CN117673547A - 一种新能源汽车独立液冷动力电池 - Google Patents

一种新能源汽车独立液冷动力电池 Download PDF

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Publication number
CN117673547A
CN117673547A CN202311537888.8A CN202311537888A CN117673547A CN 117673547 A CN117673547 A CN 117673547A CN 202311537888 A CN202311537888 A CN 202311537888A CN 117673547 A CN117673547 A CN 117673547A
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battery
temperature control
liquid cooling
battery body
liquid
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CN202311537888.8A
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王宁豪
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Individual
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
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    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
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    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/22—Balancing the charge of battery modules
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
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    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
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    • H01M10/615—Heating or keeping warm
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Abstract

本发明公开了一种新能源汽车独立液冷动力电池，包括电池本体，电池本体设置有独立液态温控回路，独立液态温控回路包括直冷回路或/和液冷回路，直冷回路或/和液冷回路均设置在电池本体上，独立液态温控回路中含有用于与电池本体的外界交换热量的对外热交换器部件，对外热交换器部件设置于电池本体的外表面位置。通过独立液态温控回路可有效降低电池本体的温度，延长电池本体的使用寿命，且无需附加额外的热传导部件即可直接将液态温控回路的对外热交换部件外置于电池本体的表面，其余部件内置实现整体化集中化，有效解决新能源汽车在采用换电的情况下电池温度控制做不好的难题。

Description

一种新能源汽车独立液冷动力电池
本申请为申请日为2019 年1月11日，申请号为201910025487 .1，名称为一种新能源汽车快换型通用动力电池的案件的分案申请。
技术领域
本发明涉及新能源电池领域，具体涉及一种新能源汽车独立液冷动力电池。
背景技术
