A bidirectional temperature control device for an electric vehicle battery

Abstract

The utility model belongs to the battery temperature control technical field, concretely relates to a kind of electric vehicle battery two-way temperature control device, including multiple temperature control integrated unit, temperature sensor and drive control module;Drive control module includes H bridge drive circuit and MCU control module;The PWM output end of MCU control module is connected with H bridge drive circuit;Temperature sensor is installed at the shell bottom of electric vehicle lead-acid power battery, and temperature sensor is electrically connected with MCU control module by temperature control circuit;Each temperature control integrated unit is integrated by semiconductor refrigeration module and fin radiator, and temperature control integrated unit is installed at the bottom of electric vehicle lead-acid power battery by distribution and sticking, and temperature control integrated unit is connected with H bridge drive circuit by integrated wiring harness.MCU control module can drive semiconductor refrigeration module refrigeration or heating by H bridge drive circuit, so that battery temperature is in normal range, while simple structure, convenient to install.

Description

Technical Field

[0001] This utility model belongs to the field of battery temperature control technology, specifically relating to a bidirectional temperature control device for electric vehicle batteries. Background Technology

[0002] During the use of electric vehicles, the performance of lead-acid batteries is often significantly affected by ambient temperature. Excessively high temperatures may lead to thermal runaway and accelerate battery aging; while low temperatures may cause a decrease in battery discharge performance, similarly accelerating battery aging and reducing battery life.

[0003] Traditional temperature control solutions (such as liquid cooling and air cooling) have limited functionality, cannot balance heating and heat dissipation, and rely on complex external equipment. Utility Model Content

[0004] To address this issue, this invention provides a bidirectional temperature control device for electric vehicle batteries, thereby solving the problem that the performance of lead-acid power batteries in electric vehicles is significantly affected by high and low temperatures.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] A bidirectional temperature control device for electric vehicle batteries, comprising:

[0007] The system includes multiple temperature control integrated units, temperature sensors, and a drive control module; the drive control module includes an H-bridge drive circuit and an MCU control module; the PWM output terminal of the MCU control module is connected to the H-bridge drive circuit.

[0008] The temperature sensor is installed at the bottom of the casing of the lead-acid power battery of the electric vehicle, and the temperature sensor is electrically connected to the MCU control module through a temperature control circuit.

[0009] Each temperature control integrated unit is integrated with a semiconductor cooling module and a finned heat sink. The temperature control integrated unit is attached to the bottom of the lead-acid power battery of the electric vehicle and is connected to the H-bridge drive circuit through an integrated wiring harness.

[0010] Preferably, the H-bridge drive circuit includes MOSFETs Q1, Q2, Q3, and Q4. The gate of MOSFET Q1 is connected to the PWM4 output terminal of the MCU control module, the gate of MOSFET Q2 is connected to the PWM1 output terminal of the MCU control module, the gate of MOSFET Q3 is connected to the PWM2 output terminal of the MCU control module, and the gate of MOSFET Q4 is connected to the PWM3 output terminal of the MCU control module.

[0011] The drain of MOSFET Q1 is connected to the 12V power supply terminal, the source of MOSFET Q1 is connected to the drain of MOSFET Q4, and the source of MOSFET Q4 is grounded.

[0012] The drain of MOSFET Q2 is connected to the 12V power supply terminal, the source of MOSFET Q2 is connected to the drain of MOSFET Q3, and the source of MOSFET Q3 is grounded.

[0013] The source of MOSFET Q2 is also connected to the semiconductor cooling module as the OUT1 current output terminal, and the source of MOSFET Q1 is also connected to the semiconductor cooling module as the OUT2 current output terminal.

[0014] Preferably, the temperature sensor is a thermistor;

[0015] The temperature control circuit includes a fixed resistor and a filter capacitor. The first end of the fixed resistor is connected to the 3.3V power supply terminal, and the second end of the fixed resistor is connected to the thermistor.

