Battery pack temperature regulation system and vehicle

Abstract

This application provides a battery pack temperature regulation system, belonging to the field of battery pack temperature regulation technology. The system mainly includes a heating unit and a cooling unit. The cooling unit cools the battery pack using coolant in the coolant circuit. The heating unit includes an exhaust manifold connected to the vehicle's engine, where waste heat from the exhaust gases can cool the coolant in the cooling pipes. Therefore, when the vehicle is running, the waste heat from the exhaust gases can be used to heat the battery pack, reducing the battery pack power consumed by heating and thus improving the vehicle's range.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of battery pack temperature regulation, and particularly relates to a battery pack temperature regulation system and a vehicle. BACKGROUND

[0002] Automobile power batteries have an ideal working temperature range, and a temperature that is too low will reduce the battery capacity and the discharge platform voltage. Therefore, in order to ensure the good performance of the battery, the temperature of the battery should be kept within the ideal range regardless of the working mode, load or specific ambient temperature of the vehicle.

[0003] The related technology usually uses a PTC heater to heat the battery pack coolant by consuming the power of the power battery, so as to heat the battery pack. However, when the ambient temperature is low, the PTC heater needs to consume a large amount of power to heat the coolant, which seriously consumes the power of the power battery and greatly reduces the endurance of the hybrid vehicle. SUMMARY

[0004] In view of this, the present application provides a battery pack temperature regulation system to heat the battery pack by means of the waste heat of the exhaust gas, so as to avoid consuming the power of the power battery and improve the endurance of the vehicle. Specifically, the embodiments of the present application include the following technical solutions:

[0005] According to a first aspect of the embodiments of the present application, a battery pack temperature regulation system is provided, which comprises a heating unit, a cooling unit and a battery pack.

[0006] The cooling unit comprises a coolant circuit, the coolant circuit flows with coolant, and a first part of the coolant circuit passes through the battery pack.

[0007] The heating unit comprises an exhaust main pipeline, which is adapted to be connected with an engine of a vehicle.

[0008] The exhaust main pipeline is used for discharging the exhaust gas of the engine, and the exhaust main pipeline is arranged adjacent to a second part of the coolant circuit.

[0009] Optionally, the heating unit further comprises a first heating device; the first heating device is filled with a phase change material, a first part of the first heating device is arranged adjacent to a third part of the coolant circuit, and a second part of the first heating device is arranged adjacent to the exhaust main pipeline.

[0010] Optionally, the heating unit further comprises a first air inlet sub-branch and a first air outlet sub-branch which are in communication with the exhaust main pipeline; wherein

[0011] The first gas inlet sub-branch and the first gas outlet sub-branch form a gas loop, the first gas inlet sub-branch is configured to receive exhaust gas from the exhaust main pipeline, and the first gas outlet sub-branch is configured to discharge the exhaust gas back to the exhaust main pipeline.

[0012] The loop formed by the first gas inlet sub-branch and the first gas outlet sub-branch is arranged adjacent to the second part of the first heating device.

[0013] Optionally, a first electromagnetic valve is arranged between the first gas inlet sub-branch and the exhaust main pipeline, and the first electromagnetic valve is configured to be opened when the temperature of the battery pack is lower than a first preset temperature.

[0014] A one-way valve is arranged between the first gas outlet sub-branch and the exhaust main pipeline, and the one-way valve is configured to allow exhaust gas to flow only from the first gas outlet sub-branch to the exhaust main pipeline.

[0015] Optionally, the phase change material includes NaCl or / and MgCl2.

[0016] Optionally, the heating unit further includes a second heating device, and the second heating device is arranged adjacent to the fourth part of the cooling liquid loop.

[0017] Optionally, the second heating device is a PTC heater.

[0018] Optionally, the second part, the third part and the fourth part of the cooling liquid loop each include a curved and coiled pipeline through which the cooling liquid flows.

[0019] Optionally, the cooling unit further includes a heat dissipation device, a cooler and an electric water pump connected to the cooling liquid loop.

[0020] The heat dissipation device is located inside the battery pack, and the heat dissipation device flows with the cooling liquid.

