A direct cooling and heating power battery thermal management system and a new energy commercial vehicle

Abstract

This utility model discloses a direct cooling and heating power battery thermal management system and a new energy commercial vehicle, comprising: a compressor assembly connected to a condenser assembly, which is then connected in parallel to a power battery assembly and an evaporator assembly to form a circuit; the front-end circuit of the compressor assembly is also connected in parallel to a fuel PTC heating assembly circuit via a refrigerant three-way valve, and the condenser assembly is also connected in parallel to a second shut-off valve circuit. Heating is achieved by connecting the fuel PTC heating assembly circuit and the second shut-off valve circuit, and cooling is achieved by disconnecting the fuel PTC heating assembly circuit and connecting the condenser assembly. This utility model achieves rapid and precise temperature regulation of the power battery through direct cooling and heating technology, while simultaneously utilizing the fuel PTC heating assembly circuit to replenish gas and increase enthalpy on the low-pressure side, thereby improving the system's heating performance in low-temperature environments and enhancing the overall performance and reliability of the new energy commercial vehicle.

Description

Technical Field

[0001] This utility model relates to the field of thermal management technology for new energy vehicles, specifically, it is a direct cooling and direct heating power battery thermal management system and a new energy commercial vehicle. Background Technology

[0002] In the field of new energy commercial vehicles, the performance of power batteries directly affects the vehicle's operating efficiency, driving range, and safety. Power batteries generate significant heat changes during charging and discharging; excessively high or low temperatures can severely damage the battery's lifespan and performance. Current power battery thermal management systems suffer from numerous problems.

[0003] On the one hand, traditional indirect thermal management methods transfer heat through an intermediate medium, which has drawbacks such as low heat transfer efficiency and slow response speed, making it difficult to meet the requirements of power batteries for precise temperature control.

[0004] On the other hand, in cold environments, the thermal management system's heating capacity is insufficient, especially the heating effect on the power battery is not ideal, resulting in the inability to effectively improve the activity of the power battery and a significant reduction in vehicle performance.

[0005] Meanwhile, existing heating technologies are unsatisfactory in terms of energy consumption and efficiency, increasing vehicle operating costs. Therefore, the development of a highly efficient, precise, and energy-saving power battery thermal management system is urgently needed. Utility Model Content

[0006] To address the aforementioned technical problems, the purpose of this utility model is to provide a direct cooling and heating power battery thermal management system and a new energy commercial vehicle. Through direct cooling and heating technology, the system achieves rapid and precise temperature regulation of the power battery. At the same time, it utilizes fuel PTC heating components to replenish gas and increase enthalpy on the low-pressure side, thereby improving the system's heating performance in low-temperature environments, reducing energy consumption, extending the lifespan of the power battery, and enhancing the overall performance and reliability of the new energy commercial vehicle.

[0007] The present invention solves the above problems through the following technical solution:

[0008] A direct-cooling and direct-heating power battery thermal management system includes: a power battery assembly, an evaporator assembly, a fuel PTC heating assembly circuit, a condenser assembly, and a compressor assembly. The compressor assembly is connected to the condenser assembly and then connected in parallel with the power battery assembly and the evaporator assembly to form a circuit. The front-end circuit of the compressor assembly is also connected in parallel with the fuel PTC heating assembly circuit via a refrigerant three-way valve, and the condenser assembly is also connected in parallel with a second shut-off valve circuit. Heating is provided to the power battery assembly and / or the evaporator assembly by connecting the fuel PTC heating assembly circuit and the second shut-off valve circuit, and cooling is provided to the power battery assembly and / or the evaporator assembly by disconnecting the fuel PTC heating assembly circuit and connecting the condenser assembly.

[0009] As a further improvement of this utility model, the compressor assembly includes a gas-liquid separator, a compressor, and a water-cooled condenser connected in sequence.

[0010] As a further improvement of this utility model, a first temperature sensor is provided between the compressor and the water-cooled condenser.

[0011] As a further improvement of this utility model, a first pressure sensor is provided at the rear end of the water-cooled condenser of the compressor assembly.

[0012] As a further improvement of this utility model, the power battery assembly includes: a third electronic expansion valve, a power battery, and a first line transformer connected in sequence.

