CN102271940B - 用于冷却电动车辆的电池的装置和具有该装置的车辆 - Google Patents

用于冷却电动车辆的电池的装置和具有该装置的车辆 Download PDF

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CN102271940B
CN102271940B CN200980153591.3A CN200980153591A CN102271940B CN 102271940 B CN102271940 B CN 102271940B CN 200980153591 A CN200980153591 A CN 200980153591A CN 102271940 B CN102271940 B CN 102271940B
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evaporator
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M·奥里古奇
F·迪比耶夫
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract

本发明涉及一种用于冷却机动车辆尤其是电动车辆的电池(11)的装置，所述车辆包括温度调节单元，在该温度调节单元中，蒸发器和冷凝器(3)通过包含致冷液体的主回路(4，5)相互连接，所述主回路(4，5)连接至支回路(7，8)，以将致冷液体引导至用于冷却容纳在壳体(10)中的电池(11)的第二蒸发器(9)。本发明的特征在于，该第二蒸发器(9)设置在壳体(10)的外面并且与所述壳体(10)的热导部分(14)接触。

Description

用于冷却电动车辆的电池的装置和具有该装置的车辆
技术领域
本发明涉及一种用于冷却电池的装置，该电池尤其是电动车辆、混合动力或全电动类型车辆的电池。
背景技术
装有电动机的车辆靠电池供电，考虑其初始成本，电池的寿命是非常重要的。
这些电化学电池对温度变动非常敏感，其通常设计为在20至40℃或甚至20至30℃的温度范围内最佳地运行。
高于40℃的温度使得提高锂电池的性能成为可能，但也增加了它的退化速度，40℃的温度对于确保长寿命来说已经较高了。
对于NiMH(或NiCd)类型的电池来说，高于40℃的温度影响电池的充电能力并且加速了它的温升。
由于其较大的尺寸和重量(对于提供100-150km的范围的150-200kg的电池来说通常为15-20kWh)，这些电池的温度缓慢升高但难于冷却。
由于热量的产生与电流的平方成比例，而功率与电流成比例，因此热量的产生与功率的平方成比例。
电池的非常快速的充电(约15分钟内)因此可在电池中引起非常大的热量的产生。
在用于快速给电池充电的系统中，随着车辆的使用在它完全放电之后驾驶员可通过给电池快速充电而在同一天中数次使用车辆。
在此情况下，电池的温度将越来越高地增加，直到达到最大允许温度，电池在电池的两次快速充电周期之间没有时间冷却。
从而有必要冷却电池以保护其寿命。
文献US 5 834 132提出一种用于调节机动车辆的电池的温度的系统。
该系统提出一种在电池单元之间行进的冷却回路，该回路由储液器提供冷却流体。 
有必要使用泵来使冷却流体循环。
流体借助于散热器和与其关联的风扇通过外界空气冷却。
然而，为了确保有效冷却，散热器的尺寸和风扇的容量必须相当大，外部空气和流体之间以及电池和流体之间的温度差相对较小。
这导致这种系统的重量和体积相对庞大，此外由于大尺寸的冷却回路、泵、散热器和通风设备以及由于必需的阀，该系统复杂且昂贵。
此外，这种系统在连续的快速充电情况下不能足够有效地冷却电池，因为其会在非常短的时间内产生的非常大的热量。
另一种已知的冷却装置使用车辆的空调系统来冷却电池。
该装置安装于Ford Escape型的车辆，并且在图1中概略地示出。
该装置包括位于乘客舱2中的蒸发器1，该蒸发器通过两个管道4、5连接至位于乘客舱外部的冷凝器3，所述管道中流动着诸如氟里昂的冷却剂，该冷却剂在压缩机6中被压缩。
所述两个管道4、5连接至两个支管7、8，所述支管连接至蒸发器9，该蒸发器对封装电池11的壳体10的内部进行冷却。
保持器12、13使调节管道4、5和7、8中的冷却剂的流动成为可能。
这种冷却装置的缺点在于，蒸发器9位于封装电池的壳体10中，这增大了该壳体10的体积并且使蒸发器9和冷却剂支回路之间的连接变复杂，这在需要从车辆中拆卸壳体10时会产生问题。
发明内容
本发明的目的是消除这些缺点。
