• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to a cooling arrangement for at least one battery (8) in a vehicle (1). The cooling arrangement comprises a cooling circuit (12a-f) with a circulating cooling medium, circulating means (13) adapted to circulate the cooling medium in the cooling circuit (12a-f) and a cooling area (A) where that cooling medium is adapted to cool the battery (8). The cooling arrangement comprises a container (10) with a closed internal space (11), that the battery (8) and the cooling circuit (12a-f) with the circulating coolant are arranged in the closed space (11) and that the container (10) comprises a heat-emitting area (B ) where the refrigerant is adapted to emit heat to ambient air. (Fig. 2)
    公开号:SE0950883A1
    申请号:SE0950883
    申请日:2009-11-20
    公开日:2011-05-21
    发明作者:Alexei Tsychkov；Magnus Kolasa
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    IO US 2004/0261377 discloses a cooling device for batteries in a vehicle. In this case, a fl genuine sucks in air from the surroundings in ducts where the air comes into contact with and cools the batteries. To prevent contamination and fi icing with the air that cools the batteries, a specially designed inlet valve is used which is adapted to separate particles and moisture from the air.
    SUMMARY OF THE INVENTION The object of the present invention is to provide a cooling arrangement which enables a substantially arbitrary placement of a battery in an external position on a vehicle while a good cooling of the battery is guaranteed with a low energy consumption.
    This object is achieved with the cooling arrangement of the kind mentioned in the introduction, which is characterized by the features stated in the characterizing part of claim 1. Because the battery is enclosed in a container, ambient air is prevented from coming into direct contact with the battery. Thus, the container with the battery can also be placed in places in the vehicle where the ambient air contains pollutants and moisture. However, the container should not be placed in the engine compartment or in other places in the vehicle where the air has a higher temperature than the surroundings as the cooling effect of the air would thus be reduced.
    The container thus also encloses the cooling circuit with the circulating coolant.
    The container thus also prevents ambient air from coming into direct contact with and pollutes the refrigerant. Ambient air has in most cases a sufficiently low temperature to provide a very good cooling of the circulating refrigerant in the cooling circuit and thus of the battery. By utilizing existing air with ambient temperature to cool the refrigerant, the refrigerant can, under favorable circumstances, provide a cooling to a temperature which substantially corresponds to the ambient temperature. The container comprises a specific friend-releasing area where the coolant is adapted to give off heat to ambient air. This heat-emitting area advantageously has a design so that the coolant can dissipate heat to ambient air in an efficient manner. The advantage of using ambient air to cool the coolant and thus the battery is that such cooling does not essentially require any energy consumption.
    IO The refrigerant circulating in the refrigeration circuit can be gaseous and circulating in the refrigeration circuit using, for example, a kt genuine. Such a gaseous refrigerant may be air or a gas having suitable properties for this purpose. Alternatively, the refrigerant may be a liquid circulated in the circuit by means of, for example, a pump. In this case, the container can be made more compact as a cooling circuit with a coolant is less space consuming than a cooling circuit with a gaseous cooling medium. The coolant may be water with a suitable additive or any other type of liquid having suitable properties for this purpose.
    According to an embodiment of the present invention, the cooling circuit comprises a first channel in which the cooling medium comes into contact with an inner surface of the heat-emitting area. The heat transfer between the coolant and the inner surface in the heat-emitting area is i.a. related to the flow rate of the refrigerant in the duct. With the aid of said circulating means it is guaranteed that the coolant always flows at a suitable speed through the duct. The inner surface may comprise fl nes or similar projecting material portions extending into the channel. Such material portions increase the interior surface of the heat-emitting region. With a large internal heat-transmitting surface, efficient cooling of the coolant in the heat-emitting area is obtained.
    According to a preferred embodiment of the present invention, the cooling arrangement comprises an air duct for ambient air in which the air comes into contact with an outer surface of the heat-emitting area and flow means adapted to provide a forced air flow through the air duct. The ability of the surrounding air to cool the outer surface is i.a. related to the air flow rate in the duct. With the aid of said flow means, which can be a real one, it is guaranteed that the air always flows at a suitable speed through the air duct. Alternatively or in combination, said flow means may comprise that the air duct is arranged so that the vehicle's wind speed during operation creates an air flow through the air duct. The outer surface may comprise fl nests or similar material portions extending into the air duct. Thereby, the outer surface of the heat dissipating area increases, which favors the heat transfer between the outer surface and the air flowing in the air duct.