我们原来长期使用以燃油为主的汽车，存在尾气排放的空气污染问题和燃油来源基本不具有资源再生性的问题，随着使用量越来越大，问题日益严重。
各种新能源汽车的应用，可有效改善上述问题。新能源汽车有纯电动汽车、增程式电动汽车、插电式混合动力汽车、氢燃料电池汽车、太阳能电动汽车等多种类型。新能源汽车大多通过电力驱动，且会采用车载的储能电池储存电能，车载的储能电池也被称为动力电池。新能源汽车通过外部补充电能时主要依靠外部充电或直接更换动力电池两种方式。通过充电进行电能补充，效率较慢，充电时间长且会遇到充电桩较少需要排队的问题。因此通过更换动力电池进行新能源汽车电能补充具有更大的市场潜力。而换电当前还不能大规模实施的一个重要原因是采用换电方式后电池的温度控制做不好：作为动力电池主力的锂离子电池能量较为密集，一旦温度过热就容易产生意外，因此需要新能源汽车上的液冷系统为其提供温度控制，但难点在于换电时需把动力电池与汽车之间的液冷管路断开，换电池后再连接，实施起来很不方便，一些推行换电的厂家就退回去改用风冷，或采用更原始和低效的传导方式散热，即电池内部的热量是靠从内部传到电池外表面，而后进行散热，虽然相关厂家采用了各种办法提升传导速度，但这类方式的散热仍然低效，远不能满足动力电池的温控要求，因此，虽电池可换电了，却不适合大多数常规车型采用。
要对换电（又称快换）型动力电池进行可靠的温度控制还是需要采用液态控温方式。新能源汽车原来对动力电池进行液态控温的方式是在电池内部设置液体管路吸收电池内部的热量（动力电池内部一般由多个电芯串并联组合而成，工作时电芯会产生热量），这些液体管路是液态控温回路的一部分，回路上与外界交换热量的部件设置在汽车上空气流动通畅的部位，一般设在车头的迎风处，回路的其它部件也大多安装在汽车上，动力电池与汽车之间必须有液体管路的连接。比如一种较常见的做法是：汽车上设有直冷回路（一般与车内空调共用），压缩机等部件都设置在汽车上，回路上作为对外热交换器的冷凝器安装在车头的迎风处，车与电池之间再设置液冷回路，液冷回路中的散热器与车上直冷回路中的一个蒸发器在车上的耦合装置中耦合，液冷回路上还有设置在动力电池内部的液冷管路，液冷管路中的冷却液从电池内部吸收热量后通过回路被快速带到散热器，并在耦合装置中把热量传递给直冷回路的蒸发器，直冷回路蒸发器中的制冷剂通过回路再快速把热量带到安装在车头迎风处的冷凝器中，冷凝器将热量散发到流通空气中。在这类做法中由于液冷回路设置在汽车与动力电池之间，车与动力电池之间必须有液体管路的连接，如要换电需把液体管路断开后再连接，增加了操作步骤导致换电效率低，且接头容易损伤导致密封性差。换电服务要能持续运行还需把电池做成通用型，有些车上会安装多块相同的通用型动力电池，在这种情况下电池都要采用液冷难度就更大了。为此本发明提出一种新能源汽车独立液冷动力电池。
发明内容
本发明所要解决的技术问题是：提出一种与新能源汽车之间不需要连接液体管路仍可实现液态控温，本体上设有独立的且可直接与外界交换热量的液态控温回路的新能源汽车独立液冷动力电池。
本发明的技术方案为：一种新能源汽车独立液冷动力电池，包括电池本体，所述的电池本体设置有独立液态温控回路，所述的独立液态温控回路包括直冷回路或/和液冷回路，所述直冷回路或/和液冷回路均设置在电池本体上，且所述的独立液态温控回路中含有用于与电池本体的外界交换热量的对外热交换器部件，所述的对外热交换器部件设置于电池本体的外表面位置。
进一步地，所述的直冷回路包括压缩机，压缩机通过管路连接有冷凝器和蒸发器，所述冷凝器的管路与蒸发器的管路之间设置有节流装置，所述的蒸发器设置在电池本体内部且作为对外热交换器的所述冷凝器设置在电池本体的外表面位置，或所述的冷凝器设置在电池本体内部且作为对外热交换器的所述蒸发器设置在电池本体的外表面位置。优点在于通过设置的压缩机、节流装置、冷凝器与蒸发器可保障独立液态温控回路的直冷回路可靠工作，为电池本体散热降温或加热升温，提高电池本体的使用寿命。
更进一步地，压缩机的管路还可通过换向装置连接冷凝器和蒸发器，控制换向装置可反转所述直冷回路的流向，所述的蒸发器与冷凝器的作用互换。优点是同一个直冷回路既可为动力电池散热，又可在低温环境中为动力电池加热。
