An electric vehicle battery thermal management system

Abstract

The present invention discloses an electric vehicle battery thermal management system. The heat exchange tube in the present invention has a low specific heat capacity. Compared with the prior art that uses PTC heating and liquid heat exchanger cooling, the low specific heat capacity enables it to have the advantages of rapid heating and cooling. At the same time, it can also avoid the energy waste caused by the temperature change of the material with a large specific heat capacity during the heating and cooling processes. Compared with the prior art, the present invention has a higher heat exchange efficiency, realizes the integration of the battery cooling and heating systems, can quickly cool and heat the battery pack, can reduce energy waste, save the battery pack space at the same time, and effectively improve the energy density of the battery pack.

Description

Technical Field

[0001] The present invention relates to the field of electric vehicles, and more particularly to an electric vehicle battery thermal management system. Background Art

[0002] An electric vehicle battery thermal management system generally includes a battery heating system and a battery cooling system. Heating and cooling belong to two different systems, each requiring a set of heat exchange devices, which not only increases the overall cost, but also occupies the space that could originally be used for arranging the battery, and is not conducive to the driving range of electric vehicles. Therefore, the existing electric vehicle battery heat exchange efficiency is poor, the management is complex, the space occupation is large, and the high cost have become an urgent problem restricting the development of electric vehicles.

[0003] The present invention aims to propose a solution to the problems existing in the above-mentioned prior art. Summary of the Invention

[0004] The object of the present invention is to provide a miniaturized electric vehicle battery thermal management system with high heat exchange efficiency, so as to improve the heat exchange efficiency, increase the battery layout space, and improve the driving range of electric vehicles.

[0005] In order to achieve the above technical effects, the technical solution adopted by the present invention is:

[0006] An electric vehicle battery thermal management system, characterized in that it includes a heat exchange device and a group of heat exchange tubes;

[0007] The heat exchange device includes a heat exchange assembly and a heat exchange joint; the heat exchange assembly includes a plurality of flat tubes, a liquid inlet pipe and a liquid outlet pipe. The flat tubes are arranged in sequence from top to bottom along their height directions, and spaces are left above and below each flat tube. Both ends of each flat tube are inserted into the liquid inlet pipe and the liquid outlet pipe respectively; the heat exchange joint includes a substrate and insertion teeth. The insertion teeth are located on one side of the substrate, and the insertion teeth are inserted into the heat exchange assembly and are in close contact with the flat tubes. A plurality of chucks are provided on the other side of the substrate, and the chucks are provided with slits;

[0008] The heat exchange tube includes a tube body. Inside the tube body, a heat conduction film, an insulating film, a heating element, an insulating film and a heat conduction film are arranged from top to bottom. A heat conduction adhesive is arranged between the heat conduction film and the insulating film. Two groups of conductors are provided on the heating element, and a hot melt adhesive is arranged between the insulating film and the heating element;

[0009] The heat conduction film is led out from one side of the tube body and clamped through the slit, and the two groups of conductors are connected to an external control circuit through electrodes from the other side of the tube body.

[0010] The number of the insertion teeth is one more than the number of the flat tubes.

[0011] The width of the liquid inlet pipe and the liquid outlet pipe is slightly larger than the width of the flat pipe.

[0012] The insulating film and the heat-conducting film have the same width and are aligned up and down. The width of the heating element is not greater than the width of the insulating film and the heat-conducting film.

[0013] The aluminum alloy pipe body is selected from 3 series, 7 series, 3 series and 7 series composites, and aluminum copper alloy pipes, with a thickness of 0.100 - 0.500 mm.

[0014] An insulating and heat-conducting coating is provided on the outside of the aluminum alloy pipe body, and the selection includes alumina, boron nitride and aluminum nitride coatings, preferably alumina coating; the thickness of the insulating and heat-conducting coating is 0.010 - 0.200 mm.

[0015] The heating element is selected from carbon film, copper, aluminum and other metal alloy foil heating elements. When the heating element is a carbon film, a conductive adhesive is arranged between the conductor and the heating element; when the heating element is selected from metal conductors such as aluminum foil and copper-nickel alloy foil, no conductive adhesive is required between the conductor and the heating element paper; the heating element is preferably a carbon film; the sheet resistance of the heating element is less than 500 ohms, and the thickness is 0.010 - 0.200 mm.

[0016] The heat-conducting film is selected from natural graphite film, artificial graphite film and graphene film, preferably natural graphite film; the heat conductivity coefficient of the heat-conducting film > 200 w / m.k, and the thickness is 0.017 - 0.500 mm.

[0017] The insulating film is selected from insulating polymer films such as PI, PP, PET and PTFE, preferably PI; the withstand voltage level of the insulating film is 2 kv, and the thickness is 0.015 - 0.125 mm.

[0018] The heat-conducting adhesive is selected from acrylic adhesives filled with alumina or boron nitride, preferably acrylic adhesive filled with alumina; the Z-direction heat conductivity coefficient of the heat-conducting adhesive > 0.5 w / m.k, and the thickness is 0.001 - 0.010 mm.

