CN211918428U - Motor drive and battery thermal management's integrated system and electric automobile - Google Patents

Abstract

The utility model discloses a motor drive and battery thermal management integrated system and an electric automobile, which comprises a first drive assembly, a battery pack and a first four-way valve; the first drive assembly includes a first motor and a first fluid pump; the liquid outlet of the first motor is communicated with the liquid inlet of the first liquid pump through a pipeline, the liquid outlet of the first liquid pump is communicated with the fourth valve port of the first four-way valve through a pipeline, and the third valve port of the first four-way valve is communicated with the liquid inlet of the first motor through a pipeline; a motor radiator assembly is arranged on a pipeline between the liquid inlet of the first motor and the third valve port; the first valve port of the first four-way valve is communicated with the liquid inlet of the battery pack through a pipeline, and the liquid outlet of the battery pack is communicated with the second valve port of the first four-way valve through a pipeline, so that various battery pack heating modes can be realized, and the requirements of different working conditions are met.

Description

Motor drive and battery thermal management's integrated system and electric automobile

Technical Field

The utility model relates to an electric motor car technical field especially relates to an integrated system and electric automobile of motor drive and battery heat management.

Background

In the prior art, the performance of a power battery for a new energy automobile is obviously reduced in a low-temperature environment, and the charge and discharge capacity is obviously restricted. Therefore, a battery thermal management system is very important.

The existing battery thermal management system generally adopts heating equipment such as a high-voltage electric heater or a fuel heater, but the cost of parts of the existing battery thermal management system is higher, and the heating mode is single.

In view of the above, it is necessary to provide an integrated system of motor driving and battery thermal management and an electric vehicle, which can heat a battery pack by using heat of a motor.

SUMMERY OF THE UTILITY MODEL

The utility model provides an integrated system of motor drive and battery heat management, which comprises a first drive assembly, a battery pack and a first four-way valve;

the first drive assembly includes a first motor and a first fluid pump;

the liquid outlet of the first motor is communicated with the liquid inlet of the first liquid pump through a pipeline, the liquid outlet of the first liquid pump is communicated with the fourth valve port of the first four-way valve through a pipeline, and the third valve port of the first four-way valve is communicated with the liquid inlet of the first motor through a pipeline;

a motor radiator assembly is arranged on a pipeline between the liquid inlet of the first motor and the third valve port;

the first valve port of the first four-way valve is communicated with the liquid inlet of the battery pack through a pipeline, and the liquid outlet of the battery pack is communicated with the second valve port of the first four-way valve through a pipeline.

So set up, can realize heating the battery package through the waste heat of first motor, need not to use high-voltage electric heater or fuel heater, practiced thrift the cost.

Further, the device also comprises a second driving assembly and a second four-way valve;

the second drive assembly comprises a second motor and a second liquid pump;

the first valve port of the first four-way valve is communicated with a four-way valve port of the second four-way valve through a pipeline, the first valve port of the second four-way valve is communicated with a liquid inlet of the second liquid pump through a pipeline, a liquid outlet of the second liquid pump is communicated with a liquid inlet of the second motor through a pipeline, a liquid outlet of the second motor is communicated with the two-way valve port of the second four-way valve through a pipeline, and the third valve port of the second four-way valve is communicated with a liquid inlet of the battery pack through a pipeline; a three-way valve is arranged on a pipeline between the third valve port and the liquid inlet of the battery pack, and a valve port III of the three-way valve is communicated with the second valve port through a pipeline.

Due to the arrangement, the battery pack can be heated by utilizing the waste heat of the first motor and/or the second motor, multiple heating modes can be realized, and different requirements can be met. The liquid flow for heating the battery pack can be adjusted by adjusting the proportion of the valve port II and the valve port III of the three-way valve so as to meet the requirement for heating the battery pack, and the heat dissipation of the second motor can be realized by closing the valve port II of the three-way valve.

Furthermore, a third liquid pump is arranged on a pipeline between the third valve port and the liquid inlet of the battery pack, and provides power for liquid flowing to the battery pack, so that the liquid can flow rapidly.

Furthermore, a one-way valve is arranged on a pipeline connected with a liquid outlet of the battery pack.

Further, the first drive assembly comprises a first differential assembly, two independent first drive shafts connected to the first differential assembly, and a first speed reducer connected to the first differential assembly;

a first clutch is connected between the input shaft of the first speed reducer and the first motor output shaft of the first motor;

the first drive assembly also includes a first brake capable of providing braking to the first motor output shaft.

