Aircraft battery thermal management system and method

Abstract

The invention discloses an aircraft battery thermal management system and method. Comprising an evaporator (5), a liquid cooling loop is connected between a hot edge medium inlet and outlet of the evaporator (5), and an evaporation circulation loop is connected between a cold edge medium inlet and outlet of the evaporator (5); the liquid cooling loop comprises a liquid storage tank (1), a booster pump (2), a cold plate A (3) and a cold plate B (4) which are sequentially connected between a hot edge medium inlet and a hot edge medium outlet of the evaporator (5); the evaporation circulation loop comprises a compressor (6), a condenser (7) and an expansion valve (8) which are sequentially connected between a cold edge medium inlet and a cold edge medium outlet of the evaporator (5); the cold plate A (3) is installed on an electric control system of the aircraft, and the cold plate B (4) is installed on a battery system and a motor system of the aircraft. According to the invention, comprehensive thermal management of batteries, motors and electric control of the large-scale all-electric aircraft and a thermal management strategy during short-time large-capacitor charging and discharging can be realized, and the requirement of comprehensive thermal control of the large-scale all-electric aircraft is met.

Description

Technical Field

[0001] The present invention belongs to the technical field of thermal control of aircraft batteries, motors, and controllers, and in particular relates to an aircraft battery thermal management system and method. Background Art

[0002] With the continuous development of aircraft technology, batteries, as one of the important energy sources of aircraft, have a direct impact on the performance of aircraft. During the operation of the aircraft, the battery will generate heat. If thermal management is not carried out in time, the battery temperature will be too high. Since the optimal temperature of the battery is 25℃~40℃, the high temperature will affect the service life and safety of the battery, causing the aircraft to fail to take off normally. At the same time, the aircraft motor drives the rotor and the controller will generate a lot of heat during operation. Traditional aircraft mainly follow the automotive thermal management strategy, dividing the battery cooling, motor cooling and controller cooling into three system designs, and directly cooling the battery, motor and electronic control through air cooling, resulting in redundant system design and poor correlation between systems. The batteries, motors and electronic controls of large all-electric aircraft need to work in a wide airspace of 0m to 4000m above sea level, with a large temperature difference of -40℃ to 45℃, and during hovering, takeoff, landing, and complex speeds of 0km / h to 250km / h. As a result, the all-electric aircraft does not have enough low-temperature air under high temperature conditions. The air density is greatly reduced under high altitude and air heat sink, reducing the need for refrigeration and requiring larger heat dissipation space and cooling capacity. The heat generated by the batteries and motors of large all-electric aircraft during takeoff, landing and hovering is more than ten times that of a car. At the same time, the aircraft battery thermal management system needs to meet higher safety requirements. Therefore, the aircraft battery thermal management system needs to have more reliable safety protection measures, such as overheating protection, short circuit protection and other functions.

[0003] There is currently no effective solution to the above-mentioned problem. Large all-electric aircraft can only reduce the heat generation of the all-electric aircraft by limiting the use environment, hovering time, etc., which results in the inability of large all-electric aircraft to work under complex working conditions, limiting the scope of use of large all-electric aircraft. Summary of the invention

[0004] The purpose of the present invention is to provide an aircraft battery thermal management system and method, which can realize the comprehensive thermal management of large-scale all-electric aircraft batteries, motors, and electronic controls, as well as the thermal management strategy for short-term large-capacitor charging and discharging, and meet the needs of comprehensive thermal control of large-scale all-electric aircraft.

[0005] The technical solution of the present invention is: an aircraft battery thermal management system, including an evaporator, a liquid cooling circuit is connected between the hot side medium inlet and outlet of the evaporator, and an evaporation circulation circuit is connected between the cold side medium inlet and outlet of the evaporator; the liquid cooling circuit includes a liquid storage tank, a booster pump, a cold plate A, and a cold plate B connected in sequence between the hot side medium inlet and outlet of the evaporator; the evaporation circulation circuit includes a compressor, a condenser and an expansion valve connected in sequence between the cold side medium inlet and outlet of the evaporator; the cold plate A is installed on the aircraft's electronic control system, and the cold plate B is installed on the aircraft's battery system and motor system.

