A new energy vehicle power battery heat exchange device

Abstract

The application discloses a new energy automobile power battery heat exchange device, which comprises a battery pack, a battery pack battery cooling device, a compressor, a cooler, an expansion valve, a cooling loop, a static pressure tank, a control module, a temperature sensor, a cooling fin and an electronic temperature control valve; the battery pack battery cooling device comprises the compressor, the cooler, the expansion valve, the cooling loop, the static pressure tank, the control module, the temperature sensor, the cooling fin and the electronic temperature control valve; the battery pack battery cooling device is arranged in the battery pack; one end of the compressor is connected with one end of the cooler; the other end of the cooler is connected with one end of the expansion valve; the other end of the expansion valve is connected with one end of the static pressure tank; the other end of the static pressure tank is connected with the front end of the cooling loop; the tail end of the cooling loop is connected with the compressor; the control module is arranged in the static pressure tank; the cooling loop is provided with the cooling fin and the electronic temperature control valve; wherein the cooling loop is arranged in the battery pack and arranged in parallel with the battery pack; the temperature sensor is arranged in the battery pack; the compressor, the static pressure tank, the electronic temperature control valve and the temperature sensor are electrically connected with the control module.

Description

Technical Field

[0001] This invention relates to a heat exchange device for a power battery in a new energy vehicle. Background Technology

[0002] With the rapid development of new energy vehicles, their market share is gradually increasing, and power batteries are the core component of new energy vehicles.

[0003] The operating temperature of a power battery has a significant impact on its performance, lifespan, and safety. One issue is that excessively low or high operating temperatures can cause a sharp decline in the battery's charging and discharging performance; another is that operating temperatures exceeding a certain threshold can even lead to dangerous situations such as spontaneous combustion of the power battery.

[0004] In addition, during the discharge process, especially during high-rate discharge, the power battery itself also releases a large amount of heat energy, which will exacerbate the deterioration of the power battery's safety, economy, technicality, and lifespan.

[0005] The inventors also discovered that the cooling systems of current power batteries have defects such as poor heat transfer and low energy efficiency; low winter temperatures and high summer temperatures will affect temperature control efficiency; once spontaneous combustion occurs in summer, it is basically impossible to extinguish, which will cause significant economic losses. Summary of the Invention

[0006] The purpose of this invention is to address the shortcomings of existing technologies by providing a heat exchange device for power batteries in new energy vehicles.

[0007] In order to achieve the above-mentioned objectives of the present invention, the following technical solution is adopted:

[0008] A heat exchange device for a power battery in a new energy vehicle includes a battery pack, a battery array, a compressor, a cooler, an expansion valve, a cooling loop, a static pressure chamber, a control module, a temperature sensor, heat sinks, and an electronic temperature control valve. The battery pack contains the battery array. One end of the compressor is connected to one end of the cooler. The other end of the cooler is connected to one end of the expansion valve. The other end of the expansion valve is connected to one end of the static pressure chamber, and the other end of the static pressure chamber is connected to the front end of the cooling loop. The end of the cooling loop is connected to the compressor. The control module is located in the static pressure chamber. The cooling loop includes heat sinks and an electronic temperature control valve. The cooling loop is installed in the battery pack and arranged parallel to the battery array. The temperature sensor is located in the battery array. The compressor, static pressure chamber, electronic temperature control valve, and temperature sensor are all electrically connected to the control module.

[0009] Working principle:

[0010] The compressor delivers refrigerant to the cooler, and the cooler delivers the cooled refrigerant. The cooled refrigerant is then delivered through the expansion valve to the static pressure tank, where it stores and stabilizes the refrigerant.

[0011] A temperature sensor detects the battery pack temperature and sends a signal to the control module. Based on the signal, the control module controls the static pressure tank to supply refrigerant to the cooling loop while simultaneously starting the compressor. The refrigerant then cools the battery pack before being returned to the compressor. As is common knowledge in this field, the control module and its connected devices utilize mature microcontroller technology, readily available on the market, and can be used after simple debugging.

[0012] As a further improvement to the technical solution, the heat exchange device for the power battery of the new energy vehicle of the present invention also includes an electronically controlled variable flow air pump; one end of the electronically controlled variable flow air pump is connected to a static pressure box, and the other end is connected to a cooling loop; the electronically controlled variable flow air pump is electrically connected to a temperature sensor and a control module respectively.