    According to another preferred embodiment of the invention, the cooling circuit comprises an additional heat-emitting area which is provided with a cooling element which is adapted to cool the medium in the cooling circuit if necessary. The coolant in the cooling circuit cannot be cooled to a lower temperature than the ambient air temperature in the heat dissipating area.
    During operating times when the ambient air has too high a temperature for cooling the coolant to a desired temperature, said cooling element is used in the extra heat-emitting area. The cooling element in the extra heat-dissipating area is advantageously flowed through by a medium which has a considerably lower temperature than ambient air. The cooling element can be located downstream of the heat-emitting area and upstream of the cooling area with respect to the flow direction of the coolant in the cooling circuit. In this case, the refrigerant is cooled in two steps before being led to the battery.
    According to another preferred embodiment of the invention, the additional cooling element is an evaporator of an AC system. The refrigerant in an AC system can be given a very low temperature during the phase transition in the evaporator. It is thus possible to cool the refrigerant in a second step to a lower temperature than the ambient air temperature. The cooling arrangement may comprise a control unit which is adapted to determine if it is possible to cool the medium to a desired temperature in the ordinary heat dissipating area and when this is not the case activating the cooling element so that it cools the cooling medium in the additional heat dissipating area to the desired temperature before the medium led to the battery. In this case, the ambient air can be used to cool the coolant optimally in a first step while the remaining cooling of the medium is performed by the cooling element in the additional heat-dissipating area. Cooling the refrigerant to a lower temperature than the ambient temperature requires energy consumption. In this case, ambient air is thus used to cool the coolant optimally in a first step before the cooling element performs a residual cooling in a second step. As a result, the cooling in the second stage can be minimized and thus the energy consumption for cooling the coolant.
    According to another embodiment of the present invention, the cooling circuit comprises an alternative channel which extends beyond the ordinary heat-emitting area, and a guide element which is adapted to alternatively guide the circulating coolant through the first channel or through the second channel, the control unit being adapted to control said guide element so that the coolant is led through the second duct during occasions when ambient air has too high a temperature to be able to cool the coolant in the ordinary heat-emitting area. If the ambient air has a higher temperature than the coolant, the ambient air will heat the coolant in the heat dissipating area. To prevent this, the refrigerant is thus led when “IO ambient temperature is too high, thus instead through the second channel. This prevents the coolant from being heated by ambient air in the heat-dissipating area. In this case, the coolant is cooled only by the radiator element in the extra heat-emitting area.
    According to another embodiment of the present invention, the container also encloses control equipment adapted to regulate the flow of electrical energy to and from the battery, the cooling arrangement comprising an additional cooling circuit adapted to cool the control equipment. Such control equipment also provides heating during operation. However, the control equipment can normally be allowed to heat to a slightly higher maximum temperature than the battery. It may therefore be appropriate to cool the control equipment by means of a separate cooling circuit. However, it is possible to cool the battery and control equipment using a common cooling circuit.
    BRIEF DESCRIPTION OF THE DRAWINGS In the following, as an example, a preferred embodiment of the invention is described with reference to the accompanying drawings, in which: Fig. 1 shows a hybrid vehicle with a container device for a battery and its control equipment, Fig. 2 shows a cross-sectional view of container device in Fig. 1 and Fig. 3 shows a corresponding cross-sectional view of container device under a different operating condition.
    DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT OF THE INVENTION Fig. 1 shows a truck 1 provided with a driver's compartment 2 and a cargo space 3. The body of the truck 1 comprises longitudinal supporting beams 4. The truck 1 is a hybrid vehicle driven by a schematic vehicle or driven by a schematic of a schematically shown electric machine 6. The electric machine 6 operates as an engine when it drives the vehicle 1 itself or together with the internal combustion engine 5. The electric machine 6 operates as a generator during times when the vehicle 1 is braked. In this case, it can brake the vehicle itself up to a certain brake level. At higher braking levels, the braking process is supplemented by the vehicle's regular brakes. A container device 7 is attached to one of the supporting beams 4. A battery 8 for storing 10 IO electrical energy and control equipment 9 which regulates the flow of electrical energy between the battery 8 and the electrical machine 6 is arranged in the container device 7.
    Figs. 2 and 3 show the container device 7 in more detail. The container device 7 comprises a closed container 10 with an internal space 11. The battery 8 and said control equipment 9 are arranged inside the closed space 11. To cool the battery 8, a cooling circuit 12a-f has been arranged inside the container 10. A real 13 is adapted to circulate a gaseous cooling medium through the cooling circuit 12a-f. The gaseous refrigerant may be air or any other gas suitable for use in this context.
