CN116053081B - Contactor thermal management integrated module of high-voltage control box of electric vehicle - Google Patents
Contactor thermal management integrated module of high-voltage control box of electric vehicle Download PDFInfo
- Publication number
- CN116053081B CN116053081B CN202310340067.9A CN202310340067A CN116053081B CN 116053081 B CN116053081 B CN 116053081B CN 202310340067 A CN202310340067 A CN 202310340067A CN 116053081 B CN116053081 B CN 116053081B
- Authority
- CN
- China
- Prior art keywords
- shell
- copper bar
- contactor
- electric vehicle
- charging
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
- H01H50/00—Details of electromagnetic relays
- H01H50/12—Ventilating; Cooling; Heating
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
- H01H50/00—Details of electromagnetic relays
- H01H50/02—Bases; Casings; Covers
- H01H50/023—Details concerning sealing, e.g. sealing casing with resin
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
- H01H50/00—Details of electromagnetic relays
- H01H50/14—Terminal arrangements
-
- 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
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
Abstract
The invention provides a contactor thermal management integrated module of a high-voltage control box of an electric vehicle, which comprises a contactor main body, copper bars and a shell; one end of the copper bar is arranged on the contactor main body; the cooling liquid flows through the inside of the shell; the shell is provided with a window; one end of the contactor main body, which is connected with the copper bar, penetrates through the window and is inserted into the shell; the other end of the copper bar extends outwards through the shell, and a part of the copper bar extending out of the shell is provided with a plurality of external output positions; the parts of the contactor main body and the copper bars, which are positioned in the shell, are immersed in the cooling liquid; the contactor main bodies are integrated into the module, and the heating areas of the contactor are soaked in the cooling liquid, so that the cooling liquid is fully contacted with the heating areas, the cooling effect is obvious, and under the condition of meeting high-current quick charging, the development difficulty is reduced, and the cost is reduced.
Description
Technical Field
The invention relates to the technical field of new energy vehicles, in particular to a contactor thermal management integrated module of a high-voltage control box of an electric vehicle.
Background
The contactor is a core component of the electric automobile, and the contactor mainly plays a role in controlling the on-off of a loop in the new energy automobile. At present, the contactor is widely applied to new energy automobiles, is connected in series in a main loop to control the on-off of the main loop, and when the current of the main loop is large, the temperature of the contactor is high, the long-term high temperature can influence the service life of the contactor, the temperature of devices nearby the contactor is high, and the risk of thermal failure of the nearby devices is increased. Chinese CN111180265a discloses a heat dissipation structure for a contactor, and an electrical box. However, for the case of large current, a contactor with larger overcurrent capacity needs to be selected, so that the weight and the size of the contactor are increased, the heat dissipation design difficulty in a limited space is increased for a large-size device, and the cost is increased greatly.
Meanwhile, in recent years, new energy automobiles gradually popularize the super-fast charging function, and the super-fast charging current is usually larger, so that a high-voltage control box meeting the super-fast charging function generally faces a great heat dissipation challenge. The natural convection heat dissipation adopted at present generally improves the heat dissipation capacity by increasing the heat dissipation area of the copper bars, but has smaller improvement effect; the forced convection heat dissipation is adopted, the liquid cooling heat dissipation is usually adopted, the effect is obvious, but the design cost and the product cost of the contactor with strong overcurrent capacity and larger volume are larger. Therefore, how to meet the functional requirements of the high-voltage control box high-current contactor and meet the extremely severe fast-charging requirements becomes an important study in the field.
Disclosure of Invention
In view of this, the invention provides a contactor thermal management integrated module of an electric vehicle high-voltage control box, which is used for solving the problems of poor heat dissipation effect or large volume and high cost of a heat dissipation cooling design required by a contactor passing a large current.
The technical scheme of the invention is realized as follows: the invention provides a contactor thermal management integrated module of a high-voltage control box of an electric vehicle, which comprises a contactor main body; one end of the copper bar is arranged on the contactor main body; a housing through which a cooling liquid flows; wherein, a window is arranged on the shell; one end of the contactor main body, which is connected with the copper bar, penetrates through the window and is inserted into the shell; the other end of the copper bar extends outwards through the shell, and a part of the copper bar extending out of the shell is provided with a plurality of external output positions; the contact body and the copper bars are immersed in the cooling liquid.
Based on the above technical scheme, it is preferable that the current passing through the copper bar is greater than 450A.
On the basis of the above technical solution, preferably, the cooling liquid flowing through the housing is insulating oil.
Still more preferably, the temperature of the cooling liquid when entering the housing is 25 to 50 ℃, and the flow rate of the cooling liquid is not less than 4L/min.
Still more preferably, the pressure differential between the cooling fluid as it enters the housing and the cooling fluid as it exits the housing is no greater than 6.5kPa.
Still more preferably, an electric vehicle insulating oil cooling system, a delivery pump and an electric vehicle driving motor are arranged in the electric vehicle; the electric vehicle insulating oil cooling system is connected with the conveying pump, the shell and the electric vehicle driving motor are connected in parallel on the conveying pump, and the shell and the electric vehicle driving motor are connected in parallel on the electric vehicle insulating oil cooling system; the electric vehicle insulating oil cooling system respectively conveys the cooled insulating oil to the shell and the electric vehicle driving motor through the conveying pump, and the insulating oil is discharged from the shell and the electric vehicle driving motor and then returns to the electric vehicle insulating oil cooling system for reuse.
