiconductor heat exchange module is increased by Pc.
  • the compressor cooling power increases Pc, and the cooling power of the semiconductor heat exchange module does not change.
  • the compressor cooling power is increased by 0.5*Pc, and the semiconductor heat exchange module cooling power is increased by 0.5Pc.
  • the cooling power is increased in proportion to the ratio of the maximum cooling power of the compressor and the semiconductor heat exchange module.
  • the opening degree of the second expansion valve is controlled to increase, the control pump speed is increased, and the fan speed is increased, so that the cooling power of the battery cooling branch is increased by Pc.
  • the compressor operates according to the maximum cooling power P5, and the semiconductor heat exchange module operates according to the maximum cooling power P3, while increasing the fan speed, the battery
  • the heat management heat exchange module increases the pump speed to increase the heat exchange power.
  • the battery temperature is greater than 45 ° C. If it is greater than 45 ° C, the cooling power is preferentially provided for the battery cooling, the compressor operates according to the maximum cooling power P7, and the semiconductor heat exchange module operates according to the maximum cooling power P3 while increasing the fan speed.
  • the cooling power of the battery cooling branch is P1+Pc
  • the pump speed is increased and the fan speed is increased, so that the cooling power of the battery cooling branch is increased by Pc. If it is determined that the battery temperature is not greater than 45 ° C, and the temperature inside the vehicle has not reached the set temperature, the cooling power is preferentially provided for the vehicle, the compressor operates according to the maximum cooling power P7, and the semiconductor heat exchange module operates according to the maximum cooling power P3. Increase fan speed.
  • the opening degree of the first expansion valve is increased, so that the cooling power of the cooling branch in the vehicle is P6, and the opening degree of the second expansion valve is reduced, so that the cooling power of the battery cooling branch is P7+P3-P6. If the temperature inside the vehicle has reached the set temperature, the cooling power of the battery is preferentially satisfied.
  • the battery heating demand power is P1
  • the actual battery heating power is P2
  • P4 is the maximum heating power of the semiconductor heat exchange module
  • P5 is the maximum heating power of the PTC heater.
  • the PTC heater supplies heating power to the battery in accordance with the heating power P1.
  • P1-P5 Pd
  • the PTC heater supplies heating power to the battery according to the maximum heating power P5
  • the semiconductor heat exchange module supplies heating power to the battery according to the heating power Pd, and simultaneously increases The fourth fan and the fifth fan rotate, and the battery thermal management heat exchange module increases the pump speed to increase the heat exchange power.
  • the PTC heater supplies heating power to the battery according to the maximum heating power P5
  • the semiconductor heat exchange module supplies heating power to the battery according to the maximum heating power P3, and simultaneously improves the fourth fan and the first The five-fan speed
  • the battery heat management heat exchange module increases the pump speed to increase the heat exchange power.
  • the semiconductor heat exchange module reduces the heating power Pc, reduces the fourth fan and the fifth fan speed, or the PTC heater heating power decreases Pc, and the battery thermal management changes
  • the thermal module reduces pump speed to save power. Or keep the current heating power unchanged.
  • the PTC heater increases the heating power Pc, and the battery thermal management module controls the pump rotation speed to increase the battery heating power.
  • PTC heater operates according to the maximum heating power P5, semiconductor
  • the heat exchange module operates in accordance with the heating power Pi.
  • the PTC heater operates in accordance with the heating power Pj
  • the semiconductor heat exchange module operates in accordance with the maximum heating power P4.
  • the PTC heater supplies heating power to the battery according to the maximum heating power P5, and the semiconductor heat exchange module increases the heating power Pc.
  • the heater heating power is constant, and the heating power of the semiconductor heat exchange module is increased by Pc.
  • the heater heating power increases Pc, and the heating power of the semiconductor heat exchange module does not change.
  • the heating power of the PTC heater is increased by 0.5*Pc
  • the heating power of the semiconductor heat exchange module is increased by 0.5Pc
  • the heating power is increased in proportion according to the ratio of the maximum heating power of the PTC heater and the semiconductor heat exchange module.
  • the fourth fan and the fifth fan speed are increased, and the battery heat management heat exchange module increases the pump speed to increase the heat exchange power, so that the battery heating power increases Pc.
  • the PTC heater supplies heating power to the battery according to the maximum heating power P5
  • the semiconductor heat exchange module supplies heating power to the battery according to the maximum heating power P4.
  • the fourth fan and the fifth fan speed are increased, and the battery heat management heat exchange module increases the pump speed to increase the heat exchange power.
  • the heating power and the cooling power of the vehicle battery can be accurately controlled according to the actual state of the vehicle battery, and the temperature is adjusted when the vehicle battery temperature is too high or too low, so that the vehicle is in use.
  • the temperature of the battery is maintained within a preset range to avoid the occurrence of temperature-affected battery performance.
  • the vehicle battery temperature regulation system includes a battery cooling branch, the battery cooling branch includes a heat exchanger; a semiconductor heat exchange module, and the semiconductor heat exchange module is used for cooling the heat exchanger; a battery thermal management module connected to the heat exchanger; the vehicle air conditioner, the vehicle air conditioner includes a compressor and a condenser; and the in-vehicle cooling branch connected to the compressor and the heat exchanger; as shown in FIG. 17, the method includes the following steps:
  • acquiring the required power P1 of the battery by the battery management controller 61 specifically includes: acquiring, by the battery management controller 61, the first parameter when the battery is turned on, and according to the first parameter A first required power for temperature regulation of the battery is generated.
  • the second parameter of the battery during temperature adjustment is obtained by the battery management controller 61, and the second required power for temperature regulation of the battery is generated according to the second parameter.
  • the required power P1 of the battery is generated by the battery management controller 61 based on the first required power of the battery and the second required power of the battery.
  • the first parameter is an initial temperature and a target temperature when the battery is turned on, and a target time t from the initial temperature to the target temperature, according to the battery management controller 61 according to the first
  • the parameter generating the first required power for temperature regulation of the battery specifically includes: acquiring, by the battery management controller 61, a first temperature difference ⁇ T 1 between the initial temperature and the target temperature, and generating the first according to the first temperature difference ⁇ T 1 and the target time t A demand power.
  • the battery management controller 61 generates the first required power by the following formula (1):
  • ⁇ T 1 is the first temperature difference between the initial temperature and the target temperature
  • t is the target time
  • C is the specific heat capacity of the battery
  • M is the mass of the battery.
  • the second parameter is an average current I of the battery battery within a preset time
  • the second required power of the battery is generated by the following formula (2):
  • I is the average current and R is the internal resistance of the battery.
  • acquiring the actual power P2 of the battery by the battery thermal management controller 62 specifically includes: obtaining an inlet temperature and an outlet temperature of a flow path for adjusting the battery temperature, and acquiring a flow rate v of the medium inflow path and A second temperature difference ⁇ T 2 is generated according to the inlet temperature and the outlet temperature of the flow path of the battery, and the actual power P2 is generated according to the second temperature difference ⁇ T 2 of the battery and the flow velocity v.
  • the actual power P2 is generated according to the following formula (3):
  • ⁇ T 2 is the second temperature difference
  • c is the specific heat capacity of the medium in the flow path
  • m is the mass of the medium flowing through the cross-sectional area of the flow path per unit time
  • m is the mass of the medium flowing through the cross-sectional area of the flow path per unit time
  • ⁇ is the density of the medium
  • s is the cross-sectional area of the flow path.
  • the semiconductor replacement module has a heating end and a cooling end.
  • the heating end and the cooling end are exchanged.
  • Heat exchange fans (fourth fan and fifth fan) are installed on the heating end and the cooling end of the semiconductor heat exchange module to accelerate heat exchange between the heating end and the cooling end. The increase in the speed of the heat exchange fan can increase the cooling/heating power of the semiconductor heat exchange module.
  • the power supply of the semiconductor heat exchange module is positively connected.
  • the power supply of the conductor heat exchange module is reversed.
  • the temperature regulation system of the vehicle battery enters the cooling mode, the battery thermal management module and the semiconductor heat exchange module work, the semiconductor heat exchange module supplies power to the front, and the cooling end begins to cool. And blowing the cooling wind to the heat exchanger through the fourth fan to cool the medium in the cooling pipe in the heat exchanger, and then the medium is cooled by the battery thermal management module, and the fifth fan blows the heat of the heating end Outside the car.
  • the temperature regulation system of the vehicle battery enters the heating mode, the battery thermal management module and the semiconductor heat exchange module 5 work, the semiconductor heat exchange module is reversely powered, and the semiconductor heating end starts heating. And blowing the heated wind to the heat exchanger through the fourth fan to cool the medium in the cooling pipe in the heat exchanger 3, the medium is then cooled by the battery thermal management module, and the fifth fan cools the cold end Blowing outside the car.
  • the vehicle air conditioner constitutes a cooling branch.
  • the cooling branch comprises a compressor and a condenser connected in series; the evaporator, the first expansion valve and the first electronic valve constitute an in-vehicle cooling branch; the heat exchanger, the second expansion valve and the second electronic valve constitute a cooling branch of the battery Road 30.
  • the interior of the car air conditioner is divided into independent cooling branches from the condenser, which are the in-vehicle cooling branch and the battery cooling branch.
  • the in-vehicle cooling branch mainly supplies cooling power to the space inside the compartment through the evaporator
  • the battery cooling branch mainly supplies cooling power to the battery through the heat exchanger.
  • the cooling power of the battery cooling branch mainly has two sources, one of which is that the refrigerant of the compressor flows into the heat exchanger 3, which provides the cooling power for the heat exchanger 3, and the other is the cooling end of the semiconductor heat exchange module.
  • the four fans blow cooling air to the heat exchanger to provide cooling power to the heat exchanger. If the battery cooling function is not activated, the semiconductor heat exchange module is not energized.
  • the temperature adjustment system enters the heating mode, and the electric control heating is turned on while maintaining the first The two electronic valves are in a closed state, and the semiconductor heat exchange module is powered in reverse.
  • the initial temperature (ie, the current temperature) of the battery, the target temperature, and the target time t from the initial temperature to the target temperature are also acquired by the battery management controller 61, wherein the target temperature and the target time t may be Preset according to the actual situation, and calculate the first demand power according to formula (1).
  • the average current I of the battery for a preset time is obtained by the battery management controller 61, and the second required power of the battery is calculated according to the formula (2).
  • the required power P1 of the battery ie, the required power of the battery is adjusted to the target temperature
  • the battery management controller 61 based on the first required power of the battery and the second required power.
  • the inlet temperature and the outlet temperature of the battery are acquired by the battery thermal management controller 62, and the flow rate information is acquired, and the actual power P2 of the battery is calculated according to the formula (3).
  • the required power P1 is to adjust the temperature of the battery to the set target temperature, and the power required to be supplied to the battery
  • the actual power P2 is the actual power obtained by the battery when the current temperature is adjusted
  • the target temperature is the set value.
  • the preset can be made according to the actual situation of the vehicle battery. For example, when the battery is cooled, the target temperature can be set at about 35 °C. Then, the controller controls the semiconductor heat exchange module and the vehicle air conditioner according to the required power P1 and the actual power P2.
  • the semiconductor heat exchange module increases the cooling power, and controls the fourth fan and the fifth fan to increase the rotational speed, so that the battery 4 completes the cooling as soon as possible. Therefore, the temperature of the vehicle battery can be adjusted when the temperature of the vehicle battery is too high, so that the temperature of the vehicle battery is maintained within a preset range, thereby avoiding the situation that the performance of the vehicle battery is affected by the temperature.
  • the temperature adjustment method of the vehicle battery may further include: acquiring a temperature of the battery; determining whether the temperature of the battery is greater than a first temperature threshold; and entering a cooling mode when the temperature of the battery is greater than the first temperature threshold; When the temperature of the battery is less than or equal to the first temperature threshold, continue to determine whether the temperature of the battery is less than the second temperature threshold; when the temperature of the battery is less than the second temperature threshold, enter a heating mode, wherein the first temperature threshold is greater than the second temperature threshold .
  • the battery management controller 61 acquires the temperature of the battery in real time and makes a determination. If the temperature of the battery is higher than 40 ° C, the temperature of the battery is too high at this time. In order to avoid the influence of high temperature on the performance of the battery, the battery needs to be cooled, and the temperature adjustment system enters the cooling mode.
  • the temperature adjustment system enters the heating mode, and the battery thermal management controller is passed. 62 controls the heater to turn on while keeping the battery cooling branch off.
  • controlling the temperature adjustment section of the semiconductor heat exchange module and/or the vehicle air conditioner according to the required power P1 and the actual power P2 specifically includes: determining whether the required power P1 is More than the actual power P2; if the required power P1 is greater than the actual power P2, the power difference between the required power P1 and the actual power P2 is obtained, and the power of the semiconductor heat exchange module and/or the compressor is increased according to the power difference; if the power P1 is required Less than or equal to the actual power P2, the power of the semiconductor heat exchange module is reduced and/or the cooling power of the compressor is reduced, or the power of the semiconductor heat exchange module and/or the compressor is kept constant.
  • the required power P1 of the battery and the actual power P2 are acquired by the controller, and a determination is made. If the P1 of the battery is greater than P2, it means that if the cooling of the battery cannot be completed within the target time according to the current cooling power, the power difference between the required power P1 of the battery and the actual power P2 is obtained by the controller, and passes through the semiconductor controller. 64 increases the power of the semiconductor heat exchange module and the rotational speed of the fourth fan and the fifth fan according to the power difference, so that the temperature of the battery is lowered to the target temperature within the preset time t.
  • the power of the semiconductor heat exchange module and the rotational speed of the fourth fan and the fifth fan may be reduced by the semiconductor controller 64, and/or the refrigeration work of the compressor may be reduced by the vehicle air conditioner controller 63. Power to save power, or to maintain the power of the semiconductor heat exchange module and or the compressor.
  • the semiconductor controller 64 is appropriately added to the cooling power of the semiconductor heat exchange module and the fourth fan and the fifth fan. Speed, so that the battery is cooled as quickly as possible.
  • the temperature adjustment system when the temperature adjustment system is in the cooling mode, if the required power P1 is greater than the actual power P2, it is determined whether the temperature of the battery is greater than a first preset temperature threshold; if the temperature of the battery is greater than or equal to the first pre- When the temperature threshold is set, the coolant flow rate of the battery cooling branch is increased by the vehicle air conditioner controller 63, and the coolant flow rate of the cooling branch of the vehicle is reduced; if the temperature of the battery is less than the first preset temperature threshold, further judgment is made.
  • the coolant flow rate of the in-vehicle cooling branch is increased by the vehicle air conditioner controller 63, and the coolant flow rate of the battery cooling branch is reduced.
  • the coolant flow rate of the cooling branch in the vehicle can be adjusted by adjusting the opening degree of the first expansion valve, and the coolant flow rate of the battery cooling branch can be adjusted by adjusting the opening degree of the second expansion valve.
  • the battery thermal management module further includes a heater connected to the controller for heating the medium in the heat exchange flow path, when in the heating mode.
  • the method may further include: determining whether the required power P1 is greater than the actual power P2; if the required power P1 is greater than the actual power P2, obtaining a power difference between the required power P1 and the actual power P2, and increasing the heating for the heater according to the power difference Power; if the required power P1 is less than or equal to the actual power P2, the heating power of the heater is kept constant.
  • the controller acquires the required power P1 of the battery and the actual power P2, and makes a judgment. If the P1 of the battery is greater than P2, the controller obtains the power difference between the required power P1 of the battery 4 and the actual power P2 if the temperature of the battery cannot be completed within the target time according to the current heating power, and passes the battery thermal management controller. 62 increases the power of the heater according to the power difference, wherein the greater the power difference between P1 and P2, the more the power of the heater increases, so that the temperature of the battery rises to the target temperature within the preset time t.
  • the heating power of the heater can be reduced by the battery thermal management controller 62 to save power or keep the power of the heater unchanged.
  • the battery thermal management controller 62 When the temperature of the battery reaches the second set temperature, for example, 10 ° C, the battery heating is completed, and the heater is controlled by the battery thermal management controller 62 to stop heating. If the temperature adjustment system enters the heating mode for a long time, for example, after 2 hours, the temperature of the battery is still lower than 10 ° C, the power of the heater is appropriately increased by the battery thermal management controller 62 to complete the temperature rise as soon as possible.
  • the battery thermal management module includes a pump disposed on the heat exchange flow path, a first temperature sensor, a second temperature sensor, and a flow rate sensor, a pump, a first temperature sensor, a second temperature sensor, and a flow rate sensor are coupled to the controller; wherein: the pump is configured to flow a medium in the heat exchange flow path; and the first temperature sensor is configured to detect an inlet temperature of the medium flowing into the vehicle battery; The second temperature sensor is configured to detect an outlet temperature of the medium flowing out of the vehicle battery; the flow rate sensor is configured to detect a flow rate of the medium in the heat exchange flow path, and the method further includes: if the required power P1 is less than or equal to the actual power P2, decreasing The speed of the pump or keep the speed of the pump unchanged; if the required power P1 is greater than the actual power P2, increase the speed of the pump.
  • the rotation speed of the pump is controlled by the battery thermal management controller 62 to save power, or to keep the rotation speed of the pump constant. If the battery P1 is greater than P2, the battery thermal management controller 62 can also be used to control the increase of the pump speed to increase the mass of the medium flowing through the cross-sectional area of the cooling flow path per unit time, thereby increasing the actual power P2 of the battery. Temperature adjustment is achieved within target time t.
  • the temperature adjustment required power of the battery is obtained, and the actual temperature of the battery is adjusted, and the actual power is controlled according to the temperature adjustment required power and temperature to control the semiconductor heat exchange module and/or the vehicle.
  • the air conditioner is adjusted to adjust the temperature when the vehicle battery temperature is too high or too low, so that the temperature of the vehicle battery is maintained within a preset range to avoid the situation that the performance of the vehicle battery is affected due to excessive or too low temperature.
  • the present application also proposes a non-transitory computer readable storage medium having stored thereon a computer program that, when executed by the processor, implements the temperature adjustment method described above.
  • the non-transitory computer readable storage medium of the embodiment of the present application acquires the temperature adjustment required power of the battery, acquires the temperature adjustment actual power of the battery, and then adjusts the actual power control semiconductor heat exchange module according to the temperature adjustment required power and temperature.
  • the car air conditioner is adjusted, and the temperature of the vehicle battery can be adjusted when the temperature of the vehicle battery is too high or too low, so that the temperature of the vehicle battery is maintained within a preset range to avoid the situation that the performance of the vehicle battery is affected due to excessive or too low temperature.
  • the temperature regulation system of the vehicle battery includes: a vehicle air conditioner 2, an in-vehicle cooling branch 20, a battery cooling branch 30, a semiconductor heat exchange module 5, a battery thermal management module 1, and a controller 6.
  • the vehicle air conditioner 2 is configured to provide cooling power for the in-vehicle cooling branch 20 and the battery cooling branch 30.
  • the battery cooling branch 30 is connected to the vehicle air conditioner 2
  • the semiconductor heat exchange module 5 is used for the in-vehicle cooling branch 30 and
  • the battery cooling branch 10 provides cooling power
  • the battery thermal management module 1 is connected between the battery cooling branch 30 and the battery 4.
  • the controller is used to obtain the required power P1 and the actual power P2 of the battery, and according to the required power P1 of the battery and the actual Power P2 regulates the power of the semiconductor heat exchange module 5 and the vehicle air conditioner 2
  • the vehicle battery temperature regulation system further includes an air conditioning air outlet and a first fan 501 disposed at the air conditioning air outlet.
  • the vehicle air conditioner 2 includes a compressor 201
  • the battery cooling branch 30 includes a heat exchanger 3
  • the in-vehicle cooling branch 20 includes an evaporator 21
  • the semiconductor heat exchange module 5 includes a cooling end and a heating end, and is connected to the heating end and the semiconductor cooling end.
  • Fans (fourth fan 504 and fifth fan 505) The cooling end of the semiconductor heat exchange module 5 corresponds to the in-vehicle cooling branch 20.
  • the vehicle air conditioner includes the compressor 201 from the condenser 202.
  • the battery cooling branch 30 includes a heat exchanger 3, a second expansion valve 31, and a second electronic valve 32.
  • the in-vehicle cooling branch 20 includes an evaporator 21, a first expansion valve 22, and a first electronic valve 23.
  • the compressor 201 is divided into two independent cooling branches starting from the condenser 202, which are the in-vehicle cooling branch 20 and the battery cooling branch 30, respectively.
  • the first electronic valve 23 and the second electronic valve 32 are used to control the opening and closing of the in-vehicle cooling branch 20 and the battery cooling branch 30, respectively.
  • the first expansion valve 22 and the second expansion valve 31 can be used to control the refrigerant flow of the in-vehicle cooling branch 20 and the battery cooling branch 30, respectively, to control the cooling power of the in-vehicle cooling branch 20 and the battery cooling branch 30, respectively.
  • the battery cooling branch may include two branches, one of which is a vehicle air conditioner, and the refrigerant of the vehicle air conditioner flows into the heat exchanger 3, and the temperature of the medium in the battery cooling duct flows through the heat exchanger 3, thereby lowering the temperature of the battery .
  • the other is a semiconductor heat exchange module and a compressor 201.
  • the air inside the vehicle passes through the cooling end of the semiconductor heat exchanger, the temperature drops, and then the cooling air is blown to the evaporator 21 through the fourth fan 504, so that the temperature of the evaporator 21 drops, and the compressor
  • the refrigerant of 201 flows into the evaporator 21, and the air inside the vehicle cooled by the semiconductor heat exchange module 5 flows through the evaporator 21, so that the temperature of the air drops again, and then the cooling air is blown toward the heat exchanger 3 and the air conditioner through the first fan 501.
  • the tuyere causes the temperature of the heat exchanger 3 to drop and the battery temperature to drop.
  • the air outlet vent can be disposed corresponding to the car, so that the first fan 501 blows the cooling wind to the car, and the temperature of the air in the car decreases, and the semiconductor further enhances the cooling effect of the air conditioner on the car.
  • the cooling power of the in-vehicle cooling branch 20 mainly has two sources, one is the semiconductor heat exchange module 5, and the other is the compressor 201.
  • the refrigerant of the compressor 201 flows into the evaporator 21, and after the medium in the battery cooling duct flows through the heat exchanger 3, the temperature drops, thereby lowering the temperature of the battery.
  • the air inside the vehicle passes through the cooling end of the semiconductor heat exchanger 5, the temperature drops, and then the cooling air is blown to the evaporator 21 through the fourth fan 504, so that the temperature of the evaporator 21 drops, and the refrigerant flows into the evaporator 21 through the semiconductor heat exchange module 5.
  • the cooled in-vehicle air flows through the evaporator 21 so that the air temperature drops again, and then passes through the first blower 501, and the cooling air is blown toward the heat exchanger 3, so that the temperature of the heat exchanger 3 is lowered and the battery temperature is lowered.
  • the cooling power of the battery is provided by the vehicle air conditioner and the semiconductor heat exchange module, and the cooling capacity is shared with the in-vehicle refrigeration system.
  • the volume of the temperature regulation system and the distribution of the cooling capacity are more flexible, which can meet the cooling power requirement in the cabin and satisfy the requirements. Battery cooling needs.
  • the semiconductor heat exchange module 5 can also provide heating power for the battery.
  • the semiconductor heat exchange module 5 can be controlled to supply power in reverse, and the cooling end and the heating end are exchanged.
  • the first fan 501 can be heated. Power is blown to the heat exchanger to provide heating power.
  • the controller When the temperature adjustment of the battery 4 is performed, the controller also acquires the required power P1 of the battery and the actual power P2 in real time, wherein the required power P1 adjusts the temperature of the battery to the set target temperature, and the power required to be supplied to the battery 4 is actually
  • the power P2 is the actual power obtained by the battery 4 when the battery is currently temperature-adjusted
  • the target temperature is a set value, which can be preset according to the actual situation of the vehicle battery. For example, when the battery is cooled, the target temperature can be set at 35. °C or so.
  • the controller adjusts the power of the vehicle air conditioner and/or the semiconductor heat exchange module according to the required power P1 and the actual power P2.
  • the semiconductor heat exchange module 5 increases the cooling.
  • the power is increased, and the rotation speeds of the fourth fan 504 and the fifth fan 505 are controlled to increase the temperature of the battery 4 as soon as possible. Therefore, the temperature of the vehicle battery can be adjusted when the temperature of the vehicle battery is too high, so that the temperature of the vehicle battery is maintained within a preset range, thereby avoiding the situation that the performance of the vehicle battery is affected by the excessive temperature, and the cooling power of the battery is determined by the vehicle air conditioner and
  • the semiconductor heat exchange module provides the shared cooling capacity with the in-vehicle refrigeration system.
  • the volume of the temperature regulation system and the distribution of the cooling capacity are more flexible, which can meet the cooling power requirement of the cabin and meet the cooling requirements of the battery.
  • the battery thermal management module 1 includes a pump 12 disposed on a heat exchange flow path, a first temperature sensor 14, a second temperature sensor 15, and a flow rate sensor 16; wherein: the pump 12 is used to make the heat exchange flow path Medium flow; first temperature sensor 14 for detecting the inlet temperature of the medium flowing into the vehicle battery; second temperature sensor 15 for detecting the outlet temperature of the medium flowing out of the vehicle battery; and flow rate sensor 16 for detecting the heat exchange flow path The flow rate of the medium.
  • the battery thermal management module 1 may further include a medium container 13 disposed on the heat exchange flow path, and the medium container 13 is configured to store and supply the medium to the heat exchange flow path.
  • the controller may be configured to acquire a first parameter when the battery is turned on, and generate a first required power for temperature adjustment of the battery according to the first parameter, and obtain a first time when the battery is adjusted in temperature.
  • the second parameter generates a second required power for temperature regulation of the battery according to the second parameter, and generates a required power P1 of the battery according to the first required power of the battery and the second required power of the battery.
  • the first parameter is an initial temperature and a target temperature when the battery 4 is turned on, and a target time t from the initial temperature to the target temperature, and the first between the initial temperature and the target temperature is obtained.
  • a temperature difference ⁇ T 1 and generating a first required power according to the first temperature difference ⁇ T 1 and the target time t.
  • the first required power is generated by the following formula (1):
  • ⁇ T 1 is the first temperature difference between the initial temperature and the target temperature
  • t is the target time
  • C is the specific heat capacity of the battery 4
  • M is the mass of the battery 4.