[0013] As a further improvement to the technical solution, the heat exchange device for the power battery of the new energy vehicle of the present invention also includes a third electronic control valve; the third electronic control valve is disposed between the compressor and the cooling loop and is used to control the connection between the cooling loop and the compressor.

[0014] As a further improvement to the technical solution, the heat exchange device for the power battery of the new energy vehicle of the present invention also includes a nitrogen tank; the nitrogen tank is connected to the compressor and / or the static pressure box.

[0015] As a further improvement to the technical solution, the heat exchange device for the power battery of the new energy vehicle of the present invention also includes a dryer; one end of the dryer is connected to the end of the cooling loop, and the other end is connected to the compressor and the static pressure box; wherein, the dryer is electrically connected to the control module.

[0016] As a further improvement to the technical solution, the heat exchange device for the power battery of the new energy vehicle of the present invention also includes a heater; one end of the heater is connected to the static pressure box, and the other end is connected to the end of the cooling loop; wherein, the heater is electrically connected to the control module.

[0017] As a further improvement to the technical solution, the heat exchange device for the power battery of the new energy vehicle of the present invention further includes a first electronic control valve and a second electronic control valve; the first electronic control valve is disposed between the compressor and the dryer and is used to control the connection between the dryer and the compressor; the second electronic control valve is disposed between the dryer and the heater and is used to control the connection between the dryer and the heater.

[0018] A new energy vehicle motor cooling device uses the exhaust gas cooling motor of the aforementioned new energy vehicle power battery heat exchange device, which includes a motor cooler; the motor cooler is arranged in parallel with the motor; one end of the motor cooler is connected to the end of the cooling loop, and the other end is connected to a compressor.

[0019] A cooling device for an electronic control unit of a new energy vehicle, using the exhaust gas cooling electronic control unit of the aforementioned new energy vehicle power battery heat exchange device, includes an electronically controlled cooler; the electronically controlled cooler is installed on the electronic control unit; one end of the electronically controlled cooler is connected to the end of the cooling loop, and the other end is connected to a compressor.

[0020] A new energy vehicle uses the aforementioned new energy vehicle power battery heat exchange device.

[0021] The significant advancements of this invention compared to existing technologies are as follows:

[0022] 1. This invention enables real-time monitoring of the battery pack temperature. When the battery pack temperature exceeds a set value, the temperature sensor immediately sends a command signal to the control module. Based on this command signal, the control module sends control commands to the static pressure tank and the compressor. The static pressure tank immediately supplies refrigerant to the cooling loop, and the cooling loop immediately cools the battery pack. The cooled refrigerant is then transported back to the compressor via the cooling loop and enters the next cycle. This continuous cycle of supplying refrigerant to the battery pack ensures cooling. When the temperature drops below the set value, the temperature sensor sends a command signal to the control module, and the control module controls the static pressure tank to stop supplying refrigerant to the cooling loop and the compressor to stop operating.

[0023] 2. The present invention also includes an electronic temperature control valve in the cooling loop. The electronic temperature control valve sprays refrigerant to achieve emergency cooling and fire extinguishing. The temperature sensor detects the temperature of the battery pack. When the temperature of the battery pack is detected to be higher than 200°C, it sends a control signal to the control module. The control module sends a control command signal to the electronic temperature control valve according to the control signal. The electronic temperature control valve in the cooling loop immediately sprays refrigerant into the battery pack, which plays an emergency cooling and fire extinguishing role for the battery pack and battery group.

[0024] 3. The static pressure box of the present invention is connected to an electrically controlled variable flow air pump, which can control the flow rate and velocity of the refrigerant according to the temperature; it can not only provide the power for the flow of the refrigerant, but also facilitate the regulation of the flow rate and velocity of the refrigerant flowing into the cooling loop, thereby improving the cooling efficiency of the cooling loop.

[0025] 4. This invention utilizes the refrigerant after cooling the battery pack to cool the motor, which can improve the utilization rate of the refrigerant and prevent the motor from overheating during operation.