[0013] As a further improvement of this utility model, the evaporator assembly includes: a second electronic expansion valve, an evaporator, and a second temperature sensor connected in sequence.

[0014] As a further improvement of this utility model, the condenser assembly includes: a first shut-off valve, a condenser, a second pressure sensor, and a first check valve connected in sequence.

[0015] As a further improvement of this utility model, the fuel PTC heating component circuit includes: a refrigerant three-way valve, a first electronic expansion valve, and a fuel PTC heating component connected in sequence.

[0016] As a further improvement of this utility model, the power battery thermal management system further includes: a water heating circuit;

[0017] The water heating circuit is a circuit formed by the front end of the water-cooled condenser, the water heater, the warm air core, the warm air pump, and the rear end of the water-cooled condenser connected in sequence.

[0018] Furthermore, this utility model also solves the above problems through the following technical solutions:

[0019] A new energy commercial vehicle includes a power battery thermal management system with direct cooling and heating as described above and a motor water pump circuit, so as to dissipate heat from the motor water pump through the motor water pump circuit;

[0020] The motor-water pump circuit consists of a motor-water pump, a third temperature sensor, a drive motor assembly, and a radiator connected sequentially.

[0021] Compared with the prior art, this utility model has the following advantages and beneficial effects:

[0022] (1) High-efficiency and precise temperature control: Direct cooling and direct heating technology realizes direct heat exchange between the power battery and the refrigerant, which greatly improves the heat transfer efficiency and can quickly and accurately adjust the temperature of the power battery, so that the power battery is always in the optimal operating temperature range, effectively improving the performance and life of the power battery.

[0023] (2) Excellent low-temperature heating performance: The fuel and PTC heating technology significantly enhances the system's heating capacity in low-temperature environments by supplementing gas and increasing enthalpy on the low-pressure side. It can quickly increase the temperature of the power battery, improve the activity of the power battery, and improve the starting performance and driving range of new energy commercial vehicles in cold weather.

[0024] (3) Energy saving and consumption reduction: Through intelligent collaborative control strategy, the fuel PTC heating power and gas replenishment enthalpy circuit are dynamically adjusted according to actual working conditions, which avoids energy waste, reduces system energy consumption and improves energy utilization efficiency.

[0025] (4) Reliability and safety: The perfect temperature monitoring and control system, as well as the innovative technical design, can detect and solve abnormal power battery temperature problems in a timely manner, effectively prevent safety hazards caused by overheating or overcooling of the power battery, and improve the reliability and safety of the system. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of a direct cooling and heating power battery thermal management system according to the present invention.

[0027] Figure 2 This is a circuit diagram of the power battery of this utility model for direct cooling;

[0028] Figure 3 This is a circuit diagram showing the simultaneous cooling of the battery and the passenger compartment in this utility model.

[0029] Figure 4 This is a circuit diagram of the battery of this utility model when it is directly heated;

[0030] Figure 5 This is a circuit diagram showing the simultaneous heating of the battery and the passenger compartment in this utility model.

[0031] Figure label:

[0032] 1. Gas-liquid separator; 2. Compressor; 3. Water-cooled condenser; 4. First shut-off valve; 5. Condenser; 6. First one-way valve; 7. Third electronic expansion valve; 8. Power battery; 9. Second electronic expansion valve; 10. Evaporator; 11. Refrigerant three-way valve; 12. First electronic expansion valve; 13. Fuel PTC heating assembly; 14. Water heater; 15. Heater core; 16. Heater water pump; 17. Expansion tank; 18. Motor water pump; 19. Drive motor assembly; 20. Radiator; 21. First temperature sensor; 22. Second temperature sensor; 23. Third temperature sensor; 24. Fourth temperature sensor; 25. First pressure sensor; 26. Second pressure sensor; 27. Second shut-off valve; 28. First line transformer. Detailed Implementation

[0033] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0034] Example:

[0035] Combined with appendix Figure 1-5 As shown, a direct-cooling and direct-heating power battery thermal management system includes: a power battery assembly, an evaporator assembly, a fuel PTC heating assembly circuit, a condenser assembly, and a compressor assembly. The compressor assembly is connected to the condenser assembly and then connected in parallel with the power battery assembly and the evaporator assembly to form a circuit. The compressor assembly's front-end circuit is also connected in parallel with the fuel PTC heating assembly circuit via a refrigerant three-way valve, and the condenser assembly is also connected in parallel with a second shut-off valve circuit. Heating is provided to the power battery assembly and / or the evaporator assembly by connecting the fuel PTC heating assembly circuit and the second shut-off valve circuit, and cooling is provided to the power battery assembly and / or the evaporator assembly by disconnecting the fuel PTC heating assembly circuit and connecting the condenser assembly.

