WO2026025752A1 - 新能源车辆的电池冷却系统及车辆 - Google Patents

新能源车辆的电池冷却系统及车辆

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Publication number
WO2026025752A1
WO2026025752A1 PCT/CN2024/137161 CN2024137161W WO2026025752A1 WO 2026025752 A1 WO2026025752 A1 WO 2026025752A1 CN 2024137161 W CN2024137161 W CN 2024137161W WO 2026025752 A1 WO2026025752 A1 WO 2026025752A1
Authority
WO
WIPO (PCT)
Prior art keywords
battery
temperature
coolant
new energy
port
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/CN2024/137161
Other languages
English (en)
French (fr)
Inventor
李�浩
李鹏飞
殷生岱
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Dongfeng Motor Group Co Ltd
Original Assignee
Dongfeng Motor Group Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Dongfeng Motor Group Co Ltd filed Critical Dongfeng Motor Group Co Ltd
Publication of WO2026025752A1 publication Critical patent/WO2026025752A1/zh
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00321—Heat exchangers for air-conditioning devices
    • B60H1/00328—Heat exchangers for air-conditioning devices of the liquid-air type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • B60H1/00392—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for electric vehicles having only electric drive means
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries

Definitions

  • This application relates to the field of vehicle technology, and in particular to a battery cooling system and vehicle for a new energy vehicle.
  • maintaining the battery temperature within a suitable range not only ensures charging efficiency but also extends the lifespan of the battery and charging equipment, and reduces the occurrence of damage to charging equipment caused by battery overheating.
  • the heat from the battery is absorbed through the battery coolant circuit, and then transferred to the refrigerant through a plate heat exchanger. Finally, the heat from the refrigerant is dissipated through the compressor, condenser, and electronic expansion valve.
  • the battery generates a lot of heat when charging, and the above-mentioned cooling methods need to be fully used to cool the battery. If the cabin needs to be cooled, the above-mentioned cooling methods will not be able to meet the cabin's cooling needs.
  • this application is made to provide a battery cooling system and vehicle for new energy vehicles that solves the aforementioned problems.
  • the system draws in air from the passenger compartment through a turbine cooling device and cools the cabin air to an ultra-low temperature.
  • This ultra-low-temperature air absorbs the heat load of the coolant in the first heat exchanger, thereby reducing the coolant temperature.
  • the low-temperature coolant then lowers the battery temperature.
  • the air, having absorbed the heat load changes from ultra-low temperature to low temperature and flows into the passenger compartment, reducing the passenger compartment temperature.
  • This system can reduce both the battery and passenger compartment temperatures. Because the turbine cooling device has a strong cooling capacity, it can simultaneously meet the cooling needs of both the battery and the passenger compartment, even in high-temperature environments.
  • this application provides a battery cooling system for a new energy vehicle, the system comprising a battery, a coolant circuit, a first heat exchanger, and a turbine cooling device;
  • the coolant circuit channels pass through the inside of the battery
  • the first heat exchanger includes an air side and a first coolant side, the first coolant side being connected in series in the coolant circuit, the input end of the air side being connected to the output end of the turbine cooling device, and the output end of the air side being connected to the vehicle's cabin.
  • the system may also include a refrigerant circuit and a second heat exchanger;
  • the second heat exchanger includes a refrigerant side and a second coolant side, wherein the refrigerant side is connected in series in the refrigerant circuit, and the second coolant side is connected in parallel with the first coolant side.
  • the turbine cooling device includes a motor, a compressor, a turbine cooler, and an air cooler.
  • the turbine cooling device may further include a water vapor separator.
  • the coolant circuit includes a three-way valve and a water pump
  • the first port of the three-way valve is connected to the first coolant side
  • the second port of the three-way valve is connected to the second coolant side
  • the third port of the three-way valve is connected to the water pump.
  • the system further includes a controller, the controller being used for:
  • the first port of the three-way valve is controlled to close and the second port is controlled to open.
  • controller is also used for:
  • the first port of the three-way valve is controlled to open and the second port is controlled to close.
  • controller is also used for:
  • the charging power is greater than or equal to the second power threshold, or the battery temperature is greater than or equal to the second temperature threshold, then the first port and the second port of the three-way valve are both opened.
  • controller is also used for:
  • the speed of the motor is determined based on the charging power and the battery temperature.
  • this application provides a vehicle that includes the battery cooling system of the new energy vehicle described in the first aspect.
  • the system includes a battery, a coolant circuit, a first heat exchanger, and a turbine cooling device.
  • the coolant circuit has water channels that pass through the inside of the battery, allowing the coolant in the channels to lower the battery temperature.
  • the turbine cooling device draws in cabin air and converts it into cryogenic gas. This cryogenic gas then absorbs the heat load from the coolant through the first heat exchanger, lowering the coolant temperature. The resulting cryogenic gas flows back into the cabin, thus cooling the cabin.
  • This system can lower both the battery and cabin temperatures. Because the turbine cooling device has strong cooling capacity, it can simultaneously meet the cooling needs of both the battery and the cabin, even in high-temperature environments.
  • Figure 1 is a schematic diagram of the structure of a battery cooling system for a new energy vehicle provided in an embodiment of this application;
  • FIG. 2 is a schematic diagram of the structure of another battery cooling system for a new energy vehicle provided in an embodiment of this application;
  • FIG. 3 is a schematic diagram of the structure of another battery cooling system for a new energy vehicle provided in an embodiment of this application.
  • maintaining the battery temperature within a suitable range not only ensures charging efficiency but also extends the lifespan of the battery and charging equipment, and reduces the occurrence of damage to charging equipment caused by battery overheating.
  • the heat from the battery is absorbed through the battery coolant circuit, and then transferred to the refrigerant through a plate heat exchanger. Finally, the heat from the refrigerant is dissipated through the compressor, condenser, and electronic expansion valve.
