CN112072201A - New energy automobile power battery heat exchange device - Google Patents
New energy automobile power battery heat exchange device Download PDFInfo
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- CN112072201A CN112072201A CN202010795885.4A CN202010795885A CN112072201A CN 112072201 A CN112072201 A CN 112072201A CN 202010795885 A CN202010795885 A CN 202010795885A CN 112072201 A CN112072201 A CN 112072201A
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/61—Types of temperature control
- H01M10/613—Cooling or keeping cold
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- A—HUMAN NECESSITIES
- A62—LIFE-SAVING; FIRE-FIGHTING
- A62C—FIRE-FIGHTING
- A62C3/00—Fire prevention, containment or extinguishing specially adapted for particular objects or places
- A62C3/16—Fire prevention, containment or extinguishing specially adapted for particular objects or places in electrical installations, e.g. cableways
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- A—HUMAN NECESSITIES
- A62—LIFE-SAVING; FIRE-FIGHTING
- A62C—FIRE-FIGHTING
- A62C31/00—Delivery of fire-extinguishing material
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/61—Types of temperature control
- H01M10/615—Heating or keeping warm
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
- H01M10/625—Vehicles
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/63—Control systems
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/63—Control systems
- H01M10/635—Control systems based on ambient temperature
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/65—Means for temperature control structurally associated with the cells
- H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
- H01M10/6561—Gases
- H01M10/6563—Gases with forced flow, e.g. by blowers
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using batteries
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Abstract
The invention discloses a new energy automobile power battery heat exchange device, which comprises a battery pack and a battery pack battery cooling device, wherein the battery pack battery cooling device comprises: the device comprises a compressor, a cooler, an expansion valve, a cooling loop, a static pressure box, a control module, a temperature sensor, a radiating fin and an electronic temperature control valve; the battery pack is internally provided with a battery pack; one end of the compressor is connected with one end of the cooler; the other end of the cooler is connected with one end of the expansion valve; the other end of the expansion valve is connected with one end of the static pressure box, and the other end of the static pressure box is connected with the front end of the cooling loop; the tail end of the cooling loop is connected with a compressor; the control module is arranged on the static pressure box; the cooling loop has a heat sink and an electronic temperature control valve; the cooling loop is arranged on the battery pack and arranged in parallel with the battery pack; the temperature sensor is arranged on the battery pack; the compressor, the static pressure box, the electronic temperature control valve and the temperature sensor are respectively and electrically connected with the control module.
Description
Technical Field
The invention relates to a heat exchange device for a power battery of a new energy automobile.
Background
With the rapid development of new energy vehicles, the market share of the new energy vehicles is gradually increased, and the power battery is a core component of the new energy vehicles.
The working environment temperature of the power battery has very important influence on the service performance, the service life and the safety performance of the battery. One is that the charging and discharging performance of the power battery is reduced sharply when the working environment temperature is too low or too high; and the other is that the working temperature is higher than a certain value, and even the power battery can be caused to self-ignite and the like.
In addition, during the discharging process of the power battery, especially during the discharging process with high rate, the power battery itself may release a large amount of heat energy, which may aggravate the deterioration of the safety, economy, technology and service life of the power battery.
The inventor also finds that the cooling system of the power battery used at present has the defects of poor heat transfer effect, low energy efficiency and the like; the temperature control efficiency can be influenced by low temperature in winter and high temperature in summer; once spontaneous combustion occurs in summer, the spontaneous combustion basically cannot be put away, and large economic losses are caused.
Disclosure of Invention
The invention aims to provide a heat exchange device for a power battery of a new energy automobile, aiming at the defects of the prior art.
In order to realize the purpose of the invention, the following technical scheme is adopted:
a heat exchange device for a power battery of a new energy automobile comprises a battery pack, a compressor, a cooler, an expansion valve, a cooling loop, a static pressure box, a control module, a temperature sensor, a cooling fin and an electronic temperature control valve; the battery pack is internally provided with a battery pack; one end of the compressor is connected with one end of the cooler; the other end of the cooler is connected with one end of an expansion valve; the other end of the expansion valve is connected with one end of the static pressure box, and the other end of the static pressure box is connected with the front end of the cooling loop; the tail end of the cooling loop is connected with a compressor; the control module is arranged on the static pressure box; the cooling loop has a heat sink and an electronic temperature control valve; wherein the cooling loop is mounted to the battery pack and is arranged in parallel with the battery pack; the temperature sensor is arranged on the battery pack; the compressor, the static pressure box, the electronic temperature control valve and the temperature sensor are respectively and electrically connected with the control module.