根据本发明，该目的通过用于冷却机动车辆尤其是电动车辆的电池(蓄电池，电池组)的装置实现，该车辆包括空调，其中蒸发器和冷凝器通过 主回路连接在一起，冷却剂在该主回路中流动，该主回路连接至支回路以将冷却剂传输至第二蒸发器，该第二蒸发器适于冷却容纳在壳体中的电池，其特征在于，所述第二蒸发器位于壳体的外部并且与该壳体的热导部分(导热部分)接触。
因此，第二蒸发器没有位于容纳电池的壳体内部，并且不会增加该壳体的体积和制造成本。
第二蒸发器和壳体内部之间的热交换通过该蒸发器和壳体的热导部分之间的接触来实现，所述热导部分冷却该壳体的内部并且因此冷却电池。
优选地，第二蒸发器包括用于扩散(散布)冷(冷量)的表面，该表面与所述热导部分直接接触。
在一个实施例中，所述热导部分并入壳体的一个外壁中。
该热导部分的一个面可与壳体的外壁的一个面成一直线定位。
在本发明的一个特别有利的实施例中，所述热导部分是散热器，这使得有效冷却壳体的内部成为可能。
该散热器可包括金属基底，该基底的一个面与第二蒸发器接触，该基底的另一相反面支撑朝向壳体内部突出的翅片(散热片)。
可以在翅片和电池之间设置通过自然或强制对流进行热交换的热交换装置，以优化该电池的冷却。
在一种变型实施例中，冷却装置可包括通过散热器的翅片和电池之间的传导进行热交换的热交换装置，该热交换装置包括金属结构或热管。
在另一变型实施例中，容纳电池的壳体的至少一个外壁包括至少一个活门(活阀，风门片，volet)，该活门可打开以将壳体的内部置于与周围空气连通。
当外面的温度足够冷—即冷到足以冷却电池而不使用空调—的时候，这些活门可打开。
根据另一方面，本发明涉及一种安装有上述冷却装置的机动车辆，尤其是电动车辆。
优选地，包含电池的壳体可拆卸地固定在该车辆上，由于弹簧施加的 力，该第二蒸发器与壳体的所述热导部分接触，冷却剂的支回路通过柔性管连接至该第二蒸发器。
因此这些柔性管可随着容纳电池的壳体运动。
附图说明
本发明的其它特别的特征和优点将在下面的描述显见。
在作为非限制性示例给出的附图中：
-图2是与图1相似的示意图，涉及根据本发明的电池冷却装置，
-图3是与图2相似的示意图，示出了本发明的改进。
具体实施方式
在图2和3的示意图中，与图1中的已知冷却装置相同的元件具有与之相同的附图标记。
在图2和3所示的实施例中，用于冷却机动车辆特别是电动车辆的电池11的装置包括空调，在该空调器中，蒸发器1和冷凝器3通过主回路4、5以及冷却剂保持器12连接在一起。
该主回路4、5连接至支回路7、8以将冷却剂传输至第二蒸发器9，该第二蒸发器适用于冷却包含在壳体10中的电池11。
根据本发明，第二蒸发器9位于壳体10的外部，并且与该壳体10的热导部分14接触。
相应地，第二蒸发器9包括用于扩散冷的表面9a，该表面与热导部分14直接接触。
该热导部分14以密封方式并入壳体10的一个外壁中，以便大体上与该壁成一直线定位。
在图2和3所示的示例中，热导部分14是散热器。
该散热器包括金属基底15，该基底的一个面与第二蒸发器9接触，该基底的相反面支撑翅片16，所述翅片朝向壳体10的内部突出。
散热器14的翅片16和电池之间的热交换通过含在壳体10中的空气的 借助于风扇的自然或强制对流来实现。
该热交换也可通过散热器14的翅片16和电池11之间的借助于金属结构或热管的传导来实现。
在图3的例子中，容纳电池11的壳体10的外壁之一包括活门17，该活门可以当外面的温度低到足以冷却电池11时打开，以使壳体10的内部与周围空气连通。
此外，包含电池11的壳体10可拆卸地固定在车辆上，以使壳体10能被移除并能重新安装。
相应地，第二蒸发器9与热导部分14—即散热器的基底—通过由弹簧18施加的力接触，该弹簧压靠在固定壁例如车辆的地板19上。
在此情况下，支回路7、8通过可随壳体10移动的柔性管7a、8a连接至第二蒸发器9。
相应地，壳体10可被导轨(滑轨)或类似元件引导。
下面将参照图3解释根据本发明的冷却装置的运行。
当主回路4、5以及支回路7、8的保持器12和13打开时，冷却剂如氟里昂流进蒸发器1和蒸发器9，这具有冷却乘客舱2和冷却其翅片16突出进入容纳电池11的壳体10内的散热器14的作用。
翅片16冷却包含在壳体10内的空气，该翅片通过自然对流或借助于风扇的强制对流冷却电池11。
因此，该冷却装置使得防止电池的温度超过约40℃的温度成为可能，同时使得当车辆行驶时冷却乘客舱2成为可能。
当车辆停止时，该装置也使得在快速给电池再充电的周期期间有效地冷却电池11成为可能。
在这种情况下，足以使车辆的发动机运行，以便驱动压缩机6以及关闭主回路的阀8a以防止不必要地冷却乘客舱2。
当周围温度足够低时，可以打开壳体10的活门17并且关掉空调。
特别地在该情况下，周围空气足够地冷以冷却电池11。

