Battery heat management and personnel heating system applied to pure electric vehicle

Abstract

The utility model belongs to the technical field of electric vehicles, and relates to a battery heat management and personnel heating system applied to a pure electric vehicle, which comprises a braking heat recovery subsystem, a heat preservation box subsystem, a coupling phase change heat storage module subsystem and a heating subsystem, the braking heat recovery subsystem is used for recovering driving braking heat by filling heat transfer working medium coupling heat pipes in composite reinforcing ribs of a hollow brake disc through capillary pressure, and the heat preservation box system is used for wrapping batteries in a multi-layer and partitioned heat insulation mode so that the batteries can be in a good working temperature environment. The coupling phase change heat storage module subsystem is used for conducting heat management on the working environment of a battery through a phase change heat exchange layer, and the heating subsystem is used for providing a comfortable driving and riding temperature environment for people in a vehicle. On the premise that heat preservation in winter and heat dissipation in summer of the power battery are both considered, the pain point of uncomfortableness of an air conditioner of a vehicle body is solved, the cooling and heating load of the vehicle body is reduced, and a new solution is provided for breakthrough of energy conservation, high efficiency and environmental protection of the electric vehicle.

Description

Technical Field

[0001] The utility model belongs to the technical field of electric vehicles and relates to a battery thermal management and personnel heating system applied to pure electric vehicles. Background Art

[0002] Today, with the crisis of traditional energy and increasingly serious environmental pollution, the use of new energy to power electric vehicles is attracting more and more attention. Electric vehicles powered by new energy are receiving more and more attention. As one of the core components of new energy vehicles, the temperature control of power batteries is an important guarantee for the safe and efficient operation of electric vehicles. If the temperature of the power battery is too high, it will cause leakage of the power battery pack. If the temperature of the power battery is too low, it will seriously affect the performance of the vehicle, making it impossible to start the vehicle, difficult to charge, and greatly reducing the cruising range, seriously affecting the performance of the vehicle. Especially in winter, power batteries in low temperature environments will cause a significant decline in vehicle performance, becoming the main constraint on the development of electric vehicles in cold climates.

[0003] The existing thermal management system for electric vehicle power batteries uses passive insulation or active heating to control the battery temperature in winter. Passive insulation technology refers to the direct installation of an insulating shell. The problem is that if the battery temperature is too high in summer, the insulating shell measures will affect the heat dissipation and increase the battery temperature, increasing the risk of thermal runaway of the power battery in a high temperature environment. The existing active heating technology has problems such as long start-up time, high energy consumption, low battery power utilization, and difficult temperature control. Therefore, the existing thermal management system for electric vehicle power batteries cannot achieve good battery temperature control throughout the year and keep the battery in an environment with the "optimal operating temperature".

[0004] In addition, the existing air outlet mode of the vehicle air conditioning system brings obvious discomfort to the personnel, and on rainy days, the windows and rearview mirrors are covered with rain and fog up, which will obstruct the driver's vision. According to statistics, the inability of drivers to effectively observe the traffic conditions behind the vehicle on rainy days is one of the main causes of traffic accidents on rainy days. At present, the cleaning of the front windshield mainly relies on the wiper device. However, the cleaning of the windows and rearview mirrors mostly relies on manual wiping, which brings many inconveniences and easily distracts the driver's attention.

[0005] Therefore, there is an urgent need for a battery thermal management and personnel heating system that can solve the above problems, take into account both the winter insulation and summer heat dissipation of power batteries, and has low operating energy consumption. Utility Model Content

[0006] The technical solution adopted by the utility model to solve the technical problem is: a battery thermal management and personnel heating system applied to pure electric vehicles, including: a brake heat recovery subsystem, a heat preservation box system, a coupled phase change heat storage module subsystem, and a heating subsystem; the brake heat recovery subsystem is used to utilize capillary pressure to couple heat pipes filled with heat transfer medium inside the hollow brake disc composite reinforcement ribs to recover the driving brake heat, the heat preservation box system is used to wrap the battery with multi-layer and partitioned insulation to keep the battery in a good working temperature environment, the coupled phase change heat storage module subsystem is used to perform thermal management on the battery working environment through the phase change heat transfer layer, and the heating subsystem is used to provide a comfortable driving temperature environment for the personnel on the vehicle; the heat preservation box system can also be used to load goods that need to be kept warm when the battery is not configured;