  • a battery cooling system for new energy vehicles draws in air from the passenger compartment through a turbine cooling device and cools the air to an ultra-low temperature.
  • This ultra-low-temperature air absorbs the heat load of the coolant in the first heat exchanger, thereby reducing the coolant temperature.
  • the low-temperature coolant then lowers the battery temperature.
  • the air, having absorbed the heat load changes from ultra-low temperature to low temperature and flows into the passenger compartment, reducing its temperature.
  • This system can reduce both the battery and passenger compartment temperatures. Due to the strong cooling capacity of the turbine cooling device, it can simultaneously meet the cooling requirements of both the battery and passenger compartment, even in high-temperature environments and under super-fast charging conditions.
  • FIG 1 is a schematic diagram of a battery cooling system for a new energy vehicle according to an embodiment of this application. As shown in Figure 1, the system includes a battery 1, a coolant circuit 2, a first heat exchanger 3, and a turbine cooling device 4.
  • the coolant circuit 2 has a water channel that passes through the inside of the battery 1;
  • the first heat exchanger 3 includes an air side and a first coolant side, the first coolant side is connected in series in the coolant circuit 2, the input end of the air side is connected to the output end of the turbine cooling device 4, and the output end of the air side is connected to the vehicle's cabin 5.
  • the input end of the turbine cooling device 4 can be connected to the cabin 5, allowing for better airflow and faster cooling within the cabin 5. Alternatively, it can be connected to other areas with airflow.
  • a heat exchanger is an energy-saving device that facilitates heat transfer between two or more fluids at different temperatures. It transfers heat from a higher-temperature fluid to a lower-temperature fluid, bringing the fluid temperature to the specified parameters to meet process requirements. It is also a key component for improving energy efficiency.
  • the first heat exchanger can be a plate heat exchanger.
  • the vehicle includes an on-board charger 6, which is used to charge the battery 1.
  • the on-board charger 6 When the on-board charger 6 is connected to an external charging pile 7, the battery 1 begins charging. Simultaneously, power can also be drawn from the on-board charger 6 to supply power to the electric turbine cooling device 4.
  • the on-board charger 6 is communicatively connected to the charging pile 7 and the battery 1.
  • the coolant circuit 2 includes water channels and coolant.
  • the coolant circulates in the water channels and cools the battery 1 after circulating into the battery 1.
  • the turbine cooling device 4 draws in air from the cabin 5 and converts the air into ultra-low temperature, low-pressure gas (the pressure of ultra-low temperature, low-pressure gas is slightly higher than atmospheric pressure, and the temperature can be lower than -20°C).
  • This gas flows to the air side of the first heat exchanger 3, absorbing the heat load of the coolant on the coolant side of the first heat exchanger 3.
  • the absorbed air then becomes low-temperature, normal-pressure gas (the pressure of low-temperature, normal-pressure gas is slightly higher than atmospheric pressure, and the temperature can be lower than 5°C).
  • the battery cooling system of the new energy vehicle achieves air circulation cooling of the battery 1 through the turbine cooling device 4.
  • This air circulation cooling method can not only reduce the temperature of the battery 1 but also reduce the temperature of the cabin 5. Because the turbine cooling device 4 has a strong cooling capacity, it can simultaneously meet the cooling needs of the battery 1 and the cabin 5, even in high-temperature environments and under super-fast charging conditions.
  • FIG 2 is a schematic diagram of the structure of another new energy vehicle battery cooling system provided in the embodiment of this application.
  • the turbine cooling device 4 includes a motor 41, a compressor 42, a turbine cooler 43, and an air cooler 44.
  • the motor 41, compressor 42, air cooler 44, and turbine cooler 43 are arranged sequentially.
  • the compressor 42 is a component that increases air pressure.
  • the turbine cooler 43 is a high-speed rotating refrigeration machine that converts the enthalpy drop generated when compressed air at a certain temperature and pressure expands into mechanical work output, thereby achieving pressure and temperature reduction.
  • the air cooler 44 is a heat exchanger that uses air to cool a hot fluid. The hot fluid inside the tubes exchanges heat with the air outside the tubes through the tube walls and fins; the air used is usually supplied by a fan.
  • the motor 41 starts working after drawing power from the on-board charger 6 and drives the compressor 42 to work.
  • the compressor 42 draws in air from the cabin 5 and converts the drawn-in air into high-temperature and high-pressure gas.
  • the high-temperature and high-pressure gas is converted into medium-temperature and high-pressure gas by the air cooler 44.
  • the medium-temperature and high-pressure gas is expanded by the turbine cooler 43 and converted into ultra-low temperature and low-pressure gas. It then flows to the air side of the first heat exchanger 3 and absorbs the heat load of the coolant in the coolant side of the first heat exchanger 3.
  • the ultra-low temperature and low-pressure gas after absorption becomes low-temperature and normal-pressure gas (pressure slightly greater than atmospheric pressure, temperature lower than 5°C).
  • the low-temperature and normal-pressure gas finally flows back to the cabin 5, which plays a role in reducing the cabin temperature.
  • the turbine cooling unit 4 may also include a water vapor separator 45.
  • the water vapor separator 45 can be arranged between the compressor 42 and the air cooler 44.
  • a large amount of high-temperature, high-pressure gas containing water is drawn into the water vapor separator 45, and it moves downward in a neutral swirling centrifugal motion. Since the densities of gas and liquid are different, if both need to pass through the filter together, the liquid will usually be filtered onto the filter, while the gas can pass through. Moreover, because of the neutrality, the gas will still move in its original direction, thereby removing water vapor from the high-temperature, high-pressure gas and preventing icing at the outlet of the turbine cooler 43.
  • FIG 3 is a schematic diagram of the structure of another battery cooling system for a new energy vehicle provided by an embodiment of the present invention.
