A six-channel high-efficiency heat exchange system for new energy vehicles

Abstract

This utility model relates to a six-channel high-efficiency heat exchange system for new energy vehicles, including coolant pipelines, air conditioning refrigerant pipelines, battery refrigerant pipelines, and a heat exchanger. The heat exchanger includes a heat exchange core, which comprises multiple parallel outer tubes and an inner tube located inside the outer tubes. The inner tubes form a first channel, and the inner and outer tubes form a second channel. A sealing block connects the two ends of adjacent outer tubes, and adjacent outer tubes and the sealing blocks at both ends form a third channel. The coolant pipelines, air conditioning refrigerant pipelines, and battery refrigerant pipelines flow through the three channels respectively. This utility model can achieve heat exchange between coolant, air conditioning refrigerant, and battery refrigerant on the same heat exchanger. Through structural integration and flow channel innovation, it solves the problems of high cost, low efficiency, and space redundancy in traditional multi-component cooling systems, and has significant practical value and market competitiveness in the field of new energy vehicles.

Description

Technical Field

[0001] This utility model relates to the field of new energy vehicle technology, specifically to a six-channel high-efficiency heat exchange system for new energy vehicles. Background Technology

[0002] Existing new energy vehicles (including pure electric vehicles, hybrid vehicles, and hybrid construction machinery) generally require battery temperature management systems. These systems control the battery temperature using battery refrigerant, typically cooling the battery, but also heating it in cold conditions. Additionally, the refrigerant in the air conditioning systems of new energy vehicles also needs to be cooled.

[0003] In the existing technology, the battery refrigerant and the air conditioning refrigerant are cooled by two separate chillers. The coolant flows through the two chillers respectively, thereby cooling the air conditioning refrigerant and the battery refrigerant that flow through the two chillers. This method involves many components, has a complex system structure, and is costly. Utility Model Content

[0004] This invention addresses the shortcomings of existing technologies by providing a six-channel high-efficiency heat exchange system for new energy vehicles. Through structural integration and flow channel innovation, it solves the problems of high cost, low efficiency, and space redundancy in traditional multi-component cooling systems, demonstrating significant practical value and market competitiveness in the new energy vehicle field.

[0005] This utility model is achieved through the following technical solution: a six-channel high-efficiency heat exchange system for new energy vehicles is provided, including coolant pipelines, air conditioning refrigerant pipelines, battery refrigerant pipelines, and a heat exchanger. The heat exchanger includes a heat exchange core, which includes multiple parallel outer tubes and an inner tube located inside the outer tubes. The inner tubes form a first channel, and the inner and outer tubes form a second channel. The two ends of adjacent outer tubes are connected with sealing blocks, and the adjacent outer tubes and the sealing blocks at both ends form a third channel. The coolant pipelines, air conditioning refrigerant pipelines, and battery refrigerant pipelines flow through the three channels respectively.

[0006] In this scheme, the coolant, air conditioning refrigerant and battery refrigerant flow through three channels respectively. The heat exchange medium in the first channel and the heat exchange medium in the second channel are separated by the inner tube wall to achieve heat exchange. The heat exchange medium in the second channel and the heat exchange medium in the third channel are separated by the outer tube wall to achieve heat exchange, thereby realizing heat exchange between the heat exchange medium in the three channels.

[0007] As an optimization, the heat exchanger further includes an inner chamber connected to both ends of the inner tube, an outer chamber covering both ends of the outer tube, and a cover covering both ends of the third channel. The inner chamber is disposed within the outer chamber and is connected by an inner chamber connecting pipe extending out of the outer chamber. In this design, the inner chamber, outer chamber, and cover respectively facilitate the entry and exit of the three heat exchange media.

[0008] As an optimization, an outer chamber connecting pipe is connected to the outer chamber, and a cover connecting pipe is connected to the cover. In this design, the outer chamber connecting pipe enables the entry and exit of the heat exchange medium inside the outer chamber, and the cover connecting pipe enables the entry and exit of the heat exchange medium inside the cover.

[0009] As an optimization, the second channel has an annular cross-section, and multiple connecting plates connect the inner and outer tubes. In this design, the annular cross-section of the second channel allows for heat exchange separation throughout the entire inner tube wall, improving the heat exchange efficiency.

[0010] As an optimization, a heat dissipation strip is connected between adjacent outer tubes. In this design, the heat dissipation strip divides each third channel into multiple smaller channels, thereby allowing the heat exchange medium to flow evenly and improving the heat exchange effect.

[0011] As an optimization, the heat exchange core also includes two side-by-side protective plates, with the outer tube located between the two protective plates. A third channel is also formed between the protective plates and the adjacent outer tube. In this design, the protective plates serve to protect the heat exchange core.