[0021] The cooler is configured to cool the cooling liquid.

[0022] The electric water pump is configured to adjust the flow rate and flow volume of the cooling liquid.

[0023] According to a second aspect of the embodiments of the present application, a vehicle is provided, and the vehicle includes the battery pack temperature regulation system according to any one of the embodiments of the first aspect.

[0024] This application provides a battery pack temperature regulation system, which mainly includes a heating unit and a cooling unit. The cooling unit cools the battery pack using coolant in the coolant circuit. The heating unit includes an exhaust manifold connected to the vehicle's engine, where waste heat from the exhaust gases can cool the coolant in the cooling pipes. Therefore, when the vehicle is running, the waste heat from the exhaust gases can be used to heat the battery pack, reducing the battery pack power consumed by heating and thus improving the vehicle's range. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 This is a schematic diagram of a battery pack temperature regulation system provided in one embodiment of this application;

[0027] Figure 2 A schematic diagram of a battery pack temperature regulation system is provided for another embodiment of this application;

[0028] Figure 3 A schematic diagram of a battery pack temperature regulation system is provided for another embodiment of this application;

[0029] Figure 4 A schematic diagram of a battery pack temperature regulation system is provided for another embodiment of this application;

[0030] Figure 5 This is a schematic diagram illustrating the energy absorption and release principle of the phase change material in the phase change process in the embodiments of this application;

[0031] Figure 6 A schematic diagram of a battery pack temperature regulation system is provided for another embodiment of this application;

[0032] Figure 7 A schematic diagram of a battery pack temperature regulation system is provided for another embodiment of this application.

[0033] The reference numerals in the figure are respectively:

[0034] 1-Heating unit;

[0035] 11 - exhaust main line; 111 - first intake sub-branch; 112 - first exhaust sub-branch; 113 - second intake sub-branch; 114 - second exhaust sub-branch; 1111 - first electromagnetic valve; 1112 - first check valve; 1113 - second electromagnetic valve; 1114 - second check valve;

[0036] 12 - first heating device;

[0037] 13 - second heating device;

[0038] 2 - cooling unit;

[0039] 21 - cooling liquid circuit; 22 - heat sink; 23 - cooler; 24 - electric water pump;

[0040] 3 - battery pack;

[0041] 4 - engine;

[0042] 5 - exhaust aftertreatment system;

[0043] 6 - exhaust silencer.

[0044] The specific embodiments of the present application have been shown and described in the above-described drawings, and will be described in more detail hereinafter. These drawings and written descriptions are not intended to limit the scope of the present application concept in any way, but to illustrate the present application concept to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0045] The technical solutions in the embodiments of the present application will be described clearly and completely in the following with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all the other embodiments obtained by those skilled in the art without any creative work, fall within the scope of protection of the present application.

[0046] In the present application, the terms "first", "second", and similar terms in the description and claims do not denote any order, quantity, or importance, but are only used to distinguish different components. The term "multiple" refers to two or more, unless otherwise explicitly limited. Similarly, "one" or "a" and the like do not denote a quantity limitation, but rather the presence of at least one. The terms "include" or "contain" and the like mean that the elements or objects appearing before "include" or "contain" cover the elements or objects listed after "include" or "contain" and their equivalents, and do not exclude other elements or objects. The terms "connected" or "connected" and the like are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right", and the like are only used to indicate relative positional relationships, which can change accordingly when the absolute position of the described object changes.

[0047] In this document, "battery pack" refers to the overall package formed by packaging batteries combined together (in series or in parallel); "PTC heater" is also known as "PTC heating element", which is usually composed of PTC ceramic heating element and aluminum pipe, and is an automatic constant temperature electric heater. When the PTC heater heats the battery pack, the battery pack generally supplies power to it. Unless otherwise defined, all technical terms used in the embodiments of the present application have the same meaning as generally understood by those of ordinary skill in the art.

[0048] To make the technical solutions and advantages of the present application clearer, the embodiments of the present application will be further described in detail below with reference to the accompanying drawings.