  • the battery cooling system for the new energy vehicle also includes a refrigerant circuit and a second heat exchanger 8.
  • the second heat exchanger 8 includes a refrigerant side and a second coolant side. The refrigerant side is connected in series in the refrigerant circuit, and the second coolant side is connected in parallel with the first coolant side.
  • a second cooling method for the coolant is obtained by adding a refrigerant circuit and a second heat exchanger 8.
  • the second heat exchanger 8 can be a plate heat exchanger.
  • the refrigerant circuit may include components such as a compressor 91, a condenser 92, an electronic expansion valve 93, a first cooling fan 94, and pipes.
  • the compressor 91, condenser 92, and electronic expansion valve 93 are arranged sequentially.
  • the compressor 91 is a driven fluid machine that raises low-pressure gas to high-pressure gas and is the heart of the refrigeration system.
  • the condenser 92 is a type of heat exchanger that can convert gas or vapor into liquid and quickly transfer heat from the pipes to the air near the pipes.
  • the electronic expansion valve 93 is a throttling element that allows the refrigerant flow into the refrigeration unit according to a preset program, and is very suitable for occasions with drastic load changes or a wide range of operating conditions.
  • the cryogenic liquid refrigerant flows within the pipes.
  • the second heat exchanger 8 it exchanges heat with the coolant, forming a medium-temperature gas.
  • This gas flows to the compressor 91, where it becomes a high-temperature gas.
  • the high-temperature gas then flows to the condenser 92, where it dissipates heat and forms a cryogenic gas.
  • This cryogenic gas then flows to the electronic expansion valve 93, where it forms a cryogenic liquid, which finally flows back to the second heat exchanger 8 to cool the coolant. Therefore, the battery cooling system of new energy vehicles now has two cooling methods: air circulation cooling and refrigerant circulation cooling.
  • the first cooling fan 94 can assist the condenser 92 in heat dissipation.
  • the turbine cooling device 4 may also include a second cooling fan 46 to assist the air cooler 44 in air cooling.
  • the coolant circuit 2 includes a three-way valve 21 and a water pump 22; the first port of the three-way valve 21 is connected to the first coolant side, the second port of the three-way valve 21 is connected to the second coolant side, and the third port of the three-way valve 21 is connected to the water pump 22.
  • the coolant in the water channel is circulated by the water pump 22, and the cooling mode is switched by the three-way valve 21.
  • the port of the three-way valve 21 When the port of the three-way valve 21 is closed, the coolant cannot pass through that port. For example, if the first port is closed, the coolant will not flow to the first heat exchanger 3, and air cooling cannot be used for cooling; if the second port is closed, the coolant will not flow to the second heat exchanger 8, and refrigerant cooling cannot be used for cooling; if the third port is closed, the entire coolant circuit 2 cannot circulate coolant.
  • the system also includes a controller, which is used for:
  • the charging power and battery temperature of the charging pile 7 that charges the battery 1 are obtained; if the charging power is less than or equal to a preset first power threshold and the battery temperature is less than or equal to a preset first temperature threshold, the first port of the three-way valve 21 is closed and the second port is opened.
  • the charging power of the charging pile 7 directly affects the battery temperature during charging, and the charging power of the charging pile 7 can be obtained through the on-board charger 6.
  • the battery temperature is actually collected by a temperature sensor.
  • the cooling capacity of the turbine cooling device 4 is greater than that of the refrigerant circuit, but the energy consumption of the refrigerant circuit is slightly lower. Therefore, when the charging power is low and the battery temperature is also low, the first port of the three-way valve 21 can be closed and the second port can be opened, and the battery 1 can be cooled by only activating the refrigerant circulation cooling method. This way, the battery temperature can be kept within a suitable range with less energy consumption.
  • controller is also used for:
  • the charging power is greater than the first power threshold and less than the preset second power threshold, and the battery temperature is less than or equal to the first temperature threshold, or if the charging power is less than or equal to the first power threshold and the battery temperature is greater than the first temperature threshold and less than the preset second temperature threshold, or if the charging power is greater than the first power threshold and less than the second power threshold, and the battery temperature is greater than the first temperature threshold and less than the second temperature threshold, then the first port of the three-way valve 21 is opened and the second port is closed.
  • the first port of the three-way valve 21 can be opened and the second port closed, using only air circulation cooling to cool the battery 1, providing higher cooling capacity so that the battery temperature can be reduced to a suitable range.
  • the cooling capacity of the turbine cooling device 4 can simultaneously meet the cooling needs of both the battery 1 and the cabin 5.
  • controller is also used for:
  • the charging power is greater than or equal to the second power threshold, or the battery temperature is greater than or equal to the second temperature threshold, then the first port and the second port of the three-way valve 21 are both opened.
  • both the first and second ports of the three-way valve 21 can be opened to simultaneously cool the battery 1 using both air circulation cooling and refrigerant circulation cooling, so that the battery temperature can be quickly reduced to a suitable range.
  • the cabin 5 has a cooling requirement at this time, the combination of the two cooling methods can simultaneously meet the cooling needs of both the battery 1 and the cabin 5.
  • the first port of the three-way valve 21 is opened and the second port is closed, and only the air circulation cooling method is activated to cool the battery 1, providing a higher cooling capacity so that the cooling requirements of both the battery 1 and the cabin 5 are met.
  • controller is also used for:
  • the speed of the motor 41 is determined based on the charging power and battery temperature.
  • the rotational speed of motor 41 when using air circulation cooling, can be determined based on charging power and battery temperature. Different rotational speeds correspond to different cooling capacities of turbine cooling device 4. The higher the rotational speed, the more air compressor 42 draws in, the more cryogenic, low-pressure air turbine cooler 43 outputs, and the stronger its ability to cool the coolant in first heat exchanger 3.