The working principle is as follows:
the compressor conveys a refrigerant to the cooler, the refrigerant conveys the cooled refrigerant out of the cooler, the cooled refrigerant conveys the decompressed refrigerant out of the expansion valve and conveys the decompressed refrigerant to the static pressure box through the expansion valve, and the static pressure box stores and stabilizes the pressure of the refrigerant;
the temperature sensor detects the temperature of the battery pack and generates a signal to the control module, the control module starts the compressor while controlling the static pressure box to convey the refrigerant to the cooling loop according to the signal, and the cooling loop cools the battery pack after introducing the refrigerant and conveys the refrigerant back to the compressor. As the common knowledge in the field, the control module used in the scheme and the action control of each device connected with the control module belong to mature singlechip technology, can be easily purchased from the market, and can be used after being simply debugged.
As a further improvement of the technical scheme, the heat exchange device of the new energy automobile power battery further comprises an electric control variable flow air pump; one end of the electric control variable flow air pump is connected with the static pressure box, and the other end of the electric control variable flow air pump is connected with the cooling loop; the electric control variable flow air pump is respectively and electrically connected with the temperature sensor and the control module.
As a further improvement of the technical scheme, the heat exchange device for the power battery of the new energy automobile further comprises a third electronic control valve; and the third electronic control valve is arranged between the compressor and the cooling loop and used for controlling the communication between the cooling loop and the compressor.
As a further improvement of the technical scheme, the heat exchange device of the new energy automobile power battery further comprises a nitrogen tank; the nitrogen tank is connected to the compressor and/or the plenum box.
As a further improvement of the technical scheme, the heat exchange device for the new energy automobile power battery further comprises a dryer; one end of the dryer is connected to the tail end of the cooling loop, and the other end of the dryer is connected to the compressor and the static pressure box; wherein the dryer is electrically connected with the control module.
As a further improvement of the technical scheme, the heat exchange device for the power battery of the new energy automobile further comprises a heater; one end of the heater is connected with the static pressure box, and the other end of the heater is connected with the tail end of the cooling loop; wherein the heater is electrically connected with the control module.
As a further improvement of the technical scheme, the heat exchange device for the power battery of the new energy automobile further comprises a first electronic control valve and a second electronic control valve; the first electronic control valve is arranged between the compressor and the dryer and used for controlling the dryer to be communicated with the compressor; the second electronic control valve is arranged between the dryer and the heater and used for controlling the communication between the dryer and the heater.
A new energy automobile motor cooling device uses the tail gas of the new energy automobile power battery heat exchange device to cool a motor, and comprises a motor cooler; the motor cooler is arranged in parallel with the motor; one end of the motor cooler is connected with the tail end of the cooling loop, and the other end of the motor cooler is connected with the compressor.
A new energy automobile electronic control unit cooling device uses the tail gas cooling electronic control unit of the new energy automobile power battery heat exchange device, and comprises an electric control cooler; the electronic control cooler is arranged on the electronic control unit; one end of the electric control cooler is connected with the tail end of the cooling loop, and the other end of the electric control cooler is connected with the compressor.
A new energy automobile uses foretell new energy automobile power battery heat exchange device.
Compared with the prior art, the invention has the remarkable improvements that:
1. the invention can realize real-time monitoring to the temperature of the battery pack, when the temperature of the battery pack is higher than a set value, the temperature sensor instantly generates an instruction signal to the control module, the control module generates a control instruction to the static pressure box and the compressor according to the instruction signal, the static pressure box instantly conveys a refrigerant to the cooling loop, and the cooling loop after the refrigerant is introduced instantly cools the battery pack; the cooled refrigerant is conveyed back to the compressor through a cooling loop and then enters the next cycle through the compressor; continuously and circularly conveying a refrigerant to the battery pack to implement cooling, so that the battery pack is cooled; when the temperature is reduced to be lower than a set value, the temperature sensor generates an instruction signal to the control module, the control module controls the static pressure box to stop conveying the refrigerant to the cooling loop according to the instruction signal, and the compressor stops working.