[0006] In the aforementioned aircraft battery thermal management system, the inlet and outlet of the liquid storage tank are respectively provided with an isolation valve A and an isolation valve B; a coolant heater is provided between the outlet of isolation valve A and the inlet of isolation valve B.

[0007] In the aforementioned aircraft battery thermal management system, a temperature and pressure sensor A is provided at the boost pump outlet, a temperature and pressure sensor B and a temperature and pressure sensor C are provided at the inlet and outlet of the cold plate B, a temperature and pressure sensor D is provided at the evaporator outlet, and a temperature and pressure sensor E is provided at the condenser outlet.

[0008] In the aforementioned aircraft battery thermal management system, the liquid storage tank includes a box-type shell, an interlayer cavity is arranged outside the inner cavity of the box-type shell, and the inner cavity is connected to the inlet and outlet of the liquid storage tank; the interlayer cavity is filled with crystalline hydrated salt phase change material, and the inner cavity of the liquid storage tank is filled with No. 65 coolant.

[0009] In the aforementioned aircraft battery thermal management system, convex cavities protruding toward the inner cavity are distributed on the inner wall of the interlayer cavity.

[0010] In the aforementioned aircraft battery thermal management system, a phase change material injection port is provided on the outer wall of the interlayer cavity.

[0011] In the aforementioned aircraft battery thermal management system, a vacuum port is provided on the outer wall of the interlayer cavity.

[0012] In the aforementioned aircraft battery thermal management system, support ribs are provided between the inner and outer walls of the sandwich cavity.

[0013] In the aforementioned aircraft battery thermal management system, the coolant heater is detachably connected between the outlet of the isolation valve A and the inlet of the isolation valve B via a self-sealing joint.

[0014] The thermal management method of the aforementioned aircraft battery thermal management system:

[0015] When the aircraft hovers for a long time and repeatedly takes off and lands, causing the battery to discharge at a high rate, the cooling method of the battery and the motor is as follows: When the aircraft hovers for a long time and repeatedly takes off and lands, causing the battery to discharge at a high rate, a large amount of instantaneous heat of about 68kW is transferred from the battery and the motor to the coolant. The coolant works with the evaporation cycle in the first-level heat exchange, outputs 8kW of heat to the air, and the coolant flows the remaining 60kW of heat into the liquid storage tank through the liquid cooling circuit, and performs a second-level heat exchange with the phase change material inside the liquid storage tank. A large amount of heat is introduced into the phase change material, and the phase change material changes from solid to liquid and uses the latent heat of phase change to store a large amount of heat;

[0016] When the aircraft is in level flight, the cooling method of the battery, motor, and electronic control system is as follows: When the aircraft is in level flight, the power of the battery, motor, and controller is 2kW, and the stored power is 60kW, and a large amount of heat is slowly transferred to the coolant. The coolant again passes through the first-level heat exchange of the evaporator to slowly transfer the stored heat power of 8kW to the evaporator. The evaporator exchanges heat with the air through the fan, and finally outputs the heat;

[0017] When the temperature of the battery, motor, and electronic control system is too low due to extremely cold conditions, the insulation method is as follows: Under extremely cold conditions, the refrigerant temperature inside the liquid storage tank is low, and the thermal management control box controls the isolation valves A and B to be closed. The coolant with a low temperature inside the liquid storage tank no longer participates in the circulation. The coolant in the pipeline rises in temperature under the action of the heater, and heats the motor, motor controller, and battery during the circulation process, so that they work at a suitable temperature. When the temperature of the motor, motor controller, and battery rises to a certain temperature, the isolation valve opens, and the low-temperature coolant inside the liquid storage tank cools the motor, motor controller, and battery.

[0018] The advantages of the present invention are as follows: the present invention designs an aircraft all-electric system thermal management system, designs the battery cooling system, the motor cooling system and the controller cooling system into a set of systems, solves the redundancy problem of the three systems by matching the liquid cooling cycle with the evaporation cycle, and reduces weight by more than 30%. At the same time, a heating function is realized by adding a device to the liquid cooling circuit, and a new energy storage device is added to realize the temperature regulation capability of the aircraft under high-power discharge conditions. A circulatory heat sink is added to the thermal management system to solve the problem that the heat of the aircraft during takeoff, landing and hovering is more than ten times that of the flight condition.

