Movable battery system

Abstract

The removable battery system of the present invention, which is configured separately from a main battery system provided in a host vehicle, performs independent charging and discharging of an auxiliary battery and thermal management to increase the maximum total mileage of the host vehicle. The battery system includes: a battery providing power for driving a host vehicle; a first coolant line connecting the battery, the power conversion module, the radiator, and the water pump; a second coolant line branched from the first coolant line; and a third coolant line branched from the second coolant line. The battery system also includes a first coolant control valve disposed at a branch point of the second coolant line, a second coolant control valve disposed at a branch point of the third coolant line, and a controller controlling operation modes of the first coolant control valve and the second coolant control valve.

Description

Technical Field

[0001] The present disclosure relates to a mobile battery system, and more particularly to a mobile battery system that can be selectively connected to a vehicle. Background Art

[0002] In recent years, the demand for electric vehicles has been expanding, and this expansion in demand is expected to continue in the future.

[0003] In the case of electric vehicles, it is desirable to install large-capacity batteries to increase the maximum overall mileage of such electric vehicles (i.e., the maximum distance the electric vehicle battery can travel on a single charge), but in the case of small electric vehicles, installing large-capacity batteries is difficult because battery space is relatively insufficient.

[0004] In addition, since an increase in battery capacity leads to an increase in vehicle production cost, when a battery having a capacity greater than a basic capacity is mounted on a vehicle, the production cost increases.

[0005] Therefore, only when it is necessary to extend the maximum total mileage of the vehicle, such as when traveling a long distance, an auxiliary battery can be installed in the electric vehicle and connected to the main battery. In addition, the capacity of the main battery installed in the electric vehicle is set to a basic capacity capable of performing a basic maximum total mileage.

[0006] However, typically, the auxiliary battery is simply connected and mounted on a vehicle equipped with a main battery, and there is no dedicated thermal management circuit to improve the performance of the auxiliary battery.

[0007] The statements in this Background section merely provide background information related to the present disclosure and may not constitute prior art. Summary of the invention

[0008] The present disclosure takes the above problems into consideration and aims to provide a mobile battery system that performs independent charging and discharging and thermal management on an auxiliary battery to increase the maximum total mileage of a main vehicle. In particular, the auxiliary battery is configured separately from a main battery system provided in the main vehicle.

[0009] The objects of the present disclosure are not limited to the above objects, and other objects of the present disclosure not mentioned above may be clearly understood by those skilled in the art from the following description.

[0010] In order to achieve the above-mentioned purpose, the present disclosure provides a mobile battery system, which includes: an auxiliary vehicle that can be connected to a main vehicle, and a battery system installed on the auxiliary vehicle. In particular, the battery system installed on the auxiliary vehicle includes: a battery that provides power for driving the main vehicle; a first coolant line that connects the battery, the power conversion module, the radiator and the water pump so that the coolant circulates through the first coolant line; and a second coolant line that branches from the first coolant line between the radiator and the power conversion module and is connected to the first coolant line between the radiator and the water pump. The battery system also includes: a third coolant line that branches from the second coolant line and is connected to the first coolant line between the battery and the power conversion module, and selectively allows the coolant to flow to a thermal management module for thermal management of the battery. The battery system also includes: a first coolant control valve that is set at a branch point of the second coolant line and controls the flow of the coolant; a second coolant control valve that is set at a branch point of the third coolant line and controls the flow of the coolant; and a controller that controls the operation mode of the first coolant control valve and the second coolant control valve.

[0011] According to one embodiment of the present disclosure, the first coolant control valve may include: a first port connected to the front end of the radiator, a second port connected to the rear end of the power conversion module, and a third port connected to the front end of the water pump. The second coolant control valve includes: a fourth port connected to the rear end of the thermal management module, a fifth port connected to the front end of the water pump, and a sixth port connected to the third port. In addition, the thermal management module may include: a heater that selectively heats the coolant delivered from the battery; and a cooler that cools the coolant by heat exchange with the refrigerant.