Can combine first stopper and first motor output shaft with first clutch separation for first motor output shaft stall realizes that first motor stall generates heat, with rapid heating battery package.

Further, the second drive assembly comprises a second differential assembly, two independent second drive shafts connected to the second differential assembly, and a second reducer connected to the second differential assembly;

a second clutch is connected between the input shaft of the second speed reducer and the second motor output shaft of the second motor;

the second drive assembly also includes a second brake configured to provide braking to the second motor output shaft.

Can combine second stopper and second motor output shaft with the separation of second clutch for second motor output shaft stall realizes that the second motor stall generates heat, with rapid heating battery package.

The utility model provides a still provide an electric automobile, including aforementioned arbitrary technical scheme motor drive and battery thermal management's integrated system. The battery pack can be heated by utilizing the waste heat of the motor, the battery pack can be heated by utilizing the motor locked rotor, a high-voltage electric heater or a fuel oil heater is not needed, and the cost is saved. The battery pack heating modes can be realized, and the whole vehicle heat management controller can comprehensively judge which battery heating mode is optimal according to the working condition of the vehicle, so that the requirements of different working conditions are met.

By adopting the technical scheme, the method has the following beneficial effects:

the utility model provides an integrated system and electric automobile of motor drive and battery thermal management can utilize the waste heat heating battery package of motor, and further no matter electric automobile is in quiescent condition or is in the operating mode of traveling, all can realize through the action of clutch, stopper that the motor stall generates heat and reach the purpose of rapid heating battery package and need not to use high-voltage electric heater, or the heating of fuel heater, has practiced thrift whole car cost. The battery pack heating modes can be realized, and the whole vehicle heat management controller can comprehensively judge which battery heating mode is optimal according to the working condition of the vehicle, so that the requirements of different working conditions are met.

Drawings

Fig. 1 is a schematic layout diagram of an integrated system for motor driving and battery thermal management according to an embodiment of the present invention;

FIG. 2 is a schematic view of the flow of liquid as the first motor heats the battery pack;

fig. 3 is a schematic layout diagram of an integrated system for motor driving and battery thermal management according to another embodiment of the present invention;

FIG. 4 is a schematic view of the first motor dissipating heat and the second motor heating the battery pack;

FIG. 5 is a schematic view of the second motor dissipating heat and the first motor heating the battery pack;

FIG. 6 is a schematic view of the flow of liquid when the first motor and the second motor heat the battery pack simultaneously;

fig. 7 is a schematic view of the liquid flow when the second motor dissipates heat.

Detailed Description

The following describes the present invention with reference to the accompanying drawings. In which like parts are designated by like reference numerals. It should be noted that the terms "front," "back," "left," "right," "upper" and "lower" used in the following description refer to directions in the drawings, and the terms "inner" and "outer" refer to directions toward and away from, respectively, the geometric center of a particular component.

As shown in fig. 1-2, an embodiment of the present invention provides an integrated system for motor driving and battery thermal management, which includes a first driving assembly 100, a battery pack 300, and a first four-way valve 500.

The first drive assembly 100 includes a first motor 101 and a first fluid pump 102. The liquid outlet of the first motor 101 is connected to the liquid inlet of the first liquid pump 102 via a pipe, the liquid outlet of the first liquid pump 102 is connected to the fourth port 504 of the first four-way valve 500 via a pipe, and the third port 503 of the first four-way valve 500 is connected to the liquid inlet of the first motor 101 via a pipe.

A motor radiator assembly 800 is mounted on a pipeline between the liquid inlet of the first motor 101 and the third valve opening 503.

The first valve port 501 of the first four-way valve 500 is in pipeline communication with the liquid inlet of the battery pack 300, and the liquid outlet of the battery pack 300 is in pipeline communication with the second valve port 502 of the first four-way valve 500.

The utility model provides a motor drive and battery thermal management's integrated system is the combination of car drive assembly and battery package, and battery package 300 can be for the motor power supply, and the heat that the motor gived off can provide the heat for battery package 300 to heating battery package 300 promotes the charge and discharge ability of battery package 300 under low temperature environment. The motor is provided with a cooling water jacket or a cooling water channel, and heat generated by the motor can be taken out through the cooling water jacket or the cooling water channel. The pipeline is connected with the cooling water jacket or the cooling water channel. The liquid cooling battery pack is internally provided with a water cooling plate, the pipeline is connected with the water cooling plate, and the water cooling plate exchanges heat with water to heat the battery pack. The integrated system for motor driving and battery thermal management provided by the present embodiment includes a first driving assembly 100, a battery pack 300, and a first four-way valve 500. The first drive assembly 100 is a front drive assembly.