    The cooling circuit 12a-f comprises a space 12a for receiving the coolant in a position immediately downstream of the shaft 13. From the space 12a the cooling medium is led through the cooling channels 12b which extend through the battery 8 or are otherwise arranged in connection with the battery 8. The cooling channels 12b are included in a cooling area A where the coolant is adapted to cool the battery 8. After the coolant has passed through the cooling channels 12b and left the battery 8, it is received in a space 12c. Extending from the space 12e is a first channel 12d and a second channel 12e arranged in parallel. A guide element in the form of a damper 14 is arranged in connection with the outlet ends of the channel 12d and the second channel 12e, respectively. The damper 14 is adjustable in two positions. In a first position shown in Fig. 2, the outlet end of the first channel 12d is exposed while the outlet end of the second channel 12e is blocked. In a second position shown in Fig. 3, the outlet end of the first channel 12d is blocked while the outlet end of the second channel 12e is exposed. When the refrigerant is circulated through the first channel 12d, it comes into contact with an inner surface B1 of a heat-releasing area B. The inner surface B1 of the heat-releasing area B comprises fl angles 15. With such fl lenses 15, the inner surface B1 obtains a large contact surface with the cooling medium in the first channel 12d, which results in an efficient heat transfer between the coolant and the inner surface B1.
    After the refrigerant has flowed through the first channel 12d or the second channel 12e, it is received in a space 12f. From the space 12, the cooling medium is forced by the fl spout 13 through a cooling element which here is an evaporator 16 of an AC system. If necessary, the coolant can be cooled in a second stage in the evaporator 16 before it reaches the space 12a again.
    The evaporator 16 is arranged in an additional heat-emitting area C for the circulating refrigerant. The refrigerant is circulated in a cooling circuit 12a-12f which is closed.
    The container device 7 comprises a housing 17 which is arranged externally about a part of the container 10. The housing 17 may form a separate part or an integral part of the container. Cover 17 together with an outer surface of the container 10 forms an ambient air air duct 18. As the ambient air flows through the air duct 18, it comes into contact with an outer surface Bg of the heat-releasing region B.
    The outer surface Bg of the heat dissipating area B comprises ns grooves 21. With such fl grooves 21, the outer surface Bg obtains a large contact surface with the air flowing in the air duct 18, which results in an efficient heat transfer between the outer surface Bg and the air.
    The air duct 18 comprises a two inlet openings 18a, 18b and an outlet opening 18c. A fan 19 and a heat exchanger 20 are arranged at the outlet opening 18c.
    During operation of the spout 19, ambient air is sucked into the air duct 18 via the inlet openings 18a, 18b. The heat exchanger 20 is included in a separate cooling circuit. A liquid coolant is circulated in the separate cooling circuit by means of a pump 22. After the coolant has cooled in the heat exchanger 20, it is led to a separate closed space 23 inside the container 10. The separate space 23 encloses the control equipment 9. The coolant flows in suitable cooling channels adjacent to the control equipment. 9 inside the space 23. After the coolant has cooled the control equipment 9, the coolant circulates back to the heat exchanger 20. The air flowing out through the outlet opening 18c cools the coolant in the heat exchanger 20. The inlet opening 18b has a size which can be adjusted by means of a positionable closure means 24. size by means of the closing means 24, the air flow from the two inlet openings 18a, 18b can be varied. Air which is introduced via the inlet opening 18a has a higher temperature when it reaches the heat exchanger 20 because it absorbs heat in the area B than the air which is introduced through the inlet opening 18b. By varying in this way the lu flows from the two inlet openings 18a, 18b, the temperature of the air passed through the heat exchanger 20 can be varied and thus the cooling effect which the coolant obtains in the heat exchanger 20.
    A control unit 25 is adapted to control the cooling circuit 12a-f which cools the battery 8 and the cooling circuit which cools the control equipment 9. The control unit 25 is arranged in a suitable place in the vehicle 1. In this case the control unit 25 receives information from a temperature sensor 26 which senses the battery 8 , a temperature sensor 27 which senses the temperature of the refrigerant in the space 12c, a temperature sensor 28 which senses the temperature of the ambient air and a temperature sensor 29 which senses the temperature of the control equipment 9. With the aid of this information, the control unit 25 can, if necessary, activate the AC system so that the coolant is cooled in the evaporator 16 to a desired temperature, control the damper 14 so that the coolant is passed through the first channel 1010d or through the second channel 112e and to control the closing means 24 so that the air led to the heat exchanger 20 has a suitable temperature.