[0012] Furthermore, according to one embodiment of the present disclosure, the cooler may be connected to the electric compressor, the external condenser, and the electronic expansion valve through a refrigerant line, and the external condenser may deliver the refrigerant heat-exchanged with the external air to the front end of the cooler.

[0013] In addition, the battery is characterized in that it is cooled through the cooler and the radiator by a first coolant control valve controlled to open the first port and the second port and close the third port, and a second coolant control valve controlled to open the fourth port and the fifth port and close the sixth port.

[0014] In addition, an electronic expansion valve may be provided at the front end of the cooler and may be controlled to cool the refrigerant delivered from the external condenser by decompressing the refrigerant.

[0015] Furthermore, the battery may be cooled through the radiator by the first coolant control valve controlled to open the first port and the second port and close the third port, and the second coolant control valve controlled to close at least the fifth port.

[0016] In addition, the temperature of the battery can be increased by the heat generated by the power conversion module, by a first coolant control valve controlled to close the first port and open the second and third ports, and a second coolant control valve controlled to close the fourth port and open the fifth and sixth ports.

[0017] In addition, the temperature of the battery can be increased by the heat generated by the power conversion module and by driving the heater, by a first coolant control valve controlled to close the first port and open the second port and the third port, and by a second coolant control valve controlled to open the fourth port, the fifth port and the sixth port.

[0018] According to the present disclosure, the battery can be independently thermally managed and charged and discharged by a thermal management module and a power conversion module that are provided separately from a main battery system mounted on a host vehicle.

[0019] Furthermore, according to the present disclosure, by controlling the flow of the coolant through the coolant control valve according to the external temperature condition, the battery can be cooled or heated within the optimal temperature range, thereby maintaining the battery temperature within the optimal temperature range.

[0020] The effects of the present disclosure are not limited to the above-mentioned effects, and a person of ordinary skill in the art should clearly understand other effects not mentioned in the present disclosure through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The above and other objects, features and other advantages of the present disclosure will be more clearly understood when the following detailed description is made in conjunction with the accompanying drawings, in which:

[0022] Figure 1 is a schematic diagram showing a state in which a mobile battery system according to an embodiment of the present disclosure is connected to a host vehicle;

[0023] Figure 2 is a top view showing a component arrangement structure of a mobile battery system according to an embodiment of the present disclosure;

[0024] Figure 3 is a side view showing a component arrangement structure of a mobile battery system according to an embodiment of the present disclosure;

[0025] Figure 4 is a view showing a circuit configuration of an auxiliary battery system according to an embodiment of the present disclosure; and

[0026] Figures 5 to 8 are views respectively illustrating coolant flow paths according to operation modes of the auxiliary battery system in the embodiment of the present disclosure. DETAILED DESCRIPTION

[0027] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. The contents included in the accompanying drawings are schematically illustrated to facilitate explanation of some embodiments of the present disclosure and may be different from actual implementations.

[0028] In addition, terms such as "first" and "second" may be used to describe various components in this specification, but the above components are not limited by the above terms. These terms are used to distinguish one component from other components. For example, without departing from the scope of rights under the concept of the present disclosure, a first component may be referred to as a second component, and a second component may be referred to as a first component.

[0029] In addition, unless otherwise specified, terms such as "front", "rear", "upstream", "downstream", "outlet" and "inlet" in this specification are based on the flow direction of a fluid such as a coolant or a refrigerant. When a component, device, element, etc. of the present disclosure is described as having a purpose or performing an operation, function, etc., the component, device or element should be considered herein to be "configured to" meet the purpose or perform the operation or function.

[0030] According to one embodiment of the present disclosure, Figure 1 As shown, the mobile battery system includes: an auxiliary vehicle 20 connected to a main vehicle 10 ; and an auxiliary battery system 100 mounted on the auxiliary vehicle 20 .