The first drive assembly 100 includes a first motor 101 and a first fluid pump 102. The first motor 101 is used for providing power to drive the wheels to rotate. The first liquid pump 102 is used to power the liquid (water or heat exchange medium) passing through the first motor 101, promoting a rapid circulation of the liquid in the pipe.

The battery pack 300 is electrically connected to the first motor 101 to supply power to the first motor 101. The battery pack 300 is electrically connected to a low-voltage battery, which is electrically connected to the first liquid pump 102. The first fluid pump 102 is powered by a low voltage battery, which is powered by the battery pack 300 when not sufficiently charged.

The first four-way valve 500 includes a first port 501, a second port 502, a third port 503 and a fourth port 504 arranged in sequence.

The first driving assembly 100, the battery pack 300 and the first four-way valve 500 are connected by pipes to form two liquid flow loops, wherein one liquid flow loop is used for dissipating heat of the first motor 101, and the other liquid flow loop is used for supplying heat to the battery pack 300 by the first motor 101, and the two liquid flow loops are specifically as follows:

the liquid outlet of the first electric motor 101 is connected to the liquid inlet of the first liquid pump 102 via a first pipe 1, the liquid outlet of the first liquid pump 102 is connected to the fourth valve port 504 via a second pipe 2, and the third valve port 503 is connected to the liquid inlet of the first electric motor 101 via a third pipe 3. The motor radiator assembly 800 is installed on the third duct 3 for heat radiation.

The first pipe 1, the second pipe 2, the third pipe 3 and the motor radiator assembly 800 constitute a heat dissipation loop of the first motor 101. In this state, the fourth port 504 and the third port 503 are connected, and the first port 501 and the second port 502 are connected.

The first motor 101 heat dissipation mode is as follows:

under the action of the first liquid pump 102, liquid circulates among the first motor 101, the first pipe 1, the second pipe 2, the fourth valve port 504, the third valve port 503, the third pipe 3 and the circuit formed by the motor radiator assembly 800. The liquid or liquid passing through the motor radiator assembly 800 realizes heat dissipation and temperature reduction, and the temperature of the liquid flowing into the first motor 101 from the third pipeline 3 is lower. The liquid flows into the pipeline in the first motor 101, and then takes away the heat generated by the first motor 101, so that the heat dissipation of the first motor 101 is realized.

The first valve port 501 is connected with the liquid inlet of the battery pack 300 through a fourth pipeline 4 and/or a fifth pipeline 5, and the liquid outlet of the battery pack 300 is connected with the second valve port 502 through a sixth pipeline 6.

The first pipe 1, the second pipe 2, the fourth pipe 4 and/or the fifth pipe 5, the sixth pipe 6 and the third pipe 3 constitute a heat supply loop for the first motor 101 to supply heat to the battery pack 300. In this state, the fourth port 504 is in communication with the first port 501, and the second port 502 and the third port 503 are in communication.

As shown in fig. 2, the liquid flowing out of the first motor 101 sequentially passes through the first pipe 1, the second pipe 2, the fourth valve port 504, the first valve port 501, the fourth pipe 4 and/or the fifth pipe 5, enters the pipes of the battery pack 300 to heat the battery pack 300, the liquid after heat exchange flows out of the sixth pipe 6, and then returns to the first motor 101 through the second valve port 502, the third valve port 503 and the third pipe 3, so that the battery pack 300 can be heated by recycling the waste heat of the first motor 101. In this process, liquid will also pass through the motor-radiator assembly 800.

From this the utility model provides an integrated system of motor drive and battery thermal management can realize heating the battery package through the waste heat of first motor, need not to use high-voltage electric heater or fuel heater, has practiced thrift the cost.

A third liquid pump 400 may be provided on the fifth pipe 5 as needed to provide a flow rate of the liquid into the battery pack 300, thereby improving the heating efficiency of the battery pack 300.

In one embodiment, as shown in fig. 3-7, the integrated motor drive and battery thermal management system further comprises a second drive assembly 200 and a second four-way valve 600.

The second drive assembly 200 includes a second motor 201 and a second fluid pump 202.

First valve port 501 of first four-way valve 500 is communicated with fourth valve port 604 of second four-way valve 600 through a pipeline, first valve port 601 of second four-way valve 600 is communicated with a liquid inlet of second liquid pump 202 through a pipeline, a liquid outlet of second liquid pump 202 is communicated with a liquid inlet of second motor 201 through a pipeline, a liquid outlet of second motor 201 is communicated with second valve port 602 of second four-way valve 600 through a pipeline, and third valve port 603 of second four-way valve 600 is communicated with a liquid inlet of battery pack 300 through a pipeline.

