CN217881671U - Of electric vehicles thermal management System and method electric vehicle - Google Patents
Of electric vehicles thermal management System and method electric vehicle Download PDFInfo
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- CN217881671U CN217881671U CN202221455726.0U CN202221455726U CN217881671U CN 217881671 U CN217881671 U CN 217881671U CN 202221455726 U CN202221455726 U CN 202221455726U CN 217881671 U CN217881671 U CN 217881671U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- 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 relates to a thermal management system of an electric vehicle and the electric vehicle, wherein the thermal management system comprises an electric pile, an electric control assembly, a first cooling liquid flow path and a second cooling liquid flow path, wherein the electric pile is arranged on the first cooling liquid flow path, and the electric control assembly is arranged on the second cooling liquid flow path; the first coolant flow path being disconnectably in communication with the second coolant flow path to provide the thermal management system with a first mode of operation and a second mode of operation; in a first mode of operation, the first coolant flow path is in communication with the second coolant flow path, to be used jointly for cooling the stack; in the second mode of operation, the first mode of operation, the first coolant flow path and the second coolant flow path are disconnected. The first cooling liquid flow path and the second cooling liquid flow path are connected in a disconnectable manner, when the electric vehicle is parked and idled for charging, the first cooling liquid flow path and the second cooling liquid flow path can be jointly used for cooling the electric pile, so that the electric pile can run with larger power, the efficiency of charging the battery by the electric pile is improved, and the charging time is shortened.
Description
Technical Field
The disclosure relates to the technical field of vehicle thermal management, in particular to a thermal management system of an electric vehicle and the electric vehicle.
Background
Generally, in a conventional electric vehicle (for example, a hydrogen fuel cell vehicle), when the electric vehicle is fully charged, a cell stack is not operated and the vehicle is supplied with electric power by a battery. When the electric quantity of the battery is reduced to a limit value (the limit value is determined according to a vehicle control strategy), the electric pile starts to operate, on one hand, the electric pile supplies power for the vehicle to operate, and on the other hand, the electric pile charges the battery.
However, the requirement for heat dissipation of the stack in the operating state is extremely high, and the arrangement space of the heat sink for the stack is limited, so that a heat sink with higher power is not required to be arranged. The heat dissipation efficiency of the radiator under the limited arrangement space is limited, the heat dissipation requirement of the galvanic pile during the full-power operation can not be met, therefore, power limitations on the stack are required to ensure that the stack does not overheat. After the power of the electric pile is limited, although normal driving of the whole vehicle can be met, the charging speed can be reduced, and the charging speed is reduced. Even when parking idle charging, the stack cannot be operated at full power.
SUMMERY OF THE UTILITY MODEL
The purpose of the disclosure is to provide a thermal management system of an electric vehicle and the electric vehicle, wherein the thermal management system can at least solve the problems of low charging efficiency and long charging time when the existing electric vehicle is parked and idled for charging.
In order to accomplish the above object, according to one aspect of the present disclosure, there is provided a thermal management system of an electric vehicle, the thermal management system comprises a stack, an electric control assembly, a first cooling liquid flow path and a second cooling liquid flow path, the electric pile is arranged on the first cooling liquid flow path, and the electric control assembly is arranged on the second cooling liquid flow path; the first coolant flow path being disconnectably in communication with the second coolant flow path to provide the thermal management system with a first mode of operation and a second mode of operation; in the first operating mode, the first coolant flow path communicates with the second coolant flow path to collectively cool the stack; in the second mode of operation, the first coolant flow path and the second coolant flow path are disconnected.
Optionally, the thermal management system further comprises a first radiator, a second radiator and a water pump; the first radiator is arranged on the first cooling liquid flow path and is connected with the electric pile in series, the second radiator and the water pump are arranged on the second cooling liquid flow path, and the water pump, the electric control assembly and the second radiator are connected in series.
Optionally, the thermal management system further comprises a first tee and a second tee, both located on the first coolant flow path; the first port of the first three-way pipe is connected with the liquid outlet end of the first radiator, the second port of the first three-way pipe is connected with the liquid inlet end of the galvanic pile, and the third port of the first three-way pipe is disconnectably connected with the liquid outlet end of the second radiator; and a first port of the second three-way pipe is connected with the liquid inlet end of the first radiator, a second port of the second three-way pipe is connected with the liquid outlet end of the galvanic pile, and a third port of the second three-way pipe is disconnectably connected with the liquid inlet end of the second radiator.