[0031] The host vehicle 10 is provided with a drive motor 12 as its driving propulsion source, a main battery 16 that supplies power to the drive motor 12, and a main battery system 14 including the main battery 16. The main battery system 14 is configured to perform thermal management of the main battery 16.

[0032] The host vehicle 10 may be selectively connected to the auxiliary vehicle 20 to increase the maximum overall driving range of the host vehicle.

[0033] The auxiliary vehicle 20 is not provided with a separate driving source such as an internal combustion engine or a motor, and can be driven by being mechanically connected to the main vehicle 10. In other words, the auxiliary vehicle 20 may not be actively driven, but may be towed by the main vehicle 10 to be passively driven. To this end, the auxiliary vehicle 20 is provided with at least one pair of wheels 26. The auxiliary vehicle 20 may be a trailer type towed by the main vehicle 10.

[0034] Reference Figure 1 The auxiliary vehicle 20 may include: a vehicle body 22 having an inner space in which the auxiliary battery system 100 is installed; and a cover 24 for opening and closing the inner space of the vehicle body 22 .

[0035] The auxiliary battery system 100 is configured to construct a circuit independent of the main battery system 14 and perform independent thermal management. For example, the auxiliary battery system 100 can independently perform thermal management such as cooling and heating of the auxiliary battery 110 regardless of the main battery system 14.

[0036] The auxiliary battery 110 may be electrically connected to the main battery 16, or electrically connected to the drive motor 12, to be used as a power source for driving and traveling the main vehicle 10. For example, when the auxiliary vehicle 20 is connected to the main vehicle 10 through a mechanical connector, the auxiliary battery 110 may be connected to the main battery 16 through a separate electrical connection method.

[0037] Below, refer to Figures 2 to 8 , a movable battery system according to an embodiment of the present disclosure is described in more detail.

[0038] Figure 2 and Figure 3 1 is a top view and a side view showing a component arrangement structure of an auxiliary battery system 100 arranged in a vehicle body 22 of an auxiliary vehicle 20, Figure 4 is a diagram showing a circuit configuration of the auxiliary battery system 100, Figures 5 to 8 are views respectively showing coolant flow paths according to operation modes of the auxiliary battery system 100 .

[0039] Furthermore, it should be noted that “battery 110 ” means the auxiliary battery 110 , “vehicle 20 ” means the auxiliary vehicle 20 , and “battery system 100 ” means the auxiliary battery system 100 , unless otherwise specified.

[0040] The battery system 100 includes a battery 110 and components for thermal management and power conversion of the battery 110 .

[0041] Reference Figure 2 and Figure 3 , all components of the battery system 100 except the battery 110 can be centrally arranged in the front part of the vehicle body 22. This is to make the center of gravity of the vehicle 20 located in the front based on the rotation center of the wheel 26, thereby ensuring driving stability, for example, to reduce the fluctuation of the vehicle 20 caused by the lateral yaw force. At this time, the battery 110 is completely arranged in the lower space of the vehicle body 22, and the other components except the battery 110 are arranged in the upper space of the vehicle body 22.

[0042] The battery system 100 may allow the rear space of the vehicle 20 to be used as a multi-purpose space by concentrating components other than the battery 110 at the front of the vehicle 20 .

[0043] In addition, in the battery system 100, the radiator 130 and the external condenser 210 for cooling the battery 110 are arranged at the front of the vehicle body 22, and are also arranged to one side biased to the left and right sides of the vehicle body 22. This is to allow the radiator 130 and the external condenser 210 to cool the coolant and the refrigerant by utilizing the inflow of the side-driving wind. Since the auxiliary vehicle 20 is located at the rear of the main vehicle 10 and is towed, it is not easy to obtain the inflow of the driving wind. Therefore, the inflow of the driving wind is facilitated by the unilateral arrangement of the radiator 130 and the external condenser 210. In addition, at least a portion of the radiator 130 and the external condenser 210 is located and exposed to the outside of the vehicle body 22, so that the inflow of outside air is possible.