2. The cooling loop is also provided with an electronic temperature control valve which can spray a refrigerant outwards to realize the emergency cooling and fire extinguishing functions; the temperature sensor detects the temperature of the battery pack, when the temperature of the battery pack is detected to be higher than 200 ℃, a control signal is generated to the control module, the control module generates a control instruction signal to the electronic temperature control valve according to the control signal, the electronic temperature control valve on the cooling loop instantly sprays a refrigerant to the battery pack, and the battery pack are subjected to emergency cooling and fire extinguishing.
3. The static pressure box is connected with an electric control variable flow air pump, and the electric control variable flow air pump can control the flow and the flow velocity of a refrigerant according to the temperature; the cooling device can provide flowing power for the refrigerant, is beneficial to regulating and controlling the flow and the flow speed of the refrigerant flowing into the cooling loop, and can improve the cooling efficiency of the cooling loop.
4. The invention utilizes the refrigerant after cooling the battery pack to cool the motor, thereby not only improving the utilization rate of the refrigerant, but also being beneficial to overhigh temperature of the motor during working.
5. The invention is also favorable for the heater to heat the coolant, when the air temperature is low, the temperature sensor detects that the temperature of the battery pack is lower than 20 ℃, a control instruction is generated to the control module, the control module generates a control signal to the static pressure box, the electric control variable flow air pump and the heater according to the control instruction, the static pressure box, the electric control variable flow air pump and the heater are started, the coolant is conveyed to the cooling loop from the static pressure box through the electric control variable flow air pump, the cooling loop conveys the coolant to the heater, the heater heats the coolant, the heated temperature of the coolant is increased, the coolant enters the static pressure box and is conveyed to the cooling loop through the static pressure box by the electric control variable flow air pump, the coolant heats the battery pack through the cooling loop, the coolant enters the heater; when the temperature of the battery pack is higher than 20 ℃, the circulation heating can be stopped.
Drawings
In order to more clearly illustrate the detailed description of the invention or the technical solutions in the prior art, the drawings that are needed in the detailed description of the invention or the prior art will be briefly described below. Throughout the drawings, like elements or portions are generally identified by like reference numerals. In the drawings, elements or portions are not necessarily drawn to scale.
Fig. 1 is a schematic structural diagram of a heat exchange device of a power battery of a new energy automobile according to the present invention;
FIG. 2 is a schematic view of the present invention with a dryer and a heater added;
FIG. 3 is a schematic structural view of a refrigerant entering a motor cooler through a battery pack according to the present invention;
FIG. 4 is a schematic view of the structure of the electronic control cooler;
FIG. 5 is a schematic structural diagram of the refrigerant entering the electric control cooler and the motor cooler through the battery pack in parallel according to the present invention;
FIG. 6 is a schematic diagram of the battery cooling circuit of the present invention;
FIG. 7 is a schematic structural diagram of an electrically controlled cooler according to the present invention;
FIG. 8 is a schematic diagram of a motor cooler;
FIG. 9 is a schematic diagram of the configuration of the battery pack and cooling loop distribution of the present invention;
names and serial numbers of the components in the figure: 1-battery pack, 2-battery pack, 3-static pressure box, 4-expansion valve, 6-cooler, 7-compressor, 8-dryer, 9-motor cooler, 10-electric control cooler, 11-heater, 12-tee pipe fitting, 15-temperature sensor, 16-nitrogen tank, 17-cooling pipeline, 18-cooling loop, 19-electric control variable flow air pump, 20-control module, 22-battery shell, 23-cooling fin, 24-electronic temperature control valve, 27-motor, 28-shell, 31-radiator, 33-first electronic control valve, 34-second electronic control valve and 35-third electronic control valve.
