High-rate charge-discharge battery thermal management system, power battery pack and vehicle
By combining air-cooled and liquid-cooled condensers in the condenser, the problem of low condenser heat dissipation efficiency is solved, achieving more efficient refrigerant temperature regulation and temperature control of the thermally managed objects.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-05-29
- Publication Date
- 2026-03-24
AI Technical Summary
The low heat dissipation efficiency of the condenser leads to unsatisfactory temperature control of the thermally managed objects.
By setting up air-cooled and liquid-cooled condensers in series or parallel, the heat exchange methods of the condenser are increased, the heat dissipation efficiency of the condenser is improved, and the temperature of the refrigerant entering the object under heat management is reduced.
It improves the temperature control effect of the thermally managed object, enhances the heat dissipation efficiency of the refrigerant, reduces the refrigerant temperature, and strengthens the temperature regulation capability of the thermally managed object.
Smart Images
Figure CN224036458U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to the technical field of heat management equipment more specifically, relate to a kind of high rate charge-discharge battery heat management system, power battery pack and vehicle. BACKGROUND
[0002] When new energy vehicle high rate charge-discharge or server high load operation, need to take battery cell as heat management control object, control its temperature, more using compression refrigeration form cooling down;Among them, compression refrigeration is to realize heat transport using medium phase change, and its refrigeration efficiency is high, and its specific process is that low-temperature low-pressure refrigerant enters the heat exchanger of heat management object, exchanges heat with heat management object, becomes high-temperature low-pressure refrigerant, is then compressed into high-temperature high-pressure refrigerant by compressor, then enters condenser and radiates heat, becomes low-temperature high-pressure refrigerant, then expands after expansion assembly, becomes low-temperature low-pressure refrigerant again, enters the heat exchanger of heat management object and exchanges heat, realizes the circulation of refrigerant and heat transport.
[0003] However, in actual use, condenser is mostly air-cooled heat dissipation, relies on the airflow of external environment to radiate heat to high-temperature high-pressure refrigerant flowing through its inside, and the heat dissipation efficiency is limited, so the refrigerant entering the expansion assembly still has relatively high temperature, so the low-temperature low-pressure refrigerant after expansion assembly expansion still has relatively high temperature, which is not conducive to improving the temperature control effect of heat management object.
[0004] In summary, how to solve the problem of low heat dissipation efficiency of condenser resulting in the temperature control effect of heat management object being not ideal is a problem that needs to be solved by the technical personnel in the field at present. UTILITY MODEL CONTENTS
[0005] Therefore, the utility model aims at providing a kind of high rate charge-discharge battery heat management system, by setting up series or parallel setting air-cooled condenser and liquid-cooled condenser, increase the heat exchange mode of condenser, to improve the heat dissipation efficiency of condenser, reduce the refrigerant temperature of heat management object heat exchange component, improve the temperature control effect of heat management object.
[0006] Another purpose of the utility model is to provide a kind of power battery pack comprising the high rate charge-discharge battery heat management system, has the same technical features, can solve the same technical problems.
[0007] Still another purpose of the utility model is to provide a kind of vehicle comprising the high rate charge-discharge battery heat management system and / or power battery pack, has the same technical features, can solve the same technical problems.
[0008] In order to achieve the above-mentioned purpose, the utility model provides the following technical scheme:
[0009] A high-rate charge-discharge battery thermal management system for temperature regulation of a thermal management object;
[0010] The high-rate charge-discharge battery thermal management system comprises a heat exchange loop in series connection of a compressor, a condensing assembly and an expansion assembly, two ends of the heat exchange loop being used for conduction with a heat exchange assembly in the thermal management object;
[0011] The condensing assembly comprises a wind-cooled condenser and a liquid-cooled condenser connected in series or in parallel.