[0016] The second terminal of the fixed resistor is also grounded through the filter capacitor;

[0017] The second end of the fixed resistor is also connected to the ADC timing sampling terminal of the MCU control module.

[0018] Preferably, the number of temperature sensors is at least two; each temperature sensor is connected to a corresponding temperature control circuit.

[0019] Preferably, the MCU control module uses the PT32L003 / 005 low-power chip;

[0020] Each ADC timing sampling terminal of the PT32L003 / 005 low-power chip is connected to a temperature control circuit.

[0021] The multiple PWM output terminals of the PT32L003 / 005 low-power chip are connected to the H-bridge drive circuit.

[0022] Preferably, the bidirectional temperature control device for electric vehicle batteries further includes: a power supply circuit;

[0023] The power supply circuit includes a diode D2 and a voltage regulator;

[0024] The anode of diode D2 is connected to a 12V power supply as a power input terminal; the anode of diode D2 is also connected to the cathode of a TVS diode, and the anode of the TVS diode is grounded.

[0025] The cathode of diode D2 is grounded through parallel capacitors C6 and C7; the cathode of diode D2 is connected to the input terminal of the voltage regulator.

[0026] The voltage regulator converts the input 12V voltage to 3.3V voltage, which serves as the 3.3V power supply terminal. The output terminal of the voltage regulator is grounded through capacitors C4 and C8 connected in parallel.

[0027] Preferably, it also includes a status indicator light, which is connected to the PT32L003 / 005 low-power chip and is driven by the PT32L003 / 005 low-power chip to control the on / off state of the status indicator light.

[0028] Preferably, the semiconductor cooling module is a semiconductor cooling chip.

[0029] The present invention, by adopting the above technical solution, has at least the following beneficial effects:

[0030] It is understood that the bidirectional temperature control device for electric vehicle batteries provided by this utility model includes multiple temperature control integrated units, temperature sensors, and a drive control module. The drive control module includes an H-bridge drive circuit and an MCU control module. The PWM output terminal of the MCU control module is connected to the H-bridge drive circuit. The temperature sensor is installed on the bottom of the lead-acid power battery casing of the electric vehicle and is electrically connected to the MCU control module through the temperature control circuit. Each temperature control integrated unit is integrated with a semiconductor refrigeration module and a finned heat sink. The temperature control integrated units are mounted in close proximity to the bottom of the lead-acid power battery of the electric vehicle and are connected to the H-bridge drive circuit through an integrated wiring harness. The MCU control module can drive the semiconductor refrigeration module to cool or heat through the H-bridge drive circuit, keeping the battery temperature within the normal range. The device is simple in structure and easy to install.

[0031] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit the present invention. Attached Figure Description

[0032] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0033] Figure 1 This is a schematic diagram of a bidirectional temperature control device for an electric vehicle battery, as shown in an exemplary embodiment of this utility model.

[0034] Figure 2 This is a schematic diagram of a power supply circuit shown in an exemplary embodiment of the present invention;

[0035] Figure 3This is a schematic diagram of an H-bridge drive circuit shown in an exemplary embodiment of the present invention;

[0036] Figure 4 This is a schematic diagram of a temperature control circuit shown in an exemplary embodiment of the present invention;

[0037] Figure 5 This is a schematic diagram of an exemplary embodiment of the present invention, showing the MCU control module. Detailed Implementation

[0038] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions of this utility model will be described in detail below. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. Based on the embodiments of this utility model, all other implementation methods obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0039] Figure 1 This is a schematic diagram of a bidirectional temperature control device for an electric vehicle battery, illustrating an exemplary embodiment of the present invention. Figure 1 The image shows a lead-acid power battery consisting of six cells, with the bidirectional temperature control device for electric vehicle batteries provided in this embodiment installed at the lead-acid power battery.