[0019] The hot melt adhesive is selected from PET, EVA and PTFE, preferably PET; the withstand voltage level of the hot melt adhesive is 2 kv, and the thickness is 0.015 - 0.050 mm.

[0020] When it is detected that the temperature of the battery pack is too low and needs to be heated, the system controls the external power supply to be connected to the electrode in the heat exchange pipe, and the heating element generates heat to heat the battery pack; when it is detected that the temperature of the battery pack is too high and needs to be cooled, the system controls to inject a coolant into the heat exchange device, and the heat-conducting film in the heat exchange pipe guides the heat of the battery pack to the heat exchange joint, and the coolant in the flat pipe quickly takes away the heat in the heat exchange joint to cool the battery pack.

[0021] The heat exchange tube in the present invention has a low specific heat capacity. Compared with the prior art which uses PTC heating and liquid heat exchanger cooling, the low specific heat capacity enables it to have the advantages of rapid heating and cooling, and at the same time, it can avoid the energy waste caused by the temperature change of the material with a large specific heat capacity during the heating and cooling processes.

[0022] Compared with the prior art, the present invention has a higher heat exchange efficiency, realizes the integration of the battery cooling and heating systems, can quickly cool and heat the battery pack, can reduce energy waste, and at the same time saves the battery pack space, effectively improving the energy density of the battery pack. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 is the overall external shape schematic diagram of the embodiment of the present invention.

[0024] Figure 2 is the structural schematic diagram of the heat exchange assembly in the present invention.

[0025] Figure 3 is the Figure 1 left view when taking the

[0026] Figure 4 as the front view. Figure 1 is the sectional view in the C-C direction of

[0027] Figure 5 is the Figure 1 sectional view in the B-B direction of

[0028] Figure 6 is the Figure 1 right view when taking the

[0029] Figure 7 is the three-dimensional structural schematic diagram of the embodiment of the present invention.

[0030] Figure 8 is the Figure 7 enlarged view of part I in

[0031] Figure 9 is the Figure 7 enlarged view of part II in

[0032] Figure 10 is the Figure 1 enlarged view of part IV in

[0033] Figure 11 is the Figure 1 bottom view when taking the

[0034] Figure 12 is the Figure 1 sectional view in the A-A direction of

[0035] Figure 13 It is a schematic plan view of the heat exchange tube in the present invention.

[0036] Figure 14 It is a schematic three-dimensional view of the heat exchange tube in the present invention.

[0037] Figure 15 It is Figure 13 a sectional view taken along the A-A direction in

[0038] Figure 16 It is Figure 15 an enlarged view of part I in Detailed implementation manners

[0039] To make the objectives, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. Generally, the components of the embodiments of the present invention described and illustrated herein can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the claimed invention, but merely represents selected embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts fall within the scope of protection of the present invention.

[0040] Embodiment

[0041] As Figure 1-16 shown, the electric vehicle battery thermal management system of the present invention includes a heat exchange device a and a group of heat exchange tubes b;

[0042] The heat exchange device a includes a heat exchange assembly 100 and a heat exchange joint 200; the heat exchange assembly includes 4 microchannel flat tubes 130, an inlet pipe 110 and an outlet pipe 120. The flat tubes are arranged successively from top to bottom along their height directions, and spaces are left above and below each flat tube. The widths of the inlet pipe and the outlet pipe are slightly larger than the width of the flat tube to facilitate the two ends of the flat tube to be inserted into the inlet pipe and the outlet pipe respectively; the heat exchange joint 200 includes a substrate 210 and insertion teeth 220. The insertion teeth are located on one side of the substrate, and the number of insertion teeth is 1 more than the number of flat tubes. The insertion teeth are inserted into the heat exchange assembly and are in close contact with the flat tubes. To ensure close contact between the insertion teeth and the flat tubes, gap thermal conductive glue can be filled between the insertion teeth and the flat tubes when needed. Five clamping heads 230 are provided on the other side of the substrate, and the clamping heads are provided with slits 231;

[0043] The heat exchange tube b includes a flat aluminum alloy tube body 300. Inside the tube body, there are a heat conduction film 400, an insulation film 500, a heating element 600, an insulation film 500, and a heat conduction film 400 arranged from top to bottom. There is a heat conduction adhesive 401 between the heat conduction film and the insulation film. There are two sets of conductors 700 on the heating element. There is a hot melt adhesive 501 between the insulation film and the heating element. There is a conductive adhesive 601 between the conductor and the heating element. The insulation film and the heat conduction film have the same width and are aligned up and down. The width of the heating element is not greater than the width of the insulation film and the heat conduction film. The aluminum alloy tube body is a composite aluminum alloy tube of series 7 and series 3, with a thickness of 0.200 mm, and there is an alumina insulation and heat conduction coating with a thickness of 0.1000 mm on its outer side. The heating element is a carbon film with a sheet resistance less than 500 ohms and a thickness of 0.0800 mm. The heat conduction adhesive is an acrylic adhesive with an alumina filler and a Z-direction heat conduction coefficient > 0.5 w / m.k and a thickness of 0.0050 mm. The hot melt adhesive is a PET adhesive with a withstand voltage level of 2 kv and a thickness of 0.0250 mm. The insulation film is a PI film with a withstand voltage level of 2 kv and a thickness of 0.0500 mm. The heat conduction film is a natural graphite film with a heat conduction coefficient > 200 w / m.k and a thickness of 0.3000 mm. The total thickness of the heat exchange tube b is 1.4400 mm.

