CN216993878U - Cooling system with multiple regulation and control modes - Google Patents
Cooling system with multiple regulation and control modes Download PDFInfo
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- CN216993878U CN216993878U CN202220082721.1U CN202220082721U CN216993878U CN 216993878 U CN216993878 U CN 216993878U CN 202220082721 U CN202220082721 U CN 202220082721U CN 216993878 U CN216993878 U CN 216993878U
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Abstract
The utility model relates to a cooling system with multiple regulation and control modes, which comprises an electric drive cooling loop, a battery cooling loop and a battery low-temperature cooling loop, wherein the electric drive cooling loop is connected with the battery low-temperature cooling loop; the electric drive cooling loop comprises a loop formed by connecting a first radiator, a first water pump, a charger, a motor controller and a motor through a water pipe; the battery cooling loop comprises a loop formed by connecting a heat exchanger, a second water pump, a five-way valve, a battery pack and a heater through water pipes; the battery low-temperature cooling loop comprises a loop formed by connecting a second radiator, the second water pump, the five-way valve, the battery pack and the heater through a water pipe; the second radiator and the heat exchanger are arranged in parallel and are switched by a third reversing valve and a fourth reversing valve; the first radiator and the second radiator are switched by a first reversing valve and a second reversing valve; and the five-way valve, the first reversing valve, the second reversing valve, the third reversing valve and the fourth reversing valve are all connected with the whole vehicle controller.
Description
Technical Field
The utility model belongs to the technical field of pure electric vehicle cooling systems, and particularly relates to a cooling system with multiple regulation and control modes.
Background
The existing cooling system for the pure electric automobile comprises two cooling loops, namely an electric driving cooling loop and a battery cooling loop, wherein the electric driving cooling loop and the battery cooling loop are independent cooling loops. The radiator, the water pump, the charger, the controller and the motor are connected in series through water pipes to form an electric driving cooling loop, and the cooling liquid mainly cools electric driving components such as the charger, the controller and the motor; the heat exchanger, the water pump and the battery are connected in series through a water pipe to form a battery cooling loop, and the battery pack is cooled by the cooling liquid mainly. The prior art has not been able to switch operating modes based on the temperature of the electric drive components, the battery pack, and the coolant to ensure that the components in the cooling circuit operate within an optimal temperature range. Moreover, in the prior art, the waste heat of electric driving components such as a charger, a controller and a motor is not reasonably utilized, the energy loss is large, and the endurance mileage is short.
CN 108340759A provides a novel cooling system for an electric vehicle. The cooling system can save the arrangement space of the front cabin, reduce the cost and improve the charging efficiency and the heating efficiency. However, the patent does not utilize waste heat of an electric driving component, and the temperature difference between the battery cells in the battery pack is difficult to control in a proper temperature difference range.
Disclosure of Invention
In order to solve the technical problem, the utility model designs a cooling system with a plurality of regulation and control modes.
In order to solve the technical problems, the utility model adopts the following technical scheme:
a cooling system with multiple regulation modes comprises an electrically driven cooling circuit, a battery cooling circuit and a battery low-temperature cooling circuit;
the electric drive cooling loop comprises a loop formed by connecting a first radiator, a first water pump, a charger, a motor controller and a motor through a water pipe, wherein a first expansion tank is connected to a pipeline in front of the first water pump through a water pipe and is connected with the first radiator through a degassing hose;
the battery cooling loop comprises a loop formed by connecting a heat exchanger, a second water pump, a five-way valve, a battery pack and a heater through a water pipe, wherein the second expansion tank is connected to a pipeline in front of the second water pump through a pipeline and is connected with the heat exchanger through a degassing hose; the four ball valves of the five-way valve correspond to the cooling water pipes of the four battery cells of the battery pack one by one;
the battery low-temperature cooling loop comprises a loop formed by connecting a second radiator, the second water pump, the five-way valve, the battery pack and the heater through a water pipe, wherein the second radiator and the heat exchanger are arranged in parallel and are switched through a third reversing valve and a fourth reversing valve; the second radiator is connected with a third expansion tank through a degassing hose, and the third expansion tank is connected between the second radiator and a third reversing valve through a pipeline;
the first radiator and the second radiator form an integral radiator together, and internal water paths of the first radiator and the second radiator are not communicated with each other; the first radiator and the second radiator are switched by a first reversing valve and a second reversing valve;
the five-way valve, the first reversing valve, the second reversing valve, the third reversing valve and the fourth reversing valve are all connected with a vehicle control unit.