Optionally, the thermal management system further includes a first three-way valve and a second three-way valve both located on the second coolant flow path, the first three-way valve being a split three-way valve, the second three-way valve being a converging three-way valve; a liquid inlet of the first three-way valve is connected with a liquid outlet end of the second radiator, a first liquid outlet of the first three-way valve is connected with a liquid inlet end of the water pump, the second liquid outlet of the first three-way valve is connected with the third port of the first three-way pipe; and a liquid outlet of the second three-way valve is connected with a liquid inlet end of the second radiator, a first liquid inlet of the second three-way valve is connected with a liquid outlet end of the water pump, and a second liquid outlet of the second three-way valve is connected with a third port of the second three-way pipe.
Optionally, the thermal management system further comprises a first three-way valve and a first three-way pipe both located on the first coolant flow path, the first three-way valve being a split three-way valve; a liquid inlet of the first three-way valve is connected with a liquid outlet end of the first radiator, a first liquid outlet of the first three-way valve is connected with a first port of the first three-way pipe, and a second liquid outlet of the first three-way valve is connected with a liquid inlet end of the second radiator; and the second port of the first three-way pipe is connected with the liquid inlet end of the galvanic pile, and the third port of the first three-way pipe is disconnectably connected with the liquid outlet end of the second radiator.
Optionally, the thermal management system further comprises a second three-way valve and a second three-way pipe both located on the second coolant flow path, the second three-way valve being a split three-way valve; a liquid inlet of the second three-way valve is connected with a liquid outlet end of the second radiator, a first liquid outlet of the second three-way valve is connected with a liquid inlet end of the water pump, and a second liquid outlet of the second three-way valve is connected with a third port of the first three-way pipe; and a first port of the second three-way pipe is connected with a liquid inlet end of the second radiator, a second port of the second three-way pipe is connected with a liquid outlet end of the water pump, and a third port of the second three-way pipe is connected with a second liquid outlet of the first three-way valve.
Optionally, the thermal management system further comprises a filter, a temperature sensor, and a first expansion pot, all located on the first coolant flow path; the filter is arranged between the first three-way pipe and the electric pile, and the temperature sensor is arranged between the filter and the electric pile; the first expansion pot is communicated with the galvanic pile to replenish water to the first cooling liquid flow path, the first expansion pot is communicated with the first radiator to degas the first cooling liquid flow path, and a deionization tank is further arranged on a pipeline connected with the first radiator.
Optionally, the coolant used in the first coolant flow path and the second coolant flow path is deionized water.
Optionally, the electronic control assembly includes an exchanger, a controller, and an electric motor, and the exchanger, the controller, and the electric motor are sequentially disposed in series on the second coolant flow path.
According to another aspect of the present disclosure, there is provided an electric vehicle including the thermal management system of the electric vehicle according to any one of the above aspects.
Through the technical scheme, this disclosure links to each other first coolant flow path and second coolant flow path with disconnectable for the electric motor car is when parking idle charge, first coolant flow path can communicate with second coolant flow path, first coolant flow path and second coolant flow path can be used for the cooling of galvanic pile jointly, the radiating efficiency to the galvanic pile has been increased, make the galvanic pile can be with bigger power operation, and then promote the galvanic pile and carry out the efficiency of charging to the battery, thereby shorten the charge time of electric motor car when parking idle.
Additional features and advantages of the present disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
FIG. 1 is a schematic view of a thermal management system according to an exemplary embodiment of the present disclosure, wherein a first coolant flow path is connected in parallel with a second coolant flow path;
FIG. 2 is a schematic view of a thermal management system according to an exemplary embodiment of the present disclosure, wherein a first coolant flow path is in series with a second coolant flow path.