[0012] Preferably, the wind-cooled condenser and the liquid-cooled condenser are connected in series;
[0013] A first bypass is provided in parallel at the wind-cooled condenser, and a second three-way valve for flow distribution between the first bypass and the wind-cooled condenser is provided;
[0014] And / or,
[0015] A second bypass is provided in parallel at the liquid-cooled condenser, and a third three-way valve for flow distribution between the second bypass and the liquid-cooled condenser is provided.
[0016] Preferably, the wind-cooled condenser and the liquid-cooled condenser are connected in parallel, and a first three-way valve for flow distribution between the wind-cooled condenser and the liquid-cooled condenser is provided.
[0017] Preferably, the heat exchange loop is filled with high-boiling refrigerant, the compressor is a fluorine pump compressor, and the expansion assembly is an expansion valve with adjustable flux.
[0018] Preferably, the heat exchange assembly comprises a superconducting heat plate and a superconducting heat exchanger;
[0019] The superconducting heat exchanger is connected in series in the heat exchange loop;
[0020] The superconducting heat plate is in contact with the superconducting heat exchanger and the thermal management object for heat exchange.
[0021] Preferably, the heat exchange assembly further comprises a heating assembly in contact with the superconducting heat plate for heat exchange.
[0022] Preferably, the liquid-cooled condenser comprises a heat exchanger, a first channel of the heat exchanger being connected in series or in parallel with the wind-cooled condenser, and a cooling liquid transmission joint being connected in series with a second channel of the heat exchanger, for connecting the second channel of the heat exchanger and a cooling liquid circulating device.
[0023] Preferably, a first stop valve and a second stop valve are respectively provided at an outlet end and an inlet end of the heat exchange assembly, for controlling the on-off between the heat exchange assembly and the heat exchange loop.
[0024] A power battery pack comprising a heat exchange assembly, a plurality of groups of arrayed battery cells, and the high-rate charge-discharge battery thermal management system of any one of the preceding items;
[0025] The heat exchange assembly comprises a plurality of superconductive plates embedded in the arrangement gaps of the battery cells and in contact with the side walls of the battery cells for heat exchange.
[0026] A vehicle comprising the high-rate charge-discharge battery thermal management system of any one of the preceding items and / or the power battery pack of the preceding item.
[0027] Compared with the prior art, the high-rate charge-discharge battery thermal management system provided by the utility model has at least the following beneficial effects:
[0028] By arranging the air-cooled condenser and the liquid-cooled condenser, the heat exchange mode of the condenser is increased, the heat dissipation efficiency of the high-temperature refrigerant in the condenser is improved, the temperature of the refrigerant entering the heat exchanger of the thermal management object is reduced, and the cooling effect of the thermal management object is improved.
[0029] The power battery pack provided by the utility model comprises the high-rate charge-discharge battery thermal management system and has the same technical effect.
[0030] The vehicle provided by the utility model comprises the high-rate charge-discharge battery thermal management system and / or the power battery pack and has the same technical effect. DRAWINGS
[0031] In order to more clearly illustrate the technical scheme in the embodiments of the utility model or the prior art, the following will briefly introduce the drawings needed to be used in the embodiment or the prior art description, and obviously, the drawings in the following description are only the embodiments of the utility model, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative labor.
[0032] Figure 1 The structural schematic diagram of the specific embodiment one provided by the utility model is shown in the figure.
[0033] Figure 2 The structural schematic diagram of the specific embodiment two provided by the utility model is shown in the figure.
[0034] Figure 3 The structural schematic diagram of the specific embodiment three provided by the utility model is shown in the figure.
[0035] Figure 4 The structural schematic diagram of the specific embodiment four provided by the utility model is shown in the figure.
[0036] Figure 5Structure schematic view of the specific embodiment five provided by the utility model;
[0037] Figure 6 Structure schematic view of the specific embodiment six provided by the utility model;
[0038] Figure 7 Structure schematic view of the specific embodiment seven provided by the utility model;
[0039] Figure 8 The utility model provides the assembly diagram of battery cell and heat exchange component in power battery group.
