阅读说明：本技术 一种电池电动车辆的气候控制方法 (Climate control method for battery electric vehicle ) 是由 阿明·利茨 于 2019-08-23 设计创作，主要内容包括：一种电池电动车辆的气候控制的方法,电池电动车辆特别是公共汽车,包括具有双层隔热层的驱动电池,通过温度控制系统将驱动电池不断地保持在一个温度范围内；其中温度控制系统包括在电池周围流动的冷却介质、用于冷却介质的电加热系统和用于制冷剂的电动压缩机和蒸发器/冷凝器和控制系统,电池电动车辆还包括用于乘客舱的气候控制系统,所述气候控制系统通过热交换器与温度控制系统相结合,以便于从电池或它的冷却介质中获得加热或冷却。(A method for climate control of a battery electric vehicle, in particular a bus, comprising a drive battery with a double thermal insulation layer, which is constantly maintained within a temperature range by a temperature control system; wherein the temperature control system comprises a cooling medium flowing around the battery, an electric heating system for the cooling medium and an electric compressor and evaporator/condenser and control system for the refrigerant, and a climate control system for the passenger compartment, which climate control system is combined with the temperature control system by means of a heat exchanger in order to obtain heating or cooling from the battery or its cooling medium.)

1. A method for climate control of a battery electric vehicle, in particular a bus, comprising a drive battery with a double insulation layer, which drive battery is constantly kept within a temperature range by means of a temperature control system, wherein the temperature control system comprises a cooling medium flowing around the battery, an electric heating system for the cooling medium, and an electric compressor and evaporator/condenser and control system for a refrigerant, and the battery electric vehicle further comprises a climate control system for the passenger compartment, which climate control system is combined with the temperature control system by means of a heat exchanger in order to obtain heating or cooling from the battery or its cooling medium.

2. The method of claim 1, wherein the climate control system of the passenger compartment is only able to obtain heating or cooling from the drive battery.

3. A method according to claim 1 or 2, characterized in that during charging the drive battery is cooled to the temperature range by the electric compressor and evaporator.

4. The method according to any one of the preceding claims, wherein the climate control of the passenger compartment is performed by the heat exchanger and air from the passenger compartment.

5. Method according to any of the preceding claims, characterized in that only the evaporator for the cooling medium as part of the temperature control system is placed in the heat insulation layer of the drive battery.

6. Method according to any one of the preceding claims, characterized in that the climate control of the drive battery is carried out continuously or continuously, while the climate control of the passenger compartment is carried out in accordance with a preceding climate control or during travel or use of the vehicle.

7. Method according to any of the preceding claims, wherein the temperature range is between 4 and 35 degrees celsius, preferably between 10 and 25 degrees celsius, particularly preferably 12 degrees celsius.

8. The method of claim 7, wherein the temperature range is adjusted based on values generated by climate control of a previous time period.

Technical Field

The present invention relates to a climate control method for a battery electric vehicle, in particular a bus vehicle, according to claim 1.

Background

It is well known that in the case of battery electric vehicles, an important consideration is to maintain the temperature of the battery within a certain range to optimize its capacity. In other words, the battery can be neither too cold nor too hot. Therefore, the battery must be heated in winter, and cooled in summer or when the battery is heavily loaded.

In the case of a conventional vehicle driven by an internal combustion engine, climate control of the passenger compartment is performed by an air conditioning system that obtains the required heat from the waste heat of the internal combustion engine and produces a cooling effect by increasing the shaft output of the engine for driving the compressor.

In the case of battery electric vehicles, waste heat from the internal combustion engine for heating the passenger compartment is to some extent not directly or indirectly available. In this case, the extra shaft output for operating the compressor is at the expense of battery capacity.

Thus, the components of the air conditioning system (e.g., compressor, evaporator, etc.) are all electrically operated by the battery. However, this has a loss in battery capacity, since a substantial proportion of the energy actually required for the vehicle range has been lost. In the case of buses, this ratio far exceeds that of ordinary motor vehicles.

WO 2008/127527 a1 discloses a temperature management system for a battery electric vehicle in which the cooling of the drive system, the temperature control system of the battery and the air conditioning system are connected by a common heat exchanger to a cooling circuit. The air conditioning system and the temperature control system of the battery are respectively additionally provided with an electric heating system.

Against this background, it is an object of the present invention to provide a better method for climate control of a battery electric vehicle (in particular a bus) or its passenger compartment.