[0036] Specifically, the battery thermal management system includes: a gas-liquid separator 1, a compressor 2, a first temperature sensor 21, a water-cooled condenser 3, a first pressure sensor 25, a first shut-off valve 4, a condenser 5, a second pressure sensor 26, and a first one-way valve 6, which are connected in series and then connected in parallel to the power battery assembly and the evaporator assembly. The condenser assembly is formed by the first shut-off valve, the condenser, the second pressure sensor, and the first one-way valve connected in sequence; the compressor assembly is formed by the gas-liquid separator, the compressor, and the water-cooled condenser connected in sequence.

[0037] In this embodiment, a third electronic expansion valve 7 is connected to the front end of the power battery, and a first line transformer 28 is connected to the rear end to form a power battery assembly.

[0038] The evaporator 10 is connected to a second electronic expansion valve 9 at the front end and a second temperature sensor 22 at the rear end to form an evaporator assembly.

[0039] The front-end wiring of the gas-liquid separator is also connected to the fuel PTC heating component wiring. This wiring consists of the fuel PTC heating component 13 connected sequentially to the first electronic expansion valve 12 and the refrigerant three-way valve, and then connected to the front-end wiring of the gas-liquid separator via the refrigerant three-way valve. The fuel PTC heating component integrates fuel combustion heating and PTC heating functions. In low-temperature environments, when the power battery 8 needs heating, fuel combustion generates a large amount of heat, and simultaneously, the PTC element is energized to assist in heating. The two work together to rapidly increase the refrigerant temperature.

[0040] When the system is in heating mode and the refrigerant pressure is low, high-temperature, high-pressure refrigerant vapor heated by the fuel PTC is supplied to the low-pressure side via the fuel PTC heating element circuit. Specifically, a gas supply port is installed before the compressor intake port, connected to the outlet of the fuel PTC heating element via a refrigerant three-way valve 11. When the system detects low refrigerant pressure and enthalpy on the low-pressure side, the refrigerant three-way valve is opened to supply heated refrigerant vapor, increasing the refrigerant's mass flow rate and enthalpy, thereby enhancing the system's heating capacity.

[0041] Furthermore, the end of the first pressure sensor 25 furthest from the water-cooled condenser 3, i.e., the rear end, is also connected to a second shut-off valve 27 line, so that it can be directly connected to the power battery assembly through the second shut-off valve 27 line.

[0042] The front end of the water-cooled condenser 3 is connected in sequence to a water heater 14, a fourth temperature sensor 24, a warm air core 15 and a warm air water pump 16, and then connected to the rear end of the water-cooled condenser 3 to form a water heating circuit.

[0043] In this embodiment, a motor-water pump circuit is also included. The motor-water pump circuit consists of a motor-water pump 18, a third temperature sensor 23, a drive motor assembly 19, and a radiator 20 connected sequentially to dissipate heat from the motor-water pump. Preferably, an expansion tank 17 is connected to the front end of the motor-water pump 18.

[0044] (1) When the power battery is directly cooled, refer to the appendix. Figure 2 The operating modes of each actuator are shown in Table 1:

[0045] Actuator Work mode Actuator Work mode compressor PID control speed Third electronic expansion valve PID control First shut-off valve Full open Refrigerant three-way valve AC Second shut-off valve Fully closed First electronic expansion valve Fully closed / / Second electronic expansion valve Fully closed

[0046] The gas-liquid separator, compressor 2, water-cooled condenser 3, first shut-off valve 4, condenser, first one-way valve 6, and power battery assembly are connected to form a direct cooling circuit for the power battery. At this time, the compressor 2 adjusts its speed via PID control, the first shut-off valve 4 is fully open, the second shut-off valve 27 is fully closed, the third electronic expansion valve 7 is adjusted via PI control, valves A and C of the refrigerant three-way valve are connected, and the first electronic expansion valve 12 and the second electronic expansion valve 9 are fully closed.