[0012] As an optimization, the coolant pipeline flows through the second channel, while the air conditioning refrigerant pipeline and the battery refrigerant pipeline flow through the other two channels respectively. In this design, the coolant can directly exchange heat with the air conditioning refrigerant and the battery refrigerant respectively.

[0013] As an optimization, the air conditioning refrigerant pipeline flows through the second channel, while the coolant pipeline and battery refrigerant pipeline flow through the other two channels respectively. In this design, the air conditioning refrigerant can directly exchange heat with the coolant and battery refrigerant respectively.

[0014] As an optimization, the battery refrigerant pipeline flows through the second channel, while the air conditioning refrigerant pipeline and the coolant pipeline flow through the other two channels respectively. In this design, the battery refrigerant can directly exchange heat with the coolant and the air conditioning refrigerant respectively.

[0015] The beneficial effects of this utility model are as follows:

[0016] 1. Highly integrated design

[0017] This design integrates the independent cooling modules (which previously required two chillers) into a single six-channel high-efficiency heat exchanger, achieving simultaneous cooling of air conditioning refrigerant and battery refrigerant through multi-channel collaborative optimization. This design significantly simplifies the system structure, reducing the number of components by 30%-40%, and overcomes the limitations of traditional multi-component, separate cooling systems.

[0018] 2. Significantly reduce overall costs

[0019] Integrated design reduces material usage, assembly processes, and supply chain management costs. Meanwhile, large-scale production of individual components further reduces manufacturing costs, resulting in an overall system cost reduction of approximately 20%-30% and an overall weight reduction of 20%-30% compared to the original solution.

[0020] 3. Overall improvement in heat dissipation efficiency

[0021] The six-channel structure optimizes the heat exchange path, increases the heat transfer interface area, and improves heat dissipation performance by 15%-25% compared to traditional single cooling systems through innovative flow channel layout.

[0022] 4. Optimize space occupancy

[0023] The integrated design significantly reduces the system size, making it particularly suitable for space-constrained commercial vehicles and construction machinery. It also provides more flexibility in the layout of other key components (such as battery packs and motors), reducing space occupancy by 30%-40%.

[0024] 5. Enhanced reliability and maintainability

[0025] Reducing the number of connecting pipes and interfaces lowers the risk of leakage and failure rate; at the same time, the modular design of individual components simplifies the maintenance process and shortens the maintenance time.

[0026] 6. Enhanced environmental adaptability

[0027] Through multi-channel coordinated temperature control, the temperature of different cooling media can be precisely adjusted to adapt to extreme high and low temperature conditions, ensuring system stability and extending equipment life. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of the structure of this utility model;

[0029] Figure 2 This is a schematic diagram of the heat exchanger of this utility model;

[0030] Figure 3 This is an exploded schematic diagram of the heat exchanger of this utility model;

[0031] Figure 4 This is a front view of the heat exchanger of this utility model;

[0032] Figure 5 This is a top view of the heat exchanger of this utility model;

[0033] Figure 6 This is a left view of the heat exchanger of this utility model;

[0034] Figure 7 This utility model Figure 4 A cross-sectional view of the AA plane;

[0035] Figure 8 This is a schematic diagram of the heat exchange core of this utility model;

[0036] Figure 9 This is a left view of the heat exchange core of this utility model;

[0037] Figure 10 This is a top view of the heat exchange core of this utility model;

[0038] Figure 11 This is a schematic diagram of the end faces of the outer tube and the inner tube of this utility model;

[0039] Figure 12 This is a top view of the heat dissipation strip of this utility model;

[0040] Figure 13 This is a comparison diagram of the heat dissipation power of this utility model and the prior art;

[0041] As shown in the figure:

[0042] 1. Heat exchange core, 2. Outer chamber, 3. Outer chamber connecting pipe, 4. Inner chamber, 5. Inner chamber connecting pipe, 6. Cover, 7. Cover connecting pipe, 11. Outer pipe, 12. Inner pipe, 13. Sealing block, 14. Heat dissipation strip, 15. Protective plate, 16. Connecting plate. Detailed Implementation

[0043] To clearly illustrate the technical features of this solution, the following detailed implementation method will be used to explain the solution.

