Power battery double-acting temperature control system for new energy rail locomotive

Abstract

The utility model discloses a power battery double-acting temperature control system for a new energy rail locomotive, which comprises a locomotive body, a plurality of groups of power battery packs are arranged in the locomotive body, battery cold plates are arranged in the power battery packs, a condenser and a compressor are arranged on the locomotive body, the compressor is communicated with the condenser through a pipeline, and the condenser is communicated with the compressor through a pipeline. A liquid pipeline and an expansion valve are sequentially connected between the condenser and the battery cold plate, a gas pipeline is connected between the battery cold plate and the compressor, and refrigerants are arranged in the liquid pipeline or the gas pipeline. A compression refrigeration system and a separated heat pipe cooling system are combined together, so that the two systems share the condenser and evaporator structure, the system structure is simplified, and the size and the weight of the system are reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of battery temperature control, in particular to a dual-action temperature control system for a power battery used in a new energy rail locomotive. Background Art

[0002] The power battery packs for new energy rail transit locomotives generate a lot of heat during operation. Currently, the power battery packs for rail transit locomotives still follow the cooling method of conventional energy storage systems, using ethylene glycol water solution as the coolant. The coolant is first used to absorb the heat emitted during the operation of the power battery. After the coolant absorbs the heat, the temperature rises, and then it is transported to the outside of the vehicle and cooled by the refrigeration system. In this way, the temperature control system requires more than two circulation systems, such as Figure 1 As shown in the figure, it includes a refrigeration cycle system, which absorbs heat from the refrigerant and releases it to the air through the refrigerant cycle. The second cycle is the refrigerant cycle, which is used to absorb heat from the power battery and then release it to the refrigerant in the refrigeration system.

[0003] Because two circulation systems are required, the device is extremely heavy and bulky. Furthermore, when operating in cold regions, the coolant in the cooling circulation system must be replaced with a more low-temperature-resistant formulation. Otherwise, the coolant will freeze, causing pipes and systems to rupture and damage. Using a coolant with a low freezing point significantly reduces its specific heat capacity, requiring a higher flow rate to transport the same amount of heat. This significantly increases the weight, volume, and energy consumption of the structure. Utility Model Content

[0004] The purpose of this utility model is to provide a dual-action temperature control system for power batteries used in new energy rail locomotives, which combines a compression refrigeration system and a separate heat pipe cooling system. By controlling the switch of the solenoid valve, refrigerants in different phases are distributed in the system pipes in different ways, and the system is operated in conjunction with the refrigeration system or the separate heat pipe cooling system to achieve energy saving and heat dissipation effects.

[0005] The utility model provides the following technical solution: a dual-action temperature control system for a power battery for a new energy rail locomotive, comprising a locomotive body, wherein a plurality of power battery packs are arranged in the locomotive body, wherein the power battery packs include a battery cold plate, a condenser and a compressor are arranged on the locomotive body, wherein the compressor and the condenser are connected through a pipeline, a liquid pipeline and an expansion valve are connected in sequence between the condenser and the battery cold plate, a gas pipeline is connected between the battery cold plate and the compressor, and a refrigerant is arranged in the liquid pipeline or the gas pipeline.

[0006] Furthermore, a first bypass is connected between the liquid pipeline and the battery cold plate. A first solenoid valve is provided in the first bypass. The first solenoid valve is also connected to multiple battery cold plates. The first bypass is connected in parallel to the expansion valve. Through the setting of the first bypass, the refrigerant is directly introduced into the battery cold plate for heat exchange, thereby reducing the temperature of the power battery.

[0007] Furthermore, a PTC heater is provided in the first bypass, and the PTC heater is connected between the first solenoid valve and the battery cold plate. The refrigerant is heated by the PTC heater, and the heated refrigerant is passed into the battery cold plate to preheat the power battery so that the temperature of the power battery reaches a normal operating temperature.

[0008] Furthermore, a second bypass is connected between the gas pipeline and the condenser, and a second solenoid valve is connected to the second bypass. The second bypass is connected in parallel to the compressor. By opening the second bypass, the refrigerant is directly introduced into the condenser, and the gaseous refrigerant is condensed and liquefied by using the external low-temperature air, thereby reducing the compression work of the compressor and reducing energy loss.

[0009] Furthermore, it includes compression refrigeration mode, heat pipe heat exchange mode and low temperature preheating mode.

[0010] Furthermore, the condenser is an air-cooled condenser.

[0011] Furthermore, if the air temperature exceeds +5°C, the system closes the second bypass of the compressor and the first bypass of the expansion valve, and the system operates in compression cooling mode;

[0012] If the air temperature is lower than +5°C, the system turns off the compressor, opens the second solenoid valve and the first solenoid valve, opens the second bypass and the first bypass, and the system operates in heat pipe heat exchange mode;

[0013] If the air temperature is lower than the normal operating temperature of the power battery, the system turns off the compressor, opens the second solenoid valve and the first solenoid valve, opens the second bypass and the first bypass, and runs the PTC heater at the same time. The system operates in low-temperature preheating mode.