    During operation of the vehicle, heating of the battery 8 and the electrical components 9 is inevitable. In order for the battery 8 to function satisfactorily, it must not have a temperature above a maximum acceptable value that can be 40 ° C.
    The control equipment 9 should also not have a temperature above a maximum acceptable value which can be of the order of 60 ° C. To prevent the battery 8 and the control equipment 9 from reaching a temperature above the maximum acceptable temperatures, the control unit 25 receives substantially continuous information from the temperature sensors 26, 27, 28, 29. Using information from the temperature sensors 27, 28, the control unit 25 evaluates the coolant after it cooled battery 8 has a higher temperature than ambient air. If this is the case, ambient air can be used to cool the coolant in the heat-emitting area B. In this case, the control unit places the damper 14 in the position shown in Fig. 2 so that the coolant is led from the space 12c to the first channel 12d. The coolant in the first channel 12d is cooled in the heat-emitting region B by air flowing through the air channel 18. With the aid of the 15s 15, 21 relatively large heat-transferring surfaces B1, Bg are obtained both for the coolant and for the ambient air. To further promote the heat transfer between the coolant in the first duct 12d and the air in the air duct 18, the container in the heat-emitting area B may have an extra thin wall and / or consist of a material which has very good heat-conducting properties such as aluminum. Under favorable conditions, the coolant can be cooled to substantially the same temperature as the ambient air. In this case, the coolant in the first duct 12d and the air in the air duct 18 flow in the same direction in the heat dissipating area B. Alternatively, they may flow in opposite directions in the heat dissipating area B.
    The control unit 25 also receives information from the temperature sensor 26 regarding the battery temperature. Using this information and the temperature of the coolant after it has cooled in area B, the control unit 25 can estimate whether the AC system needs to be activated to cool the coolant in a further step in the evaporator 16. If, for example, ambient air is relatively cool and / or the battery 8 has not been loaded too heavily for a period of time, it should be sufficient to cool the refrigerant of ambient air in area B.
    In this case, the coolant obtains a sufficiently low temperature to be able to cool the battery “IO 8 in such a way that it does not obtain a temperature above the maximum acceptable temperature. In this case, the refrigerant is cooled only in one step.
    If the control unit 25 instead finds that the cooling of the cooling medium with ambient air in area B is not sufficient, the AC system is activated. In this case, the refrigerant is cooled in a second stage in the evaporator 16 in the additional heat dissipating area C. The AC system is activated in this case to a level so that the refrigerant obtains a desired temperature in the space 12a downstream of the evaporator 16 so that it can cool the battery 8 to a temperature that is at least equal to the maximum acceptable temperature. Energy is required to operate the AC system. In this case, ambient air is used in an optimal way to cool the coolant in a first step before the AC system adds any remaining cooling in a second step. In this way, the use of the AC system and thus the energy consumption required to cool the battery 8 is minimized.
    If the control unit 25 finds that ambient air has such a high temperature that it cannot be used to cool the gaseous coolant in the area B, it places the damper 14 in the position shown in Fig. 3. In this case the coolant is led through the second channel 12e .
    The coolant will then not come into contact with the heat-emitting area B.
    Since the ambient air in this case has a higher temperature than the coolant, this measure prevents the coolant from being heated by ambient air. In this case, the entire cooling of the coolant thus takes place in the additional heat-emitting area C of the evaporator 16 of the AC system.
    The control unit 25 thus also receives information from the temperature sensor 29 regarding the temperature of the control equipment 9. If this temperature tends to exceed the maximum acceptable temperature, the control unit 25 activates the closing means 24 so that it increases the size of the inlet opening 18b. Thus, a larger amount of cold air is led in via the inlet opening 18b. The temperature of the air led to the heat exchanger 20 drops. The liquid medium in the cooling circuit is thereby cooled to a lower temperature, which results in a more efficient cooling of the control equipment 9 in the space 23.
    The invention is in no way limited to the embodiments described in the drawing but can be varied freely within the scope of the claims. In this case, the battery 8 is cooled by a gaseous cooling medium. However, it is possible to cool the battery 8 with a liquid cooling medium. It is also possible to cool the battery 8 and the control equipment 9 in a common cooling circuit by means of a gaseous cooling medium or liquid cooling medium. The container device 7 is in this case fixed to a longitudinal beam 4. It can, however, be attached at a substantially arbitrary place in a vehicle where it is in contact with air which has the ambient temperature. If the vehicle is a bus, the container device 7 with the battery 8 and the control equipment 9 can be placed on the roof of the bus.