Further, the radiator also comprises a fan which is arranged beside the integral radiator; the fan is connected with the vehicle control unit.
Furthermore, temperature sensors are arranged in all the battery cells of the charger, the motor controller, the motor and the battery pack and in a cooling loop, and the temperature sensors are connected with the whole vehicle controller.
Further, the five-way valve comprises four ball valves, namely a first ball valve, a second ball valve, a third ball valve and a fourth ball valve, and the battery pack comprises four battery cells, namely a first battery cell, a second battery cell, a third battery cell and a fourth battery cell; one end of each of the first ball valve, the second ball valve, the third ball valve and the fourth ball valve is connected with an inlet pipeline of the five-way valve through a pipeline, the other end of each of the first ball valve, the second ball valve, the third ball valve and the fourth ball valve is respectively connected with inlets of cooling water pipes of the first electric core, the second electric core, the third electric core and the fourth electric core through pipelines, and outlets of the cooling water pipes of the first electric core, the second electric core, the third electric core and the fourth electric core are connected with a water pipe outlet of the battery pack through pipelines; the four ball valves are respectively connected with the vehicle control unit and are independently controlled.
Further, the first direction valve and the second direction valve are three-way valves.
Further, the third reversing valve and the fourth reversing valve are four-way valves.
The cooling system with multiple regulation and control modes has the following beneficial effects:
(1) the utility model can realize different working modes by adjusting the passage of the reversing valve, and ensure that all parts in the system work in a proper temperature range.
(2) The utility model can regulate and control the flow of the cooling liquid by adjusting the opening of each ball valve of the five-way valve, and ensure that the temperature difference of each electric core in the battery pack is kept within a proper temperature difference range.
(3) The utility model can utilize the waste heat of the electric driving component to heat the battery pack, so that the battery pack works in a proper temperature range, the heat utilization rate is improved, the energy consumption is reduced, and the endurance mileage is increased.
(4) The utility model can realize various cooling modes through the reversing valve and the expansion tank, and has the advantages of simple structure and low cost.
(5) The utility model adopts the integrated design of the radiator, and saves the arrangement space of the front cabin.
Drawings
FIG. 1: the structure of the cooling system with a plurality of regulation and control modes in the embodiment of the utility model is shown schematically;
FIG. 2: the structure of an electrically driven cooling circuit in the embodiment of the utility model is schematically shown;
FIG. 3: a schematic diagram of a battery cooling circuit in an embodiment of the utility model;
FIG. 4 is a schematic view of: the structure schematic diagram of a battery low-temperature cooling loop in the embodiment of the utility model;
FIG. 5: the embodiment of the utility model provides a working schematic diagram of a battery cooling loop in a low-temperature thermal compensation mode.
Description of the reference numerals:
1-an electrically driven cooling loop; 11 — a first heat sink; 12-a fan; 13-a first expansion tank; 14-a first diverter valve; 15-a first water pump; 16-a charger; 17-a motor controller; 18-a motor; 19-a second reversing valve; 2-battery cooling circuit; 21-a heat exchanger; 22-a third diverter valve; 23-a second expansion tank; 24-a second water pump; 25-a five-way valve; 251-a first ball valve; 252 — a second ball valve; 253-third ball valve; 254-a fourth ball valve; 26-a battery pack; 261-a first cell; 262-a second cell; 263 — third cell; 264-a fourth cell; 27-a heater; 28-a fourth directional control valve; 3-battery low temperature cooling circuit; 31 — a second heat sink; 32-third expansion tank.