  • the second parameter is the average current I of the battery 4 within a preset time, and the battery thermal management module 1 generates the second required power by the following formula (2):
  • I is the average current and R is the internal resistance of the battery 4.
  • the charge and discharge current parameter of the battery 4 can be detected by the current Hall sensor.
  • the battery management controller 61 can estimate the average current of the battery 4 based on the current parameter of the battery 4 for a period of time.
  • the controller further generates a second temperature difference ⁇ T 2 according to an inlet temperature and an outlet temperature of the flow path of the battery, and generates a battery according to the second temperature difference ⁇ T 2 of the battery and the flow velocity v of the medium in the flow path.
  • the actual power P2 The actual power P2.
  • the actual power P2 is generated according to the following formula (3):
  • ⁇ T 2 is the second temperature difference
  • c is the specific heat capacity of the medium in the flow path
  • m is the mass of the medium flowing through the cross-sectional area of the flow path per unit time
  • m is the mass of the medium flowing through the cross-sectional area of the flow path per unit time
  • m v* ⁇ *s
  • v is the medium
  • ⁇ is the density of the medium
  • s is the cross-sectional area of the flow path.
  • the battery management controller 61 determines whether the battery needs to perform temperature adjustment according to the battery temperature. If it is determined that the battery needs temperature adjustment, the information of the temperature adjustment function is sent to the vehicle air conditioner through the CAN communication, and the vehicle air conditioner will The information is forwarded to the battery thermal management controller 62, which controls the pump 12 to begin operation at a default rotational speed (e.g., low rotational speed).
  • a default rotational speed e.g., low rotational speed
  • the battery thermal management controller 62 acquires the initial temperature (ie, the current temperature) of the battery 4, the target temperature, and the target time t from the initial temperature to the target temperature, wherein the target temperature and the target time t can be preset according to actual conditions, and The first required power of the battery 4 is calculated according to the formula (1).
  • the battery thermal management controller 62 obtains the average current I of the battery 4 for a preset time, and calculates the second required power of the battery 4 according to the formula (2).
  • the battery thermal management controller 62 acquires the first temperature sensor 14 and the second temperature sensor 15 to detect the temperature information, and acquires the flow rate information detected by the flow rate sensor 16, and calculates the actual power P2 of the battery 4 according to the formula (3).
  • the battery thermal management controller 62 controls the heating power/cooling power of the battery 4 by controlling the power of the semiconductor heat exchange module 5 or the vehicle air conditioner or the heater 11 in accordance with P1, P2 of the battery 4.
  • the controller may be further configured to acquire a temperature of the battery, and determine whether the temperature of the battery is greater than a first temperature threshold or less than a second temperature threshold, wherein when the temperature of the battery is greater than the first temperature threshold, Entering the cooling mode; when the temperature of the battery is less than the second temperature threshold, entering the heating mode, the first temperature threshold is greater than the second temperature threshold.
  • the first temperature threshold and the second temperature threshold may be preset according to actual conditions. For example, the first temperature threshold may be 40 ° C, and the second temperature threshold may be 0 ° C.
  • the battery management controller 61 acquires the temperature of the battery in real time and makes a determination. If the temperature of the battery is higher than 40 ° C, the temperature of the battery 4 is too high at this time, in order to avoid the influence of the high temperature on the performance of the battery 4, the battery 4 needs to be cooled, the temperature adjustment system enters the cooling mode, and the control is controlled. The two electronic valve 32 is opened and the semiconductor heat exchange module 3 is operated.
  • the temperature adjustment system enters the heating mode, and the battery is thermally managed.
  • the controller 62 controls the heater 11 to be turned on, while the vehicle air conditioner 2 keeps the second electronic valve 32 in a closed state, and the medium flow direction is: heat exchanger 3 - heater 11 (on) - pump 12 - first temperature sensor 14 - battery 4 - Second temperature sensor - 15 - Flow rate sensor 16 - Media container 13 - Heat exchanger 3.
  • the medium in the cooling duct is heated by the heater 11 to exchange heat with the battery 4 to complete the temperature adjustment of the battery.
  • the controller when in the cooling mode, is further configured to obtain a power difference between the required power P1 and the actual power P2 when the required power P1 is greater than the actual power P2, so that the semiconductor heat exchange module 5 is configured according to The power difference increases the power, and when the required power P1 is less than or equal to the actual power P2, the power of the semiconductor heat exchange module 5 is reduced and/or the cooling power of the compressor is reduced to save electrical energy, or the semiconductor heat exchange module 5 is maintained. / or the power of the compressor does not change.
  • the controller acquires the required power P1 of the battery 4 and the actual power P2, and makes a judgment. If the P1 of the battery 4 is greater than P2, it indicates that if the cooling of the battery 4 cannot be completed within the target time according to the current cooling power, the controller increases the power of the semiconductor heat exchange module 5 and the fourth fan 504 and the fifth fan according to the power difference.
  • the rotational speed of 505 is such that the temperature of the battery 4 is lowered to the target temperature within a preset time t.
  • the cooling power of the semiconductor heat exchange module 5 and the rotation speed of the fourth fan 504, the fifth fan 505, and the cooling power of the compressor can be reduced to save electric energy, or the semiconductor heat exchange module 5 can be maintained.
  • the power of the compressor does not change.
  • the semiconductor heat exchange module 5 is controlled to stop cooling and the second electronic valve 32 is closed. If the temperature adjustment system enters the cooling mode for a long time, for example, after 1 hour, the temperature of the battery 4 is still higher than 35 ° C, then the cooling power and the rotation speeds of the fourth fan 504 and the fifth fan 505 are appropriately increased to make the battery 4 Complete the cooling as soon as possible.
  • the battery thermal management module 1 may further include: a heater 11 disposed on the heat exchange flow path, and the heater 11 is configured to heat the medium in the heat exchange flow path.
  • the medium can be heated by the heater 11 to adjust the temperature of the battery when the battery temperature is low.
  • the heater can be a PTC heater, and the heater is not directly in contact with the battery, and has high safety, reliability, and practicality.
  • the pump 12 is primarily used to provide power
  • the media container 13 is primarily used to store media and accept media added to the temperature conditioning system, and the media in the media container 13 can be automatically replenished as the media in the temperature regulating system is reduced.
  • the first temperature sensor 14 is for detecting the temperature of the battery flow path inlet medium
  • the second temperature sensor 15 is for detecting the temperature of the battery flow path exit medium.
  • the flow rate sensor 16 is used to detect flow rate information of the medium in the conduit in the temperature regulation system.
  • the controller 6 when in the heating mode, the controller 6 obtains the temperature difference between the required power P1 and the actual power P2 when the required power P1 is greater than the actual power P2, and increases the heating power of the heater 11 according to the temperature difference. And keeping the heating power of the heater 11 constant when the required power P1 is less than or equal to the actual power P2.
  • the controller acquires the required power P1 of the battery 4 and the actual power P2, and makes a judgment. If P1 of the battery 4 is greater than P2, it indicates that if the temperature rise of the battery 4 cannot be completed within the target time according to the current heating power, the controller acquires the power difference between the required power P1 of the battery 4 and the actual power P2, and increases according to the power difference.
  • the power of the heater 11 and/or the semiconductor heat exchange module 5 is such that the temperature of the battery 4 rises to the target temperature within a preset time t.
  • the power of the heater 11 and/or the semiconductor heat exchange module 5 can be reduced to save power, or the power of the heater 11 and/or the semiconductor heat exchange module 5 can be kept constant.
  • the battery management controller 61 sends a message for turning off the temperature adjustment function to the battery thermal management controller 62 via CAN communication to control the heater 11 Stop heating. If the temperature adjustment system enters the heating mode for a long period of time, for example, after 2 hours, the temperature of the battery 4 is still below 10 ° C, the battery thermal management controller 62 appropriately increases the power of the heater 11 to cause the battery 4 to complete the temperature rise as quickly as possible.
  • the controller is further configured to reduce the rotation speed of the pump 12 or keep the rotation speed of the pump 12 when the required power P1 is less than or equal to the actual power P2, and in demand When the power P1 is greater than the actual power P2, the rotational speed of the pump 12 is increased.
  • the controller controls the rotation speed of the pump 12 to decrease, to save power, or to keep the rotation speed of the pump 12 constant. If the P1 of the battery 4 is greater than P2, in addition to increasing the power of the heater 11, the rotation speed of the pump 12 can be controlled to increase the mass of the medium flowing through the cross-sectional area of the cooling flow path per unit time, thereby improving the battery 4
  • the actual power P2 is used to achieve temperature regulation within the target time t.
  • the vehicle air conditioner can adjust the power distribution of each cooling branch according to the temperature of the cabin and the required power P1 and the actual power P2 of the battery, thereby balancing the cooling requirements of the interior cooling and the battery cooling.
  • the controller When in the cooling mode, if the required power P1 is greater than the actual power P2, the controller further determines whether the temperature of the battery is greater than a first preset temperature threshold; if the temperature of the battery is greater than or equal to the first preset temperature threshold, the controller increases The battery cools the coolant flow rate of the branch and reduces the coolant flow rate of the cooling branch in the vehicle; if the temperature of the battery is less than the first preset temperature threshold, the controller further determines whether the temperature in the cabin reaches the set temperature of the air conditioner, if If the air conditioner set temperature is not reached, the coolant flow rate in the cooling branch of the vehicle is increased, and the coolant flow rate of the battery cooling branch is reduced.
  • the first preset temperature threshold may be 45 °C. Specifically, the coolant flow rate of the cooling branch in the vehicle can be adjusted by adjusting the opening degree of the first expansion valve, and the coolant flow rate of the battery cooling branch can be adjusted by adjusting the opening degree of the second expansion valve.
  • the battery cooling power is the cooling power in the battery cooling branch 30 (provided by the compressor, controlled by the second expansion valve opening), and the in-vehicle cooling power is the in-vehicle cooling branch. Cooling power in the road 20 (provided by the compressor, controlled by the first expansion valve opening).
  • the battery cooling demand power is P1
  • the actual battery cooling power is P2
  • P3 is the maximum cooling power of the semiconductor heat exchange module
  • P6 is the interior cooling power
  • P7 is the maximum cooling power of the compressor.
  • the compressor When the sum of the battery cooling demand power P1 and the in-vehicle cooling demand power P6 is ⁇ P7, that is, P1 + P6 ⁇ P7, the compressor operates in accordance with the P1 + P6 cooling power. And P1 ⁇ P7, P6 ⁇ P7. At the same time, the opening degree of the first expansion valve is controlled so that the cooling power in the vehicle is P6. The expansion valve opening is controlled such that the battery cooling power is P1.
  • the compressor operates at the maximum cooling power P7, and the semiconductor heat exchange module operates in accordance with the cooling power Pe.
  • the semiconductor ventilation module operates at a maximum cooling power P3, and the compressor operates in accordance with the cooling power Pf.
  • the opening degree of the first expansion valve is controlled so that the cooling power in the vehicle is P6.
  • the expansion valve opening is controlled such that the battery cooling power is P1.
  • the cooling power is preferentially provided for the vehicle, the compressor operates according to the maximum cooling power P7, and the semiconductor heat exchange module operates according to the maximum cooling power P3. Increase fan speed.
  • the opening degree of the first expansion valve is increased, so that the cooling power of the cooling branch in the vehicle is P6, and the opening degree of the second expansion valve is reduced, so that the cooling power of the battery cooling branch is P7+P3-P6. If the temperature inside the vehicle has reached the set temperature, the cooling power of the battery is preferentially satisfied.
  • the compressor increases the cooling power Pc and increases the opening degree of the second expansion valve to increase the pump speed to improve the battery cooling power.
  • the compressor is cooled according to maximum The power P7 operates and the semiconductor ventilation module operates in accordance with the cooling power Pg.
  • the compressor operates in accordance with the cooling power Ph, and the semiconductor ventilation module operates in accordance with the maximum cooling power P3.
  • the compressor operates at a maximum cooling power P7, and the semiconductor heat exchange module increases the cooling power Pc.
  • the compressor increases the cooling power Pc, and the semiconductor heat exchange module operates according to the maximum cooling power P3.
  • the compressor cooling power is constant, and the cooling power of the semiconductor heat exchange module is increased by Pc.
  • the compressor cooling power increases Pc, and the cooling power of the semiconductor heat exchange module does not change.
  • the compressor cooling power is increased by 0.5*Pc, and the semiconductor heat exchange module cooling power is increased by 0.5Pc.
  • the cooling power is increased in proportion to the ratio of the maximum cooling power of the compressor and the semiconductor heat exchange module.
  • the opening degree of the second expansion valve is controlled to increase, the control pump speed is increased, and the fan speed is increased, so that the cooling power of the battery cooling branch is increased by Pc.
  • the compressor runs according to the maximum cooling power P5, and the semiconductor heat exchange module operates according to the maximum cooling power P3, and simultaneously increases the fan speed and improves Pump speed to increase heat transfer power.
  • the battery temperature is greater than 45 ° C. If it is greater than 45 ° C, the cooling power is preferentially provided for the battery cooling, the compressor operates according to the maximum cooling power P7, and the semiconductor heat exchange module operates according to the maximum cooling power P3 while increasing the fan speed.
  • the cooling power of the battery cooling branch is P1+Pc
  • the pump speed is increased and the fan speed is increased, so that the cooling power of the battery cooling branch is increased by Pc. If it is determined that the battery temperature is not greater than 45 ° C, and the temperature inside the vehicle has not reached the set temperature, the cooling power is preferentially provided for the vehicle, the compressor operates according to the maximum cooling power P7, and the semiconductor heat exchange module operates according to the maximum cooling power P3. Increase fan speed.
  • the opening degree of the first expansion valve is increased, so that the cooling power of the cooling branch in the vehicle is P6, and the opening degree of the second expansion valve is reduced, so that the cooling power of the battery cooling branch is P7+P3-P6. If the temperature inside the vehicle has reached the set temperature, the cooling power of the battery is preferentially satisfied.
  • the PTC heater supplies heating power to the battery in accordance with the heating power P1.
  • P1-P5 Pd
  • the PTC heater supplies heating power to the battery according to the maximum heating power P5
  • the semiconductor heat exchange module supplies heating power to the battery according to the heating power Pd, and simultaneously increases The fourth fan and the fifth fan speed increase the pump speed to increase the heat exchange power.
  • the PTC heater supplies heating power to the battery according to the maximum heating power P5
  • the semiconductor heat exchange module supplies heating power to the battery according to the maximum heating power P3, and simultaneously improves the fourth fan and the first The speed of the five fans increases the pump speed to increase the heat exchange power.
  • the semiconductor heat exchange module reduces the heating power Pc, reduces the fourth fan and the fifth fan speed, or the PTC heater heating power decreases Pc, and reduces the pump speed, To save energy. Or keep the current heating power unchanged.
  • the PTC heater increases the heating power Pc while controlling the pump rotation speed to increase the battery heating power.
  • PTC heater operates according to the maximum heating power P5, semiconductor
  • the heat exchange module operates in accordance with the heating power Pi.
  • the PTC heater operates in accordance with the heating power Pj
  • the semiconductor heat exchange module operates in accordance with the maximum heating power P4.
  • the PTC heater supplies heating power to the battery according to the maximum heating power P5, and the semiconductor heat exchange module increases the heating power Pc.
  • the heater heating power is constant, and the heating power of the semiconductor heat exchange module is increased by Pc.
  • the heater heating power increases Pc, and the heating power of the semiconductor heat exchange module does not change.
  • the heating power of the PTC heater is increased by 0.5*Pc
  • the heating power of the semiconductor heat exchange module is increased by 0.5Pc
  • the heating power is increased in proportion according to the ratio of the maximum heating power of the PTC heater and the semiconductor heat exchange module.
  • the fourth fan and the fifth fan speed are increased, and the pump speed is increased to increase the heat exchange power, so that the battery heating power increases Pc.
  • the PTC heater supplies heating power to the battery according to the maximum heating power P5
  • the semiconductor heat exchange module supplies heating power to the battery according to the maximum heating power P4.
  • the fourth fan and the fifth fan speed are increased, and the pump speed is increased to increase the heat exchange power.
  • the present application also proposes a temperature adjustment system for a vehicle battery, which is different from the solution shown in FIG. 18 in that the battery cooling branch 30 in FIG. 19 mainly passes through the heat exchanger 3 as a battery 4. Cooling provides cooling power.
  • the semiconductor heat exchange module is not involved in the temperature regulation of the battery.
  • the compressor 201 is a further temperature adjustment system for a vehicle battery.
  • the compressor 201 is divided into two independent cooling branches from the condenser, which are an in-vehicle cooling branch 20 and a battery cooling branch 30, respectively.
  • the in-vehicle cooling branch 20 mainly supplies cooling power to the space inside the cabin through the evaporator 21, and the battery cooling branch 30 mainly supplies cooling power to the battery cooling through the heat exchanger 3.
  • the cooling power of the in-vehicle cooling branch mainly has two sources, one of which is the compressor 201, the refrigerant of the compressor 201 flows into the evaporator 21, and the air inside the vehicle flows through the evaporator 21 to cause the temperature of the air to drop, and then passes through the fourth
  • the fan 504 blows cooling air to the cooling end of the semiconductor heat exchange module 5, so that the temperature of the cooling end of the semiconductor heat exchange module 5 is lowered.
  • the other is the semiconductor heat exchange module 5, and the temperature of the interior air is lowered after being cooled by the evaporator 21. Then, after the cooling end of the semiconductor heat exchange module 5, the temperature drops again, and then the cooling air is blown into the vehicle, so that the temperature of the air inside the vehicle drops.
  • the heating end dissipates heat through the fifth fan 505 and blows the hot air outside the vehicle.
  • the temperature of the vehicle battery can be adjusted when the temperature of the vehicle battery is too high or too low, so that the temperature of the vehicle battery is maintained within a preset range, and the vehicle battery is prevented from being affected due to excessive temperature. Performance situation.
  • the vehicle air conditioner is used to provide cooling power for the in-vehicle cooling branch and the battery cooling branch.
  • the battery cooling branch is connected to the vehicle air conditioner, the battery thermal management module is connected between the battery cooling branch and the battery, and the semiconductor heat exchange module is used to provide cooling power for the in-vehicle cooling branch and the battery cooling branch.
  • the method includes the following steps:
  • acquiring the required power P1 of the battery by the battery management controller 61 specifically includes: acquiring, by the battery management controller 61, the first parameter when the battery is turned on, and according to the first parameter A first required power for temperature regulation of the battery is generated.
  • the second parameter of the battery during temperature adjustment is obtained by the battery management controller 61, and the second required power of the battery is generated according to the second parameter.
  • the required power P1 of the battery is generated by the battery management controller 61 based on the first required power of the battery and the second required power of the battery.
  • the first parameter is an initial temperature and a target temperature when the battery is turned on, and a target time t from the initial temperature to the target temperature, according to the battery management controller 61 according to the first
  • the parameter generating the first required power for temperature regulation of the battery specifically includes: obtaining, by the battery management controller 61, a first temperature difference ⁇ T 1 between the initial temperature and the target temperature. The first required power is generated based on the first temperature difference ⁇ T 1 and the target time t.
  • the first required power is generated by the following formula (1):
  • ⁇ T 1 is the first temperature difference between the initial temperature and the target temperature
  • t is the target time
  • C is the specific heat capacity of the battery
  • M is the mass of the battery.
  • the second parameter is an average current I of the battery battery within a preset time
  • the second required power of the battery is generated by the following formula (2):
  • I is the average current and R is the internal resistance of the battery.
  • acquiring the actual power P2 of the battery by the battery thermal management controller 62 specifically includes: obtaining, by the battery thermal management controller 62, an inlet temperature and an outlet temperature of a flow path for adjusting the battery temperature, and acquiring the medium.
  • the flow velocity v flowing into the flow path, and the second temperature difference ⁇ T 2 is generated according to the inlet temperature and the outlet temperature of the flow path of the battery, and the actual power P2 is generated according to the second temperature difference ⁇ T 2 of the battery and the flow velocity v.
  • the actual power P2 is generated according to the following formula (3):
  • ⁇ T 2 is the second temperature difference
  • c is the specific heat capacity of the medium in the flow path
  • m is the mass of the medium flowing through the cross-sectional area of the flow path per unit time
  • m is the mass of the medium flowing through the cross-sectional area of the flow path per unit time
  • m v* ⁇ *s
  • v is the medium
  • ⁇ is the density of the medium
  • s is the cross-sectional area of the flow path.
  • the power of the semiconductor heat exchange module and/or the vehicle air conditioner is adjusted according to the required power P1 and the actual power P2.
  • the vehicle battery temperature regulation system further includes an air conditioning air outlet and a first fan disposed at the air conditioning air outlet.
  • the temperature regulation system of the vehicle battery enters the cooling mode, the battery thermal management module and the semiconductor heat exchange module are supplied with power ( FIG. 18 ), and the vehicle air conditioner performs cooling operation. .
  • the temperature adjustment system enters the heating mode, and the semiconductor controller 64 controls the semiconductor heat exchange.
  • the module is reversely powered, and the cooling end and the heating end are exchanged.
  • the first fan can blow the power of the heating end to the heat exchanger to provide heating power.
  • the battery management controller 61 acquires the initial temperature of the battery (ie, the current temperature), the target temperature, and the target time t from the initial temperature to the target temperature, wherein the target temperature and the target time t may be based on actual conditions. Make a preset and calculate the first demand power according to formula (1). At the same time, the average current I of the battery for a preset time is obtained by the battery management controller 61, and the second required power of the battery is calculated according to the formula (2). Then, the required power P1 of the battery (ie, the required power of the battery is adjusted to the target temperature) is calculated by the battery management controller 61 based on the first required power of the battery and the second required power.
  • the inlet temperature and the outlet temperature of the battery are acquired by the battery thermal management controller 62, and the flow velocity information is acquired, and the actual power P2 of the battery is calculated according to the formula (3).
  • the required power P1 is to adjust the temperature of the battery to the set target temperature, and the power required to be supplied to the battery
  • the actual power P2 is the actual power obtained by the battery when the current temperature is adjusted
  • the target temperature is the set value.
  • the preset can be made according to the actual situation of the vehicle battery. For example, when the battery is cooled, the target temperature can be set at about 35 °C. Then, the power of the semiconductor heat exchange module and/or the vehicle air conditioner is adjusted according to the required power P1 and the actual power P2.
  • the controller increases the power cooling power of the semiconductor heat exchange module and/or the vehicle air conditioner, and controls the fourth fan and the fifth fan to increase the speed, so that the battery is cooled as soon as possible. . Therefore, the temperature of the vehicle battery can be adjusted when the temperature of the vehicle battery is too high, so that the temperature of the vehicle battery is maintained within a preset range, thereby avoiding the situation that the performance of the vehicle battery is affected by the temperature.
  • the cooling power of the battery thermal temperature regulation system is provided by the vehicle air conditioner and the semiconductor heat exchange module, and the cooling capacity is shared with the in-vehicle refrigeration system, and the volume of the temperature regulation system and the distribution of the cooling capacity are more flexible, which can satisfy the cooling power in the cabin. The demand can meet the cooling requirements of the battery.
  • a pump disposed on the heat exchange flow path, a first temperature sensor, a second temperature sensor, and a flow rate sensor; wherein: the pump is used to flow the medium in the heat exchange flow path
  • the first temperature sensor is for detecting the inlet temperature of the medium flowing into the vehicle battery
  • the second temperature sensor is for detecting the outlet temperature of the medium flowing out of the vehicle battery
  • the flow rate sensor is for detecting the flow rate of the medium in the heat exchange flow path.
  • the battery thermal management module may further include a media container disposed on the heat exchange flow path, wherein the media container is configured to store and supply the medium to the heat exchange flow path.
  • the temperature adjustment method may further include: acquiring a temperature of the battery, and determining whether the temperature of the battery is greater than a first temperature threshold; when the temperature of the battery is greater than the first temperature threshold, entering a cooling mode; When the temperature of the battery is less than or equal to the first temperature threshold, continue to determine whether the temperature of the battery is less than a second temperature threshold; when the temperature of the battery is less than the second temperature threshold, enter a heating mode, wherein the first temperature threshold is greater than the Second temperature threshold.
  • the first temperature threshold and the second temperature threshold may be preset according to actual conditions. For example, the first temperature threshold may be 40 ° C, and the second temperature threshold may be 0 ° C.
  • the battery management controller 61 acquires the temperature of the battery in real time and makes a determination. If the temperature of the battery is higher than 40 °C, the temperature of the battery is too high at this time. In order to avoid the influence of high temperature on the performance of the battery, the battery needs to be cooled, the temperature adjustment system enters the cooling mode, and the vehicle air conditioner is controlled for cooling. The semiconductor heat exchange module is powered forward.
  • the temperature of the battery is lower than 0 ° C, the temperature of the battery 4 is too low. In order to avoid the influence of low temperature on the performance of the battery, the temperature of the battery needs to be increased, the temperature adjustment system enters the heating mode, and the semiconductor controller 64 controls the semiconductor. The heat exchange module is powered in reverse.
  • adjusting the power of the semiconductor heat exchange module and/or the vehicle air conditioner according to the required power P1 and the actual power P2 specifically includes: determining whether the required power P1 is greater than the actual power P2; If P1 is greater than the actual power P2, the power difference between the required power P1 and the actual power P2 is obtained, and the power of the semiconductor heat exchange module and/or the compressor is increased according to the power difference; if the required power P1 is less than or equal to the actual power P2, then The power of the semiconductor heat exchange module is reduced and/or the cooling power of the compressor is reduced, or the power of the semiconductor heat exchange module and/or compressor is maintained.
  • the required power P1 of the battery and the actual power P2 are acquired by the controller, and a determination is made. If the P1 of the battery is greater than P2, it indicates that if the cooling of the battery cannot be completed within the target time according to the current cooling power, the controller acquires the power difference between the required power P1 of the battery and the actual power P2, and passes through the semiconductor controller 64. The power of the semiconductor heat exchange module and the rotational speed of the fourth fan and the fifth fan are increased according to the power difference, so that the temperature of the battery is lowered to the target temperature within the preset time t.
  • the power of the semiconductor heat exchange module and the rotational speed of the fourth fan and the fifth fan can be reduced, and/or the cooling work power of the compressor can be reduced by the vehicle air conditioner controller 63 to save power. , or keep the power of the semiconductor heat exchange module and or the compressor unchanged.