[0019] The present invention can integrate the cooling of aircraft batteries, motors and controllers into a system, reduce aircraft redundancy, realize cooling and heating modes at the same time, and solve a series of problems caused by high-rate discharge of batteries during aircraft takeoff, landing and hovering. By eliminating the air lubricating oil radiator, motor fan, controller liquid cooling pump, valve and other components in the lubricating oil circuit, heating circuit, and motor controller liquid cooling circuit, the generator controller cooling circuit and the battery liquid cooling circuit are cross-linked, and finally the heat is dissipated through the energy storage tank and evaporation cycle, thereby reducing the weight by more than 30%.

[0020] The present invention can achieve the storage of 68kW high-power radiator during take-off and landing of the aircraft, and slowly release the high-power heat during level flight, ultimately keeping the battery running at a suitable operating temperature, slowing down the aging process, and maintaining the battery temperature at 25℃~40℃. The battery life index is increased from 300 cycles to 2000 cycles.

[0021] Under extremely low temperature climate conditions, the present invention realizes rapid temperature recovery of the battery, electronic control, and motor through a heating circuit, reducing the aircraft preheating time from 30 minutes to within 5 minutes, expanding the use range of the aircraft to plateaus and extremely cold environments, and significantly improving the safety of the battery, thereby improving the battery's power output and energy conversion efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a schematic diagram of the structure of the present invention;

[0023] Figure 2 It is a schematic diagram of the structure of the liquid storage tank;

[0024] Figure 3 It is a top view of the fluid storage tank. DETAILED DESCRIPTION

[0025] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0026] The features and illustrative embodiments of various aspects of the present invention will be described in detail below. In the detailed description below, many specific details are proposed to provide a comprehensive understanding of the present invention. However, it is obvious to those skilled in the art that the present invention can be implemented without the need for some of these specific details. The following description of the embodiments is only to provide a better understanding of the present invention by illustrating examples of the present invention. The present invention is by no means limited to any specific settings and methods proposed below, but covers any improvements, replacements and modifications of structures, methods, devices without departing from the spirit of the present invention. In the accompanying drawings and the following description, known structures and technologies are not shown to avoid unnecessary ambiguity in the present invention.

[0027] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other, and the embodiments can refer to and quote each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0028] Example 1. An aircraft battery thermal management system, see Figure 1-Figure 3 , including an evaporator 5, a liquid cooling circuit is connected between the hot side medium inlet and outlet of the evaporator 5, and an evaporation circulation circuit is connected between the cold side medium inlet and outlet of the evaporator 5; the liquid cooling circuit includes a liquid storage tank 1, a booster pump 2, a cold plate A3, and a cold plate B4 which are sequentially connected between the hot side medium inlet and outlet of the evaporator 5; the evaporation circulation circuit includes a compressor 6, a condenser 7 and an expansion valve 8 which are sequentially connected between the cold side medium inlet and outlet of the evaporator 5; the cold plate A3 is installed on the aircraft's electronic control system, and the cold plate B4 is installed on the aircraft's battery system and motor system.

[0029] Through the coordinated matching of the liquid cooling circulation circuit and the evaporation circulation circuit, the comprehensive cooling and heating problems of the battery, motor, and electronic control system are solved, thereby solving the system redundancy and overweight problems of the aircraft caused by the traditional three systems. In the present invention, the liquid storage tank 1 is used to store the coolant to provide a continuous supply of coolant for the liquid cooling circulation circuit, and at the same time, a phase change energy storage material is arranged inside the liquid storage tank to realize instantaneous large heat collection. The function of the booster pump 2 is to make the coolant flow in the liquid cooling circulation circuit to improve the cooling efficiency. The cold plate A is installed on the surface of the electronic control system, and the cold plate B is installed on the surface of the battery and motor system to absorb the heat generated when the equipment is working, and transfer it to the evaporator 5 through the coolant. The evaporator 5 is responsible for transferring the heat of the coolant to the external environment, thereby realizing the primary cooling of the equipment. The condenser 7 is used to condense the steam in the evaporator into liquid so that it can enter the liquid cooling circulation circuit again. The function of the expansion valve 8 is to adjust the pressure and flow of the coolant between the condenser and the evaporator 5 to ensure the stable operation of the system. Through the matching design of the liquid cooling circuit and the evaporation circuit, efficient cooling and heating of equipment such as batteries, motors, and electronic control systems are achieved, and the working stability of electronic equipment is improved. The use of a unified cooling and heating system solves the system redundancy and aircraft overweight problems caused by the three traditional systems for batteries, motors, and electronic control systems (by eliminating the lubricating oil circuit, heating circuit, and motor controller liquid cooling circuit, cross-linking the generator controller cooling circuit with the battery liquid cooling circuit, and finally dissipating heat through the energy storage tank and evaporation cycle, eliminating air lubricating oil radiator, motor fan, controller liquid cooling pump, valve and other components, and reducing weight by more than 30%), reducing the space occupied by the system. The present invention has a simple structure and is easy to implement. It is suitable for temperature control of various types of electronic equipment such as batteries, motors, and electronic control systems, and has broad application prospects.