[0049] Although the battery pack of the vehicle can release heat when working, when the external environment temperature is very low, for example in a cold winter environment, the released heat is difficult to resist the very low external environment temperature, and the very low temperature will reduce the capacity and discharge platform voltage of the battery.

[0050] The related art generally heats the battery pack by a PTC heater to maintain the temperature of the battery pack at its ideal working environment temperature. However, the PTC heater consumes the power of the battery pack when working, resulting in a decrease in the endurance of the vehicle.

[0051] It should be noted that the vehicle in the embodiments of the present application refers to a hybrid vehicle that can be powered by a battery pack.

[0052] To solve the above problems, the embodiments of the present application provide a battery pack temperature regulation system, as shown in Figure 1 The temperature regulation system includes a heating unit 1, a cooling unit 2, and a battery pack 3.

[0053] The cooling unit 2 includes a cooling liquid circuit 21 in which a cooling liquid flows, and a first portion of the cooling liquid circuit 21 passes through the battery pack 3 so as to change the temperature of the battery pack by the cooling liquid flowing in a circulating manner.

[0054] Here, the "first portion of the cooling liquid circuit 21 passing through the battery pack 3" means that at least a portion of the cooling liquid circuit is located close to the battery pack, so that the temperature of the battery pack can be changed by the cooling liquid in the cooling liquid circuit. The "first portion of the cooling liquid circuit 21 passing through the battery pack 3" can include a case where at least a portion of the cooling liquid circuit is located outside the battery pack, and the distribution of the cooling liquid circuit can be in a manner that the cooling liquid circuit is distributed around the location of the battery pack, or a case where at least a portion of the cooling liquid circuit is located inside the battery pack.

[0055] Here, the "changing the temperature of the battery pack" includes starting the cooling unit to cool the battery pack by the cooling liquid, and also includes starting the heating unit to heat the battery pack by the cooling liquid.

[0056] The heating unit 1 includes an exhaust main pipe 11 adapted to be connected to an engine 4 of the vehicle, so that the exhaust gas generated when the engine is working can enter the exhaust main pipe and be finally discharged to the outside through the exhaust main pipe. The exhaust main pipe 11 is arranged adjacent to a second portion of the cooling liquid circuit 21, i.e., at least a portion of the cooling liquid circuit is adjacent to the exhaust main pipe. Since the exhaust main pipe is located close to the cooling liquid circuit, the waste heat of the exhaust gas in the exhaust main pipe can be easily transferred to the cooling liquid in the cooling liquid circuit (i.e., the cooling liquid is heated), so that the heated cooling liquid can heat the battery pack when flowing through the battery pack.

[0057] The cooling liquid in the cooling liquid circuit can be cooled by the waste heat of the exhaust gas in the exhaust main pipe. Based on this, in the case of starting the vehicle, the battery pack can be heated by the waste heat of the exhaust gas, which reduces the amount of power consumed by the battery pack for heating the battery pack, thereby improving the endurance of the vehicle.

[0058] In some embodiments, the exhaust main pipe can also transfer heat by contacting at least a portion of the cooling liquid circuit.

[0059] It should be noted that the first portion of the cooling liquid circuit can not coincide, partially coincide or fully coincide with the second portion of the cooling liquid circuit.

[0060] As Figure 1As shown, after the exhaust gas is discharged from the engine, it can be treated by the emission aftertreatment system 5 before being discharged into the exhaust main line 11. The emission aftertreatment system converts components such as carbon monoxide (CO) and hydrocarbons (HC) in the exhaust gas into environmentally harmless substances through a catalytic reduction reaction. Then, the exhaust gas in the exhaust main line 11 is finally discharged to the outside through the exhaust muffler 6. By setting up the exhaust muffler, the noise generated during exhaust can be effectively reduced.