[0040] See Figure 1 A bidirectional temperature control device for electric vehicle batteries is provided, comprising:

[0041] The system includes multiple temperature control integrated units 11, temperature sensors 13, and drive control modules 12; the drive control module 12 includes an H-bridge drive circuit and an MCU control module; the PWM output terminal of the MCU control module is connected to the H-bridge drive circuit.

[0042] The temperature sensor 13 is installed at the bottom of the casing of the lead-acid power battery of the electric vehicle, and the temperature sensor 13 is electrically connected to the MCU control module through a temperature control circuit.

[0043] Each temperature control integrated unit 11 is integrated with a semiconductor cooling module and a finned heat sink. The temperature control integrated unit 11 is attached to the bottom of the lead-acid power battery of the electric vehicle and is connected to the H-bridge drive circuit through an integrated wiring harness.

[0044] In practice, the semiconductor cooling module is a semiconductor cooling chip (TEC chip). Figure 1In the middle, four TEC plates are distributed and attached to the bottom of the battery module. The cold end is in contact with the battery casing through thermal grease and is a high thermal conductivity aluminum plate, which can evenly transfer the cooling energy to the battery. The hot end is connected to the finned heat sink. In summer, the heat on the finned heat sink is dissipated by the speed of the electric vehicle. In winter, it switches to the hot end auxiliary heating mode.

[0045] The TEC chip is driven by an H-bridge driver circuit. The MCU control module outputs a PWM signal through the PWM output terminal to control the H-bridge driver circuit to switch the direction of the current flowing through the TEC chip, thereby controlling the TEC chip to switch between cooling mode and heating mode.

[0046] The H-bridge drive circuit and MCU control module can be installed in a suitable location on the electric vehicle; no specific restrictions are imposed here.

[0047] In another embodiment, the number of temperature sensors 13 is at least two; each temperature sensor 13 is connected to a corresponding temperature control circuit.

[0048] When there are multiple temperature sensors 13, the temperature sensors 13 are distributed and installed between the battery cells, and the MCU control module samples the monitoring data of the temperature sensors 13 at regular intervals.

[0049] In practical use, for example, in summer when the battery temperature exceeds 35°C, the MCU control module acquires a signal through temperature sensor 13 and sends a PWM signal to the H-bridge drive circuit. The H-bridge drive circuit then drives the TEC chip to cool down until the battery temperature drops to 25°C. Similarly, in winter when the battery temperature is below 5°C, the MCU control module acquires a signal through temperature sensor 13 and sends a PWM signal to the H-bridge drive circuit. The H-bridge drive circuit then drives the TEC chip to heat up until the battery temperature rises above 25°C. This example is for illustrative purposes only; the internal operating logic of the MCU control module is based on existing technology.

[0050] It should be noted that the aforementioned bidirectional temperature control device for electric vehicle batteries also includes: a power supply circuit; see [link / reference] Figure 2 The power supply circuit includes a diode D2 and a voltage regulator 7533; the anode of the diode D2 is connected to a 12V power supply as the power input terminal VIN_12.

[0051] The anode of diode D2 is also connected to the cathode of TVS diode, and the anode of TVS diode is grounded. The TVS diode is model SMBJ110A, which conducts quickly when the transient voltage exceeds 110V, clamping the voltage within a safe range to prevent surge damage to subsequent circuits.

[0052] The cathode of diode D2 is grounded through capacitors C6 and C7 connected in parallel; the filter capacitor C6 is 0.1μF / 50V and the filter capacitor C7 is 1μF / 16V, which are connected in parallel at the 12V input terminal to filter out high-frequency and low-frequency ripple and ensure power supply stability.

[0053] The cathode of diode D2 is connected to the input terminal of voltage regulator 7533. Voltage regulator 7533 converts the input 12V voltage to 3.3V, serving as the 3.3V power supply for the MCU and other chips. Voltage regulator 7533 is a low-dropout linear regulator with an output current of up to 1A, meeting system power consumption requirements. The output terminal of voltage regulator 7533 is grounded through parallel capacitors C4 and C8. Capacitor C4 is 1μF / 16V, and capacitor C8 is 0.1μF / 50V, connected in parallel at the 3.3V output terminal to further filter ripple and ensure power quality.