Description of the reference numerals
1-a first coolant flow path; 11-a first heat sink; 12-electric pile; 13-a filter; 14-a temperature sensor; 15-a first expansion pot; 16-a deionization tank; 2-a second coolant flow path; 21-a second heat sink; 22-a water pump; 23-an electronic control assembly; 231-an exchanger; 232-a controller; 233-motor; 24-a second expansion pot; 3-a first three-way pipe; 4-a second three-way pipe; 5-a first three-way valve; 6-second three-way valve.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
In the present disclosure, terms such as "first" and "second" are used only for distinguishing one element from another element without necessarily requiring a contrary explanation, and do not have an ordinal or importance. Moreover, the use of the directional terms above are merely intended to simplify the description of the present disclosure, and do not indicate or imply that the referenced device or element must have a particular orientation, configuration, and operation in a particular orientation, and should not be taken as limiting the present disclosure.
Through careful study of the inventor, when the electric vehicle is parked and charged at idle speed, part of electric control equipment (such as a motor, a controller and an exchanger) is in a non-operation state due to the parking and idle speed, and heat dissipation is not needed. The radiator for cooling these devices on the electric vehicle is in an idle state, that is, the second coolant flow path is in an idle state, and is not fully utilized.
In view of this, according to an aspect of the present disclosure, there is provided a thermal management system of an electric vehicle, the thermal management system including a stack 12, an electric control component 23, a first coolant flow path 1, and a second coolant flow path 2, the stack 12 being disposed on the first coolant flow path 1, the electric control component 23 being disposed on the second coolant flow path 2; the first coolant flow path 1 is disconnectably in communication with the second coolant flow path 2 for providing the thermal management system with a first mode of operation and a second mode of operation; in the first operating mode, the first coolant flow path 1 communicates with the second coolant flow path 2 to be commonly used for cooling the stack 12; in the second operation mode, the first coolant flow path 1 and the second coolant flow path 2 are disconnected.
Through the technical scheme, the first cooling liquid flow path 1 and the second cooling liquid flow path 2 are connected in a disconnectable way, so that when the electric vehicle is stopped and charged at an idle speed, the first cooling liquid flow path 1 and the second cooling liquid flow path 2 can be communicated, the first cooling liquid flow path 1 and the second cooling liquid flow path 2 can be jointly used for cooling the electric pile 12, so that the heat dissipation efficiency of the electric pile 12 is increased, the electric pile 12 can operate at higher power, the efficiency of charging the battery by the electric pile 12 is further improved, and the charging time of the electric vehicle when the electric vehicle is stopped and idled is shortened.
It should be noted that, in the present disclosure, the "first operating mode" may refer to an operating mode in which the electric pile 12 charges the battery when the electric vehicle is stopped and idled; the "second operation mode" may refer to an operation mode in which the electric pile 12 charges the battery when the electric vehicle is normally driven.
As an exemplary embodiment, as shown in fig. 1 to 2, the thermal management system of the present disclosure may include a first radiator 11, a second radiator 21, and a water pump 22; the first radiator 11 is arranged on the first cooling liquid flow path 1 and is connected with the electric pile 12 in series, the second radiator 21 and the water pump 22 are both arranged on the second cooling liquid flow path 2, and the water pump 22 and the electric control assembly 23 are both connected with the second radiator 21 in series. By exchanging heat through the first radiator 11 and the second radiator 21, respectively, the stack 12 can be cooled by the first cooling liquid flow path 1 and the electronic control assembly 23 can be cooled by the second cooling liquid flow path 2. When the electric vehicle is in the second working mode, the heat dissipation processes of the galvanic pile 12 and the electric control assembly 23 can operate relatively independently, and mutual influence cannot exist, so that the galvanic pile 12 and the electric control assembly 23 can operate normally respectively, and interference cannot occur between the galvanic pile 12 and the electric control assembly 23. So as to ensure the normal running of the electric vehicle.
In another embodiment, the thermal management system of the present disclosure can further comprise a first heat exchanger and a second heat exchanger, the first heat exchanger is arranged in series with the electric pile 12, and the second heat exchanger is arranged in series with the electric control assembly 23. Wherein, the galvanic pile 12 exchanges heat through the first heat exchanger to ensure heat dissipation of the galvanic pile 12 and maintain normal operation of the galvanic pile 12. The electronic control assembly 23 exchanges heat through the second heat exchanger to ensure heat dissipation of the electronic control assembly 23 and maintain normal operation of the electronic control assembly 23. Compared with a radiator, the heat exchanger has the defect of complex structure, but can collect and reuse heat, and has the effect of saving energy.