A three-way valve 700 is arranged on a pipeline between the third valve port 603 and the liquid inlet of the battery pack 300, and the third valve port 703 of the three-way valve 700 is communicated with the second valve port 502 through a pipeline.

The second drive assembly 200 is a rear drive assembly.

The second drive assembly 200 includes a second motor 201 and a second fluid pump 202. The second motor 201 is used for providing power to drive the wheels to rotate. The second liquid pump 202 is used to power the liquid (water or heat exchange medium) passing through the second motor 201, and promote the rapid circulation of the liquid in the pipe.

The second motor 201 is electrically connected to the battery pack 300, and the battery pack 300 supplies power to the second motor 201. The second fluid pump 202 is connected to a low voltage battery that powers the second fluid pump 202.

Second four-way valve 600 includes valve port one 601, valve port two 602, valve port three 603, and valve port four 604, which are arranged in sequence.

The specific connection relationship is as follows:

the liquid outlet of the first electric motor 101 is connected to the liquid inlet of the first liquid pump 102 via a first pipe 1, the liquid outlet of the first liquid pump 102 is connected to the fourth valve port 504 via a second pipe 2, and the third valve port 503 is connected to the liquid inlet of the first electric motor 101 via a third pipe 3. The motor radiator assembly 800 is mounted on the third duct 3.

The first valve port 501 is connected with the fourth valve port 604 through a fourth pipeline 4, the first valve port 601 is connected with the liquid inlet of the second liquid pump 202 through a seventh pipeline 7, the liquid outlet of the second liquid pump 202 is connected with the liquid inlet of the second motor 201 through an eighth pipeline 8, the liquid outlet of the second motor 201 is connected with the second valve port 602 through a ninth pipeline 9, and the third valve port 603 is connected with the liquid inlet of the battery pack 300 through a fifth pipeline 5.

The three-way valve 700 is installed on the fifth pipe 5 between the third port 603 and the inlet of the battery pack 300, and the first port 701 and the second port 702 of the three-way valve 700 are connected to the fifth pipe 5. Port iii 703 of three-way valve 700 is connected to second port 502 or sixth pipe 6 via tenth pipe 10.

The embodiment has the following heat supply and radiation loops:

a loop one: the first pipe 1, the second pipe 2, the third pipe 3 and the motor radiator assembly 800 constitute a heat dissipation loop of the first motor 101. In this state, the fourth port 504 and the third port 503 are connected, and the first port 501 and the second port 502 are connected.

The first motor 101 heat dissipation mode is as follows:

as shown in fig. 4, under the action of the first liquid pump 102, liquid circulates among the circuit formed by the first motor 101, the first pipe 1, the second pipe 2, the fourth valve port 504, the third valve port 503, the third pipe 3 and the motor radiator assembly 800. The liquid or liquid passing through the motor radiator assembly 800 realizes heat dissipation and temperature reduction, and the temperature of the liquid flowing into the first motor 101 from the third pipeline 3 is lower. The liquid flows into the pipeline in the first motor 101, and then takes away the heat generated by the first motor 101, so that the heat dissipation of the first motor 101 is realized.

And a second loop: the first pipe 1, the second pipe 2, the fourth pipe 4, the fifth pipe 5, the sixth pipe 6 and the third pipe 3 constitute a heat supply loop for the first motor 101 to supply heat to the battery pack 300. In this state, the fourth port 504 is connected to the first port 501, the second port 502 is connected to the third port 503, the fourth port 604 is connected to the third port 603, and the second port 602 is connected to the first port 601.

The mode in which the waste heat of the first motor 101 heats the battery pack 300 is as follows:

as shown in fig. 5, the liquid flowing out of the first motor 101 sequentially passes through the first pipe 1, the second pipe 2, the fourth valve port 504, the first valve port 501, the fourth pipe 4, the fourth valve port 604, the third valve port 603, and the fifth pipe 5, enters the pipes of the battery pack 300 to heat the battery pack 300, and the liquid after heat exchange flows out of the sixth pipe 6 and then returns to the first motor 101 through the second valve port 502, the third valve port 503, and the third pipe 3, so that the battery pack 300 can be heated by recycling the waste heat of the first motor 101. In this process, liquid will also pass through the motor-radiator assembly 800.