Claims (10)

1.用于冷却机动车辆的电池(11)的装置，该车辆包括空调，在该空调中，蒸发器(1)和冷凝器(3)通过主回路(4，5)连接在一起，冷却剂在该主回路中流动，该主回路(4，5)连接至支回路(7，8)以将冷却剂传输至第二蒸发器(9)，该第二蒸发器适于冷却容纳在壳体(10)中的电池(11)，其特征在于，所述第二蒸发器(9)位于壳体(10)的外部并且与该壳体(10)的热导部分(14)接触，其中，所述热导部分(14)是散热器，该散热器包括金属基底(15)，该金属基底的一个面与第二蒸发器(9)接触，该金属基底的相反面支撑朝向所述壳体(10)的内部突出的翅片(16)。
2.如权利要求1所述的装置，其特征在于，第二蒸发器(9)包括用于扩散冷的表面(9a)，该表面与所述热导部分(14)直接接触。
3.如权利要求2所述的装置，其特征在于，所述热导部分(14)结合在所述壳体(10)的一个外壁中。
4.如权利要求1所述的装置，其特征在于，该装置包括通过散热器(14)的翅片(16)和电池(11)之间的对流进行热交换的热交换装置。
5.如权利要求1所述的装置，其特征在于，该装置包括通过散热器(14)的翅片(16)和电池(11)之间的传导进行热交换的热交换装置，该热交换装置包括金属结构或热管。
6.如权利要求1所述的装置，其特征在于，容纳电池(11)的壳体(10)的至少一个外壁包括至少一个活门(17)，该活门能够打开以使壳体(10)的内部与周围空气连通。
7.如权利要求1所述的装置，其特征在于，所述机动车辆是电动车辆。
8.一种机动车辆，它安装有如权利要求1-6之一所述的装置。
9.如权利要求8所述的机动车辆，其特征在于，容纳电池(11)的壳体(10)可拆卸地固定在该车辆上，第二蒸发器(9)借助于由弹簧(18)施加的力与壳体(10)的所述热导部分(14)接触，冷却剂的支回路(7，8)通过柔性管(7a，8a)连接至该第二蒸发器。
10.如权利要求8所述的机动车辆，其特征在于，该机动车辆是电动车辆。
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