[0007] The brake heat recovery subsystem includes: a brake disc, a liquid working medium, a brake heat recovery capillary, a gaseous working medium, a liquid wick and a liquid reflux channel. The brake disc is provided with a liquid working medium. The brake heat recovery capillary is a concentric annular sleeve. The outer channel of the brake heat recovery capillary is a liquid reflux channel. The inner channel of the brake heat recovery capillary is filled with a gaseous working medium. The inner channel wall of the brake heat recovery capillary is provided with a liquid wick. The brake disc is connected to the coupled phase change heat storage module subsystem and / or the insulation box system through the brake heat recovery capillary. The brake disc can be circular or fan-shaped, and the liquid working fluid is distributed in the inner layer or inside of the disc surface in a fan-shaped interval, so that the heat energy generated by the friction of the brake disc during braking is converted into the internal energy or phase change energy storage of the liquid working fluid, and then transferred to the phase change heat storage module subsystem and the insulation box system through the gaseous working fluid in the brake heat recovery capillary. After the transfer is completed, the cooled gaseous working fluid flows back from the liquid reflux channel. In the process of reciprocating circulation, the brake heat is recovered and used to heat the battery working environment and the driving environment of the personnel;

[0008] The insulation box system is provided with a plurality of stackable, mutually electrically connected, rectangular sub-boxes, the outer layer of which is made of thermal insulation material, and sub-box capillaries are embedded in the wall of the sub-boxes, and the sub-box capillaries between the sub-boxes are detachably connected to each other, and the sub-box capillaries are connected to the brake heat recovery capillary after connecting valves in series; the stackable, mutually electrically connected sub-boxes can be arranged in the corresponding space according to the different needs of carrying people or goods, and batteries are placed in each sub-box respectively. The sub-box capillaries of each sub-box are interconnected to form a capillary water branch pipe connected to the capillary water main pipe, and finally connected to the brake heat recovery subsystem, which can recycle the brake heat through the capillary conduction cycle to heat the battery working environment; the sub-box capillaries between the sub-boxes are detachably connected, which is convenient for connecting the entire capillary according to different stacking methods and different use environments, so as to maintain the entire insulation box system in the best battery working environment;

[0009] The coupled phase change heat storage module subsystem is provided with a graphite phase change sheet and a DC heating silicone sheet, which are staggered and inlaid in the inner box wall of the sub-box, and the sub-box is provided with a micro battery. The graphite phase change sheet is made of a graphene three-dimensional network structure composite phase change material, and the graphite phase change sheet and the DC heating silicone sheet are electrically connected to the micro battery respectively, and the micro battery is electrically connected to the vehicle main battery; the graphite phase change sheet can adopt a graphene three-dimensional network structure composite phase change material layer, which can convert the excess heat of the capillary water pipe in the sub-box into phase change energy and store it in the graphite phase change sheet, and supplement the insufficient heat of the sub-box when the braking heat is insufficient, so as to maintain the optimal working temperature of the battery of the sub-box; the DC heating silicone sheet is used to heat the DC heating silicone sheet through an external power supply when the braking heat and the phase change energy stored in the graphite phase change sheet are insufficient, and then heat the sub-box to maintain the optimal working temperature of the battery of the sub-box, and the power supply of the DC heating silicone sheet preferentially takes the electric energy of the micro battery;

[0010] The heating subsystem includes: double-layer glass of the body, seat fluid channels, and seat air vents; the double-layer glass of the body is used to reduce the temperature exchange between the inside and outside of the body, and a thermal insulation coating is provided on the outside of the double-layer glass of the body. The seat fluid channels and seat air vents are used to prioritize the recovered braking heat of the brake heat recovery subsystem to insulate and heat the driving environment.

[0011] Preferably, the on-board main battery is also electrically connected to a first photovoltaic panel, which is arranged on the top and upper side of the vehicle body. When the first photovoltaic panel is located on the roof, the bottom surface of the first photovoltaic panel is connected to the top of the tram body through a supporting body frame.

[0012] Preferably, the sub-box is an upper open box, the sub-box is provided with an upper cover, the top surface of the upper cover is provided with a second photovoltaic panel, the second photovoltaic panel is electrically connected to the micro battery, and when the sub-boxes are stacked or used, the upper cover and the second photovoltaic panel are only provided on the topmost sub-box.

[0013] More preferably, the sub-box is provided with a voltage stabilizing circuit and a second temperature sensor, the voltage stabilizing circuit is electrically connected to the second photovoltaic panel, the micro battery, the vehicle main battery, and the second temperature sensor, and the second temperature sensor is used to monitor the real-time temperature of the sub-box.

[0014] Preferably, the brake heat recovery subsystem further includes: a first temperature sensor and a control valve, wherein the first temperature sensor is used to monitor the real-time temperature of the brake disc, and the control valve is used to control the flow on / off and flow size of the brake heat recovery capillary.

[0015] More preferably, the brake disc is provided with reinforcing ribs, and the reinforcing ribs and the liquid working medium are arranged alternately at intervals.

[0016] Preferably, the outer layer of the vehicle-mounted main battery is wrapped with a main battery capillary, and the main battery capillary is connected to the brake heat recovery capillary and the sub-box capillary after being connected to a valve in series.