  • the semiconductor controller 64 is controlled by the semiconductor controller 64 to stop cooling. If the temperature adjustment system enters the cooling mode for a long time, for example, after 1 hour, the temperature of the battery is still higher than 35 ° C, the semiconductor controller 64 is appropriately added to the cooling power of the semiconductor heat exchange module and the fourth fan and the fifth fan. Speed, so that the battery is cooled as quickly as possible.
  • the temperature adjustment system when the temperature adjustment system is in the cooling mode, if the required power P1 is greater than the actual power P2, it is determined whether the temperature of the battery is greater than a first preset temperature threshold; if the temperature of the battery is greater than or equal to the first preset temperature The threshold value increases the coolant flow rate of the battery cooling branch and reduces the coolant flow rate of the cooling branch in the vehicle; if the temperature of the battery is less than the first preset temperature threshold, it is further determined whether the temperature in the cabin reaches the air conditioning setting Temperature; if the air conditioner set temperature is not reached, increase the coolant flow rate of the cooling branch in the vehicle and reduce the coolant flow rate of the battery cooling branch.
  • the coolant flow rate of the cooling branch in the vehicle can be adjusted by adjusting the opening degree of the first expansion valve
  • the coolant flow rate of the battery cooling branch can be adjusted by adjusting the opening degree of the second expansion valve.
  • the battery thermal management module further includes a heater connected to the controller for heating the medium in the heat exchange flow path, and when in the heating mode, the method is further The method may include: determining whether the required power P1 is greater than the actual power P2; if the required power P1 is greater than the actual power P2, obtaining a power difference between the required power P1 and the actual power P2, and increasing the heating power for the heater according to the power difference and / or the power of the semiconductor heat exchange module; if the required power P1 is less than or equal to the actual power P2, the heating power of the heater is kept constant, or the heating power of the heater and/or the semiconductor heat exchange module is reduced.
  • the required power P1 of the battery and the actual power P2 are acquired by the controller, and a determination is made. If the P1 of the battery is greater than P2, it means that if the temperature rise of the battery cannot be completed within the target time according to the current heating power, the power difference between the required power P1 of the battery 4 and the actual power P2 is obtained by the controller, and the heating is increased according to the power difference.
  • the power of the device and/or the semiconductor heat exchange module is such that the temperature of the battery rises to a target temperature within a preset time t.
  • the heating power of the heater and/or the semiconductor heat exchange module can be reduced by the controller to save power, or the power of the heater can be kept constant, or the power of the conductor heat exchange module can be maintained.
  • the temperature of the battery reaches the second set temperature, for example, 10 ° C
  • the battery is heated, and the heater is controlled by the controller to stop heating. If the temperature adjustment system enters the heating mode for a long time, for example, after 2 hours, the temperature of the battery is still lower than 10 ° C, the power of the heater is appropriately increased to allow the battery to complete the temperature rise as soon as possible.
  • the battery thermal management module includes a pump disposed on the heat exchange flow path, a first temperature sensor, a second temperature sensor, and a flow rate sensor, a pump, a first temperature sensor, a second temperature sensor and a flow rate sensor are coupled to the controller; wherein: the pump is for flowing the medium in the heat exchange flow path; the first temperature sensor is for detecting the inlet temperature of the medium flowing into the vehicle battery; and the second temperature sensor is for detecting The outlet temperature of the medium flowing out of the vehicle battery; the flow rate sensor is used to detect the flow rate of the medium in the heat exchange flow path, and the above method further includes: if the required power P1 is less than or equal to the actual power P2, lowering the rotation speed of the pump or maintaining the pump The rotation speed is constant; if the required power P1 is greater than the actual power P2, the rotation speed of the pump is increased.
  • the rotation speed of the pump is controlled by the battery thermal management controller 62 to save power, or to keep the rotation speed of the pump constant.
  • the P1 of the battery is greater than P2
  • the speed of the pump can also be controlled by the battery thermal management controller 62.
  • the increase is to increase the mass of the medium flowing through the cross-sectional area of the cooling flow path per unit time, thereby increasing the actual power P2 of the battery to achieve temperature adjustment within the target time t.
  • the heating power and the cooling power of each battery can be precisely controlled according to the actual state of each battery, and the temperature is adjusted when the battery temperature is too high or too low.
  • the temperature of the battery is maintained within a preset range to avoid the occurrence of temperature-affected battery performance.
  • the present application also proposes a non-transitory computer readable storage medium having stored thereon a computer program that, when executed by the processor, implements the temperature adjustment method described above.
  • the vehicle air conditioner exchanges heat with the heat exchanger through the air conditioning air outlet and the first air passage, and the vehicle air conditioner passes the air conditioning air outlet and the fourth air passage to the vehicle compartment.
  • the semiconductor heat exchange module heats the heat exchanger through a second air passage and a first fan.
  • the semiconductor heat exchange module heats the car through a third air passage. After the vehicle air conditioner heats the semiconductor heat exchange module through the air conditioning air outlet and the second air passage, the semiconductor heat exchange module heats the vehicle through a third air passage.
  • the semiconductor heat exchange module After the vehicle air conditioner heats the semiconductor heat exchange module through the air conditioning air outlet, the fourth air passage, the vehicle compartment and the third air passage, the semiconductor heat exchange module passes through the second air passage and the first air blower pair
  • the heat exchanger performs heat exchange.
  • the vehicle air conditioner heats the heat exchanger through the air outlet and the first air duct, and the semiconductor heat exchange module exchanges heat with the heat exchanger through the second air duct and the first air blower.
  • the non-transitory computer readable storage medium of the embodiment of the present application can obtain the temperature adjustment required power of the battery and the temperature adjustment actual power, and then adjust the actual power according to the temperature to adjust the actual power to the semiconductor heat exchange module and/or the vehicle air conditioner.
  • the power is adjusted to adjust the temperature when the temperature of the vehicle battery is too high or too low, so that the temperature of the vehicle battery is maintained within a preset range, thereby avoiding the situation that the performance of the vehicle battery is affected by the excessive temperature.
  • first and second are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.
  • features defining “first” and “second” may include at least one of the features, either explicitly or implicitly.
  • the meaning of "a plurality” is at least two, such as two, three, etc., unless specifically defined otherwise.
  • the terms “installation”, “connected”, “connected”, “fixed” and the like shall be understood broadly, and may be either a fixed connection or a detachable connection, unless otherwise explicitly stated and defined. , or integrated; can be mechanical or electrical connection; can be directly connected, or indirectly connected through an intermediate medium, can be the internal communication of two elements or the interaction of two elements, unless otherwise specified Limited.
  • the specific meanings of the above terms in the present application can be understood on a case-by-case basis.
  • the first feature "on” or “below” the second feature may be the direct contact of the first and second features, or the first and second features are indirectly through the intermediate medium, unless otherwise explicitly stated and defined. contact.
  • the first feature "above”, “above” and “above” the second feature may be that the first feature is directly above or above the second feature, or merely that the first feature level is higher than the second feature.
  • the first feature “below”, “below” and “below” the second feature may be that the first feature is directly below or obliquely below the second feature, or merely that the first feature level is less than the second feature.

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Abstract

一种车载电池的温度调节系统，所述系统包括换热器（3）；车载空调（2），车载空调（2）具有空调出风口，空调出风口与换热器（3）之间形成有第一风道（100）；半导体换热模块（5），半导体换热模块（5）的冷却端与第一风机（501）之间形成有第二风道（200），半导体换热模块（5）的冷却端与车厢之间形成有第三风道（300）；电池热管理模块（1），电池热管理模块（1）与换热器（3）连接形成换热流路；控制器（6），与半导体换热模块（5）、电池热管理模块（1）及车载空调（2）连接。该系统可以在车载电池温度过高时对温度进行调节，使车载电池的温度维持在预设范围，避免发生由于温度过高影响车载电池性能的情况。

Description

车载电池的温度调节系统
相关申请的交叉引用
本申请基于申请号为201710944063.6，申请日为2017年9月30日的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本申请涉及汽车技术领域，特别涉及一种车载电池的温度调节系统。
背景技术
目前，电动汽车的车载电池的性能受气候环境影响较大，环境温度过高或者过低都会影响车载电池的性能，因此需要对车载电池的温度进行调节，以使其温度维持在预设范围内。
然而，相关技术中，对车载电池温度的调节方法较为粗糙，无法根据车载电池的实际状况对其冷却功率进行精确控制，从而无法保证车载电池的温度维持在预设范围内。
发明内容
本申请旨在至少在一定程度上解决相关技术中的技术问题之一。
为此，本申请的第一个目的在于提出一种车载电池的温度调节系统，该方系统可以在车载电池温度过高时对温度进行调节，使车载电池的温度维持在预设范围，避免发生由于温度过高影响车载电池性能的情况。
为达到上述目的，本申请第一方面实施例提出了一种车载电池的温度调节系统，包括：换热器；车载空调，所述车载空调具有空调出风口，所述空调出风口与所述换热器之间形成有第一风道，所述第一风道中设置有第一风机，所述第一风机和所述换热器对应设置；半导体换热模块，所述半导体换热模块的冷却端与所述第一风机之间形成有第二风道，所述半导体换热模块的冷却端与车厢之间形成有第三风道；电池热管理模块，所述电池热管理模块与所述换热器连接形成换热流路；控制器，与所述半导体换热模块、所述电池热管理模块及所述车载空调连接。
根据本申请实施例的车载电池的温度调节系统，可以在车载电池温度过高时对温度进行调节，使车载电池的温度维持在预设范围，避免发生由于温度过高影响车载电池性能的情况。
附图说明
本申请上述的和/或附加的方面和优点从下面结合附图对实施例的描述中将变得明显和容易理解，其中，
图1是根据本申请第一个实施例的车载电池的温度调节系统的结构示意图一；
图2是根据本申请第一个实施例的车载电池的温度调节系统的结构示意图二；
图3是根据本申请第一个实施例的车载电池的温度调节系统的控制拓扑图；
图4是根据本申请第二个实施例的车载电池的温度调节系统的结构示意图一；
图5是根据本申请第二个实施例的车载电池的温度调节系统的结构示意图二；
图6是根据本申请第三个实施例的车载电池的温度调节系统的结构示意图；
图7是根据本申请第四个实施例的车载电池的温度调节系统的结构示意图；
图8是根据本申请第五个实施例的车载电池的温度调节系统的结构示意图；
图9是根据本申请第六个实施例的车载电池的温度调节系统的结构示意图；
图10是根据本申请第一个实施例的车载电池的温度调节方法的流程图；
图11是根据本申请第二个实施例的车载电池的温度调节方法的流程图；
图12是根据本申请第七个实施例的车载电池的温度调节系统的结构示意图一；
图13是根据本申请第七个实施例的车载电池的温度调节系统的结构示意图二；
图14是根据本申请第二个实施例的车载电池的温度调节系统的控制拓扑图；
图15是根据本申请第八个实施例的车载电池的温度调节系统的结构示意图一；
图16是根据本申请第八个实施例的车载电池的温度调节系统的结构示意图二；
图17是根据本申请第三个实施例的车载电池的温度调节方法的流程图；
图18是根据本申请第九个实施例的车载电池的温度调节系统的结构示意图；
图19是根据本申请第十个实施例的车载电池的温度调节系统的结构示意图；
图20是根据本申请第十一个实施例的车载电池的温度调节系统的结构示意图；
图21是根据本申请第四个实施例的车载电池的温度调节方法的流程图；
具体实施方式
下面参考附图来描述本申请实施例提出的车载电池的温度调节方法和温度调节系统和非临时性可读存储介质。
图1-2是根据本申请第一个实施例的车载电池的温度调节系统的结构示意图。如图1-2所示，该系统包括：电池热管理模块1、车载空调2、换热器3、半导体换热模块5和控制器6。