On the basis of the technical scheme, preferably, the shell comprises an upper shell piece and a lower shell piece; the lower shell is provided with a window and is connected to the contactor main body and the copper bar through injection molding; the upper shell piece covers the lower shell piece, and cooling liquid flows through a space surrounded by the upper shell piece and the lower shell piece.
Still more preferably, the housing further comprises a partition; the baffle is arranged between the upper shell piece and the lower shell piece and divides the inner space of the shell into two chambers, one end of the baffle in the extending direction is provided with a notch, and the notch is communicated between the two chambers; at least one window is arranged on one side of the extending direction of the partition board; the upper shell is communicated with two conveying pipes which are symmetrically arranged at two sides of the extending direction of the partition board and are positioned at one end of the partition board far away from the notch.
Still more preferably, the contactor bodies have three, wherein two contactor bodies are disposed at one side of the extending direction of the separator and connected to the same copper bar, and the remaining one contactor body is disposed at the other side of the extending direction of the separator and connected to the other copper bar; the copper bar is provided with five external output positions which are a power anode, a power cathode, a load anode, a load cathode and a charging cathode sharing electrode and a charging anode respectively; the power supply positive electrode, the load positive electrode and the charging positive electrode are all arranged on a copper bar connected with two contactor main bodies, the power supply positive electrode and the charging positive electrode are respectively arranged at two ends of the copper bar, and the load positive electrode is arranged between the two contactor main bodies; the power supply negative electrode and the load negative electrode and the charging negative electrode share electrode are arranged on a copper bar which is separately connected with a contactor main body and are respectively arranged at two ends of the copper bar; the positive electrode and the negative electrode of the power supply are positioned at the same end of the extending direction of the partition board, and the common electrode of the positive electrode and the load negative electrode and the charging negative electrode is positioned at the same end of the extending direction of the partition board.
Still more preferably, the contactor bodies have four, wherein two contactor bodies are disposed at one side of the extending direction of the separator and connected to the same copper bar, and the remaining two contactor bodies are disposed at the other side of the extending direction of the separator and connected to the other copper bar; six external output positions on the copper bar are respectively a power supply anode, a power supply cathode, a load anode, a load cathode, a charging anode and a charging cathode; the power supply positive electrode, the load positive electrode and the charging positive electrode are arranged on one of the copper bars, the power supply positive electrode and the charging positive electrode are respectively arranged at two ends of the copper bars, and the load positive electrode is arranged between the two contactor main bodies; the power supply negative electrode, the load negative electrode and the charging negative electrode are all arranged on the other copper bar, the power supply negative electrode and the charging negative electrode are respectively arranged at two ends of the copper bar, and the load negative electrode is arranged between the two contactor main bodies; the positive electrode and the negative electrode of the power supply are positioned at the same end of the extending direction of the partition board, and the positive electrode and the negative electrode of the charging are positioned at the same end of the extending direction of the partition board.
On the basis of the above technical solution, preferably, the contact body and the copper bar are completely immersed in the cooling liquid.
Compared with the prior art, the contactor thermal management integrated module of the high-voltage control box of the electric vehicle has the following beneficial effects:
(1) According to the invention, the plurality of contactor main bodies are integrated into the module, and the heating areas of the contactors are soaked in the cooling liquid, so that the cooling liquid is fully contacted with the heating areas, the cooling effect is obvious, and under the condition of meeting the requirement of high-current quick charging, the development difficulty is reduced, and the cost is reduced.
(2) The cooling liquid can be conveyed by the same oil cooling system with the insulating cooling oil of the driving motor of the electric vehicle, a set of cooling liquid conveying system is not required to be additionally arranged, the design difficulty of applying the integrated module in the field of the electric vehicle is reduced, and meanwhile, the contact device heating area is fully cooled.
(3) The shell, the contactor and the copper bars are connected together through injection molding, so that the sealing and leakage-proof effects are achieved, and parts such as a sealing ring and the like are not required to be arranged between the shell and the contactor, so that the production difficulty and the production cost are reduced.
Drawings
In order to more clearly illustrate the embodiments of the invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a perspective view of an integrated module of the present invention;
FIG. 2 is a side cross-sectional view of an integrated module of the present invention;
FIG. 3 is a perspective view of the housing of the present invention;
FIG. 4 is a partial perspective view of an integrated module of the present invention;
FIG. 5 is a bottom view of the integrated module of the present invention;
FIG. 6 is a partial perspective view of another embodiment of an integrated module of the present invention;
FIG. 7 is a bottom view of another embodiment of an integrated module of the present invention;
FIG. 8 is a graph of current versus time for one of the charging strategies employing a prior art high voltage control box for fast charging;
FIG. 9 is a graph of current versus time for another charging strategy employing a prior art high voltage control box for fast charging;
FIG. 10 is a plot of monitoring point temperature versus time for an integrated module of the present invention;
FIG. 11 is a cloud view of monitoring point temperatures for an integrated module of the present invention;
FIG. 12 is a graph of coolant inlet and outlet pressure versus time for an integrated module of the present invention;
FIG. 13 is a cooling fluid inlet and outlet pressure cloud diagram of an integrated module of the present invention;
fig. 14 is a schematic diagram of the connection relationship of the integrated module in the vehicle according to the present invention.
In the figure: 1. a contactor body; 2. a copper bar; 201. a power supply positive electrode; 202. a power supply negative electrode; 203. a load positive electrode; 204. a load negative electrode and a charging negative electrode share electrode; 205. a charging positive electrode; 206. a load negative electrode; 207. a charging negative electrode; 3. a housing; 31. an upper case member; 32. a lower case member; 33. a partition plate; 34. a delivery tube; 301. a window; 302. a notch; 4. an electric vehicle insulating oil cooling system; 5. a transfer pump; 6. the electric vehicle drives the motor.
