Automobile cold and hot integrated battery cooler structure

Abstract

The utility model discloses a kind of automobile cold and hot integrated battery cooler structure, it is related to new energy automobile battery heat exchange technical field, to solve the problem that existing battery cooler can only be cooled, cannot heat, lead to battery performance is limited under low temperature environment, the structure includes mutually matched core body A and core body B, core body A sets up hot side water inlet, hot side water outlet and battery side water outlet, the core body B sets up battery side water inlet, refrigerant side inlet and refrigerant side outlet, and core body A and core body B are circulated by bent pipe and realize battery side cooling liquid, by respectively controlling the working condition of core body A, core body B, the temperature of battery side cooling liquid can be selectively realized heating or cooling, finally ensure that battery works under suitable temperature, improve battery performance;While overall structure is compact, convenient for whole car arrangement, applicable to new energy automobile battery thermal management system.

Description

Technical Field

[0001] This utility model relates to the field of heat exchange technology for new energy vehicle batteries, specifically to a structure for an integrated automotive battery cooler. Background Technology

[0002] With the rapid development of new energy vehicles, the battery, as a core power component, directly affects performance, lifespan and safety due to its operating temperature. When the battery temperature is too high, it needs to be cooled down in time to avoid thermal runaway; when the battery temperature is too low, it needs to be heated up to ensure charging and discharging efficiency.

[0003] In existing technologies, most battery coolers only have a cooling function, such as cooling through heat exchange between the refrigerant and the battery-side coolant. They cannot heat the battery-side coolant in low-temperature environments, which makes it difficult for the battery to maintain a suitable operating temperature under low-temperature conditions, resulting in a significant drop in performance. At the same time, some solutions with heating functions require an additional independent heating device, which has problems such as loose structure, large space occupation in the vehicle, and high difficulty in layout. Therefore, it is necessary to design an integrated automotive battery cooler structure to solve the above problems. Utility Model Content

[0004] The purpose of this utility model is to provide an integrated automotive battery cooler structure to solve the problems of existing battery coolers having single functions and loose structures, so as to achieve integrated cooling and heating functions while ensuring a compact structure and easy vehicle layout.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a car battery cooler structure integrating hot and cold water, comprising core A and core B, wherein core A and core B are connected by a bent pipe. Core A has a hot-side inlet, a hot-side outlet, and a battery-side outlet. The hot-side inlet and outlet are used for the flow of hot-side coolant. The other end face of the battery-side outlet is connected to core A and core B by the bent pipe. Core B has a battery-side inlet, a refrigerant-side inlet, and a refrigerant-side outlet. The battery-side inlet is used for inputting battery-side coolant, and the refrigerant-side inlet and outlet are used for the flow of refrigerant. Core A is used to realize the connection between the hot-side coolant and the battery-side coolant. Counter-current heat exchange is achieved in core B, which facilitates counter-current heat exchange between the refrigerant and the battery-side coolant. The hot-side inlet is used to connect to the external hot-side coolant, such as the coolant from a vehicle's heating system, and the hot-side outlet is used to discharge the cooled hot-side coolant after heat exchange. The battery-side inlet is used to connect to the battery-side coolant to be heat-exchanged, and the battery-side outlet is connected to core B via a bend to discharge the battery-side coolant after heat exchange in core A. The refrigerant-side outlet is used to discharge the cooled refrigerant after heat exchange, and the refrigerant-side inlet is used to connect to external refrigerant, such as the refrigerant from an air conditioning system. Both core A and core B are designed with multiple flow channels to ensure that the two heat exchange media flow counter-currently within the core, achieving layer-by-layer heat exchange and improving heat exchange efficiency.

[0006] A further improvement of this utility model is that: the core A and the core B are separate structures, and both of them are provided with several flow channel structures for heat exchange between the layers of the medium.

[0007] A further improvement of this utility model is that a sealed interface is provided at the ports of the hot-side water inlet, hot-side water outlet, battery-side water outlet, battery-side water inlet, refrigerant-side inlet, and refrigerant-side outlet.