Detailed Description
The utility model will be further explained with reference to the accompanying drawings:
fig. 1-5 illustrate an embodiment of a cooling system having multiple modulation modes according to the present invention. FIG. 1 is a schematic configuration diagram of a cooling system having a plurality of control modes in the present embodiment; FIG. 2 is a schematic diagram of the structure of the electrically driven cooling circuit in the present embodiment; fig. 3 is a schematic structural view of a battery cooling circuit in the present embodiment; FIG. 4 is a schematic diagram showing the structure of a battery low-temperature cooling circuit in the present embodiment; fig. 5 is an operation diagram of the battery cooling circuit in the low temperature thermal compensation mode in the present embodiment.
As shown in fig. 1 to 5, the cooling system having a plurality of regulation modes in the present embodiment includes an electrically-driven cooling circuit 1, a battery cooling circuit 2, and a battery low-temperature cooling circuit 3;
the electrically driven cooling circuit 1 comprises a circuit formed by connecting a first radiator 11, a first water pump 15, a charger 16, a motor controller 17 and a motor 18 through a water pipe, wherein a first expansion tank 13 is connected to a pipeline in front of the first water pump 15 through a water pipe and is connected with the first radiator 11 through a degassing hose, as shown in fig. 1 and 2;
the battery cooling loop 2 comprises a loop formed by connecting a heat exchanger 21, a second water pump 24, a five-way valve 25, a battery pack 26 and a heater 27 through water pipes, wherein the second expansion tank 23 is connected to a pipeline in front of the second water pump 24 through a pipeline and is connected with the heat exchanger 21 through a degassing hose; the four ball valves of the five-way valve 25 correspond to the cooling water pipes of the four cells of the battery pack 26 one by one, as shown in fig. 1 and 3; the cooling liquid in the heat exchanger 21 can exchange heat with a medium of a high-temperature heat exchange system to reduce the temperature;
the battery low-temperature cooling loop 3 comprises a loop formed by connecting a second radiator 31, a second water pump 24, a five-way valve 25, a battery pack 26 and a heater 27 through water pipes, wherein the second radiator 31 and the heat exchanger 21 are arranged in parallel and switched through a third reversing valve 22 and a fourth reversing valve 28; the second radiator 31 is connected with a third expansion tank 32 through a degassing hose, and the third expansion tank 32 is connected between the second radiator 31 and the third reversing valve 22 through a pipeline, as shown in fig. 1 and 4;
the first radiator 11 and the second radiator 31 jointly form an integral radiator, and the internal water channels of the first radiator 11 and the second radiator 31 are not communicated with each other; the first radiator 11 and the second radiator 31 are switched by the first direction-changing valve 14 and the second direction-changing valve 19, as shown in fig. 1;
the five-way valve 25, the first reversing valve 14, the second reversing valve 19, the third reversing valve 22 and the fourth reversing valve 28 are all connected with the whole vehicle controller. By adjusting the reversing valve path, the cooling system may be operated in multiple modes.
Preferably, a fan 12 is also included, disposed alongside the integral heat sink; the fan 12 is connected with the vehicle control unit, as shown in fig. 1, the fan 12 assists the radiator to dissipate heat.
Preferably, temperature sensors are disposed inside all the battery cells of the charger 16, the motor controller 17, the motor 18, and the battery pack 26 and in the cooling circuit, and the temperature sensors are connected to the vehicle controller (in this embodiment, the temperature sensors are not shown in the vehicle controller).
In this embodiment, the five-way valve 25 includes four ball valves, which are a first ball valve 251, a second ball valve 252, a third ball valve 253, and a fourth ball valve 254, and the battery pack 26 includes four battery cells, which are a first battery cell 261, a second battery cell 262, a third battery cell 263, and a fourth battery cell 264; one end of each of the first ball valve 251, the second ball valve 252, the third ball valve 253 and the fourth ball valve 254 is connected with an inlet pipeline of the five-way valve through a pipeline, the other end of each of the first ball valve 251, the second ball valve 252, the third ball valve 253 and the fourth ball valve 254 is connected with inlets of cooling water pipes of the first battery cell 261, the second battery cell 262, the third battery cell 263 and the fourth battery cell 264 through pipelines, and outlets of the cooling water pipes of the first battery cell 261, the second battery cell 262, the third battery cell 263 and the fourth battery cell 264 are connected with outlets of water pipes of the battery pack through pipelines, as shown in fig. 1; the four ball valves are respectively connected with the vehicle control unit and are independently controlled. The opening degree of each ball valve can be regulated and controlled according to a signal sent by the vehicle control unit, and then the flow of cooling liquid in the electric core is controlled.