As an exemplary embodiment, as shown in fig. 1, the thermal management system of the present disclosure may include a first tee 3 and a second tee 4, both located on the first coolant flow path 1; a first port of the first three-way pipe 3 is connected with the liquid outlet end of the first radiator 11, a second port of the first three-way pipe 3 is connected with the liquid inlet end of the galvanic pile 12, the third port of the first three-way pipe 3 is disconnectably connected with the liquid outlet end of the second radiator 21; the first port of the second three-way pipe 4 is connected with the liquid inlet end of the first radiator 11, the second port of the second three-way pipe 4 is connected with the liquid outlet end of the galvanic pile 12, and the third port of the second three-way pipe 4 is disconnectably connected with the liquid inlet end of the second radiator 21.
In this embodiment, the first cooling liquid flow path 1 and the second cooling liquid flow path 2 form a cooling liquid flow path connected in parallel through the first three-way pipe 3 and the second three-way pipe 4, so that when the electric vehicle is in the first operation mode, the first cooling liquid flow path 1 and the second cooling liquid flow path 2 can both dissipate heat of the stack 12, the heat dissipation capacity of the galvanic pile 12 is enhanced, and the heat dissipation efficiency of the galvanic pile 12 is improved, so that the galvanic pile 12 can work with higher power, the charging efficiency of the galvanic pile 12 for battery charging is improved, and the shortening of the charging time is realized.
It is understood that there are various embodiments in the present disclosure in which the first coolant flow path 1 and the second coolant flow path 2 are disconnectably connected in a state in which the first coolant flow path 1 and the second coolant flow path 2 are connected in parallel. For example, in one exemplary embodiment, as shown in fig. 1, the thermal management system may include a first three-way valve 5 and a second three-way valve 6, both located on the second coolant flow path 2, the first three-way valve 5 being a split three-way valve, the second three-way valve 6 being a merge three-way valve; a liquid inlet of the first three-way valve 5 is connected with a liquid outlet end of the second radiator 21, a first liquid outlet of the first three-way valve 5 is connected with a liquid inlet end of the water pump 22, and a second liquid outlet of the first three-way valve 5 is connected with a third port of the first three-way pipe 3; the liquid outlet of the second three-way valve 6 is connected with the liquid inlet end of the second radiator 21, the first liquid inlet of the second three-way valve 6 is connected with the liquid outlet end of the electric control assembly 23 water pump 22, and the second liquid outlet of the second three-way valve 6 is connected with the third port of the second three-way pipe 4.
In this embodiment, the first coolant flow path 1 and the second coolant flow path 2 are controlled by the first three-way valve 5 and the second three-way valve 6, so that the thermal management system of the present disclosure has two operation modes. In the first operation mode, the second liquid outlet of the first three-way valve 5 is opened, the first liquid outlet of the first three-way valve 5 is closed, the second liquid inlet of the second three-way valve 6 is opened, and the first liquid inlet of the second three-way valve 6 is closed, so that the parallel connection of the first cooling liquid flow path 1 and the second cooling liquid flow path 2 is realized, and the first cooling liquid flow path 1 and the second cooling liquid flow path 2 are jointly used for cooling the cell stack 12. In the second working mode, the first liquid outlet of the first three-way valve 5 is opened, the second liquid outlet of the first three-way valve 5 is closed, the first liquid inlet of the second three-way valve 6 is opened, and the second liquid inlet of the second three-way valve 6 is closed, so that the first cooling liquid flow path 1 and the second cooling liquid flow path 2 are mutually disconnected and work independently, and the heat dissipation work of the galvanic pile 12 and the electric control component 23 is respectively completed.