  • the boost ratio of the compressor 42 can also be determined based on the electric power and battery temperature. Different boost ratios result in different gas pressures output by the compressor 42, and different gas pressures correspond to different cooling capacities of the turbine cooling device 4. Therefore, in order to ensure that the battery temperature is within a suitable range with the lowest energy consumption, the cooling capacity of the turbine cooling device 4 can be determined based on the charging power and battery temperature, i.e., the cooling requirements of the battery 1.
  • the ratio of the total pressure of the air at the outlet of compressor 42 to the total pressure of the air at the inlet is called the pressure ratio of compressor 42.
  • this application also provides a vehicle that includes the battery cooling system of any of the new energy vehicles described above.
  • This application also provides an electronic device that may include a processor and a memory, wherein the processor and the memory may be connected to each other via a bus or other means.
  • the processor may be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.
  • CPU central processing unit
  • ASIC application-specific integrated circuit
  • Memory may include mass storage for data or instructions.
  • memory may include hard disk drives (HDDs), floppy disk drives, flash memory, optical disks, magneto-optical disks, magnetic tape, or Universal Serial Bus (USB) drives, or combinations of two or more of these.
  • HDDs hard disk drives
  • floppy disk drives flash memory
  • optical disks magneto-optical disks
  • magnetic tape magnetic tape
  • USB Universal Serial Bus
  • memory may include removable or non-removable (or fixed) media.
  • memory may be internal or external to an electronic device.
  • memory may be non-volatile solid-state memory.
  • the memory may be read-only memory (ROM).
  • the ROM may be a mask-programmed ROM, a programmable ROM (PROM), an erasable PROM (EPROM), an electrically erasable PROM (EEPROM), an electrically rewritable ROM (EAROM), or flash memory, or a combination of two or more of these.
  • the processor reads and executes computer program instructions stored in the memory to implement the function of the controller in the battery cooling system of any of the new energy vehicles described in the above embodiments.
  • the electronic device may further include a communication interface and a bus.
  • the processor, memory, and communication interface are connected via the bus to communicate with each other.
  • the communication interface is primarily used to enable communication between the various modules, devices, units, and/or equipment in the embodiments of this application.
  • the bus may include one or more buses.