[0044] In addition, the components required for the refrigerant cycle among the components of the battery system 100 may be disposed on opposite sides of the radiator 130 and the external condenser 210. This is to facilitate the configuration of the refrigerant circuit by solving the problem of excessive component density and ensuring a gap with the external condenser 210. The components for the refrigerant cycle may include an electric compressor 200 and an accumulator 230.

[0045] For example, when the radiator 130 and the exterior condenser 210 are disposed on the left side, the electric compressor 200 and the accumulator 230 may be disposed on the right side.

[0046] Reference Figure 4 The battery system 100 includes: a thermally managed battery 110, a cooled power conversion module 120, coolant lines 171, 172, 173 through which a coolant for cooling them circulates, and a refrigerant line 240 through which a refrigerant for heat exchange with the coolant circulates.

[0047] The battery 110 is a main component for supplying power to the main vehicle 10 , and needs to maintain an optimal temperature to improve its performance. The optimal temperature range is about 15° C. to 38° C. to improve the charging and discharging performance of the battery 110 .

[0048] The power conversion module 120 is a component for converting and controlling power discharged from and charged into the battery 110 and needs to cool heat generated during its operation. For normal operation, the power conversion module 120 needs to be cooled to about 100° C. or less.

[0049] In one embodiment, the power conversion module 120 includes an integrated charging control unit (ICCU) 121 for converting and controlling the charging power of the battery 110, and a bidirectional high-voltage DC converter (BHDC) 122 for converting the input and output power of the battery 110. The ICCU 121 and the BHDC 122 are connected in series through a first coolant line 171.

[0050] The battery 110 and the power conversion module 120 are connected so that the coolant can circulate through the first coolant line 171, and are also connected to the radiator 130, the reservoir tank 140, and the electric water pump 150. In other words, the battery 110, the power conversion module 120, the radiator 130, the reservoir tank 140, and the electric water pump 150 are connected in series through the first coolant line 171 so that the coolant can circulate.

[0051] The water pump 150 is driven and controlled by the controller 250 and is configured to circulate the coolant stored and recovered in the storage tank 140 to the first coolant line 171. The coolant delivered from the water pump 150 first flows into the battery 110. The controller 250 is a battery system controller that performs overall control of the battery system 100.

[0052] The radiator 130 is disposed at the rear end and downstream of the battery 110 and the power conversion module 120 in the first coolant line 171, and at the front end and upstream of the storage tank 140 and the water pump 150. The radiator 130 is used to cool the coolant heated while passing through the battery 110 and the power conversion module 120. The radiator 130 may cool the coolant by exchanging heat with the outside air.

[0053] The second coolant line 172 and the third coolant line 173 are branched and provided in the first coolant line 171 .

[0054] The second coolant line 172 is branched from the first coolant line 171 between the radiator 130 and the battery 110 and connected to the first coolant line 171 between the radiator 130 and the water pump 150. Specifically, a first end of the second coolant line 172 is connected to the first coolant line 171 between the power conversion module 120 and the radiator 130, and a second end of the second coolant line 172 is connected to the first coolant line 171 between the storage tank 140 and the water pump 150. In other words, the second coolant line 172 is connected to the front end of the radiator 130 and the rear end of the storage tank 140 so that the coolant can flow.

[0055] The third coolant line 173 is branched from the second coolant line 172 and connected to the first coolant line 171 between the battery 110 and the power conversion module 120. That is, a first end of the third coolant line 173 is connected to a middle point of the second coolant line 172, and a second end of the third coolant line 173 is connected to the first coolant line 171 between the rear end of the battery 110 and the front end of the power conversion module 120.

[0056] The third coolant line 173 is connected to the thermal management module 160 for thermal management of the battery 110 and is configured to selectively flow and circulate the coolant. To this end, the first coolant control valve 180 and the second coolant control valve 190 are respectively provided at the branch point of the first coolant line 171 and the branch point of the second coolant line 172.