[0040] In the drawing:
[0041] 1, heat exchange component;11, superconducting heat plate;12, superconducting heat exchanger;
[0042] 2, compressor;
[0043] 3, air-cooled condenser;31, first bypass;
[0044] 4, liquid-cooled condenser;41, second bypass;42, cooling liquid transmission joint;
[0045] 5, expansion component;
[0046] 6, valve device;61, first stop valve;62, second stop valve;63, first three-way valve;64, second three-way valve;65, third three-way valve;
[0047] 7, battery cell;8, heating assembly. DETAILED DESCRIPTION
[0048] The technical solutions in the embodiments of the utility model will be clearly and completely described below with reference to the drawings in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by those skilled in the art without creative labor fall within the protection scope of the utility model.
[0049] The core of the utility model is to provide a kind of high rate charge-discharge battery thermal management system, by setting up series or parallel wind-cooled condenser and liquid-cooled condenser, increase the heat exchange mode of condenser, to further improve the heat dissipation efficiency of condenser, reduce the refrigerant temperature of entering heat management object heat exchange component, improve the temperature control effect of heat management object.
[0050] Another core of the utility model is to provide a kind of power battery group comprising the above high rate charge-discharge battery thermal management system, with same technical features, can solve the same technical problems.
[0051] The utility model discloses a still one core is provided with a kind of vehicle comprising above high rate charge-discharge battery thermal management system and / or power battery pack, with identical technical features, can solve identical technical problems.
[0052] Please refer to Figure 1 And Figure 2 A high rate charge-discharge battery thermal management system for temperature regulation of a thermal management object;
[0053] High rate charge-discharge battery thermal management system, comprising heat exchange circuit connected in series by compressor 2, condensing assembly and expansion assembly 5, both ends of heat exchange circuit are used to be communicated with heat exchange assembly 1 in thermal management object;
[0054] Wherein, condensing assembly includes series or parallel connection air-cooled condenser 3 and liquid-cooled condenser 4.
[0055] As Figure 1 Indicated, air-cooled condenser 3 and liquid-cooled condenser 4 in condensing assembly are connected in series in heat exchange circuit, i.e. high temperature and high pressure refrigerant after compression by compressor 2, after first cooling by air-cooled condenser 3, secondary cooling by liquid-cooled condenser 4, and then the temperature of refrigerant entering expansion assembly 5 is lower, and then the temperature of low pressure and low temperature refrigerant after expansion by expansion assembly 5 is lower, and then the thermal management object can obtain better cooling effect.
[0056] As Figure 2 Indicated, air-cooled condenser 3 and liquid-cooled condenser 4 in condensing assembly are connected in parallel in heat exchange circuit, i.e. high temperature and high pressure refrigerant after compression by compressor 2, can be cooled separately by air-cooled condenser 3, or by liquid-cooled condenser 4, or partially by air-cooled condenser 3 and partially by liquid-cooled condenser 4, and then the refrigerant after final cooling is mixed and enters expansion assembly 5 for expansion. Figure 1 Compared with air-cooled condenser 3 and liquid-cooled condenser 4 connected in series in
[0057] Moreover, air-cooled condenser 3 is driven by fan to pass through external airflow, and then the air-cooled condenser 3 is cooled, and in actual use, the fan can be started according to needs, and then whether the air-cooled condenser 3 is applied for refrigerant cooling can be controlled; Similarly, liquid-cooled condenser 4 relies on circulating coolant provided by cooling liquid circulation system for refrigeration, and whether the liquid-cooled condenser 4 is applied for refrigerant cooling can be controlled by controlling whether the cooling liquid circulation system is connected or started, so in actual use, the condenser applied for refrigerant cooling can be selected according to actual working condition, and air-cooled condenser 3 and liquid-cooled condenser 4 can be used alone or in combination, by selecting corresponding use mode, energy saving is realized under the premise of ensuring temperature control effect.