[0061] Considering the complex internal structure of vehicles and the potential for limited space, in order to facilitate the heating of the coolant in the coolant circuit by the exhaust gases from the engine, in some embodiments, such as... Figure 2 As shown, the heating unit 1 may further include a second intake sub-branch 113 and a second exhaust sub-branch 114 connected to the exhaust main line 11, and the second intake sub-branch 113 and the second exhaust sub-branch 114 are connected to form a gas circuit. This gas circuit is adjacent to the coolant circuit. The second intake sub-branch 113 is used to receive exhaust gas from the exhaust main line 11, and the second exhaust sub-branch 114 is used to discharge the exhaust gas back to the exhaust main line 11. That is, the exhaust gas in the exhaust main line can flow into the second intake sub-branch, flow through the gas circuit to the second exhaust sub-branch, and finally flow back to the exhaust main line from the second exhaust sub-branch. Based on the above pipeline arrangement, the length of the pipeline used for heating the coolant can be extended, thereby improving the heating effect.

[0062] In some embodiments, such as Figure 2 As shown, a second solenoid valve 1113 can be installed between the second intake sub-branch 113 and the exhaust main branch 11. The direction of exhaust gas flow can be controlled by opening and closing the second solenoid valve 1113. When the second solenoid valve is open, the exhaust gas can flow through the aforementioned gas circuit to the coolant circuit, thereby heating the coolant; when the second solenoid valve is closed, the exhaust gas cannot flow through the coolant circuit. In other words, the timing of using exhaust gas to heat the coolant can be controlled by opening and closing the second solenoid valve 1113. For example, the second solenoid valve can be opened when the battery pack temperature is detected to be lower than a first preset temperature, allowing the exhaust gas to heat the coolant.

[0063] The aforementioned first preset temperature can be 18-22℃, such as 20℃. When the battery pack temperature is higher than the first preset temperature, there is no need to heat the battery pack. At this time, the first solenoid valve is in the closed state, and the cooling unit plays a dominant role in cooling or maintaining the temperature of the battery pack, keeping the battery pack within the ideal operating temperature range.

[0064] Battery pack temperature can be monitored using a battery pack temperature sensor.

[0065] In some embodiments, while controlling the opening of the second solenoid valve, the opening degree of the second solenoid valve can also be controlled, thereby controlling the amount of exhaust gas entering the branch and thus controlling the degree of heating of the coolant by the exhaust gas.

[0066] For example Figure 2 As shown, a second one-way valve 1114 can be installed between the second outlet sub-branch 114 and the main exhaust pipe 11. The second one-way valve 1114 is configured to allow exhaust gas to flow only from the second outlet sub-branch 114 to the main exhaust pipe 11. Based on this, the flow direction of the exhaust gas can only be the main exhaust pipe – second inlet sub-branch – second outlet sub-branch – main exhaust pipe. Thus, the flow direction of the exhaust gas can be controlled simply by controlling the opening and closing of the solenoid valve on the inlet branch, preventing the exhaust gas in the main exhaust pipe from flowing back into the gas circuit through the second outlet sub-branch when it is not necessary to use the exhaust gas to heat the coolant.

[0067] like Figure 3 As shown, the heating unit 1 may further include a first heating device 12. The first heating device 12 is filled with a phase change material. A first part of the first heating device 12 is arranged adjacent to a third part of the coolant circuit 21, that is, at least a part of the first heating device 12 is adjacent to at least a part of the coolant circuit 21, and a second part of the first heating device 12 is arranged adjacent to the exhaust main line 11, that is, at least a part of the first heating device 12 is adjacent to the exhaust main line. The phase change material has a phase change temperature, and when the phase change temperature is reached, a phase change occurs, for example, a change between a solid and a liquid state. Thus, the exhaust gas in the exhaust main line can heat the first heating device 12, causing the phase change material to undergo a phase change and store energy (i.e., this phase change process is endothermic). When the temperature of the first heating device 12 drops to the phase change temperature point, the phase change material undergoes a phase change and releases energy (this phase change process is exothermic), thereby heating the coolant.

[0068] It should be noted that the first, second, and third parts of the coolant circuit may not overlap, may partially overlap, or may completely overlap with each other. The first part and the second part of the first heating device 12 may not overlap, may partially overlap, or may completely overlap.

[0069] In some embodiments, the first heating device 12 may further include a temperature sensor, which can be used to monitor the temperature of the first heating device.