Disclosure of Invention

The invention is achieved by a method as described in claim 1. The advantages of the improvements are presented in the claims and the description.

In accordance with the present invention, it has been recognized that a battery electric vehicle (particularly a bus) includes a highly insulated drive battery that is constantly maintained at a temperature within a temperature range by a temperature control system that includes a cooling medium that flows around the battery, an electrical heating system for the cooling medium, and an electric compressor and evaporator and control system for a cooling mechanism, and a climate control system for the passenger compartment that, for climate control of the battery electric vehicle, can be effectively controlled by a powerful compressor, even without a conventional air conditioning system, in the case where the climate control system for the passenger compartment is combined with the temperature control system through a heat exchanger to provide heating or cooling from the battery or its cooling medium.

It has been realized that the drive battery, especially the drive battery of a bus, possesses a very excellent heating and cooling capacity. The high degree of insulation allows it to be maintained in any case within the optimum temperature range for which its operation is desired. However, since the ability to heat or cool is available, it can be used in the climate control system of the passenger compartment. In particular in the case of larger battery electric vehicles, the heat of the drive battery is large enough that it has sufficient heating or cooling capacity that is available.

A bus is considered to be a motor vehicle that can accommodate 6 to 20 passengers. The invention can of course provide advantages especially in buses, since the corresponding drive batteries have a high energy. However, the invention may in principle also be applied to other battery electric vehicles, such as cars or trucks.

In other words, climate control of the passenger compartment is provided by the drive battery alone for heating or cooling.

In this case, the drive battery is thermally insulated in a thermally insulated compartment and is therefore double-insulated. The drive battery is thus thermally insulated not only by the thermally insulating layer relative to its interior space, but also by a thermally insulating layer which is characteristic of the interior space relative to the surroundings.

Preferably, in addition to good thermal insulation of the drive battery, the thermal insulation of the passenger compartment itself is better than before. For this purpose, insulating glass or even laminated insulating glass is used for the thermal insulation of windows and/or bodywork parts, for example for the thermal insulation of thick insulating nonwovens (>2cm) or other insulating foams or even vacuum insulation panels. Thus, according to DE102018207569 a1, even double glazing can be used.

During charging, the drive battery itself can be cooled to a temperature range by the electric compressor and the evaporator/condenser, or can be heated by the PTC heating elements. Therefore, during the charging process, the drive battery is completely returned to the desired temperature range or its heating or cooling capability is restored, if necessary. Preferably, this portion is required to be outside of the battery insulation, particularly the insulation of the passenger compartment. In other words, this portion is located where the waste heat or cold air does not affect the climate control of the passenger compartment, possibly in the "engine compartment" or on the roof, etc.

More preferably, the climate control of the passenger compartment is performed by means of a heat exchanger and air from the passenger compartment. Thus, with conventional heat exchangers, on the one hand the temperature of the drive battery is controlled and, on the other hand, its ability to heat or cool the passenger compartment is exploited. Thus, the temperature control of the drive battery is combined with the climate control of the passenger compartment, so that the high thermal capacity of the drive battery is used for the climate control of the passenger compartment, since the latter has a heat capacity of a smaller order of magnitude for heating or cooling.

In other words, the drive battery corresponds to the contents of the refrigerator, that is to say an insulating system with very good thermal capacity which can be used to control the climate of the passenger compartment.

For the above purpose, it is preferable to provide only the evaporator for the cooling medium as part of the temperature control system in the heat insulating layer of the drive battery. In this way, on the one hand, the drive battery can be better thermally insulated (super-insulated) and, on the other hand, temperature control components for climate control of the passenger compartment can be more simply integrated or associated.

The temperature control system circuit also includes a coolant pump, if necessary. Preferably, the cooling medium is a cooling liquid.

Since, in view of the position of the thermally insulated drive battery in the cabin, which is in turn thermally insulated, in particular with respect to the environment, the thermally insulated drive battery also transfers its lost heat mainly to the thermally insulated cabin, it is however not necessary to carry out a continuous climate of the passenger cabin in order to reach a temperature of the passenger cabin close to the comfort temperature desired in each case. Thus, a relatively comfortable temperature is also provided when disposed within the vehicle, as compared to the drive battery being disposed outside the passenger compartment. The waste heat thus generated is first of all advantageously available to the passenger compartment, rather than being directly lost to the surroundings.