A third loop: the ninth duct 9, the fifth duct 5, the tenth duct 10, the sixth duct 6, the third duct 3, the first duct 1, the second duct 2, the fourth duct 4, the seventh duct 7, and the eighth duct 8 constitute a heat dissipation loop of the second motor 201. In this state, fourth port 504 and third port 503 of first four-way valve 500 are in communication with first port 501 and second port 502, respectively. Fourth port 604 of second four-way valve 600 is connected to first port 601, and second port 602 is connected to third port 603. The valve port I701 and the valve port III 703 in the three-way valve 700 are communicated, and the valve port II 702 is closed.

The first heat dissipation mode of the second motor 201 is as follows:

as shown in fig. 7, the liquid flowing out of the second motor 201 passes through the ninth pipeline 9, the second valve port 602, the third valve port 603, the fifth pipeline 5, the first valve port 701, the third valve port 703, the tenth pipeline 10, the sixth pipeline 6, the second valve port 502, the third valve port 503 and the third pipeline 3 in sequence, and the liquid enters the motor-radiator assembly 800 to be cooled. The cooled liquid enters the first motor 101, then passes through the first pipeline 1, the first liquid pump 102, the second pipeline 2, the fourth valve port 504, the first valve port 501, the fourth pipeline 4, the fourth valve port 604, the first valve port 601, the seventh pipeline 7, the second liquid pump 202 and the eighth pipeline 8, and finally returns to the second motor 201 to realize circulating flow heat dissipation.

The second heat dissipation mode of the second motor 201 is as follows:

as shown in fig. 7, the liquid flowing out of the second motor 201 returns to the second motor 201 through the ninth pipe 9, the second valve port 602, the first valve port 601, the seventh pipe 7, the second liquid pump 202 and the eighth pipe 8 in sequence. Heat dissipation can be achieved when liquid flows in the ninth pipe 9, the seventh pipe 7, the second liquid pump 202, and the eighth pipe 8. Of course, the motor radiator assembly 800 may be disposed on the eighth pipe 8 as required to improve the heat dissipation effect of the second heat dissipation mode.

And a loop IV: the ninth pipe 9, the fifth pipe 5, the sixth pipe 6, the third pipe 3, the first pipe 1, the second pipe 2, the fourth pipe 4, the seventh pipe 7, and the eighth pipe 8 constitute a heat supply loop in which the second motor 201 supplies heat to the battery pack 300. In this state, fourth port 504 and third port 503 of first four-way valve 500 are in communication with first port 501 and second port 502, respectively. Fourth port 604 of second four-way valve 600 is connected to first port 601, and second port 602 is connected to third port 603. The valve port I701 and the valve port II 702 in the three-way valve 700 are communicated, and the valve port III 703 is closed.

The mode in which the battery pack 300 is heated by the waste heat of the second motor 201 is as follows:

the liquid flowing out from the second motor 201 sequentially passes through the ninth pipe 9, the second valve port 602, the third valve port 603, the first valve port 701, the second valve port 702 and the fifth pipe 5, and then enters the battery pack 300 to heat the battery pack 300. The liquid after heat exchange flows out from the sixth pipeline 6, and then flows through the second valve port 502, the third valve port 503, the third pipeline 3, the first motor 101, the first pipeline 1, the first liquid pump 102, the second pipeline 2, the fourth valve port 504, the first valve port 501, the fourth pipeline 4, the fourth valve port 604, the first valve port 601, the seventh pipeline 7, the second liquid pump 202 and the eighth pipeline 8, and finally returns to the second motor 201 to realize circulating flow heating.

In this embodiment, the first motor heat dissipation and the second motor heating modes can be realized:

referring to fig. 4, the liquid flowing out of the first motor 101 circulates through the first pipe 1, the first liquid pump 102, the third pipe 3, and the motor radiator assembly 800 to dissipate heat. Liquid flowing out of the second motor 201 enters the battery pack 300 through the ninth pipeline 9 and the fifth pipeline 5 to exchange heat with the battery pack 300, the battery pack 300 is heated, the liquid after heat exchange returns to the second motor 201 through the sixth pipeline 6, the fourth pipeline 4, the seventh pipeline 7, the second liquid pump 202 and the eighth pipeline 8, and the liquid flows circularly to heat the battery pack 300.

The first motor heating and second motor heat dissipation modes can be realized in the embodiment:

referring to fig. 5, after passing through the first pipe 1, the first liquid pump 102, the fourth pipe 4, and the fifth pipe 5, the liquid flowing out of the first motor 101 enters the battery pack 300 to exchange heat with the battery pack 300, so as to heat the battery pack 300, and the liquid after heat exchange returns to the first motor 101 through the sixth pipe 6, the third pipe 3, and the motor radiator assembly 800, and is heated by circulating flow. The second motor 201 may employ the second heat dissipation mode described above.