[0070] In some embodiments, such as Figure 3As shown, the heating unit 1 may further include a first intake sub-branch 111 and a first exhaust sub-branch 112 connected to the exhaust main pipeline 11. The first intake sub-branch 111 and the first exhaust sub-branch 112 form a gas circuit. The first intake sub-branch 111 is used to receive exhaust gas from the exhaust main pipeline 11, and the first exhaust sub-branch 112 is used to discharge the exhaust gas back to the exhaust main pipeline 11. Furthermore, the circuit formed by the first intake sub-branch 111 and the first exhaust sub-branch 112 is arranged adjacent to the second part of the first heating device 12. That is, exhaust gas in the exhaust main pipeline can flow into the first intake sub-branch, flow through the gas circuit to the first exhaust sub-branch, and finally flow back to the exhaust main pipeline from the first exhaust sub-branch. Based on the above pipeline arrangement, the length of the pipeline used for heating the first heating device can be extended, thereby improving the heating effect of the first heating device.

[0071] In some embodiments, such as Figure 3 As shown, a first solenoid valve 1111 is installed between the first intake sub-branch 111 and the exhaust main branch 11. The flow direction of the exhaust gas can be controlled by opening and closing the first solenoid valve. When the first solenoid valve is open, the exhaust gas can flow through the aforementioned gas circuit to the coolant circuit, thereby heating the coolant; when the first solenoid valve is closed, the exhaust gas cannot flow through the coolant circuit. In other words, the timing of using exhaust gas to heat the coolant can be controlled by opening and closing the first solenoid valve. For example, the first solenoid valve can be opened when the battery pack temperature is detected to be lower than a first preset temperature, allowing the exhaust gas to heat the coolant.

[0072] The aforementioned first preset temperature can be 18-22℃, such as 20℃. When the battery pack temperature is higher than the first preset temperature, there is no need to heat the battery pack. At this time, the first solenoid valve is in the closed state, and the cooling unit plays a dominant role in cooling or maintaining the temperature of the battery pack, keeping the battery pack within the ideal operating temperature range.

[0073] In some embodiments, while controlling the opening of the first solenoid valve, the opening degree of the first solenoid valve can also be controlled, thereby controlling the amount of exhaust gas entering the branch and thus controlling the degree of heating of the coolant by the exhaust gas.

[0074] For example Figure 3 As shown, a first one-way valve 1112 can be installed between the first outlet sub-branch 112 and the main exhaust pipe 11. The first one-way valve 1112 is configured to allow exhaust gas to flow only from the first outlet sub-branch 112 to the main exhaust pipe 11. Based on this, the flow direction of the exhaust gas can only be the main exhaust pipe – first intake sub-branch – first outlet sub-branch – main exhaust pipe. Thus, the flow direction of the exhaust gas can be controlled simply by controlling the opening and closing of the solenoid valve on the intake branch, preventing the exhaust gas in the main exhaust pipe from flowing back into the gas circuit through the first outlet sub-branch when it is not necessary to use the exhaust gas to heat the coolant.

[0075] In some embodiments, such as Figure 4 As shown, the heating unit may further include an intake main branch 115, which is connected to the exhaust main branch and used to receive exhaust gas from the exhaust main branch. The outlet end of the intake main branch 115 (i.e., the end away from the exhaust main branch) can be connected to the first intake sub-branch 111 and the second intake sub-branch 113. Based on this, it is possible to use exhaust gas to heat the coolant and the first heating device separately, while reducing the pipeline layout and improving pipeline utilization. Furthermore, based on this, only one solenoid valve needs to be installed in the intake main branch and the exhaust main branch to control the exhaust gas flow direction, reducing the need for solenoid valves.

[0076] In some embodiments, the phase change material may include NaCl and / or MgCl2. That is, the phase change material may include only NaCl or MgCl2, or it may include both NaCl and MgCl2.

[0077] Preferably, the phase change material comprises NaCl and MgCl2, with each comprising 50%. Based on the above composition, ratio, and the physical properties of the materials themselves, the phase change timing and the heat released by the phase change material can be adapted to the heating of the battery pack. Figure 5 As shown, phase change materials NaCl and MgCl2 release energy (i.e., exothermic) when changing from liquid to solid, and absorb energy (i.e., endothermic) when changing from solid to liquid.