Detailed Description
In order to make the technical solutions in the present application better understood, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings and embodiments, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and all other embodiments obtained by a person of ordinary skill in the art without making creative efforts based on the embodiments in the present application shall fall within the protection scope of the present application.
Example 1:
as shown in fig. 1 to 9, a heat exchange device for a power battery of a new energy automobile comprises a battery pack 2 and a battery pack 1, wherein the battery cooling device comprises: a compressor 7, a cooler 6, an expansion valve 4, a cooling loop 18, a plenum box 3, a control module 20, a temperature sensor 15, a heat sink 23, and an electronic temperature control valve 24; the battery pack 2 is internally provided with a battery pack 1; one end of the compressor 7 is connected with one end of the cooler 6; the other end of the cooler 6 is connected with one end of the expansion valve 4; the other end of the expansion valve 4 is connected with one end of the static pressure box 3, and the other end of the static pressure box 3 is connected with the front end of the cooling loop 18; the tail end of the cooling loop 18 is connected with the compressor 7; the control module 20 is arranged on the static pressure box 3; the cooling loop 18 has a heat sink 23 and an electronic temperature control valve 24; wherein the cooling loop 18 is mounted to the battery pack 2 and is provided in parallel with the battery pack 1; the temperature sensor 15 is provided in the battery pack 1; the compressor 7, the static pressure box 3, the electronic temperature control valve 24 and the temperature sensor 15 are respectively electrically connected with the control module 20.
The compressor 7 uses nitrogen as a refrigerant. I.e., nitrogen, as a refrigerant and fire suppressant.
The static pressure box 3 is used for storing nitrogen gas, and the static pressure box ensures the stability of the temperature and the flow of the nitrogen gas. And simultaneously, a large amount of nitrogen can be rapidly supplied to the cooling loop for cooling or fire extinguishing.
The nitrogen is delivered to the cooler 6 through the compressor 1 and then delivered to the expansion valve 4 through the cooler 6, and the heat pump principle is adopted. The expansion valve 4 belongs to a one-way valve, i.e. the refrigerant can enter the static pressure tank from the expansion valve, but the refrigerant in the static pressure tank is blocked from flowing back. The compressor 1 may be a high-pressure compressor.
Nitrogen gas conveying route: the compressor 1 is conveyed to a cooler 6, conveyed to an expansion valve 4 through the cooler 6, enters a static pressure box 3 through the expansion valve 4, is conveyed to a cooling loop 18 from the static pressure box 3, and is conveyed to the compressor 1 through the cooling loop 18 for circulation.
As shown in fig. 1-5 and 8, the battery packs 1 in the battery pack 2 are arranged vertically and horizontally, a gap is formed between adjacent battery packs, the cooling loops 18 are arranged in the gap, and the cooling loops 18 can be arranged from bottom to top according to the height of the battery packs 1, so that the contact area can be increased, and the working efficiency of the cooling loops can be improved.
The battery pack 1 can be formed by connecting more than 2 battery monomers side by side, the number of the common battery monomers is 2-6, and the selected number is 2, 3, 4, 5 or 6.
The battery pack 2 is wrapped by a battery housing 22. the battery housing 22 has thermal insulation to reduce the effect of heat generated by the battery pack on the vehicle components adjacent to the battery housing 22.
The radiating fins 23 are arranged along the outer side face of the cooling loop 18, the radiating fins 23 are arranged on the cooling loop 18 at intervals, and the distance between every two adjacent radiating fins is 2-4 cm; the cooling fins can further improve the working efficiency of the cooling loop.