进一步地，所述的液冷回路包括通过管道连通的泵、散热器和液冷管路，液冷回路内填充有水或冷却液，所述的液冷管路设置在电池本体内，作为对外热交换器的所述散热器设置在电池本体的外表面位置。优点在于通过设置的液冷回路可实现对电池本体的散热降温，提高电池本体的使用寿命。
更进一步地，还包括加热器，所述的加热器设置在所述的液冷管路与散热器之间用于加热其内部的水或冷却液。优点在于由于锂离子动力电池在低温环境中能效较低，会导致储能能力降低，为此通过设置的加热器可在环境温度较低时为电池本体提供热量，使其快速升温至合适的工作温度。
进一步地，当电池本体上设置的所述独立液态温控回路包含多个回路时，还可设置耦合装置，不同回路的部件可在所述的耦合装置中传递热量，作为所述独立液态温控回路的对外热交换器的部件设置在电池本体的外表面位置。优点是设置多个回路有利于提高温控质量等，比如可以兼顾电池内部不同部位温度的均衡和电池内外之间传递热量的高效率，达到较理想的控温效果等。
优先地，当电池本体上设置的所述独立液态温控回路包含直冷回路和液冷回路时，所述的液态温控回路包括耦合装置冷却器，所述的直冷回路包括压缩机、冷凝器、节流装置和蒸发器，所述的液冷回路包括泵、散热器和液冷管路，直冷回路的冷凝器或蒸发器与液冷回路的液冷管路或散热器可耦合在所述的冷却器中传递热量，所述的压缩机通过管路连通冷凝器、节流装置和蒸发器，所述的泵通过管路连通散热器和液冷管路，作为所述独立液态温控回路的对外热交换器的冷凝器或蒸发器或散热器设置在电池本体的外表面位置。
更进一步地，当电池本体上设置的所述独立液态温控回路包含直冷回路和液冷回路时，所述独立液态温控回路中还包括加热器或/和换向装置，所述的加热器设置在所述的液冷回路中的所述液冷管路与散热器之间用于加热其内部的水或冷却液，所述的换向装置设置在所述的直冷回路中的所述冷凝器与蒸发器之间并与压缩机连通，控制换向装置可反转所述直冷回路的流向，所述的蒸发器与冷凝器的作用互换。优点是回路既可为动力电池散热，又可在低温环境中为动力电池加热，使其快速升温至合适的工作温度。
进一步地，电池本体上独立液态温控回路中的对外热交换器部件设置于电池本体的当所述电池本体安装到新能源汽车上时处于空气流通环境或可营造空气流动环境的外表面位置。优点在于当独立液冷动力电池安装到新能源汽车上时，电池本体上的独立液态温控回路可以快速的与外界空气交换热量，满足对动力电池的温控要求。
本发明的动力电池设置液态温控，温控回路采用液态介质（制冷剂、冷却液等）传递热量，包括各种直冷回路或/和液冷回路及其组合等，将传统置于汽车上的对外热交换器（冷凝器、蒸发器、散热器等）置于动力电池的表面位置，可使液态温控回路独立于汽车的温控系统，将回路上的所有元件均设置在电池本体上，则电池上的液态温控回路完全独立，可满足因使用状态不同而对动力电池控温能力要求不同的各种车型的使用，车型选用时也不需考虑是否有条件与快换型动力电池组建联合的液态温控系统（现有的快换型动力电池采用液态温控的用这种做法），更换动力电池时不用拆开和连接温控回路，电池本体上不需设置与车连接的液体管路快换接口，也不需要所有使用该动力电池的车型统一使用同一种制冷剂或/和同一种冷却液（这会对动力电池温控技术的发展带来制约性），因此各车型采用该动力电池时容易解决电池的温度控制，而动力电池的适用场合大大扩展，通用性强。
本发明的另一目的，是提供一种适合布局安装所述的独立液冷动力电池的新能源汽车，包括车体，在所述车体上布局安装所述的独立液冷动力电池时，把电池本体上安装有独立液态温控回路的对外热交换器部件的全部外表面或部分外表面设置于有空气流通环境或可营造空气流动环境的位置，或者也可设置于与车上的散热材料直接接触的位置，所述的散热材料上另有位于空气流通环境中的表面，或有其它温控装置为所述的散热材料传递热量。新能源汽车与独立液冷动力电池对应设置，优点在于当独立液冷动力电池安装到新能源汽车上时，电池本体上的独立液态温控回路可以快速的与外界空气等交换热量，满足对动力电池的温控要求。