Detailed Description
The following description of the embodiments of the present invention will clearly and fully describe the technical aspects of the embodiments of the present invention, and it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, are intended to fall within the scope of the present invention.
Example 1
As shown in fig. 1, referring to fig. 3, the contactor thermal management integrated module of the high voltage control box of the electric vehicle of the present invention includes a contactor main body 1, a copper bar 2 and a housing 3.
Wherein the contactor body 1. The contactor is one of core components of the electric vehicle, and functions similarly to a relay. When the contactor coil is electrified, coil current can generate a magnetic field, the generated magnetic field enables the static iron core to generate electromagnetic attraction to attract the movable iron core and drive the contactor armature to act, the normally closed contact is opened, and the normally open contact is closed; when the coil is powered off, the electromagnetic attraction force disappears, and the armature is released under the action of the release spring, so that the contact is restored, the normally open contact is opened, and the normally closed contact is closed. The top of the contactor main body 1 is provided with two wiring terminals, and an insulating baffle is arranged between the two wiring terminals; the two wiring terminals are respectively connected with different copper bars 2 through fastening bolts so as to form different external output positions on the copper bars 2. When the contactor body 1 is operated, a current flows through the contactor body 1 via the copper bar 2, and thus the high power heat generating portion of the contactor body 1 is a portion of which the terminal is connected to the copper bar 2; the larger the current passing through the copper bar 2, the larger the heating power of the contactor main body 1.
One end of the copper bar 2 is provided on the contactor main body 1. The copper bar 2 in this case refers to a combination of a plurality of copper bar individual pieces. The copper bar 2 may be a straight copper bar or a copper bar bent according to a desired shape. The other end of the copper bar 2 extends outwards through the shell 3, a plurality of external output positions are arranged on the part, extending out of the shell 3, of the copper bar 2, the external output positions are used for being connected with components such as a charging power supply, a vehicle power supply and a vehicle motor, and different external output positions have different functions.
The cooling liquid flows through the inside of the housing 3, so that the housing 3 becomes a liquid cooling shell. The shell 3 is provided with a window 301, and one end, connected with the copper bar 2, of the contactor main body 1 is inserted into the shell 3 through the window 301, so that a high-power heating area of the contactor main body 1 is inserted into the shell 3, and the parts, located in the shell 3, of the contactor main body 1 and the copper bar 2 are completely immersed in cooling liquid, so that the cooling liquid can be fully contacted with the heating area of the contactor main body 1 and the copper bar 2, and heat is rapidly taken away through the flowing of the cooling liquid, and thermal management is realized.
For new energy electric vehicles, three or four contactors are usually required, one for the positive pole circuit, one for the negative pole circuit, one for the charging positive pole circuit, and one for the charging negative pole circuit; or the negative pole loop and the charging negative pole loop share one contactor. Therefore, the high-current contactor required by the high-voltage control box is integrated in one module, so that the plurality of contactor main bodies 1 can be conveniently and simultaneously cooled.
It should be noted that, this design is compared with natural convection heat dissipation mode, its advantage lies in:
the component with the heat dissipation function is mainly the copper bar 2 with good heat conduction performance, so that the natural convection heat dissipation mode improves the heat dissipation capacity by increasing the heat dissipation area of the copper bar 2 or lengthens the length of the copper bar 2; however, the heat conduction requires time, so that the part of the copper bar 2 where the heat is concentrated is still the part of the copper bar 2 where the terminal of the contactor main body 1 is connected, and thus the means for increasing the heat dissipation area of the copper bar 2 has poor effect on improving the heat dissipation capacity. The design of the scheme is that a high-power heating area formed at the connection part of the contactor main body 1 and the copper bar 2 is directly immersed in flowing cooling liquid, so that a liquid cooling mode with higher cooling efficiency is adopted, and compared with a natural convection heat dissipation mode, the cooling performance is much higher.
Compared with the forced convection heat dissipation or the current liquid cooling heat dissipation mode, the design has the advantages that:
at present, a liquid cooling pipe or a liquid cooling plate is required to be installed in a heating area in a liquid cooling heat dissipation mode, specifically, a liquid cooling pipe is required to be arranged on the surface of each contactor main body 1, a heat conduction pad is required to be paved between the liquid cooling pipe and the surface of the contactor main body 1, and an insulating film is required to be arranged between the liquid cooling pipe and the surface of the contactor main body 1 in order to avoid the defect of insufficient insulation and pressure resistance after the heat conduction pad is aged or damaged; if the contactor main body 1 needs to flow through a large circuit, the volume of the contactor main body 1 is increased, the number of requirements of the contactor main body 1 is increased, the corresponding liquid cooling pipes which need to be arranged are increased, the required heat conduction pads and insulation films are also increased, and then a plurality of contactor main bodies 1 with liquid cooling accessories are integrated into a module, the whole volume of the integrated module is relatively large, so that the cost and the design difficulty are increased. In the design, a plurality of contactor main bodies 1 and copper bars 2 are integrated and then uniformly inserted into the same shell 3, and the same shell 3 can complete the heat management of all the contactor main bodies 1; even if the size of the contactor main body 1 becomes large or the number of requirements increases, the requirements can be met only by increasing the length of the shell 3, the design difficulty and the production cost are low, and the occupied space is relatively small.