[0026] 5. This invention also facilitates the heating of the refrigerant by the heater. When the ambient temperature is low, if the temperature sensor detects that the battery pack temperature is below 20°C, it sends a control command to the control module. The control module then sends control signals to the static pressure tank, the electronically controlled variable flow air pump, and the heater according to the control command. The static pressure tank, the electronically controlled variable flow air pump, and the heater are activated. The refrigerant is transported from the static pressure tank to the cooling loop via the electronically controlled variable flow air pump. The cooling loop then transports the refrigerant to the heater, where it heats the refrigerant. The refrigerant's temperature increases, and it enters the static pressure tank. From there, it is transported by the electronically controlled variable flow air pump to the cooling loop, where it heats the battery pack. The refrigerant then re-enters the heater for continuous heating, thus continuously heating the battery pack. When the battery pack temperature exceeds 20°C, the heating cycle can be stopped. Attached Figure Description

[0027] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the accompanying drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. In all the drawings, similar elements or parts are generally identified by similar reference numerals. In the drawings, the elements or parts are not necessarily drawn to scale.

[0028] Figure 1 This is a schematic diagram of the structure of a heat exchange device for a new energy vehicle power battery according to the present invention.

[0029] Figure 2 A schematic diagram showing the structure of the present invention with a dryer and a heater installed is added;

[0030] Figure 3 This is a schematic diagram of the structure of the refrigerant entering the motor cooler via the battery pack according to the present invention;

[0031] Figure 4 This is a schematic diagram of the structure with an added electronically controlled cooler.

[0032] Figure 5 This is a schematic diagram of the structure of the refrigerant of the present invention entering the electronic control cooler and the motor cooler in parallel via the battery pack;

[0033] Figure 6 This is a schematic diagram of the battery cooling loop structure of the present invention;

[0034] Figure 7 This is a schematic diagram of the structure of the electrically controlled cooler of the present invention;

[0035] Figure 8 This is a schematic diagram of the motor cooler.

[0036] Figure 9 This is a schematic diagram of the battery pack and cooling loop distribution of the present invention;

[0037] The components and their numbers in the diagram are as follows: 1-Battery pack, 2-Battery stack, 3-Static pressure tank, 4-Expansion valve, 6-Cooler, 7-Compressor, 8-Dryer, 9-Motor cooler, 10-Electrically controlled cooler, 11-Heater, 12-T-fitting, 15-Temperature sensor, 16-Nitrogen tank, 17-Cooling pipe, 18-Cooling loop, 19-Electrically controlled variable flow air pump, 20-Control module, 22-Battery casing, 23-Heat sink, 24-Electronic temperature control valve, 27-Motor, 28-Casing, 31-Radiator, 33-First electronic control valve, 34-Second electronic control valve, 35-Third electronic control valve. Detailed Implementation

[0038] To enable those skilled in the art to better understand the technical solutions in this application, the technical solutions of the present invention will be clearly and completely described below in conjunction with the accompanying drawings and embodiments. Obviously, the described embodiments are only a part of the embodiments in this application. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of this application.

[0039] Example 1:

[0040] like Figure 1-9 As shown, a heat exchange device for a power battery of a new energy vehicle includes a battery pack 2, a battery group 1, and a battery cooling device comprising: a compressor 7, a cooler 6, an expansion valve 4, a cooling loop 18, a static pressure tank 3, a control module 20, a temperature sensor 15, heat sinks 23, and an electronic temperature control valve 24; the battery pack 2 contains the battery group 1; one end of the compressor 7 is connected to one end of the cooler 6; the other end of the cooler 6 is connected to one end of the expansion valve 4; the other end of the expansion valve 4 is connected to one end of the static pressure tank 3, and the other end of the static pressure tank 3 is connected to the front end of the cooling loop 18; the end of the cooling loop 18 is connected to the compressor 7; the control module 20 is disposed in the static pressure tank 3; the cooling loop 18 has heat sinks 23 and an electronic temperature control valve 24; wherein, the cooling loop 18 is installed in the battery pack 2 and arranged in parallel with the battery group 1; the temperature sensor 15 is disposed in the battery group 1; the compressor 7, the static pressure tank 3, the electronic temperature control valve 24, and the temperature sensor 15 are electrically connected to the control module 20.

[0041] Compressor 7 uses nitrogen as a refrigerant. That is, nitrogen is used as both a refrigerant and a fire extinguishing agent.

[0042] The static pressure chamber 3 is used to store nitrogen, ensuring the stability of nitrogen temperature and flow rate. It can also rapidly supply large quantities of nitrogen to the cooling loop for cooling or fire suppression.