The specific working mode is as follows:
the temperature sensor 15 detects the temperature of the battery pack 1, when the temperature of the battery pack 1 is detected to be higher than 40 ℃, a control signal is generated to the control module 20, the control module 20 generates a control instruction signal to the static pressure box 3 according to the control signal, the static pressure box 3 immediately conveys nitrogen to the cooling loop 18, and the cooling loop 18 cools the battery pack 1 after introducing the nitrogen; the cooling fins 23 on the cooling loop 18 assist in cooling the battery pack 2;
the temperature sensor 15 detects the temperature of the battery pack 1, when the temperature of the battery pack 1 is detected to be lower than 40 ℃, a control signal is generated to the control module 20, the control module 20 generates a control instruction signal to the static pressure box 3 according to the control signal, the static pressure box 3 immediately stops conveying nitrogen to the cooling loop 18, and meanwhile, the compressor 1 stops working;
the temperature sensor 15 detects the temperature of the battery pack 1, when the temperature of the battery pack 1 is detected to be higher than 200 ℃, a control signal is generated to the control module 20, the control module 20 generates a control instruction signal to the electronic temperature control valve 24 according to the control signal, the electronic temperature control valve 24 on the cooling loop 18 instantly sprays nitrogen to the battery pack 1, the emergency cooling and fire extinguishing effects are achieved on the battery pack 2, the cooling loop 18 circularly conveys the nitrogen to the compressor 1, and the nitrogen is continuously and circularly conveyed to the battery pack 2.
Example 2:
compared with example 1, the difference is that: an electrically controlled variable flow air pump 19 is additionally installed.
As shown in fig. 1-5, one end of the electrically controlled variable air pump 19 is connected to the static pressure tank 3, and the other end thereof is connected to the cooling loop 18; the electric control variable flow air pump 19 is respectively and electrically connected with the temperature sensor 15 and the control module 20.
The electrically controlled variable flow air pump 19 can control the flow rate and flow velocity of the nitrogen gas according to the temperature.
The control module 20 controls the electric control variable flow air pump 19 to start/stop according to the signal of the temperature sensor 15.
The electrically controlled variable air pump 19 adjusts the flow rate and flow velocity of the nitrogen gas according to the data signal received from the temperature sensor 15.
Example 3:
compared with example 1 or 2, the difference is that: a third electronic control valve 35 is additionally installed.
As shown in fig. 1 to 5, the third electronically controlled valve 35 is disposed between the compressor 7 and the cooling loop 18 for controlling the communication between the cooling loop 18 and the compressor 7.
Example 4:
compared with any of the embodiments 1 to 3, the difference is that: a nitrogen tank 16 is additionally installed.
As shown in fig. 1-5, the nitrogen tank 16 is connected to the compressor 7 and/or the plenum box 3.
The nitrogen tank 16 is pre-filled with nitrogen gas, which can supplement the loss of nitrogen gas during the working process. The operation of the cooling loop can be facilitated to be effectively carried out.
The nitrogen tank is connected with three conditions:
(1) the nitrogen tank 16 is connected with the compressor 7, and nitrogen supplemented by the nitrogen tank is supplemented into the circulating pipeline through the compressor.
(2) The nitrogen tank 16 is connected to the static pressure box 3 and can supplement nitrogen for the static pressure box, so that the nitrogen is brought into the circulating pipeline by the static pressure box to realize the loss of the supplemented nitrogen.
(3) The outlet of the nitrogen tank 16 is branched into two connecting pipelines, one is connected with the compressor 7, and the other is connected with the static pressure box 3, so that the compressor 7 and the static pressure box 3 can be supplemented with nitrogen simultaneously.
Example 5:
compared with any of examples 1 to 4, the difference is that: a dryer 8 is additionally installed.
As shown in fig. 2-5, the dryer 8 is connected at one end to the end of the cooling loop 18 and at the other end to the compressor 7, plenum box 3; wherein the dryer 8 is electrically connected to the control module 20.
The end of the cooling loop 18 is split into two paths, by the tee 12, two:
firstly, the refrigerant is conveyed to a third electronic control valve 35 through one end of a three-way pipe 12 and then flows back to the compressor 7 through the third electronic control valve 35;
and the second is conveyed to the dryer 8 through the other end of the tee pipe fitting 12 and then conveyed to the compressor 7 or the static pressure box 3 through the dryer 8.
The dryer 8 can dry the nitrogen gas introduced into the dryer and can remove moisture attached to the nitrogen gas. And can protect the compressor and the expansion valve.
Example 6:
compared with any of examples 1 to 5, the difference is that: a heater 11 is additionally installed.