In this embodiment, a simultaneous heating mode of the first motor and the second motor can be realized: in this mode, the fourth port 504 is in communication with the first port 501, and the second port 502 is in communication with the third port 503; valve port four 604 is connected to valve port one 601, and valve port two 602 is connected to valve port three 603.

Referring to fig. 6, the liquid flowing out of the first motor 101 enters the seventh pipe 7 through the first pipe 1, the first liquid pump 102, the second pipe 2, the first four-way valve 500, the fourth pipe 4 and the second four-way valve 600, then enters the second motor 201 through the second liquid pump 202 and the eighth pipe 8, and then flows out of the second motor 201, and the liquid flowing out of the second motor 201 enters the fifth pipe 5 through the ninth pipe 9, the second four-way valve 600. The liquid in the fifth pipeline 5 enters the battery pack 300 to exchange heat with the battery pack 300, the battery pack 300 is heated, the liquid after heat exchange returns to the first motor 101 through the sixth pipeline 6, the first four-way valve 500, the third pipeline 3 and the motor radiator assembly 800, and the first motor 101 and the second motor 201 heat the battery pack 300 at the same time through reciprocating circulation.

From this the utility model provides an integrated system of motor drive and battery thermal management can realize utilizing the waste heat of first motor and/or second motor to heat the battery package, realizes multiple heating mode, can satisfy different demands. The liquid flow for heating the battery pack can be adjusted by adjusting the proportion of the valve port II and the valve port III of the three-way valve so as to meet the requirement for heating the battery pack, and the heat dissipation of the second motor can be realized by closing the valve port II of the three-way valve.

In one embodiment, as shown in fig. 1-7, a third liquid pump 400 is mounted on the conduit between port three 603 and the liquid inlet of the battery pack 300.

Specifically, the third liquid pump 400 is installed on the fifth pipe 5, which is located between the three-way valve 700 and the liquid inlet of the battery pack 300, and the third liquid pump 400 provides power for the liquid flowing to the battery pack 300, so that the liquid can flow rapidly, and the heating efficiency of the battery pack 300 is improved.

The third liquid pump 400 is electrically connected to the low-voltage battery.

In one embodiment, as shown in fig. 1-7, a one-way valve 900 is mounted on the conduit connected to the outlet of the battery pack 300. Specifically, the check valve 900 is installed on the sixth pipeline 6 and located between the liquid outlet of the tenth pipeline 10 and the liquid outlet of the battery pack 300, so as to prevent the liquid flowing out of the tenth pipeline 10 from directly flowing back to the liquid outlet of the battery pack 300 through the sixth pipeline 6.

In one embodiment, as shown in FIGS. 1-3, the first drive assembly 100 includes a first differential assembly 104, two separate first drive axles 105 connected to the first differential assembly 104, and a first reduction gear 103 connected to the first differential assembly 104.

A first clutch 107 is connected between the input shaft of the first reduction gear 103 and the first motor output shaft 108 of the first motor 101.

The first drive assembly 100 also includes a first brake 106 that is capable of providing a brake to a first motor output shaft 108.

Two independent first drive axles 105 for driving rotation of a pair of front wheels of the vehicle are mounted on the first differential assembly 104. The first reduction gear 103 is connected to the first differential 104, and the first clutch 107 is connected between an input shaft of the first reduction gear 103 and a first motor output shaft 108 of the first motor 101. When the first clutch 107 is engaged, the torque of the first motor 101 is output to the first speed reducer 103, and after the speed of the first speed reducer 103 is reduced, the torque is output to the first differential 104, and the first differential 104 drives the first driving shafts 105 on both sides to rotate. When the first clutch 107 is disengaged, the connection between the first motor 101 and the first reduction gear 103 is interrupted, torque transmission is disabled, and the first motor output shaft 108 can be idled.

The structures and the connection relationships of the first speed reducer 103, the first differential 104, and the first drive shaft 105 are not the points of the present invention, and the structures and the connection relationships of the first speed reducer 103, the first differential 104, and the first drive shaft 105 can refer to the contents in the prior art.