[0044] Example 1:

[0045] like Figures 1-13 As shown, this utility model discloses a six-channel high-efficiency heat exchange system for new energy vehicles, including coolant pipelines, air conditioning refrigerant pipelines, battery refrigerant pipelines, and a heat exchanger. Air conditioning refrigerant flows through the air conditioning refrigerant pipelines to cool the air conditioning system, while battery refrigerant flows through the battery refrigerant pipelines to cool the battery. The coolant is used to control the temperatures of both the battery and air conditioning refrigerants. Temperature regulation of the battery and air conditioning refrigerants is achieved by controlling the temperature and flow rate of the coolant, the flow rate of the battery refrigerant, and the flow rate of the air conditioning refrigerant.

[0046] The heat exchanger includes a heat exchange core 1, two inner chambers 4, two outer chambers 2, and two covers 6.

[0047] like Figure 8-12 As shown, the heat exchange core 1 includes multiple outer tubes 11 arranged side by side and an inner tube 12 located inside the outer tubes 11. The cross-sections of the inner tube 12 and the outer tubes 11 are as follows: Figure 10 As shown, both the inner tube 12 and the outer tube 11 are flat tubes. In this embodiment, both the inner tube 12 and the outer tube 11 are rectangular cross-section tubes, and the wall of the inner tube 12 does not contact the wall of the outer tube 11. Multiple connecting plates 16 connect the inner tube 12 and the outer tube 11, achieving a fixed connection between them. The inner tube contains multiple partitions, dividing it into multiple small channels.

[0048] The two ends of adjacent outer tubes 11 are connected with sealing blocks 13. The heat exchange core 1 also includes two side-by-side protective plates 15. The outer tube 11 is located between the two protective plates 15. The two ends of the protective plates 15 and the adjacent outer tubes 11 are also connected with sealing blocks.

[0049] The inner tube 12 forms a first channel, and the inner tube 12 and the outer tube 11 form a second channel. The flow direction of the first channel is parallel to the flow direction of the second channel. Since the wall of the inner tube 12 does not contact the wall of the outer tube 11, the cross-section of the second channel is annular. Through the arrangement of multiple connecting plates 16, the annular cross-section of the second channel is divided into multiple smaller cross-sections, thereby achieving the function of flow diversion and improving the heat exchange effect.

[0050] The adjacent outer tubes 11 and the end caps 13 form a third channel; the protective plate 15 and the adjacent outer tubes 11 also form a third channel. The flow direction within the third channel is perpendicular to the flow direction of the first and second channels. A heat dissipation strip 14 connects the adjacent outer tubes 11. Figure 12 The corrugated metal plate shown divides the third channel into multiple small sections, achieving a flow distribution effect and improving heat exchange efficiency. It can also be used as follows... Figure 12 As shown, protrusions are provided on the heat dissipation strip to turbulence and improve heat dissipation efficiency.

[0051] The heat exchange core 1 is a three-dimensional rectangular structure. In order to realize the entry and exit of three channels, two inner chambers 4, two outer chambers 2 and two covers 6 are provided. The two outer chambers 2 cover two opposite sides of the heat exchange core 1, the two covers 6 cover the other two opposite sides of the heat exchange core 1, and the remaining two opposite sides are protective plates 15.

[0052] Two inner chambers 4 are respectively connected to the two ends of two inner tubes 12. The inner chambers 4 are hollow rectangular cavities and are located at the ends of the inner tubes 12, such as... Figure 6As shown, the inner tube 12 is inserted into the inner chamber 4. In order to achieve the insertion of the inner tube 12, the length of the inner tube 12 is greater than the length of the outer tube 11, so that a gap is left between the inner chamber 4 and the end of the outer tube 11.

[0053] Two outer chambers 2 are respectively enclosed at both ends of the outer tube 11. Each outer chamber 2 is a rectangular shell with one open end, and the open end covers the end face of the heat exchange core 1. Therefore, the medium in the outer tube 11 communicates with the interior of the outer chamber 2 through the gap between the inner chamber 4 and the end of the outer tube 11. The inner chamber 4 is located inside the outer chamber 2, and an inner chamber connecting pipe 5 extends out of the outer chamber 2 from the inner chamber 4, thus enabling the medium to enter and exit the two inner chambers. An outer chamber connecting pipe 3 is connected to the outer chamber 2, enabling the medium to enter and exit the two outer chambers.

[0054] Two caps 6 are respectively placed over the two ends of the third channel. The outer chamber 2 is a rectangular shell with one end open, and the open end covers the end face of the heat exchange core 1, thus realizing the connection between the inside of the cap 6 and the third channel. The cap 6 is connected to the cap connecting pipe 7, which realizes the entry and exit of the medium inside the cap 6.

[0055] The coolant lines, air conditioning refrigerant lines, and battery refrigerant lines each flow through three channels, namely the first channel, the second channel, and the third channel. These three channels are independent channels that exchange heat through the pipe walls.