[0008] A further improvement of this utility model is that the refrigerant side inlet and the refrigerant side outlet are both located on the same connecting panel, and their upper surfaces are located on the same horizontal plane.

[0009] A further improvement of this utility model is that the upper surfaces of the battery-side water inlet and the battery-side water outlet are arranged on the same horizontal plane.

[0010] A further improvement of this utility model is that the hot-side water outlet and the hot-side water inlet are of the same shape and size.

[0011] 1. Functional integration: Through the cooperation of core A and core B, this structure can simultaneously achieve the heating and cooling of the battery-side coolant without the need for an additional independent heating device, thus solving the problem of the single function of existing coolers.

[0012] 2. High heat exchange efficiency: Both core A and core B adopt a counter-current heat exchange design, with the two media alternating in contact, which greatly improves the heat exchange efficiency and ensures that the battery-side coolant quickly reaches the target temperature.

[0013] 3. Compact structure: The core A and the core B are directly connected through the bend, resulting in a high degree of integration of the overall structure, small space occupation, and easy arrangement within the limited space of the vehicle.

[0014] 4. High reliability: Core A and Core B work independently and do not interfere with each other. They can be flexibly switched according to actual working conditions, reducing the impact of a single component failure on the overall system and improving reliability. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This is a schematic diagram of the liquid flow direction structure within the flow channel of this utility model; Figure 3 This is an exploded structural diagram of the present invention.

[0016] Attached figures: 1-Core A, 2-Core B, 3-Bend, 4-Hot side inlet, 5-Hot side outlet, 6-Battery side outlet, 7-Battery side inlet, 8-Refrigerant side inlet, 9-Refrigerant side outlet, 10-Flow channel structure, 11-Sealing interface. Detailed Implementation

[0017] To enable those skilled in the art to better understand the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings.

[0018] This embodiment provides a structure for an integrated automotive battery cooler, including a core A1 and a core B2. Core A1 and core B2 are connected by a bent pipe 3. Core A1 has a hot-side inlet 4, a hot-side outlet 5, and a battery-side outlet 6. The hot-side inlet 4 and outlet 5 are used for flowing hot-side coolant. The other end face of the battery-side outlet 6 is connected to core A1 and core B2 via the bent pipe 3. Core B2 has a battery-side inlet 7, a refrigerant-side inlet 8, and a refrigerant-side outlet 9 on its upper surface. The battery-side inlet 7 is used for inputting battery-side coolant, and the refrigerant-side inlet 8 and outlet 9 are used for flowing refrigerant. Core A1 is used to achieve counter-current heat exchange between the hot-side coolant and the battery-side coolant. Core B2... 2 is used to achieve counter-current heat exchange between refrigerant and battery-side coolant. The hot-side inlet 4 is used to connect external hot-side coolant, such as the coolant of the vehicle's heating system. The hot-side outlet 5 is used to discharge the hot-side coolant after heat exchange. The battery-side inlet 7 is used to connect the battery-side coolant to be heat exchanged. The battery-side outlet 6 is connected to core B2 through the bend 3 and is used to discharge the battery-side coolant after heat exchange in core A1. The refrigerant-side outlet 9 is used to discharge the refrigerant after heat exchange. The refrigerant-side inlet 8 is used to connect external refrigerant, such as the refrigerant of the air conditioning system. Both core A1 and core B2 are designed with multi-layer flow channel structures 10 to ensure that the two heat exchange media flow in a counter-current manner in the core, realizing layer-by-layer heat exchange and improving heat exchange efficiency.

[0019] The core A1 and core B2 are separate structures, and both have a multi-layer flow channel structure 10 for heat exchange between the layers of the medium. Sealing interfaces 11 are provided at the ports of the hot-side inlet 4, hot-side outlet 5, battery-side outlet 6, battery-side inlet 7, refrigerant-side inlet 8, and refrigerant-side outlet 9. The refrigerant-side inlet 8 and the refrigerant-side outlet 9 are both located on the same connecting panel 12, and their upper surfaces are on the same horizontal plane. The upper surfaces of the battery-side inlet 7 and the battery-side outlet 6 are on the same horizontal plane. The hot-side outlet 5 and the hot-side inlet 4 are of the same shape and size.