[0054] It should be noted that, see Figure 3 The H-bridge drive circuit includes MOSFETs Q1, Q2, Q3, and Q4. The gate of MOSFET Q1 is connected to the PWM4 output terminal of the MCU control module, the gate of MOSFET Q2 is connected to the PWM1 output terminal of the MCU control module, the gate of MOSFET Q3 is connected to the PWM2 output terminal of the MCU control module, and the gate of MOSFET Q4 is connected to the PWM3 output terminal of the MCU control module.

[0055] The drain of MOSFET Q1 is connected to the 12V power supply terminal, the source of MOSFET Q1 is connected to the drain of MOSFET Q4, and the source of MOSFET Q4 is grounded.

[0056] The drain of MOSFET Q2 is connected to the 12V power supply terminal, the source of MOSFET Q2 is connected to the drain of MOSFET Q3, and the source of MOSFET Q3 is grounded.

[0057] The source of MOSFET Q2 is also connected to the semiconductor cooling module as the OUT1 current output terminal, and the source of MOSFET Q1 is also connected to the semiconductor cooling module as the OUT2 current output terminal.

[0058] Preferred, in Figure 3In this configuration, each MOSFET's gate also includes a current-limiting resistor. The gate of MOSFET Q1 is connected to PWM4 via resistor R8, and is also grounded via resistor R11. The gate of MOSFET Q2 is connected to PWM1 via resistor R9, and is also grounded via resistor R10. The gate of MOSFET Q3 is connected to PWM2 via resistor R13, and is also grounded via resistor R15. The gate of MOSFET Q4 is connected to PWM3 via resistor R12, and is also grounded via resistor R14. By setting the gate current-limiting resistor, excessive drive current can be prevented from damaging the MOSFET.

[0059] The H-bridge driver circuit can drive the thermoelectric cooling module in either forward or reverse direction. In forward drive, PWM1 high level enables Q2, PWM3 low level turns off Q3, and current flows through OUT1 and OUT2, causing the TEC cooling module to heat the bottom of the battery. In reverse drive, PWM2 high level enables Q3, PWM4 low level turns off Q1, and current flows through OUT2 and OUT1, causing the TEC cooling module to cool the bottom of the battery. By adjusting the duty cycle of the PWM signals, the average voltage across the thermoelectric cooling module can be changed, controlling the heating or cooling of the TEC cooling module.

[0060] In a preferred embodiment, the temperature sensor 13 is a thermistor.

[0061] The temperature control circuit includes a fixed resistor and a filter capacitor. The first end of the fixed resistor is connected to a 3.3V power supply terminal, and the second end of the fixed resistor is connected to the thermistor. The second end of the fixed resistor is also grounded through the filter capacitor. The second end of the fixed resistor is also connected to the ADC timing sampling terminal of the MCU control module.

[0062] In practice, multiple thermistors can be used. When multiple thermistors are used, a temperature control circuit with the same number of thermistors needs to be set up. For example, see the documentation for a two-channel NTC thermistor circuit (NTC1, NTC2). Figure 4 Two NTC thermistors are connected to the ADC channels respectively: NTC1 thermistor is connected to AD_NTC1, and NTC2 thermistor is connected to AD_NTC2. Figure 4 In the temperature control circuit on the left, the fixed resistor R4 is 10KΩ. Its first end is connected to the 3.3V power supply, and its second end is connected to capacitor C9 (0.1μF / 50V). The other end of capacitor C9 is grounded. The second end of the fixed resistor R4 is connected to the thermistor NTC1, forming a voltage divider network. This second end of the fixed resistor R4 serves as the voltage divider point and is connected to the ADC timing sampling terminal of the MCU control module.