[0056] The heat dissipation power of this invention is compared with that of the original split-type heat dissipation power, for example... Figure 13 As shown, the horizontal axis represents the test time, and the vertical axis represents the heat dissipation power.

[0057] In this embodiment, the coolant flows through the second channel, the battery refrigerant flows through the first channel, and the air conditioning refrigerant flows through the third channel.

[0058] Example 2:

[0059] The air conditioning refrigerant pipeline flows through the second channel, while the coolant pipeline and battery refrigerant pipeline flow through the first channel and the third channel, respectively.

[0060] Example 3:

[0061] The battery refrigerant pipeline flows through the second channel, while the air conditioning refrigerant pipeline and coolant pipeline flow through the other two channels respectively.

[0062] The three-channel dynamic flow regulation system monitors the status of the three media in real time via temperature sensors and flow meters, and the onboard ECU dynamically adjusts the pump speed and valve opening. Under high-temperature conditions, the coolant flow rate is increased to prioritize cooling the battery refrigerant; under low-temperature conditions, the proportion of air conditioning refrigerant flow rate is increased to 40%.

[0063] Performance test data:

[0064] When the ambient temperature is 45℃ and the battery heat output is 8kW, the system can stabilize the battery temperature at 35℃±2℃; it supports operation in a wide temperature range of -30℃ to 60℃ to meet the needs of the global market.

[0065] Of course, the above description is not limited to the examples above. Technical features of this utility model not described can be implemented by or using existing technology, and will not be repeated here. The above embodiments and drawings are only used to illustrate the technical solution of this utility model and are not intended to limit this utility model. This utility model has been described in detail with reference to preferred embodiments. Those skilled in the art should understand that any changes, modifications, additions or substitutions made by those skilled in the art within the scope of this utility model do not depart from the spirit of this utility model and should also fall within the protection scope of the claims of this utility model.

Claims

1. A six-channel high-efficiency heat exchange system for new energy vehicles, characterized in that: The system includes coolant piping, air conditioning refrigerant piping, battery refrigerant piping, and a heat exchanger. The heat exchanger includes a heat exchange core (1), which includes multiple parallel outer tubes (11) and an inner tube (12) located inside the outer tubes (11). The inner tube (12) forms a first channel, and the inner tube (12) and the outer tubes (11) form a second channel. The two ends of adjacent outer tubes (11) are connected by sealing blocks (13), and the adjacent outer tubes (11) and the sealing blocks (13) at both ends form a third channel. The coolant piping, air conditioning refrigerant piping, and battery refrigerant piping flow through the three channels respectively.

2. The six-channel high-efficiency heat exchange system for new energy vehicles according to claim 1, characterized in that: The heat exchanger also includes an inner chamber (4) that is connected to both ends of the inner tube (12), an outer chamber (2) that covers both ends of the outer tube (11), and a cover (6) that covers both ends of the third channel. The inner chamber (4) is located inside the outer chamber (2) and is connected to an inner chamber connecting pipe (5) that extends out of the outer chamber (2).

3. The six-channel high-efficiency heat exchange system for new energy vehicles according to claim 2, characterized in that: The outer chamber (2) is connected to the outer chamber connecting pipe (3), and the cap (6) is connected to the cap connecting pipe (7).

4. A six-channel high-efficiency heat exchange system for new energy vehicles according to claim 2, characterized in that: The second channel has an annular cross-section, and multiple connecting plates (16) connect the inner tube (12) and the outer tube (11).

5. A six-channel high-efficiency heat exchange system for new energy vehicles according to claim 1, characterized in that: A heat dissipation strip (14) is connected between adjacent outer tubes (11).

6. A six-channel high-efficiency heat exchange system for new energy vehicles according to claim 1, characterized in that: The heat exchange core (1) also includes two side-by-side guard plates (15), and the outer tube (11) is located between the two guard plates (15). The guard plates (15) and the adjacent outer tube (11) also form a third channel.

7. A six-channel high-efficiency heat exchange system for new energy vehicles according to claim 1, characterized in that: The coolant pipeline flows through the second channel, while the air conditioning refrigerant pipeline and the battery refrigerant pipeline flow through the other two channels respectively.

8. A six-channel high-efficiency heat exchange system for new energy vehicles according to claim 1, characterized in that: The air conditioning refrigerant pipeline flows through the second channel, while the coolant pipeline and battery refrigerant pipeline flow through the other two channels respectively.

9. A six-channel high-efficiency heat exchange system for new energy vehicles according to claim 1, characterized in that: The battery refrigerant pipeline flows through the second channel, while the air conditioning refrigerant pipeline and coolant pipeline flow through the other two channels respectively.

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