In a specific production, the housing 3 comprises an upper housing part 31 and a lower housing part 32.
Wherein, the lower shell 32 is provided with a window 301, and the lower shell 32 is connected to the contactor main body 1 and the copper bar 2.
The upper shell 31 is covered on the lower shell 32, and the upper shell 31 and the lower shell 32 define an inner space. The upper shell 31 is communicated with two conveying pipes 34, and the two conveying pipes 34 are respectively an inlet and an outlet of cooling liquid.
Example 2
In the first embodiment, the lower shell 32 is connected to the contactor main body 1 and the copper bar 2, and in order to avoid leakage of the cooling liquid in the housing 3, sealing rings are generally provided between the contactor main body 1 and the window 301 and between the copper bar 2 and the lower shell 32.
However, in the present embodiment, as shown in fig. 1, the lower case 32 is connected to the contactor main body 1 and the copper bar 2 by injection molding, in combination with fig. 2.
The lower shell 32 is connected to the contactor main body 1 and the copper bar 2 in an injection molding mode, and the contactor has the advantages that good sealing performance can be ensured due to the fact that sealing components are arranged between the lower shell and the copper bar, and the integration of the contactor main bodies 1 in different numbers can be adapted to the modules integrated by the contactor main bodies 1 in an injection molding mode according to the needs, and different shells 3 do not need to be produced for each integration in different numbers, so that production difficulty is reduced.
For convenience of production, the upper shell 31 is usually made of an aluminum alloy material, the lower shell 32 is usually made of fiberglass plastic, and then the upper shell 31 and the lower shell 32 are locked together through screws, and the upper shell and the lower shell are sealed through sealing strips.
Example 3
On the basis of the first embodiment, since the integrated module of the invention is applied to the electric vehicle, if a set of liquid cooling system is additionally arranged in the electric vehicle to specially convey the cooling liquid for the shell 3, the design difficulty is increased and the production cost is increased. As described in the previous embodiments, the oil cooling mode is not only more efficient than the water cooling mode, but is also more suitable for the present invention, so this embodiment contemplates that the insulating oil used in the insulating oil cooling system 4 of the electric vehicle is also applied to the contactor integrated module of the present case.
As shown in fig. 1, in conjunction with fig. 14, an electric vehicle insulating oil cooling system 4, a transfer pump 5, and an electric vehicle driving motor 6 are provided in the electric vehicle.
Wherein, the electric motor car insulating oil cooling system 4 is connected with delivery pump 5. The electric vehicle insulating oil cooling system 4 is an oil cooling system commonly installed in an electric vehicle, the electric vehicle insulating oil cooling system 4 cools insulating oil and then inputs the insulating oil into the electric vehicle driving motor 6 through the delivery pump 5, and the cooling oil is directly contacted with heating components such as a motor rotor and the like, so that the motor rotor is subjected to heat management.
The shell 3 and the electric vehicle driving motor 6 are connected in parallel to the conveying pump 5, and the shell 3 and the electric vehicle driving motor 6 are connected in parallel to the electric vehicle insulating oil cooling system 4; the electric vehicle insulating oil cooling system 4 conveys the cooled insulating oil to the shell 3 and the electric vehicle driving motor 6 respectively through the conveying pump 5, and the insulating oil is discharged from the shell 3 and the electric vehicle driving motor 6 and then returns to the electric vehicle insulating oil cooling system 4 for reuse. The housing 3, the electric vehicle insulating oil cooling system 4, the transfer pump 5, and the electric vehicle driving motor 6 may be used in series.
The pumping pressure of the conveying pump 5 used in the electric vehicle oil cooling system is high, and the conveying pump 5 is shared with the electric vehicle driving motor 6 to convey, so that the operation load of the pump is not increased.
Example 4
On the basis of the first embodiment, it is assumed that four contactor bodies 1 are integrated into one module, as shown in fig. 1, and four contactor bodies 1 are combined with fig. 6 and 7.
Wherein two contactor bodies 1 are arranged at one side of the extending direction of the partition 33 and are connected to the same copper bar 2, and the remaining two contactor bodies 1 are arranged at the other side of the extending direction of the partition 33 and are connected to the other copper bar 2; more specifically, two contactor bodies 1 located on the same side of the partition 33 are in a group, and the terminals not adjacent to each other are respectively connected with different straight copper bars and extend out of the housing 3, and the terminals adjacent to each other are connected through a U-shaped copper bar, and the middle part of the U-shaped copper bar is located out of the housing 3.
The copper bar 2 has six external output positions, namely a power anode 201, a power cathode 202, a load anode 203, a load cathode 206, a charging anode 205 and a charging cathode 207.
The power positive electrode 201, the load positive electrode 203 and the charging positive electrode 205 are all arranged on one of the copper bars 2, the power positive electrode 201 and the charging positive electrode 205 are respectively arranged at two ends of the copper bars 2, and the load positive electrode 203 is arranged between the two contactor main bodies 1.
The power supply negative electrode 202, the load negative electrode 206 and the charging negative electrode 207 are all arranged on the other copper bar 2, the power supply negative electrode 202 and the charging negative electrode 207 are respectively arranged at two ends of the copper bar 2, and the load negative electrode 206 is arranged between the two contactor main bodies 1.
The power supply positive electrode 201 and the power supply negative electrode 202 are positioned at the same end in the extending direction of the separator 33, and the charging positive electrode 205 and the charging negative electrode 207 are positioned at the same end in the extending direction of the separator 33.