[0044] One end of the tube body is clamped through a slit 231, and two sets of conductors are led out from the other end of the tube body to the electrode 701 and connected to the circuit board 800 of the integrated current / temperature sensor, and are connected to the external control circuit through the circuit board 800.

[0045] When the battery pack is a cylindrical battery, the heat exchange tube can be arranged between two rows of battery packs. The heat exchange tube is pre-bent according to the shape of the battery pack c and is closely attached to the side of the battery pack, as Figure 1 shown. Of course, in order to improve the heat exchange efficiency, the heat exchange tube can also be arranged vertically and alternately between adjacent batteries in the same row, so that its contact area with the battery pack is larger to improve the heat exchange efficiency. When the battery pack is a battery of other shapes, the heat exchange tube is bent or not according to the actual shape of the battery, with the principle of achieving the maximum contact area with the battery.

[0046] There is no substantial difference between the liquid inlet tube and the liquid outlet tube in the present invention, and they can be interchanged in specific applications.

[0047] In the specific application of the present invention, the size and quantity of the flat tubes can be adjusted according to the size of the application scenario space, and the quantity of the chucks can also be adjusted according to the length of the square tube and the temperature control requirements of the heat source. The type and flow rate of the coolant in the flat tubes can also be adjusted according to needs to achieve different temperature control requirements.

[0048] It should be noted that the orientation or positional relationship indicated in the description of the present invention is based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship in which the product of the invention is usually placed during use, or the orientation or positional relationship commonly understood by those skilled in the art. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present invention.

Claims

1. An electric vehicle battery thermal management system, characterized in that, Comprising a heat exchange device and a set of heat exchange tubes; The heat exchange device includes a heat exchange assembly and a heat exchange joint; the heat exchange assembly includes a plurality of flat tubes, a liquid inlet pipe and a liquid outlet pipe. The flat tubes are arranged in sequence from top to bottom along their height direction. Spaces are left above and below each flat tube. Both ends of each flat tube are inserted into the liquid inlet pipe and the liquid outlet pipe respectively; the heat exchange joint includes a substrate and inserted teeth. The inserted teeth are located on one side of the substrate. The inserted teeth are inserted into the heat exchange assembly and are in close contact with the flat tubes. A plurality of chucks are provided on the other side of the substrate, and the chucks are provided with slits; The heat exchange tube includes a tube body. Inside the tube body, a heat conduction film, an insulating film, a heating element, an insulating film and a heat conduction film are arranged from top to bottom. A heat conduction adhesive is arranged between the heat conduction film and the insulating film. Two sets of conductors are provided on the heating element. A hot melt adhesive is arranged between the insulating film and the heating element; The heat conduction film is led out from one side of the tube body and clamped through the slit. The two sets of conductors are connected to an external control circuit through electrodes from the other side of the tube body.

2. The electric vehicle battery thermal management system according to claim 1, wherein The number of the inserted teeth is one more than the number of the flat tubes.

3. The electric vehicle battery thermal management system according to claim 1, characterized in that, The insulating film and the heat conduction film have the same width and are aligned up and down. The width of the heating element is not greater than the width of the insulating film and the heat conduction film.

4. The electric vehicle battery thermal management system according to claim 1, wherein, The tube body is selected to include 3-series, 7-series, 3-series and 7-series composite aluminum alloy tubes and aluminum-copper alloy tubes.

5. The electric vehicle battery thermal management system according to claim 1, characterized in that, An insulating and heat-conducting coating is provided on the outside of the tube body, and the selection includes alumina, boron nitride and aluminum nitride coatings.

6. The electric vehicle battery thermal management system according to claim 1, characterized in that The heating element is selected to include a carbon film, copper, aluminum and other metal alloy foil heating elements. When the heating element is a carbon film, a conductive adhesive is arranged between the conductor and the heating element.

7. The electric vehicle battery thermal management system according to claim 1, characterized in that, The heat conduction film is selected to include natural graphite film, artificial graphite film and graphene film.

8. The electric vehicle battery thermal management system according to claim 1, wherein The insulating film is selected to include PI, PP, PET and PTFE insulating polymer films.

9. The electric vehicle battery thermal management system according to claim 1, characterized in that, The heat conduction adhesive is selected to include an acrylic adhesive filled with alumina or boron nitride.

10. The electric vehicle battery thermal management system according to claim 1, wherein The hot melt adhesive is selected to include PET, EVA and PTFE.

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