In this embodiment, the first direction valve 22 and the second direction valve 28 are three-way valves.
In this embodiment, the third direction valve 14 and the fourth direction valve 19 are four-way valves.
During the running of the automobile, the electric drive components such as the charger 16, the motor controller 17, the motor 18 and the like generate heat, so that the temperature of the cooling liquid in the electric drive cooling circuit 1 is increased. The motor 18 and motor controller 17 are suitably operated at 50 c with a maximum operating temperature of no more than 65 c. Excessive temperatures adversely affect the charger 16, motor controller 17, and motor 18, and therefore the temperature of the cooling fluid in the circuit needs to be reduced. As shown in fig. 2, in the electrically-driven cooling mode, the port b of the first direction valve 14 communicates with the port c, so that the first radiator 11 communicates with the first water pump 15; the port a of the second direction valve 19 communicates with the port b, so that the motor 18 and the first radiator 11 communicate. The first radiator 11 is used for reducing the temperature of the cooling liquid in the electric drive cooling circuit 1, the degassing hose of the first radiator 11 is used for removing gas in the electric drive cooling circuit 1, and the first expansion tank 13 is used for supplementing water to the electric drive cooling circuit 1. The first water pump 15 is a power source, and ensures that the coolant circulates in the electrically driven cooling circuit 1. The cooling liquid absorbs heat and rises in temperature when passing through the electric driving component, enters the first radiator 11 to exchange heat with the outside and then lowers the temperature, and then flows back to the electric driving component to cool the electric driving component. If the heat release of the electric driving component is large, the vehicle control unit sends a command to start the fan 12 after acquiring the temperature signal, so as to assist the first radiator 11 in cooling.
During the running of the automobile, the battery pack needs to be kept in a proper temperature range to work. For the battery 26, a suitable temperature range is 15-35 ℃. If the battery pack 26 operates in a proper temperature range, but the temperature difference between the cells in the battery pack 26 is too large to exceed the proper temperature difference range (the temperature difference between the cells in the battery pack 26 is within 5 ℃ which is the proper temperature difference range), the operation of the battery system may be affected. The battery system needs to work in a temperature equalization mode, and the temperature difference between the battery cores is reduced until the temperature difference is lower than 5 ℃.
As shown in fig. 3, in the temperature difference equalization mode, the port b of the third directional valve 22 communicates with the port c, so that the heat exchanger 21 communicates with the second water pump 24; the port a of the fourth direction switching valve 28 communicates with the port b so that the heater 27 communicates with the heat exchanger 21. The second expansion tank 23 replenishes the battery cooling circuit 2 and the heat exchanger degassing hose is used to remove gas from the battery cooling circuit 2. The second water pump 24 is a power source, and ensures that the cooling liquid circularly flows in the battery cooling loop 2; after entering from the inlet of the five-way valve 25, the coolant is divided into four branches, which enter the cooling water pipes of the first cell 261, the second cell 262, the third cell 263 and the fourth cell 264 through the first ball valve 251, the second ball valve 252, the third ball valve 253 and the fourth ball valve 254, and finally converge to the outlet of the cooling water pipe of the battery pack 26, the vehicle controller sends a signal to control the opening degrees of the first ball valve 251, the second ball valve 252, the third ball valve 253 and the fourth ball valve 254, the temperature of each cell is regulated and controlled by changing the flow rates of the coolant of the first cell 261, the second cell 262, the third cell 263 and the fourth cell 264, and the temperature difference between the cells is reduced until the temperature difference between the cells is lower than 5 ℃.