其中，车载空调2具有空调出风口，空调出风口与换热器3之间形成有第一风道100，第一风道100中设置有第一风机，第一风机和换热器对应设置。半导体换热模块5的冷却端与第一风机501之间形成有第二风道200，半导体换热模块5的冷却端与车厢之间形成有第三风道300。电池热管理模块1与换热器3连接形成换热流路。控制器6与半导体换热模块5、电池热管理模块1及车载空调2连接，控制器6用于获取对电池进行温度调节的需求功率P1和实际功率P2，并根据需求功率P1和实际功率P2对控制车载空调2和半导体换热模块5中的至少一者工作，以对电池的温度进行调节。
可选的，如图1-2所示，车载空调2包括设置在第一风道100中的第一调节阀601和与换热器3对应的第一风机501。第一调节阀601和第一风机501均设置在第一风道100中且第一调节阀601和第一风机501连接。半导体换热模块5还包括设置在第二风道200中的与半导体换热模块5的冷却端对应设置的第三风机503和第三调节阀603，也就是说，第三风机503和第三调节阀603均设置在第二风道200中且第三风机503和第三调节阀603连接。
并且，车载空调2通过第一风道100对换热器3进行换热。半导体换热模块5通过第二风道200对换热器进行换热。半导体换热模块5通过第三风道300对车厢进行换热。
如图1所示，车载空调2通过所第二风道200对半导体换热模块5进行换热后，半导体换热模块5通过第四风机504和第三风道300对车厢进行换热，第四风机504设置在第三风道300之中。
如图2所示，车载空调2通过第四风道400、车厢和第三风道300对半导体换热模块5进行换热后，半导体换热模块5通过第二风道200对换热器3进行换热。
如图2所示，车载空调2通过第一风道100对换热器进行换热，且半导体换热模块通过第二风道200对换热器3进行换热。
可以理解，电池4指安装在车辆上，为车辆提供动力输出以及为车辆上的其它用电设备提供电的储能设备，可进行反复充电。电池4可以为电池模组或者电池包。
具体地，需求功率P1，即将电池的温度调节至目标温度时，电池需要的温度调节功率。实际功率P2即当前对电池进行温度调节时，电池实际获取的温度调节功率。目标温度为设定值，可以根据车载电池的实际情况进行预设，例如，冬季时，室外环境温度很低，需对电池进行加热，目标温度可以设置在10℃左右；夏季时，需对电池进行冷却，目标温度可以设置在35℃左右。
当电池4的温度较高时，例如高于40℃时，车载电池的温度调节系统进入冷却模式，如图1-2所示，车载空调2和电池热管理模块1进行工作，控制器6控制第一调节阀601开启，第一风机501将车载空调2的冷却风吹向换热器3，以对换热器3中冷却管道中的 介质进行冷却，介质再经电池热管理模块1对电池进行冷却。在车载电池的温度调节系统工作在冷却模式时，冷却风流向为：空调出风口—第一调节阀601—第一风机501—换热器3；介质流向为：换热器3—电池热管理模块1—电池4—电池热管理模块1—换热器3。并且，在对电池4进行冷却时，如图2所示，控制器6也可以控制半导体换热模块5工作，第三风机503将半导体冷却端的制冷功率吹向第一风机501，由第一风机501吹向换热器3，以对换热器3中冷却管道中的介质进行冷却，介质再经电池热管理模块1对电池进行冷却。
在对电池4进行冷却时，控制器6还实时获取电池的需求功率P1和实际功率P2，其中，需求功率P1即将电池的温度调节至设定的目标温度，需要提供给电池4的功率，实际功率P2即当前对电池进行温度调节时，电池4得到的实际调节功率，目标温度为设定值，可以根据车载电池的实际情况进行预设，例如，当对电池进行冷却，目标温度可以设置在35℃左右。
同时，控制器6还根据需求功率P1和实际功率P2通对车载空调的制冷功率、第一风机501的转速和对第一调节阀601的开度进行调节，和/或对半导体换热模块的功率、第三风机503的转速、第三调节阀603的开度进行调节，以调节实际功率P2。例如，如果P1大于P2，那么增大车载空调的冷却功率或者增大第一风机501的转速或者增大第一调节阀601的开度，或者增加半导体换热模块的功率或者增大第三风机503的转速或者增大第三调节阀603的开度，以增大电池4的实际功率P2，使电池4尽快完成降温。
由此，该温度调节系统可以在车载电池温度过高时对温度进行调节，使车载电池的温度维持在预设范围，避免发生由于温度影响车载电池性能的情况。
根据本申请的一个实施例，如图1-2所示，电池热管理模块1包括设置在换热流路上的泵12、第一温度传感器14、第二温度传感器15、流速传感器16；其中：泵12用于使换热流路中的介质流动；第一温度传感器14用于检测流入车载电池的介质的入口温度；第二温度传感器15用于检测流出车载电池的介质的出口温度；流速传感器16用于检测换热流路中的介质的流速。
可选的，如图1-2所示，电池热管理模块1还可以包括设置在换热流路上介质容器13，介质容器13用于存储及向换热流路提供介质。
可选的，如图1-2所示，电池热管理模块1还可以包括：设置在换热流路上加热器11，加热器11用于对换热流路中的介质进行加热。
具体地，如图3所示，控制器6可以包括电池管理控制器61、电池热管理控制器62、车载空调控制器63。电池管理控制器61采集流经电池的电流、电池本身的温度，并根据电池的目标温度、目标时间t以及电池的比热容C、电池的质量M、电池的内阻R，获取需求功率P1，以及控制车载空调控制器63启动或停止工作。电池热管理控制器62可以与 第一温度传感器14、第二温度传感器15和流速传感器16电连接，与泵12和加热器11进行CAN(Controller Area Network，控制器局域网络通信)通信，并根据介质的比热容、介质的密度、流路的横截面积，获取实际功率P2，并控制泵12的转速和控制加热器11的功率，并可以与车载空2调进行CAN通信。车载空调控制器63可以与电池管理控制器61和电池热管理控制器62进行CAN通信，车载空调控制器63可以控制第一调节阀601的开通或者关断，且可以对第一调节阀601的开度进行调节，第一风机501受车载空调控制器63的控制，且风速可调，且车载空调控制器63可以与电池管理控制器61和电池热管理控制器62进行CAN通信，以根据电池管理控制器61获取的需求功率P1以及电池热管理控制器62获取的实际功率P2，对车载空调的制冷功率、调节阀、风机进行控制，达到控制换热量的目的。
其中，需要理解的是，电池管理控制器61例如可以包括具有电池管理功能的DSP芯片。电池热管理控制器62例如可以包括具有电池热管理功能的DSP芯片。车载空调控制器63例如可以包括车载空调DSP芯片。
可以理解，车载电池的温度调节系统除可通过车载空调2和换热器3对电池4进行冷却，还可通过加热器11对介质进行加热，以在电池温度较低时对电池4进行温度调节。加热器11可以为PTC(Positive Temperature Coefficient，正的温度系数，泛指正温度系数很大的半导体材料或元器件)加热器，可以与电池热管理控制器62进行CAN通信，为车载电池的温度调节系统提供加热功率，受电池热管理控制器62控制，加热器11不直接与电池4接触，具有较高的安全性、可靠性和实用性。泵12主要用于提供动力，介质容器13主要用于存储介质和接受向温度调节系统添加的介质，当温度调节系统中的介质减少时，介质容器13中的介质可自动补充。第一温度传感器14用以检测电池流路入口介质的温度，第二温度传感器15用以检测电池流路出口介质的温度。流速传感器16用以检测温度调节系统中管道内介质的流速信息。
根据本申请的一个实施例，控制器6还用于获取电池的温度，并判断电池4的温度是否大于第一温度阈值或者小于第二温度阈值，其中，当电池4的温度大于第一温度阈值时，进入冷却模式；当电池4的温度小于第二温度阈值时，进入加热模式，第一温度阈值大于第二温度阈值。其中，第一温度阈值和第二温度阈值可以根据实际情况进行预设，例如，第一温度阈值可以为40℃，第二温度阈值可以为0℃。
具体地，车辆上电后，控制器6实时获取电池4的温度，并对电池4的温度进行判断。如果判断电池4的温度高于40℃，说明此时该电池4的温度过高，为避免高温对该电池4的性能产生影响，需要对电池4进行降温处理，温度调节系统进入冷却模式，控制器6控制第一调节阀601开启，第一风机501将车载空调2的冷却风吹向换热器3，以对换热器3 中冷却管道中的介质进行冷却，介质再经电池热管理模块1对电池4进行冷却。当对电池4进行冷却时，第一调节阀601开启，冷却风流向为：空调出风口—第一调节阀601—第一风机501—换热器3；介质流向为：换热器3—加热器11(关闭)—泵12—第一温度传感器14—电池4—第二温度传感器—15—流速传感器16—介质容器13—换热器3。
而如果电池4的温度低于0℃，说明此时电池4的温度过低，为避免低温对电池4的性能产生影响，需要对电池4进行升温处理，温度调节系统进入加热模式，电池热管理控制器62控制加热器11开启，同时车载空调2保持第一调节阀601处于关闭状态，介质流向为：换热器3—加热器11(开启)—泵12—第一温度传感器14—电池4—第二温度传感器—15—流速传感器16—介质容器13—换热器3。通过加热器11加热冷却管道中的介质，以使介质与电池4进行热交换，完成电池的温度调节。
下面结合具体的示例描述控制器如何获取电池4的需求功率P1和实际功率P2。
根据本申请的一个实施例，控制器6可以用于获取电池4开启温度调节时的第一参数，并根据第一参数生成对电池进行温度调节的第一需求功率，以及获取电池4在温度调节时的第二参数，并根据第二参数生成对电池进行温度调节的第二需求功率，并根据电池的第一需求功率和电池的第二需求功率生成电池的需求功率P1。
可选的，根据本申请的一个实施例，第一参数为电池4开启温度调节时的初始温度和目标温度以及从初始温度达到目标温度的目标时间t，获取初始温度和目标温度之间的第一温度差ΔT 1，并根据第一温度差ΔT 1和目标时间t生成第一需求功率。
可选的，控制器6通过以下公式(1)生成第一需求功率：
ΔT 1*C*M/t  (1)，
其中，ΔT 1为初始温度和目标温度之间的第一温度差，t为目标时间，C为电池4的比热容，M为电池4的质量。
第二参数为电池4在预设时间内的平均电流I，控制器6通过以下公式(2)生成第二需求功率：
I 2*R，  (2)，
其中，I为平均电流，R为电池4的内阻。
具体地，可通过电流霍尔传感器检测电池4的充放电电流参数电池管理控制器61可以根据一段时间内电池4的电流参数，估算电池4的平均电流。
当对电池4进行冷却时，P1＝ΔT 1*C*M/t+I 2*R；当对电池4进行加热时，P1＝ΔT 1*C*M/t-I 2*R。
根据本申请的一个实施例，控制器6还根据第一温度传感器14检测的入口温度和第二温度传感器15检测的出口温度生成第二温度差ΔT 2，并根据每个电池的第二温度差ΔT 2和 流速传感器16检测的流速v生成电池的实际功率P2。
可选的，根据本申请的一个实施例，根据通过以下公式(3)生成实际功率P2：
ΔT 2*c*m，  (3)
其中，ΔT 2为第二温度差，c为流路中介质的比热容，m为单位时间内流过流路的横截面积的介质质量，其中，m＝v*ρ*s，v为介质的流速，ρ为介质的密度，s为流路的横截面积。
具体地，车辆上电后，电池管理控制器61根据电池温度判断电池4是否需要进行温度调节，如果判断电池4需要温度调节，则通过CAN通信向车载空调控制器63发送开启温度调节功能的信息，车载空调控制器63并将该信息转发至电池热管理控制器62，电池热管理控制器62控制泵12以默认转速(如低转速)开始工作。
然后，电池热管理控制器62获取电池4的初始温度(即当前温度)、目标温度和从初始温度达到目标温度的目标时间t，其中目标温度和目标时间t可以根据实际情况进行预设，并根据公式(1)计算出电池4的第一需求功率。同时，电池热管理控制器62获取电池4在预设时间内的平均电流I，并根据公式(2)计算电池4的第二需求功率。然后，电池热管理控制器62根据电池4的第一需求功率和第二需求功率计算需求功率P1(即将电池4的温度在目标时间内调节至目标温度的需求功率)，其中，当对电池4进行冷却时，P1＝ΔT 1*C*M/t+I 2*R，当对电池4进行加热时，P1＝ΔT 1*C*M/t-I 2*R。并且，电池热管理控制器62分别获取第一温度传感器14和第二温度传感器15检测温度信息，并获取流速传感器16检测的流速信息，根据公式(3)计算出电池4的实际功率P2。最后，电池热管理控制器62根据电池4的P1、P2通过控制加热器11的功率以精确控制电池4的加热功率，车载空调通过控制车载空调的制冷功率、第一风机501转速、第一调节阀开度以精确控制电池4的冷却功率
可以理解的是，电池4的需求功率P1和实际功率P2可以通过上述方式获取。
具体而言，由上述实施例可知，在不同的情况下，可通过不同的方式计算获取需求功率P1，，当电池4需要冷却时，假如电池4的初始温度为45℃，目标温度为35℃，则电池4从45℃下降到35℃需要散发的热量是固定，通过公式(1)即ΔT 1*C*M/t直接计算可以获得。同时，电池4在冷却过程中，存在放电和充电过程，此过程会产生热量，这部分的热量也可以通过检测电池4的平均电流I直接获得，通过公式(3)即I 2*R，直接计算出当前电池4的发热功率，即第二需求功率。本申请的冷却完成时间是基于目标时间t设定的(t可以根据用户需求或者是车辆实际设计情况改变)。在确定了冷却完成所需要的目标时间t后，就可以预估出当前电池4冷却需要的需求功率P1，P1＝ΔT 1*C*M/t+I 2*R。而如果是加热功能启动，则需求功率P1＝ΔT 1*C*M/t-I 2*R，即在电池4在加热过程中，电池4的 放电或者充电电流越大，所需要的加热功率即需求功率P1越小。
电池4的冷却时间受冷却效率的影响，由于冷却效率受外部环境温度和电池4当前温度的影响，在电池4冷却的过程中，温度调节系统的效率也是不断变化的，所以冷却效率不可能是100％，因此只根据P1是无法准确调节电池4的冷却的时间的，有必要检测电池4的实际功率P2。在本申请中，电池4的实际功率P2可以通过公式(3)即ΔT2*c*m计算得出。P2也可以通过电池实际冷却功率P2也就可以通过公式(4)即ΔT3*C*m1计算得出，其中ΔT3为电池4在某一时间段内的温度变化，C为电池4的比热容，m1为电池4的质量。但由于一般电池的质量较大，所以单位时间内温度变化不明显，需要较长时间才可以检测出温差，不符合实时性要求，所以一般按照公式(3)计算P2功率。
受冷却效率的影响，P2很难完全等于P1，为了使得电池4的冷却目标时间t更准确，需要实时根据P1与P2进行调节，以确保电池4的需求功率P1与电池的实际功率P2相等。
根据本申请的一个实施例，如图1所示，当为冷却模式时，控制器6还用于在需求功率P1大于实际功率P2时，获取需求功率P1和实际功率P2之间的功率差，并根据功率差增加制冷功率，或者增加第一风机501的转速，或者增大第一调节阀601的开度，以及在需求功率P1小于或等于实际功率P2时，减小制冷功率，或者减小第一调节阀601的开度，或者减小第一风机501的转速，或者保持车载空调的制冷功率、第一调节阀601的开度和第一风机501的转速不变。
具体地，当工作在冷却模式时，控制器6获取电池4的需求功率P1和实际功率P2，并进行判断。如果电池4的P1大于P2，说明如果按照当前的制冷功率无法在目标时间内完成电池4的降温，所以，控制器获取电池4的需求功率P1和实际功率P2之间的功率差，并根据功率差增加压缩机制冷功率、或者增加第一风机5的转速、或者增大第一调节阀601的开度，以减低空调出风口的温度，增加吹向换热器3的冷却风的风量，加快换热器3的热交换。其中，P1与P2的功率差越大，压缩机的制冷功率、第一风机501的转速和第一调节阀601开度增加越多，以使电池4的温度在预设时间t内降低至目标温。而如果P1小于或等于P2，则控制器可以减小压缩机的制冷功率、降低第一风机501的转速以节省电能，或保持压缩机的制冷功率不变、第一风机501的转速不变。当电池的温度低于第一设定温度，例如35℃时，则电池4冷却完成，控制器控制第一调节阀601和第一风机501关闭。如果温度调节系统进入冷却模式较长时间后，例如1小时后，电池4的温度仍然高于35℃，则控制器再适当增加压缩机的制冷功率、增加第一风机501的转速，或者增大第一调节阀的开度以使电池4尽快完成降温。
如图1-2所示，根据本申请的一个实施例，当为加热模式时，控制器6在需求功率P1大于实际功率P2时，获取需求功率P1和实际功率P2之间的温度差，并根据温度差增加加 热器11的加热功率，以及在需求功率P1小于或等于实际功率P2时，降低加热器的加热功率，或者保持加热器11的加热功率不变。
具体地，当工作在加热模式时，控制器获取电池4的需求功率P1和实际功率P2，并进行判断。如果电池4的P1大于P2，说明如果按照当前的加热功率无法在目标时间内完成电池4的升温，控制器获取电池4的需求功率P1和实际功率P2之间的功率差，并根据功率差增加加热器11的功率，其中，P1与P2的功率差越大，加热器11的功率增加越多，以使电池4的温度在预设时间t内升高至目标温。而如果P1小于或等于P2，则可以减小加热器11的加热功率以节省电能，或保持加热器11的功率不变。当电池的温度达到第二设定温度，例如10℃时，则电池4加热完成，电池管理控制器61通过CAN通信向电池热管理控制器62发送关闭温度调节功能的信息，以控制加热器11停止进行加热。如果温度调节系统进入加热模式较长时间后，例如2小时后，电池4的温度仍然低于10℃，则控制器适当增加加热器11的功率，以使电池4尽快完成升温。
进一步，根据本申请的一个实施例，如图1-2所示，控制器6还用于在需求功率P1小于或等于实际功率P2时，降低泵12的转速或者保持泵12的转速不变，并在需求功率P1大于实际功率P2时，提高泵12的转速。
具体地，当温度调节系统进入加热模式或者冷却模式时，如果电池4的P1小于或等于P2，控制器则控制泵12的转速降低，以节省电能，或者保持泵12的转速不变。而如果电池4的P1大于P2，除控制压缩机制冷功率、第一风机501的转速、第一调节阀601的开度增加或者加热器11的功率增加外，还可以控制泵12的转速提高，以增加单位时间内流经冷却流路横截面积的介质质量，从而提高电池4的实际功率P2，以在目标时间t内实现温度调节。
车载空调2的冷却风除可对电池进行冷却，还可以对车厢内进行冷却。
如图1-2所示，空调出风口与车厢之间形成有第四风道400，车载空调2还可以包括设置在第四风道400中的第二调节阀602和第二风机502。车载空调2通过第二风道200对车厢进行换热。并且，图1中，车载空调2通过所第二风道200对半导体换热模块5进行换热后，半导体换热模块5通过第三风道300对车厢进行换热；图2中，车载空调2通过第四风道400、车厢和第三风道300对半导体换热模块5进行换热后，半导体换热模块5通过第二风道200对换热器3进行换热。
具体地，如图1-2所示，电池冷却支路通过换热器3为电池4提供制冷功率，第一调节阀601可用于控制电池冷却支路的冷却进风量。第二调节阀602可用于控制车内冷却回路的冷却进风量。当电池冷却功能启动时，电池冷却支路为：空调风出风口—第一调节阀601—第一风机401—换热器3。车内冷却支路为：空调风出风口—第二调节阀602—第二 风机402—车厢。
可选的，控制器还用于获取车厢的车厢温度，并根据车厢温度、需求功率P1和实际功率P2对第一调节阀601和第二调节阀602的开度进行调节。
也就是说，控制器检测车厢内的气温，并可根据车厢气温情况，以及电池的需求功率P1和实际功率P2，调节各冷却回路的功率分配，从而平衡车内冷却和电池冷却的冷却需求。
可选的，如图1-2，车载电池温度调节系统还包括与半导体换热模块5的冷却端相连的第四风机504，以及与半导体换热模块5的发热端相连的第五风机505。
具体地，半导体换模块5具有发热端和冷却端，当供电电源反接后，发热端和冷却端位置交换。半导体换热模块5的发热端和冷却端上均安装有换热风机(第四风机504和第五风机505)，用以加快加热端和冷却端的热量交换。
如图3所示，控制器还可以包括：半导体控制器64，半导体控制器64可以与半导体换热模块5进行CAN通信，并可以控制半导体换热模块5的功率，以及可以控制第四风机504和第五风机505的转速。
车载空调2得电后，如果车载空调控制器63收到电池管理控制器61发送的电池冷却功能启动信息，则电池冷却功能启动，车载空调控制器63发送电池冷却功能启动信息给电池热管理控制器62和半导体换控制器。车载空调控制器63接收电池管理控制器61发送的电池的需求功率P1，并把该信息转发给电池热管理控制器62和半导体控制器64。在电池冷却过程中，车载空调控制器63控制第一调节阀601和第二调节阀602开启，同时控制第一风机501和第二风机502开始工作。车载空调控制器63接收电池热管理控制器62发送的水温信息和电池的实际功率P2，并把该信息转发给电池管理控制器61和半导体控制器64。在电池冷却过程中，车载空调控制器63对比电池的需求功率P1和电池的温度实际功率P2信息，如果需求功率P1小于温度实际功率P2，则判断电池的温度是否达到45℃(较高温度)，如果电池的温度达到45℃，则车载空调控制器63减少第二调节阀602的开度，增大第一调节阀601的开度，减少车内冷却风流量，增加电池冷却支路的冷却风流量，以调整电池冷却和车内冷却的制冷量分配。如果电池的温度不高于45℃，则判断车厢内的温度是否达到空调设定温度，如果达到，则车载空调控制器63减少第二调节阀602的开度，增大第一调节阀601的开度，如果车厢内的温度没有达到空调设定温度，则优先满足车内的制冷量需求，此时温度调节需求功率和温度调节实际功率之间的差值部分冷却功率，由半导体换热模块5提供。在电池冷却过程中，如果车载空调控制器63接收到电池管理控制器61发送的电池冷却完成信息，即电池的温度达到35℃，则车载空调控制器63转发电池冷却完成信息给电池热管理控制器62，电池冷却完成。
此处对电池平均温度做了分层次处理，温度控制的阈值分别为40℃、45℃和35℃。当 电池温度高于40℃时，电池冷却功能启动，当电池温度达到35℃，则电池冷却完成，当电池温度达到45℃较高温度时，车载空调优先满足电池冷却的制冷量需求。另外，当P1小于P2时，如果电池温度不超过45℃，则仍然优先车厢内的制冷量需求，如果车厢内的冷却功率已经充足，并达到平衡，则车载空调再增大电池冷却功率。
如图1所示，车载空调可以有3条冷却支路，分别包括一条电池冷却支路和两条车内冷却支路。第一调节阀601可用于控制电池冷却支路的冷却进风量。第二调节阀602可用于控制车内冷却回路1的冷却进风量。第三调节阀603可用于控制车内冷却回路2的冷却进风量。当电池冷却功能启动时，电池冷却支路为：空调风出风口—第一调节阀601—第一风机501—换热器3。第一条车内冷却支路为：空调风出风口—第二调节阀602—第二风机502—车厢。第二条车内冷却支路主要通过第三风机503为车厢内的空间提供冷却风，冷却风先经过半导体换热模块5冷却后，流入车厢内部。第二条车内冷却支路为：空调风出风口—第一调节阀601—第一风机501—第三调节阀603—第三风机503—半导体换热模块5—车厢。电池冷却功能没有启动时，第一调节阀601关闭。当电池冷却功能启动时第一调节阀601开启。电池冷却管道内的介质循环方向如下所示：换热器3—加热器11(关闭)—泵12—第一温度传感器14—电池4—第二温度传感器—15—流速传感器16—介质容器13—换热器3。当电池加热功能启动时，电池冷却管道内的介质循环方向如下所示为：换热器3—加热器11(开启)—泵12—第一温度传感器14—电池4—第二温度传感器15—流速传感器16—介质容器13—换热器3。其中，第四风机504可将冷却端的冷却风吹向车厢，第五风机可以将加热端的风吹向车外。
如图1所示方案，车载空调2的冷却风进过第三调节阀603和第三风机503后，经过半导体换热模块5(正向供电)的冷却端后，温度下降，再吹回车厢，起到了冷却车厢的作用，减轻了电池冷却给对车载空调车内制冷的影响。
在冷却过程中，半导体换热模块5对比电池的需求功率P1和实际功率P2，如果P1小于P2，则增大半导体换热模块5的冷却功率，同时控制第四风机504和第五风机505以高转速工作，以增加半导体换热模块5的冷却功率。在电池冷却过程中，如果半导体换热模块5接收到车载空调的电池冷却完成信息，则电池冷却完成。
总结而言，如图1所示的系统，当温度调节系统工作在冷却模式时，电池冷却与车内冷却初始功率分配为：
设电池的温度调节需求功率为P1，电池的温度调节实际功率为P2，P3为半导体换热模块的最大冷却功率，P6为车内冷却需求功率，P7为车载空调的压缩机最大冷却功率。
当需求功率P1和车内冷却需求功率P6的功率之和≤压缩机总功率P7，即P1+P6≤P7，则压缩机按照P1+P6制冷功率运行。且P1＜P7，P6＜P7。同时控制第二调节阀的开度，使 得车内冷却功率为P6。控制第一调节阀和第三调节阀的开度，使得电池冷却功率为P1。
当P7＜P1+P6≤P7+P3，Pe＝P1+P6-P7，Pf＝P1+P6-P3，则压缩机按照最大制冷功率P7运行，半导体换热模块按照冷却功率Pe运行。电池冷却支路的冷却功率为P1，车内冷却支路功率＝P6。又或者半导体换气模块按照最大冷却功率P3运行，压缩机按照冷却功率Pf运行。同时控制第一调节阀的开度，使得车内冷却功率为P6，控制第一调节阀的开度，使得电池冷却功率为P1。
当P1+P6＞P7+P3，则判断电池温度是否大于45℃，如果大于45℃，则优先为电池冷却提供冷却功率，压缩机按照最大制冷功率P7运行，半导体换热模块按照最大冷却功率P3运行，同时提高风机转速。增大第一调节阀的开度，使得电池冷却支路的冷却功率为P1，减少第二调节阀的开度，使得车内冷却支路功率＝P7+P3-P1。如果判定电池温度不大于45℃，且车内温度还未达到设定温度，则优先为车内提供冷却功率，压缩机按照最大制冷功率P7运行，半导体换热模块按照最大冷却功率P3运行，同时提高风机转速。增大第二调节阀的开度，使得车内冷却支路的冷却功率为P6，减少第二调节阀的开度，使得电池冷却支路的冷却功率＝P7+P3-P6。如果车内温度已经达到设定温度，则优先满足电池的冷却功率。
电池冷却过程中功率分配：
如果P1＞P2，且Pc＝P1-P2，P1+P6+Pc＜P7，则压缩机按照增加制冷功率Pc，同时增大第一调节阀的开度，提高泵转速，以便提高电池冷却功率。
如果P1＞P2，且Pc＝P1-P2，P7＜P1+P6+Pc≤P7+P3，Pg＝P1+P6+Pc-P7，Ph＝P1+P6+Pc-P3，则压缩机按照最大制冷功率P7运行，半导体换气模块按照冷却功率Pg运行。或者压缩机按照制冷功率Ph运行，半导体换气模块按照最大冷却功率P3运行。又或者压缩机按照最大冷却功率P7运行，半导体换热模块增加冷却功率Pc。又或者压缩机增加冷却功率Pc，半导体换热模块按照最大冷却功率P3运行。又或者是压缩机冷却功率不变，半导体换热模块的冷却功率增加Pc。又或者压缩机冷却功率增加Pc，半导体换热模块的冷却功率不变。又或者压缩机冷却功率增加0.5*Pc，半导体换热模块冷却功率增加0.5Pc。又或者按照压缩机和半导体换热模块的最大冷却功率的比值各自按照比例增加冷却功率。同时增大第一调节阀的开度，控制泵转速提高，风机转速提高，使得电池冷却支路的冷却功率增加Pc。
如果P1＞P2，Pc＝P1-P2，且P1+P6+Pc＞P7+P3，则压缩机按照最大冷却功率P7运行，同时半导体换热模块按照最大冷却功率P3运行，同时提高风机转速，电池热管理换热模块提高泵转速，以提高换热功率。此时，判断电池温度是否大于45℃，如果大于45℃，则优先为电池冷却提供冷却功率，压缩机按照最大制冷功率P7运行，半导体换热模块按照最大冷却功率P3运行，同时提高风机转速。增大第一调节阀的开度，使得电池冷却支路的冷却功率为P1+Pc，减少第二调节阀的开度，使得车内冷却支路功率＝P7+P3-P1-Pc，同时控制 泵转速提高，风机转速提高，使得电池冷却支路的冷却功率增加Pc。如果判定电池温度不大于45℃，且车内温度还未达到设定温度，则优先为车内提供冷却功率，压缩机按照最大制冷功率P7运行，半导体换热模块按照最大冷却功率P3运行，同时提高风机转速。增大第二调节阀的开度，使得车内冷却支路的冷却功率为P6，减少第一调节阀的开度，使得电池冷却支路的冷却功率＝P7+P3-P6。如果车内温度已经达到设定温度，则优先满足电池的冷却功率。