[0078] Phase change materials can also include MgF2, KF, NaNO3, Li2SO4, KOH, LiOH, Na2CO3, etc.

[0079] In some embodiments, such as Figure 3 As shown, the heating unit 1 may further include a second heating device 13, which is disposed adjacent to the fourth part of the coolant circuit 21, that is, at least a portion of the piping of the second heating device 13 in the coolant circuit 21 is adjacent to it. Based on this, the battery pack can be kept at the ideal temperature by heating it with the second heater when the waste heat from the exhaust gas or when the first heating device cannot maintain the battery pack at the ideal operating temperature. In other words, the second heater is only activated when necessary.

[0080] It should be noted that the first, second, third, and fourth parts of the coolant circuit may not overlap, may partially overlap, or may completely overlap with each other.

[0081] In some embodiments, the second heating device 13 may be a PTC heater. Thus, by combining the three heating methods of exhaust gas, the first heating device, and the second heating device, the battery pack can be maintained at an ideal operating temperature, while effectively reducing the power consumption of the battery pack by the PTC heater, thereby improving the vehicle's range.

[0082] In some embodiments, the second, third, and fourth portions of the coolant circuit 21 may each include a meandering conduit through which coolant flows. Thus, instead of a single point on the coolant circuit, the meandering conduit is heated, thereby increasing the heat-receiving area of ​​the exhaust main line 11 (adjacent to the second portion), the first heating device 12 (adjacent to the third portion), and the second heating device 13 (adjacent to the fourth portion), thereby improving the heating effect of the coolant.

[0083] In some embodiments, such as Figure 6 As shown, the cooling unit 2 may also include a heat dissipation device 22, a cooler 23, and an electric water pump 24 connected to the coolant circuit 21.

[0084] The heat dissipation device 22 can be located inside the battery pack 3, and coolant flows through the heat dissipation device 22 to better cool the battery pack. In some embodiments, the heat dissipation device may include a tortuous and spiral pipe through which coolant flows, thereby increasing the length of the coolant flow path within a limited space and thus improving the cooling effect.

[0085] Cooler 23 is used to cool the coolant, thereby ensuring the cooling effect of the coolant when the battery pack needs to be cooled.

[0086] The electric water pump 24 is used to regulate the flow rate and velocity of the coolant, thereby improving the cooling effect by controlling the flow rate and velocity of the coolant.

[0087] The working principle of the heating unit of the battery pack temperature regulation system provided in this application embodiment is described below. The description will take an example where the heating unit includes an exhaust main pipeline, a first heating device, and a second heating device.

[0088] When the vehicle is running, the engine produces exhaust gases, which can be recovered and reused to heat the battery pack's coolant. However, if the exhaust gas temperature is too low to maintain the battery pack at the ideal temperature during initial starting, or if the ambient temperature is extremely low and exhaust heat alone is insufficient, a secondary heating device, such as a PTC heater, can be activated while simultaneously heating the coolant with exhaust gas. It's important to note that when the vehicle is running, exhaust gas heating of the battery pack is prioritized. The secondary heating device is only activated when exhaust gas heating is insufficient to maintain the ideal temperature. This ensures the battery pack remains at the ideal temperature while minimizing the energy consumption of the secondary heating device.

[0089] When the vehicle is not running, the engine is off and no exhaust gases are produced, so there is no exhaust gas flow in the main exhaust pipe and its branches. In this situation, if the temperature of the first heating device is greater than or equal to the phase change temperature of the phase change material, the phase change material will spontaneously undergo a phase change, releasing heat to heat the coolant. When the energy released by the first heating device is exhausted (i.e., the phase change process is complete), or when the ambient temperature is extremely low and the energy released by the first heating device alone is insufficient to maintain the battery pack at the ideal temperature, a second heating device, such as a PTC heater, can be activated while the first heating device is heating the coolant. This ensures that the battery pack is always at the ideal temperature and also reduces the energy consumption of the battery pack by the second heating device.