In another embodiment, the on-off control between the first cooling liquid flow path 1 and the second cooling liquid flow path 2 can be realized through a first electric control valve, a second electric control valve, a third electric control valve and a fourth electric control valve. For example, in the embodiment in which the first coolant flow path 1 and the second coolant flow path 2 are connected in parallel, the first three-way valve 5 may be replaced with a third three-way pipe, and the second three-way valve 6 may be replaced with a fourth three-way pipe, which makes the connection relationship inconvenient. Specifically, the first electric control valve may be disposed on a pipeline between the first three-way pipe 3 and the third three-way pipe to control on/off of the pipeline, and the second electric control valve may be disposed on a pipeline between the third three-way pipe and the water pump 22 to control on/off of the pipeline. And the third electric control valve is arranged on the pipeline between the second three-way pipe 4 and the fourth three-way pipe and used for controlling the on-off of the pipeline, and the fourth electric control valve is arranged on the pipeline between the fourth three-way pipe and the electric control assembly 23 and used for controlling the on-off of the pipeline. And in the first working mode, the first electric control valve and the third electric control valve are opened, and the second electric control valve and the fourth electric control valve are closed. In this way, the first coolant flow field 1 and the second coolant flow field 2 can be connected in parallel with each other.
As an exemplary heat dissipation process, as shown in fig. 1, the heat dissipation flow process of the coolant in the first coolant flow path 1 and the second coolant flow path 2 is as follows: the cooling liquid firstly enters the first cooling liquid flow path 1 through a water pump carried by the electric pile 12 and enters the electric pile 12 through a second port of the first three-way pipe 3. The cooling liquid carries away heat generated by the electric pile 12 in the process of passing through the electric pile 12, and the electric pile 12 is cooled. And then the cooling liquid reaches the second three-way pipe 4 from the electric pile 12, wherein one part of the cooling liquid flows into the first radiator 11 for heat dissipation through the first port of the second three-way pipe 4, and the other part of the cooling liquid enters the second cooling liquid flow path 2 through the third port of the second three-way pipe 4. Part of the coolant entering the second coolant flow path 2 passes through the second three-way valve 6 to reach the second radiator 21 (i.e., the radiator of the electronic control component 23) for heat dissipation, and then flows back from the second radiator 21 to the third port of the first three-way pipe 3 through the first three-way valve 5, so that the coolant flows back into the first coolant flow path 1 for the next heat dissipation flow. So sequentially reciprocating, the heat dissipation of the first heat sink 11 and the second heat sink 21 to the stack 12 is realized.
As an exemplary embodiment, as shown in fig. 2, the thermal management system of the present disclosure may include a first three-way valve 5 and a first three-way pipe 3, both located on the first coolant flow path 1, the first three-way valve 5 being a split three-way valve; a liquid inlet of the first three-way valve 5 is connected with a liquid outlet end of the first radiator 11, a first liquid outlet of the first three-way valve 5 is connected with a first port of the first three-way pipe 3, and a second liquid outlet of the first three-way valve 5 is connected with a liquid inlet end of the second radiator 21; the second port of the first three-way pipe 3 is connected with the liquid inlet end of the electric pile 12, and the third port of the first three-way pipe 3 is disconnectably connected with the liquid outlet end of the second radiator 21.
In this embodiment, the first coolant flow path 1 and the second coolant flow path 2 form the coolant flow path connected in series through the first three-way valve 3 and the first three-way valve 5, so that when the electric vehicle is in the first working mode, the first coolant flow path 1 and the second coolant flow path 2 can both dissipate heat of the electric pile 12, the heat dissipation capacity of the electric pile 12 is enhanced, the heat dissipation efficiency of the electric pile 12 is improved, so that the electric pile 12 can work with higher power, the charging efficiency of the electric pile 12 for battery charging is improved, and thus the charging time is shortened.
It is understood that there are various embodiments in the present disclosure in which the first coolant flow path 1 and the second coolant flow path 2 are disconnectably connected in a state in which the first coolant flow path 1 and the second coolant flow path 2 are connected in series. For example, in one exemplary embodiment, as shown in fig. 2, the thermal management system may include a second three-way valve 6 and a second three-way pipe 4, both located on the second coolant flow path 2, the second three-way valve 6 being a split three-way valve; a liquid inlet of the second three-way valve 6 is connected with a liquid outlet end of the second radiator 21, a first liquid outlet of the second three-way valve 6 is connected with a liquid inlet end of the water pump 22, and a second liquid outlet of the second three-way valve 6 is connected with a third port of the first three-way pipe 3; a first port of the second three-way pipe 4 is connected with a liquid inlet end of the second radiator 21, a second port of the second three-way pipe 4 is connected with a liquid outlet end of the electric control assembly 23 water pump 22, and a third port of the second three-way pipe 4 is connected with a second liquid outlet of the first three-way valve 5.