[0057] The thermal management module 160 manages the temperature of the battery 110, and includes a cooler 161 and a heater 162. The cooler 161 and the heater 162 are connected in series through a third coolant line 173 to enable the coolant to flow.

[0058] The cooler 161 as a cooling device using a refrigerant is configured to allow the coolant and the refrigerant to exchange heat with each other when passing through. The coolant passing through the cooler 161 can be cooled by heat exchange with the refrigerant, and the battery 110 and the power conversion module 120 can be cooled by the coolant cooled by the cooler 161.

[0059] The heater 162, which is an electrically heated heat riser, is configured to directly heat and transport the coolant passing through the heater 162. The heater 162 is controlled by the controller 250 to selectively heat the coolant.

[0060] Reference Figure 4 , the first coolant control valve 180 is installed at a branch point where the second coolant line 172 branches from the first coolant line 171, and the second coolant control valve 190 is installed at a branch point where the third coolant line 173 branches from the second coolant line 172. That is, the first end of the second coolant line 172 is connected to the first coolant line 171 through the first coolant control valve 180, and the first end of the third coolant line 173 is connected to the second coolant line 172 through the second coolant control valve 190.

[0061] The first coolant control valve 180 includes a first port 181 connected to the front end of the radiator 130, a second port 182 connected to the rear end of the power conversion module 120, and a third port 183 connected to the front end of the water pump 150. The first port 181 is connected to the front end of the radiator 130 through the first coolant line 171, and is selectively opened by the control of the controller 250 so that the coolant is delivered. The second port 182 is connected to the rear end of the power conversion module 120 through the first coolant line 171, and is selectively opened by the control of the controller 250 so that the coolant flows in. The third port 183 is connected to the first coolant line 171 between the radiator 130 and the water pump 150 through the second coolant line 172 and the second coolant control valve 190.

[0062] The second coolant control valve 190 includes a fourth port 191 connected to the rear end of the thermal management module 160, a fifth port 192 connected to the front end of the water pump 150, and a sixth port 193 connected to the third port 183. The fourth port 191 is connected to the rear end of the thermal management module 160 through the third coolant line 173, and when the controller 250 opens the fourth port, the coolant flows in. The fifth port 192 is connected to the first coolant line 171 at the front end of the water pump 150 through the second coolant line 172, and when opened by the controller 250, the coolant is delivered. The sixth port 193 is connected to the third port 183 through the second coolant line 172, and when opened by the controller 250, the coolant is delivered to the third port 183.

[0063] Each port 181, 182, 183 of the first coolant control valve 180 and each port 191, 192, 193 of the second coolant control valve 190 is selectively opened and closed by the control of the controller 250, and when opened, the coolant can flow in and out. In other words, the coolant flow of the coolant lines 171, 172, 173 is controlled by the controller 250 to control the operation mode of the first coolant control valve 180 and the second coolant control valve 190. A three-way valve can be applied to the coolant control valves 180, 190.

[0064] Meanwhile, the refrigerant line 240 connected to the cooler 161 connects the electric compressor 200, the external condenser 210, and the electronic expansion valve 220 in series so that the refrigerant can circulate and flow through the refrigerant line 240. In other words, the refrigerant line 240 connects the electric compressor 200, the external condenser 210, the electronic expansion valve 220, the cooler 161, and the accumulator 230 in series.

[0065] The electric compressor 200 is configured to compress and circulate the refrigerant in the refrigerant line 240. The refrigerant delivered from the compressor 200 is supplied to the external condenser 210 located at the rear end of the compressor 200.

[0066] The exterior condenser 210 is configured to dissipate heat and cool the refrigerant by heat exchange with the outside air while the refrigerant passes and flows. The refrigerant delivered from the exterior condenser 210 flows into the electronic expansion valve 220 located at the rear end of the exterior condenser 210 .

[0067] An expansion valve 220 that cools the refrigerant while expanding the refrigerant by reducing the refrigerant pressure is installed in the refrigerant line 240 between the cooler 161 and the external condenser 210. The expansion valve 220 is configured to adjust the opening amount of the refrigerant flow path in the valve via the controller 250 so as to expand the refrigerant or just pass the refrigerant without expanding the refrigerant. The refrigerant that has passed through the expansion valve 220 flows into the cooler 161 located at the rear end thereof.

[0068] The refrigerant flowing into the cooler 161 is first cooled in the external condenser 210 and then cooled again in the expansion valve 220 to a temperature lower than the external air temperature. Therefore, the coolant passing through the cooler 161 can be cooled to a temperature lower than the external air temperature by heat exchange with the refrigerant.

[0069] The refrigerant having passed through the cooler 161 flows into the compressor 200 again, and is recovered after passing through the accumulator 230. The accumulator 230 collects liquid refrigerant among the refrigerant delivered from the cooler 161, and delivers only gaseous refrigerant to the compressor 200.

[0070] like Figures 5 to 8 As shown, the battery system 100 as described above may be operated in a specific mode set by the controller 250 based on the external air temperature condition.

[0071] like Figure 5 As shown, the battery system 100 according to an embodiment of the present disclosure may operate in a first cooling mode using both the cooler 161 and the radiator 130 .

[0072] When the external temperature is equal to or higher than the first temperature determined as a high temperature, cooling is required using both the cooler 161 and the radiator 130. The first temperature may be determined as a temperature value at which cooling performance cannot be ensured by the radiator 130. In other words, the first temperature may be determined as a temperature value at which the battery 110 needs to be cooled using both the radiator 130 and the cooler 161. For example, the first temperature may be 25°C.

[0073] To control the battery system 100 in the first cooling mode using the cooler 161 , the first coolant control valve 180 is controlled to open the first and second ports 181 and 182 and close the third port 183 , and the second coolant control valve 190 is controlled to open the fourth and fifth ports 191 and 192 and close the sixth port 193 .

[0074] Therefore, the rear end of the cooler 161 is connected to the first coolant line 171 between the radiator 130 and the battery 110 through the second coolant control valve 190 and the second coolant line 172. The rear end of the power conversion module 120 is connected to the inlet of the radiator 130 through the first coolant control valve 180 and the first coolant line 171.

[0075] Therefore, the coolant cooled by the cooler 161 first flows into the battery 110 among the heat generating components, and the coolant cooled by the radiator 130 also first flows into the battery 110 .

[0076] At this time, the coolant cooled by the cooler 161 and the coolant cooled by the radiator 130 merge at the front end of the water pump 150 and flow toward the battery 110, thereby being cooled while passing through the battery 110. Subsequently, the coolant that has passed through the battery 110 branches and flows toward the thermal management module 160 and the power conversion module 120 at the rear end of the battery 110.

[0077] In this way, by cooling the battery 110 using the cooler 161 as well as the radiator 130 , the coolant can be cooled to be lower than the external temperature. This is because the refrigerant first cooled in the external condenser 210 and then cooled again by the expansion valve 220 flows into the cooler 161 .

[0078] In the case of the power conversion module 120, cooling is achieved only through the radiator 130, thereby reducing or alleviating the cooling load of the cooler 161. In addition, since the coolant passing through the radiator 130 first passes through the battery 110 and then passes through the power conversion module 120, the influence of the heat generated from the power conversion module 120 on the cooling of the battery 110 can be minimized.

[0079] At the same time, if Figure 6 As shown, the battery system 100 according to an embodiment of the present disclosure may be operated in the second cooling mode using the radiator 130 .

[0080] When the external temperature is equal to or greater than a predetermined second temperature and less than the first temperature, the battery 110 and the power conversion module 120 may be cooled only by the radiator 130. The second temperature, which is lower than the first temperature, may be determined as a temperature value at which the battery 110 and the power conversion module 120 may be cooled using only the radiator 130 without using the cooler 161. The second temperature may be, for example, 15°C.

[0081] In order to control the battery system 100 in the second cooling mode using only the radiator 130 , the coolant flow to the third coolant line 173 for the coolant flow of the cooler 161 is blocked.

[0082] To this end, the second coolant control valve 190 may be controlled to close all ports 191, 192, 193, or may be controlled to close at least the fifth port 192 even when the fourth port 191 and the sixth port 193 are opened. The first coolant control valve 180 is controlled to open the first port 181 and the second port 182 and close the third port 183.

[0083] Therefore, the rear end of the power conversion module 120 is connected to the front end of the radiator 130 through the first coolant control valve 180 , and the flow of coolant through the second coolant line 172 and the third coolant line 173 is blocked.

[0084] Therefore, the coolant circulates only in the first coolant line 171 , and the battery 110 and the power conversion module 120 are cooled only by the coolant passing through the radiator 130 .

[0085] In this case, the cooler 161 is not used to cool the battery 110 and the power conversion module 120. Therefore, the compressor 200 of the refrigerant line 240 may not operate, and power consumption may be reduced.

[0086] Furthermore, since the battery 110 , the power conversion module 120 , and the radiator 130 are all connected in series through the first coolant line 171 , the flow rate of the coolant may be increased even if cooling is not performed by the cooler 161 , and the cooling performance may also be supplemented.

[0087] On the other hand, Figure 7 As shown, the battery system 100 according to an embodiment of the present disclosure may operate in a first heating mode using heat generated by the power conversion module 120 .

[0088] When the external temperature is equal to or higher than the predetermined third temperature and lower than the second temperature, the temperature of the battery 110 needs to be increased to improve the performance of the battery 110. Even when the external temperature is low, if the temperature is higher than zero degrees, the temperature of the battery 110 can be increased to an optimal temperature range by the heat generated from the power conversion module 120 without using the heater 162. The third temperature lower than the second temperature can be determined as a temperature value at which the temperature of the battery 110 can be increased using only the heat generated by the power conversion module 120. The third temperature can be determined as 0°C, for example.

[0089] In order to control the battery system 100 in the first heating mode using only the heat generated by the power conversion module 120 , the flow of the coolant in the third coolant line 173 is blocked.

[0090] To this end, the first coolant control valve 180 is controlled to close the first port 181 and open the second and third ports 182 and 183 , and the second coolant control valve 190 is controlled to close the fourth port 191 and open the fifth and sixth ports 192 and 193 .

[0091] Therefore, only the battery 110 , the power conversion module 120 and the water pump 150 are connected in series to allow the coolant to flow. Therefore, the coolant passing through the power conversion module 120 does not flow to the radiator 130 but directly flows into the inlet of the battery 110 through the second coolant line 172 .

[0092] Thus, heat from the power conversion module 120 is directly transferred to the battery 110 with little loss, and the temperature of the battery 110 can be increased to within a determined optimal temperature range without using the heater 162. In addition, since the heater 162 is not used, power consumption is reduced.

[0093] In addition, if Figure 8 As shown, the battery system 100 according to the embodiment of the present disclosure may operate in the second heating mode using heat generated from the power conversion module 120 and the heater 162 .

[0094] When the external temperature is below zero, there is a limit to raising the temperature of the battery 110 only by the heat generation of the power conversion module 120. Therefore, when the external temperature is below the third temperature, the heater 162 needs to be used to raise the temperature of the battery 110.

[0095] To control the battery system 100 in the second heating mode using heat generated by the heater 162 and the power conversion module 120 , the coolant flows in the second coolant line 172 and the third coolant line 173 , and the coolant flow to the radiator 130 is blocked.

[0096] To this end, the first coolant control valve 180 is controlled to close the first port 181 and open the second and third ports 182 and 183 , and the second coolant control valve 190 is controlled to open the fourth, fifth and sixth ports 191 , 192 and 193 .