As shown in fig. 2-5, the heater 11 is connected at one end to the plenum box 3 and at the other end to the end of the cooling loop 18; wherein the heater 11 is electrically connected with the control module 20.
The heater 11 is a PCT heater. The heater can carry out heat exchange to the nitrogen gas of letting in it, improves the temperature of nitrogen gas.
In the weather with lower air temperature, when the temperature sensor 15 detects that the temperature of the battery pack 1 is lower than 20 ℃, the temperature sensor 15 sends a control instruction signal to the control module 20, and the control module 20 controls the static pressure box 3, the electric control variable flow air pump 19, the dryer 8 and the heater 11 to be started according to the control instruction signal; the nitrogen is extracted from the static pressure box 3 by the electric control variable flow air pump 19 and then is conveyed to the cooling loop 18 by the electric control variable flow air pump 19, the cooling loop 18 conveys the nitrogen to the dryer 8, the dryer 8 dries the nitrogen to remove moisture attached to the nitrogen, the nitrogen is dried by the dryer 8 and then is conveyed to the heater 11, the heater 11 carries out heat exchange on the nitrogen introduced into the heater to improve the temperature of the nitrogen, the heated nitrogen is conveyed to the static pressure box 3 and exchanges heat with the nitrogen prestored in the static pressure box 3 to improve the temperature of the nitrogen in the static pressure box 3;
the heated nitrogen is introduced into an electric control variable flow air pump 19 through a static pressure box 3, the electric control variable flow air pump 19 conveys the heated nitrogen to a cooling loop 18, the cooling loop 18 carries out heat exchange on the battery pack 1 in the battery pack 2 to realize heating of the battery pack 1, the nitrogen after passing through the cooling loop 18 enters a dryer 8, a heater 11, the static pressure box 3, the electric control variable flow air pump 19 and then enters the cooling loop 18 to realize continuous circulating heating on the battery pack 1; therefore, the problem that the working efficiency is influenced by the over-low temperature of the battery pack 1 in low-temperature weather can be avoided;
when the temperature sensor 15 detects that the temperature of the battery pack 1 is higher than 20 ℃, a signal is sent to the control module 20, and the control module 20 controls the static pressure box 3, the electrically controlled variable flow air pump 19, the dryer 8 and the heater 11 to stop working according to the received signal, namely, the battery pack is stopped to be heated continuously.
Example 7:
compared with any of examples 1 to 6, the difference is that: a first electronic control valve 33 and a second electronic control valve 34 are additionally installed.
As shown in fig. 2 to 5, the first electronic control valve 33 is disposed between the compressor 7 and the dryer 8 for controlling the communication between the dryer 8 and the compressor 7; the second electronic control valve 34 is disposed between the dryer 8 and the heater 11, and is used for controlling the communication between the dryer 8 and the heater 11.
The first electronic control valve 33 and the second electronic control valve 34 are electrically connected to the control module 20, respectively, so that the first electronic control valve 33 and the second electronic control valve 34 can be controlled by the control module 20.
The first electronic control valve 33 and the second electronic control valve 34 can contribute to improvement in ease of operation.
The first electronically controlled valve 33 is closed and the second electronically controlled valve 34 is opened, blocking the nitrogen from flowing back to the compressor 7, the nitrogen entering the heater 11 through the second electronically controlled valve 34.
The first electronic control valve 33 is opened and the second electronic control valve 34 is closed, blocking the nitrogen from flowing back to the heater 11, and the nitrogen flows back to the compressor 7 through the first electronic control valve 33.
Example 8:
a new energy automobile motor cooling device uses the tail gas of the new energy automobile power battery heat exchange device to cool a motor, and comprises a motor cooler 9; the motor cooler 9 is arranged in parallel with the motor 27; the motor cooler 9 is connected to the end of the cooling circuit 18, the other end of which is connected to the compressor 7.