[0017] Preferably, the heating subsystem comprises: a body capillary, which is arranged on the inner wall of the body, and is connected to a brake heat recovery capillary after being connected in series with a valve. The heating subsystem controls the seat air vents through a control processing module.

[0018] The beneficial effects of the utility model are:

[0019] The utility model realizes the driving brake heat recovery of pure electric vehicles by coupling heat pipes with heat transfer medium filled inside the composite reinforcement ribs of hollow brake discs and utilizing capillary pressure. In addition, in winter, the system couples the phase change heat storage module and the battery phase change heat transfer layer to perform thermal management on the battery. In summer, the phase change heat storage module is removed, and the battery is thermally managed by the vehicle air conditioning system and the battery phase change heat transfer layer. The vehicle body photovoltaic power generation structure provides a new energy system solution for electric vehicles, which is of great significance for energy conservation and consumption reduction and environmental protection. In addition, the designed and provided thermal insulation box has a variety of thermal insulation methods, breaking through the limitations of the place and time of use and promoting the development of electric vehicle hot chain freight and electric vehicle passenger transportation. The design of the radiant cooling / heating terminal, double-layer glass air cavity and vehicle seat ventilation solves the pain point of the discomfort of the vehicle body air conditioning and reduces the cold / heat load of the vehicle body, proposing a new solution for the energy saving, high efficiency and environmental protection of electric vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic diagram of the construction of a battery thermal management and personnel heating system for electric vehicles;

[0021] Figure 2 It is a schematic diagram of the structure and stacking of the incubator;

[0022] Figure 3 is a schematic diagram of the brake heat recovery structure;

[0023] Figure 4 It is a top view of the reinforcement ribs inside the brake disc;

[0024] Figure 5 It is a schematic diagram of the phase change module and battery structure.

[0025] Among them, 1. Braking heat recovery subsystem; 2. Insulation box system; 3. Coupled phase change heat storage module subsystem; 4. Heating subsystem; 5. On-board main battery; 6. First photovoltaic panel; 7. Body capillary; 11. Brake disc; 12. Liquid working fluid; 13. Braking heat recovery capillary; 14. Gaseous working fluid; 15. Liquid wick; 16. Liquid reflux channel; 17. First temperature sensor; 18. Control valve; 19. Reinforcement rib; 21. Sub-box; 22. Sub-box capillary; 23. Upper cover; 24. Second photovoltaic panel; 25. Voltage stabilizing circuit; 26. Second temperature sensor; 31. Graphite phase change sheet; 32. DC heating silicone sheet; 33. Micro battery; 41. Body double-layer glass; 42. Seat fluid channel; 43. Seat air vent; 44. Control processing module; 51. Main battery capillary; 61. Support body. DETAILED DESCRIPTION

[0026] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the relevant technologies in the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0027] refer to Figures 1 to 5 The utility model discloses a battery thermal management and personnel heating system for pure electric vehicles, comprising: a brake heat recovery subsystem 1, a heat preservation box system 2, a coupled phase change heat storage module subsystem 3, and a heating subsystem 4; the brake heat recovery subsystem 1 is used to utilize capillary pressure to couple heat pipes with heat transfer medium filled inside the hollow brake disc composite reinforcement ribs to recover the driving brake heat; the heat preservation box system 2 is used to wrap the battery with multi-layer and partitioned insulation to keep the battery in a good working temperature environment; the coupled phase change heat storage module subsystem 3 is used to perform thermal management on the battery working environment through the phase change heat transfer layer; the heating subsystem 4 is used to provide a comfortable driving temperature environment for the personnel on the vehicle; the heat preservation box system 2 can also be used to load goods that need to be kept warm when the battery is not configured;

[0028] The brake heat recovery subsystem 1 includes: a brake disc 11, a liquid working medium 12, a brake heat recovery capillary 13, a gaseous working medium 14, a liquid wick 15 and a liquid reflux channel 16. The brake disc 11 is provided with a liquid working medium 12, the brake heat recovery capillary 13 is a concentric annular sleeve, the outer channel of the brake heat recovery capillary 13 is a liquid reflux channel 16, the inner channel of the brake heat recovery capillary 13 is filled with a gaseous working medium 14, and the inner channel wall of the brake heat recovery capillary 13 is provided with a liquid wick 15. The brake disc 11 is connected to the coupled phase change heat storage module subsystem 3 and or Insulation box system 2; the brake disc 11 can be circular or fan-shaped, and the liquid working medium 12 is distributed in the inner layer or inside of the disc surface of the brake disc 11 in a fan-shaped interval, so that the heat energy generated by the friction of the brake disc 11 during braking is converted into the internal energy or phase change energy storage of the liquid working medium 12, and then transferred to the phase change heat storage module subsystem 3 and the insulation box system 2 through the gaseous working medium 14 in the brake heat recovery capillary 13. After the transfer is completed, the cooled gaseous working medium 14 flows back from the liquid reflux channel 16. In the process of reciprocating circulation, the brake heat is recovered and used to heat the battery working environment and the driving environment of the personnel;