[0043] Nitrogen gas is delivered from compressor 1 to cooler 6, and then from cooler 6 to expansion valve 4, employing the heat pump principle. Expansion valve 4 is a one-way valve, meaning that refrigerant can enter the static pressure tank from the expansion valve, but it prevents refrigerant backflow from the static pressure tank. Compressor 1 can be a high-pressure compressor.

[0044] Nitrogen delivery route: Compressor 1 delivers nitrogen to cooler 6, cooler 6 delivers nitrogen to expansion valve 4, expansion valve 4 delivers nitrogen to static pressure tank 3, static pressure tank 3 delivers nitrogen to cooling loop 18, cooling loop 18 delivers nitrogen to compressor 1 for circulation.

[0045] like Figure 1-5 As shown in Figure 8, the battery pack 1 inside the battery pack 2 is arranged in a longitudinal and transverse manner, with gaps between adjacent battery packs. Cooling loops 18 are arranged in these gaps. The cooling loops 18 can be arranged from bottom to top according to the height of the battery pack 1, which can increase the contact area and thus improve the working efficiency of the cooling loops.

[0046] Battery pack 1 can be composed of 2 or more battery cells connected side by side. The number of battery cells is usually 2 to 6, and the selected number is 2, 3, 4, 5 or 6, etc.

[0047] The battery pack 2 is enclosed by a battery casing 22, which is heat-insulating and can reduce the impact of the heat generated by the battery pack on the vehicle components adjacent to the battery casing 22.

[0048] Heat sinks 23 are arranged along the outer side of the cooling loop 18. The heat sinks 23 are installed at intervals in the cooling loop 18, with a spacing of 2 to 4 cm between adjacent heat sinks. The heat sinks can further improve the working efficiency of the cooling loop.

[0049] Specific working methods:

[0050] Temperature sensor 15 detects the temperature of battery pack 1. When the temperature of battery pack 1 is higher than 40°C, it sends a control signal to control module 20. Control module 20 sends a control command signal to static pressure box 3 according to the control signal. Static pressure box 3 immediately supplies nitrogen to cooling loop 18. After nitrogen is introduced into cooling loop 18, it cools down battery pack 1. Meanwhile, heat sink 23 on cooling loop 18 assists in cooling down the inside of battery pack 2.

[0051] Temperature sensor 15 detects the temperature of battery pack 1. When the temperature of battery pack 1 is detected to be below 40°C, it sends a control signal to control module 20. Control module 20 sends a control command signal to static pressure box 3 according to the control signal. Static pressure box 3 immediately stops supplying nitrogen to cooling loop 18, and compressor 1 stops working.

[0052] Temperature sensor 15 detects the temperature of battery pack 1. When the temperature of battery pack 1 is detected to be higher than 200°C, it sends a control signal to control module 20. Control module 20 sends a control command signal to electronic temperature control valve 24 according to the control signal. Electronic temperature control valve 24 on cooling loop 18 immediately sprays nitrogen into battery pack 1 to cool down and extinguish the fire in battery pack 2. Cooling loop 18 then circulates the nitrogen to compressor 1 to continuously circulate nitrogen into battery pack 2.

[0053] Example 2:

[0054] The difference compared to Example 1 is that an electrically controlled variable flow air pump 19 is added.

[0055] like Figure 1-5 As shown, one end of the electrically controlled variable flow air pump 19 is connected to the static pressure box 3, and the other end is connected to the cooling loop 18; the electrically controlled variable flow air pump 19 is electrically connected to the temperature sensor 15 and the control module 20 respectively.

[0056] The electronically controlled variable flow air pump 19 can control the flow rate and velocity of nitrogen gas according to the temperature.

[0057] The control module 20 controls the start / stop of the electronically controlled variable flow air pump 19 based on the signal from the temperature sensor 15.

[0058] The electronically controlled variable flow air pump 19 adjusts the flow rate and velocity of nitrogen gas based on the data signal received from the temperature sensor 15.

[0059] Example 3:

[0060] The difference compared to Embodiment 1 or 2 is that a third electronic control valve 35 is added.

[0061] like Figure 1-5 As shown, the third electronic control valve 35 is located between the compressor 7 and the cooling loop 18, and is used to control the connection between the cooling loop 18 and the compressor 7.