The first brake 106 is used to provide braking to the first motor output shaft 108, and when the first clutch 107 is disengaged, the first brake 106 can be engaged as needed, which acts on the first motor output shaft 108 to prevent the first motor output shaft 108 from rotating, thereby causing stalling of the first motor 101. Motor stalling is a condition in which the motor still outputs torque at a rotational speed of 0 revolutions, in which case the motor coils will heat up quickly. During the locked-rotor process of the first motor 101, the first motor 101 generates heat, so that the battery pack 300 can be heated quickly. The time at which the first motor 101 stalls may be controlled by the control system. The control system comprises a temperature sensor for monitoring the temperature of the first motor 101, a current sensor and an alarm for alarming when the temperature of the motor exceeds an early warning value, so that the first motor 101 is prevented from being burnt out due to long-time locked rotor heating.

The first brake 106 may be a conventional rotary shaft brake, such as a brake drum, a brake disc, a caliper, or the like.

The first brake 106 may be a clamp that fits over the first motor output shaft 108, and the first brake 106 is a half-and-half configuration. The first brake 106 includes two symmetrically arranged clamps, and the two clamps are respectively provided with a clamping groove matching with the radius of the first motor output shaft 108. Two fixtures are oppositely arranged on two sides of the first motor output shaft 108, each fixture is connected with a telescopic oil cylinder, and the telescopic oil cylinders are fixedly arranged on the frame or the vehicle body. When the first brake 106 is in a separated state, the two telescopic oil cylinders are in a retracted state respectively, the clamping grooves of the two fixtures are separated from the first motor output shaft 108 respectively, and the first motor output shaft 108 can rotate. When first stopper 106 is in the combined state, two flexible hydro-cylinders are in the state of stretching out respectively, and the draw-in groove of two fixtures is blocked respectively on first motor output shaft 108, and first motor output shaft 108 can not rotate or the slew velocity slows down, and first motor 101 can the locked-rotor generate heat this moment. Of course, friction plates can be arranged in the clamping grooves according to requirements.

No matter the vehicle is stationary or in a running state, the purpose of rapidly heating the battery pack 300 can be achieved by adopting a motor locked-rotor and coil heating mode.

In one embodiment, as shown in FIGS. 3-7, the second drive assembly 200 includes a second differential assembly 204, two separate second drive shafts 205 connected to the second differential assembly 204, and a second reduction gear 203 connected to the second differential assembly 204.

A second clutch 207 is connected between the input shaft of the second reduction gear 203 and a second motor output shaft 208 of the second motor 201.

The second drive assembly 200 also includes a second brake 206 that is capable of providing a brake to a second motor output shaft 208.

Two independent second drive axles 205 are provided for driving the rear wheels of the vehicle into rotation and are mounted on the second differential assembly 204. The second reduction gear 203 is connected to the second differential 204, and the second clutch 207 is connected between an input shaft of the second reduction gear 203 and a second motor output shaft 208 of the second motor 201. When the second clutch 207 is engaged, the torque of the second motor 201 is output to the second speed reducer 203, and after the speed of the second speed reducer 203 is reduced, the torque is output to the second differential 204, and the second differential 204 drives the second driving shafts 205 on both sides to rotate. When the second clutch 207 is disengaged, the connection between the second motor 201 and the second reduction gear 203 is interrupted, torque transmission is disabled, and the second motor output shaft 208 can be idled.

The structures and the connection relationships of the second speed reducer 203, the second differential 204, and the second drive shaft 205 are not the practical new points of the present application, and the structures and the connection relationships of the second speed reducer 203, the second differential 204, and the second drive shaft 205 can be referred to in the prior art.

The second brake 206 is used to provide braking to the second motor output shaft 208, and when the second clutch 207 is disengaged, the second brake 206 can be engaged as needed, which acts on the second motor output shaft 208 to prevent the second motor output shaft 208 from rotating, thereby causing the second motor 201 to stall. In the process of the locked rotor of the second motor 201, the second motor 201 generates heat, so that the battery pack 300 can be heated quickly. The time at which the second motor 201 stalls may be controlled by the control system. The control system comprises a temperature sensor for monitoring the temperature of the second motor 201, a current sensor and an alarm for alarming when the temperature of the motor exceeds an early warning value, so that the second motor 201 is prevented from being burnt out due to long-time locked rotor heating. The second brake 206 may be a conventional shaft brake, such as a brake drum, a brake disc, a caliper, or the like.