[0029] The insulation box system 2 is provided with a plurality of stackable, mutually electrically connected, rectangular sub-boxes 21, the outer layer of the sub-box 21 is made of thermal insulation material, and a sub-box capillary 22 is also embedded in the wall of the sub-box 21. The sub-box capillary 22 between each sub-box 21 is detachably connected to each other, and the sub-box capillary 22 is connected to the brake heat recovery capillary 13 after connecting valves in series; the stackable, mutually electrically connected sub-boxes 21 can be arranged in accordance with the corresponding space according to the different needs of carrying people or goods, and batteries are placed in each sub-box 21 respectively. The sub-box capillaries 22 of each sub-box 21 are interconnected to form a capillary water branch pipe connected to the capillary water main pipe, and finally connected to the brake heat recovery subsystem 1, which can recycle the brake heat through the capillary conduction cycle to heat the battery working environment; the sub-box capillary 22 between each sub-box 21 is detachably connected, which is convenient for connecting the entire capillary according to different stacking methods and different use environments, so as to maintain the entire insulation box system 2 in the best battery working environment;

[0030] The coupled phase change heat storage module subsystem 3 is provided with a graphite phase change sheet 31 and a DC heating silicone sheet 32, which are staggered and inlaid on the inner wall of the sub-box 21, and the sub-box 21 is provided with a micro battery 33. The graphite phase change sheet 31 is made of a graphene three-dimensional network structure composite phase change material, and the graphite phase change sheet 31 and the DC heating silicone sheet 32 ​​are electrically connected to the micro battery 33 respectively, and the micro battery 33 is electrically connected to the vehicle main battery 5; the graphite phase change sheet 31 can adopt a graphene three-dimensional network structure composite phase change The material layer can convert the excess heat of the capillary water tube in the sub-box 21 into phase change energy and store it in the graphite phase change sheet 31, so as to supplement the insufficient heat of the sub-box 21 when the braking heat is insufficient, and maintain the optimal working temperature of the battery in the sub-box 21; the DC heating silicone sheet 32 ​​is used to heat the DC heating silicone sheet 32 ​​through an external power supply when the braking heat and the phase change energy stored in the graphite phase change sheet 31 are insufficient, and then heat the sub-box 21 to maintain the optimal working temperature of the battery in the sub-box 21. The power source of the DC heating silicone sheet 32 ​​preferentially uses the electric energy of the micro battery 33;

[0031] The heating subsystem 4 includes: a vehicle body double-layer glass 41, a seat fluid channel 42, and a seat air outlet 43; the vehicle body double-layer glass 41 is used to reduce the temperature exchange between the inside and outside of the vehicle body, and a heat insulation coating is provided on the outside of the vehicle body double-layer glass 41; the seat fluid channel 42 and the seat air outlet 43 are used to preferentially heat the driving environment with the recovered brake heat of the brake heat recovery subsystem 1;

[0032] A coating is added to the outside of the car window, which is composed of 20-30wt% nano heat-insulating particles (which can absorb infrared rays), 0.5-1wt% thermochromic particles (phase change temperature is 40-50°C), PMA solvent (the main material of the coating) and a leveling agent (to improve the leveling properties of the coating, that is, to make the surface tension uniform).

[0033] Furthermore, the on-board main battery 5 is also electrically connected to a first photovoltaic panel 6, which is arranged on the top and upper side of the vehicle body. When the first photovoltaic panel 6 is located on the roof, the bottom surface of the first photovoltaic panel 6 is connected to the top of the tram body through the support body 61 frame; the first photovoltaic panel 6 can convert solar energy into electrical energy in real time under sunlight and store it in the on-board main battery 5 or the micro battery 33 for vehicle driving and insulation and heating of the battery and the driving environment. The support body 61 adopts a frame structure to keep the first photovoltaic panel 6 at a distance from the roof, and the first photovoltaic panel 6 and the roof are kept at an adjustable distance through a rotating device, so that convection heat exchange is formed during driving, which alleviates the problem of excessive temperature of the first photovoltaic panel 6 and decreased photoelectric conversion efficiency in summer. At the same time, the channel wind formed by the first photovoltaic panel 6 and the roof panel is conducive to reducing the cold load of the roof, which is more environmentally friendly and energy-saving; in winter, the rotating device can be adjusted to make the first photovoltaic panel 6 fit the roof of the vehicle body to improve the power generation efficiency and the thermal insulation performance of the roof.

[0034] Furthermore, the sub-box 21 is an upper open box, the sub-box 21 is provided with an upper cover 23, the top surface of the upper cover 23 is provided with a second photovoltaic panel 24, the second photovoltaic panel 24 is electrically connected to the micro battery 33, and when the sub-boxes 21 are stacked or used, the upper cover 23 and the second photovoltaic panel 24 are only set on the sub-box 21 of the uppermost layer; the upper cover 23 is used to buckle the cover on the sub-box 21 of the uppermost layer when the sub-boxes 21 are stacked, which can not only ensure the internal insulation of the sub-box 21 of the uppermost layer, but also use the upper sunlight to generate electricity in the supplementary battery 33 in areas with abundant outdoor sunlight, while the sub-box 21 of the lower layer does not need to be provided with an upper cover, and the insulation effect can be achieved by buckling the bottom of the sub-box 21 of the upper layer on the sub-box 21 of the lower layer.

[0035] Furthermore, the sub-box 21 is provided with a voltage stabilizing circuit 25 and a second temperature sensor 26. The voltage stabilizing circuit 25 is electrically connected to the second photovoltaic panel 24, the micro battery 33, the vehicle main battery 5 and the second temperature sensor 26. The second temperature sensor 26 is used to monitor the real-time temperature of the sub-box 21. The cooperation between the voltage stabilizing circuit 25 and the temperature sensor, the photovoltaic panel and the battery facilitates mutual charging and supplementation between the micro battery 33 and the vehicle main battery 5 of the sub-box 21, thereby preventing uneven power storage of the batteries on both sides.

[0036] Furthermore, the brake heat recovery subsystem 1 also includes: a first temperature sensor 17 and a control valve 18. The first temperature sensor 17 is used to monitor the real-time temperature of the brake disc 11, and the control valve 18 is used to control the flow on and off and the flow size of the brake heat recovery capillary 13; the control valve 18 and the first temperature sensor 17 cooperate to transfer the heat of the brake heat recovery subsystem 1 to the coupled phase change heat storage module subsystem 3 according to demand and environmental conditions, so as to facilitate real-time control of the speed and on and off of heat conduction.

[0037] Furthermore, the brake disc 11 is provided with reinforcing ribs 19, and the reinforcing ribs 19 and the liquid working medium 12 are arranged alternately at intervals; the reinforcing ribs 19 and the liquid working medium 12 are arranged alternately at intervals in a fan shape, which ensures the braking strength requirements of the brake disc 11 and ensures that the heat generated by braking can be evenly transferred to the liquid working medium 12, thereby increasing the efficiency of brake heat recovery.

[0038] Furthermore, the outer layer of the vehicle-mounted main battery 5 is wrapped with a main battery capillary 51, and the main battery capillary 51 is connected to the brake heat recovery capillary 13 and the sub-box capillary 22 after a valve is connected in series; the capillary is directly wrapped outside the vehicle-mounted main battery 5 to prevent the sub-box 21 and the external insulation layer from being insufficient to maintain the optimal operating temperature of the battery when the external temperature is too low.

[0039] Furthermore, the heating subsystem 4 includes: a body capillary 7, which is arranged on the inner wall of the body, and is connected to the brake heat recovery capillary 13 after a valve is connected in series. The heating subsystem 4 controls the seat air outlet 43 through the control processing module 44; the body capillary 7 is used to circulate the heat fluid of the brake heat recovery capillary 13 to the driving environment, and the brake heat recovery heat is used preferentially to maintain the driving environment temperature. When the heat is insufficient, other methods are used to supplement the heat.

[0040] Example

[0041] The battery thermal management and personnel heating system of this embodiment includes a tram driving space with seats for the driver and a few passengers; or a free space, which can be set as a passenger area or a cargo storage area. The insulation layer of the tram body is an expanded polystyrene board to reduce the thermal load of the tram as much as possible. The battery thermal management and personnel heating system of this embodiment also includes a brake heat recovery subsystem 1, an insulation box system 2, a coupled phase change thermal storage module subsystem 3, and a heating subsystem 4.

[0042] The heat preservation box, i.e., multiple stacked sub-boxes 21: when the tram is a truck, the heat preservation box can be loaded in the free space of the tram. A second photovoltaic panel 24 is provided on the upper cover 23 of the heat preservation box, and a first photovoltaic panel 6 is provided on the top of the vehicle. When the vehicle is placed in the open air, solar energy can be used to maintain the appropriate temperature of the heat preservation box and charge the micro battery 33 and the on-board main battery 5. The sub-box 21 is provided with a voltage stabilizing circuit 25, a micro battery 33, and a first temperature sensor 17. The inner side of the sub-box 21 is surrounded by a plurality of gap graphite phase change sheets 31, a plurality of gap DC heating silicone sheets 32, a sub-box capillary 22, a capillary water branch pipe inlet, a capillary water branch pipe outlet, a capillary water main pipe inlet, a capillary water main pipe outlet, a power receiving conversion board, a heat preservation layer, and an air layer - to increase thermal resistance. Heat loss in the sub-box 21 is prevented by braking heat recovery, phase change energy storage, heat insulation, solar energy storage, and charging heat release. The battery working environment is insulated and heated to provide the best battery working environment.

[0043] The electric vehicle battery pack, i.e., the vehicle main battery 5, in addition to charging by the charging pile, the electric energy generated by the first photovoltaic panel 6 and the second photovoltaic panel 24 is stored in the vehicle main battery 5 and the micro battery 33. Each insulation layer and the graphene three-dimensional network structure composite phase change material layer can efficiently conduct heat and conduct heat. The capillaries connected into a network perform battery thermal management through various control valves and temperature sensors in winter to maintain the battery in the optimal operating temperature environment.

[0044] The graphite phase change sheet 31 is made of a honeycomb graphene three-dimensional network architecture phase change module. When charging the electric vehicle, the phase change heat storage module is first filled, so that the on-board main battery 5 can maintain high-efficiency operation before and during driving. The DC heating silicone sheets 32 arranged at intervals are used as a charging supplement structure for the graphite phase change sheet 31. When the energy consumption stored in the graphite phase change sheet 31 reaches less than 1 / 3 of the total, the electric energy in the micro battery 33 is preferentially used to supply energy and heat for the DC heating silicone sheet 32 ​​to maintain the ambient temperature required for battery thermal balance. When the micro battery 33 is insufficient, the on-board main battery 5 is used to supply energy and generate heat. The heat recovered by the brake heat recovery subsystem 1 will be stored in the graphite phase change sheet 31 to maintain the ambient temperature required for battery thermal balance.

[0045] Solar energy utilization structure. This embodiment makes full use of solar energy to generate electricity for the electric vehicle, store and utilize it. The first photovoltaic panel 6 is distributed on the top and side of the vehicle, making full use of the vehicle body area for energy storage. When the first photovoltaic panel 6 is installed, it is ensured that there is a gap with the roof of the vehicle body, and the wind during driving is used to form convection heat exchange to reduce the problem of excessive temperature and reduced efficiency of the first photovoltaic panel 6 in summer. In addition, the channel wind formed by the first photovoltaic panel 6 and the roof panel is conducive to reducing the cold load of the roof, which is more environmentally friendly and energy-saving; and in winter, the first photovoltaic panel 6 can be adjusted and fixed to fit the roof of the vehicle body to improve the power generation efficiency. The support body 61 adopts a frame structure to keep the first photovoltaic panel 6 at a distance from the roof, and the rotating device is used to make the first photovoltaic panel 6 and the roof adjustable. In winter, the rotating device of the support body 61 can be adjusted to make the first photovoltaic panel 6 fit the roof of the vehicle body to improve the power generation efficiency and the thermal insulation performance of the roof.

[0046] The brake heat recovery subsystem 1 includes: a brake disc 11, a liquid working medium 12, a brake heat recovery capillary 13, a gaseous working medium 14, a liquid wick 15 and a liquid reflux channel 16. The brake disc 11 is provided with a liquid working medium 12, the brake heat recovery capillary 13 is a concentric annular sleeve, the outer channel of the brake heat recovery capillary 13 is a liquid reflux channel 16, the inner channel of the brake heat recovery capillary 13 is filled with a gaseous working medium 14, and the inner channel wall of the brake heat recovery capillary 13 is provided with a liquid wick 15. The brake disc 11 is connected to the coupled phase change heat storage module subsystem 3 and or Insulation box system 2; the brake disc 11 can be circular or fan-shaped, and the liquid working medium 12 is distributed in the inner layer or inside of the disc surface of the brake disc 11 in a fan-shaped interval, so that the heat energy generated by the friction of the brake disc 11 during braking is converted into the internal energy or phase change energy storage of the liquid working medium 12, and then transferred to the phase change heat storage module subsystem 3 and the insulation box system 2 through the gaseous working medium 14 in the brake heat recovery capillary 13. After the transfer is completed, the cooled gaseous working medium 14 flows back from the liquid reflux channel 16. In the process of reciprocating circulation, the braking heat is recovered and utilized to heat the battery working environment and the driving environment of the personnel.

[0047] The upper cover 23 of the insulation box is embedded with photovoltaic panels on the outside and an insulation layer on the inside. The temperature sensor is located in the center of the upper cover 23 of the insulation box. The graphite phase change sheet 31 and the DC heating silicone sheet 32 ​​are evenly arranged at certain intervals around the edge of the sub-box 21. The capillary water pipe gas inlet and the capillary water pipe gas outlet are designed at the lower right corner of one side of the sub-box 21, and the power receiving conversion board is on the other side. The insulation board surrounds the edge, bottom and top (the lower side of the photovoltaic panel) of the insulation sub-box 21. The capillary water branch pipe inlet and the capillary water branch pipe outlet are located on one side of the box body. The power receiving conversion board is a side insulation layer located on the inner side of the outermost part of the sub-box 21. The air layer is the gap between the insulation layer and the edges of the graphite phase change sheet 31 and the DC heating silicone sheet 32. When a large number of stacking and transportation are required, the liquid is diverted into the branch through the capillary water main pipe inlet, multiple capillary water branch pipe inlets, and the capillary water main pipe outlet for parallel heat exchange.