[0097] Therefore, the coolant having passed through the battery 110 branches and flows to the heater 162 and the power conversion module 120, and then the coolant heated while passing through the power conversion module 120 and the coolant heated by the heater 162 merge at the rear end of the fifth port 192 of the second coolant control valve 190 and flow into the battery 110. In this case, since the cooler 161 is not used, the compressor 200 may not be driven.

[0098] Furthermore, when it is desired to raise the temperature of the battery 110 using only the heater 162, the first coolant control valve 180 is controlled to close the first port 181 and the second port 182, or to close all of the first port 181, the second port 182, and the third port 183. The second coolant control valve 190 is controlled to open all of the fourth port 191, the fifth port 192, and the sixth port 193.

[0099] Since the embodiments of the present disclosure have been described in detail, the terms used in this specification and the claims should not be limited to the general meaning or dictionary meaning, and the scope of the present disclosure is not limited to the above-mentioned embodiments, and various modifications and improvements made by ordinary technicians in this field using the basic concepts of the present disclosure defined in the following claims are also included in the scope of the present disclosure.

Claims

1. A portable battery system, wherein: Include: an auxiliary vehicle connectable to the primary vehicle; and a battery system mounted on said auxiliary vehicle, Wherein, the battery system of the auxiliary vehicle comprises: a battery configured to provide electrical power for driving the host vehicle; a first coolant line connecting the battery, the power conversion module, the radiator, and the water pump so that a coolant circulates through the first coolant line; a second coolant line branched from the first coolant line between the radiator and the power conversion module and connected to the first coolant line between the radiator and the water pump; a third coolant line branched from the second coolant line and connected to the first coolant line between the battery and the power conversion module, wherein the third coolant line is configured to selectively allow the coolant to flow to a thermal management module for thermal management of the battery; a first coolant control valve disposed at a branch point of the second coolant line and configured to control a flow of the coolant; a second coolant control valve disposed at a branch point of the third coolant line and configured to control the flow of the coolant; and A controller is configured to control an operation mode of the first coolant control valve and the second coolant control valve.

2. The mobile battery system according to claim 1, wherein: The first coolant control valve is provided with a first port connected to the front end of the radiator, a second port connected to the rear end of the power conversion module, and a third port connected to the front end of the water pump, and The second coolant control valve is provided with a fourth port connected to a rear end of the thermal management module, a fifth port connected to the front end of the water pump, and a sixth port connected to the third port.

3. The mobile battery system according to claim 2, wherein: The thermal management module includes a heater that selectively heats the coolant delivered from the battery and a cooler that cools the coolant through heat exchange with a refrigerant.

4. The mobile battery system according to claim 3, wherein: The cooler is connected to an electric compressor, an external condenser, and an electronic expansion valve through a refrigerant line, and the external condenser delivers the refrigerant, which has undergone heat exchange with external air, to a front end of the cooler.

5. The mobile battery system according to claim 4, wherein: The battery is cooled through the cooler and the radiator by the first coolant control valve controlled to open the first port and the second port and close the third port, and the second coolant control valve controlled to open the fourth port and the fifth port and close the sixth port.

6. The mobile battery system according to claim 5, wherein: The electronic expansion valve is provided at the front end of the cooler and is controlled to cool the refrigerant delivered from the external condenser by decompressing the refrigerant.

7. The mobile battery system according to claim 2, wherein: The battery is cooled through the radiator by the first coolant control valve controlled to open the first port and the second port and close the third port, and the second coolant control valve controlled to close at least the fifth port.

8. The mobile battery system according to claim 2, wherein: The temperature of the battery is increased by the heat generated by the power conversion module, by the first coolant control valve being controlled to close the first port and open the second port and the third port, and by the second coolant control valve being controlled to close the fourth port and open the fifth port and the sixth port.

9. The mobile battery system according to claim 3, wherein: The temperature of the battery is increased by the heat generated by the power conversion module and by driving the heater, by the first coolant control valve controlled to close the first port and open the second port and the third port, and by the second coolant control valve controlled to open the fourth port, the fifth port and the sixth port.

Images