    权利要求:
    Claims (10)
    [1]
    Cooling arrangement for at least one battery (8) in a vehicle (1), the cooling arrangement comprising a cooling circuit (12a-f) with a circulating cooling medium, circulating means (13) adapted to circulate the cooling medium in the cooling circuit (12a-f) and a cooling area (A) where the cooling medium is adapted to cool the battery (8), characterized in that the cooling arrangement comprises a container (10) with a closed internal space (11), that the battery (8) and the cooling circuit (12a-f) with the circulating refrigerant is arranged in the enclosed space (1 1) and that the container (10) comprises a heat-emitting area (B) where the refrigerant is adapted to deliver heat to ambient air.
    [2]
    Cooling arrangement according to claim 1, characterized in that the cooling circuit (12a-f) comprises a first channel (12d) in which the cooling medium comes into contact with an inner surface (B1) of the heat-emitting region (B).
    [3]
    Cooling arrangement according to claim 2, characterized in that the inner surface (B1) comprises fl edges (21) or similar material portions extending in the first channel (1 2d).
    [4]
    Cooling arrangement according to one of the preceding claims, characterized in that it comprises an air duct (18) for ambient air in which the air comes into contact with an outer surface (Bg) of the heat-emitting region (B) and flow means (19) which is adapted to provide a forced air flow through the air duct (18).
    [5]
    Cooling arrangement according to claim 4, characterized in that the outer surface (Bg) comprises fl edges (21) or similar material portions which extend into the air duct (18).
    [6]
    Cooling arrangement according to one of the preceding claims, characterized in that the cooling circuit (12a-f) comprises an additional heat-emitting region (C) which is provided with a cooling element (16) which is adapted to cool the cooling medium circulated in the cooling circuit (12a-) if necessary. f).
    [7]
    Cooling arrangement according to Claim 6, characterized in that the cooling element is an evaporator (16) in an AC system. IO 15 20 12
    [8]
    Cooling arrangement according to claim 6 or 7, characterized in that the cooling arrangement comprises a control unit (25) which is adapted to determine whether it is possible to cool the cooling medium to a desired temperature in the heat-emitting area (B) and if not to activate the cooling element. .
    [9]
    Cooling arrangement according to claims 4 and 8, characterized in that the cooling circuit (12a-f) comprises an alternative channel (12e) which has a distance past the heat-emitting area (B), and a guide element (14) which is adapted to alternatively guide the circulating the refrigerant through the first duct (12d) or through the second duct (12e), the control unit (25) being adapted to control said guide element (14) so that the refrigerant is passed through the second duct (12d) during times when ambient air has a too high a temperature to be able to cool the refrigerant in the heat-emitting region (B).
    [10]
    Cooling arrangement according to any one of the preceding claims, characterized in that the container (10) also encloses control equipment (9) adapted to regulate the flow of electrical energy to and from the battery (8), the cooling arrangement comprising an additional cooling circuit (20, 22). adapted to cool the control equipment (9).
    类似技术:
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    同族专利:
    公开号 | 公开日
    SE534266C2|2011-06-21|
    EP2501573A4|2014-05-21|
    EP2501573B1|2016-03-16|
    EP2501573A1|2012-09-26|
    BR112012011926A2|2019-09-24|
    US20120267080A1|2012-10-25|
    US9118092B2|2015-08-25|
    RU2536276C2|2014-12-20|
    RU2012125620A|2013-12-27|
    CN102666157A|2012-09-12|
    WO2011062551A1|2011-05-26|
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    法律状态:
    2021-06-29| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    SE0950883A|SE534266C2|2009-11-20|2009-11-20|Cooling arrangement for at least one battery in a vehicle|SE0950883A| SE534266C2|2009-11-20|2009-11-20|Cooling arrangement for at least one battery in a vehicle|
    EP10831877.5A| EP2501573B1|2009-11-20|2010-11-18|Cooling arrangement for at least one battery in a vehicle|
    US13/510,072| US9118092B2|2009-11-20|2010-11-18|Cooling arrangement for at least one battery in a vehicle|
    BR112012011926A| BR112012011926A2|2009-11-20|2010-11-18|'' cooling arrangement for at least one battery in a vehicle ''|
    RU2012125620/11A| RU2536276C2|2009-11-20|2010-11-18|Cooling device at least for one storage battery in transport vehicle|
    CN2010800579724A| CN102666157A|2009-11-20|2010-11-18|Cooling arrangement for at least one battery in a vehicle|
    PCT/SE2010/051271| WO2011062551A1|2009-11-20|2010-11-18|Cooling arrangement for at least one battery in a vehicle|
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