[0020] 1. Cooling Operation (Core B Working, Core A Not Working): When the battery temperature is too high and cooling of the battery-side coolant is required: the hot-side coolant passage of Core A1 is closed, and the refrigerant passage of Core B2 is opened. The refrigerant enters the flow channel of Core B2 from the refrigerant-side inlet 8 and flows out from the refrigerant-side outlet 9. The battery-side coolant enters the flow channel of Core B2 from the battery-side inlet 6, and exchanges heat with the refrigerant in a counter-current manner, layer by layer. The refrigerant absorbs the heat from the battery-side coolant and carries it away. The low-temperature battery-side coolant after heat exchange flows out from the battery-side outlet 6 of Core A1 through the bend 3 and enters the battery system to cool the battery. The refrigerant passes through layers 2, 4, 6, and 8, following the direction of the arrow, from the left side to the right side of Core B2; the coolant passes through layers 1, 3, 5, and 7, following the direction of the arrow, from the right side to the left side of the core.

[0021] 2. Heating mode (Core A is working, Core B is not working) When the battery temperature is too low and the battery-side coolant needs to be heated: the refrigerant passage of core B2 is closed, and the hot-side coolant passage of core A1 is opened. The hot-side coolant enters the flow channel of core A1 from the hot-side inlet 4 and flows out from the hot-side outlet 5. The battery-side coolant enters core B2 from the battery-side inlet 7, flows into the flow channel of core A1 through the bend 3, and exchanges heat with the hot-side coolant in a counter-current manner, transferring heat to the battery-side coolant. The high-temperature battery-side coolant after heat exchange flows out from the battery-side outlet 6 and enters the battery system to heat the battery.

[0022] The above are merely preferred embodiments of this utility model, but do not limit the patent scope of this utility model. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing specific embodiments, or make equivalent substitutions for some of the technical features. Any equivalent structures made using the content of this utility model's specification and drawings, whether directly or indirectly applied to other related technical fields, are similarly within the patent protection scope of this utility model.

Claims

1. A structure for an integrated automotive battery cooler, characterized in that: The device includes core A and core B, which are connected by a bend in the tube. Core A has a hot-side inlet, a hot-side outlet, and a battery-side outlet. The hot-side inlet and outlet are used for the flow of hot-side coolant. The other end face of the battery-side outlet is connected to core A and core B by the bend in the tube. Core B has a battery-side inlet, a refrigerant-side inlet, and a refrigerant-side outlet on its upper end face. The battery-side inlet is used for the input of battery-side coolant, and the refrigerant-side inlet and outlet are used for the flow of refrigerant. Core A is used to achieve countercurrent heat exchange between the hot-side coolant and the battery-side coolant, and core B is used to achieve countercurrent heat exchange between the refrigerant and the battery-side coolant.

2. The automotive integrated heating and cooling battery cooler structure according to claim 1, characterized in that, The core A and core B are separate structures, and both have several flow channels inside for heat exchange between the layers of the medium.

3. The automotive integrated heating and cooling battery cooler structure according to claim 1, characterized in that: Sealed interfaces are provided at the ports of the hot-side water inlet, hot-side water outlet, battery-side water outlet, battery-side water inlet, refrigerant-side inlet, and refrigerant-side outlet.

4. The automotive integrated heating and cooling battery cooler structure according to claim 1, characterized in that: Both the refrigerant inlet and the refrigerant outlet are located on the same connecting panel, and their upper surfaces are on the same horizontal plane.

5. The automotive integrated heating and cooling battery cooler structure according to claim 1, characterized in that: The upper surfaces of the battery-side water inlet and the battery-side water outlet are located on the same horizontal plane.

6. The automotive integrated heating and cooling battery cooler structure according to claim 1, characterized in that: The hot-side outlet and the hot-side inlet are the same in shape and size.

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