[0058] In some embodiments, the air-cooled condenser 3 and the liquid-cooled condenser 4 are connected in series;
[0059] A first bypass 31 is provided in parallel at the air-cooled condenser 3, and a second three-way valve 64 is provided between the first bypass 31 and the air-cooled condenser 3 for flow distribution between the two;
[0060] And / or,
[0061] A second bypass 41 is provided in parallel at the liquid-cooled condenser 4, and a third three-way valve 65 is provided between the second bypass 41 and the liquid-cooled condenser 4 for flow distribution between the two.
[0062] As shown in FIG. 1, Figure 3 only the first bypass 31 is provided in parallel at the air-cooled condenser 3, and the inlet of the second three-way valve 64 is communicated with the outlet of the compressor 2, and the two optional outlets of the second three-way valve 64 are respectively communicated with the first bypass 31 and the air-cooled condenser 3;
[0063] When the air-cooled condenser 3 is not started, the first bypass 31 can be used in a conductive manner to short-circuit the air-cooled condenser 3, thereby reducing the system flow resistance, i.e. reducing the load of the compressor 2;
[0064] When the air-cooled condenser 3 is started, the first bypass 31 is used in a cut-off manner, so that the refrigerant flows through the air-cooled condenser 3 for cooling.
[0065] As shown in FIG. 1, Figure 4 only the second bypass 41 is provided in parallel at the liquid-cooled condenser 4, and the inlet of the third three-way valve 65 is communicated with the outlet of the air-cooled condenser 3, and the two optional outlets of the third three-way valve 65 are respectively communicated with the second bypass 41 and the inlet of the liquid-cooled condenser 4;
[0066] When the liquid-cooled condenser 4 is not started, the second bypass 41 can be used in a conductive manner to short-circuit the liquid-cooled condenser 4, thereby reducing the system flow resistance, i.e. reducing the load of the compressor 2;
[0067] When the liquid-cooled condenser 4 is started, the second bypass 41 is used in a cut-off manner, so that the refrigerant flows through the liquid-cooled condenser 4 for cooling.
[0068] As shown in FIG. 1, Figure 5As shown in the figure, the air-cooled condenser 3 and the liquid-cooled condenser 4 are respectively provided with a first bypass 31 and a second bypass 41, two optional outlets of the second three-way valve 64 are respectively communicated with the first bypass 31 and the outlet of the air-cooled condenser 3, two communication paths of the third three-way valve 65 are respectively a first path for communicating the first bypass 31 and the liquid-cooled condenser 4 and a second path for communicating the air-cooled condenser 3 and the second bypass 41, and the outlet of the air-cooled condenser 3 is communicated with the inlet of the liquid-cooled condenser 4, in use, according to the requirement, the communication of the first bypass 31 or the second bypass 41 is selected, so that the air-cooled condenser 3 or the liquid-cooled condenser 4 which is not started is short-circuited, thereby reducing the flow resistance of the system.
[0069] As shown in the figure, Figure 6 the air-cooled condenser 3 and the liquid-cooled condenser 4 are respectively provided with a first bypass 31 and a second bypass 41, the outlet of the second three-way valve 64 is communicated with the first bypass 31 and the outlet of the air-cooled condenser 3, the outlet of the third three-way valve 65 is communicated with the inlet of the expansion assembly 5, two optional inlets of the third three-way valve 65 are respectively communicated with the second bypass 41 and the outlet of the liquid-cooled condenser 4, the outlet of the air-cooled condenser 3 is communicated with the inlet of the liquid-cooled condenser 4, and the outlet of the first bypass 31 is communicated with the inlet of the second bypass 41, in use, according to the requirement, the communication of the first bypass 31 or the second bypass 41 is selected, so that the air-cooled condenser 3 or the liquid-cooled condenser 4 which is not started is short-circuited, thereby reducing the flow resistance of the system.