In this embodiment, the first coolant flow path 1 and the second coolant flow path 2 are controlled to be on and off by the first three-way valve 5 and the second three-way valve 6, so that the thermal management system of the present disclosure has two operation modes. In the first operation mode, the second liquid outlet of the first three-way valve 5 is opened, the first liquid outlet of the first three-way valve 5 is closed, the second liquid outlet of the second three-way valve 6 is opened, and the first liquid outlet of the second three-way valve 6 is closed, so that the series connection relationship between the first cooling liquid flow path 1 and the second cooling liquid flow path 2 is realized, and the first cooling liquid flow path 1 and the second cooling liquid flow path 2 are commonly used for cooling the cell stack 12. In the second operating mode, the first liquid outlet of the first three-way valve 5 is opened, the second liquid outlet of the first three-way valve 5 is closed, the first liquid outlet of the second three-way valve 6 is opened, and the second liquid outlet of the second three-way valve 6 is closed, so that the first cooling liquid flow path 1 and the second cooling liquid flow path 2 are disconnected from each other, and the first cooling liquid flow path and the second cooling liquid flow path work independently, and the heat dissipation work of the electric pile 12 and the electric control assembly 23 is completed respectively.
In another embodiment, the on-off control between the first cooling liquid flow path 1 and the second cooling liquid flow path 2 can be realized through a first electric control valve, a second electric control valve, a third electric control valve and a fourth electric control valve. For example, in the embodiment in which the first coolant flow path 1 and the second coolant flow path 2 are connected in series, the first three-way valve 5 may be changed to a third three-way pipe, and the second three-way valve 6 may be changed to a fourth three-way pipe, so that the original connection relationship is not changed. Specifically, the first electric control valve may be disposed on a pipeline between the third three-way pipe and the first three-way pipe 3, and configured to control on/off of the pipeline. And the second electric control valve is arranged on a pipeline between the third three-way pipe and the liquid inlet end of the second radiator 21 and used for controlling the on-off of the pipeline. And the third electric control valve is arranged on the pipeline between the first three-way pipe 3 and the fourth three-way pipe and is used for controlling the on-off of the pipeline. And a fourth electric control valve is arranged on a pipeline between the fourth three-way pipe and the water pump 22 and used for controlling the on-off of the pipeline. In the first operating mode, the first and fourth electrically controlled valves are closed, and the second and third electrically controlled valves are opened. In this way, the first coolant flow field 1 and the second coolant flow field 2 can be connected in series with each other.
As an exemplary heat dissipation process, as shown in fig. 2, the heat dissipation flow process of the coolant in the first coolant flow path 1 and the second coolant flow path 2 is as follows: the cooling liquid firstly enters the first cooling liquid flow path 1 through a water pump carried by the galvanic pile 12, the cooling liquid reaches the second three-way pipe 4 through the first three-way valve 5, and then flows through the second radiator 21 through the second three-way pipe 4 for heat dissipation, the cooling liquid entering the second radiator 21 for heat dissipation enters the first three-way pipe 3 of the first cooling liquid flow path 1 through the second three-way valve 6, and then enters the electric pile 12 through the first three-way pipe 3. The cooling liquid carries away heat generated by the electric pile 12 in the process of passing through the electric pile 12, and the electric pile 12 is cooled. And then reaches the first heat sink 11 from the stack 12, and the coolant after heat dissipation by the first heat sink 11 flows again for the next heat dissipation. The first radiator 11 and the second radiator 21 radiate heat to the electric pile 12.
To ensure safe operation of the stack 12, in an exemplary embodiment of the present disclosure, as shown in fig. 1 and 2, the thermal management system may further include a filter 13, a temperature sensor 14, and a first expansion pot 15, all of which are located on the first coolant flow path 1; the filter 13 is arranged between the first three-way pipe 3 and the galvanic pile 12, and the temperature sensor 14 is arranged between the filter 13 and the galvanic pile 12; the first expansion pot 15 is communicated with the galvanic pile 12 to replenish water to the first cooling liquid flow path 1, the first expansion pot 15 is communicated with the first radiator 11 to degas the first cooling liquid flow path 1, and a deionization tank 16 is further arranged on a pipeline connecting the first expansion pot 15 and the first radiator 11.