[0063] When the temperature changes, the resistance of the NTC thermistor changes, causing a change in the voltage divider point (NTC1_IN). For example, at 25°C, the resistance of the NTC thermistor is approximately 10KΩ, and the voltage divider point voltage is:

[0064] 3.3V × [10K / (10K + 10K)] = 1.65V

[0065] As the temperature rises, the resistance of the NTC thermistor decreases, and the voltage drop decreases, and vice versa.

[0066] Capacitor C9 can filter out high-frequency noise and avoid ADC sampling distortion.

[0067] In the MCU control module, a PWM signal can be generated based on the sampled voltage value.

[0068] It should be noted that the MCU control module uses the PT32L003 / 005 low-power chip (0.9μA in deep sleep mode). This chip can extend battery life by periodically waking up to collect temperature data. See also Figure 5 .

[0069] The pin functions of this chip are as follows:

[0070] Power supply pins: VDD (pin 9) is connected to 3.3V, and VSS (pin 7) is grounded.

[0071] Reset pin: PB0 (pin 4, NRST), active low, for external reset circuit.

[0072] Debugging interface: PD1 (pin 18, SWCLK) and PC7 (pin 17, SWDIO) form the SWD two-wire debugging interface, used for program downloading and debugging.

[0073] Connect the debugger via SWCLK (PD1) and SWDIO (PC7) to support program download, single-step debugging, and register read / write, conforming to the standard SWD protocol. A 10KΩ pull-up resistor (not shown in the diagram) must be connected internally or externally to the SWDIO pin to ensure signal stability.

[0074] ADC inputs: PA1 (pin 5, AD1), PA2 (pin 6, AD0), PD4 (pin 1, AD4), PD3 (pin 20, AD5) and other pins are connected to NTC temperature sensor 13 to acquire analog signals.

[0075] Communication interfaces: PD5 (pin 2, UART1_TX) and PD6 (pin 3, UART1_RX) are used for serial communication; PB4 (pin 12, I2C_SCL) and PB5 (pin 11, I2C_SDA) support the I2C bus.

[0076] PWM output: PWM signals are output from pins such as PC6 (pin 16, TIM1_CH1) and PC7 (pin 17, TIM1_CH2) to control the H-bridge drive circuit.

[0077] The aforementioned bidirectional temperature control device for electric vehicle batteries also includes a status indicator light, which is connected to the PT32L003 / 005 low-power chip and is driven by the PT32L003 / 005 low-power chip to control the on / off state of the status indicator light. Figure 5 In this configuration, MCU_LED is connected to a GPIO pin (such as PA3 / SPI_CS). The MCU controls the pin level to drive the LED to blink, which is used to indicate the system's operating status.

[0078] It is understood that the bidirectional temperature control device for electric vehicle batteries provided by this utility model includes multiple temperature control integrated units 11, temperature sensors 13, and a drive control module 12. The drive control module 12 includes an H-bridge drive circuit and an MCU control module. The PWM output terminal of the MCU control module is connected to the H-bridge drive circuit. The temperature sensors 13 are installed on the bottom of the lead-acid power battery casing of the electric vehicle and are electrically connected to the MCU control module through the temperature control circuit. Each temperature control integrated unit 11 is integrated with a semiconductor refrigeration module and a finned heat sink. The temperature control integrated units 11 are mounted close to the bottom of the lead-acid power battery of the electric vehicle and are connected to the H-bridge drive circuit through an integrated wiring harness. The MCU control module can drive the semiconductor refrigeration module to cool or heat through the H-bridge drive circuit, keeping the battery temperature within the normal range. The device has a simple structure and is easy to install.

[0079] The above are merely specific embodiments of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

[0080] It is understood that the same or similar parts in the above embodiments can be referred to each other, and the contents not described in detail in some embodiments can be referred to the same or similar contents in other embodiments.