  • this application embodiment can provide a computer-readable storage medium for implementation.
  • This computer-readable storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement the functions of the controller in any of the battery cooling systems of the new energy vehicle in the above embodiments.
  • the system includes a battery, a coolant circuit, a first heat exchanger, and a turbine cooling device.
  • the coolant circuit has water channels that pass through the inside of the battery, allowing the coolant in the channels to lower the battery temperature.
  • the turbine cooling device draws in cabin air and converts it into cryogenic gas. This cryogenic gas then absorbs the heat load from the coolant through the first heat exchanger, lowering the coolant temperature. The resulting cryogenic gas flows back into the cabin, thus cooling the cabin.
  • This system can lower both the battery and cabin temperatures. Because the turbine cooling device has strong cooling capacity, it can simultaneously meet the cooling needs of both the battery and the cabin, even in high-temperature environments.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
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  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
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  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Secondary Cells (AREA)

Abstract

一种新能源车辆的电池冷却系统及车辆，电池冷却系统包括电池（1）、冷却液回路（2）、第一换热器（3）和涡轮冷却装置（4）；冷却液回路（2）的水道从电池（1）内部穿过；第一换热器（3）包括空气侧和第一冷却液侧，第一冷却液侧串联在冷却液回路（2）中，空气侧的输入端与涡轮冷却装置（4）的输出端连接，空气侧的输出端与车辆的座舱（5）连通。

Description

新能源车辆的电池冷却系统及车辆 相关申请的交叉引用
本申请要求于2024年08月01日提交的申请号为202411046551.1的中国专利申请的优先权，其全部内容通过引用并入本文。
技术领域
本申请涉及车辆技术领域，尤其涉及一种新能源车辆的电池冷却系统及车辆。
 背景技术
新能源车辆在充电期间，控制电池温度保持在合适的温度范围内，不仅能保证充电效率，还能延长电池和充电设备的使用寿命，并减少由于电池过热引起的充电配套设备损坏的情况发生。
目前，在电池温度较高时，会通过电池冷却液回路吸收电池的热量，再通过板式换热器将吸收的热量传递给制冷剂，然后通过压缩机、冷凝器和电子膨胀阀将制冷剂的热量散掉。
但是，在高温环境中，电池充电时的发热量较大，上述冷却方式需要全力用于电池的冷却，此时如果座舱有降温需求，上述冷却方式已经没有余力满足座舱的降温需求。
 发明内容
鉴于上述问题，提出了本申请以便提供一种解决上述问题的新能源车辆的电池冷却系统及车辆，可以通过涡轮冷却装置吸入座舱中的空气，并将座舱空气降到超低温度，使用超低温度的空气吸收第一换热器中冷却液的热负荷，从而降低冷却液的温度，再通过低温的冷却液降低电池温度，同时，吸收热负荷后的空气由超低温变成低温，然后会流向座舱，降低座舱温度。该系统不仅可以降低电池温度还能降低座舱温度，由于涡轮冷却装置的制冷能力较强，所以即使处在高温环境中，也可以同时满足电池和座舱的降温需求。
第一方面，本申请提供了一种新能源车辆的电池冷却系统，所述系统包括电池、冷却液回路、第一换热器和涡轮冷却装置； 
所述冷却液回路的水道从所述电池内部穿过；
所述第一换热器包括空气侧和第一冷却液侧，所述第一冷却液侧串联在所述冷却液回路中，所述空气侧的输入端与所述涡轮冷却装置的输出端连接，所述空气侧的输出端与车辆的座舱连通。
可选的，所述系统还包括冷媒回路和第二换热器；
所述第二换热器包括冷媒侧和第二冷却液侧，所述冷媒侧串联在所述冷媒回路中，所述第二冷却液侧与所述第一冷却液侧并联。
可选的，所述涡轮冷却装置包括电机、压气机、涡轮冷却器和空气冷却器。
可选的，所述涡轮冷却装置还包括水汽分离器。
可选的，所述冷却液回路包括三通阀和水泵；
所述三通阀的第一通口与所述第一冷却液侧连接，所述三通阀的第二通口与所述第二冷却液侧连接，所述三通阀的第三通口与所述水泵连接。
可选的，所述系统还包括控制器，所述控制器用于：
获取为所述电池充电的充电桩的充电功率和电池温度；
若所述充电功率小于或等于预设的第一功率阈值且所述电池温度小于或等于预设的第一温度阈值，则控制所述三通阀的所述第一通口关闭和所述第二通口打开。
可选的，所述控制器还用于：
若所述充电功率大于所述第一功率阈值且小于预设的第二功率阈值，所述电池温度小于或等于所述第一温度阈值，若所述充电功率小于或等于所述第一功率阈值，所述电池温度大于所述第一温度阈值且小于所述预设的第二温度阈值，或若所述充电功率大于所述第一功率阈值且小于所述第二功率阈值，所述电池温度大于所述第一温度阈值且小于所述第二温度阈值，则控制所述三通阀的所述第一通口打开和所述第二通口关闭。