The positive power supply electrode 201 and the negative power supply electrode 202 are connected to a battery pack of the vehicle; the load anode 203 and the load cathode 206 are connected with auxiliary components such as an electric drive, an air conditioner, DCDC and the like of a vehicle load; the charging positive electrode 205 and the charging negative electrode 207 are connected to an external power transmission source for charging.
Example 5
Currently, battery packs of pure electric vehicles on the market are usually charged at 60 to 100 degrees and 500 to 800km in duration, and the battery packs are usually charged quickly by charging equipment with current of about 500A (in practical cases, 450A). Meanwhile, the current of the existing charging equipment is fast charging when the current exceeds 200A, and super fast charging when the current exceeds 400A. Fig. 8 and 9 are current time curves for a current charging device currently in the market with a super-fast charge current 500A.
The charging strategy of fig. 8 is that the charging current is obviously reduced from the beginning of charging to 450A, and the charging time is between 500s and 1000 s; the charge strategy of fig. 9 is that the charging starts with 100A current, and reaches 450A current after a period of time (500 s), and the charging current drops significantly when the charging time is between 1000s and 1500 s. It can be seen that whatever charging strategy is adopted, the current reaches 500A for about 10min when the current is charged by the current quick charging device; one of the reasons is that the operating temperature requirement of the main contactor body 1 is 130 ℃ or less, and if the contactor body 1 is in a state exceeding the operating temperature requirement for a long period of time, the continuous input of a large current is restricted.
In the fourth embodiment, it is assumed that four contactor bodies 1 are integrated into a module, and the current passing through the copper bar 2 in the fourth embodiment is preset to be 1000A, which is far higher than that of the existing quick charging device; meanwhile, the temperature of the cooling liquid entering the shell 3 is 25 ℃ (the actual working temperature of the cooling liquid is generally 25-50 ℃), the flow rate is not less than 4L/min, the highest temperature of the integrated module and the flow resistance (i.e. inlet-outlet pressure difference) of the cooling liquid are simulated by a finite element tool, and the simulation result of the finite element tool is shown in figures 10-14.
As shown in fig. 10 and 11, the maximum temperature of the stationary contact (i.e. the external output position) of the contactor main body 1 is 116 ℃, which is far less than the long-term working temperature requirement of the current main flow contactor of 130 ℃.
As shown in fig. 12 and 13, the pressure difference between the inlet and outlet of the cooling liquid is not more than about 6.5kPa, and the pressure difference does not increase the load of the cooling pump, so that the production requirements of the electric vehicle can be satisfied.
Under the simulation working condition, the continuous charging time of the embodiment is 1200 seconds, and the temperature basically reaches the thermal balance, namely, the embodiment can still continuously charge for a longer time period and even can always maintain a rapid charging state by adopting 1000A charging current compared with the existing rapid charging equipment adopting 500A charging current.
For the effectiveness of the simulation results, as shown in table 1 and combined with fig. 6, the total simulation power is 719.77w, wherein, B1 to B4 and B10 to B13 marked by dots in fig. 6 are each copper piece constituting the copper bar 2, and each copper piece is subjected to simulation calculation.
TABLE 1
According to theoretical calculations, as shown in table 2, the cooling oil carries away power 711.70w, and also about 8w of power through convective heat transfer with air and radiant carry away.
TABLE 2
Therefore, the simulation dissipation power is basically consistent with the cooling oil carrying power, and the simulation result is effective.
Example 6
On the basis of the first embodiment, it is assumed that three contactor bodies 1 are integrated into one module, as shown in fig. 1, and three contactor bodies 1 are combined with fig. 4 and 5.
Two of the contactor bodies 1 are disposed on one side of the extending direction of the partition 33 and connected to the same copper bar 2, and the remaining one contactor body 1 is disposed on the other side of the extending direction of the partition 33 and connected to the other copper bar 2. More specifically, two contactor bodies 1 positioned on one side of the partition 33 are respectively connected with different straight copper bars to extend out of the shell 3, and the two adjacent terminals are connected through a U-shaped copper bar, wherein the middle part of the U-shaped copper bar is positioned out of the shell 3; a single contactor body 1 located on the other side of the partition 33 has two terminals respectively connected to two straight copper bars extending to the outside of the housing 3.
The copper bar 2 has five external output positions, namely a power positive electrode 201, a power negative electrode 202, a load positive electrode 203, a load negative electrode and charging negative electrode sharing electrode 204 and a charging positive electrode 205.
The power positive electrode 201, the load positive electrode 203 and the charging positive electrode 205 are all arranged on the copper bar 2 connected with the two contactor main bodies 1, the power positive electrode 201 and the charging positive electrode 205 are respectively arranged at two ends of the copper bar 2, and the load positive electrode 203 is arranged between the two contactor main bodies 1.
The power negative electrode 202 and the load negative electrode and charging negative electrode common electrode 204 are respectively arranged on the copper bar 2 which is separately connected with one contactor main body 1 and respectively arranged at two ends of the copper bar 2.
The power source positive electrode 201 and the power source negative electrode 202 are positioned at the same end in the extending direction of the separator 33, and the charge positive electrode 205 and the load negative electrode and charge negative electrode common electrode 204 are positioned at the same end in the extending direction of the separator 33.
The positive power supply electrode 201 and the negative power supply electrode 202 are connected to a battery pack of the vehicle; the load anode 203 and the load cathode and the charging cathode common electrode 204 are connected with auxiliary components such as an electric drive, an air conditioner, DCDC and the like of a vehicle load; the charging positive electrode 205 and the load negative electrode are connected to the charging negative electrode common electrode 204, and an external power transmission power supply is used for charging.