As shown in fig. 3, the end of the cooling loop 18 is bifurcated by two nitrogen routing paths:
one route is as follows: the nitrogen is conveyed to the motor cooler 9 through the tail end of the cooling loop 18 and conveyed to the dryer 8 through the motor cooler 9; the dryer 8 can travel in two paths, one is a reflux compressor 7, and the other is a heater 11;
the other route is as follows: the nitrogen enters the third electronic control valve 35 through the cooling loop 18, and diverges from the outlet of the third electronic control valve 35 in two directions, one is a cooling route, and the other is a heating route, wherein the cooling route is as follows: the nitrogen flows back to the compressor 7 through the third electronic control valve 35; heating route: nitrogen gas enters the heater 11 through the third electronic control valve 35.
Example 9:
a new energy automobile electronic control unit cooling device uses the tail gas cooling electronic control unit of the new energy automobile power battery heat exchange device, and comprises an electronic control cooler 10; the electrically controlled cooler 10 is mounted to an electronic control unit. One end of the electrically controlled cooler 10 is connected to the end of the cooling loop 18 and the other end is connected to the compressor 7.
As shown in fig. 4, an electronically controlled cooler 10 is added to the nitrogen gas travel path from the cooling loop 18 to the motor cooler 9. The cooling loop 18, the electrically controlled cooler 10 and the motor cooler 9 are connected in series. The electronically controlled cooler 10 is mounted to an electronic control unit of an automobile. Can exchange heat with the electronic control unit to achieve the purpose of cooling the electronic control unit.
The electronic control unit is a high-voltage control box of the electric automobile, and the electronic control unit is cooled by the electronic control cooler 10, so that the over-high temperature of the electronic control unit during operation is avoided.
As shown in fig. 5, the electrically controlled cooler 10 is connected in parallel with the motor cooler 9, and the nitrogen flows in the following direction: the tail end of the cooling loop 18 is conveyed to the electric control cooler 10 in one route, conveyed to the motor cooler 9 in another route, and converged after passing through the electric control cooler 10 and the motor cooler 9 respectively.
In order to ensure that the nitrogen gas effectively and normally works, the nitrogen gas output by the electric control cooler 10 and the motor cooler 9 needs to be dried by the dryer 8, and redundant moisture carried in the nitrogen gas is removed.
Example 10:
a new energy automobile uses foretell new energy automobile power battery heat exchange device.
Example 11:
a new energy automobile uses foretell new energy automobile motor cooling device.
Example 12:
a new energy automobile uses foretell new energy automobile electronic control unit cooling device.
It should be understood that the above examples are only for clarity of illustration and are not intended to limit the embodiments. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. And obvious variations or modifications therefrom are intended to be within the scope of the invention.
Claims (10)
1. The utility model provides a new energy automobile power battery heat exchange device which characterized in that: the device comprises a battery pack (2), a battery pack (1), a compressor (7), a cooler (6), an expansion valve (4), a cooling loop (18), a static pressure box (3), a control module (20), a temperature sensor (15), a cooling fin (23) and an electronic temperature control valve (24);
the battery pack (2) is internally provided with a battery pack (1);
one end of the compressor (7) is connected with one end of the cooler (6); the other end of the cooler (6) is connected with one end of the expansion valve (4); the other end of the expansion valve (4) is connected with one end of the static pressure box (3), and the other end of the static pressure box (3) is connected with the front end of the cooling loop (18); the tail end of the cooling loop (18) is connected with a compressor (7);
the control module (20) is arranged on the static pressure box (3);
the cooling loop (18) having a heat sink (23) and an electronic temperature control valve (24);
wherein the cooling loop (18) is mounted to the battery pack (2) and arranged in parallel with the battery pack (1);
the temperature sensor (15) is provided to the battery pack (1);
the compressor (7), the static pressure box (3), the electronic temperature control valve (24) and the temperature sensor (15) are respectively and electrically connected with the control module (20).
2. The heat exchange device for the power battery of the new energy automobile according to claim 1, characterized in that: the device also comprises an electric control variable flow air pump (19);
one end of the electric control variable flow air pump (19) is connected with the static pressure box (3), and the other end of the electric control variable flow air pump is connected with the cooling loop (18); the electric control variable flow air pump (19) is electrically connected with the temperature sensor (15) and the control module (20) respectively.