[0090] In summary, by combining the three heating methods—exhaust gas, the first heating device, and the second heating device—the battery pack can be maintained at an ideal operating temperature, while the power consumption of the battery pack by the second heating device can be effectively reduced, thereby improving the vehicle's range.

[0091] This application also provides a vehicle that includes the battery pack temperature regulation system described in the above embodiments. This battery pack temperature regulation system can use exhaust gases from the engine to heat the battery pack, reducing the electricity consumed due to heating the battery pack and thus improving the vehicle's range.

[0092] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the application disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only.

[0093] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A battery pack temperature regulation system, comprising: The temperature regulation system comprises a heating unit (1), a cooling unit (2) and a battery pack (3); The cooling unit (2) comprises a cooling liquid circuit (21) in which a cooling liquid flows, a first part of the cooling liquid circuit (21) passing through the battery pack (3); The heating unit (1) comprises an exhaust main pipeline (11), a first heating device (12), an intake main branch (115), a first intake sub-branch (111) and a first exhaust sub-branch (112) which communicate with the exhaust main pipeline (11), and a second intake sub-branch (113) and a second exhaust sub-branch (114) which communicate with the exhaust main pipeline (11), the exhaust main pipeline (11) being adapted to be connected with an engine (4) of a vehicle, the first heating device (12) being filled with a phase change material, a first part of the first heating device (12) being arranged adjacent to a third part of the cooling liquid circuit (21); The exhaust main pipeline (11) is used for discharging exhaust gas of the engine (4), and the exhaust main pipeline (11) is arranged adjacent to a second part of the cooling liquid circuit (21); The first intake sub-branch (111) and the first exhaust sub-branch (112) form a gas circuit, the first exhaust sub-branch (112) being used for discharging exhaust gas back to the exhaust main pipeline (11), the circuit formed by the first intake sub-branch (111) and the first exhaust sub-branch (112) being arranged adjacent to a second part of the first heating device (12), a first electromagnetic valve (1111) being arranged between the first intake sub-branch (111) and the exhaust main pipeline (11), the first electromagnetic valve (1111) being configured to be opened when the temperature of the battery pack (3) is lower than a first preset temperature; The second intake sub-branch (113) and the second exhaust sub-branch (114) communicate to form a gas circuit, the intake main branch (115) being used for receiving exhaust gas from the exhaust main pipeline (11), an exhaust end of the intake main branch (115) communicating with the first intake sub-branch (111) and the second intake sub-branch (113), the second exhaust sub-branch (114) being used for discharging exhaust gas back to the exhaust main pipeline (11), a second electromagnetic valve (1113) being arranged between the second intake sub-branch (113) and the exhaust main pipeline (11).

2. The temperature regulation system according to claim 1, wherein A first one-way valve (1112) is arranged between the first exhaust sub-branch (112) and the exhaust main pipeline (11), the first one-way valve (1112) being configured to allow exhaust gas to flow only from the first exhaust sub-branch (112) to the exhaust main pipeline (11).

3. The temperature regulation system according to claim 1, wherein The phase change material comprises NaCl or / and MgCl2.

4. The temperature regulation system of claim 1, wherein, The heating unit (1) further comprises a second heating device (13) disposed adjacent to a fourth portion of the cooling liquid circuit (21).

5. The temperature regulation system of claim 4, wherein, The second heating device (13) is a PTC heater.

6. The temperature regulation system of claim 1 or 4, wherein, The second portion, the third portion and the fourth portion of the cooling liquid circuit (21) each comprise a curved coiled pipeline through which cooling liquid flows.

7. The temperature regulation system according to claim 1, wherein, The cooling unit (2) further comprises a heat dissipation device (22), a cooler (23) and an electric water pump (24) connected to the cooling liquid circuit (21); wherein, The heat dissipation device (22) is located inside the battery pack (3), and cooling liquid flows in the heat dissipation device (22); The cooler (23) is configured to cool the cooling liquid; The electric water pump (24) is configured to adjust the flow rate and flow volume of the cooling liquid.

8. A vehicle characterized by comprising: The vehicle comprises the battery pack temperature regulation system according to any one of claims 1-7.

Images