[0062] Example 4:

[0063] Compared with any of Examples 1-3, the difference is that a nitrogen tank 16 is added.

[0064] like Figure 1-5 As shown, the nitrogen tank 16 is connected to the compressor 7 and / or the static pressure box 3.

[0065] Nitrogen tank 16 is pre-stored with nitrogen to replenish nitrogen lost during operation. This facilitates the effective operation of the cooling loop.

[0066] There are three scenarios for connecting nitrogen cylinders:

[0067] (1) The nitrogen tank 16 is connected to the compressor 7. The nitrogen replenished by the nitrogen tank is added into the circulation pipeline through the compressor.

[0068] (2) The nitrogen tank 16 is connected to the static pressure box 3 and can replenish nitrogen to the static pressure box, so that the nitrogen is carried into the circulation pipeline by the static pressure box to replenish the nitrogen loss.

[0069] (3) The outlet of the nitrogen tank 16 branches into two connecting pipes, one connected to the compressor 7 and the other connected to the static pressure box 3, which can simultaneously replenish nitrogen to the compressor 7 and the static pressure box 3.

[0070] Example 5:

[0071] The difference compared to any of Examples 1-4 is that a dryer 8 is added.

[0072] like Figure 2-5 As shown, one end of the dryer 8 is connected to the end of the cooling loop 18, and the other end is connected to the compressor 7 and the static pressure box 3; wherein, the dryer 8 is electrically connected to the control module 20.

[0073] At the end of the cooling loop 18, two routes split into two, which are achieved by a tee fitting 12. The two routes are:

[0074] First, it is transported to the third electronic control valve 35 through one end of the three-way fitting 12, and then returned to the compressor 7 through the third electronic control valve 35;

[0075] Secondly, it is transported to the dryer 8 through the other end of the three-way fitting 12, and then from the dryer 8 to the compressor 7 or the static pressure box 3.

[0076] Dryer 8 dries the nitrogen gas introduced into it, removing any moisture it carries. It also protects the compressor and expansion valve.

[0077] Example 6:

[0078] Compared with any of Examples 1-5, the difference is that a heater 11 is added.

[0079] like Figure 2-5 As shown, one end of the heater 11 is connected to the static pressure box 3, and the other end is connected to the end of the cooling loop 18; wherein, the heater 11 is electrically connected to the control module 20.

[0080] Heater 11 is a PCT heater. The heater can exchange heat with the nitrogen gas introduced into it, thereby increasing the temperature of the nitrogen gas.

[0081] When the temperature sensor 15 detects that the temperature of the battery pack 1 is below 20°C in cold weather, the temperature sensor 15 sends a control command signal to the control module 20. The control module 20 controls the static pressure box 3, the electronically controlled variable flow air pump 19, the dryer 8 and the heater 11 to start according to the control command signal. Nitrogen is drawn from the static pressure box 3 by the electronically controlled variable flow air pump 19 and then transported to the cooling loop 18. The cooling loop 18 transports the nitrogen to the dryer 8. The dryer 8 dries the nitrogen to remove the moisture attached to the nitrogen. After being dried by the dryer 8, the nitrogen is transported to the heater 11. The heater 11 performs heat exchange with the nitrogen introduced into it to increase the temperature of the nitrogen. The heated nitrogen is then transported to the static pressure box 3 and exchanges heat with the nitrogen pre-stored in the static pressure box 3 to increase the temperature of the nitrogen in the static pressure box 3.

[0082] The heated nitrogen gas is then passed through the static pressure chamber 3 and introduced into the electronically controlled variable flow air pump 19. The electronically controlled variable flow air pump 19 delivers the heated nitrogen gas to the cooling loop 18. The cooling loop 18 performs heat exchange on the battery pack 1 inside the battery pack 2, thereby heating the battery pack 1. The nitrogen gas after passing through the cooling loop 18 enters the dryer 8, heater 11, static pressure chamber 3, and electronically controlled variable flow air pump 19, and then enters the cooling loop 18 again to achieve continuous cyclic heating of the battery pack 1. This can prevent the battery pack 1 from being too cold and affecting its working efficiency in cold weather.

[0083] When the temperature sensor 15 detects that the temperature of the battery pack 1 is higher than 20°C, it sends a signal to the control module 20. The control module 20 controls the static pressure box 3, the electronically controlled variable flow air pump 19, the dryer 8 and the heater 11 to stop working based on the received signal, that is, to stop heating the battery pack.