[0030] The inlet and outlet of the aforementioned liquid storage tank 1 are respectively provided with an isolation valve A9 and an isolation valve B10; a coolant heater 11 is provided between the outlet of the isolation valve A9 and the inlet of the isolation valve B10. Two isolation valves are provided beside the liquid storage tank body, and a coolant heater is provided between the isolation valves. Under extremely cold conditions, when the battery temperature is low, the isolation valve 200 is automatically bypassed, and the coolant in the circuit no longer passes through the liquid storage tank body 100, but flows through the heater for heating to serve the battery.

[0031] The outlet of the boost pump 2 is provided with a temperature and pressure sensor A12, the inlet and outlet of the cold plate B4 are provided with temperature and pressure sensors B13 and C14, the outlet of the evaporator 5 is provided with a temperature and pressure sensor D15, and the outlet of the condenser is provided with a temperature and pressure sensor E16. They mainly detect the temperature and pressure values ​​at different positions and transmit them to the thermal management control box.

[0032] The aforementioned liquid storage tank 1 includes a box-type shell 1.1, and an interlayer cavity 1.2 is arranged outside the inner cavity 1.2 of the box-type shell 1.1, and the inner cavity 1.2 is connected to the inlet and outlet of the liquid storage tank 1; the interlayer cavity 1.2 is filled with a crystalline hydrated salt phase change material 1.3, and the inner cavity 1.2 of the liquid storage tank is filled with a No. 65 coolant. In the present invention, the function of the liquid storage tank 1 is to absorb and store the heat generated by the battery during the high-rate discharge of the battery. The phase change material inside the liquid storage tank can absorb and release heat within a certain temperature range, thereby realizing temporary storage of heat. When the battery discharge process is over, the coolant will take away the heat in the liquid storage tank, so that the battery temperature gradually decreases. By designing a liquid-cooled liquid storage tank in a liquid cooling circuit, the heat generated by the battery during the high-rate discharge process is effectively absorbed and stored by combining phase change materials and coolant, thereby reducing the risk of instantaneous increase in battery temperature. The design of the liquid-cooled liquid storage tank enables the battery to maintain a stable temperature under complex working conditions such as long-term hovering, repeated take-off and landing, thereby improving the working performance and safety of the battery.

[0033] The inner wall of the aforementioned interlayer cavity 1.2 is provided with a convex cavity 1.4 convex toward the inner cavity 1.2, which increases the heat exchange area, increases the turbulence of the coolant when it flows inside the box, and improves the heat transfer between the coolant and the energy storage material.

[0034] The outer wall of the aforementioned interlayer cavity 1.2 is provided with a phase change material injection port 1.5, so that when the phase change material reaches its life cycle or decays, the phase change material inside the liquid storage tank can be replaced to avoid the entire liquid storage tank being scrapped.

[0035] The outer wall of the aforementioned interlayer cavity 1.2 is provided with a vacuum port 1.6. When the phase change material is filled, the vacuum and negative pressure environment inside the compartment of the box is maintained to facilitate the filling of the phase change material.

[0036] Support ribs 1.7 are provided between the inner and outer walls of the aforementioned interlayer cavity 1.2 to support the strength of the box body and prevent the box body from deforming under positive or negative pressure.