[0070] In the above embodiment, the air-cooled condenser 3 is connected in series at the upstream end of the liquid-cooled condenser 4, that is, the refrigerant can be sequentially air-cooled and liquid-cooled twice, realizing gradient cooling of the refrigerant, which is beneficial to improve the cooling effect of the refrigerant.
[0071] In some embodiments, the air-cooled condenser 3 is connected in series at the downstream end of the liquid-cooled condenser 4, which also belongs to the protection scope of the present application.
[0072] In some embodiments, the air-cooled condenser 3 and the liquid-cooled condenser 4 are connected in parallel, and a first three-way valve 63 for flow distribution is arranged between the air-cooled condenser 3 and the liquid-cooled condenser 4.
[0073] As shown in the figure, Figure 2 the air-cooled condenser 3 and the liquid-cooled condenser 4 are connected in parallel in the heat exchange circuit, the first three-way valve 63 is a proportional valve or a reversing valve, the inlet thereof is communicated with the outlet of the compressor 2, and two outlets thereof are respectively communicated with the inlets of the air-cooled condenser 3 and the liquid-cooled condenser 4, by controlling the refrigerant flow in the air-cooled condenser 3 and the liquid-cooled condenser 4, the control of the refrigerant cooling effect is realized, and the cooling effect of the thermal management object is controlled.
[0074] At the same time, the air-cooled condenser 3 and the liquid-cooled condenser 4 are redundantly arranged, when one of them is damaged, the other one can work normally, so as to ensure the normal temperature control of the thermal management object.
[0075] In some embodiments, the heat exchange circuit is filled with a high-boiling-point refrigerant, the compressor 2 is a fluorine pump compressor, and the expansion assembly 5 is an expansion valve with adjustable flow rate.
[0076] In practical use, compressor 2 is preferably a fluorine pump compressor, which has dual working modes of compressor and fluorine pump;
[0077] When the compressor mode is used, it has a large compression ratio, realizes the refrigerant phase change, and then uses the refrigerant phase change to transfer heat in the heat exchange circuit.
[0078] When using the fluorine pump mode, it has a large flow rate and achieves rapid circulation of the refrigerant. In this case, the preferred refrigerant is a high-boiling-point refrigerant, such as pentafluoroethane, which has a boiling point of 15°C. It liquefies below the boiling point temperature. Therefore, after being cooled by the condenser, it can naturally turn into a liquid state. When it passes through the heat exchange component 1 of the heat management object, the liquid refrigerant can absorb some heat as it heats up. At the same time, the liquid refrigerant vaporizes and can also absorb some heat, thereby achieving rapid heat exchange with the heat management object.
[0079] It is worth noting that the expansion assembly 5 preferably has an adjustable flow rate expansion valve, which is controlled in accordance with the refrigerant pump compressor. When the refrigerant pump compressor is in compressor mode, the expansion valve is in expansion mode; while when the refrigerant pump compressor is in refrigerant pump mode, the expansion valve is in direct flow mode.
[0080] In some embodiments, the heat exchange assembly 1 includes a superconducting heat plate 11 and a superconducting heat exchanger 12;
[0081] The superconducting heat exchanger 12 is connected in series in the heat exchange circuit;
[0082] The superconducting heat plate 11 simultaneously contacts and exchanges heat with the superconducting heat exchanger 12 and the object under heat management.
[0083] like Figure 8 As shown, the combination of superconducting heat plate 11 and superconducting heat exchanger 12 is used to realize heat exchange between the heat exchange circuit and the heat management object, effectively improving the heat exchange efficiency between the heat exchange circuit and the heat management object, thereby improving the temperature control effect of the heat management object.
[0084] In some embodiments, the heat exchange assembly 1 further includes a heating assembly 8, which exchanges heat with the superconducting heat plate 11.