The filter 13 is used for filtering solid impurities in the cooling liquid, ensuring the purity of the cooling liquid, avoiding the blockage of the cooling liquid flow path caused by the solid impurities, and maintaining the smoothness of the cooling liquid flow path, thereby ensuring the safety of the galvanic pile 12. The temperature sensor 14 is used for monitoring the temperature of the cooling liquid, and indirectly realizes the monitoring of the operating temperature in the electric pile 12, so that the operating state of the electric pile 12 can be monitored. As for the first expansion pot 15, on the one hand, the first expansion pot 15 is in communication with the galvanic pile 12 and is used for replenishing water to the first cooling liquid flow path 1, and on the other hand, the first expansion pot 15 is also in communication with the first radiator 11 and is used for degassing the first cooling liquid flow path 1, thereby ensuring the safe operation of the galvanic pile 12. The deionization tank 16 is used for carrying out ion exchange with the cooling liquid, so that the electric conductivity of the cooling liquid is reduced, and the direct short circuit between the anode and the cathode of the electric pile 12 is avoided, so that the operation safety of the electric pile 12 is ensured.
It will be appreciated that a second expansion pot 24 may be provided in the second coolant flow path 2 of the present disclosure for replenishing and deaerating the second coolant flow path 2 to ensure that the second coolant flow path 2 operates properly when operating alone.
Optionally, the cooling liquid used in the first cooling liquid flow path 1 and the second cooling liquid flow path 2 is deionized water. The deionized water is used as the cooling liquid to ensure the ion concentration requirement of the galvanic pile 12 in the cooling liquid during the cooling process. And it will be understood that if deionized water is used as the cooling liquid, it is necessary to previously rinse the pipes in the second cooling liquid flow path 2 and the components through which the cooling liquid flows with deionized water, in order to prevent ions released from the pipes and components from entering the cooling liquid during the cooling process. So as to maintain the ion concentration in the cooling liquid and ensure the safe operation of the galvanic pile 12.
Alternatively, the electronic control assembly 23 may include an exchanger 231, a controller 232, and a motor 233, and the exchanger 231, the controller 232, and the motor 233 are sequentially disposed in series on the second coolant flow path 2.
According to another aspect of the present disclosure, there is provided an electric vehicle including the thermal management system of the electric vehicle in any one of the above aspects. Wherein the electric vehicle includes, but is not limited to, a hydrogen fuel cell vehicle.
The electric vehicle can radiate heat to the galvanic pile 12 by using the first cooling liquid flow path 1 and the second cooling liquid flow path 2 together in a first working mode (namely, when the electric vehicle is parked and charged at an idle speed), so that the heat radiation capability of the galvanic pile 12 is enhanced, the galvanic pile 12 can operate at higher power, the charging efficiency of the galvanic pile 12 on a battery is improved, and the charging time is shortened. Particularly, when the electric vehicle has transportation tasks, such as passenger transportation or goods transportation, more transportation time can be saved, and transportation cost can be reduced.
The preferred embodiments of the present disclosure are described in detail above with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details in the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.
Claims (10)
1. The heat management system of the electric vehicle is characterized by comprising an electric pile, an electric control assembly, a first cooling liquid flow path and a second cooling liquid flow path, wherein the electric pile is arranged on the first cooling liquid flow path, and the electric control assembly is arranged on the second cooling liquid flow path;
the first coolant flow path is disconnectably in communication with the second coolant flow path to provide the thermal management system with a first mode of operation and a second mode of operation;
in the first operating mode, the first coolant flow path communicates with the second coolant flow path to collectively cool the stack;
in the second mode of operation, the first coolant flow path and the second coolant flow path are disconnected.
2. The thermal management system of claim 1, further comprising a first heat sink, a second heat sink, and a water pump;
the first radiator is arranged on the first cooling liquid pipeline and is connected with the electric pile in series,
the second radiator and the water pump are arranged on the second cooling liquid flow path, and the water pump, the electronic control assembly and the second radiator are arranged in series.