If the outside air temperature is low and the temperature of the battery pack 26 is above the set point of 35 c, the system must operate in the battery cooling mode to reduce the temperature of the battery pack 26. As shown in fig. 4, the port a of the fourth direction valve 28 communicates with the port c, and the port d of the first direction valve 14 communicates with the port a, so that the heater 27 communicates with the second radiator 31; the port c of the second direction valve 19 communicates with the port d, and the port a of the third direction valve 22 communicates with the port c, so that the second radiator 31 communicates with the second water pump 24. The second radiator 31 is used for reducing the temperature of the cooling liquid in the battery low-temperature cooling circuit 3, the degassing hose of the second radiator 31 is used for removing gas in the battery low-temperature cooling circuit 3, and the third expansion tank 32 is used for supplementing water for the battery low-temperature cooling circuit 3. The second water pump 24 is a power source and ensures that the cooling liquid circularly flows in the battery low-temperature cooling loop 3; the cooling liquid enters the cooling water pipe of the battery pack 26 through the five-way valve 25, flows out from the outlet of the cooling water pipe of the battery pack 26 after absorbing the heat of the battery cell, enters the second radiator 31 for cooling, and then flows back to the cooling water pipe of the battery pack 26 to reduce the temperature of the battery pack 26; if the heat productivity of each electric core in the battery pack 26 is large, the vehicle control unit sends a command to start the fan 12 after acquiring the temperature signal, so as to assist the second radiator 31 in cooling.
If the outside air temperature is low and the temperature of the battery pack 26 is below the set point of 15 ℃, the system must operate in the low temperature thermal compensation mode to increase the temperature of the battery pack 26. As shown in fig. 5, the port a of the fourth direction valve 28 communicates with the port c, and the port d of the first direction valve 14 communicates with the port c, so that the electric drive components such as the charger 16, the motor controller 17, the motor 18, and the battery pack 26 are connected in series in one circuit. The third expansion vessel 32 is closed circuit water make-up. The first water pump 15 and the second water pump 24 are power sources to ensure that cooling liquid circularly flows in the loop, and after the cooling liquid absorbs the waste heat of the electrically-driven component, the cooling liquid enters a cooling water pipe of the battery pack 26 through the five-way valve 25 to increase the temperature of the battery pack 26; when necessary, the heater 27 is turned on, and the cooling liquid passes through the heater 27 and then rapidly rises in temperature, and then passes through the electric driving part and enters the cooling water pipe of the battery pack 26 through the five-way valve 25, so that the temperature of the battery pack 26 is rapidly raised.
If the temperature of the outside air is too high or the heat productivity of the battery is too large, the system utilizes a high-temperature heat exchange system to reduce the temperature of the cooling liquid. As shown in fig. 3, in the battery high-temperature cooling mode, the heater 27 is turned off, the high-temperature heat exchange system is turned on, and the coolant flows in the battery cooling circuit 2; the cooling liquid enters the battery pack 26 cooling water pipe through the five-way valve 25, flows out after absorbing the heat of the battery pack 26, enters the heat exchanger 21 and exchanges heat with the medium of the high-temperature heat exchange system, and flows back to the battery pack 26 cooling water pipe through the five-way valve 25 after the temperature is reduced, so that the temperature of the battery pack 26 is reduced.
When the battery pack is stopped and charged, if the external temperature is extremely low and the temperature of the battery pack is lower than 0 ℃, the temperature of the battery pack 26 is first raised to a suitable temperature, and then the charging operation is performed. As shown in fig. 3, in the low-temperature charging mode, the heater 27 is turned on, the high-temperature heat exchange system is turned off, and the coolant flows in the battery cooling circuit 2; after being heated by the heater 27, the cooling liquid enters the battery pack 26 cooling water pipe through the five-way valve 25, and the temperature of the battery pack 26 is increased to be higher than 15 ℃ before charging operation is carried out.
The utility model can realize different working modes by adjusting the passage of the reversing valve, and ensure that all parts in the system work within a proper temperature range.
The utility model can regulate and control the flow of the cooling liquid by adjusting the opening of each ball valve of the five-way valve, and ensure that the temperature difference of each battery cell in the battery pack is kept within a proper temperature difference range.
The utility model can utilize the waste heat of the electric drive component to heat the battery pack, so that the battery pack works in a proper temperature range, the heat utilization rate is improved, the energy consumption is reduced, and the endurance mileage is increased.
The utility model can realize multiple cooling modes through the reversing valve and the expansion tank, and has the advantages of simple structure and low cost.