[0047] (2) When the power battery and the passenger compartment are cooled simultaneously, refer to the appendix. Figure 3 The operating modes of each actuator are shown in Table 2:

[0048] Actuator Work mode Actuator Work mode compressor PID control speed Third electronic expansion valve PID control First shut-off valve Full open Refrigerant three-way valve AC Second shut-off valve Fully closed First electronic expansion valve Fully closed / / Second electronic expansion valve PID control

[0049] The power battery direct cooling circuit is connected, and the passenger compartment cooling circuit is also connected.

[0050] The crew compartment cooling circuit is formed by connecting the gas-liquid separator, compressor 2, water-cooled condenser 3, first shut-off valve 4, condenser, first one-way valve 6, and evaporator assembly. At this time, compressor 2 adjusts its speed via PID control, first shut-off valve 4 is fully open, second shut-off valve 27 is fully closed, third electronic expansion valve 7 is adjusted via PI control, valves A and C of the refrigerant three-way valve are connected, first electronic expansion valve 12 is fully closed, and second electronic expansion valve 9 is adjusted via PID control.

[0051] (3) When the power battery is used for direct heating, refer to the appendix. Figure 4 The operating modes of each actuator are shown in Table 3:

[0052] Actuator Work mode Actuator Work mode compressor PID control speed Third electronic expansion valve Full open First shut-off valve Fully closed Refrigerant three-way valve AB Second shut-off valve Full open First electronic expansion valve PID control / / Second electronic expansion valve Fully closed

[0053] The circuit is connected in sequence via a gas-liquid separator, compressor 2, water-cooled condenser 3, and second shut-off valve 27, then connected to the power battery assembly. It is then connected to the fuel PTC heating assembly circuit via a refrigerant three-way valve, and finally connected to the gas-liquid separator to form a direct heating circuit for the power battery. At this time, compressor 2 adjusts its speed via PID control, first shut-off valve 4 is fully closed, second shut-off valve 27 is fully open, third electronic expansion valve 7 is fully open, valves A and B of the refrigerant three-way valve are connected, first electronic expansion valve 12 is adjusted via PID control, and second electronic expansion valve 9 is fully closed.

[0054] (4) When the power battery is used for direct heating, refer to the appendix. Figure 5 The operating modes of each actuator are shown in Table 3:

[0055]

[0056] The power battery direct heating circuit is connected, and the passenger compartment heating circuit is also connected.

[0057] The passenger compartment heating circuit is sequentially connected via a gas-liquid separator, compressor 2, water-cooled condenser 3, and second shut-off valve 27, then connected to the evaporator assembly, and finally connected to the fuel PTC heating assembly circuit via a refrigerant three-way valve, forming a complete circuit. At this time, compressor 2 adjusts its speed via PID control, first shut-off valve 4 is fully closed, second shut-off valve 27 is fully open, third electronic expansion valve 7 is fully open, valves A and B of the refrigerant three-way valve are connected, first electronic expansion valve 12 is adjusted via PID control, and second electronic expansion valve 9 proportionally adjusts heat absorption.

[0058] The power battery thermal management system uses direct connection to the power battery assembly for heat exchange. Preferably, in this embodiment, the evaporator and condenser are directly and tightly attached to the power battery assembly or integrated into the bottom of the power battery cell of the power battery assembly. Thermal balance is achieved by using immersion technology to reduce energy loss rate.

[0059] In cooling mode, compressor 2 compresses the refrigerant into a high-temperature, high-pressure gaseous state, which is then cooled and liquefied by water-cooled condenser 3. Controlled by the second and third electronic expansion valves, the liquid refrigerant flows directly into the power battery or the evaporator in contact with the power battery. After absorbing heat from the power battery, it evaporates into a low-temperature, low-pressure gaseous state and returns to compressor 2 to complete the cooling cycle, thus achieving direct cooling of the power battery.

[0060] In heating mode, by connecting the second shut-off valve 27 and closing the first shut-off valve 4, the heated refrigerant flows directly to the power battery or the evaporator in contact with the power battery, transferring heat to the power battery for direct heating. This direct cooling and heating method greatly improves heat transfer efficiency and reduces heat loss in intermediate stages.