[0084] Example 7:

[0085] Compared with any of Examples 1-6, the difference is that a first electronic control valve 33 and a second electronic control valve 34 are added.

[0086] like Figure 2-5 As shown, the first electronic control valve 33 is disposed between the compressor 7 and the dryer 8, and is used to control the connection between the dryer 8 and the compressor 7; the second electronic control valve 34 is disposed between the dryer 8 and the heater 11, and is used to control the connection between the dryer 8 and the heater 11.

[0087] The first electronic control valve 33 and the second electronic control valve 34 are electrically connected to the control module 20, thereby facilitating the control of the first electronic control valve 33 and the second electronic control valve 34 through the control module 20.

[0088] The first electronic control valve 33 and the second electronic control valve 34 can help improve the ease of operation.

[0089] The first electronic control valve 33 is closed, and the second electronic control valve 34 is opened, preventing nitrogen from flowing back to the compressor 7. Nitrogen enters the heater 11 through the second electronic control valve 34.

[0090] The first electronic control valve 33 is open and the second electronic control valve 34 is closed, preventing nitrogen from flowing back to the heater 11. The nitrogen then flows back to the compressor 7 via the first electronic control valve 33.

[0091] Example 8:

[0092] A new energy vehicle motor cooling device uses the exhaust gas cooling motor of the aforementioned new energy vehicle power battery heat exchange device, which includes a motor cooler 9; the motor cooler 9 is arranged in parallel with the motor 27; the motor cooler 9 is connected to the end of the cooling loop 18, and its other end is connected to the compressor 7.

[0093] like Figure 3 As shown, at the end of cooling loop 18, two nitrogen gas paths branch off:

[0094] One route is: nitrogen is delivered to the motor cooler 9 via the end of the cooling loop 18, and then to the dryer 8 via the motor cooler 9; the dryer 8 can be routed in two ways, one is to return to the compressor 7, and the other is to enter the heater 11.

[0095] Another route is: nitrogen enters the third electronic control valve 35 through the cooling loop 18, and then splits into two routes from the outlet of the third electronic control valve 35. One route is the cooling route, and the other is the heating route. In the cooling route, nitrogen flows back to the compressor 7 through the third electronic control valve 35; in the heating route, nitrogen enters the heater 11 through the third electronic control valve 35.

[0096] Example 9:

[0097] A cooling device for an electronic control unit of a new energy vehicle, using the exhaust gas cooling electronic control unit of the aforementioned new energy vehicle power battery heat exchange device, includes an electronically controlled cooler 10; the electronically controlled cooler 10 is installed on the electronic control unit. One end of the electronically controlled cooler 10 is connected to the end of a cooling loop 18, and the other end is connected to a compressor 7.

[0098] like Figure 4 As shown, an electronically controlled cooler 10 is added to the nitrogen gas path from the cooling loop 18 to the motor cooler 9. The cooling loop 18, the electronically controlled cooler 10, and the motor cooler 9 are connected in series. The electronically controlled cooler 10 is installed in the vehicle's electronic control unit. It can exchange heat with the electronic control unit, thus cooling the electronic control unit.

[0099] The electronic control unit is the high-voltage control box of the electric vehicle. The electronic control cooler 10 cools the electronic control unit to prevent it from overheating during operation.

[0100] like Figure 5 As shown, the electric control cooler 10 is connected in parallel with the motor cooler 9. The nitrogen flow is as follows: the end of the cooling loop 18 is delivered to the electric control cooler 10 via one route and to the motor cooler 9 via another route, and then they converge after passing through the electric control cooler 10 and the motor cooler 9 respectively.

[0101] In order for nitrogen to work effectively, the nitrogen output from the electronically controlled cooler 10 and the motor cooler 9 needs to be dried by the dryer 8 to remove excess moisture from the nitrogen.

[0102] Example 10:

[0103] A new energy vehicle uses the aforementioned new energy vehicle power battery heat exchange device.

[0104] Example 11:

[0105] A new energy vehicle uses the aforementioned new energy vehicle motor cooling device.

[0106] Example 12:

[0107] A new energy vehicle uses the aforementioned cooling device for the new energy vehicle electronic control unit.

[0108] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this invention.