可选的，所述控制器还用于：
若所述充电功率大于或等于所述第二功率阈值，或所述电池温度大于或等于所述第二温度阈值，则控制所述三通阀的所述第一通口和所述第二通口均打开。
可选的，所述控制器还用于：
控制所述三通阀的所述第一通口打开后，根据所述充电功率和电池温度，确定所述电机的转速。
第二方面，本申请提供了一种车辆，所述车辆包括第一方面所述的新能源车辆的电池冷却系统。
本申请实施例中提供的技术方案，至少具有如下技术效果或优点：
本申请实施例提供的一种新能源车辆的电池冷却系统及车辆，系统包括电池、冷却液回路、第一换热器和涡轮冷却装置；冷却液回路的水道从电池内部穿过，通过水道中的冷却液降低电池温度；涡轮冷却装置可以吸入座舱空气，并将吸入的座舱空气变成超低温气体，然后通过第一换热器使超低温气体吸收冷却液的热负荷，使得冷却液温度降低，并且吸收后形成的低温气体流回座舱，起到座舱降温作用。该系统不仅可以降低电池温度还能降低座舱温度，由于涡轮冷却装置的制冷能力较强，所以即使处在高温环境中，也可以同时满足电池和座舱的降温需求。
上述说明仅是本申请技术方案的概述，为了能够更清楚了解本申请的技术手段，而可依照说明书的内容予以实施，并且为了让本申请的上述和其它目的、特征和优点能够更明显易懂，以下特举本申请的具体实施方式。
 附图说明
通过阅读下文优选实施方式的详细描述，各种其他的优点和益处对于本领域普通技术人员将变得清楚明了。附图仅用于示出优选实施方式的目的，而并不认为是对本申请的限制。而且在整个附图中，用相同的参考符号表示相同的部件。在附图中：
图1是本申请实施例提供的一种新能源车辆的电池冷却系统的结构示意图；
图2是本申请实施例提供的另一种新能源车辆的电池冷却系统的结构示意图；
图3是本申请实施例提供的另一种新能源车辆的电池冷却系统的结构示意图。
附图标记说明：
1、电池；2、冷却液回路；21、三通阀；22、水泵；3、第一换热器；4、涡轮冷却装置；41、电机；42、压气机；43、涡轮冷却器；44、空气冷却器；45、水汽分离器；46、第二冷却风扇；
5、座舱；6、车载充电机；7、充电桩；8、第二换热器；91、压缩机；92、冷凝器；93、电子膨胀阀；94、第一冷却风扇。
 具体实施方式
为使本申请的目的、技术方案和优点更加清楚，下面将结合附图对本申请实施方式作进一步地详细描述。
在对本申请实施例的新能源车辆的电池冷却系统进行详细介绍之前，先对涉及的实施环境进行简单介绍。
新能源车辆在充电期间，控制电池温度保持在合适的温度范围内，不仅能保证充电效率，还能延长电池和充电设备的使用寿命，并减少由于电池过热引起的充电配套设备损坏的情况发生。
目前，在电池温度较高时，会通过电池冷却液回路吸收电池的热量，再通过板式换热器将吸收的热量传递给制冷剂，然后通过压缩机、冷凝器和电子膨胀阀将制冷剂的热量散掉。
但是，随着新能源汽车续航里程和充电速率的不断提升，电池容量也越来越大，电池充电功率的需求也随之提高，尤其在气温较高的环境中，电池充电时的发热量较大，上述冷却方式需要全力用于电池的冷却，此时如果座舱有降温需求，上述冷却方式已经没有余力满足座舱的降温需求。
因此，提供一种新能源车辆的电池冷却系统，可以通过涡轮冷却装置吸入座舱中的空气，并将座舱空气降到超低温度，使用超低温度的空气吸收第一换热器中冷却液的热负荷，从而降低冷却液的温度，再通过低温的冷却液降低电池温度，同时，吸收热负荷后的空气由超低温变成低温，然后会流向座舱，降低座舱温度。该系统不仅可以降低电池温度还能降低座舱温度，由于涡轮冷却装置的制冷能力较强，所以即使处在高温环境中和超级快充工况下，也可以同时满足电池和座舱的降温需求。
图1是本申请实施例提供的一种新能源车辆的电池冷却系统的结构示意图，如图1所示，该系统包括电池1、冷却液回路2、第一换热器3和涡轮冷却装置4。 
冷却液回路2的水道从电池1内部穿过；第一换热器3包括空气侧和第一冷却液侧，第一冷却液侧串联在冷却液回路2中，空气侧的输入端与涡轮冷却装置4的输出端连接，空气侧的输出端与车辆的座舱5连通。
其中，涡轮冷却装置4的输入端可以与座舱5连通，使得座舱5内的空气的流通性更强，降温速度更快。当然，也可以与别的有空气的地方连通。换热器是一种在不同温度的两种或两种以上流体间实现物料之间热量传递的节能设备，是使热量由温度较高的流体传递给温度较低的流体，使流体温度达到流程规定的指标，以满足工艺条件的需要，同时也是提高能源利用率的主要设备之一。第一换热器可以为板式换热器。
在本实施例中，车辆包括车载充电机6，车载充电机6用于给电池1充电。当车载充电机6接入外部的充电桩7后，电池1开始充电。同时，还可以从车载充电机6取电供应电动的涡轮冷却装置4使用，当然，新能源车辆的电池冷却系统中其他用电的设备均可以从车载充电机6取电，也可以从车辆的蓄电池等电源取电。其中，车载充电机6与充电桩7和电池1为通信连接。
具体为，冷却液回路2包括水道和冷却液，冷却液在水道中循环，循环到电池1内部后对电池1进行冷却，涡轮冷却装置4从座舱5吸入空气，然后将吸入的空气转为超低温低常压气体（超低温低常压气体的压力略大于大气压，温度可以低于-20℃），并流向第一换热器3的空气侧，将第一换热器3冷却液侧内的冷却液的热负荷吸收，吸收后的空气变成低温常压气体（低温常压气体压力略大于大气压，温度可以低于5℃），低温常压的气体最终流回座舱5，起到降低座舱温度的作用。因此，新能源车辆的电池冷却系统通过涡轮冷却装置4实现电池1的空气循环冷却，通过该空气循环冷却方式不仅可以降低电池1温度还能降低座舱5的温度，由于涡轮冷却装置4的制冷能力较强，所以即使处在高温环境中和超级快充工况下，也可以同时满足电池1和座舱5的降温需求。
图2是本申请实施例提供的另一种新能源车辆的电池冷却系统的结构示意图，如图2所示，涡轮冷却装置4包括电机41、压气机42、涡轮冷却器43和空气冷却器44。
其中，电机41、压气机42、空气冷却器44和涡轮冷却器43依次布置。压气机42是一种提高空气压力的部件。涡轮冷却器43是将具有一定温度和压力的压缩空气膨胀时所产生的焓降转变为机械功输出而实现降压、降温的高速旋转制冷机械。空气冷却器44是利用空气冷却热流体的换热器，管内的热流体通过管壁和翅片与管外空气进行换热，所用的空气通常由通风机供给。