In addition, this embodiment has an advantage in that the number of the contactor bodies 1 used is smaller than that of the fifth embodiment, and therefore the heat generation amount is also greatly reduced, but the safety against the passage of electric current is poor, and therefore four contactor bodies 1 are generally used.
Example 7
In the fifth embodiment, in the result of the finite element simulation, the pressure difference between the time of entering the casing 3 and the time of exiting the casing 3 is not more than 6.5kPa, which is slightly greater than the pressure difference between the inlet and the outlet of the cooling liquid in the water cooling system commonly used at present, which is 4.5 kPa.
However, the main factors affecting the pressure difference between the inlet and the outlet of the cooling liquid in the cooling system are two, namely, the viscosity of the cooling liquid is higher, the cooling liquid is more difficult to flow, the pressure difference is higher, the complexity of the cooling liquid flow channel is higher, and the pressure difference is higher. The cooling liquid in the liquid cooling system commonly adopted in the electric vehicle at present is 50% glycol mixed solution.
In this embodiment, the first cooling liquid is insulating cooling oil, which has a viscosity greater than that of the glycol mixed solution, so that the pressure difference between the inlet and outlet is necessarily greater, but the oil cooling mode has higher heat conductivity and lower cost than the water cooling mode.
Next, the housing 3 further includes a partition 33.
Wherein, the baffle 33 is arranged between the upper shell 31 and the lower shell 32 and divides the inner space of the shell 3 into two chambers, one end of the extending direction of the baffle 33 is provided with a notch 302, and the notch 302 is communicated between the two chambers, thereby forming a U-shaped flow channel in the inner space, and the cooling liquid flows in the flow channel. At least one window 301 is opened at one side of the extending direction of the partition 33, so that the cooling liquid can pass through the heating area of the contactor main body 1 inserted into the window 301 when flowing along the flow channel; the upper shell 31 is communicated with two conveying pipes 34, the two conveying pipes 34 are symmetrically arranged at two sides of the extending direction of the partition 33 and are positioned at one end of the partition 33 far away from the notch 302, the two conveying pipes 34 are respectively an inlet and an outlet of cooling liquid, and the two conveying pipes 34 are arranged at two ends of a U-shaped runner, so that in the embodiment, the design of the runner is very simple, the flowing obstruction of the cooling liquid is small, and even if the pressure difference between the cooling liquid entering the shell 3 and the cooling liquid flowing out of the shell 3 is 6.5kPa and is larger than that of a water cooling system, the working load of a vehicle oil pump is not greatly increased.
Example 8
In the fifth embodiment, the contactor body 1 in the power circuit is composed of the power positive electrode 201 and the power negative electrode 202, the contactor body 1 in the load circuit is composed of the load positive electrode 203 and the load negative electrode 206, and the contactor body 1 in the charging circuit is composed of the charging positive electrode 205 and the charging negative electrode 207. However, there is another case where the contactor body 1 in the load circuit constituted by the load positive electrode 203 and the load negative electrode 206 and the contactor body 1 in the charge circuit constituted by the charge positive electrode 205 and the charge negative electrode 207 are juxtaposed on the contactor body 1 in the power circuit constituted by the power positive electrode 201 and the power negative electrode 202.
In this embodiment, the power supply anode 201, the load anode 203 and the charging anode 205 are all disposed on one of the copper bars 2, the load anode 203 and the charging anode 205 are disposed at two ends of the copper bars 2, and the power supply anode 201 is disposed between the two contactor bodies 1.
The power supply cathode 202, the load cathode 206 and the charging cathode 207 are all arranged on the other copper bar 2, the load cathode 206 and the charging cathode 207 are respectively arranged at two ends of the copper bar 2, and the power supply cathode 202 is arranged between the two contactor bodies 1.
The load positive electrode 203 and the load negative electrode 206 are positioned at the same end in the extending direction of the separator 33, and the charge positive electrode 205 and the charge negative electrode 207 are positioned at the same end in the extending direction of the separator 33.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the invention.
Claims (6)
1. The contactor thermal management integrated module of the electric vehicle high voltage control box is characterized by comprising:
a contactor body (1);
one end of the copper bar (2) is arranged on the contactor main body (1);
a housing (3) through which a cooling liquid flows;
wherein, an electric vehicle insulating oil cooling system (4), a delivery pump (5) and an electric vehicle driving motor (6) are arranged in the electric vehicle;
the cooling liquid flowing through the shell (3) is insulating oil, and a window (301) is formed in the shell (3);
one end of the contactor main body (1) connected with the copper bar (2) penetrates through the window (301) and is inserted into the shell (3);
the other end of the copper bar (2) extends outwards through the shell (3), and a part of the copper bar (2) extending to the outside of the shell (3) is provided with a plurality of external output positions;
the parts of the contactor main body (1) and the copper bars (2) which are positioned in the shell (3) are immersed in cooling liquid;
the shell (3) comprises an upper shell (31), a lower shell (32) and a partition plate (33); a window (301) is formed in the lower shell (32), and the lower shell (32) is connected to the contactor main body (1) and the copper bar (2) through injection molding; the upper shell (31) is arranged on the lower shell (32) in a covering manner, and cooling liquid flows through a space surrounded by the upper shell (31) and the lower shell (32); the partition board (33) is arranged between the upper shell piece (31) and the lower shell piece (32) and divides the internal space of the shell (3) into two chambers, one end of the partition board (33) in the extending direction is provided with a notch (302), and the notch (302) is communicated between the two chambers; at least one window (301) is arranged on one side of the extending direction of the partition board (33); the upper shell (31) is communicated with two conveying pipes (34), and the two conveying pipes (34) are symmetrically arranged on two sides of the extending direction of the partition plate (33) and are positioned at one end, far away from the notch (302), of the partition plate (33);
the electric vehicle insulating oil cooling system (4) is connected with the conveying pump (5), the shell (3) and the electric vehicle driving motor (6) are connected in parallel on the conveying pump (5), and the shell (3) and the electric vehicle driving motor (6) are connected in parallel on the electric vehicle insulating oil cooling system (4);
the electric vehicle insulating oil cooling system (4) is used for conveying the cooled insulating oil to the shell (3) and the electric vehicle driving motor (6) respectively through the conveying pump (5), and the insulating oil is discharged from the shell (3) and the electric vehicle driving motor (6) and then returns to the electric vehicle insulating oil cooling system (4) for reuse.