与现有技术相比，本发明具有如下有益效果：通过在电池本体设置独立液态温控回路可有效降低电池本体的温度，保障电池使用环境的可靠，延长电池本体的使用寿命。同时在电池本体设置独立液态温控回路还可避免传统设计中将液态温控系统分成两部分，一部分在电池本体上，另一部分在汽车上带来的换电操作步骤增加的麻烦以及接头容易损伤导致的严重问题等。同时本发明的独立液态温控回路无需附加额外的热传导部件，即可直接将液态温控回路的对外热交换部件外置于电池本体的表面，其余部件内置实现整体化集中化，从而有效解决新能源汽车在采用换电的情况下电池温度控制做不好的难题。
附图说明
图1为本发明电池本体的直冷回路的结构示意图；
图2为本发明电池本体的液冷回路的结构示意图；
图3为本发明电池本体的直冷回路与液冷回路耦合结构示意图；
图4为本发明提出的一个快换型动力电池系统所包含的动力电池型号；
图5为乘用车应用小型快换型动力电池的示例；
图6为本发明电池本体应用于乘用车的示例之一；
图7为本发明电池本体应用于乘用车的示例之二；
图8为本发明电池本体应用于货车的示例。
图9为本发明电池本体应用于客车的示例；
具体实施方式
下面结合附图进一步详细描述本发明。
新能源汽车的动力电池多为锂离子电池，而锂离子电池的性能受温度影响较大，需要控制在合适的温度范围内使用。动力电池的温度控制常用方式有风冷、液冷（热量通过液体回路到散热器散热，也可用加热器通过对液体加热为动力电池升温。回路也可是只为动力电池升温的，可不需要散热器）、直冷（经压缩的制冷剂在冷凝器中散热，节流后进入设置于动力电池内部的蒸发器中蒸发吸热为动力电池降温。回路有换向阀如四通阀的可反转回路流向，原蒸发器与冷凝器作用互换，为动力电池加热。回路也可是单向为动力电池加热的，直冷回路加热一般称为热泵制热）等方式或其组合方式，也有用半导体制冷等其它方式。液态温控包括液冷、直冷及其各种组合方式，也可用其它创新的液态温控方式，液态温控的控温能力强，控温效果总体上好于风冷、半导体制冷等其它方式。
汽车用电功率大，动力电池发热量也较大的，或汽车常用于环境温度较高较低场合的，对温控有较高的要求，快换型动力电池需要兼顾各种车型需要，但除液态温控方式外其它的温控方式还不能完全满足汽车在各种场合下对动力电池的温控要求，因此，快换型动力电池需要采用液态温控。但原来的做法是液态温控回路的大部分部件安装在汽车上，主要只有负责在动力电池内部吸收热量的那部分液体管路被安装在动力电池内部，需要用接口连接汽车与动力电池之间的液体管路，该方式会导致新能源汽车在换电时额外增加操作步骤，且容易导致接头损伤密封性变差。本发明提出一种与新能源汽车之间不需要连接液体管路仍可实现液态控温，本体上设有独立的且可直接与外界交换热量的液态控温回路的新能源汽车独立液冷动力电池。
独立液态温控回路独立设计集成在电池本体上，可满足因使用状态不同而对电池本体控温能力要求不同的各种车型的使用，更换动力电池时不用拆开和连接温控回路，电池本体上不需设置与车连接的液体管路快换接口，换电时也不需对电池本体内管路中的制冷剂或冷却液进行处理，还避免了有些车上安装多块通用型动力电池时液冷系统过于复杂的状况，因此各车型采用所述快换型动力电池时容易解决电池的温度控制，电池的适用场合大大扩展，通用性强。
为此本发明提出了如附图1-3所示的新能源汽车独立液冷动力电池，包括电池本体，所述的电池本体设置有独立液态温控回路，所述的独立液态温控回路包括直冷回路或/和液冷回路，所述直冷回路或/和液冷回路均设置在电池本体上，且所述的独立液态温控回路中含有用于与电池本体的外界交换热量的对外热交换器部件，所述的对外热交换器部件设置于电池本体的外表面位置。回路不限于单一回路，可以有支路、多回路耦合等。
电池本体设置独立液态温控回路实施方案一：图1为该实施例采用直冷回路的结构示意图，直冷回路包括压缩机1，压缩机1的管路通过换向装置四通阀2连接有冷凝器3和蒸发器5，所述冷凝器3的管路与蒸发器5的管路之间设置有节流阀4，蒸发器5设置在电池本体内部，作为对外热交换器的冷凝器3设置在电池本体的外表面位置，回路内采用制冷剂。传统的液态温控回路设置，部分元件安装在电池本体上，部分元件安装于汽车上，拆装电池本体需要断开回路，因此使得换电实施难度大，且易影响回路稳定性，当汽车安装有多个动力电池时则回路更复杂，难以实施。本发明的直冷回路上的所有元件均在电池本体上，可独立使用，更换动力电池时不需要拆开和连接温控回路，也不需要所有使用该动力电池的车型统一使用同一种制冷剂，因此各车型采用该动力电池时容易解决电池的温度控制，而动力电池的适用场合大大扩展，增加了通用性。