3. The heat exchange device for the power battery of the new energy automobile according to claim 1, characterized in that: also comprises a third electronic control valve (35);
the third electronic control valve (35) is arranged between the compressor (7) and the cooling loop (18) and is used for controlling the communication between the cooling loop (18) and the compressor (7).
4. The heat exchange device for the power battery of the new energy automobile according to claim 1, characterized in that: also comprises a nitrogen tank (16);
the nitrogen tank (16) is connected to the compressor (7) and/or the static pressure tank (3).
5. The heat exchange device for the power battery of the new energy automobile according to claim 1, characterized in that: also comprises a dryer (8);
one end of the dryer (8) is connected to the tail end of the cooling loop (18), and the other end of the dryer is connected to the compressor (7) and the static pressure box (3);
wherein the dryer (8) is electrically connected with the control module (20).
6. The heat exchange device for the power battery of the new energy automobile according to any one of claims 1 to 5, characterized in that: also comprises a heater (11);
one end of the heater (11) is connected with the static pressure box (3), and the other end of the heater is connected with the tail end of the cooling loop (18);
wherein the heater (11) is electrically connected with the control module (20).
7. The heat exchange device for the power battery of the new energy automobile according to claim 6, characterized in that: further comprising a first electronically controlled valve (33) and a second electronically controlled valve (34);
the first electronic control valve (33) is arranged between the compressor (7) and the dryer (8) and is used for controlling the communication between the dryer (8) and the compressor (7);
the second electronic control valve (34) is arranged between the dryer (8) and the heater (11) and used for controlling the communication between the dryer (8) and the heater (11).
8. The utility model provides a new energy automobile motor cooling device which characterized in that: an exhaust gas cooling motor using the heat exchange device for the power battery of the new energy automobile as claimed in claim 1 to claim 7, comprising a motor cooler (9);
the motor cooler (9) and the motor (27) are arranged in parallel;
one end of the motor cooler (9) is connected with the tail end of the cooling loop (18), and the other end of the motor cooler is connected with the compressor (7).
9. The utility model provides a new energy automobile electronic control unit cooling device which characterized in that: an exhaust gas cooling electronic control unit using the heat exchange device for the new energy automobile power battery of claim 1 to claim 7, comprising an electronically controlled cooler (10);
the electric control cooler (10) is arranged on the electronic control unit;
one end of the electric control cooler (10) is connected with the tail end of the cooling loop (18), and the other end of the electric control cooler is connected with the compressor (7).
10. The utility model provides a new energy automobile which characterized in that: the heat exchange device for the power battery of the new energy automobile is used according to the claims 1 to 7.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010795885.4A CN112072201A (en) | 2020-08-10 | 2020-08-10 | New energy automobile power battery heat exchange device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010795885.4A CN112072201A (en) | 2020-08-10 | 2020-08-10 | New energy automobile power battery heat exchange device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN112072201A true CN112072201A (en) | 2020-12-11 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010795885.4A Pending CN112072201A (en) | 2020-08-10 | 2020-08-10 | New energy automobile power battery heat exchange device |
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| Country | Link |
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| CN (1) | CN112072201A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113471572A (en) * | 2021-07-26 | 2021-10-01 | 沈阳理工大学 | Emergency treatment device for maintaining temperature and spontaneous combustion of battery of electric vehicle |
| CN114709508A (en) * | 2022-03-14 | 2022-07-05 | 大连理工大学 | Temperature-control fireproof and explosion-proof integrated lithium battery energy storage power station and control method thereof |
-
2020
- 2020-08-10 CN CN202010795885.4A patent/CN112072201A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113471572A (en) * | 2021-07-26 | 2021-10-01 | 沈阳理工大学 | Emergency treatment device for maintaining temperature and spontaneous combustion of battery of electric vehicle |
| CN113471572B (en) * | 2021-07-26 | 2023-02-24 | 沈阳理工大学 | Emergency treatment device for maintaining temperature and spontaneous combustion of battery of electric vehicle |
| CN114709508A (en) * | 2022-03-14 | 2022-07-05 | 大连理工大学 | Temperature-control fireproof and explosion-proof integrated lithium battery energy storage power station and control method thereof |
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