2. The contactor thermal management integrated module of an electric vehicle high voltage control box of claim 1, wherein: the current passing through the copper bar (2) is more than 450A.
3. The contactor thermal management integrated module of an electric vehicle high voltage control box of claim 1, wherein: the temperature of the cooling liquid entering the shell (3) is 25-50 ℃, and the flow rate of the cooling liquid is not less than 4L/min.
4. The contactor thermal management integrated module of an electric vehicle high voltage control box of claim 1, wherein: the pressure difference between the time of the cooling liquid entering the shell (3) and the time of the cooling liquid flowing out of the shell (3) is not more than 6.5kPa.
5. The contactor thermal management integrated module of an electric vehicle high voltage control box of claim 1, wherein: the contactor main bodies (1) are three, wherein two contactor main bodies (1) are arranged on one side of the extending direction of the partition board (33) and are connected to the same copper bar (2), and the rest of the contactor main bodies (1) are arranged on the other side of the extending direction of the partition board (33) and are connected to the other copper bar (2);
the copper bar (2) is provided with five external output positions which are a power supply anode (201), a power supply cathode (202), a load anode (203), a load cathode and charging cathode common electrode (204) and a charging anode (205) respectively;
the power supply positive electrode (201), the load positive electrode (203) and the charging positive electrode (205) are all arranged on the copper bar (2) connected with the two contactor main bodies (1), the power supply positive electrode (201) and the charging positive electrode (205) are respectively arranged at two ends of the copper bar (2), and the load positive electrode (203) is arranged between the two contactor main bodies (1);
the power supply negative electrode (202) and the load negative electrode and charging negative electrode common electrode (204) are respectively arranged on the copper bar (2) which is singly connected with one contactor main body (1) and are respectively arranged at two ends of the copper bar (2);
the power supply positive electrode (201) and the power supply negative electrode (202) are positioned at the same end of the extending direction of the partition board (33), and the charging positive electrode (205), the load negative electrode and the charging negative electrode common electrode (204) are positioned at the same end of the extending direction of the partition board (33).
6. The contactor thermal management integrated module of an electric vehicle high voltage control box of claim 1, wherein: the contactor main bodies (1) are four, wherein two contactor main bodies (1) are arranged on one side of the extending direction of the partition plate (33) and are connected to the same copper bar (2), and the remaining two contactor main bodies (1) are arranged on the other side of the extending direction of the partition plate (33) and are connected to the other copper bar (2);
six external output positions on the copper bar (2) are respectively a power supply anode (201), a power supply cathode (202), a load anode (203), a load cathode (206), a charging anode (205) and a charging cathode (207);
the power supply positive electrode (201), the load positive electrode (203) and the charging positive electrode (205) are all arranged on one copper bar (2), the power supply positive electrode (201) and the charging positive electrode (205) are respectively arranged at two ends of the copper bar (2), and the load positive electrode (203) is arranged between two contactor main bodies (1);
the power supply negative electrode (202), the load negative electrode (206) and the charging negative electrode (207) are all arranged on the other copper bar (2), the power supply negative electrode (202) and the charging negative electrode (207) are respectively arranged at two ends of the copper bar (2), and the load negative electrode (206) is arranged between the two contactor main bodies (1);
the power supply positive electrode (201) and the power supply negative electrode (202) are positioned at the same end of the extending direction of the partition board (33), and the charging positive electrode (205) and the charging negative electrode (207) are positioned at the same end of the extending direction of the partition board (33).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310340067.9A CN116053081B (en) | 2023-04-03 | 2023-04-03 | Contactor thermal management integrated module of high-voltage control box of electric vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310340067.9A CN116053081B (en) | 2023-04-03 | 2023-04-03 | Contactor thermal management integrated module of high-voltage control box of electric vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN116053081A CN116053081A (en) | 2023-05-02 |
| CN116053081B true CN116053081B (en) | 2023-06-13 |
Family
ID=86125970
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310340067.9A Active CN116053081B (en) | 2023-04-03 | 2023-04-03 | Contactor thermal management integrated module of high-voltage control box of electric vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN116053081B (en) |
Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107134605A (en) * | 2017-06-23 | 2017-09-05 | 四川国创成电池材料有限公司 | One kind evaporation cooling flame-proof battery system |
| WO2019184883A1 (en) * | 2018-03-26 | 2019-10-03 | 洛阳正奇机械有限公司 | Positive and negative liquid-cooling cable serial cooling structure of high-power charging pile |
| CN209691817U (en) * | 2019-04-19 | 2019-11-26 | 中国第一汽车股份有限公司 | A kind of cooling power battery assembly structure of immersion type for electric vehicle |
| CN209710582U (en) * | 2019-01-21 | 2019-11-29 | 西安因变光电科技有限公司 | A kind of oil immersion cooling device of large power supply |
| CN110797185A (en) * | 2019-11-22 | 2020-02-14 | 义乌吉利自动变速器有限公司 | Capacitor core soaking type capacitor and vehicle |
| KR20200045883A (en) * | 2018-10-23 | 2020-05-06 | 현대자동차주식회사 | Relay enabling to prevent fusing of contact part thereof |
| DE102020111189A1 (en) * | 2020-04-24 | 2021-10-28 | Auto-Kabel Management Gmbh | Cooling system for busbars |
| CN113823528A (en) * | 2021-09-10 | 2021-12-21 | 厦门宏发电声股份有限公司 | Electromagnetic relay capable of working in liquid cooling environment and relay device |
| CN114421086A (en) * | 2021-12-29 | 2022-04-29 | 杰锋汽车动力系统股份有限公司 | Automobile power lithium ion battery module structure |
| CN218333983U (en) * | 2022-09-14 | 2023-01-17 | 楚能新能源股份有限公司 | Liquid cooling BDU module of battery |
| CN115715075A (en) * | 2022-11-17 | 2023-02-24 | 阳光电源股份有限公司 | Immersion cooling tank and immersion cooling converter |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9137925B2 (en) * | 2013-05-08 | 2015-09-15 | Hamilton Sundstrand Corporation | Heat sink for contactor in power distribution assembly |
-
2023
- 2023-04-03 CN CN202310340067.9A patent/CN116053081B/en active Active
Patent Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107134605A (en) * | 2017-06-23 | 2017-09-05 | 四川国创成电池材料有限公司 | One kind evaporation cooling flame-proof battery system |
| WO2019184883A1 (en) * | 2018-03-26 | 2019-10-03 | 洛阳正奇机械有限公司 | Positive and negative liquid-cooling cable serial cooling structure of high-power charging pile |
| KR20200045883A (en) * | 2018-10-23 | 2020-05-06 | 현대자동차주식회사 | Relay enabling to prevent fusing of contact part thereof |
| CN209710582U (en) * | 2019-01-21 | 2019-11-29 | 西安因变光电科技有限公司 | A kind of oil immersion cooling device of large power supply |
| CN209691817U (en) * | 2019-04-19 | 2019-11-26 | 中国第一汽车股份有限公司 | A kind of cooling power battery assembly structure of immersion type for electric vehicle |
| CN110797185A (en) * | 2019-11-22 | 2020-02-14 | 义乌吉利自动变速器有限公司 | Capacitor core soaking type capacitor and vehicle |
| DE102020111189A1 (en) * | 2020-04-24 | 2021-10-28 | Auto-Kabel Management Gmbh | Cooling system for busbars |
| CN113823528A (en) * | 2021-09-10 | 2021-12-21 | 厦门宏发电声股份有限公司 | Electromagnetic relay capable of working in liquid cooling environment and relay device |
| CN114421086A (en) * | 2021-12-29 | 2022-04-29 | 杰锋汽车动力系统股份有限公司 | Automobile power lithium ion battery module structure |
| CN218333983U (en) * | 2022-09-14 | 2023-01-17 | 楚能新能源股份有限公司 | Liquid cooling BDU module of battery |
| CN115715075A (en) * | 2022-11-17 | 2023-02-24 | 阳光电源股份有限公司 | Immersion cooling tank and immersion cooling converter |
Also Published As
| Publication number | Publication date |
|---|---|
| CN116053081A (en) | 2023-05-02 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US10096869B2 (en) | Battery module, battery temperature managing system and vehicle comprising the same | |
| US4007315A (en) | Battery cell cooling system | |
| US10027001B2 (en) | Battery system | |
| US9362598B2 (en) | Traction battery assembly with thermal device | |
| EP2697860B1 (en) | Battery system having an external thermal management system | |
| US9819062B2 (en) | Traction battery assembly with thermal device | |
| CN102104182B (en) | Battery assemblies | |
| JP2009009889A (en) | Power source device for vehicle | |
| CN103125046A (en) | Method and system for cooling lithium secondary battery | |
| CN102544567A (en) | Power battery module with liquid cooling system | |
| CN105552477A (en) | Traction battery thermal management | |
| CN111312954B (en) | Electric vehicle battery thermal management device and thermal management method | |
| JP2012195313A (en) | Vehicle power supply device | |
| CN116053081B (en) | Contactor thermal management integrated module of high-voltage control box of electric vehicle | |
| KR101515114B1 (en) | Battery Pack Using Perfluorinated Solution as Coolant | |
| KR20180045373A (en) | Battery Pack with means for cooling heat element | |
| CN111602287A (en) | Energy storage system | |
| CN215578708U (en) | Battery structure and electric automobile | |
| CN218005011U (en) | Battery pack and vehicle | |
| JP2020004715A (en) | Technique for heating traction energy storage unit | |
| AU2021101482A4 (en) | Temperature control device for battery of electric automobile | |
| CN218632330U (en) | Battery pack and electric automobile | |
| CN115084726B (en) | Dynamic temperature adjusting method for power battery and power battery | |
| CN220272705U (en) | Battery pack | |
| CN219419164U (en) | Immersed cooling battery module and battery pack |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |