Battery heating device of new energy locomotive
By introducing branch pipelines and heat exchangers into the battery thermal energy management system of new energy locomotives, the battery heating is heated using the working waste heat of the diesel engine, which solves the problem of excessive battery heating energy consumption in low-temperature environments, and achieves efficient battery heating and extending the locomotive running time.
Patent Information
- Application Number
- CN202421247506.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-06-03
- Publication Date
- 2025-03-28
- Estimated Expiration
- 2034-06-03
AI Technical Summary
When new energy locomotives use lithium iron phosphate batteries in low temperature environments, the energy consumed by battery heating is too large, resulting in a shorter run time of the locomotive and serious energy loss.
A battery heating device is designed, by introducing branch pipelines and heat exchangers into the battery thermal energy management system, the working waste heat of the diesel engine is transferred to the battery thermal energy management system, and the battery is heated using the waste heat.
Without consuming the battery's own energy, it provides the battery pack with an efficient working temperature environment, reducing battery heating energy consumption and extending the running time of the locomotive.
Smart Images
Figure CN222690768U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of new energy locomotives, and in particular to a battery heating device for new energy locomotives. Background Art
[0002] Lithium iron phosphate batteries have low-temperature performance defects. In the extremely cold regions of northern my country, the use of new energy locomotives is limited. Lithium iron phosphate batteries cannot be charged below 0°C, and their normal operating temperature is between 20°C and 50°C. Therefore, new energy locomotives are mostly equipped with a battery thermal management system to control the temperature of lithium iron phosphate batteries.
[0003] like Figure 1 As shown, the existing battery thermal management system heats the refrigerant through the PTC heating film 11 and the refrigeration / heat engine 12, and then the water pump 13 injects the refrigerant into the capillary porous plate 15 under the battery cell through the circulation pipeline 14. The refrigerant transfers the heat to the battery cell. After cooling, the refrigerant enters the PTC heating film and the refrigeration / heat engine again to complete a cycle. A first control valve group 16 is installed at the inlet of the capillary porous plate on the circulation pipeline, and a second control valve group 17 is installed at the outlet of the fine porous plate. The first control valve group and the second control valve group control the flow of the refrigerant. Although the battery thermal management system can make the battery work efficiently, the test shows that a new energy shunting locomotive with a capacity of 685.5kwh is used in the outdoor temperature of -25℃ to -30℃ in winter. The power loss for heating the battery pack is about 100kwh per day, which consumes a lot of energy and shortens the running time of the locomotive. Therefore, a heating device that can reduce the energy consumption of the battery itself and meet the efficient operation of the battery is needed. Utility Model Content
[0004] The utility model provides a battery heating device for a new energy locomotive, which reduces the energy consumption of the battery itself while ensuring that the battery works efficiently.
[0005] In order to achieve the above purpose, the technical solution of the utility model is:
[0006] A battery heating device for a new energy locomotive includes a battery thermal energy management system, which includes: a PTC heating film, a refrigeration / heat engine, a water pump, a circulation pipeline, a capillary porous plate, a first control valve group and a second control valve group; a valve A and a branch pipeline are additionally provided on the circulation pipeline; the valve A is located between the first control valve group and the water pump, or the valve A is located between the second control valve group and the PTC heating film; the branch pipeline includes an inlet end and an outlet end, the inlet end is located on the outlet side of the valve A, and the outlet end is located on the inlet side of the valve A; and a heat exchanger is also included, and the heat exchanger is used for heat exchange between a refrigerant in the branch pipeline and cooling water of a diesel engine radiator.
[0007] Furthermore, the valve A is located between the second control valve group and the PTC heating film, the inlet end is located between the valve A and the PTC heating film, and the outlet end is located between the valve A and the second control valve group.
[0008] Furthermore, the branch pipeline is arranged in a serpentine shape in the heat exchanger.
[0009] Furthermore, a valve B and a valve C are provided on the branch pipeline, wherein the valve B is located between the inlet end and the heat exchanger, and the valve C is located between the outlet end and the heat exchanger.
[0010] Furthermore, the diesel engine radiator passes cooling water into the heat exchanger through the water inlet pipe, and the heat exchanger returns the cooling water to the diesel engine radiator through the water return pipe.
[0011] Furthermore, the heat exchanger is arranged vertically, and the water inlet pipeline is located below the water return pipeline.
[0012] Furthermore, a valve D is provided on the water inlet pipeline, and a valve E is provided on the water return pipeline.
[0013] Beneficial effects:
[0014] The battery heating device of a new energy locomotive disclosed in the present application uses a refrigerant through a branch pipe to perform heat exchange with the high-temperature cooling water of a diesel engine radiator in a heat exchanger; and also sets a valve A and a branch pipe to realize that the refrigerant flows into the circulation pipe and then enters the capillary porous plate, and then flows back to the heat exchanger through the branch pipe for circulation. The waste heat of the diesel engine is transferred to the battery thermal energy management system, and the waste heat is used to heat the battery, which can provide a temperature environment for efficient operation for the battery pack without consuming the battery's own energy. BRIEF DESCRIPTION OF THE DRAWINGS
[0015] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.
[0016] Figure 1 It is a schematic diagram of the structure of the battery thermal energy management system;
[0017] Figure 2 This is a schematic structural diagram of a battery heating device for a new energy locomotive disclosed in the utility model;
[0018] Figure 3 This is a schematic diagram of a battery heating device for a new energy locomotive disclosed in the utility model that utilizes the residual heat of a diesel engine for heating;
[0019] Figure 4 This is a schematic diagram of a battery heating device for a new energy locomotive disclosed by the utility model, which utilizes battery electric energy for heating.
[0020] 11. PTC heating film; 12. Refrigeration / heat engine; 13. Water pump; 14. Circulation pipeline; 15. Capillary porous plate; 16. First control valve group; 17. Second control valve group; 21. Valve A; 22. Branch pipeline; 221. Valve B; 222. Valve C; 3. Heat exchanger; 4. Diesel engine radiator; 41. Water inlet pipeline; 411. Valve D; 42. Return pipeline; 421. Valve E. DETAILED DESCRIPTION
[0021] In order to make the purpose, technical solution and advantages of the embodiment of the utility model clearer, the technical solution in the embodiment of the utility model will be clearly and completely described below in conjunction with the drawings in the embodiment of the utility model. Obviously, the described embodiment is a part of the embodiment of the utility model, not all of the embodiments. Based on the embodiment 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.
[0022] A battery heating device for a new energy locomotive, combined with Figure 1 , Figure 2 , Figure 3 and Figure 4 As shown, Figure 3 The red line and red arrows indicate the path of the refrigerant when the waste heat from the diesel engine is used for heating. Figure 4 The blue line and blue arrow indicate the path of the refrigerant when the battery power is used for heating. The battery heating device includes a battery thermal energy management system, which includes: a PTC heating film 11, a refrigeration / heat engine 12, a water pump 13, a circulation pipeline 14, a capillary porous plate 15, a first control valve group 16 and a second control valve group 17; a valve A21 and a branch pipeline 22 are added to the circulation pipeline 14; the valve A21 is located between the first control valve group 16 and the water pump 13, or the valve A21 is located between the second control valve group 17 and the PTC heating film 11; the branch pipeline 22 includes an inlet end and an outlet end, the inlet end is located on the outlet side of the valve A21, and the outlet end is located on the inlet side of the valve A21; and also includes a heat exchanger 3, which is used for heat exchange between the refrigerant in the branch pipeline 22 and the cooling water of the diesel engine radiator 4.
[0023] The refrigerant in the branch pipe 22 exchanges heat with the high-temperature cooling water in the diesel engine radiator 4 in the heat exchanger 3 to achieve heating of the refrigerant. The refrigerant enters the circulation pipe 14 through the inlet end and flows into the capillary porous plate 15. The refrigerant transfers heat to the battery cell through the capillary porous plate 15. After the temperature of the refrigerant is reduced, it flows into the branch pipe 22 from the outlet end. The refrigerant enters the heat exchanger along the branch pipe 22 and continues to exchange heat with the high-temperature cooling water before the next cycle. This battery heating device transfers the working waste heat of the diesel engine to the battery thermal energy management system, and uses the waste heat to heat the battery. It can provide a temperature environment for efficient operation of the battery pack without consuming the battery's own energy.
[0024] Preferably, valve A21 is located between the second control valve group 17 and the PTC heating film 11, the inlet end is located between valve A21 and the PTC heating film 11, and the outlet end is located between valve A21 and the second control valve group 17. Since valve A21 needs to be disconnected when the branch pipeline 22 is working, valve A21 is set between the second control valve group 17 and the PTC heating film 11, so that the refrigerant can pass through the water pump 13 to increase the pressure of the refrigerant, which is conducive to the refrigerant flowing quickly into the capillary porous plate 15 and the refrigerant is evenly distributed on the capillary porous plate 15.
[0025] Preferably, the branch pipe 22 is arranged in a serpentine shape in the heat exchanger 3. This can increase the contact area between the branch pipe 22 and the high-temperature cooling water, and enhance the heat exchange effect between the refrigerant and the cooling water.
[0026] Preferably, valve B221 and valve C222 are provided on the branch pipeline 22, valve B221 is located between the inlet end and the heat exchanger 3, and valve B221 can control the refrigerant to flow from the heat exchanger 3 into the circulation pipeline 14; valve C222 is located between the outlet end and the heat exchanger 3, and valve C222 can control the refrigerant to flow back from the circulation pipeline 14 to the heat exchanger 3.
[0027] Preferably, the diesel engine radiator 4 passes cooling water into the heat exchanger 3 through the water inlet pipe 41, and the heat exchanger 3 returns the cooling water to the diesel engine radiator 4 through the water return pipe 42, so as to realize the circulation of cooling water. The high-temperature cooling water in the diesel engine radiator 4 is continuously transported to the heat exchanger 3 through the water inlet pipe 41, and the cooling water after the temperature in the heat exchanger 3 drops flows back to the diesel engine radiator 4 through the water return pipe 42. The heat exchanger 3 realizes cooling of the cooling water while heating the refrigerant, which is conducive to cooling the diesel engine after the cooling water returns to the diesel engine radiator 4.
[0028] Preferably, the heat exchanger 3 is vertically arranged, and the water inlet pipe 41 is located below the water return pipe 42, so that the cooling water enters from the bottom of the heat exchanger 3 and flows out from the top, which is conducive to full contact between the cooling water and the branch pipe 22, thereby improving the utilization efficiency of the waste heat of the cooling water.
[0029] Preferably, a valve D411 is provided on the water inlet pipeline 41 , and the valve D411 is used to control the cooling water to flow into the heat exchanger 3 ; a valve E421 is provided on the water return pipeline 42 , and the valve E421 is used to control the cooling water to flow out of the heat exchanger 3 .
[0030] Specifically, valve A21, valve B221, valve C222, valve D411 and valve E421 are all solenoid valves, which are convenient for control by the control module of the battery thermal energy management system.
[0031] Working principle of this application device:
[0032] When using the waste heat from the diesel engine for heating:
[0033] The valve A21 is closed, the valve B221, the valve C222, the valve D411 and the valve E421 are all opened, and the first control valve group 16 and the second control valve group 17 are opened.
[0034] like Figure 3 As indicated by the middle arrow, the high-temperature cooling water in the diesel engine radiator 4 enters the heat exchanger 3 through the water inlet pipe 41, and the high-temperature cooling water exchanges heat with the refrigerant in the branch pipe 22. After the heat exchange, the high-temperature cooling water flows back to the diesel engine radiator 4 through the return pipe 42.
[0035] After being heated, the refrigerant in the branch pipeline 22 flows into the circulation pipeline 14 through the valve B221 and the inlet end of the branch pipeline 22. Since the valve A21 is closed, the refrigerant passes through the PTC heating film 11, the refrigeration / heat engine 12, the water pump 13, and the first control valve group 16 in sequence to enter the capillary porous plate 15, and the refrigerant transfers heat to the battery cell. Then the refrigerant flows out of the capillary porous plate 15 and enters the outlet end of the branch pipeline 22 through the second control valve group 17. The refrigerant then flows back to the heat exchanger 3 through the valve C222 for heat exchange.
[0036] After the refrigerant heat exchange is completed, the next cycle begins.
[0037] When using battery power for heating:
[0038] The valve B221, the valve C222, the valve D411 and the valve E421 are all closed, and the valve A21, the first control valve group 16 and the second control valve group 17 are all opened.
[0039] like Figure 4As shown by the middle arrow, the high-temperature cooling water in the diesel engine radiator 4 no longer enters the heat exchanger 3, and the refrigerant circulation no longer passes through the heat exchanger 3. The refrigerant circulates inside the circulation pipeline 14. The refrigerant passes through the PTC heating film 11, the refrigeration / heat engine 12, the water pump 13, and the first control valve group 16 in sequence before entering the capillary porous plate 15, and the refrigerant transfers heat to the battery cell. Then the refrigerant flows out of the capillary porous plate 15 and passes through the second control valve group 17 and valve A21 in sequence. The refrigerant is heated by the PTC heating film 11 and the refrigeration / heat engine 12 in sequence before the next cycle.
[0040] When heating is not required or cooling is required, the solenoid valves of the battery heating device work in the same state as when heating is performed using battery power, and the refrigerant flow path is the same as when heating is performed using battery power, which will not be repeated here.
[0041] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the utility model, rather than to limit it. Although the utility model has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the utility model.
Claims
1. A battery heating device for a new energy locomotive, comprising a battery thermal energy management system, the battery thermal energy management system comprising: A PTC heating film (11), a refrigeration / heat engine (12), a water pump (13), a circulation pipeline (14), a capillary porous plate (15), a first control valve group (16) and a second control valve group (17); characterized in that a valve A (21) and a branch pipeline (22) are additionally provided on the circulation pipeline (14); the valve A (21) is located between the first control valve group (16) and the water pump (13), or the valve A (21) is located between the second control valve group (17) and the PTC heating film (11); the branch pipeline (22) includes an inlet end and an outlet end, the inlet end is located on the outlet side of the valve A (21), and the outlet end is located on the inlet side of the valve A (21); It also includes a heat exchanger (3), which is used for heat exchange between the refrigerant in the branch pipeline (22) and the cooling water of the diesel engine radiator (4).
2. A battery heating device for a new energy locomotive according to claim 1, characterized in that: The valve A (21) is located between the second control valve group (17) and the PTC heating film (11), the inlet end is located between the valve A (21) and the PTC heating film (11), and the outlet end is located between the valve A (21) and the second control valve group (17).
3. The battery heating device for a new energy locomotive according to claim 1 is characterized in that: The branch pipeline (22) is arranged in a serpentine shape inside the heat exchanger (3).
4. The battery heating device for a new energy locomotive according to claim 1 is characterized in that: The branch pipeline (22) is provided with a valve B (221) and a valve C (222), wherein the valve B (221) is located between the inlet end and the heat exchanger (3), and the valve C (222) is located between the outlet end and the heat exchanger (3).
5. The battery heating device for a new energy locomotive according to claim 1 is characterized in that: The diesel engine radiator (4) passes cooling water into the heat exchanger (3) through a water inlet pipe (41), and the heat exchanger (3) returns the cooling water to the diesel engine radiator (4) through a water return pipe (42).
6. A battery heating device for a new energy locomotive according to claim 5, characterized in that: The heat exchanger (3) is arranged vertically, and the water inlet pipeline (41) is located below the water return pipeline (42).
7. The battery heating device for a new energy locomotive according to claim 5 is characterized in that: The water inlet pipeline (41) is provided with a valve D (411), and the water return pipeline (42) is provided with a valve E (421).