[0048] The photovoltaic panel is structurally attached to the top of the upper cover 23, and the photovoltaic panel is connected to the voltage stabilizing circuit to the battery pack to store the electric energy for DC heating of the silicone sheet 32. In addition, each part of the photovoltaic panel is arranged according to the automatic cooling structure design, and the reverse wind will be used to properly cool it during the driving process to maintain high energy conversion efficiency.

[0049] The heat exchange liquid of the brake heat recovery subsystem 1 is connected to the inlet of the capillary water branch pipe, which utilizes the heat of the vehicle body movement and avoids the risk of failure of the brake disc due to high temperature. The control module processes the information of multiple temperature sensors and issues command instructions to the system to adjust the scheme, such as the switch, pressure, flow and flow direction of the control valve.

[0050] A coating is added to the outside of the car window. The coating is composed of 20-30wt% nano heat-insulating particles (which can absorb infrared rays), 0.5-1wt% thermochromic particles (phase change temperature is 40-50°C), PMA solvent (the main material of the coating) and a leveling agent (to improve the leveling property of the coating, i.e., to make the surface tension uniform). In summer, the nano heat-insulating particles in the coating absorb infrared rays from sunlight, improve the heat insulation of the car window, and increase the temperature of the coating. The thermochromic particles reach the phase change temperature, increase the reflectivity of the near-infrared rays of sunlight, reduce the thermal equilibrium temperature of the coating, and relatively reduce the secondary heat transfer (i.e., convection heat transfer to the air cavity of the double-layer window). In winter, the nano heat-insulating particles absorb heat, while the thermochromic particles do not work at low temperatures, so the equilibrium temperature of the coating increases, and the secondary heat transfer is conducive to increasing the utilization of solar heat and energy saving of electric vehicles.

[0051] In summer, the double-layer window air cavity is filled with cold air, which largely offsets the cooling load of the entire vehicle and ensures comfort (because the air volume and wind speed inside the vehicle will be reduced). In winter, hot air is passed inside to offset the external cooling load. Ultimately, the wind speed and air volume of the hot air of the air conditioner in the entire vehicle are reduced, which can also meet the weak thermal comfort of people's blowing feeling and reduce the adverse effects of the blowing feeling.

[0052] In addition, the interlayer between the double-layer glass allows cold air in summer and hot air in winter. In addition, phase-changing nanoparticles are embedded in both sheets of the double-layer glass in the rear seat window, so that corresponding energy can be stored when cold / hot air passes through, and the privacy requirements of the rear seat are met.

[0053] The hollow brake disc composite reinforcement ribs of this embodiment are filled with heat transfer medium coupled heat pipes to utilize capillary pressure to realize the driving brake heat recovery of pure electric vehicles. In winter, this embodiment system couples the phase change heat storage module and the battery phase change heat transfer layer to perform thermal management on the battery. In summer, the phase change heat storage module is removed, and the battery is thermally managed using the vehicle air conditioning system and the battery phase change heat transfer layer. The thermal insulation box of this embodiment has a variety of thermal insulation methods, breaking through the limitations of place and time of use and promoting the development of tram hot chain freight and tram passenger transport. The design of the radiant cooling / heating terminal, double-layer glass air cavity and vehicle seat ventilation in this embodiment solves the pain point of discomfort of vehicle air conditioning and reduces the cold / heat load of the vehicle.

[0054] In summary, the utility model can take into account the winter heat preservation and summer heat dissipation of the power battery, solve the pain point of the discomfort of the vehicle air conditioning and reduce the cold and hot load of the vehicle body, and propose a new solution for the energy saving, high efficiency and environmental protection of electric vehicles. Therefore, the utility model has a wide range of applicable prospects.

[0055] It should be emphasized that the above are only preferred embodiments of the present invention and do not constitute any form of limitation to the present invention. Any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention are still within the scope of the technical solution of the present invention.