在本实施例中，电机41从车载充电机6取电后开始工作，并驱动压气机42工作，压气机42将座舱5中的空气吸入，将吸入的空气转为高温高压气体，然后经过空气冷却器44将高温高压气体转换为中温高压气体，最后经过涡轮冷却器43进行膨胀将中温高压气体转为超低温低常压气体，并流向第一换热器3的空气侧，将第一换热器3冷却液侧内的冷却液的热负荷吸收，吸收后的超低温低常压气体变成低温常压气体（压力略大于大气压，气温低于5℃），低温常压的气体最终流回座舱5，起到降低座舱温度的作用。
可选的，涡轮冷却装置4还包括水汽分离器45。
其中，水汽分离器45可以布置在压气机42和空气冷却器44之间。通过水汽分离器45吸入大量含水的高温高压气体，并在其中以中立旋流离心向下倾斜变向运动，由于气体和液体的密度是不一样的，如果两者需要一起通过滤清的话，通常来说，液体就会被过滤到滤清上，而气体就能通过，而且因为中立，气体依旧会朝着原先的方向移动，从而除去高温高压气体中的水蒸气，防止涡轮冷却器43的出口结冰。
图3是本发明实施例提供的另一种新能源车辆的电池冷却系统的结构示意图，如图3所示，新能源车辆的电池冷却系统还包括冷媒回路和第二换热器8；第二换热器8包括冷媒侧和第二冷却液侧，冷媒侧串联在冷媒回路中，第 二冷却液侧与第一冷却液侧并联。
在本实施例中，通过增设冷媒回路和第二换热器8得到冷却液的第二种冷却方式。第二换热器8可以为板式换热器。冷媒回路可以包括压缩机91、冷凝器92、电子膨胀阀93、第一冷却风扇94和管道等零件。压缩机91、冷凝器92、电子膨胀阀93依次布置。压缩机91是一种将低压气体提升为高压气体的从动的流体机械，是制冷系统的心脏。冷凝器92属于换热器的一种，能把气体或蒸气转变成液体，将管子中的热量，以很快的方式，传到管子附近的空气中。电子膨胀阀93是一种可按预设程序进入制冷装置的制冷剂流量的节流元件，在一些负荷变化剧烈或运行工况范围较宽的场合非常适用。
具体为，低温液态的制冷剂（冷媒）在管道内流动，在流经第二换热器8时与冷却液进行热交换后，形成中温气体，中温气体流向压缩机91，在压缩机91的作用下变成高温气体，高温气体向冷凝器92流动，通过冷凝器92散热后形成低温气体，低温气体再流向电子膨胀阀93，经电子膨胀阀93作用后形成低温液体，最终流回第二换热器8进行冷却液的冷却。因此，新能源车辆的电池冷却系统现在具有两种冷却方式，一种为空气循环冷却，一种为冷媒循环冷却。
其中，第一冷却风扇94可以辅助冷凝器92进行散热。涡轮冷却装置4也可以包括第二冷却风扇46，用于辅助空气冷却器44进行空气冷却。
可选的，冷却液回路2包括三通阀21和水泵22；三通阀21的第一通口与第一冷却液侧连接，三通阀21的第二通口与第二冷却液侧连接，三通阀21的第三通口与水泵22连接。
在本实施例中，通过水泵22使水道内的冷却液形成循环，通过三通阀21实现冷却方式的切换，当三通阀21的通口关闭时，冷却液将无法从该通口通过。例如，将第一通口关闭，则冷却液就不会向第一换热器3流通，则无法使用空气冷却的方式进行冷却液的冷却；将第二通口关闭，则冷却液就不会向第二换热器8流通，则无法使用冷媒冷却的方式进行冷却液的冷却；将第三通口关闭，则整个冷却液回路2无法进行冷却液的循环。
可选的，系统还包括控制器，控制器用于：
获取为电池1充电的充电桩7的充电功率和电池温度；若充电功率小于或等于预设的第一功率阈值且电池温度小于或等于预设的第一温度阈值，则控制三通阀21的第一通口关闭和第二通口打开。
在本实施例中，充电桩7的充电功率直接影响着电池充电时的温度，可以通过车载充电机6获取充电桩7的充电功率。通过温度传感器实际采集电池温度。
在本实施例中，涡轮冷却装置4的冷却能力大于冷媒回路的冷却能力，但冷媒回路的能耗略低，所以，在充电功率较小且电池温度也较低的时候，可以将三通阀21的第一通口关闭和第二通口打开，只开启冷媒循环冷却的方式进行电池1降温，这样可以以较小的能耗保证电池温度在合适的范围内。
可选的，控制器还用于：
若充电功率大于第一功率阈值且小于预设的第二功率阈值，电池温度小于或等于第一温度阈值，若充电功率小于或等于第一功率阈值，电池温度大于第一温度阈值且小于预设的第二温度阈值，或若充电功率大于第一功率阈值且小于第二功率阈值，电池温度大于第一温度阈值且小于第二温度阈值，则控制三通阀21的第一通口打开和第二通口关闭。
在本实施例中，若充电功率略高或电池温度略高，则可以将三通阀21的第一通口打开和第二通口关闭，只开启空气循环冷却的方式进行电池1降温，提供较高的冷却能力，使得电池温度可以降到合适的范围内。而且，若此时座舱5有制冷需求时，涡轮冷却装置4的冷却能力可以同时满足电池1和座舱5的冷却需求。
可选的，控制器还用于：
若充电功率大于或等于第二功率阈值，或电池温度大于或等于第二温度阈值，则控制三通阀21的第一通口和第二通口均打开。
在本实施例中，若充电功率非常高或电池温度非常高，则可以将三通阀21的第一通口和第二通口均打开，采用空气循环冷却和冷媒循环冷却两种冷却方式同时进行电池1降温，以使电池温度快速降到合适的范围内。而且，若此时座舱5有制冷需求时，两种冷却方式结合可以同时满足电池1和座舱5的冷却需求。
当然，在充电功率较小且电池温度也较低的时候，若座舱5有制冷需求，则控制三通阀21的第一通口打开和第二通口关闭，只开启空气循环冷却的方式进行电池1降温，提供较高的冷却能力，使得电池1和座舱5的冷却需求都得到满足。
可选的，控制器还用于：
控制三通阀21的第一通口打开后，根据充电功率和电池温度，确定电机41的转速。
在本实施例中，当使用空气循环冷却方式时，可以根据充电功率和电池温度，确定电机41的转速，不同的转速对应涡轮冷却装置4不同的冷却能力。转速越高，压气机42吸入的空气越多，涡轮冷却器43输出的超低温低常压空气就越多，冷却第一换热器3中的冷却液的能力就越强。
在本实施例中，还可以根据电功率和电池温度，确定压气机42的增压比，不同的增压比下压气机42输出的气体压力不同，不同的气体压力对应涡轮冷却装置4不同的冷却能力。所以为了使用最低的能耗保证电池温度在合适范围内，可以根据充电功率和电池温度，也就是电池1的冷却需求，确定涡轮冷却装置4的冷却能力。
其中，压气机42出口空气总压与进口空气总压之比称为压气机42的增压比。
基于同样的发明构思，本申请实施例还提供了一种车辆，该车辆包括前文所述的任一种新能源车辆的电池冷却系统。
本申请实施例还提供了一种电子设备，该电子设备可以包括处理器和存储器，其中处理器和存储器可以通过总线或者其他方式互相通信连接。
 处理器可以为中央处理器（Central Processing Unit，CPU），或者特定集成电路（Application Specific Integrated Circuit，ASIC），或者可以被配置成实施本申请实施例的一个或多个集成电路。