[0085] like Figure 8 As shown, a heating component 8 is integrated within the heat exchange component 1. The superconducting heat plate 11 is heated by heating methods such as electric heating, thereby heating the object under heat management and meeting the temperature rise requirements of the object under heat management.
[0086] As applied to new energy vehicles, the power battery is taken as a heat management object. When the vehicle is in a low-temperature environment, the power battery is preheated by the heating assembly 8, so that the power battery can quickly enter a high-power charging mode. During driving, the power battery can quickly enter a high-power discharging mode through preheating, thereby improving the low-temperature performance of the vehicle.
[0087] In some embodiments, the liquid-cooled condenser 4 includes a heat exchanger, a first channel of the heat exchanger is connected in series or parallel with the air-cooled condenser 3, and a second channel of the heat exchanger is connected with a cooling liquid transmission joint 42 for connecting the second channel of the heat exchanger and the cooling liquid circulating device.
[0088] For application scenarios such as new energy vehicles, the power battery is taken as a heat management object. During normal driving of the vehicle, the power battery generates a certain amount of heat, which needs to be discharged in time. During this process, only the air-cooled condenser 3 is used. At this time, the liquid-cooled condenser 4 can be started or the second bypass 41 is used to short-circuit the liquid-cooled condenser 4, thereby reducing the flow resistance of the system and the energy consumption of the high-rate charging and discharging battery heat management system, saving the power of the power battery, and improving the endurance of the vehicle.
[0089] However, when the vehicle is high-rate charged, the power battery generates a large amount of heat, and the vehicle is in a stationary state. The air-cooled condenser 3 will cause heat to accumulate around the vehicle, thereby reducing the heat dissipation effect. Therefore, the liquid-cooled condenser 4 needs to be started to cool the refrigerant. However, integrating a complete refrigerant circulating device inside the vehicle will inevitably increase the kerb weight of the vehicle and affect the endurance of the vehicle. Therefore, the liquid-cooled condenser 4 uses a heat exchanger and a cooling liquid transmission joint 42 to design the refrigerant circulating device outside the charging station or charging pile. When the vehicle is plugged in for charging, a conduction circuit of the heat exchanger and the refrigerant circulating device is established through plugging, thereby cooling the heat exchanger in the liquid-cooled condenser 4 using the external refrigerant circulating device. Moreover, during charging, the air-cooled condenser 3 can be short-circuited by the first bypass 31 to reduce the power loss in the power battery, improve the charging rate, and avoid heat accumulation around the vehicle, especially in a closed garage, effectively avoiding temperature rise in a closed environment.
[0090] However, when the vehicle is high-rate charged, the power battery generates a large amount of heat, and the vehicle is in a stationary state. The air-cooled condenser 3 will cause heat to accumulate around the vehicle, thereby reducing the heat dissipation effect. Therefore, the liquid-cooled condenser 4 needs to be started to cool the refrigerant. However, integrating a complete refrigerant circulating device inside the vehicle will inevitably increase the kerb weight of the vehicle and affect the endurance of the vehicle. Therefore, the liquid-cooled condenser 4 uses a heat exchanger and a cooling liquid transmission joint 42 to design the refrigerant circulating device outside the charging station or charging pile. When the vehicle is plugged in for charging, a conduction circuit of the heat exchanger and the refrigerant circulating device is established through plugging, thereby cooling the heat exchanger in the liquid-cooled condenser 4 using the external refrigerant circulating device. Moreover, during charging, the air-cooled condenser 3 can be short-circuited by the first bypass 31 to reduce the power loss in the power battery, improve the charging rate, and avoid heat accumulation around the vehicle, especially in a closed garage, effectively avoiding temperature rise in a closed environment.