[0081] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0082] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A bidirectional temperature control device for an electric vehicle battery, characterized in that, include: Multiple temperature control integrated units, temperature sensors, and drive control modules; the drive control module includes an H-bridge drive circuit and an MCU control module. The PWM output terminal of the MCU control module is connected to the H-bridge drive circuit; The temperature sensor is installed at the bottom of the casing of the lead-acid power battery of the electric vehicle, and the temperature sensor is electrically connected to the MCU control module through a temperature control circuit. Each temperature control integrated unit is integrated with a semiconductor cooling module and a finned heat sink. The temperature control integrated unit is attached to the bottom of the lead-acid power battery of the electric vehicle and is connected to the H-bridge drive circuit through an integrated wiring harness.

2. The bidirectional temperature control device for electric vehicle batteries according to claim 1, characterized in that, The H-bridge drive circuit includes MOSFETs Q1, Q2, Q3, and Q4. The gate of MOSFET Q1 is connected to the PWM4 output terminal of the MCU control module, the gate of MOSFET Q2 is connected to the PWM1 output terminal of the MCU control module, the gate of MOSFET Q3 is connected to the PWM2 output terminal of the MCU control module, and the gate of MOSFET Q4 is connected to the PWM3 output terminal of the MCU control module. The drain of MOSFET Q1 is connected to the 12V power supply terminal, the source of MOSFET Q1 is connected to the drain of MOSFET Q4, and the source of MOSFET Q4 is grounded. The drain of MOSFET Q2 is connected to the 12V power supply terminal, the source of MOSFET Q2 is connected to the drain of MOSFET Q3, and the source of MOSFET Q3 is grounded. The source of MOSFET Q2 is also connected to the semiconductor cooling module as the OUT1 current output terminal, and the source of MOSFET Q1 is also connected to the semiconductor cooling module as the OUT2 current output terminal.

3. The bidirectional temperature control device for electric vehicle batteries according to claim 2, characterized in that, The temperature sensor is a thermistor; The temperature control circuit includes a fixed resistor and a filter capacitor. The first end of the fixed resistor is connected to the 3.3V power supply terminal, and the second end of the fixed resistor is connected to the thermistor. The second terminal of the fixed resistor is also grounded through the filter capacitor; The second end of the fixed resistor is also connected to the ADC timing sampling terminal of the MCU control module.

4. The bidirectional temperature control device for electric vehicle batteries according to claim 3, characterized in that, The number of temperature sensors is at least two; each temperature sensor is connected to a corresponding temperature control circuit.

5. The bidirectional temperature control device for electric vehicle batteries according to claim 4, characterized in that, The MCU control module uses the PT32L003 / 005 low-power chip; Each ADC timing sampling terminal of the PT32L003 / 005 low-power chip is connected to a temperature control circuit. The multiple PWM output terminals of the PT32L003 / 005 low-power chip are connected to the H-bridge drive circuit.

6. The bidirectional temperature control device for electric vehicle batteries according to claim 1, characterized in that, Also includes: Power supply circuit; The power supply circuit includes a diode D2 and a voltage regulator; The anode of diode D2 is connected to a 12V power supply as a power input terminal; the anode of diode D2 is also connected to the cathode of a TVS diode, and the anode of the TVS diode is grounded. The cathode of diode D2 is grounded through parallel capacitors C6 and C7; the cathode of diode D2 is connected to the input terminal of the voltage regulator. The voltage regulator converts the input 12V voltage to 3.3V voltage, which serves as the 3.3V power supply terminal. The output terminal of the voltage regulator is grounded through capacitors C4 and C8 connected in parallel.

7. The bidirectional temperature control device for electric vehicle batteries according to claim 5, characterized in that, It also includes a status indicator light, which is connected to the PT32L003 / 005 low-power chip and is driven by the PT32L003 / 005 low-power chip to control the on / off state of the status indicator light.

8. The bidirectional temperature control device for electric vehicle batteries according to claim 1, characterized in that, The semiconductor cooling module is a semiconductor cooling chip.

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