Because the charging time of a battery electric vehicle preferably occurs at night, e.g., the nighttime minimum temperature in summer throughout europe differs by only a few kelvin, cooling of the battery is particularly useful at night, since the ambient temperature is the coldest at that time. Since cooling takes several hours, load peaks are avoided. In winter, the regulation at night can lead the indoor space to firstly generate waste heat of the driving battery, thereby enabling the indoor space to be warmer.

Preferably, the temperature of the temperature control of the drive battery is in the range of 4 to 35 ℃, preferably 10 to 25 ℃, particularly preferably 12 ℃. This temperature is close to the lowest temperature throughout european summer months and therefore provides sufficient heat to the room even during the transition period. In winter, the regulation range of the battery will be between 12 and 35 ℃ at extreme temperatures. Thus, there is sufficient heat to meet the climate control system requirements for the passenger compartment. At the same time, the drive battery can be operated in a well insulated temperature window, especially at the end of the day, when the battery capacity is exhausted, it can be placed in the optimal range of the battery, especially so that the highest battery capacity is available.

If the heating or cooling capacity of the drive battery with the set temperature is not sufficient because of a hot, cold condition, the temperature range can be changed up or down correspondingly, so that the temperature control system of the drive battery can be adjusted during charging. For this purpose, it is possible to provide the respective temperatures of the passenger compartment and the drive battery in the control system of the vehicle, and to track the target temperature value.

Thus, the temperature range may be adjusted based on values generated by the climate control system at previous times.

Drawings

Further details of the invention will be explained on the basis of the following figures. As follows:

FIG. 1 is a schematic side view of a bus passenger compartment, including a drive battery and a climate control system;

fig. 2 shows the view of fig. 1, including the components for cooling the drive battery.

Detailed Description

The figure shows the passenger compartment, indicated with 1, of a battery-operated mini-bus with four rows of seats 5 and provided with a thermal insulation 3.

Inside the insulating layer 3 of the passenger cabin 1, usually at the bottom of the passenger cabin, a large drive battery 2 in the range of 1000 kg is placed in a further insulating layer 4 consisting of an insulating layer which is as good a relation as possible to the surroundings.

The drive battery 2 is connected to a heating and cooling circuit 6, which heating and cooling circuit 6 also makes use of the high heat capacity of the drive battery 2 for climate control of the passenger compartment 1 according to the invention.

The heating and cooling circuit 6 includes components connected by respective lines, and is climate-controlled by the coolant heated or cooled by the drive battery 2.

The heat exchange for heating and cooling the tank is performed by means of a water circuit 6, like the glycerol coolant of an internal combustion engine, with the difference that it can also be cooled. The electronic high-voltage PTC heating element 7, the downstream heat exchanger 8 are integrated in this circuit, the electronic high-voltage PTC heating element 7 being used for conditioning the drive battery when operating at night without a fan motor, the downstream heat exchanger 8 operating together with the fan motor when heat exchange with the cabin air L of the passenger cabin 1 is required, the circuit further comprising a heat exchanger 9 placed in the battery thermal insulation 4 or the flowing coolant, and a circulation pump 10 for the cooling medium.

Therefore, the coolant circuit 6 can heat or cool the air L of the passenger compartment 1 by the heat capacity of the drive battery 2 through the heat exchanger 8 according to the setting.

The temperature of the coolant in the heating circuit 6 can be varied, if necessary, by means of the high-voltage PTC heating element 7. In this case, the fan motor remains off for regulation of the drive battery, and only the PTC element and the water pump in the vicinity of the water remain on. Thus, downstream of the PTC element in the vicinity of the water, warm water is returned to regulate the drive battery. This arrangement is used to condition the battery during the night when it is cold.

Since the drive battery 2 has a very large heat capacity compared to the required heat or cold, this capacity can be used for climate control of the passenger compartment without the need to change its temperature greatly. The insulation of the passenger compartment aids in this process.

As can be seen from fig. 2, the drive battery 2 also has a refrigerant circuit 11, by means of which the drive battery 2 can be brought back or cooled to the desired temperature range of approximately 12 ℃ during charging.

The refrigerant circuit 11 includes an evaporator 12, an expansion valve 13, a condenser 14 and an electronic compressor 15 mounted within the battery thermal insulation layer 4 or its cooling medium, the electronic compressor 15 being arranged outside the passenger compartment thermal insulation layer, in contrast to the evaporator 12, so that the wasted heat and cold can be exchanged into the surrounding environment.

The passenger compartment 1 can also supply fresh air F and exhaust dirty air V.