[0090] However, when the vehicle is high-rate charged, the power battery generates a large amount of heat, and the vehicle is in a stationary state. The air-cooled condenser 3 will cause heat to accumulate around the vehicle, thereby reducing the heat dissipation effect. Therefore, the liquid-cooled condenser 4 needs to be started to cool the refrigerant. However, integrating a complete refrigerant circulating device inside the vehicle will inevitably increase the kerb weight of the vehicle and affect the endurance of the vehicle. Therefore, the liquid-cooled condenser 4 uses a heat exchanger and a cooling liquid transmission joint 42 to design the refrigerant circulating device outside the charging station or charging pile. When the vehicle is plugged in for charging, a conduction circuit of the heat exchanger and the refrigerant circulating device is established through plugging, thereby cooling the heat exchanger in the liquid-cooled condenser 4 using the external refrigerant circulating device. Moreover, during charging, the air-cooled condenser 3 can be short-circuited by the first bypass 31 to reduce the power loss in the power battery, improve the charging rate, and avoid heat accumulation around the vehicle, especially in a closed garage, effectively avoiding temperature rise in a closed environment.
[0091] In some embodiments, when the power battery like the server is high-rate discharged, the air-cooled condenser 3 and the liquid-cooled condenser 4 are combined for use, and are controlled by the valve device 6 including the first three-way valve 63, the second three-way valve 64 and the third three-way valve 65, so as to adapt to different heat production of the server under different loads, and the two are redundant backup for each other, so as to ensure the stable temperature control of the server.
[0092] In some embodiments, the outlet end and the inlet end of the heat exchange assembly 1 are respectively provided with the first stop valve 61 and the second stop valve 62, so as to control the on-off between the heat exchange assembly 1 and the heat exchange loop.
[0093] As shown in the drawings, the first stop valve 61 and the second stop valve 62 are respectively arranged at the outlet end and the inlet end of the heat exchange assembly 1, so that when the heat exchange assembly 1 is maintained, the first stop valve 61 and the second stop valve 62 can be closed, and the leakage of the refrigerant in the heat exchange loop can be effectively avoided. Figure 1 In addition to the high-rate charge-discharge battery thermal management system disclosed in each of the above embodiments, the utility model also provides a power battery pack comprising the high-rate charge-discharge battery thermal management system, and the power battery pack comprises the heat exchange assembly 1, a plurality of groups of arrayed battery cells 7 and the high-rate charge-discharge battery thermal management system of any one of the above.
[0094] The heat exchange assembly 1 comprises a plurality of superconducting heat plates 11, and the superconducting heat plates 11 are embedded in the arrangement gap of the battery cells 7 and contact the side wall of the battery cells 7 for heat exchange.
[0095] As shown in the drawings, the battery cells 7 are arrayed, the superconducting heat plates 11 are embedded in the gap between the battery cells 7 and contact the largest side wall of the battery cells 7, and a plurality of battery cells 7 commonly contact the same superconducting heat plate 11, and the superconducting heat plate 11 uses medium phase change to quickly transport heat, so as to effectively improve the temperature consistency of the battery cells 7 themselves and a plurality of battery cells 7 at different positions.
[0096] Figure 8 In addition to the high-rate charge-discharge battery thermal management system and the power battery pack disclosed in each of the above embodiments, the utility model also provides a vehicle comprising the high-rate charge-discharge battery thermal management system or the power battery pack, and as shown in the drawings, the vehicle integrates a plurality of power battery packs, and the plurality of power battery packs share the same high-rate charge-discharge battery thermal management system, specifically, the heat exchange assemblies 1 of the plurality of power battery packs are connected in parallel and are connected with the heat exchange loop.
[0097] The structures of other parts of the vehicle can refer to the prior art, and will not be described herein. Figure 7 The structures of other parts of the vehicle can refer to the prior art, and will not be described herein.
[0098] The structures of other parts of the vehicle can refer to the prior art, and will not be described herein.
[0099] The various embodiments are described in the specification by way of progression, each building on the last to facilitate ease of understanding. The same or similar reference numerals are used in the drawings and description to refer to the same or like parts, components and operations.