[0061] Multiple high-precision temperature sensors are deployed, such as a condensation temperature sensor next to the evaporator to monitor the temperature of different parts of the power battery, an indoor temperature sensor next to the evaporator, and an outdoor temperature sensor to monitor the ambient temperature, so as to collect comprehensive temperature data in real time.

[0062] The PID controller receives data from the temperature sensor and, based on preset temperature thresholds and control strategies, precisely controls the opening and closing of the solenoid valve, water pump speed, compressor power, and the operating status of the heating module, achieving intelligent and precise regulation of the power battery thermal management system. The PID controller dynamically adjusts the heating power of the fuel cell PTC heating element based on parameters such as power battery temperature, ambient temperature, refrigerant pressure, and enthalpy.

[0063] Turning the fuel PTC heating element circuit on and off. In extremely cold environments, increase the heating power of the fuel PTC heating element and activate the gas injection enthalpy enhancement circuit as needed to ensure the system can provide sufficient heat to the power battery; when the temperature is relatively high, reduce the heating power of the fuel PTC heating element and shut down the gas injection enthalpy enhancement circuit to reduce energy consumption.

[0064] Although the present invention has been described herein with reference to illustrative embodiments, the above embodiments are merely preferred embodiments of the present invention, and the implementation of the present invention is not limited to the above embodiments. It should be understood that those skilled in the art can design many other modifications and implementations, which will fall within the scope and spirit of the principles disclosed in this application.

Claims

1. A direct-cooling and direct-heating power battery thermal management system for a power battery, characterized in that, include: The system includes a power battery assembly, an evaporator assembly, a fuel PTC heating assembly circuit, a condenser assembly, and a compressor assembly. The compressor assembly is connected to the condenser assembly and then connected in parallel with the power battery assembly and the evaporator assembly to form a circuit. The front-end circuit of the compressor assembly is also connected in parallel with the fuel PTC heating assembly circuit via a refrigerant three-way valve, and the condenser assembly is also connected in parallel with a second shut-off valve circuit. The power battery assembly and / or the evaporator assembly are heated by connecting the fuel PTC heating assembly circuit and the second shut-off valve circuit, and the power battery assembly and / or the evaporator assembly are cooled by disconnecting the fuel PTC heating assembly circuit and connecting the condenser assembly.

2. A direct-cooling and direct-heating power battery thermal management system according to claim 1, characterized in that, The compressor assembly includes a gas-liquid separator, a compressor, and a water-cooled condenser connected in sequence.

3. The direct-cooling and direct-heating power battery thermal management system according to claim 2, characterized in that, A first temperature sensor is installed between the compressor and the water-cooled condenser.

4. The power battery direct-cooling and direct-heating power battery thermal management system according to claim 2, characterized in that, A first pressure sensor is installed at the rear end of the water-cooled condenser of the compressor assembly.

5. The direct-cooling and direct-heating power battery thermal management system according to claim 1, wherein, The power battery assembly includes: a third electronic expansion valve, a power battery, and a first line transformer connected in sequence.

6. The direct-cooling and direct-heating power battery thermal management system according to claim 1, wherein, The evaporator assembly includes: a second electronic expansion valve, an evaporator, and a second temperature sensor connected in sequence.

7. The power battery direct cooling and direct heating thermal management system according to claim 1, characterized in that, The condenser assembly includes: a first shut-off valve, a condenser, a second pressure sensor, and a first check valve connected in sequence.

8. The direct-cooling and direct-heating power battery thermal management system according to claim 1, wherein, The fuel PTC heating component circuit includes: a refrigerant three-way valve, a first electronic expansion valve, and a fuel PTC heating component connected in sequence.

9. The direct-cooling and direct-heating power battery thermal management system according to any one of claims 1-8, characterized in that, The power battery thermal management system also includes: a water heating circuit; The water heating circuit is a circuit formed by the front end of the water-cooled condenser, the water heater, the warm air core, the warm air pump, and the rear end of the water-cooled condenser connected in sequence.

10. A new energy commercial vehicle, characterized in that, Includes a power battery direct cooling and direct heating power battery thermal management system and a motor water pump circuit as described in any one of claims 1-9, so as to dissipate heat from the motor water pump through the motor water pump circuit; The motor-water pump circuit consists of a motor-water pump, a third temperature sensor, a drive motor assembly, and a radiator connected sequentially.

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