[0014] Compared with the prior art, the beneficial effects achieved by the present invention are:

[0015] (1) By forming a circulation pipeline with the condenser, liquid pipeline, expansion valve, power battery pack, gas pipeline and compressor, the refrigerant flows in the liquid pipeline to the expansion valve, and is atomized by the expansion valve, so that the atomized refrigerant is vaporized after absorbing heat. The vaporized refrigerant is compressed by the compressor and enters the condenser to be liquefied again, thereby achieving cyclic cooling of the power battery;

[0016] (2) A first bypass is connected in parallel to the expansion valve, and a second bypass is connected in parallel to the compressor, so that the liquid refrigerant can directly enter the battery cold plate through the first bypass, and the gaseous refrigerant in the gas pipeline enters the condenser through the second bypass for condensation and liquefaction, which reduces the atomization and compression processes of the refrigerant and reduces energy consumption;

[0017] (3) The utility model combines a compression refrigeration system and a separate heat pipe cooling system. By controlling the switch of the solenoid valve, the refrigerants of different phases are distributed in the pipes of the system in different ways. The system is operated in conjunction with the refrigeration system or the separate heat pipe cooling system to achieve energy saving and heat dissipation effects. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The accompanying drawings are used to provide a further understanding of the present invention and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the present invention and do not constitute a limitation of the present invention. In the accompanying drawings:

[0019] Figure 1 It is a schematic diagram of a temperature control system of the prior art;

[0020] Figure 2 This is a schematic diagram of the refrigerant flow in the compression refrigeration mode of the temperature control system of the present invention;

[0021] Figure 3 This is a schematic diagram of the refrigerant flow in the heat pipe heat exchange mode of the temperature control system of the present invention;

[0022] Figure 4 This is a schematic diagram of the refrigerant flow in the low-temperature preheating mode of the temperature control system of the present invention;

[0023] In the figure: 1. Battery cold plate; 2. First solenoid valve; 3. Expansion valve; 4. Gas pipeline; 41. Second bypass; 5. Liquid pipeline; 51. First bypass; 6. Compressor; 7. Condenser; 8. Second solenoid valve; 9. PTC heater. DETAILED DESCRIPTION

[0024] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0025] Example 1

[0026] See also Figure 2The utility model provides a technical solution: a dual-action temperature control system for a power battery used in a new energy rail locomotive, comprising a locomotive body, wherein a plurality of power battery packs are arranged in the locomotive body, wherein the power battery pack includes a battery cold plate 1, wherein the battery cold plate 1 is used to flow a coolant through the power battery pack to cool the power battery pack, a condenser 7 and a compressor 6 are arranged on the locomotive body, wherein the compressor 6 and the condenser 7 are connected through a pipeline, wherein a liquid pipeline 5 and an expansion valve 3 are connected in sequence between the condenser 7 and the battery cold plate 1, a gas pipeline 4 is connected between the battery cold plate 1 and the compressor 6, and a refrigerant is arranged in the liquid pipeline 5 or the gas pipeline 4. In this embodiment, the compressor 6 and the condenser 7 use the battery cold plate 1 as the evaporator. The device constitutes a direct cooling cooling system, forming a compression cooling mode, which generally operates when the air temperature exceeds +5°C. During compression cooling, the compressor 6 presses the gaseous refrigerant into the condenser 7. In the condenser 7, the high-temperature and high-pressure refrigerant is cooled by the air outside the condenser 7 and condensed into liquid at the same time. The liquid refrigerant flows along the liquid pipeline 5, and is decompressed and sprayed into atomization when passing through the expansion valve 3. The atomized refrigerant enters the battery cold plate 1, vaporizes and absorbs heat in the battery cold plate 1, and cools the power battery pack. The gaseous refrigerant flows in the gas pipeline 4 again and is compressed by the compressor 6 into the condenser 7 again, realizing the cooling cycle of the power battery pack.