[0100] The high-rate charge-discharge battery thermal management system, the power battery pack and the vehicle are described in detail. The principle and implementation mode of the utility model are described by applying specific examples in this paper. The above embodiment is only used to help understand the method and core idea of the utility model. It should be pointed out that for ordinary skilled persons in the art, without departing from the principle of the utility model, the utility model can be improved and modified in several ways. These improvements and modifications also fall within the protection scope of the utility model claims.
Claims
1. A high rate charge-discharge battery thermal management system for temperature regulation of thermal management objects, characterized by, The heat exchange loop includes a compressor (2), a condensing assembly and an expansion assembly (5) connected in series, and two ends of the heat exchange loop are used for conducting with the heat exchange assembly (1) in the thermal management object; The condensing assembly includes a wind-cooled condenser (3) and a liquid-cooled condenser (4) connected in series or parallel.
2. The high rate charge-discharge battery thermal management system of claim 1, wherein, The wind-cooled condenser (3) and the liquid-cooled condenser (4) are connected in series. A first bypass (31) is arranged in parallel at the wind-cooled condenser (3), and a second three-way valve (64) for flow distribution between the first bypass (31) and the wind-cooled condenser (3) is arranged. And / or, A second bypass (41) is arranged in parallel at the liquid-cooled condenser (4), and a third three-way valve (65) for flow distribution between the second bypass (41) and the liquid-cooled condenser (4) is arranged.
3. The high rate charge-discharge battery thermal management system of claim 1, wherein, The wind-cooled condenser (3) and the liquid-cooled condenser (4) are connected in parallel, and a first three-way valve (63) for flow distribution between the wind-cooled condenser (3) and the liquid-cooled condenser (4) is arranged.
4. The high rate charge-discharge battery thermal management system of claim 1, wherein, The heat exchange loop is filled with high-boiling refrigerant, the compressor (2) is a fluorine pump compressor, and the expansion assembly (5) is an expansion valve with adjustable flux.
5. The high rate charge-discharge battery thermal management system of claim 1, wherein, The heat exchange assembly (1) includes a superconducting heat plate (11) and a superconducting heat exchanger (12). The superconducting heat exchanger (12) is connected in series in the heat exchange loop. The superconducting heat plate (11) is in contact with the superconducting heat exchanger (12) and the thermal management object for heat exchange.
6. The high rate charge-discharge battery thermal management system of claim 5, wherein, The heat exchange assembly (1) further includes a heating assembly (8) in contact with the superconducting heat plate (11) for heat exchange.
7. The high rate charge-discharge battery thermal management system of claim 1, wherein, The liquid-cooled condenser (4) includes a heat exchanger, a first channel of the heat exchanger is connected in series or parallel with the wind-cooled condenser (3), and a second channel of the heat exchanger is connected in series with a cooling liquid transmission joint (42) for connecting the second channel of the heat exchanger and a cooling liquid circulating device.
8. The high rate charge-discharge battery thermal management system of any of claims 1-7, wherein, The outlet end and the inlet end of the heat exchange assembly (1) are respectively provided with a first stop valve (61) and a second stop valve (62) for controlling the on-off between the heat exchange assembly (1) and the heat exchange loop.
9. A power battery pack, characterized in that, The heat exchange assembly (1) includes a plurality of superconducting heat plates (11) embedded in the arrangement gap of the battery cell (7) and in contact with the side wall of the battery cell (7) for heat exchange. The heat exchange assembly (1) includes a plurality of superconducting heat plates (11) embedded in the arrangement gap of the battery cell (7) and in contact with the side wall of the battery cell (7) for heat exchange.
10. A vehicle characterized by comprising: The heat exchange assembly (1) includes a plurality of superconducting heat plates (11) embedded in the arrangement gap of the battery cell (7) and in contact with the side wall of the battery cell (7) for heat exchange.