如果P1≤P2，且Pc＝P2-P1，则维持压缩机制冷功率不变，维持半导体制冷功率不变，或者降低压缩机的制冷功率，降低半导体换热模块的冷却功率，或者减少第一调节阀的开度，或者降低泵转速，使得电池冷却支路的冷却功率下降Pc。
当温度调节系统工作在加热模式时：设电池的温度调节需求功率为P1，电池的微博、温度调节实际功率为P2，P4为半导体换热模块的最大加热功率，P5为加热器的最大加热功率。
如果P1≤P5，则PTC加热器按照加热功率P1为电池提供加热功率。
如果P1＞P5，且P1≤P5+P4，P1-P5＝Pd，则加热器按照最大加热功率P5为电池提供加热功率，同时半导体换热模块按照加热功率Pd为电池提供加热功率，同时提高第四风机和第五风机转速，电池热管理换热模块提高泵转速，以提高换热功率。如果P1＞P5，且P1＞P5+P4，则PTC加热器按照最大加热功率P5为电池提供加热功率，同时半导体换热模块按照最大加热功率P3为电池提供加热功率，同时提高第四风机和第五风机转速，电池热管理换热模块提高泵转速，以提高换热功率。
加热过程中，如果P1≤P2，且Pc＝P2-P1，则半导体换热模块减少加热功率Pc，降低第四风机和第五风机转速，或者PTC加热器加热功率减少Pc，同时电池热管理换热模块降低泵转速，以节省电能。或者保持当前加热功率不变。
在加热过程中，如果P1＞P2，Pc＝P1-P2，且P1+Pc≤P5时，则PTC加热器增加加热功率Pc，同时电池热管理模块控制泵转速提高，以便提高电池加热功率。
如果P1＞P2，Pc＝P1-P2，且P5＜P1+Pc≤P5+P4，Pi＝P1+Pc-P5，Pj＝P1+Pc-P4，则PTC加热器按照最大加热功率P5运行，半导体换热模块按照加热功率Pi运行。或者PTC加热器按照加热功率Pj运行，半导体换热模块按照最大加热功率P4运行。或者PTC加热器按照最大加热功率P5为电池提供加热功率，半导体换热模块增加加热功率Pc。又或者是加热器加热功率不变，半导体换热模块的加热功率增加Pc。又或者加热器加热功率增加Pc，半导体换热模块的加热功率不变。又或者PTC加热器加热功率增加0.5*Pc，半导体换热模块加热功率增加0.5Pc，又或者按照PTC加热器和半导体换热模块的最大加热功率的比值各自按照比例增加加热功率。同时提高第四风机和第五风机转速，同时电池热管理换 热模块提高泵转速，以提高换热功率，使得电池加热功率增加Pc。
如果P1＞P2，Pc＝P1-P2，且P1+Pc＞P5+P4，则PTC加热器按照最大加热功率P5为电池提供加热功率，同时半导体换热模块按照最大加热功率P4为电池提供加热功率，同时提高第四风机和第五风机转速，电池热管理换热模块提高泵转速，以提高换热功率。
图2与图1的区别主要是图2所示方案中电池冷却支路有2条，车内冷却支路为1条。第一条电池冷却支路为：空调风出风口—第一调节阀601—第一风机501—换热器3。第二条电池冷却支路为：车厢—半导体换热模块5第三风机503—第三调节阀603—第一风机501—换热器3。车内冷却支路为：空调风出风口—第二调节阀602—第二风机502—车厢。其中第二条电池冷却支路的冷却风来源为车厢内的冷却风，车厢内的冷却风经过半导体换热模块5的冷却端冷却后，经过第三风机503、第三调节阀603、第一风机501后为换热器3提供冷却风。
如4-3b所示，本申请还提出一种温度调节系统，与图1相比，4-3b所示方案为当4不开启车内冷却时的冷却支路示意图。由于车内没有开启冷却的需求，所以可根据车内温度情况确定是否需要把电池冷却的冷却风经半导体换热模块5回收到车厢，或者排放到车外。如需要回收电池冷却风，就是按照4所示的方案，电池冷却风经过第三调节阀603和第三风机503，再经过半导体换热模块5的冷却端吹回车厢，冷却车厢。如无需回收电池冷却风，则可按照5所示方案，电池冷却风经第三调节阀603和第三风机503直接排到车外。
图6为另一种温度调节系统，与图2相比，图6所示方案为当图2不开启车内冷却时的冷却支路示意图。此时电池冷却支路有2条。第一条电池冷却支路为：空调风出风口—第一调节阀601—第一风机501—换热器3。第二条电池冷却支路为：车厢—半导体换热模块5第三风机503—第三调节阀603—第一风机501—换热器3。
如图6所示，如果半导体控制器64收到车载空调控制器63发送的电池冷却功能启动信息，则电池冷却功能启动，半导体控制器64发送电池冷却功能启动信息给电池热管理控制器62。半导体控制器64接收车载空调发送的电池的需求功率P1。半导体控制器64接收电池热管理控制器62发送的水温信息和电池的实际功率P2。在电池冷却功能开启过程中，半导体换热模块5正向供电，使得半导体换热模块5处于冷却工作状态，车内空气经过第四风机504吹向冷却端，使得空气温度下降。半导体化热模块5的冷却功率根据需求功率P1和实际功率P2的差值来确定。当半导体换热模块的冷却功能开启时，第四风机504和第五风机505开启工作。
图7为另一种车载电池的温度调节系统，与图1相比，最大区别是车载空调2和半导体换热模块5均不工作。此方案适用于车内/车外环境温度较低的时候，外部冷却空气通过第二风机502—第二调节阀602—第一调节阀601—第一风机501吹到换热器3上，为电池 4提供冷却功率。
此外，本申请还提出一种车载电池的温度调节系统，如图8所示，该车载电池温度调节系统还可以包括与半导体换热模块5的冷却端相连的第四风机504，第四风机504与车厢的第四风口相连，以及与半导体换热模块5的加热端相连的第五风机505，第五风机505与车外的第五风口相连。
具体地，图8所示的方案与图1相比，适用于环境温度较低，且电池发热量较高的工况，此时电池冷却支路有2条支路，第一条电池冷却支路为：空调风出风口—第一调节阀601—第一风机501—换热器3。第二条电池冷却支路为：车外—冷却端—第三风机503—第三调节阀603—第一风机501—换热器3。同时还存在一个车内加热支路，车厢内的风经过半导体换热模块5的加热端加热后，吹到车厢内，使得车厢内的温度上升。
另外，当车载电池的温度调节系统工作在加热模式时，除可通过加热器11提供加热功率，还可通过半导体换热模块5提供加热功率。具体地，如图9所示，第三风机503与半导体换热模块5的加热端相连。
如果半导体控制器64收到车载空调控制器63发送的电池加热功能启动信息，则电池加热功能启动，半导体换控制器发送电池加热功能启动信息给车载空调控制器63和电池热管理控制器62。半导体控制器64接收车载空调控制器63发送的电池的需求功率P1。半导体控制器64接收电池热管理控制器62发送的水温信息和电池的温度调节实际功率。在电池加热功能开启过程中，半导体换热模块5反向供电，使得半导体换热模块5处于加热工作状态，车内空气经过第四风机504吹向加热端，使得空气温度升高。半导体换热模块5的加热功率根据电池的需求功率P1和实际功率P2的差值来确定，即半导体换热模块5的加热功率等于P1-P2。当半导体换热模块5的加热功能开启时，第四风机504和第五风机505开启工作。
如图9所示，在半导体换热模块5加热过程中，控制器对比电池的需求功率P1和实际功率P2的信息，如果P1小于P2，则半导体换热模块5增大加热功率，同时控制第四风机504和第五风机505以高转速工作，增加半导体换热模块的加热功率。在电池加热过程中，如果半导体控制器64接收到车载空调控制器63的电池加热完成信息，则电池加热完成。
根据本申请实施例的车载电池的温度调节系统，可以根据车载电池的实际状态精确控制车载的电池的加热功率和冷却功率，在车载电池温度过高时或者过低时对温度进行调节，使车载电池的温度维持在预设范围，避免发生由于温度影响车载电池性能的情况。
图10是根据本申请第一个实施例的车载电池的温度调节方法的流程图。其中，如图1-2所示，车载电池温度调节系统包括换热器；车载空调，车载空调具有空调出风口，空调出风口与换热器之间形成有第一风道；半导体换热模块，半导体换热模块的冷却端与第一风 机之间形成有第二风道，半导体换热模块的冷却端与车厢之间形成有第三风道；电池热管理模块，电池热管理模块与换热器连接形成换热流路；控制器，与半导体换热模块、电池热管理模块及车载空调连接。如图10所示，车载电池的温度调节方法包括以下步骤：
S1，在电池需要进行换热时，获取电池的需求功率P1。
可选的，在本申请的实施例中，通过电池管理控制器61获取电池的温度调节需求功率具体包括：通过电池管理控制器61获取电池开启温度调节时的第一参数，并根据第一参数生成第一需求功率。通过电池管理控制器61获取电池在温度调节时的第二参数，并根据第二参数生成第二需求功率。通过电池管理控制器61根据第一需求功率和第二需求功率生成需求功率P1。
可选的，根据本申请的一个实施例，第一参数为电池开启温度调节时的初始温度和目标温度以及从初始温度达到所述目标温度的目标时间t，通过电池管理控制器61根据第一参数生成第一需求功率具体包括：通过电池管理控制器61获取初始温度和目标温度之间的第一温度差ΔT 1。根据第一温度差ΔT 1和目标时间t生成第一需求功率需求功率P1。
可选的，根据本申请的一个实施例，电池管理控制器61通过以下公式(1)生成第一需求功率：
ΔT 1*C*M/t，  (1)
其中，ΔT 1为初始温度和目标温度之间的第一温度差，t为目标时间，C为电池的比热容，M为电池的质量。
根据本申请的一个实施例，第二参数为电池在预设时间内的平均电流I，通过以下公式(2)生成第二需求功率：
I 2*R，  (2)
其中，I为平均电流，R为电池的内阻。
S2，获取电池的实际功率P2。
根据本申请的一个实施例，通过电池热管理控制器62获取电池的温度调节实际功率具体包括：通过电池热管理控制器62获取用于调节电池温度的流路的入口温度和出口温度，并获取冷却液流入流路的流速v，以及根据入口温度和出口温度生成第二温度差ΔT 2，并根据第二温度差ΔT 2和流速v生成实际功率P2。
可选的，根据本申请的一个实施例，通过以下公式(3)生成实际功率P2：
ΔT 2*C*m，  (3)
其中，ΔT 2为第二温度差，C为电池的比热容，m为单位时间内流过流路的横截面的冷却液质量，其中，m＝v*ρ*s，v为冷却液的流速，ρ为冷却液的密度，s为流路的横截面积。
另外，流速传感器也可由流量传感器替代，m＝Q*ρ，Q为流量传感器测得的单位时间 内流经流路横截面积的冷却液流量。
S3，根据需求功率P1和实际功率P2控制车载空调和半导体换热模块中的至少一者工作以对电池的温度进行调节。
其中，在本申请的实施例中，根据需求功率P1和实际功率P2在目标时间内对电池的温度进行调节，以达到目标温度。
具体地，车辆上电后，通过电池管理控制器61判断电池是否需要进行温度调节，当电池的温度较高时，例如高于40℃时，车载电池的温度调节系统进入冷却模式，如图1-2所示，车载空调和电池热管理模块进行工作，控制器控制第一调节阀开启，第一风机将车载空调的冷却风吹向换热器，以对换热器中冷却管道中的介质进行冷却，介质再经电池热管理模块对电池进行冷却。在车载电池的温度调节系统工作在冷却模式时，冷却风流向为：空调出风口—第一调节阀—第一风机—换热器；介质流向为：换热器—电池热管理模块—电池—电池热管理模块—换热器。并且，在对电池进行冷却时，如图2所示，控制器也可以控制半导体换热模块工作，第三风机将半导体冷却端的制冷功率吹向第一风机，由第一风机吹向换热器，以对换热器中冷却管道中的介质进行冷却，介质再经电池热管理模块对电池进行冷却。
在电池冷却的过程中，还通过电池管理控制器61获取电池的初始温度(即当前温度)、目标温度和从初始温度达到目标温度的目标时间t，其中目标温度和目标时间t可以根据车载电池的实际情况进行预设，然后，根据公式(1)计算出第一需求功率。同时，通过电池管理控制器61获取电池在预设时间内的平均电流I，并根据公式(2)计算第二需求功率。然后，根据第一需求功率和第二需求功率计算需求功率P1(即将电池的温度调节至目标温度的需求功率)。并且，通过电池热管理控制器62获取电池的入口温度和出口温度，并获取流流速信息，根据公式(3)计算出实际功率P2。最后，控制器根据需求功率P1和实际功率P2对车载空调和半导体换热模块的功率进行调节，以对电池的温度进行调节。由此，该控制方法可以精确控制电池温度调节所需要的时间，且对电池进行温度调节的实际功率实时可调，可以确保在目标时间内完成车载电池的温度调节，使车载电池的温度维持在预设范围，避免发生由于温度影响车载电池性能的情况。
可以理解，电池4指安装在车辆上，为车辆提供动力输出以及为车辆上的其它用电设备提供电的储能设备，可进行反复充电。
具体地，如图1所示，车载空调可以为电池提供制冷功率，可与电池热管理模块进行CAN通信。车载空调也控制第一调节阀的开通或者关断，且可以对第一调节阀的开度进行调节。第一风机受车载空调的控制，风速可调。
需求功率P1即将电池的温度调节至目标温度时，电池需要的温度调节功率。实际功率 P2即当前对电池进行温度调节时，电池实际获取的温度调节功率。目标温度为设定值，可以根据车载电池的实际情况进行预设，例如，当为冬季时，室外环境温度很低，需对电池进行加热，目标温度可以设置在10℃左右，当为夏季时，需对电池进行冷却，目标温度可以设置在35℃左右。
当电池的温度较高时，例如高于40℃时，车载电池的温度调节系统进入冷却模式，车载空调和电池热管理模块进行工作，车载空调控制第一调节阀开启，第一风机将车载空调的冷却风吹向换热器，以对换热器中冷却管道中的介质进行冷却，介质再经电池热管理模块对电池进行冷却。
在对电池进行冷却时，通过电池管理控制器61获取电池的初始温度(即当前温度)、目标温度和从初始温度达到目标温度的目标时间t，其中目标温度和目标时间t可以根据实际情况进行预设，并根据公式(1)计算出第一需求功率。同时，通过电池管理控制器61获取电池在预设时间内的平均电流I，并根据公式(2)计算电池的第二需求功率。然后，通过电池管理控制器61根据电池第一需求功率和第二需求功率，计算电池的需求功率P1(即将电池的温度调节至目标温度的需求功率)。并且，通过电池热管理控制器62获取电池的入口温度和出口温度，并获取流速信息，根据公式(3)计算出电池的实际功率P2。其中，需求功率P1为将电池的温度调节至设定的目标温度，需要提供给电池的功率，实际功率P2为当前对电池进行温度调节时，电池得到的实际功率，目标温度为设定值，可以根据车载电池的实际情况进行预设，例如，当对电池进行冷却，目标温度可以设置在35℃左右。然后，通过控制器根据需求功率P1和实际功率P2对第一风机的功率和对第一调节阀的开度进行调节。例如，如果P1大于P2，那么控制器增大压缩机的冷却功率，增大第一风机的转速和对第一调节阀的开度，以增大电池的温度调节实际功率，使电池4尽快完成降温。由此，可以在车载电池温度过高时对温度进行调节，使车载电池的温度维持在预设范围，避免发生由于温度影响车载电池性能的情况。
根据本申请的一个实施例，如图1-2所示，电池热管理模块包括设置在换热流路上的泵、第一温度传感器、第二温度传感器、流速传感器；其中：泵用于使换热流路中的介质流动；第一温度传感器用于检测流入车载电池的介质的入口温度；第二温度传感器用于检测流出车载电池的介质的出口温度；流速传感器用于检测换热流路中的介质的流速。
可选的，如图1-2所示，电池热管理模块还可以包括设置在换热流路上介质容器，介质容器用于存储及向换热流路提供介质。
可选的，如图1-2所示，电池热管理模块还可以包括：设置在换热流路上加热器，加热器用于对换热流路中的介质进行加热。
具体地，车载电池的温度调节系统除可通过车载空调和换热器对电池进行冷却，还可 通过加热器对介质进行加热，以在电池温度较低时对电池进行温度调节。加热器可以为PTC加热器，加热器不直接与电池接触，具有较高的安全性、可靠性和实用性。泵主要用于提供动力，介质容器主要用于存储介质和接受向温度调节系统添加的介质，当温度调节系统中的介质减少时，介质容器中的介质可自动补充。第一温度传感器用以检测电池流路入口介质的温度，第二温度传感器用以检测电池流路出口介质的温度。流速传感器用以检测温度调节系统中管道内介质的流速信息。
根据本申请的一个实施例，如图11所示，上述的温度调节方法还可以包括：通过电池管理控制器61获取电池的温度，并判断电池的温度是否大于第一温度阈值(S10-S20)；当电池的温度大于第一温度阈值时，通过电池管理控制器61控制温度调节系统进入冷却模式(S30)；当电池的温度小于或等于第一温度阈值时，通过电池管理控制器61继续判断电池的温度是否小于第二温度阈值(S40)；当电池的温度小于第二温度阈值时，通过电池管理控制器61控制温度调节系统进入加热模式(S50)，其中，所述第一温度阈值大于所述第二温度阈值。第一温度阈值和第二温度阈值可以根据实际情况进行预设，例如，第一温度阈值可以为40℃，第二温度阈值可以为0℃。
具体地，车辆上电后，通过电池管理控制器61实时获取电池的温度，并进行判断。如果电池的温度高于40℃，说明此时该电池的温度过高，为避免高温对该电池的性能产生影响，需要对电池进行降温处理，通过电池管理控制器61控制温度调节系统进入冷却模式，以及通过车载空调控制器63控制控制第一调节阀开启，第一风机将车载空调的冷却风吹向换热器，以对换热器中冷却管道中的介质进行冷却，介质再经电池热管理模块对电池进行冷却。
而如果电池的温度低于0℃，说明此时电池的温度过低，为避免低温对电池的性能产生影响，需要对电池进行升温处理，通过电池管理控制器61控制温度调节系统进入加热模式，以及通过电池热管理控制器62控制加热器开启，同时车载空调保持第一调节阀处于关闭状态，通过加热器加热冷却管道中的介质，以使介质与电池进行热交换，完成电池的温度调节。
进一步地，根据本申请的一个实施例，如图1-2所示，车载空调包括设置在第一风道中的第一调节阀和与换热器对应的第一风机，当为冷却模式时，上述的方法还可以包括：判断需求功率P1是否大于实际功率P2；如果需求功率P1大于实际功率P2，则获取需求功率P1和实际功率P2之间的功率差，并根据功率差增加压缩机的冷却功率，同时提高第一风机的转速或者增大第一调节阀的开度；如果需求功率P1小于或等于实际功率P2，则减小压缩机的冷却功率、降低第一风机的转速、减少第一调节阀的开度，或保持压缩机冷却功率、第一风机的转速、第一调节阀开度不变。
具体地，如图1-2所示的系统，当温度调节系统工作在冷却模式时，控制器获取电池的需求功率P1和实际功率P2，并进行判断。如果电池的P1大于P2，说明如果按照当前的制冷功率无法在目标时间内完成电池的降温，所以，控制器获取电池4的需求功率P1和实际功率P2之间的功率差，并通过车载空调控制器63根据功率差增加压缩机的冷却功率、提高第一风机的转速和增大第一调节阀的开度，以增加吹向换热器的冷却风的风量，加快换热器的热交换。其中，P1与P2的功率差越大，压缩机的冷却功率、第一风机的转速和第一调节阀开度增加越多，以使电池的温度在预设时间t内降低至目标温。而如果P1小于或等于P2，则通过车载空调控制器63可以减小压缩机的冷却功率、降低第一风机的转速以节省电能，或保持压缩机的冷却功率、第一风机的转速不变。当电池的温度低于35℃时，则电池冷却完成，电池管理控制器61通过CAN通信车载空调发送关闭温度调节功能的信息，通过车载空调控制器63控制第一调节阀和第一风机关闭。如果温度调节系统进入冷却模式较长时间后，例如1小时后，电池的温度仍然高于35℃，则再通过车载空调控制器63适当增加压缩机的冷却功率、第一风机的转速、第一调节阀的开度，以使电池尽快完成降温。
根据本申请的一个实施例，当为加热模式时，上述方法还可以包括：判断需求功率P1是否大于实际功率P2。如果需求功率P1大于实际功率P2，获取需求功率P1和实际功率P2之间的功率差，并根据功率差增加用于加热电池的加热器的功率；如果需求功率P1小于或等于实际功率P2，则降低加热器的功率或者保持加热器的功率不变。
具体地，当温度调节系统工作在加热模式时，通过控制器获取电池的需求功率P1和实际功率P2，并进行判断。如果电池的P1大于P2，说明如果按照当前的加热功率无法在目标时间内完成电池的升温，通过控制器获取电池的需求功率P1和实际功率P2之间的功率差，并通过电池热管理控制器62根据功率差增加加热器的功率，其中，P1与P2的功率差越大，加热器11的功率增加越多，以使电池的温度在预设时间t内升高至目标温。而如果P1小于或等于P2，则可以通过电池热管理控制器62减小加热器的加热功率以节省电能，或保持加热器的功率不变。当电池的温度达到10℃时，则电池加热完成，通过电池热管理控制器62控制加热器停止进行加热。如果温度调节系统进入加热模式较长时间后，例如小时后，电池的温度仍然低于10℃，则通过电池热管理控制器62适当增加加热器的功率，以使电池尽快完成升温。
进一步，根据本申请的一个实施例，如图1-2所示，上述的方法还可以包括：在需求功率P1小于或等于实际功率P2时，降低泵的转速或者保持泵的转速不变，并在需求功率P1大于实际功率P2时，提高泵的转速。
具体地，当温度调节系统进入加热模式或者冷却模式时，如果电池的P1小于或等于 P2，则通过电池热管理控制器62控制泵的转速降低，以节省电能，或者保持泵的转速不变。而如果电池的P1大于P2，除通过车载空调控制器63控制压缩机的冷却功率、第一风机的转速、第一调节阀的开度增加，或者通过电池热管理控制器62控制加热器的功率增加外，还可以通过电池热管理控制器62控制泵的转速提高，以增加单位时间内流经冷却流路横截面积的介质质量，从而提高电池的实际功率P2，以在目标时间t内实现温度调节。
根据本申请的一个实施例，如图1-2所示，空调出风口与所述车厢之间形成有第四风道，车载空调包括设置在第四风道中的第二调节阀和第二风机，所述方法还包括：获取车厢的车厢温度，并根据车厢温度、需求功率P1和实际功率P2对第一调节阀和第二调节阀的开度进行调节。
可选的，根据车厢温度、需求功率P1和实际功率P2对所述第一调节阀和第二调节阀的开度进行调节，包括：判断需求功率P1是否小于实际功率P2；如果需求功率P1小于实际功率P2，则判断电池的温度是否大于第一预设温度阈值；如果电池的温度大于第一预设温度阈值，则减少第二调节阀的开度，并增加第一调节阀的开度。其中，第一预设温度阈值可以根据实际情况进行预设，例如可以为45℃。
可选的，如果电池的温度小于第一预设温度阈值时，则进一步判断车厢内温度是否达到空调设定温度；如果未达到空调设定温度，则增加第二调节阀的开度，并减小第一调节阀的开度；如果达到空调设定温度，则减小第二调节阀的开度，并增加第一调节阀的开度。
具体地，如图1-2所示，电池冷却支路通过换热器为电池提供制冷功率，第一调节阀可用于控制电池冷却支路的冷却进风量。第二调节阀可用于控制车内冷却回路的冷却进风量。当电池冷却功能启动时，电池冷却支路为：空调风出风口—第一调节阀—第一风机—换热器。车内冷却支路为：空调风出风口—第二调节阀—第二风机—车厢。
也就是说，通过检测车厢内的气温，并根据车厢气温情况，以及电池的需求功率P1和实际功率P2，调节各冷却回路的功率分配，从而平衡车内冷却和电池冷却的冷却需求。
根据本申请的一个实施例，如图1-2所示，半导体换热模块还包括设置在所述第二风道中的与半导体换热模块的冷却端对应设置的第三风机和第三调节阀。其中，半导体换热模块具有加热端及冷却端。且第三风机与半导体换热模块的冷却端对应。
可选的，根据本申请的一个实施例，如图1-2，车载电池温度调节系统还可以包括与半导体换热模块的冷却端相连的第四风机，第四风机504与车厢的第四风口相连，以及以及与半导体换热模块的发热端相连的第五风机加热端连。
具体地，半导体换模块具有发热端和冷却端，当供电电源反接后，发热端和冷却端位置交换。半导体换热模块的发热端和冷却端上均安装有换热风机(第四风机和第五风机)，用以加快加热端和冷却端的热量交换。换热风机转速的提高，可增大半导体换热模块的冷 却功率。
在电池冷却功能启动后，通过电池管理控制器61获取电池的需求功率P1。在电池冷却过程中，通过车载空调控制器63控制第一调节阀和第二调节阀开启，同时控制第一风机和第二风机开始工作。同时，通过电池热管理控制器62获取的电池的实际功率P2。在电池冷却过程中，对比电池的需求功率P1和电池的温度实际功率P2信息，如果需求功率P1小于温度实际功率P2，则判断电池的温度是否达到45℃(较高温度)，如果电池的温度达到45℃，则通过车载空调控制器63减少第二调节阀的开度，增大第一调节阀的开度，减少车内冷却风流量，增加电池冷却支路的冷却风流量，以调整电池冷却和车内冷却的制冷量分配。如果电池的温度不高于45℃，则判断车厢内的温度是否达到空调设定温度，如果达到，则通过车载空调控制器63减少第二调节阀的开度，增大第一调节阀的开度，如果车厢内的温度没有达到空调设定温度，则优先满足车内的制冷量需求，此时温度调节需求功率和温度调节实际功率之间的差值部分冷却功率，由半导体换热模块提供。在电池冷却过程中，如果车载电池的温度达到35℃，则车载空调转发电池冷却完成信息给电池热管理控制器62，电池冷却完成。
此处对电池平均温度做了分层次处理，温度控制的阈值分别为40℃、45℃和35℃。当电池温度高于40℃时，电池冷却功能启动，当电池温度达到35℃，则电池冷却完成，当电池温度达到45℃较高温度时，车载空调优先满足电池冷却的制冷量需求。另外，当P1小于P2时，如果电池温度不超过45℃，则仍然优先车厢内的制冷量需求，如果车厢内的冷却功率已经充足，并达到平衡，则车载空调再增大电池冷却功率。
如图1所示，车载空调可以有3个冷却支路，分别包括一条电池冷却支路和两条车内冷却支路。第一调节阀可用于控制电池冷却支路的冷却进风量。第二调节阀可用于控制第一条车内冷却回路的冷却进风量。第三调节阀可用于控制第二条车内冷却回路的冷却进风量。当电池冷却功能启动时，电池冷却支路为：空调风出风口—第一调节阀—第一风机—换热器。第一条车内冷却回路为：空调风出风口—第二调节阀—第二风机—车厢。第二条车内冷却分支回路主要通过第三风机为车厢内的空间提供冷却风，冷却风先经过半导体换热模块冷却后，流入车厢内部。第二条车内冷却回路为：空调风出风口—第一调节阀—第一风机—第三调节阀—第三风机—半导体换热模块—车厢。电池冷却功能没有启动时，第一调节阀关闭。当电池冷却功能启动时第一调节阀开启。电池冷却管道内的介质循环方向如下所示：换热器—加热器(关闭)—泵—第一温度传感器—电池—第二温度传感器—流速传感器—介质容器—换热器。当电池加热功能启动时，电池冷却管道内的介质循环方向如下所示为：换热器—加热器(开启)—泵—第一温度传感器—电池—第二温度传感器——流速传感器—介质容器—换热器。其中，第四风机可将冷却端的冷却风吹向车厢，第五风 机可以将加热端的风吹向车外。
如图1所示方案，车载空调的冷却风进过第三调节阀和第三风机后，经过半导体换热模块(正向供电)的冷却端后，温度下降，再吹回车厢，起到了冷却车厢的作用，减轻了电池冷却给对车载空调车内制冷的影响。
在冷却过程中，对比电池的需求功率P1和实际功率P2，如果P1小于P2，则增大半导体换热模块5的冷却功率，同时控制第四风机和第五风机以高转速工作，以增加半导体换热模块的冷却功率。在电池冷却过程中，如果半导体换热模块接收到车载空调的电池冷却完成信息，则电池冷却完成。