[0037] The aforementioned coolant heater 11 is detachably connected between the outlet of the isolation valve A9 and the inlet of the isolation valve B10 via a self-sealing joint. When the aircraft is started under extremely cold conditions, the temperature of the battery, motor, and electronic control system is too low. At this time, the coolant heater 11 can be connected to the liquid cooling circuit through a quick-connect self-sealing joint, and at the same time, the liquid storage tank 1 is automatically isolated through the isolation valves A and B to heat the coolant in the liquid cooling circuit, thereby realizing high-power rapid heating of the coolant. When the temperature of the battery, motor, and electronic control system reaches the preset value, the coolant heater 11 will automatically turn off. At this time, the coolant heater 11 can be removed, the isolation valves A and B are reopened, and the liquid cooling circuit resumes normal operation. By adding a detachable coolant heater 11 to the liquid cooling circuit, the rapid heating function of the battery is realized, which effectively improves the working performance of the battery in a low temperature environment. At the same time, the coolant heater 11 and its pipeline are about 8kg detachable, which effectively reduces the flight weight of the aircraft. The design of the detachable coolant heater 11 makes it unnecessary to remove the battery or interrupt the liquid cooling circuit during the heating process, which is easy to operate and saves time. Furthermore, the coolant heater 11 can automatically control the heating process, thereby improving the accuracy of temperature control and reducing energy waste.

[0038] The thermal management method of the aforementioned aircraft battery thermal management system:

[0039] When the aircraft hovers for a long time and repeatedly takes off and lands, causing the battery to discharge at a high rate, the cooling method of the battery and the motor is as follows: When the aircraft hovers for a long time and repeatedly takes off and lands, causing the battery to discharge at a high rate, a large amount of instantaneous heat of about 68kW is transferred from the battery and the motor to the coolant. The coolant works with the evaporation cycle in the first-level heat exchange, outputs 8kW of heat to the air, and the coolant flows the remaining 60kW of heat into the liquid storage tank through the liquid cooling circuit, and performs a second-level heat exchange with the phase change material inside the liquid storage tank. A large amount of heat is introduced into the phase change material, and the phase change material changes from solid to liquid and uses the latent heat of phase change to store a large amount of heat;

[0040] When the aircraft is in level flight, the cooling method for the battery, motor, and electronic control system is as follows:

[0041] When the aircraft is in level flight, the power of the battery, motor, and controller is 2kW, and the stored power is 60kW, which is a large amount of heat that is slowly transferred to the coolant. The coolant again passes through the first-level heat exchange of the evaporator to slowly transfer the stored heat power of 8kW to the evaporator. The evaporator exchanges heat with the air through the fan and finally outputs the heat.

[0042] When the temperature of the battery, motor, and electronic control system is too low due to extremely cold conditions, the insulation method is as follows:

[0043] Under extremely cold conditions, the refrigerant temperature inside the liquid storage tank is low, and the thermal management control box controls the isolation valves A and B to close. The coolant with a low temperature inside the liquid storage tank no longer participates in the circulation. The coolant in the pipeline rises in temperature under the action of the heater 11, and heats the motor, motor controller, and battery during the circulation process to make them work at a suitable temperature. When the temperature of the motor, motor controller, and battery rises to a certain temperature, the isolation valve opens, and the low-temperature coolant inside the liquid storage tank cools the motor, motor controller, and battery.

[0044] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the field can easily think of various equivalent modifications or substitutions within the technical scope disclosed by the present invention, and these modifications or substitutions should all be covered within the protection scope of the present invention.

Claims

1. An aircraft battery thermal management system, characterized in that: The invention comprises an evaporator (5), wherein a liquid cooling circuit is connected between the hot side medium inlet and outlet of the evaporator (5), and an evaporation circulation circuit is connected between the cold side medium inlet and outlet of the evaporator (5); the liquid cooling circuit comprises a liquid storage tank (1), a booster pump (2), a cold plate A (3), and a cold plate B (4) which are sequentially connected between the hot side medium inlet and outlet of the evaporator (5); the evaporation circulation circuit comprises a compressor (6), a condenser (7), and an expansion valve (8) which are sequentially connected between the cold side medium inlet and outlet of the evaporator (5); the cold plate A (3) is installed on the electric control system of the aircraft, and the cold plate B (4) is installed on the battery system and the motor system of the aircraft.