电池本体设置独立液态温控回路实施方案二：图2为该实施例采用液冷回路的结构示意图，液冷回路包括通过管道连通的泵6、散热器7和液冷管路9，液冷回路内填充有水或冷却液，泵6和液冷管路9均设置在电池本体内，作为对外热交换器的散热器7设置在电池本体的外表面位置。传统的液态温控回路设置，部分元件安装在电池本体上，部分元件安装于汽车上，拆装动力电池需要断开回路，因此快换型动力电池采用液冷回路时用传统方式的操作难度大，当汽车安装有多个快换型动力电池时则进一步加大难度。本发明的液冷回路上的所有元件均在电池本体上，液态温控可独立使用，更换动力电池时不需要拆开和连接温控回路，也不需要所有使用该动力电池的车型统一使用同一种冷却液，因此各车型采用该电池时容易解决电池的温度控制，而电池的适用场合大大扩展，增加了通用性。
在上述基础上，为提高电池本体的使用可靠性，还可设置加热器8，加热器8设置在散热器7与液冷管路9之间用于加热其内部的水或冷却液，由于锂离子动力电池在低温环境中能效较低，会导致储能能力降低，为此通过设置的加热器可在环境温度较低时为电池本体提供热量，使其快速升温至合适的工作温度。
电池本体设置独立液态温控回路实施方案三：该实施例中直冷回路与液冷回路耦合使用，图3为其结构示意图，直冷回路与液冷回路耦合结构包括压缩机1、直冷管路、冷凝器3、节流装置4、蒸发器5、冷却器10、泵6、散热器7、加热器8、液冷管路9、作为耦合装置的冷却器10中耦合了直冷回路的蒸发器5和液冷回路的散热器7，两个回路在其中交换热量（两个回路不相连通）。具体地，压缩机通过管路连通冷凝器、节流装置和蒸发器，泵通过管路连通散热器、加热器和液冷管路，其中作为对外热交换器的冷凝器3设置在电池本体的外表面位置。电池本体的独立控温，使得适用场合大大扩展，增加了通用性。此耦合回路可以为电池本体降温，如果直冷回路是对内制热，或直冷回路中加入如实施例一中的换向装置四通阀可以反转回路流向对内制热，则耦合回路可以不用加热器8而为电池升温或与加热器联合为电池升温。
本发明进一步提出了如附图4所示的一种能够满足绝大多数新能源汽车需要的快换型动力电池系统，系统中的动力电池大多设置了独立液态温控回路。
图4的快换型动力电池系统包含A、B、C、D、E、H共6种型号的快换型动力电池，其中A、B、C、D、E型电池上设置了独立液态温控回路，这些型号电池的本体上独立液态温控回路中的对外热交换器部件设置于电池本体的当电池本体安装到新能源汽车上时处于空气流通环境或可营造空气流动环境的外表面位置，或者也可设置于电池本体的当电池本体安装到新能源汽车上时与车上的散热材料直接接触的外表面位置。
采用独立液态温控回路的动力电池，作为对外热交换器的部件设置于处于空气流通环境或易于营造空气流动环境的表面位置，另外如果只需要对电池本体加热的液冷回路可不需要作为对外热交换器的散热器。电池本体从车底位置向上安装的动力电池，可将对外热交换器设置在电池本体的下端。采用这种动力电池的汽车也可在底部设置装置促进空气流通，在车低速大功率行驶或停车充电等情况下，加快对外热交换器与空气的热交换。若电池本体安装于车侧面电池舱内，对外热交换器可设置在电池的上端，电池的上端与电池舱的上面留有空间，该空间可与外界连通并用安装风扇等方式营造空气流动环境，动力电池本身也可安装风扇加快对外热交换器与空气的热交换。对外热交换器也可设置在动力电池下端，电池舱底面采用散热材料，电池舱底面的内面与动力电池对外热交换器接触，外面暴露在空气中，或电池舱底面中间大面积向下通孔，动力电池对外热交换器直接暴露于空气中。还有一种方式：对外热交换器分置于电池的上端、下端位置，以加大对外热交换面。
对于对外热交换器位于易损伤部位的，如位于汽车底部并暴露在外的，冷却液或制冷剂应采用阻燃型以利于安全。液态温控回路上一般还有辅助件或其它部件，如果液态温控回路中的某些部件需放置在非密封处，动力电池相应部位可设计成与外部保持连通。
图4中的图a示出了一款主型号为A的动力电池，该电池不计安装边的尺寸长、宽、高分别为900mm、600mm、120mm。
图4中的图b示出了一款主型号为B的动力电池，该电池不计安装边的尺寸长、宽、高分别为1000mm、820mm、120mm。
图4中的图c示出了一款主型号为C的动力电池，该电池不计安装边的尺寸长、宽、高分别为1200mm、1000mm、120mm。
图4中的图d示出了一款主型号为D的动力电池，该电池不计安装边的尺寸长、宽、高分别为1480mm、1180mm、120mm。
以上4个主型号的动力电池都设置有独立液态温控回路，对外热交换器都位于动力电池下端（底面）。安装在这类面积大而厚度小的电池底面的对外热交换器，工程上也会做成大面积的薄形结构，可少占用电池的厚度空间且有利于向外界散热。
图4中的图e示出了一款主型号为E的动力电池，该电池尺寸长、宽、高分别为560mm、400mm、350mm，电池有两组快换接口，设置有独立液态温控回路，对外热交换器位于动力电池上端（上面）。
图4中的图f示出了一款主型号为H的动力电池，该电池尺寸长、宽、高分别为218mm、166mm、108mm，重量约6.88Kg，电池有两组快换接口。H型电池是适合人工单手快换的小型动力电池，由于电池尺寸小，考虑到工程难度和成本增加的比例较高等因素，暂不采用独立液态温控，可内用导热片与导热胶结合将热量传导到动力电池下端（底面），电池底面设置半导体制冷（可反向制热），汽车上安装H型电池的电池舱底部可设置制冷板，把汽车上液态温控系统的液冷管路引入到制冷板内，为电池底面散热。待条件成熟后也可为H型电池设置独立液态温控回路。
上述动力电池主型号中，A、B、C、D为底置型电池，一般在汽车下由下向上安装在车底位置，电池的底面处于车底的流通空气中，把独立液态温控回路的对外热交换器设置在动力电池底面，汽车行驶中，车底有流通空气与对外热交换器交换热量。还可在对应汽车的底部设置装置促进空气流通，在车低速大功率行驶或停车充电等情况下，加快对外热交换器与空气的热交换。
上述动力电池主型号中，E型电池为侧置型，一般用侧向安装到车侧面的电池舱内，对外热交换器可设置在电池的上端，电池舱内电池的上端可设置风道营造空气流动环境。对外热交换器也可设置在动力电池下端，电池舱底面采用散热材料，电池舱底面的内面与动力电池对外热交换器接触，外面暴露在空气中，或电池舱底面中间大面积向下通孔，动力电池对外热交换器直接暴露于空气中。如有需要，对外热交换器也可分置于电池的上端、下端位置，以加大对外热交换面。
本发明还对应提出了如附图5-9所示的采用独立液冷动力电池的新能源汽车，包括车体，车体上布局安装所述的独立液冷动力电池时，把电池本体上安装有独立液态温控回路的对外热交换器部件的全部外表面或部分外表面设置于有空气流通环境或可营造空气流动环境的位置，或者也可设置于与车上的散热材料直接接触的位置，其中的散热材料上另有位于空气流通环境中的表面，或有其它温控装置为散热材料传递热量。
其中附图5-7所示是乘用车应用上述快换型动力电池系统中电池的实施例：图5-7中新能源乘用车轴距 2820mm，长、宽、高分别是：4980mm、1845mm、1525mm，轮胎外径：660mm。
图5所示，车上有三个位置的电池舱12中共安装了12个H型小型快换型动力电池11，三个位置是：前排右座椅前脚位下，后排座椅前的左边脚位下和右边脚位下，每处集中4个电池舱12，4 个电池舱12合用一个电池舱盖13，电池舱盖13安装在车内地板及车架14的结构上。电池舱底部设置制冷板，内有液态温控的管路，管路由汽车上的液态温控系统提供。
图6所示，车上安装了8个H型小型快换型动力电池和一块B型机械快换底置型动力电池，在这种布局中，B型电池由下向上安装在车底的电池舱中，设置在电池底面的对外热交换器处于车底的流通空气中。
图7所示，车上安装了一块D型机械快换底置型动力电池，在这种布局中，D型电池由下向上安装在车底的电池舱中，设置在电池底面的对外热交换器处于车底的流通空气中。
附图8所示是货车应用上述快换型动力电池系统中电池的实施例：
其中图8中的图a为微型卡车，安装了一块C型机械快换底置型动力电池。该微型卡车车身长、宽、高分别是 4850mm、1600mm、2100 mm，轴距 2600 mm，在这种布局中，C型电池由下向上安装在车底的电池舱中，设置在电池底面的对外热交换器处于车底的流通空气中。
图8中的图b为轻型卡车，安装了两块B型机械快换底置型通用动力电池。该轻型卡车车身长、宽、高分别是 5980mm、2050 mm、2360mm，轴距 3360 mm，在这种布局中，B型电池由下向上安装在车底的电池舱中，设置在电池底面的对外热交换器处于车底的流通空气中。
图8中的图c 也为轻型卡车（厢式），安装了4 块E型机械快换侧置型通动力电池，该轻型卡车车身长、宽、高分别是 5980mm、2050 mm、2900mm，轴距 3360 mm。
图8中的图d为半挂牵引车（重型卡车），安装了6块E型机械快换侧置型通用动力电池，该牵引车车身长、宽、高分别是 6920mm、2500 mm、3000 mm，轴距 3300 +1350mm。
图8中的图e为半挂车，安装了12块E型机械快换侧置型动力电池，该半挂车车身长、宽、高分别是 12200mm、2480 mm、1580 mm。
上述图8中的图c、图d、图e的布局中，E型机械快换侧置型动力电池都是用侧向安装到汽车侧面的电池舱内，电池上液态温控回路的对外热交换器设置在电池的上端，或下端，或上端、下端都设置有对外热交换器，汽车电池舱都可以对应设置：电池舱内电池的上端可设置风道营造空气流动环境；电池舱底面也可采用散热材料，电池舱底面的内面与动力电池的对外热交换器接触，外面暴露在空气中，或电池舱底面中间大面积向下通孔，动力电池对外热交换器直接暴露于空气中；如果电池舱上下分别对应采用如上设置，则可安装上端、下端都设置有对外热交换器的E型电池，这样的话，对外热交换速度更快。
附图9所示是客车应用上述快换型动力电池系统中电池的实施例：
其中图9的图a为轻型客车，安装了2块C 型机械快换底置型通用动力电池，该轻型客车车身长、宽、高分别是 6000mm、2080 mm、2520 mm，轴距 3800 mm，在这种布局中，C型电池由下向上安装在车底的电池舱中，设置在电池底面的对外热交换器处于车底的流通空气中。
图9的图b为中型客车，安装了4块B型机械快换底置型通用动力电池，该中型客车车身长、宽、高分别是 8720mm、2380 mm、3340mm，轴距 4000 mm，在这种布局中，B型电池由下向上安装在车底的电池舱中，设置在电池底面的对外热交换器处于车底的流通空气中。
图9的图c为大型客车，安装了3块D型机械快换底置型通用动力电池和8块E 型机械快换侧置型通用动力电池，该大型客车车身长、宽、高分别是 12060mm、2560 mm、3380mm，轴距5800 mm。在这种布局中，D型电池由下向上安装在车底的电池舱中，设置在电池底面的对外热交换器处于车底的流通空气中，E型电池用侧向安装到汽车侧面的电池舱内，电池上液态温控回路的对外热交换器设置在电池的上端，或下端，或上端、下端都设置有对外热交换器，汽车电池舱都可以对应设置：电池舱内电池的上端可设置风道营造空气流动环境；电池舱底面也可采用散热材料，电池舱底面的内面与动力电池的对外热交换器接触，外面暴露在空气中，或电池舱底面中间大面积向下通孔，动力电池对外热交换器直接暴露于空气中；如果电池舱上下分别对应采用如上设置，则可安装上端、下端都设置有对外热交换器的E型电池，加快对外热交换。
另外，在上述乘用车、货车、客车上布局A、B、C、D底置型电池的实施例中，都可在对应汽车的底部设置装置促进空气流通，在车低速大功率行驶或停车充电等情况下，加快动力电池上液态温控回路的对外热交换器与空气的热交换。
本发明内容不局限于上述实施例，在本发明技术思路的范畴内提出的其它实施例，都包括在本发明的范围之内。

Claims (10)