[0027] Example 2

[0028] like Figure 3 As shown, in this embodiment, a first bypass 51 is further connected between the liquid pipeline 5 and the battery cold plate 1, a first solenoid valve 2 is provided in the first bypass 51, and the first solenoid valve 2 is also connected to multiple battery cold plates 1. The first bypass 51 is connected in parallel to the expansion valve 3, and the first solenoid valve 2 is used to control the on-off of the first bypass 51. At the same time, a second bypass 41 is further connected between the gas pipeline 4 and the condenser 7, and a second solenoid valve 8 is connected to the second bypass 41. The second bypass 41 is connected in parallel to the compressor 6. By opening the first solenoid valve 2 and the second solenoid valve 8, the condenser 7, the liquid pipeline 5, the first bypass 51, the battery cold plate 1, and the gas pipeline 4 are connected. The first bypass 51 and the second bypass 41 form a heat pipe heat exchange mode, which is applied when the air temperature is below 5°C. The compressor 6 is turned off, the first bypass 51 and the second bypass 41 are opened, and all the liquid refrigerant in the condenser 7 is discharged into the liquid pipeline 5. Then, the refrigerant enters the battery cold plate 1 through the first solenoid valve 2 to cool the power battery pack. The liquid refrigerant evaporates into gas after absorbing heat, and the gaseous refrigerant enters the condenser 7 again through the gas pipeline 4 and the second solenoid valve 8. In the condenser 7, the gaseous refrigerant is condensed into liquid again under the influence of the external low temperature, thereby realizing cyclic cooling of the power battery pack.

[0029] Example 3

[0030] like Figure 4As shown, in this embodiment, other structures are the same as those in the second embodiment. The difference is that a PTC heater 9 is further provided in the first bypass 51. The PTC heater 9 is connected between the first solenoid valve 2 and the battery cold plate 1. The refrigerant is heated by the PTC heater 9 to increase the temperature of the refrigerant. After entering the battery cold plate 1, the heat is transferred to each power battery, thereby increasing the temperature of the power battery pack and enabling the power battery pack to be preheated in a low-temperature environment. This mode is generally used in harsh low-temperature environments.

[0031] The system includes compression refrigeration mode, heat pipe heat exchange mode and low-temperature preheating mode.

[0032] If the air temperature exceeds +5°C, the system closes the second bypass of the compressor and the first bypass of the expansion valve, and the system operates in compression cooling mode;

[0033] If the air temperature is lower than +5°C, the system turns off the compressor, opens the second solenoid valve and the first solenoid valve, opens the second bypass and the first bypass, and the system operates in heat pipe heat exchange mode;

[0034] If the air temperature is lower than the normal operating temperature of the power battery, the system turns off the compressor, opens the second solenoid valve and the first solenoid valve, opens the second bypass and the first bypass, and runs the PTC heater at the same time. The system operates in low-temperature preheating mode.

[0035] Finally, it should be noted that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art will be able to modify the technical solutions described in the aforementioned embodiments or replace some of the technical features therein with equivalents. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. A dual-action temperature control system for power batteries used in new energy rail locomotives, comprising a locomotive body, wherein a plurality of power battery packs are arranged in the locomotive body, and wherein the power battery packs include battery cold plates, characterized in that: The locomotive body is provided with a condenser and a compressor, the compressor and condenser are connected by a pipeline, a liquid pipeline and an expansion valve are connected in sequence between the condenser and the battery cold plate, a gas pipeline is connected between the battery cold plate and the compressor, and a refrigerant is provided in the liquid pipeline or the gas pipeline.

2. A dual-action temperature control system for a power battery for a new energy rail locomotive according to claim 1, characterized in that: A first bypass is further connected between the liquid pipeline and the battery cold plate. A first solenoid valve is provided in the first bypass. The first solenoid valve is also connected to multiple battery cold plates. The first bypass is connected in parallel to the expansion valve.

3. A dual-action temperature control system for a power battery for a new energy rail locomotive according to claim 2, characterized in that: A PTC heater is further provided in the first bypass and is connected between the first solenoid valve and the battery cold plate.

4. The dual-action temperature control system for a power battery for a new energy rail locomotive according to claim 1 is characterized in that: A second bypass is further connected between the gas pipeline and the condenser, a second solenoid valve is connected to the second bypass, and the second bypass is connected in parallel to the compressor.

5. A dual-action temperature control system for a power battery for a new energy rail locomotive according to any one of claims 1 to 4, characterized in that: It includes compression refrigeration mode, heat pipe heat exchange mode and low temperature preheating mode.

6. The dual-action temperature control system for a power battery for a new energy rail locomotive according to claim 1 is characterized in that: The condenser is an air-cooled condenser.

7. The dual-action temperature control system for a power battery for a new energy rail vehicle according to claim 5 is characterized in that: If the air temperature exceeds +5°C, the system closes the second bypass of the compressor and the first bypass of the expansion valve, and the system operates in compression cooling mode; If the air temperature is lower than +5°C, the system turns off the compressor, opens the second solenoid valve and the first solenoid valve, opens the second bypass and the first bypass, and the system operates in heat pipe heat exchange mode; If the air temperature is lower than the normal operating temperature of the power battery, the system turns off the compressor, opens the second solenoid valve and the first solenoid valve, opens the second bypass and the first bypass, and runs the PTC heater at the same time. The system operates in low-temperature preheating mode.

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