图2与图1的区别主要是图2所示方案中，电池冷却支路有2条，车内冷却支路为1条。第一条电池冷却支路为：空调风出风口—第一调节阀—第一风机—换热器。第二条电池冷却支路为：车厢—半导体换热模块—第三风机—第三调节阀—第一风机—换热器。车内冷却支路为：空调风出风口—第二调节阀—第二风机—车厢。其中第二条电池冷却支路的冷却风来源为车厢内的冷却风，车厢内的冷却风经过半导体换热模块的冷却端冷却后，经过第三风机、第三调节阀、第一风机后为换热器提供冷却风。
根据本申请的一个实施例，如图8所示，车载电池温度调节系统还包括与半导体换热模块的发热端相连的第四风机，第四风机与车厢的第四风口相连，以及与半导体换热模块的冷却端相连的第五风机，第五风机与车外的第五风口相连。
具体地，图8所示的方案与图1相比，适用于环境温度较低，且电池发热量较高的工况，此时电池冷却支路有2条支路，第一条电池冷却支路为：空调风出风口—第一调节阀—第一风机—换热器。第二条电池冷却支路为：车外—冷却端—第三风机—第三调节阀—第一风机—换热器3。同时还存在一个车内加热回路，车厢内的风经过半导体换热模块的加热端加热后，吹到车厢内，使得车厢内的温度上升。
另外，当车载电池的温度调节系统工作在加热模式时，除可通过加热器提供加热功率，还可通过半导体换热模块提供加热功率。具体地，如图9所示，第三风机与半导体换热模块的发热端相连。
在电池加热功能开启过程中，半导体换热模块反向供电，使得半导体换热模块处于加热工作状态，车内空气经过第四风机吹向加热端，使得空气温度升高。半导体换热模块的加热功率根据电池的需求功率P1和实际功率P2的差值来确定，即半导体换热模块的加热功率等于P1-P2。当半导体换热模块的加热功能开启时，第四风机和第五风机开启工作。
如图9所示，在半导体换热模块加热过程中，半导体换热模块对比电池的需求功率P1和实际功率P2的信息，如果P1小于P2，则半导体换热模块增大加热功率，同时控制第四风机和第五风机以高转速工作，增加半导体换热模块的加热功率。在电池加热过程中，如 果半导体换热模块接收到车载空调的电池加热完成信息，则电池加热完成。
根据本申请实施例的车载电池的温度调节方法，可以根据每个电池的实际状态精确控制每个的电池的加热功率和冷却功率，在电池温度过高时或者过低时对温度进行调节，使电池的温度维持在预设范围，避免发生由于温度影响车载电池性能的情况。
本申请的实施例还提出了一种非临时性计算机可读存储介质，其上存储有计算机程序，该程序被处理器执行时实现上述的温度调节方法。
本申请实施例的非临时性计算机可读存储介质，在电池需要进行换热时，获取电池的温度调节需求功率和温度调节实际功率，并根据温度调节需求功率和温度调节实际功率对电池的温度进行调节，以在车载电池温度过高时对电池的温度进行调节，使车载电池的温度维持在预设范围，避免发生由于温度过高影响车载电池性能的情况。
图12-13是根据本申请第七个实施例的车载电池的温度调节系统的结构示意图。如图12-13所示，该车载电池的温度调节系统包括：电池热管理模块1、半导体换热模块5、电池冷却支路30、车载空调2、车内冷却支路20和控制器6。
其中，电池冷却支路30包括换热器3。半导体换热模块5用于为换热器3制冷。电池热管理模块1与电池4和换热器3相连。电池热管理模块1与电池4和换热器3相连。车载空调2包括压缩机201、冷凝器202。车内冷却支路20与压缩机201和换热器3相连。控制器用于获取电池的需求功率P1和实际功率P2，并根据需求功率P1和实际功率P2控制半导体换热模块5和/或车载空调2对电池进行温度调节。
具体地，半导体换模块5具有加热端和冷却端，当供电电源反接后，加热端和冷却端位置交换。半导体换热模块5的加热端和冷却端上均安装有换热风机(第四风机504和第五风机505)，用以加快加热端和冷却端的热量交换。换热风机转速的提高，可增大半导体换热模块5的冷却/加热功率。如12所示为半导体换热模块的电源正接，如图13所示为导体换热模块的电源反接。
当电池4的温度较高时，例如高于40℃时，车载电池的温度调节系统进入冷却模式，电池热管理模块1和半导体换热模块5进行工作，半导体换热模块5正向供电，冷却端开始制冷，并通过第四风机504将冷却风吹向换热器，以对换热器3中冷却管道中的介质进行冷却，介质再经电池热管理模块1对电池进行冷却，同时第五风机505将加热端的热量吹向车外。
当电池的温度过低时，例如，低于0℃，车载电池的温度调节系统进入加热模式，电池热管理模块1和半导体换热模块5进行工作，半导体换热模块5反供电，半导体加热端开始加热，并通过第四风机504将加热风吹向换热器3，以对换热器3中冷却管道中的介质进行冷却，介质再经电池热管理模块1对电池进行冷却，同时第五风机505将冷却端的冷 风吹向车外。
如图12-13所示，车载空调2构成制冷支路。其中，如制冷支路包括串联的压缩机201和冷凝器202；蒸发器21、第一膨胀阀22和第一电子阀23构成车内冷却支路20；换热器3、第二膨胀阀31、第二电子阀32构成电池冷却支路30。
换热器3可以为板式换热器，其物理位置可以位于车载空调压缩机201所在的回路，便于车载空调出厂调试，并且使车载空调可以单独供货和组装，同时，车载空调在安装过程中只需要加注一次介质。换热器11的物理位置也可以位于电池热管理模块1内。
车载空调内部从冷凝器202开始分成2条独立的冷却支路，分别为车内冷却支路20和电池冷却支路30。车内冷却支路20主要通过蒸发器21为车厢内的空间提供制冷功率，电池冷却支路主要通过换热器3为电池4提供制冷功率。其中电池冷却支路的冷却功率主要有2个来源，其中一个是压缩机201的冷媒流进换热器3，为换热器3提供了冷却功率，另一个是半导体换热模块5的冷却端通过第四风机504向换热器3吹冷却风，为换热器提供冷却功率。
第一电子阀23和第二电子阀32分别用于控制车内冷却支路20和电池冷却支路30的开通和关闭。第一膨胀阀22和第二膨胀阀31可分别用于控制车内冷却支路20和电池冷却支路30的冷媒流量，以分别控制车内冷却支路20和电池冷却支路30的冷却功率。
当电池4的冷却功能启动时，冷媒存在2个流动方向，车内冷却支路20为：压缩机201—冷凝器202—第一电子阀23—第一膨胀阀22—蒸发器21—压缩机201；电池冷却支路30为：压缩机201—冷凝器202—第二电子阀32—第二膨胀阀31—换热器3—压缩机201。另外，半导体换热模块5将车厢内的冷却风经过半导体换热器的冷却端冷却后，通过第四风机504吹向换热器3。当电池冷却功能没有启动时，第二电子阀32关闭。当电池冷却功能启动时第二电子阀32开启。如果此时车内不需要制冷，则第一电子阀32关闭。若电池冷却功能没有启动，半导体换热模块不通电。如图12所示，车辆上电后，控制器6实时获取电池的温度，并进行判断。如果电池的温度高于40℃，说明此时该电池4的温度过高，为避免高温对该电池4的性能产生影响，需要对电池4进行降温处理，温度调节系统进入冷却模式，控制器控制第二电子阀32开启，并控制半导体换热模块5正向供电。当对电池进行冷却时，第一电子阀开启，冷煤流向为：压缩机201—冷凝器202—第二电子阀32—第二膨胀阀31—换热器3；介质流向为：换热器3—加热器11(关闭)—泵12—第一温度传感器14—电池4—第二温度传感器—15—流速传感器16—介质容器13—换热器3。
如图13所示，如果电池4的温度低于0℃，说明此时电池4的温度过低，为避免低温对电池4的性能产生影响，需要对电池4进行升温处理，温度调节系统进入加热模式，保持第二电子阀32处于关闭状态，半导体换热模块5反向供电。
在对电池4进行冷却或加热时，控制器6还实时获取电池的需求功率P1和实际功率P2，其中，需求功率P1即将电池的温度调节至设定的目标温度，需要提供给电池4的功率，实际功率P2即当前对电池进行温度调节时，电池4得到的实际功率，目标温度为设定值，可以根据车载电池的实际情况进行预设，例如，当对电池进行冷却，目标温度可以设置在35℃左右，当对电池进行加热，目标温度可以10℃左右。同时，控制器根据需求功率P1和实际功率P2通对半导体换热模块5或压缩机的的功率进行调节，例如，当对电池进行冷却时，如果P1大于P2，那么增大半导体换热模块5的功率，并控制第四风机504和第五风机505转速增加，或者控制压缩机201的功率增加，使电池4尽快完成降温。由此，该温度调节系统可以在车载电池温度过高或过低时对温度进行调节，使车载电池的温度维持在预设范围，避免发生由于温度影响车载电池性能的情况。
可以理解，如图14所示，各电子阀和膨胀阀受车载空调控制器63的控制。如图12-13所示，电池热管理模块1包括设置在换热流路上的泵12、第一温度传感器14、第二温度传感器15、流速传感器16；其中：泵12用于使换热流路中的介质流动；第一温度传感器14用于检测流入车载电池的介质的入口温度；第二温度传感器15用于检测流出车载电池的介质的出口温度；流速传感器16用于检测换热流路中的介质的流速。
可选的，如图12-13所示，电池热管理模块1还可以包括设置在换热流路上介质容器13，介质容器13用于存储及向换热流路提供介质。
下面结合具体的示例描述如何获取电池4的需求功率P1和实际功率P2。
根据本申请的一个实施例，控制器可以用于获取电池开启温度调节时的第一参数，并根据第一参数生成对电池进行温度调节的第一需求功率，以及获取电池在温度调节时的第二参数，并根据第二参数生成对电池进行温度调节的第二需求功率，并根据电池的第一需求功率和电池的第二需求功率生成电池的需求功率P1。
可选的，根据本申请的一个实施例，第一参数为电池开启温度调节时的初始温度和目标温度以及从初始温度达到目标温度的目标时间t，获取初始温度和目标温度之间的第一温度差ΔT 1，并根据第一温度差ΔT 1和目标时间t生成第一需求功率。
可选的，通过以下公式(1)生成第一需求功率：
ΔT 1*C*M/t  (1)，
其中，ΔT 1为初始温度和目标温度之间的第一温度差，t为目标时间，C为电池4的比热容，M为电池4的质量。
第二参数为电池在预设时间内的平均电流I，过以下公式(2)生成第二需求功率：
I 2*R，  (2)，
其中，I为平均电流，R为电池4的内阻。
具体地，可通过电流霍尔传感器检测电池4的充放电电流参数电池管理控制器61可以根据一段时间内电池4的电流参数，估算电池4的平均电流。
当对电池4进行冷却时，P1＝ΔT 1*C*M/t+I 2*R；当对电池4进行加热时，P1＝ΔT 1*C*M/t-I 2*R。
根据本申请的一个实施例，控制器还根据第一温度传感器14检测的入口温度和第二温度传感器检测的出口温度生成第二温度差ΔT 2，并根据每个电池的第二温度差ΔT 2和流速传感器检测的流速v生成电池的实际功率P2。
可选的，根据本申请的一个实施例，根据通过以下公式(3)生成实际功率P2：
ΔT 2*c*m，  (3)
其中，ΔT 2为第二温度差，c为流路中介质的比热容，m为单位时间内流过流路的横截面积的介质质量，其中，m＝v*ρ*s，v为介质的流速，ρ为介质的密度，s为流路的横截面积。
根据本申请的一个实施例，控制器还获取电池的温度；判断电池的温度是否大于第一温度阈值；当电池的温度大于第一温度阈值时，进入冷却模式；当电池的温度小于或等于第一温度阈值时，继续判断电池的温度是否小于第二温度阈值；当电池的温度小于第二温度阈值时，进入加热模式，其中，第一温度阈值大于第二温度阈值，第一温度阈值和第二温度阈值可以根据实际情况进行预设，例如第一温度阈值可以为40℃，第二温度阈值0℃。
具体地，车辆上电后，控制器6实时获取电池的温度，并进行判断。如果电池的温度高于40℃，说明此时该电池的温度过高，为避免高温对该电池的性能产生影响，需要对电池进行降温处理，温度调节系统进入冷却模式。而如果电池的温度低于0℃，说明此时电池4的温度过低，为避免低温对电池的性能产生影响，需要对电池进行升温处理，温度调节系统进入加热模式，控制器6控制加热器开启，同时保持电第二电子阀32处于关闭状态。
根据本申请的一个实施例，如图12-13所示，当为冷却模式时，控制器6还用于在需求功率P1大于实际功率P2，获取需求功率P1和实际功率P2之间的功率差，以使半导体换热模块5根据功率差增加功率，以及在需求功率P1小于或等于实际功率P2，则减小半导体换热模块5的功率和/或减小压缩机的制冷功率，以节省电能，或保持半导体换热模块5和/或压缩机的功率不变。
具体地，当温度调节系统工作在冷却模式时，控制器6获取电池4的需求功率P1和实际功率P2，并进行判断。如果电池4的P1大于P2，说明如果按照当前的制冷功率无法在目标时间内完成电池4的降温，所以，控制器获取电池4的需求功率P1和实际功率P2之间的功率差，并根据功率差增加半导体换热模块5的功率和第四风机504、第五风机505的转速，以使电池4的温度在预设时间t内降低至目标温。而如果P1小于或等于P2，则控 制器6可以减小半导体换热模块5的冷却功率和第四风机504、第五风机505的转速、压缩机的制冷功率以节省电能，或保持半导体换热模块5、压缩机的功率不变。当电池的温度低于35℃时，则电池4冷却完成，控制器6控制半导体换热模块5停止进行制冷和控制第二电子阀32关闭。如果温度调节系统进入冷却模式较长时间后，例如1小时后，电池4的温度仍然高于35℃，则控制器6再适当增加冷却功率和第四风机504、第五风机505的转速，以使电池4尽快完成降温。
当温度调节系统工作在冷却模式时，如果需求功率P1大于实际功率P2，则控制器6还判断电池的温度是否大于第一预设温度阈值；如果电池的温度大于或等于第一预设温度阈值，则控制器6增加电池冷却支路的冷却液流量，并减小车内冷却支路的冷却液流量；如果电池的温度小于第一预设温度阈值，则控制器进一步判断车厢内温度是否达到空调设定温度，如果未达到空调设定温度，则增加车内冷却支路的冷却液流量，并减小电池冷却支路的冷却液流量。第一预设温度阈值可以为45℃。具体可通过调节第一膨胀阀的开度调节车内冷却支路的冷却液流量，通过调节第二膨胀阀的开度调节电池冷却支路的冷却液流量。
根据本申请的一个实施例，如图15-16所示，电池热管理模块1还可以包括：设置在换热流路上加热器11，加热器11用于对换热流路中的介质进行加热。
具体地，车载电池的温度调节系统除可通过半导体换热模块5进行加热，还可通过加热器对介质进行加热，以在电池温度较低时对电池进行温度调节。加热器11可以为PTC加热器，加热器不直接与电池接触，具有较高的安全性、可靠性和实用性。泵12主要用于提供动力，介质容器13主要用于存储介质和接受向温度调节系统添加的介质，当温度调节系统中的介质减少时，介质容器13中的介质可自动补充。第一温度传感器14用以检测电池流路入口介质的温度，第二温度传感器15用以检测电池流路出口介质的温度。流速传感器16用以检测温度调节系统中管道内介质的流速信息。
如图15-16所示，当为加热模式时，控制器6在需求功率P1大于实际功率P2时，获取需求功率P1和实际功率P2之间的温度差，并根据温度差增加加热器11的加热功率，以及在需求功率P1小于或等于实际功率P2时，保持加热器11的加热功率不变。
具体地，当温度调节系统工作在加热模式时，控制器6获取电池4的需求功率P1和实际功率P2，并进行判断。如果电池4的P1大于P2，说明如果按照当前的加热功率无法在目标时间内完成电池4的升温，电池热管理模块1获取电池4的需求功率P1和实际功率P2之间的功率差，并根据功率差增加加热器11的功率，其中，P1与P2的功率差越大，加热器11的功率增加越多，以使电池4的温度在预设时间t内升高至目标温。而如果P1小于或等于P2，则可以减小加热器11的加热功率以节省电能，或保持加热器11的功率不变。 当电池的温度达到第二设定温度，例如10℃时，则电池4加热完成，电池管理控制器61通过CAN通信向电池热管理控制器62发送关闭温度调节功能的信息，以控制加热器11停止进行加热。如果温度调节系统进入加热模式较长时间后，例如2小时后，电池4的温度仍然低于10℃，则电池热管理控制器62适当增加加热器11的功率，以使电池4尽快完成升温。
进一步，根据本申请的一个实施例，如图12-13和图15-16所示，控制器6还用于在需求功率P1小于或等于实际功率P2时，降低泵12的转速或者保持泵12的转速不变，并在需求功率P1大于实际功率P2时，提高泵12的转速。
具体地，当温度调节系统进入加热模式或者冷却模式时，如果电池4的P1小于或等于P2，电池热管理模块1则控制泵12的转速降低，以节省电能，或者保持泵12的转速不变。而如果电池4的P1大于P2，除控制半导体换热模块5增加或者加热器11的功率外，还可以控制泵12的转速提高，以增加单位时间内流经冷却流路横截面积的介质质量，从而提高电池4的实际功率P2，以在目标时间t内实现温度调节。
总结而言，如图15-16所示，当车载空调不工作，只有半导体换热模块对电池进行冷却冷却时，设电池的温度调节需求功率为P1，电池的温度调节实际功率为P2，P3为半导体换热模块的最大冷却功率。
如果P1≤P3，则半导体换热模块按照冷却功率P1为电池提供冷却功率。
如果P1＞P3，则半导体换热模块按照最大冷却功率P3为电池提供冷却功率，提高第四风机和第五风机转速，同时电池热管理换热模块提高泵转速，以提高换热功率。
在冷却过程中，如果P1≤P2，且Pc＝P2-P1，则半导体换热模块减少冷却功率Pc，降低第四风机和第五风机转速，同时电池热管理换热模块降低泵转速，以节省电能。或者保持当前功率进行冷却。
在冷却过程中，如果P1＞P2，Pc＝P1-P2，且P1+Pc≤P3时，则半导体换热模块增加冷却功率Pc，提高第四风机和第五风机转速，同时电池热管理换热模块提高泵转速，一边提高电池冷却功率。如果P1+Pc＞P3，则半导体换热模块按照最大冷却功率P3为电池提供冷却功率，提高第四风机和第五风机转速，同时电池热管理换热模块提高泵转速，以提高换热功率。
当对电池进行加热时，设电池的温度调节需求功率为P1，电池的温度调节实际功率为P2，P4为半导体换热模块的最大加热功率，P5为PTC加热器的最大加热功率。
如果P1≤P5，则PTC加热器按照加热功率P1为电池提供加热功率。
如果P1＞P5，且P1≤P5+P4，P1-P5＝Pd，则PTC加热器按照最大加热功率P5为电池提供加热功率，同时半导体换热模块按照加热功率Pd为电池提供加热功率，同时提高第四 风机和第五风机转速，电池热管理换热模块提高泵转速，以提高换热功率。如果P1＞P5，且P1＞P5+P4，则PTC加热器按照最大加热功率P5为电池提供加热功率，同时半导体换热模块按照最大加热功率P3为电池提供加热功率，同时提高第四风机和第五风机转速，电池热管理换热模块提高泵转速，以提高换热功率。
加热过程中，如果P1≤P2，且Pc＝P2-P1，则半导体换热模块减少加热功率Pc，降低第四风机和第五风机转速，或者PTC加热器加热功率减少Pc，同时电池热管理换热模块降低泵转速，以节省电能。或者保持当前加热功率不变。
在加热过程中，如果P1＞P2，Pc＝P1-P2，且P1+Pc≤P5时，则PTC加热器增加加热功率Pc，同时电池热管理模块控制泵转速提高，以便提高电池加热功率。
如果P1＞P2，Pc＝P1-P2，且P5＜P1+Pc≤P5+P4，Pi＝P1+Pc-P5，Pj＝P1+Pc-P4，则PTC加热器按照最大加热功率P5运行，半导体换热模块按照加热功率Pi运行。或者PTC加热器按照加热功率Pj运行，半导体换热模块按照最大加热功率P4运行。或者PTC加热器按照最大加热功率P5为电池提供加热功率，半导体换热模块增加加热功率Pc。又或者是加热器加热功率不变，半导体换热模块的加热功率增加Pc。又或者加热器加热功率增加Pc，半导体换热模块的加热功率不变。又或者PTC加热器加热功率增加0.5*Pc，半导体换热模块加热功率增加0.5Pc，又或者按照PTC加热器和半导体换热模块的最大加热功率的比值各自按照比例增加加热功率。同时提高第四风机和第五风机转速，同时电池热管理换热模块提高泵转速，以提高换热功率，使得电池加热功率增加Pc。
如果P1＞P2，Pc＝P1-P2，且P1+Pc＞P5+P4，则PTC加热器按照最大加热功率P5为电池提供加热功率，同时半导体换热模块按照最大加热功率P4为电池提供加热功率，同时提高第四风机和第五风机转速，电池热管理换热模块提高泵转速，以提高换热功率。
并且，当对电池进行冷却时，如果P1≤P3，则半导体换热模块按照冷却功率P1为电池提供冷却功率。如果P1＞P3，则半导体换热模块按照最大冷却功率P3为电池提供冷却功率，提高第四风机和第五风机转速，同时电池热管理换热模块提高泵转速，以提高换热功率。
在冷却过程中，如果P1≤P2，且Pc＝P2-P1，则半导体换热模块减少冷却功率Pc，降低第四风机和第五风机转速，同时电池热管理换热模块降低泵转速，以节省电能。或者保持当前功率进行冷却。
在冷却过程中，如果P1＞P2，Pc＝P1-P2，且P1+Pc≤P3时，则半导体换热模块增加冷却功率Pc，提高第四风机和第五风机转速，同时电池热管理换热模块提高泵转速，一边提高电池冷却功率。如果P1+Pc＞P3，则半导体换热模块按照最大冷却功率P3为电池提供冷却功率，提高第四风机和第五风机转速，同时电池热管理换热模块提高泵转速，以提高换 热功率。
在对电池进行加热时，如果P1≤P5，则PTC加热器按照加热功率P1为电池提供加热功率。如果P1＞P5，且P1≤P5+P4，P1-P5＝Pd，则PTC加热器按照最大加热功率P5为电池提供加热功率，同时半导体换热模块按照加热功率Pd为电池提供加热功率，同时提高第四风机和第五风机转速，电池热管理换热模块提高泵转速，以提高换热功率。如果P1＞P5，且P1＞P5+P4，则PTC加热器按照最大加热功率P5为电池提供加热功率，同时半导体换热模块按照最大加热功率P3为电池提供加热功率，同时提高第四风机和第五风机转速，电池热管理换热模块提高泵转速，以提高换热功率。
加热过程中，如果P1≤P2，且Pc＝P2-P1，则半导体换热模块减少加热功率Pc，降低第四风机和第五风机转速，或者PTC加热器加热功率减少Pc，同时电池热管理换热模块降低泵转速，以节省电能。或者保持当前加热功率不变。
在加热过程中，如果P1＞P2，Pc＝P1-P2，且P1+Pc≤P5时，则PTC加热器增加加热功率Pc，同时电池热管理模块控制泵转速提高，以便提高电池加热功率。
如果P1＞P2，Pc＝P1-P2，且P5＜P1+Pc≤P5+P4，Pi＝P1+Pc-P5，Pj＝P1+Pc-P4，则PTC加热器按照最大加热功率P5运行，半导体换热模块按照加热功率Pi运行。或者PTC加热器按照加热功率Pj运行，半导体换热模块按照最大加热功率P4运行。或者PTC加热器按照最大加热功率P5为电池提供加热功率，半导体换热模块增加加热功率Pc。又或者是加热器加热功率不变，半导体换热模块的加热功率增加Pc。又或者加热器加热功率增加Pc，半导体换热模块的加热功率不变。又或者PTC加热器加热功率增加0.5*Pc，半导体换热模块加热功率增加0.5Pc，又或者按照PTC加热器和半导体换热模块的最大加热功率的比值各自按照比例增加加热功率。同时提高第四风机和第五风机转速，同时电池热管理换热模块提高泵转速，以提高换热功率，使得电池加热功率增加Pc。
如果P1＞P2，Pc＝P1-P2，且P1+Pc＞P5+P4，则PTC加热器按照最大加热功率P5为电池提供加热功率，同时半导体换热模块按照最大加热功率P4为电池提供加热功率，同时提高第四风机和第五风机转速，电池热管理换热模块提高泵转速，以提高换热功率。
可以理解，车载空调控制器63可根据车厢气温情况，以及电池的需求功率P1和实际功率P2，调节各冷却支路的功率分配，从而平衡车内冷却和电池冷却的冷却需求。
如图15-16所示，当车载空调和半导体换热模块同时对电池进行冷却时，电池冷却与车内冷却初始功率分配：
设电池冷却需求功率为P1，电池实际冷却功率为P2，P3为半导体换热模块的最大冷却功率，P6为车内冷却功率，P7为压缩机最大冷却功率。
当电池冷却需求功率P1和车内冷却需求功率P6的功率之和≤P7，即P1+P6≤P7，则 压缩机按照P1+P6制冷功率运行。且P1＜P7，P6＜P7。同时控制第一膨胀阀的开度，使得车内冷却功率为P6。控制第膨胀阀开度，使得电池冷却功率为P1。
当P7＜P1+P6≤P7+P3，Pe＝P1+P6-P7，Pf＝P1+P6-P 3，则压缩机按照最大制冷功率P7运行，半导体换热模块按照冷却功率Pe运行。电池冷却支路的冷却功率为P1，车内冷却支路功率＝P6。又或者半导体换气模块按照最大冷却功率P3运行，压缩机按照冷却功率Pf运行。同时控制第一膨胀阀的开度，使得车内冷却功率为P6。控制第膨胀阀开度，使得电池冷却功率为P1。
当P1+P6＞P7+P3，则判断电池温度是否大于45℃，如果大于45℃，则优先为电池冷却提供冷却功率，压缩机按照最大制冷功率P7运行，半导体换热模块按照最大冷却功率P3运行，同时提高风机转速。增大第二膨胀阀的开度，使得电池冷却支路的冷却功率为P1，减少第一膨胀阀的开度，使得车内冷却支路功率＝P7+P3-P1。如果判定电池温度不大于45℃，且车内温度还未达到设定温度，则优先为车内提供冷却功率，压缩机按照最大制冷功率P7运行，半导体换热模块按照最大冷却功率P3运行，同时提高风机转速。增大第一膨胀阀的开度，使得车内冷却支路的冷却功率为P6，减少第二膨胀阀的开度，使得电池冷却支路的冷却功率＝P7+P3-P6。如果车内温度已经达到设定温度，则优先满足电池的冷却功率。
电池冷却过程中功率分配：
如果P1＞P2，且Pc＝P1-P2，P1+P6+Pc＜P7，则压缩机按照增加制冷功率Pc，同时增大第二膨胀阀开度，提高水泵转速，以便提高电池冷却功率。
如果P1＞P2，且Pc＝P1-P2，P7＜P1+P6+Pc≤P7+P3，Pg＝P1+P6+Pc-P7，Ph＝P1+P6+Pc-P3，则压缩机按照最大制冷功率P7运行，半导体换气模块按照冷却功率Pg运行。或者压缩机按照制冷功率Ph运行，半导体换气模块按照最大冷却功率P3运行。又或者压缩机按照最大冷却功率P7运行，半导体换热模块增加冷却功率Pc。又或者压缩机增加冷却功率Pc，半导体换热模块按照最大冷却功率P3运行。又或者是压缩机冷却功率不变，半导体换热模块的冷却功率增加Pc。又或者压缩机冷却功率增加Pc，半导体换热模块的冷却功率不变。又或者压缩机冷却功率增加0.5*Pc，半导体换热模块冷却功率增加0.5Pc。又或者按照压缩机和半导体换热模块的最大冷却功率的比值各自按照比例增加冷却功率。同时控制第二膨胀阀开度增大，控制泵转速提高，风机转速提高，使得电池冷却支路的冷却功率增加Pc。
如果P1＞P2，Pc＝P1-P2，且P1+P6+Pc＞P7+P3，则压缩机按照最大冷却功率P5运行，同时半导体换热模块按照最大冷却功率P3运行，同时提高风机转速，电池热管理换热模块提高泵转速，以提高换热功率。此时，判断电池温度是否大于45℃，如果大于45℃，则优 先为电池冷却提供冷却功率，压缩机按照最大制冷功率P7运行，半导体换热模块按照最大冷却功率P3运行，同时提高风机转速。增大第二膨胀阀的开度，使得电池冷却支路的冷却功率为P1+Pc，减少第一膨胀阀的开度，使得车内冷却支路功率＝P7+P3-P1-Pc，同时控制泵转速提高，风机转速提高，使得电池冷却支路的冷却功率增加Pc。如果判定电池温度不大于45℃，且车内温度还未达到设定温度，则优先为车内提供冷却功率，压缩机按照最大制冷功率P7运行，半导体换热模块按照最大冷却功率P3运行，同时提高风机转速。增大第一膨胀阀的开度，使得车内冷却支路的冷却功率为P6，减少第二膨胀阀的开度，使得电池冷却支路的冷却功率＝P7+P3-P6。如果车内温度已经达到设定温度，则优先满足电池的冷却功率。
如果P1≤P2，且Pc＝P2-P1，则维持压缩机制冷功率不变，维持半导体制冷功率不变，或者降低压缩机的制冷功率，降低半导体换热模块的冷却功率，或者减少第二膨胀阀的开度，或者降低泵转速，使得电池冷却支路的冷却功率下降Pc。
当对电池进行加热时，设电池加热需求功率为P1，电池实际加热功率为P2，P4为半导体换热模块的最大加热功率，P5为PTC加热器的最大加热功率。
如果P1≤P5，则PTC加热器按照加热功率P1为电池提供加热功率。
如果P1＞P5，且P1≤P5+P4，P1-P5＝Pd，则PTC加热器按照最大加热功率P5为电池提供加热功率，同时半导体换热模块按照加热功率Pd为电池提供加热功率，同时提高第四风机和第五风机转速，电池热管理换热模块提高泵转速，以提高换热功率。如果P1＞P5，且P1＞P5+P4，则PTC加热器按照最大加热功率P5为电池提供加热功率，同时半导体换热模块按照最大加热功率P3为电池提供加热功率，同时提高第四风机和第五风机转速，电池热管理换热模块提高泵转速，以提高换热功率。
加热过程中，如果P1≤P2，且Pc＝P2-P1，则半导体换热模块减少加热功率Pc，降低第四风机和第五风机转速，或者PTC加热器加热功率减少Pc，同时电池热管理换热模块降低泵转速，以节省电能。或者保持当前加热功率不变。
在加热过程中，如果P1＞P2，Pc＝P1-P2，且P1+Pc≤P5时，则PTC加热器增加加热功率Pc，同时电池热管理模块控制泵转速提高，以便提高电池加热功率。
如果P1＞P2，Pc＝P1-P2，且P5＜P1+Pc≤P5+P4，Pi＝P1+Pc-P5，Pj＝P1+Pc-P4，则PTC加热器按照最大加热功率P5运行，半导体换热模块按照加热功率Pi运行。或者PTC加热器按照加热功率Pj运行，半导体换热模块按照最大加热功率P4运行。或者PTC加热器按照最大加热功率P5为电池提供加热功率，半导体换热模块增加加热功率Pc。又或者是加热器加热功率不变，半导体换热模块的加热功率增加Pc。又或者加热器加热功率增加Pc，半导体换热模块的加热功率不变。又或者PTC加热器加热功率增加0.5*Pc，半导体换热模 块加热功率增加0.5Pc，又或者按照PTC加热器和半导体换热模块的最大加热功率的比值各自按照比例增加加热功率。同时提高第四风机和第五风机转速，同时电池热管理换热模块提高泵转速，以提高换热功率，使得电池加热功率增加Pc。
如果P1＞P2，Pc＝P1-P2，且P1+Pc＞P5+P4，则PTC加热器按照最大加热功率P5为电池提供加热功率，同时半导体换热模块按照最大加热功率P4为电池提供加热功率，同时提高第四风机和第五风机转速，电池热管理换热模块提高泵转速，以提高换热功率。
根据本申请实施例的车载电池的温度调节系统，可以根据车载电池的实际状态精确控制车载的电池的加热功率和冷却功率，在车载电池温度过高时或者过低时对温度进行调节，使车载电池的温度维持在预设范围，避免发生由于温度影响车载电池性能的情况。
图17是根据本申请第三个实施例的车载电池的温度调节方法的流程图。其中，如图12-13所示，车载电池温度调节系统包括电池冷却支路，电池冷却支路包括换热器；半导体换热模块，半导体换热模块用于为换热器制冷；与电池和换热器相连的电池热管理模块；车载空调，车载空调包括压缩机、冷凝器；与压缩机和换热器相连的车内冷却支路；如图17所示，所述方法包括以下步骤：
S1’，获取电池的需求功率P1。
可选的，根据本申请的一个实施例，通过电池管理控制器61获取电池的需求功率P1具体包括：通过电池管理控制器61获取电池的开启温度调节时的第一参数，并根据第一参数生成对电池进行温度调节的第一需求功率。通过电池管理控制器61获取电池在温度调节时的第二参数，并根据第二参数生成对电池进行温度调节的第二需求功率。通过电池管理控制器61根据电池的第一需求功率和电池的第二需求功率生成电池的需求功率P1。
可选的，根据本申请的一个实施例，第一参数为电池开启温度调节时的初始温度和目标温度以及从初始温度达到所述目标温度的目标时间t，通过电池管理控制器61根据第一参数生成对电池进行温度调节的第一需求功率具体包括：通过电池管理控制器61获取初始温度和目标温度之间的第一温度差ΔT 1以及根据第一温度差ΔT 1和目标时间t生成第一需求功率。
可选的，根据本申请的一个实施例，电池管理控制器61通过以下公式(1)生成第一需求功率：
ΔT 1*C*M/t，  (1)
其中，ΔT 1为初始温度和目标温度之间的第一温度差，t为目标时间，C为电池的比热容，M为电池的质量。
根据本申请的一个实施例，第二参数为电池电池在预设时间内的平均电流I，通过以下公式(2)生成电池的第二需求功率：
I 2*R，  (2)
其中，I为平均电流，R为电池的内阻。
其中，当对电池进行冷却时，P1＝ΔT 1*C*M/t+I 2*R；当对电池进行加热时，P1＝ΔT 1*C*M/t-I 2*R。
S2’，获取电池的实际功率P2。
根据本申请的一个实施例，通过电池热管理控制器62获取电池的实际功率P2具体包括：获取用于调节电池温度的流路的入口温度和出口温度，并获取介质流入流路的流速v以及根据电池的流路的入口温度和出口温度生成第二温度差ΔT 2，并根据电池的第二温度差ΔT 2和流速v生成实际功率P2。
可选的，根据本申请的一个实施例，根据通过以下公式(3)生成实际功率P2：
ΔT 2*c*m，  (3)
其中，ΔT 2为第二温度差，c为流路中介质的比热容，m为单位时间内流过流路的横截面积的介质质量，其中，m＝v*ρ*s，v为介质的流速，ρ为介质的密度，s为流路的横截面积。不限于是半导体吧？对于仅有半导体没有空调的是这样，其他情况就不是这样了
S3’，根据需求功率P1和实际功率P2控制半导体换热模块和/或车载空调对电池进行温度调节。
可选的，如图12-13所示，半导体换模块具有加热端和冷却端，当供电电源反接后，加热端和冷却端位置交换。半导体换热模块的加热端和冷却端上均安装有换热风机(第四风机和第五风机)，用以加快加热端和冷却端的热量交换。换热风机转速的提高，可增大半导体换热模块的冷却/加热功率。如12所示为半导体换热模块的电源正接，如图13所示为导体换热模块的电源反接。
当电池的温度较高时，例如高于40℃时，车载电池的温度调节系统进入冷却模式，电池热管理模块和半导体换热模块进行工作，半导体换热模块正向供电，冷却端开始制冷，并通过第四风机将冷却风吹向换热器，以对换热器中冷却管道中的介质进行冷却，介质再经电池热管理模块对电池进行冷却，同时第五风机将加热端的热量吹向车外。
当电池的温度过低时，例如，低于0℃，车载电池的温度调节系统进入加热模式，电池热管理模块和半导体换热模5进行工作，半导体换热模块反供电，半导体加热端开始加热，并通过第四风机将加热风吹向换热器，以对换热器3中冷却管道中的介质进行冷却，介质再经电池热管理模块对电池进行冷却，同时第五风机将冷却端的冷风吹向车外。
如图12-13所示，车载空调构成制冷支路。其中，制冷支路包括串联的压缩机和冷凝器；蒸发器、第一膨胀阀和第一电子阀构成车内冷却支路；换热器、第二膨胀阀、第二电子阀构成电池冷却支路30。
车载空调内部从冷凝器开始分成个独立的冷却支路，分别为车内冷却支路和电池冷却支路。车内冷却支路主要通过蒸发器为车厢内的空间提供制冷功率，电池冷却支路主要通过换热器为电池提供制冷功率。其中电池冷却支路的冷却功率主要有2个来源，其中一个是压缩机的冷媒流进换热器3，为换热器3提供了冷却功率，另一个是半导体换热模块的冷却端通过第四风机向换热器吹冷却风，为换热器提供冷却功率。若电池冷却功能没有启动，半导体换热模块不通电。如果电池的温度低于0℃，说明此时电池的温度过低，为避免低温对电池的性能产生影响，需要对电池进行升温处理，温度调节系统进入加热模式，电控制加热开启，同时保持第二电子阀处于关闭状态，半导体换热模块反向供电。
在对电池4进行冷却或加热时，还通过电池管理控制器61获取电池的初始温度(即当前温度)、目标温度和从初始温度达到目标温度的目标时间t，其中目标温度和目标时间t可以根据实际情况进行预设，并根据公式(1)计算出第一需求功率。同时，通过电池管理控制器61获取电池在预设时间内的平均电流I，并根据公式(2)计算电池的第二需求功率。然后，通过电池管理控制器61根据电池第一需求功率和第二需求功率，计算电池的需求功率P1(即将电池的温度调节至目标温度的需求功率)。并且，通过电池热管理控制器62获取电池的入口温度和出口温度，并获取流速信息，根据公式(3)计算出电池的实际功率P2。其中，需求功率P1为将电池的温度调节至设定的目标温度，需要提供给电池的功率，实际功率P2为当前对电池进行温度调节时，电池得到的实际功率，目标温度为设定值，可以根据车载电池的实际情况进行预设，例如，当对电池进行冷却，目标温度可以设置在35℃左右。然后，控制器根据需求功率P1和实际功率P2对半导体换热模块和车载空调进行控制。例如，如果P1大于P2，那么半导体换热模块增大冷却功率，并控制第四风机和第五风机转速增加，使电池4尽快完成降温。由此，可以在车载电池温度过高时对温度进行调节，使车载电池的温度维持在预设范围，避免发生由于温度影响车载电池性能的情况。
根据本申请的一个实施例，车载电池的温度调节方法还可以包括：获取电池的温度；判断电池的温度是否大于第一温度阈值；当电池的温度大于第一温度阈值时，进入冷却模式；当电池的温度小于或等于第一温度阈值时，继续判断电池的温度是否小于第二温度阈值；当电池的温度小于第二温度阈值时，进入加热模式，其中，第一温度阈值大于第二温度阈值。
具体地，车辆上电后，通过电池管理控制器61实时获取电池的温度，并进行判断。如果电池的温度高于40℃，说明此时该电池的温度过高，为避免高温对该电池的性能产生影响，需要对电池进行降温处理，温度调节系统进入冷却模式。
而如果电池的温度低于0℃，说明此时电池4的温度过低，为避免低温对电池的性能产生影响，需要对电池进行升温处理，温度调节系统进入加热模式，通过电池热管理控制器 62控制加热器开启，同时保持电池冷却支路处于关闭状态。
可选的，如图12-13所示，当为冷却模式时，根据需求功率P1和实际功率P2控制半导体换热模块和/或车载空调对电池进行温度调节节具体包括：判断需求功率P1是否大于实际功率P2；如果需求功率P1大于实际功率P2，则获取需求功率P1和实际功率P2之间的功率差，并根据功率差增加半导体换热模块和/或压缩机的功率；如果需求功率P1小于或等于实际功率P2，则减小半导体换热模块的功率和/或减小压缩机的制冷功率，或保持半导体换热模块和/或压缩机的功率不变。
具体地，当温度调节系统工作在冷却模式时，通过控制器获取电池的需求功率P1和实际功率P2，并进行判断。如果电池的P1大于P2，说明如果按照当前的制冷功率无法在目标时间内完成电池的降温，所以，通过控制器获取电池的需求功率P1和实际功率P2之间的功率差，并通过半导体控制器64根据功率差增加半导体换热模块却功率和第四风机、第五风机的转速，以使电池的温度在预设时间t内降低至目标温。而如果P1小于或等于P2，则可以通过半导体控制器64减小半导体换热模块的功率和第四风机、第五风机的转速，和/或通过车载空调控制器63减小压缩机的制冷功功率，以节省电能，或保持半导体换热模块和或压缩机的的功率不变。当电池的温度低于35℃时，则电池冷却完成，通过半导体控制器64控制半导体换热模块停止进行制冷。如果温度调节系统进入冷却模式较长时间后，例如1小时后，电池的温度仍然高于35℃，则通过半导体控制器64再适当增加半导体换热模块冷却功率和第四风机、第五风机的转速，以使电池尽快完成降温。
如图12-13所示，当温度调节系统为冷却模式时，如果需求功率P1大于实际功率P2，则判断电池的温度是否大于第一预设温度阈值；如果电池的温度大于或等于第一预设温度阈值，则通过车载空调控制器63增加电池冷却支路的冷却液流量，并减小车内冷却支路的冷却液流量；当如果电池的温度小于第一预设温度阈值，则进一步判断车厢内温度是否达到空调设定温度；如果未达到空调设定温度，则通过车载空调控制器63增加车内冷却支路的冷却液流量，并减小电池冷却支路的冷却液流量。具体可以通过调节第一膨胀阀的开度调节车内冷却支路的冷却液流量，通过调节第二膨胀阀的开度调节电池冷却支路的冷却液流量。
根据本申请的一个实施例，如图15-16所示，电池热管理模块还包括加热器，加热器与控制器连接，用于加热换热流路中的介质，当为加热模式时，上述方法还可以包括：判断需求功率P1是否大于实际功率P2；如果需求功率P1大于实际功率P2，则获取需求功率P1和实际功率P2之间的功率差，并根据功率差增加用于加热器的加热功率；如果需求功率P1小于或等于实际功率P2，则保持加热器的加热功率不变。
具体地，当温度调节系统工作在加热模式时，控制器获取电池的需求功率P1和实际功 率P2，并进行判断。如果电池的P1大于P2，说明如果按照当前的加热功率无法在目标时间内完成电池的升温，控制器获取电池4的需求功率P1和实际功率P2之间的功率差，并通过电池热管理控制器62根据功率差增加加热器的功率，其中，P1与P2的功率差越大，加热器的功率增加越多，以使电池的温度在预设时间t内升高至目标温。而如果P1小于或等于P2，则可以通过电池热管理控制器62减小加热器的加热功率以节省电能，或保持加热器的功率不变。当电池的温度达到第二设定温度，例如10℃时，则电池加热完成，通过电池热管理控制器62控制加热器停止进行加热。如果温度调节系统进入加热模式较长时间后，例如2小时后，电池的温度仍然低于10℃，则通过电池热管理控制器62适当增加加热器的功率，以使电池尽快完成升温。
进一步，根据本申请的一个实施例，如图12-13和如15-16所示，电池热管理模块包括设置在换热流路上的泵、第一温度传感器、第二温度传感器和流速传感器，泵、第一温度传感器、第二温度传感器和流速传感器与控制器连接；其中：泵用于使换热流路中的介质流动；第一温度传感器用于检测流入车载电池的介质的入口温度；第二温度传感器用于检测流出车载电池的介质的出口温度；流速传感器用于检测换热流路中的介质的流速，上述的方法还包括：如果需求功率P1小于或等于实际功率P2，则降低泵的转速或者保持泵的转速不变；如果需求功率P1大于实际功率P2，则提高泵的转速。
具体地，当温度调节系统进入加热模式或者冷却模式时，如果电池的P1小于或等于P2，则通过电池热管理控制器62控制泵的转速降低，以节省电能，或者保持泵的转速不变。而如果电池的P1大于P2，还可以通过电池热管理控制器62控制泵的转速提高，以增加单位时间内流经冷却流路横截面积的介质质量，从而提高电池的实际功率P2，以在目标时间t内实现温度调节。
根据本申请实施例的车载电池的温度调节方法，获取电池的温度调节需求功率，并获取电池的温度调节实际功率，再根据温度调节需求功率和温度调节实际功率控制半导体换热模块和/或车载空调进行调节，可以在车载电池温度过高时或过低对温度进行调节，使车载电池的温度维持在预设范围，避免发生由于温度过高或过低影响车载电池性能的情况。
此外，本申请还提出一种非临时性计算机可读存储介质，其上存储有计算机程序，该程序被处理器执行时实现上述的温度调节方法。
本申请实施例的非临时性计算机可读存储介质，获取电池的温度调节需求功率，并获取电池的温度调节实际功率，再根据温度调节需求功率和温度调节实际功率控制半导体换热模块和/或车载空调进行调节，可以在车载电池温度过高时或过低对温度进行调节，使车载电池的温度维持在预设范围，避免发生由于温度过高或过低影响车载电池性能的情况。
图18是根据本申请第九个实施例的车载电池的温度调节系统的结构示意图。如图18 所示，该车载电池的温度调节系统包括：车载空调2、车内冷却支路20、电池冷却支路30、半导体换热模块5、电池热管理模块1、控制器6。
其中，车载空调2用于为车内冷却支路20和电池冷却支路30提供制冷功率，电池冷却支路30与车载空调2相连，半导体换热模块5用于为车内冷却支路30和电池冷却支路10提供制冷功率，电池热管理模块1连接在电池冷却支路30与电池4之间，控制器用以获取电池的需求功率P1和实际功率P2，并根据电池的需求功率P1和实际功率P2对半导体换热模块5和车载空调2的功率进行调节
可选的，如图18所示，车载电池温度调节系统还包括空调风出风口和设置在空调风出风口的第一风机501。车载空调2包括压缩机201，电池冷却支路30包括换热器3，车内冷却支路20包括蒸发器21，半导体换热模块5包括冷却端和加热端和与加热端和半导体冷却端相连的风机(第四风机504和第五风机505)。半导体换热模块5的冷却端与车内冷却支路20对应。
具体地，如图18所示，车载空调包括压缩机201从冷凝器202。电池冷却支路30包括：换热器3、第二膨胀阀31和第二电子阀32。车内冷却支路20包括：蒸发器21、第一膨胀阀22和第一电子阀23。压缩机201从冷凝器202开始分成2个独立的冷却支路，分别为车内冷却支路20和电池冷却支路30。第一电子阀23和第二电子阀32分别用于控制车内冷却支路20和电池冷却支路30的开通和关闭。第一膨胀阀22和第二膨胀阀31可分别用于控制车内冷却支路20和电池冷却支路30的冷媒流量，以分别控制车内冷却支路20和电池冷却支路30的冷却功率。
电池冷却支路可包括2条支路，其中一个是车载空调，车载空调的冷媒流进换热器3，电池冷却管道中的介质流经换热器3后，温度下降，从而使电池温度下降。另一个是半导体换热模块和压缩机201，车内空气经过半导体换热器冷却端，温度下降，然后通过第四风机504向蒸发器21吹冷却风，使得蒸发器21温度下降，同时压缩机201的冷媒流进蒸发器21，经过半导体换热模块5冷却的车内空气流经蒸发器21，使得空气温度再次下降，然后经过第一风机501将冷却风吹向换热器3和空调出风口，使得换热器3的温度下降，电池温度下降。可以理解，空调出风口可以对应车厢设置，以使第一风机501将冷却风吹向车厢，车内空气温度下降，半导体进一步增强空调对车内的制冷效果。
车内冷却支路20的冷却功率主要有2个来源，一个是半导体换热模块5，另一个是压缩机201。压缩机201的冷媒流进蒸发器21，电池冷却管道中的介质流经换热器3后，温度下降，从而使电池温度下降。车内空气经过半导体换热器5冷却端，温度下降，然后通过第四风机504向蒸发器21吹冷却风，使得蒸发器21温度下降，同时冷媒流进蒸发器21，经过半导体换热模块5冷却的车内空气流经蒸发器21，使得空气温度再次下降，然后经过 第一风机501，将冷却风吹向换热器3，使得换热器3的温度下降，电池温度下降。
电池的制冷功率由车载空调和半导体换热模块提供，与车内制冷系统共用制冷量，温度调节系统的体积，制冷量的分配更为灵活，既可以满足车厢内冷却功率的需求，又可以满足电池的冷却需求。
当然，也可以通过半导体换热模块5为电池提供加热功率，当对电池进行加热时，可控制半导体换热模块5反向供电，冷却端和加热端位置交换，第一风机501可以将加热端的功率吹向换热器，以提供加热功率。
在对电池4进行温度调节时，控制器还实时获取电池的需求功率P1和实际功率P2，其中，需求功率P1即将电池的温度调节至设定的目标温度，需要提供给电池4的功率，实际功率P2即当前对电池进行温度调节时，电池4得到的实际功率，目标温度为设定值，可以根据车载电池的实际情况进行预设，例如，当对电池进行冷却，目标温度可以设置在35℃左右。同时，控制器根据需求功率P1和实际功率P2对车载空调/和或半导体换热模块的功率进行调节，例如，当对电池进行冷却时，如果P1大于P2，那么半导体换热模块5增大冷却功率，并控制第四风机504和第五风机505转速增加，使电池4尽快完成降温。由此，可以在车载电池温度过高时对温度进行调节，使车载电池的温度维持在预设范围，避免发生由于温度过高影响车载电池性能的情况，并且，电池的制冷功率由车载空调和半导体换热模块提供，与车内制冷系统共用制冷量，温度调节系统的体积，制冷量的分配更为灵活，既可以满足车厢内冷却功率的需求，又可以满足电池的冷却需求。
如图18所示，电池热管理模块1包括设置在换热流路上的泵12、第一温度传感器14、第二温度传感器15、流速传感器16；其中：泵12用于使换热流路中的介质流动；第一温度传感器14用于检测流入车载电池的介质的入口温度；第二温度传感器15用于检测流出车载电池的介质的出口温度；流速传感器16用于检测换热流路中的介质的流速。
可选的，如图18所示，电池热管理模块1还可以包括设置在换热流路上介质容器13，介质容器13用于存储及向换热流路提供介质。
下面结合具体的示例描述如何获取电池4的需求功率P1和实际功率P2。
根据本申请的一个实施例，控制器可以用于获取电池开启温度调节时的第一参数，并根据第一参数生成对电池进行温度调节的第一需求功率，以及获取电池在温度调节时的第二参数，并根据第二参数生成对电池进行温度调节的第二需求功率，并根据电池的第一需求功率和电池的第二需求功率生成电池的需求功率P1。
可选的，根据本申请的一个实施例，第一参数为电池4开启温度调节时的初始温度和目标温度以及从初始温度达到目标温度的目标时间t，获取初始温度和目标温度之间的第一温度差ΔT 1，并根据第一温度差ΔT 1和目标时间t生成第一需求功率。
可选的，通过以下公式(1)生成第一需求功率：
ΔT 1*C*M/t  (1)，
其中，ΔT 1为初始温度和目标温度之间的第一温度差，t为目标时间，C为电池4的比热容，M为电池4的质量。
第二参数为电池4在预设时间内的平均电流I，电池热管理模块1通过以下公式(2)生成第二需求功率：
I 2*R，  (2)，
其中，I为平均电流，R为电池4的内阻。
具体地，可通过电流霍尔传感器检测电池4的充放电电流参数电池管理控制器61可以根据一段时间内电池4的电流参数，估算电池4的平均电流。
当对电池4进行冷却时，P1＝ΔT 1*C*M/t+I 2*R；当对电池4进行加热时，P1＝ΔT 1*C*M/t-I 2*R。
根据本申请的一个实施例，控制器还根据电池的流路的入口温度和出口温度生成第二温度差ΔT 2，并根据电池的第二温度差ΔT 2和流路中介质的流速v生成电池的实际功率P2。
可选的，根据本申请的一个实施例，根据通过以下公式(3)生成实际功率P2：
ΔT 2*c*m，  (3)
其中，ΔT 2为第二温度差，c为流路中介质的比热容，m为单位时间内流过流路的横截面积的介质质量，其中，m＝v*ρ*s，v为介质的流速，ρ为介质的密度，s为流路的横截面积。
具体地，车辆上电后，电池管理控制器61根据电池温度判断电池是否需要进行温度调节，如果判断电池需要温度调节，则通过CAN通信向车载空调发送开启温度调节功能的信息，车载空调将该信息转发至电池热管理控制器62，电池热管理控制器62控制泵12以默认转速(如低转速)开始工作。
然后，电池热管理控制器62获取电池4的初始温度(即当前温度)、目标温度和从初始温度达到目标温度的目标时间t，其中目标温度和目标时间t可以根据实际情况进行预设，并根据公式(1)计算出电池4的第一需求功率。同时，电池热管理控制器62获取电池4在预设时间内的平均电流I，并根据公式(2)计算电池4的第二需求功率。然后，电池热管理控制器62根据电池4的第一需求功率和第二需求功率计算需求功率P1(即将电池4的温度在目标时间内调节至目标温度的需求功率)，其中，当对电池4进行冷却时，P1＝ΔT 1*C*M/t+I 2*R，当对电池4进行加热时，P1＝ΔT 1*C*M/t-I 2*R。并且，电池热管理控制器62分别获取第一温度传感器14和第二温度传感器15检测温度信息，并获取流速传感器16检测的流速信息，根据公式(3)计算出电池4的实际功率P2。最后，电池热管理控 制器62根据电池4的P1、P2通过控制半导体换热模块5或者车载空调或者加热器11的功率以精确控制电池4的加热功率/制冷功率。
根据本申请的一个实施例，控制器还可以用于获取电池的温度，并判断电池的温度是否大于第一温度阈值或者小于第二温度阈值，其中，当电池的温度大于第一温度阈值时，进入冷却模式；当电池的温度小于第二温度阈值时，进入加热模式，第一温度阈值大于第二温度阈值。其中，第一温度阈值和第二温度阈值可以根据实际情况进行预设，例如，第一温度阈值可以为40℃，第二温度阈值可以为0℃。
具体地，车辆上电后，电池管理控制器61实时获取电池的温度，并进行判断。如果电池的温度高于40℃，说明此时该电池4的温度过高，为避免高温对该电池4的性能产生影响，需要对电池4进行降温处理，温度调节系统进入冷却模式，控制控制第二电子阀32开启，半导体换热模块3工作。
而如果电池4的温度低于0℃，说明此时电池4的温度过低，为避免低温对电池4的性能产生影响，需要对电池4进行升温处理，温度调节系统进入加热模式，电池热管理控制器62控制加热器11开启，同时车载空调2保持第二电子阀32处于关闭状态，介质流向为：换热器3—加热器11(开启)—泵12—第一温度传感器14—电池4—第二温度传感器—15—流速传感器16—介质容器13—换热器3。通过加热器11加热冷却管道中的介质，以使介质与电池4进行热交换，完成电池的温度调节。
根据本申请的一个实施例，当为冷却模式时，控制器还用于在需求功率P1大于实际功率P2，获取需求功率P1和实际功率P2之间的功率差，以使半导体换热模块5根据功率差增加功率，以及在需求功率P1小于或等于实际功率P2，则减小半导体换热模块5的功率和/或减小压缩机的制冷功率，以节省电能，或保持半导体换热模块5和/或压缩机的功率不变。
具体地，当温度调节系统工作在冷却模式时，控制器获取电池4的需求功率P1和实际功率P2，并进行判断。如果电池4的P1大于P2，说明如果按照当前的制冷功率无法在目标时间内完成电池4的降温，所以，控制器根据功率差增加半导体换热模块5的功率和第四风机504、第五风机505的转速，以使电池4的温度在预设时间t内降低至目标温。而如果P1小于或等于P2，则可以减小半导体换热模块5的冷却功率和第四风机504、第五风机505的转速、压缩机的制冷功率以节省电能，或保持半导体换热模块5、压缩机的功率不变。当电池的温度低于35℃时，则电池4冷却完成，控制半导体换热模块5停止进行制冷和控制第二电子阀32关闭。如果温度调节系统进入冷却模式较长时间后，例如1小时后，电池4的温度仍然高于35℃，则再适当增加冷却功率和第四风机504、第五风机505的转速，以使电池4尽快完成降温。
根据本申请的一个实施例，如图18所示，电池热管理模块1还可以包括：设置在换热流路上加热器11，加热器11用于对换热流路中的介质进行加热。
具体地，可通过加热器11对介质进行加热，以在电池温度较低时对电池进行温度调节。加热器可以为PTC加热器，加热器不直接与电池接触，具有较高的安全性、可靠性和实用性。泵12主要用于提供动力，介质容器13主要用于存储介质和接受向温度调节系统添加的介质，当温度调节系统中的介质减少时，介质容器13中的介质可自动补充。第一温度传感器14用以检测电池流路入口介质的温度，第二温度传感器15用以检测电池流路出口介质的温度。流速传感器16用以检测温度调节系统中管道内介质的流速信息。
如图18所示，当为加热模式时，控制器6在需求功率P1大于实际功率P2时，获取需求功率P1和实际功率P2之间的温度差，并根据温度差增加加热器11的加热功率，以及在需求功率P1小于或等于实际功率P2时，保持加热器11的加热功率不变。
具体地，当温度调节系统工作在加热模式时，控制器获取电池4的需求功率P1和实际功率P2，并进行判断。如果电池4的P1大于P2，说明如果按照当前的加热功率无法在目标时间内完成电池4的升温，控制器获取电池4的需求功率P1和实际功率P2之间的功率差，并根据功率差增加加热器11和/或半导体换热模块5的功率，以使电池4的温度在预设时间t内升高至目标温。而如果P1小于或等于P2，则可以减小加热器11和/或半导体换热模块5的功率以节省电能，或保持加热器11和/或半导体换热模块5的功率不变。当电池的温度达到第二设定温度，例如10℃时，则电池4加热完成，电池管理控制器61通过CAN通信向电池热管理控制器62发送关闭温度调节功能的信息，以控制加热器11停止进行加热。如果温度调节系统进入加热模式较长时间后，例如2小时后，电池4的温度仍然低于10℃，则电池热管理控制器62适当增加加热器11的功率，以使电池4尽快完成升温。