3. The thermal management system of claim 2 further comprising a first tee and a second tee each located on the first coolant flow path;
the first port of the first three-way pipe is connected with the liquid outlet end of the first radiator, the second port of the first three-way pipe is connected with the liquid inlet end of the galvanic pile, and the third port of the first three-way pipe is disconnectably connected with the liquid outlet end of the second radiator;
and a first port of the second three-way pipe is connected with the liquid inlet end of the first radiator, a second port of the second three-way pipe is connected with the liquid outlet end of the galvanic pile, and a third port of the second three-way pipe is disconnectably connected with the liquid inlet end of the second radiator.
4. The thermal management system of claim 3, further comprising a first three-way valve and a second three-way valve both located on the second coolant flow path, the first three-way valve being a split three-way valve and the second three-way valve being a merge three-way valve;
a liquid inlet of the first three-way valve is connected with a liquid outlet end of the second radiator, a first liquid outlet of the first three-way valve is connected with a liquid inlet end of the water pump, and a second liquid outlet of the first three-way valve is connected with a third port of the first three-way pipe;
and a liquid outlet of the second three-way valve is connected with a liquid inlet end of the second radiator, a first liquid inlet of the second three-way valve is connected with a liquid outlet end of the water pump, and a second liquid outlet of the second three-way valve is connected with a third port of the second three-way pipe.
5. The thermal management system of claim 2, further comprising a first three-way valve and a first three-way valve both located on the first coolant flow path, the first three-way valve being a split three-way valve;
a liquid inlet of the first three-way valve is connected with a liquid outlet end of the first radiator, a first liquid outlet of the first three-way valve is connected with a first port of the first three-way pipe, and a second liquid outlet of the first three-way valve is connected with a liquid inlet end of the second radiator;
the second port of the first three-way pipe is connected with the liquid inlet end of the galvanic pile, and the third port of the first three-way pipe is disconnectably connected with the liquid outlet end of the second radiator.
6. The thermal management system of claim 5 further comprising a second three-way valve and a second three-way pipe, both located on the second coolant flow path, the second three-way valve being a split three-way valve;
a liquid inlet of the second three-way valve is connected with a liquid outlet end of the second radiator, a first liquid outlet of the second three-way valve is connected with a liquid inlet end of the water pump, and a second liquid outlet of the second three-way valve is connected with a third port of the first three-way pipe;
the first port of the second three-way pipe is connected with the liquid inlet end of the second radiator, the second port of the second three-way pipe is connected with the liquid outlet end of the water pump, and the third port of the second three-way pipe is connected with the second liquid outlet of the first three-way valve.
7. The thermal management system of any of claims 3-6, further comprising a filter, a temperature sensor, and a first expansion pot, all located on the first coolant flow path;
the filter is arranged between the first three-way pipe and the electric pile, and the temperature sensor is arranged between the filter and the electric pile;
the first expansion pot is communicated with the galvanic pile to replenish water to the first cooling liquid flow path, the first expansion pot is communicated with the first radiator to degas the first cooling liquid flow path, and a deionization tank is further arranged on a pipeline connected with the first radiator.
8. The thermal management system of claim 1, wherein the coolant used in the first coolant flow path and the second coolant flow path is deionized water.
9. The thermal management system of claim 1, wherein said electrical control assembly comprises an exchanger, a controller, and an electric motor, said exchanger, said controller, and said electric motor being sequentially disposed in series on said second coolant flow path.
10. An electric vehicle comprising a thermal management system of the electric vehicle of any of claims 1-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221455726.0U CN217881671U (en) | 2022-06-10 | 2022-06-10 | Of electric vehicles thermal management System and method electric vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221455726.0U CN217881671U (en) | 2022-06-10 | 2022-06-10 | Of electric vehicles thermal management System and method electric vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN217881671U true CN217881671U (en) | 2022-11-22 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202221455726.0U Active CN217881671U (en) | 2022-06-10 | 2022-06-10 | Of electric vehicles thermal management System and method electric vehicle |
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| Country | Link |
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| CN (1) | CN217881671U (en) |
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