Claims

1. A new energy vehicle power battery heat exchange device, characterized in that: The battery pack (2), the battery group (1), the compressor (7), the cooler (6), the expansion valve (4), the cooling loop (18), the static pressure tank (3), the control module (20), the temperature sensor (15), the cooling fin (23) and the electronic temperature control valve (24); The battery group (1) is arranged in the battery pack (2); One end of the compressor (7) is connected to one end of the cooler (6); the other end of the cooler (6) is connected to one end of the expansion valve (4); the other end of the expansion valve (4) is connected to one end of the static pressure tank (3); the other end of the static pressure tank (3) is connected to the front end of the cooling loop (18); and the end of the cooling loop (18) is connected to the compressor (7). The control module (20) is arranged in the static pressure tank (3). The cooling loop (18) is provided with the cooling fin (23) and the electronic temperature control valve (24); the cooling fin (23) is arranged along the outer side of the cooling loop (18); and the cooling fins are arranged at intervals on the cooling loop (18), and the interval between adjacent cooling fins is 2-4 cm. The cooling loop (18) is arranged in the battery pack (2) and parallel to the battery group (1). The temperature sensor (15) is arranged in the battery group (1). The compressor (7), the static pressure tank (3), the electronic temperature control valve (24) and the temperature sensor (15) are electrically connected to the control module (20). The battery group (1) in the battery pack (2) is arranged in a vertical and horizontal manner; gaps are arranged between adjacent battery groups; the cooling loop (18) is arranged in the gaps; and the cooling loop (18) can be arranged from the bottom to the top according to the height of the battery group (1), which can increase the contact area and improve the working efficiency of the cooling loop. The device further comprises an electrically controlled variable flow air pump (19); one end of the electrically controlled variable flow air pump (19) is connected to the static pressure tank (3), and the other end of the electrically controlled variable flow air pump (19) is connected to the cooling loop (18); and the electrically controlled variable flow air pump (19) is electrically connected to the temperature sensor (15) and the control module (20). The device further comprises a heater (11); one end of the heater (11) is connected to the static pressure tank (3), and the other end of the heater (11) is connected to the end of the cooling loop (18); and the heater (11) is electrically connected to the control module (20).

2. The new energy vehicle power battery heat exchange device according to claim 1, characterized in that: The device further comprises a nitrogen tank (16). The nitrogen tank (16) is connected to the compressor (7) and / or the static pressure tank (3).

3. The new energy vehicle power battery heat exchange device according to claim 1, characterized in that: The device further comprises a dryer (8). One end of the dryer (8) is connected to the end of the cooling loop (18), and the other end of the dryer (8) is connected to the compressor (7) and the static pressure tank (3). The dryer (8) is electrically connected to the control module (20).

4. The new energy vehicle power battery heat exchange device according to claim 1, characterized in that: The device further comprises a first electronic control valve (33) and a second electronic control valve (34). The first electronic control valve (33) is arranged between the compressor (7) and the dryer (8) and is used to control the communication between the dryer (8) and the compressor (7). The second electronic control valve (34) is arranged between the dryer (8) and the heater (11) and is used to control the communication between the dryer (8) and the heater (11).

5. The new energy vehicle power battery heat exchange device according to claim 4, characterized in that: A third electronic control valve (35) is further included; The third electronic control valve (35) is arranged between the compressor (7) and the cooling loop (18) to control the communication between the cooling loop (18) and the compressor (7).

6. A new energy vehicle motor cooling device, characterized in that: The exhaust gas cooling motor using the new energy automobile power battery heat exchange device according to any one of claims 1 to 5 comprises a motor cooler (9); The motor cooler (9) is arranged in parallel with the motor (27); One end of the motor cooler (9) is connected with the end of the cooling loop (18), and the other end is connected with the compressor (7).

7. A new energy vehicle electronic control unit cooling device, characterized in that: The exhaust gas cooling electronic control unit using the new energy automobile power battery heat exchange device according to any one of claims 1 to 5 comprises an electronic control cooler (10); The electronic control cooler (10) is mounted on the electronic control unit; One end of the electronic control cooler (10) is connected with the end of the cooling loop (18), and the other end is connected with the compressor (7).

8. A new energy vehicle, characterized in that: The new energy automobile power battery heat exchange device according to any one of claims 1 to 5 is used.

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