Claims

1. A battery thermal management and personnel heating system for pure electric vehicles, characterized in that: include: A brake heat recovery subsystem (1), a heat preservation box system (2), a coupled phase change heat storage module subsystem (3), and a heating subsystem (4); the brake heat recovery subsystem (1) is used to utilize capillary pressure to couple heat pipes filled with heat transfer medium inside the composite reinforcement ribs of the hollow brake disc to recover the driving brake heat; the heat preservation box system (2) is used to wrap the battery in a multi-layer, partitioned heat insulation so that the battery is in a good working temperature environment; the coupled phase change heat storage module subsystem (3) is used to perform thermal management on the battery working environment through a phase change heat transfer layer; and the heating subsystem (4) is used to provide a comfortable driving temperature environment for the vehicle occupants; The brake heat recovery subsystem (1) comprises: a brake disc (11), a liquid working medium (12), a brake heat recovery capillary (13), a gaseous working medium (14), a liquid wick (15) and a liquid return channel (16); the brake disc (11) is provided with the liquid working medium (12); the brake heat recovery capillary (13) is a concentric annular sleeve; the outer channel of the brake heat recovery capillary (13) is the liquid return channel (16); the inner channel of the brake heat recovery capillary (13) is filled with the gaseous working medium (14); the inner channel wall of the brake heat recovery capillary (13) is provided with the liquid wick (15); the brake disc (11) is connected to the coupled phase change heat storage module subsystem (3) and / or the insulation box system (2) through the brake heat recovery capillary (13); The thermal insulation box system (2) is provided with a plurality of stackable, mutually electrically connected, rectangular parallelepiped sub-boxes (21); the outer layer of the sub-boxes (21) is made of thermal insulation material; sub-box capillaries (22) are also embedded in the wall of the sub-boxes (21); the sub-box capillaries (22) between the sub-boxes (21) are detachably connected to each other; the sub-box capillaries (22) are connected to the brake heat recovery capillary (13) after being connected in series with valves; The coupled phase-change heat storage module subsystem (3) is provided with a graphite phase-change sheet (31) and a direct current heating silicone sheet (32), the graphite phase-change sheet (31) and the direct current heating silicone sheet (32) are alternately inlaid on the inner box wall of the sub-box (21), the sub-box (21) is provided with a micro battery (33), the graphite phase-change sheet (31) is made of a graphene three-dimensional network structure composite phase-change material, the graphite phase-change sheet (31) and the direct current heating silicone sheet (32) are respectively electrically connected to the micro battery (33), and the micro battery (33) is electrically connected to the vehicle main battery (5); The heating subsystem (4) comprises: a vehicle body double-layer glass (41), a seat fluid channel (42), and a seat air outlet (43); a heat insulation coating is provided on the outer side of the vehicle body double-layer glass (41).

2. A battery thermal management and personnel heating system for pure electric vehicles according to claim 1, characterized in that: The on-board main battery (5) is also electrically connected to a first photovoltaic panel (6), which is arranged on the top and upper side of the vehicle body. When the first photovoltaic panel (6) is located on the roof, the bottom surface of the first photovoltaic panel (6) is connected to the top of the tram body through a support body (61) frame.

3. A battery thermal management and personnel heating system for pure electric vehicles according to claim 1, characterized in that: The sub-box (21) is an upper open box body, the sub-box (21) is provided with an upper cover (23), the top surface of the upper cover (23) is provided with a second photovoltaic panel (24), the second photovoltaic panel (24) is electrically connected to the micro battery (33), and when the sub-boxes (21) are stacked or used, the upper cover (23) and the second photovoltaic panel (24) are only provided on the uppermost sub-box (21).

4. A battery thermal management and personnel heating system for pure electric vehicles according to claim 3, characterized in that: The sub-box (21) is provided with a voltage stabilizing circuit (25) and a second temperature sensor (26); the voltage stabilizing circuit (25) is electrically connected to the second photovoltaic panel (24), the micro battery (33), the vehicle main battery (5), and the second temperature sensor (26); the second temperature sensor (26) is used to monitor the real-time temperature of the sub-box (21).

5. The battery thermal management and personnel heating system for pure electric vehicles according to claim 1, characterized in that: The brake heat recovery subsystem (1) further comprises: a first temperature sensor (17) and a control valve (18), wherein the first temperature sensor (17) is used to monitor the real-time temperature of the brake disc (11), and the control valve (18) is used to control the flow on and off and the flow size of the brake heat recovery capillary (13).

6. A battery thermal management and personnel heating system for pure electric vehicles according to claim 5, characterized in that: The brake disc (11) is provided with reinforcing ribs (19), and the reinforcing ribs (19) and the liquid working medium (12) are arranged in an alternating manner.

7. A battery thermal management and personnel heating system for pure electric vehicles according to claim 1, characterized in that: The vehicle-mounted main battery (5) is wrapped with a main battery capillary (51) on its outer layer, and the main battery capillary (51) is connected in series with a valve to be connected to the brake heat recovery capillary (13) and the sub-box capillary (22).

8. The battery thermal management and personnel heating system for pure electric vehicles according to claim 1, characterized in that: The heating subsystem (4) comprises: a vehicle body capillary (7), the vehicle body capillary (7) being arranged on the inner wall of the vehicle body, the vehicle body capillary (7) being connected to a brake heat recovery capillary (13) after being connected in series with a valve, and the heating subsystem (4) controlling the seat air outlet (43) through a control processing module (44).

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