2. The aircraft battery thermal management system according to claim 1, characterized in that: The inlet and outlet of the liquid storage tank (1) are respectively provided with an isolation valve A (9) and an isolation valve B (10); a coolant heater (11) is provided between the outlet of the isolation valve A (9) and the inlet of the isolation valve B (10).

3. The aircraft battery thermal management system according to claim 1, characterized in that: The outlet of the booster pump (2) is provided with a temperature and pressure sensor A (12), the inlet and outlet of the cold plate B (4) are provided with a temperature and pressure sensor B (13) and a temperature and pressure sensor C (14), the outlet of the evaporator (5) is provided with a temperature and pressure sensor D (15), and the outlet of the condenser is provided with a temperature and pressure sensor E (16).

4. The aircraft battery thermal management system according to claim 1, characterized in that: The liquid storage tank (1) comprises a box-type shell (1.1), an interlayer cavity (1.2) is arranged outside the inner cavity (1.2) of the box-type shell (1.1), and the inner cavity (1.2) is connected to the inlet and outlet of the liquid storage tank (1); the interlayer cavity (1.2) is filled with a crystalline hydrated salt phase change material (1.3), and the inner cavity (1.2) of the liquid storage tank is filled with No. 65 coolant.

5. The aircraft battery thermal management system according to claim 4, characterized in that: The inner wall of the interlayer cavity (1.2) is provided with convex cavities (1.4) protruding toward the inner cavity (1.2).

6. The aircraft battery thermal management system according to claim 3, characterized in that: A phase change material injection port (1.5) is provided on the outer wall of the interlayer cavity (1.2).

7. The aircraft battery thermal management system according to claim 3, characterized in that: A vacuum port (1.6) is provided on the outer wall of the interlayer cavity (1.2).

8. The aircraft battery thermal management system according to claim 3, characterized in that: Support ribs (1.7) are provided between the inner and outer walls of the sandwich cavity (1.2).

9. The aircraft battery thermal management system according to claim 3, characterized in that: The coolant heater (11) is detachably connected between the outlet of the isolation valve A (9) and the inlet of the isolation valve B (10) via a self-sealing joint.

10. A thermal management method for an aircraft battery thermal management system according to any one of claims 1 to 8, characterized in that: When the aircraft hovers for a long time and repeatedly takes off and lands, causing the battery to discharge at a high rate, the cooling method of the battery and the motor is as follows: When the aircraft hovers for a long time and repeatedly takes off and lands, causing the battery to discharge at a high rate, a large amount of instantaneous heat of about 68kW is transferred from the battery and the motor to the coolant. The coolant works with the evaporation cycle in the first-level heat exchange, outputs 8kW of heat to the air, and the coolant flows the remaining 60kW of heat into the liquid storage tank through the liquid cooling circuit, and performs a second-level heat exchange with the phase change material inside the liquid storage tank. A large amount of heat is introduced into the phase change material, and the phase change material changes from solid to liquid and uses the latent heat of phase change to store a large amount of heat; When the aircraft is in level flight, the cooling method of the battery, motor, and electronic control system is as follows: When the aircraft is in level flight, the power of the battery, motor, and controller is 2kW, and the stored power is 60kW, and a large amount of heat is slowly transferred to the coolant. The coolant again passes through the first-level heat exchange of the evaporator to slowly transfer the stored heat power of 8kW to the evaporator. The evaporator exchanges heat with the air through the fan, and finally outputs the heat; When the temperature of the battery, motor, and electronic control system is too low due to extremely cold conditions, the heat preservation method is as follows: under extremely cold conditions, the temperature of the refrigerant inside the liquid storage tank is relatively low, and the thermal management control box controls the isolation valves A and B to be closed, so that the coolant with a relatively low temperature inside the liquid storage tank no longer participates in the circulation. The coolant in the pipeline rises in temperature under the action of the heater (11), and heats the motor, motor controller, and battery during the circulation process, so that they work at a suitable temperature. When the temperature of the motor, motor controller, and battery rises to a certain temperature, the isolation valve opens, and the low-temperature coolant inside the liquid storage tank cools the motor, motor controller, and battery.

Images