存储器可以包括用于数据或指令的大容量存储器。举例来说而非限制，存储器可包括硬盘驱动器（Hard Disk Drive，HDD）、软盘驱动器、闪存、光盘、磁光盘、磁带或通用串行总线（Universal Serial Bus，USB）驱动器或者两个或更多个以上这些的组合。在合适的情况下，存储器可包括可移除或不可移除（或固定）的介质。在合适的情况下，存储器可在电子设备的内部或外部。在特定实施例中，存储器可以是非易失性固态存储器。
在一个实例中，存储器可以是只读存储器（Read Only Memory，ROM）。在一个实例中，该ROM可以是掩模编程的ROM、可编程ROM（PROM）、可擦除PROM（EPROM）、电可擦除PROM（EEPROM）、电可改写ROM（EAROM）或闪存或者两个或更多个以上这些的组合。
处理器通过读取并执行存储器中存储的计算机程序指令，以实现上述实施例中的任意一种新能源车辆的电池冷却系统中控制器的功能。
在一个示例中，电子设备还可包括通信接口和总线。其中，处理器、存储器、通信接口通过总线连接并完成相互间的通信。通信接口，主要用于实现本申请实施例中各模块、装置、单元和/或设备之间的通信。在合适的情况下，总线可包括一个或多个总线。
另外，结合上述实施例中的新能源车辆的电池冷却系统中控制器的功能，本申请实施例可提供一种计算机可读存储介质来实现。该计算机可读存储介质上存储有计算机程序指令；该计算机程序指令被处理器执行时实现上述实施例中的任意一种新能源车辆的电池冷却系统中控制器的功能。
上述本申请实施例中的技术方案，至少具有如下的技术效果或优点：
本申请实施例提供的一种新能源车辆的电池冷却系统及车辆，系统包括电池、冷却液回路、第一换热器和涡轮冷却装置；冷却液回路的水道从电池内部穿过，通过水道中的冷却液降低电池温度；涡轮冷却装置可以吸入座舱空气，并将吸入的座舱空气变成超低温气体，然后通过第一换热器使超低温气体吸收冷却液的热负荷，使得冷却液温度降低，并且吸收后形成的低温气体流回座舱，起到座舱降温作用。该系统不仅可以降低电池温度还能降低座舱温度，由于涡轮冷却装置的制冷能力较强，所以即使处在高温环境中，也可以同时满足电池和座舱的降温需求。
在此处所提供的说明书中，说明了大量具体细节。然而，能够理解，本申请的实施例可以在没有这些具体细节的情况下实践。在一些实例中，并未详细示出公知的方法、结构和技术，以便不模糊对本说明书的理解。
类似地，应当理解，为了精简本公开并帮助理解各个发明方面中的一个或多个，在上面对本申请的示例性实施例的描述中，本申请的各个特征有时被一起分组到单个实施例、图、或者对其的描述中。然而，并不应将该公开的方法解释成反映如下意图：即所要求保护的本申请要求比在每个权利要求中所明确记载的特征更多的特征。更确切地说，如下面的权利要求书所反映的那样，发明方面在于少于前面公开的单个实施例的所有特征。因此，遵循具体实施方式的权利要求书由此明确地并入该具体实施方式，其中每个权利要求本身都作为本申请的单独实施例。
应该注意的是上述实施例对本申请进行说明而不是对本申请进行限制，并且本领域技术人员在不脱离所附权利要求的范围的情况下可设计出替换实施例。在权利要求中，不应将位于括号之间的任何参考符号构造成对权利要求的限制。单词“包含”不排除存在未列在权利要求中的部件或步骤。位于部件之前的单词“一”或“一个”不排除存在多个这样的部件。本申请可以借助于包括有若干不同部件的硬件以及借助于适当编程的计算机来实现。在列举了若干装置的单元权利要求中，这些装置中的若干个可以是通过同一个硬件项来具体体现。单词第一、第二、以及第三等的使用不表示任何顺序。可将这些单词解释为名称。

Claims (10)

  1. 一种新能源车辆的电池冷却系统，所述系统包括电池、冷却液回路、第一换热器和涡轮冷却装置； 
    所述冷却液回路的水道从所述电池内部穿过；
    所述第一换热器包括空气侧和第一冷却液侧，所述第一冷却液侧串联在所述冷却液回路中，所述空气侧的输入端与所述涡轮冷却装置的输出端连接，所述空气侧的输出端与车辆的座舱连通。
  2. 根据权利要求1所述的新能源车辆的电池冷却系统，其中，所述系统还包括冷媒回路和第二换热器；
    所述第二换热器包括冷媒侧和第二冷却液侧，所述冷媒侧串联在所述冷媒回路中，所述第二冷却液侧与所述第一冷却液侧并联。
  3. 根据权利要求1所述的新能源车辆的电池冷却系统，其中，所述涡轮冷却装置包括电机、压气机、涡轮冷却器和空气冷却器。
  4. 根据权利要求3所述的新能源车辆的电池冷却系统，其中，所述涡轮冷却装置还包括水汽分离器。
  5. 根据权利要求3所述的新能源车辆的电池冷却系统，其中，所述冷却液回路包括三通阀和水泵；
    所述三通阀的第一通口与所述第一冷却液侧连接，所述三通阀的第二通口与所述第二冷却液侧连接，所述三通阀的第三通口与所述水泵连接。
  6. 根据权利要求5所述的新能源车辆的电池冷却系统，其中，所述系统还包括控制器，所述控制器用于：
    获取为所述电池充电的充电桩的充电功率和电池温度；
    若所述充电功率小于或等于预设的第一功率阈值且所述电池温度小于或等于预设的第一温度阈值，则控制所述三通阀的所述第一通口关闭和所述第二通口打开。
  7. 根据权利要求6所述的新能源车辆的电池冷却系统，其中，所述控制器还用于：
    若所述充电功率大于所述第一功率阈值且小于预设的第二功率阈值，所述电池温度小于或等于所述第一温度阈值，若所述充电功率小于或等于所述第一功率阈值，所述电池温度大于所述第一温度阈值且小于所述预设的第二温度阈值，或若所述充电功率大于所述第一功率阈值且小于所述第二功率阈值，所述电池温度大于所述第一温度阈值且小于所述第二温度阈值，则控制所述三通阀的所述第一通口打开和所述第二通口关闭。
  8. 根据权利要求7所述的新能源车辆的电池冷却系统，其中，所述控制器还用于：
    若所述充电功率大于或等于所述第二功率阈值，或所述电池温度大于或等于所述第二温度阈值，则控制所述三通阀的所述第一通口和所述第二通口均打开。
  9. 根据权利要求8所述的新能源车辆的电池冷却系统，其中，所述控制器还用于：
    控制所述三通阀的所述第一通口打开后，根据所述充电功率和电池温度，确定所述电机的转速。
  10. 一种车辆，，所述车辆包括权利要求1-9中任一项所述的新能源车辆的电池冷却系统。
PCT/CN2024/137161 2024-08-01 2024-12-05 新能源车辆的电池冷却系统及车辆 Pending WO2026025752A1 (zh)

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