The utility model adopts the integrated design of the radiator, and saves the arrangement space of the front cabin.
The utility model is described above with reference to the accompanying drawings, it is obvious that the implementation of the utility model is not limited in the above manner, and it is within the scope of the utility model to adopt various modifications of the inventive method concept and solution, or to apply the inventive concept and solution directly to other applications without modification.
Claims (6)
1. A cooling system having multiple regulation modes, comprising an electric drive cooling circuit, a battery cooling circuit, and a battery cryogenic cooling circuit;
the electric drive cooling loop comprises a loop formed by connecting a first radiator, a first water pump, a charger, a motor controller and a motor through a water pipe, wherein a first expansion tank is connected to a pipeline in front of the first water pump through a water pipe and is connected with the first radiator through a degassing hose;
the battery cooling loop comprises a loop formed by connecting a heat exchanger, a second water pump, a five-way valve, a battery pack and a heater through a water pipe, wherein the second expansion tank is connected to a pipeline in front of the second water pump through a pipeline and is connected with the heat exchanger through a degassing hose; the four ball valves of the five-way valve correspond to the cooling water pipes of the four battery cells of the battery pack one by one;
the battery low-temperature cooling loop comprises a loop formed by connecting a second radiator, the second water pump, the five-way valve, the battery pack and the heater through a water pipe, wherein the second radiator and the heat exchanger are arranged in parallel and are switched through a third reversing valve and a fourth reversing valve; the second radiator is connected with a third expansion tank through a degassing hose, and the third expansion tank is connected between the second radiator and a third reversing valve through a pipeline;
the first radiator and the second radiator jointly form an integral radiator, and internal water paths of the first radiator and the second radiator are not communicated with each other; the first radiator and the second radiator are switched by a first reversing valve and a second reversing valve;
the five-way valve, the first reversing valve, the second reversing valve, the third reversing valve and the fourth reversing valve are all connected with a vehicle control unit.
2. The multiple modulation mode cooling system of claim 1, further comprising a fan disposed alongside the integral heat sink; the fan is connected with the vehicle control unit.
3. The cooling system with multiple regulation and control modes according to claim 1, wherein temperature sensors are arranged in all battery cells of the charger, the motor controller, the motor and the battery pack and in a cooling loop, and the temperature sensors are connected with the vehicle control unit.
4. The cooling system with multiple regulation and control modes according to claim 1, wherein the five-way valve comprises four ball valves, namely a first ball valve, a second ball valve, a third ball valve and a fourth ball valve, and the battery pack comprises four cells, namely a first cell, a second cell, a third cell and a fourth cell; one end of each of the first ball valve, the second ball valve, the third ball valve and the fourth ball valve is connected with an inlet pipeline of the five-way valve through a pipeline, the other end of each of the first ball valve, the second ball valve, the third ball valve and the fourth ball valve is respectively connected with inlets of cooling water pipes of the first electric core, the second electric core, the third electric core and the fourth electric core through pipelines, and outlets of the cooling water pipes of the first electric core, the second electric core, the third electric core and the fourth electric core are connected with a water pipe outlet of the battery pack through pipelines; the four ball valves are respectively connected with the vehicle control unit and are independently controlled.
5. The cooling system having multiple modulation modes according to claim 1, wherein the first and second direction valves are each three-way valves.
6. The cooling system with multiple modulation modes according to claim 1, wherein the third reversing valve and the fourth reversing valve are each four-way valves.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202220082721.1U CN216993878U (en) | 2022-01-13 | 2022-01-13 | Cooling system with multiple regulation and control modes |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202220082721.1U CN216993878U (en) | 2022-01-13 | 2022-01-13 | Cooling system with multiple regulation and control modes |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2024036916A1 (en) * | 2022-08-15 | 2024-02-22 | 上海重塑能源科技有限公司 | Hydrothermal system for fuel cells |
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2022
- 2022-01-13 CN CN202220082721.1U patent/CN216993878U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2024036916A1 (en) * | 2022-08-15 | 2024-02-22 | 上海重塑能源科技有限公司 | Hydrothermal system for fuel cells |
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