进一步，根据本申请的一个实施例，如图18所示，控制器还用于在需求功率P1小于或等于实际功率P2时，降低泵12的转速或者保持泵12的转速不变，并在需求功率P1大于实际功率P2时，提高泵12的转速。
具体地，当温度调节系统进入加热模式或者冷却模式时，如果电池4的P1小于或等于P2，控制器则控制泵12的转速降低，以节省电能，或者保持泵12的转速不变。而如果电池4的P1大于P2，除增加或者加热器11的功率外，还可以控制泵12的转速提高，以增加单位时间内流经冷却流路横截面积的介质质量，从而提高电池4的实际功率P2，以在目标时间t内实现温度调节。
可以理解，车载空调可根据车厢气温情况，以及电池的需求功率P1和实际功率P2，调节各冷却支路的功率分配，从而平衡车内冷却和电池冷却的冷却需求。
当为冷却模式时，如果需求功率P1大于实际功率P2，则控制器还判断电池的温度是 否大于第一预设温度阈值；如果电池的温度大于或等于第一预设温度阈值，则控制器增加电池冷却支路的冷却液流量，并减小车内冷却支路的冷却液流量；如果电池的温度小于第一预设温度阈值，则控制器进一步判断车厢内温度是否达到空调设定温度，如果未达到空调设定温度，则增加车内冷却支路的冷却液流量，并减小电池冷却支路的冷却液流量。第一预设温度阈值可以为45℃。具体可通过调节第一膨胀阀的开度调节车内冷却支路的冷却液流量，通过调节第二膨胀阀的开度调节电池冷却支路的冷却液流量。
总结而言，如图18所示的系统，电池冷却功率为电池冷却支路30中的冷却功率(由压缩机提供，通过第二膨胀阀开度控制)，车内冷却功率为车内冷却支路20中的冷却功率(由压缩机提供，通过第一膨胀阀开度控制)。
1、当对电池进行冷却时，电池冷却与车内冷却初始功率分配：
设电池冷却需求功率为P1，电池实际冷却功率为P2，P3为半导体换热模块的最大冷却功率，P6为车内冷却功率，P7为压缩机最大冷却功率。
当电池冷却需求功率P1和车内冷却需求功率P6的功率之和≤P7，即P1+P6≤P7，则压缩机按照P1+P6制冷功率运行。且P1＜P7，P6＜P7。同时控制第一膨胀阀的开度，使得车内冷却功率为P6。控制第膨胀阀开度，使得电池冷却功率为P1。
当P7＜P1+P6≤P7+P3，Pe＝P1+P6-P7，Pf＝P1+P6-P 3，则压缩机按照最大制冷功率P7运行，半导体换热模块按照冷却功率Pe运行。电池冷却支路的冷却功率为P1，车内冷却支路功率＝P6。又或者半导体换气模块按照最大冷却功率P3运行，压缩机按照冷却功率Pf运行。同时控制第一膨胀阀的开度，使得车内冷却功率为P6。控制第膨胀阀开度，使得电池冷却功率为P1。
当P1+P6＞P7+P3，则判断电池温度是否大于45℃，如果大于45℃，则优先为电池冷却提供冷却功率，压缩机按照最大制冷功率P7运行，半导体换热模块按照最大冷却功率P3运行，同时提高风机转速。增大第二膨胀阀的开度，使得电池冷却支路的冷却功率为P1，减少第一膨胀阀的开度，使得车内冷却支路功率＝P7+P3-P1。如果判定电池温度不大于45℃，且车内温度还未达到设定温度，则优先为车内提供冷却功率，压缩机按照最大制冷功率P7运行，半导体换热模块按照最大冷却功率P3运行，同时提高风机转速。增大第一膨胀阀的开度，使得车内冷却支路的冷却功率为P6，减少第二膨胀阀的开度，使得电池冷却支路的冷却功率＝P7+P3-P6。如果车内温度已经达到设定温度，则优先满足电池的冷却功率。
电池冷却过程中功率分配：
如果P1＞P2，且Pc＝P1-P2，P1+P6+Pc＜P7，则压缩机按照增加制冷功率Pc，同时增大第二膨胀阀开度，提高水泵转速，以便提高电池冷却功率。
如果P1＞P2，且Pc＝P1-P2，P7＜P1+P6+Pc≤P7+P3，Pg＝P1+P6+Pc-P7，Ph＝P1+P6+Pc-P3，则压缩机按照最大制冷功率P7运行，半导体换气模块按照冷却功率Pg运行。或者压缩机按照制冷功率Ph运行，半导体换气模块按照最大冷却功率P3运行。又或者压缩机按照最大冷却功率P7运行，半导体换热模块增加冷却功率Pc。又或者压缩机增加冷却功率Pc，半导体换热模块按照最大冷却功率P3运行。又或者是压缩机冷却功率不变，半导体换热模块的冷却功率增加Pc。又或者压缩机冷却功率增加Pc，半导体换热模块的冷却功率不变。又或者压缩机冷却功率增加0.5*Pc，半导体换热模块冷却功率增加0.5Pc。又或者按照压缩机和半导体换热模块的最大冷却功率的比值各自按照比例增加冷却功率。同时控制第二膨胀阀开度增大，控制泵转速提高，风机转速提高，使得电池冷却支路的冷却功率增加Pc。
如果P1＞P2，Pc＝P1-P2，且P1+P6+Pc＞P7+P3，则压缩机按照最大冷却功率P5运行，同时半导体换热模块按照最大冷却功率P3运行，同时提高风机转速，提高泵转速，以提高换热功率。此时，判断电池温度是否大于45℃，如果大于45℃，则优先为电池冷却提供冷却功率，压缩机按照最大制冷功率P7运行，半导体换热模块按照最大冷却功率P3运行，同时提高风机转速。增大第二膨胀阀的开度，使得电池冷却支路的冷却功率为P1+Pc，减少第一膨胀阀的开度，使得车内冷却支路功率＝P7+P3-P1-Pc，同时控制泵转速提高，风机转速提高，使得电池冷却支路的冷却功率增加Pc。如果判定电池温度不大于45℃，且车内温度还未达到设定温度，则优先为车内提供冷却功率，压缩机按照最大制冷功率P7运行，半导体换热模块按照最大冷却功率P3运行，同时提高风机转速。增大第一膨胀阀的开度，使得车内冷却支路的冷却功率为P6，减少第二膨胀阀的开度，使得电池冷却支路的冷却功率＝P7+P3-P6。如果车内温度已经达到设定温度，则优先满足电池的冷却功率。
如果P1≤P2，且Pc＝P2-P1，则维持压缩机制冷功率不变，维持半导体换热模块的制冷功率不变，或者降低压缩机的制冷功率，降低半导体换热模块的冷却功率，或者减少第二膨胀阀的开度，或者降低泵转速，使得电池冷却支路的冷却功率下降Pc。
2、当对电池进行加热时，设电池加热需求功率为P1，电池实际加热功率为P2，P4为半导体换热模块的最大加热功率，P5为PTC加热器的最大加热功率。
如果P1≤P5，则PTC加热器按照加热功率P1为电池提供加热功率。
如果P1＞P5，且P1≤P5+P4，P1-P5＝Pd，则PTC加热器按照最大加热功率P5为电池提供加热功率，同时半导体换热模块按照加热功率Pd为电池提供加热功率，同时提高第四风机和第五风机转速，提高泵转速，以提高换热功率。如果P1＞P5，且P1＞P5+P4，则PTC加热器按照最大加热功率P5为电池提供加热功率，同时半导体换热模块按照最大加热功率P3为电池提供加热功率，同时提高第四风机和第五风机转速，提高泵转速，以提高换热功 率。
加热过程中，如果P1≤P2，且Pc＝P2-P1，则半导体换热模块减少加热功率Pc，降低第四风机和第五风机转速，或者PTC加热器加热功率减少Pc，同时降低泵转速，以节省电能。或者保持当前加热功率不变。
在加热过程中，如果P1＞P2，Pc＝P1-P2，且P1+Pc≤P5时，则PTC加热器增加加热功率Pc，同时控制泵转速提高，以便提高电池加热功率。
如果P1＞P2，Pc＝P1-P2，且P5＜P1+Pc≤P5+P4，Pi＝P1+Pc-P5，Pj＝P1+Pc-P4，则PTC加热器按照最大加热功率P5运行，半导体换热模块按照加热功率Pi运行。或者PTC加热器按照加热功率Pj运行，半导体换热模块按照最大加热功率P4运行。或者PTC加热器按照最大加热功率P5为电池提供加热功率，半导体换热模块增加加热功率Pc。又或者是加热器加热功率不变，半导体换热模块的加热功率增加Pc。又或者加热器加热功率增加Pc，半导体换热模块的加热功率不变。又或者PTC加热器加热功率增加0.5*Pc，半导体换热模块加热功率增加0.5Pc，又或者按照PTC加热器和半导体换热模块的最大加热功率的比值各自按照比例增加加热功率。同时提高第四风机和第五风机转速，同时提高泵转速，以提高换热功率，使得电池加热功率增加Pc。
如果P1＞P2，Pc＝P1-P2，且P1+Pc＞P5+P4，则PTC加热器按照最大加热功率P5为电池提供加热功率，同时半导体换热模块按照最大加热功率P4为电池提供加热功率，同时提高第四风机和第五风机转速，提高泵转速，以提高换热功率。
此外，如图19所示，本申请还提出一种车载电池的温度调节系统，其与图18所示的方案的区别是：图19中电池冷却支路30主要通过换热器3为电池4冷却提供制冷功率。而半导体换热模块未参与电池的温度调节。
图20为又一种车载电池的温度调节系统，压缩机201从冷凝器开始分成2个独立的冷却支路，分别为车内冷却支路20和电池冷却支路30。车内冷却支路20主要通过蒸发器21为车厢内的空间提供制冷功率，电池冷却支路30主要通过换热器3为电池冷却提供制冷功率。其中车内冷却支路的冷却功率主要有2个来源，其中一个是压缩机201，压缩机201的冷媒流进蒸发器21，车内空气流经蒸发器21使得空气温度下降，然后经过第四风机504，将冷却风吹向半导体换热模块5的冷却端，使得半导体换热模块5的冷却端温度下降；另一个是半导体换热模块5，车内空气经过蒸发器21冷却之后，温度下降，再经过半导体换热模块5的冷却端，温度再次下降，然后将冷却风吹向车内，使得车内空气温度下降。加热端通过第五风机505散热，并将热风吹向车外。
根据本申请实施例的车载电池的温度调节系统，通可以在车载电池温度过高时或过低对温度进行调节，使车载电池的温度维持在预设范围，避免发生由于温度过高影响车载电 池性能的情况。
图21是根据本申请第四个实施例的车载电池的温度调节方法的流程图。其中，如图18所示，车载空调、车内冷却支路、电池冷却支路、半导体换热模块和电池热管理模块，车载空调用于为车内冷却支路和电池冷却支路提供制冷功率，电池冷却支路与车载空调相连，电池热管理模块连接在电池冷却支路与电池之间，半导体换热模块用于为车内冷却支路和电池冷却支路提供制冷功率。如图21所示，所述方法包括以下步骤：
S1”，获取电池的需求功率P1。
可选的，根据本申请的一个实施例，通过电池管理控制器61获取电池的需求功率P1具体包括：通过电池管理控制器61获取电池的开启温度调节时的第一参数，并根据第一参数生成对电池进行温度调节的第一需求功率。通过电池管理控制器61获取电池在温度调节时的第二参数，并根据第二参数生成电池的第二需求功率。通过电池管理控制器61根据电池的第一需求功率和电池的第二需求功率生成电池的需求功率P1。
可选的，根据本申请的一个实施例，第一参数为电池开启温度调节时的初始温度和目标温度以及从初始温度达到所述目标温度的目标时间t，通过电池管理控制器61根据第一参数生成对电池进行温度调节的第一需求功率具体包括：通过电池管理控制器61获取初始温度和目标温度之间的第一温度差ΔT 1。根据第一温度差ΔT 1和目标时间t生成第一需求功率。
可选的，根据本申请的一个实施例，通过以下公式(1)生成第一需求功率：
ΔT 1*C*M/t，  (1)
其中，ΔT 1为初始温度和目标温度之间的第一温度差，t为目标时间，C为电池的比热容，M为电池的质量。
根据本申请的一个实施例，第二参数为电池电池在预设时间内的平均电流I，通过以下公式(2)生成电池的第二需求功率：
I 2*R，  (2)
其中，I为平均电流，R为电池的内阻。
其中，当对电池进行冷却时，P1＝ΔT 1*C*M/t+I 2*R；当对电池进行加热时，P1＝ΔT 1*C*M/t-I 2*R。
S2”，获取电池的实际功率P2。
根据本申请的一个实施例，通过电池热管理控制器62获取电池的实际功率P2具体包括：通过电池热管理控制器62获取用于调节电池温度的流路的入口温度和出口温度，并获取介质流入流路的流速v，以及根据电池的流路的入口温度和出口温度生成第二温度差ΔT 2，并根据电池的第二温度差ΔT 2和流速v生成实际功率P2。
可选的，根据本申请的一个实施例，进根据通过以下公式(3)生成实际功率P2：
ΔT 2*c*m，(3)
其中，ΔT 2为第二温度差，c为流路中介质的比热容，m为单位时间内流过流路的横截面积的介质质量，其中，m＝v*ρ*s，v为介质的流速，ρ为介质的密度，s为流路的横截面积。
S3”，根据需求功率P1和实际功率P2对半导体换热模块和/或车载空调的功率进行调节。
可选的，如图18所示，车载电池温度调节系统还包括空调风出风口和设置在空调风出风口的第一风机。
具体地，当电池的温度较高时，例如高于40℃时，车载电池的温度调节系统进入冷却模式，电池热管理模块和半导体换热模块正向供电(图18)，车载空调进行制冷工作。如果电池的温度低于0℃，说明此时电池的温度过低，为避免低温对电池的性能产生影响，需要对电池进行升温处理，温度调节系统进入加热模式，半导体控制器64控制半导体换热模块反向供电，冷却端和加热端位置交换，第一风机可以将加热端的功率吹向换热器，以提供加热功率。
在对电池进行温度调节时，通过电池管理控制器61获取电池的初始温度(即当前温度)、目标温度和从初始温度达到目标温度的目标时间t，其中目标温度和目标时间t可以根据实际情况进行预设，并根据公式(1)计算出第一需求功率。同时，通过电池管理控制器61获取电池在预设时间内的平均电流I，并根据公式(2)计算电池的第二需求功率。然后，通过电池管理控制器61根据电池第一需求功率和第二需求功率，计算电池的需求功率P1(即将电池的温度调节至目标温度的需求功率)。并且，通过电池热管理控制器62获取电池的入口温度和出口温度，并获取流流速信息，根据公式(3)计算出电池的实际功率P2。其中，需求功率P1为将电池的温度调节至设定的目标温度，需要提供给电池的功率，实际功率P2为当前对电池进行温度调节时，电池得到的实际功率，目标温度为设定值，可以根据车载电池的实际情况进行预设，例如，当对电池进行冷却，目标温度可以设置在35℃左右。然后，根据需求功率P1和实际功率P2对半导体换热模块和/或车载空调的功率进行调节。例如，当对电池进行冷却时，如果P1大于P2，那么控制器增大半导体换热模块和/或车载空调的功率冷却功率，并控制第四风机和第五风机转速增加，使电池尽快完成降温。由此，可以在车载电池温度过高时对温度进行调节，使车载电池的温度维持在预设范围，避免发生由于温度影响车载电池性能的情况。且电池热温度调节系统的制冷功率由车载空调和半导体换热模块提供，与车内制冷系统共用制冷量，温度调节系统的体积，制冷量的分配更为灵活，既可以满足车厢内冷却功率的需求，又可以满足电池的冷却需求。
根据本申请的一个实施例，如图18所示，设置在换热流路上的泵、第一温度传感器、第二温度传感器、流速传感器；其中：泵用于使换热流路中的介质流动；第一温度传感器用于检测流入车载电池的介质的入口温度；第二温度传感器用于检测流出车载电池的介质的出口温度；流速传感器用于检测换热流路中的介质的流速。
可选的，如图18所示，电池热管理模块还可以包括设置在换热流路上介质容器，介质容器用于存储及向换热流路提供介质。
根据本申请的一个实施例，上述的温度调节方法还可以包括：获取电池的温度，并判断电池的温度是否大于第一温度阈值；当电池的温度大于第一温度阈值时，进入冷却模式；当电池的温度小于或等于第一温度阈值时，继续判断电池的温度是否小于第二温度阈值；当电池的温度小于第二温度阈值时，进入加热模式，其中，所述第一温度阈值大于所述第二温度阈值。第一温度阈值和第二温度阈值可以根据实际情况进行预设，例如，第一温度阈值可以为40℃，第二温度阈值可以为0℃。
具体地，车辆上电后，通过电池管理控制器61实时获取电池的温度，并进行判断。如果电池的温度高于40℃，说明此时该电池的温度过高，为避免高温对该电池的性能产生影响，需要对电池进行降温处理，温度调节系统进入冷却模式，控制车载空调进行制冷，半导体换热模块正向供电。
而如果电池的温度低于0℃，说明此时电池4的温度过低，为避免低温对电池的性能产生影响，需要对电池进行升温处理，温度调节系统进入加热模式，半导体控制器64控制半导体换热模块反向供电。
可选的，当为冷却模式时，根据需求功率P1和实际功率P2对半导体换热模块和/或车载空调的功率进行调节具体包括具体包括：判断需求功率P1是否大于实际功率P2；如果需求功率P1大于实际功率P2，则获取需求功率P1和实际功率P2之间的功率差，并根据功率差增加半导体换热模块和/或压缩机的功率；如果需求功率P1小于或等于实际功率P2，则减小半导体换热模块的功率和/或减小压缩机的制冷功率，或保持半导体换热模块和/或压缩机的功率不变。
具体地，具体地，当温度调节系统工作在冷却模式时，通过控制器获取电池的需求功率P1和实际功率P2，并进行判断。如果电池的P1大于P2，说明如果按照当前的制冷功率无法在目标时间内完成电池的降温，所以，控制器获取电池的需求功率P1和实际功率P2之间的功率差，并通过半导体控制器64根据功率差增加半导体换热模块却功率和第四风机、第五风机的转速，以使电池的温度在预设时间t内降低至目标温。而如果P1小于或等于P2，则可以减小半导体换热模块的功率和第四风机、第五风机的转速，和/或通过车载空调控制器63减小压缩机的制冷功功率，以节省电能，或保持半导体换热模块和或压缩机 的的功率不变。当电池的温度低于35℃时，则电池冷却完成，通过半导体控制器64控制半导体换热模块停止进行制冷。如果温度调节系统进入冷却模式较长时间后，例如1小时后，电池的温度仍然高于35℃，则通过半导体控制器64再适当增加半导体换热模块冷却功率和第四风机、第五风机的转速，以使电池尽快完成降温。
如图18所示，当温度调节系统为冷却模式时，如果需求功率P1大于实际功率P2，则判断电池的温度是否大于第一预设温度阈值；如果电池的温度大于或等于第一预设温度阈值，则增加电池冷却支路的冷却液流量，并减小车内冷却支路的冷却液流量；当如果电池的温度小于第一预设温度阈值，则进一步判断车厢内温度是否达到空调设定温度；如果未达到空调设定温度，则增加车内冷却支路的冷却液流量，并减小电池冷却支路的冷却液流量。具体可以通过调节第一膨胀阀的开度调节车内冷却支路的冷却液流量，通过调节第二膨胀阀的开度调节电池冷却支路的冷却液流量。
根据本申请的一个实施例，如图18所示，电池热管理模块还包括加热器，加热器与控制器连接，用于加热换热流路中的介质，当为加热模式时，上述方法还可以包括：判断需求功率P1是否大于实际功率P2；如果需求功率P1大于实际功率P2，则获取需求功率P1和实际功率P2之间的功率差，并根据功率差增加用于加热器的加热功率和/或半导体换热模块的功率；如果需求功率P1小于或等于实际功率P2，则保持加热器的加热功率不变，或者减小加热器和/或半导体换热模块的加热功率。
具体地，当温度调节系统工作在加热模式时，通过控制器获取电池的需求功率P1和实际功率P2，并进行判断。如果电池的P1大于P2，说明如果按照当前的加热功率无法在目标时间内完成电池的升温，通过控制器获取电池4的需求功率P1和实际功率P2之间的功率差，并根据功率差增加加热器和/或半导体换热模块的功率，以使电池的温度在预设时间t内升高至目标温。而如果P1小于或等于P2，则可以通过控制器减小加热器和/或半导体换热模块的加热功率以节省电能，或保持加热器的功率不变，或保持导体换热模块的功率不变。当电池的温度达到第二设定温度，例如10℃时，则电池加热完成，通过控制器控制加热器停止进行加热。如果温度调节系统进入加热模式较长时间后，例如2小时后，电池的温度仍然低于10℃，则适当增加加热器的功率，以使电池尽快完成升温。
进一步，根据本申请的一个实施例，如图18所述，电池热管理模块包括设置在换热流路上的泵、第一温度传感器、第二温度传感器和流速传感器，泵、第一温度传感器、第二温度传感器和流速传感器与控制器连接；其中：泵用于使换热流路中的介质流动；第一温度传感器用于检测流入车载电池的介质的入口温度；第二温度传感器用于检测流出车载电池的介质的出口温度；流速传感器用于检测换热流路中的介质的流速，上述的方法还包括：如果需求功率P1小于或等于实际功率P2，则降低泵的转速或者保持泵的转速不变；如果 需求功率P1大于实际功率P2，则提高泵的转速。
具体地，当温度调节系统进入加热模式或者冷却模式时，如果电池的P1小于或等于P2，则通过电池热管理控制器62控制泵的转速降低，以节省电能，或者保持泵的转速不变。而如果电池的P1大于P2，除通过半导体控制器64控制半导体换热模块增加，或者通过电池热管理控制器62控制加热器的功率增加外，还可以通过电池热管理控制器62控制泵的转速提高，以增加单位时间内流经冷却流路横截面积的介质质量，从而提高电池的实际功率P2，以在目标时间t内实现温度调节。
根据本申请实施例的车载电池的温度调节方法，可以根据每个电池的实际状态精确控制每个的电池的加热功率和冷却功率，在电池温度过高时或者过低时对温度进行调节，使电池的温度维持在预设范围，避免发生由于温度影响车载电池性能的情况。
此外，本申请还提出一种非临时性计算机可读存储介质，其上存储有计算机程序，该程序被处理器执行时实现上述的温度调节方法。
在本申请的实施例中，车载空调通过所述空调出风口和第一风道对所述换热器进行换热，所述车载空调通过所述空调出风口和第四风道对所述车厢进行换热。所述半导体换热模块通过第二风道和第一风机对所述换热器进行换热。所述半导体换热模块通过第三风道对所述车厢进行换热。车载空调通过所述空调出风口和第二风道对所述半导体换热模块进行换热后，所述半导体换热模块通过第三风道对所述车厢进行换热。所述车载空调通过所述空调出风口、第四风道、车厢和第三风道对所述半导体换热模块进行换热后，所述半导体换热模块通过第二风道和第一风机对所述换热器进行换热。车载空调通过所述空调出风口和第一风道对所述换热器进行换热，且所述半导体换热模块通过第二风道和第一风机对所述换热器进行换热。
本申请实施例的非临时性计算机可读存储介质，可以获取电池的温度调节需求功率和温度调节实际功率，然后根据温度调节需求功率和温度调节实际功率对半导体换热模块和/或车载空调的功率进行调节，以在车载电池温度过高或过低时对温度进行调节，使车载电池的温度维持在预设范围，避免发生由于温度过高影响车载电池性能的情况。
在本申请的描述中，需要理解的是，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的限制。
此外，术语“第一”、“第二”仅用于描述目的，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。由此，限定有“第一”、“第二”的特征可以明示或者隐 含地包括至少一个该特征。在本申请的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
在本申请中，除非另有明确的规定和限定，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；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，除非另有明确的限定。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中的具体含义。
在本申请中，除非另有明确的规定和限定，第一特征在第二特征“上”或“下”可以是第一和第二特征直接接触，或第一和第二特征通过中间媒介间接接触。而且，第一特征在第二特征“之上”、“上方”和“上面”可是第一特征在第二特征正上方或斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”可以是第一特征在第二特征正下方或斜下方，或仅仅表示第一特征水平高度小于第二特征。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
尽管上面已经示出和描述了本申请的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本申请的限制，本领域的普通技术人员在本申请的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (15)

  1. 一种车载电池的温度调节系统，其特征在于，包括：
    换热器；
    车载空调，所述车载空调具有空调出风口，所述空调出风口与所述换热器之间形成有第一风道，所述第一风道中设置有第一风机，所述第一风机和所述换热器对应设置；
    半导体换热模块，所述半导体换热模块的冷却端与第一风机之间形成有第二风道，所述半导体换热模块的冷却端与车厢之间形成有第三风道；
    电池热管理模块，所述电池热管理模块与所述换热器连接形成换热流路；
    控制器，与所述半导体换热模块、所述电池热管理模块及所述车载空调连接。
  2. 如权利要求1所述的车载电池的温度调节系统，其特征在于，所述车载空调包括设置在所述第一风道中的第一调节阀。
  3. 如权利要求1所述的车载电池的温度调节系统，其特征在于，
    所述空调出风口与所述车厢之间形成有第四风道，所述车载空调还包括设置在所述第四风道中的第二调节阀和第二风机。
  4. 如权利要求1所述的车载电池的温度调节系统，其特征在于，所述半导体换热模块还包括设置在所述第二风道中的与所述半导体换热模块的冷却端对应设置的第三风机和第三调节阀。
  5. 如如权利要求1所述的车载电池的温度调节系统，其特征在于，所述车载空调通过所述空调出风口和第一风道对所述换热器进行换热。
  6. 如权利要求3所述的车载电池的温度调节系统，其特征在于，所述车载空调通过所述空调出风口和第四风道对所述车厢进行换热。
  7. 如权利要求1所述的车载电池的温度调节系统，其特征在于，所述半导体换热模块通过第二风道和第一风机对所述换热器进行换热。
  8. 如权利要求1所述的车载电池的温度调节系统，其特征在于，所述半导体换热模块通过第三风道对所述车厢进行换热。
  9. 如权利要求1所述的车载电池的温度调节系统，其特征在于，所述车载空调通过所述空调出风口和第二风道对所述半导体换热模块进行换热后，所述半导体换热模块通过第三风道对所述车厢进行换热。
  10. 如权利要求3所述的车载电池的温度调节系统，其特征在于，所述车载空调通过所述空调出风口、第四风道、车厢和第三风道对所述半导体换热模块进行换热后，所述半导体换热模块通过第二风道和第一风机对所述换热器进行换热。
  11. 如权利要求1所述的车载电池的温度调节系统，其特征在于，所述车载空调通过所述空调出风口和第一风道对所述换热器进行换热，且所述半导体换热模块通过第二风道和第一风机对所述换热器进行换热。
  12. 如权利要求1-11中任一项所述的车载电池温度调节系统，其特征在于，还包括与所述控制器电连接的电池状态检测模块，所述电池状态检测模块用于检测所述车载电池的电流。
  13. 如权利要求1所述的车载电池的温度调节系统，其特征在于，所述电池热管理模块包括设置在所述换热流路上的泵、第一温度传感器、第二温度传感器和流速传感器，所述泵、第一温度传感器、第二温度传感器和流速传感器与所述控制器连接；其中：
    所述泵用于使所述换热流路中的介质流动；
    所述第一温度传感器用于检测流入所述车载电池的介质的入口温度；
    所述第二温度传感器用于检测流出所述车载电池的介质的出口温度；
    所述流速传感器用于检测所述换热流路中的介质的流速。
  14. 如权利要求13所述的车载电池的温度调节系统，其特征在于，所述电池热管理模块还包括设置在所述换热流路上的介质容器，所述介质容器用于存储及向所述换热流路提供介质。
  15. 如权利要求13所述的车载电池的温度调节系统，其特征在于，所述电池热管理模块还包括加热器，所述加热器与所述控制器连接，用于加热所述换热流路中的介质。
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