1.一种新能源汽车独立液冷动力电池，包括电池本体，其特征在于，所述的电池本体设置有独立液态温控回路，所述的独立液态温控回路包括直冷回路或/和液冷回路，所述直冷回路或/和液冷回路均设置在电池本体上，且所述的独立液态温控回路中含有用于与电池本体的外界交换热量的对外热交换器部件，所述的对外热交换器部件设置于电池本体的外表面位置。
2.根据权利要求1所述的一种新能源汽车独立液冷动力电池，其特征在于，所述的直冷回路包括压缩机，压缩机通过管路连接有冷凝器和蒸发器，所述冷凝器的管路与蒸发器的管路之间设置有节流装置，所述的蒸发器设置在电池本体内部且作为对外热交换器的所述冷凝器设置在电池本体的外表面位置，或所述的冷凝器设置在电池本体内部且作为对外热交换器的所述蒸发器设置在电池本体的外表面位置。
3.根据权利要求2所述的一种新能源汽车独立液冷动力电池，其特征在于，压缩机的管路通过换向装置连接冷凝器和蒸发器，控制换向装置可反转所述直冷回路的流向，所述的蒸发器与冷凝器的作用互换。
4.根据权利要求1所述的一种新能源汽车独立液冷动力电池，其特征在于，所述的液冷回路包括通过管道连通的泵、散热器和液冷管路，液冷回路内填充有水或冷却液，所述的液冷管路设置在电池本体内，作为对外热交换器的所述散热器设置在电池本体的外表面位置。
5.根据权利要求4所述的一种新能源汽车独立液冷动力电池，其特征在于，还包括加热器，所述的加热器设置在所述的液冷管路与散热器之间用于加热其内部的水或冷却液。
6.根据权利要求1所述的一种新能源汽车独立液冷动力电池，其特征在于，当电池本体上设置的所述独立液态温控回路包含多个回路时，还可设置耦合装置，不同回路的部件可在所述的耦合装置中传递热量，作为所述独立液态温控回路的对外热交换器的部件设置在电池本体的外表面位置。
7.根据权利要求6所述的一种新能源汽车独立液冷动力电池，其特征在于，当电池本体上设置的所述独立液态温控回路包含直冷回路和液冷回路时，所述的液态温控回路包括耦合装置冷却器，所述的直冷回路包括压缩机、冷凝器、节流装置和蒸发器，所述的液冷回路包括泵、散热器和液冷管路，直冷回路的冷凝器或蒸发器与液冷回路的液冷管路或散热器可耦合在所述的冷却器中传递热量，所述的压缩机通过管路连通冷凝器、节流装置和蒸发器，所述的泵通过管路连通散热器和液冷管路，作为所述独立液态温控回路的对外热交换器的冷凝器或蒸发器或散热器设置在电池本体的外表面位置。
8.根据权利要求7所述的一种新能源汽车独立液冷动力电池，其特征在于，电池本体上设置的所述独立液态温控回路中还包括加热器或/和换向装置，所述的加热器设置在所述的液冷回路中的所述液冷管路与散热器之间用于加热其内部的水或冷却液，所述的换向装置设置在所述的直冷回路中的所述冷凝器与蒸发器之间并与压缩机连通，控制换向装置可反转所述直冷回路的流向，所述的蒸发器与冷凝器的作用互换。
9.根据权利要求1－8所述的任一一种新能源汽车独立液冷动力电池，其特征在于，电池本体上独立液态温控回路中的对外热交换器部件设置于电池本体的当所述电池本体安装到新能源汽车上时处于空气流通环境或可营造空气流动环境的外表面位置。
10.一种采用如权利要求1所述的独立液冷动力电池的新能源汽车，其特征在于，包括车体，在所述车体上布局安装所述的独立液冷动力电池时，把电池本体上安装有独立液态温控回路的对外热交换器部件的全部外表面或部分外表面设置于有空气流通环境或可营造空气流动环境的位置，或者也可设置于与车上的散热材料直接接触的位置，所述的散热材料上另有位于空气流通环境中的表面，或有其它温控装置为所述的散热材料传递热量。
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US20210351466A1 (en) 2021-11-11
DE212020000508U1 (de) 2021-09-28
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EP3896756A4 (en) 2022-10-12
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