The second brake 206 may be a clamp that fits over the second motor output shaft 208, and the second brake 206 is a half-and-half configuration. The second brake 206 includes two symmetrically arranged clamps, and the two clamps are respectively provided with a clamping groove matching with the radius of the second motor output shaft 208. Two fixtures are oppositely arranged on two sides of the output shaft 208 of the second motor, and each fixture is connected with a telescopic oil cylinder which is fixedly arranged on the frame or the vehicle body. When the second brake 206 is in the separated state, the two telescopic cylinders are in the retracted state respectively, the clamping grooves of the two fixtures are separated from the second motor output shaft 208 respectively, and the second motor output shaft 208 can rotate. When the second brake 206 is in a combined state, the two telescopic oil cylinders are respectively in an extending state, the clamping grooves of the two clamping devices are respectively clamped on the second motor output shaft 208, the second motor output shaft 208 cannot rotate or the rotating speed is reduced, and at the moment, the second motor 201 can block and generate heat. Of course, friction plates can be arranged in the clamping grooves according to requirements.

No matter the vehicle is stationary or in a running state, the purpose of rapidly heating the battery pack 300 can be achieved by adopting a motor locked-rotor and coil heating mode.

The utility model provides a first drive assembly 100 and second drive assembly 200 are four driving system in good time, consequently can be as required in going, control first drive assembly 100 and provide drive power for the vehicle, through the stifled commentaries on classics heating battery of second motor 201 in the second drive assembly 200, or control second drive assembly 200 and provide drive power for the vehicle, through the stifled commentaries on classics heating battery package of first motor 101 in first drive assembly 100, realize also can be through the purpose of the stifled commentaries on classics rapid heating battery package of motor in the vehicle traveles.

When the vehicle is static, the battery pack can be heated by the locked rotor of the first motor 101 or the second motor 201 independently, and the battery pack can be heated by the locked rotor of the first motor 101 and the locked rotor of the second motor 201 at the same time, so that the aim of rapidly heating the battery pack is fulfilled.

The utility model discloses in can realize: a mode that the first motor 101 radiates heat and the second motor 201 blocks rotation to generate heat to heat the battery pack 300; a mode that the first motor 101 blocks rotation, generates heat, heats the battery pack 300, and the second motor 201 dissipates heat; both the first motor 101 and the second motor 201 block the mode of generating heat while heating the battery pack 300. And a proper motor locked-rotor control method is adopted to enable the motor coil to generate heat so as to achieve the purpose of rapidly heating the battery pack.

In one embodiment, the integrated system for motor drive and battery thermal management comprises:

the first motor 101 heat dissipation mode, the battery pack 300 heating mode by the residual heat of the first motor 101 and the battery pack 300 heating mode by the locked-rotor heat of the first motor 101. Two battery pack heating modes are realized, and the whole vehicle thermal management controller can adopt different heating modes according to the working condition of the vehicle.

In one embodiment, the integrated system for motor drive and battery thermal management comprises:

the first motor 101 and/or the second motor 201 heat dissipation mode, the battery pack 300 heating mode by the residual heat of the first motor 101 and/or the second motor 201, and the battery pack 300 heating mode by the locked-rotor heat of the first motor 101 and/or the second motor 201. The heating modes of six battery packs can be realized at least, and the whole vehicle heat management controller can comprehensively judge which battery heating mode is optimal according to the working condition of the vehicle, so that the requirements of different working conditions are met.

The main six pack heating modes are shown in the following table:

an embodiment of the utility model provides an electric automobile, including aforementioned arbitrary embodiment motor drive and battery thermal management's integrated system. The battery pack can be heated by utilizing the waste heat of the motor, the battery pack can be heated by utilizing the motor locked rotor, a high-voltage electric heater or a fuel oil heater is not needed, and the cost is saved. The battery pack heating modes can be realized, and the whole vehicle heat management controller can comprehensively judge which battery heating mode is optimal according to the working condition of the vehicle, so that the requirements of different working conditions are met.

To sum up, the utility model provides an integrated system and electric automobile of motor drive and battery thermal management, based on utilizing the motor heat to realize the heating of multi-mode battery package, can be on the basis of not installing the individual heater additional, six battery package heating modes can be realized at least, wherein can heat the battery through the mode of first/second motor waste heat recovery, and further can be through the clutch of first/second motor, the action of stopper realizes that driving motor breaks away from the drive shaft, and simultaneously, no matter vehicle quiescent condition still vehicle is in the operating mode of traveling, all can adopt motor stall coil to generate heat and reach the purpose of rapid heating battery package, not only can reduce whole car thermal management system cost, can also save whole car electric quantity, suitably promote the continuation of the journey mileage.

According to the needs, the above technical schemes can be combined to achieve the best technical effect.

What has been described above is merely the principles and preferred embodiments of the present invention. It should be noted that, for those skilled in the art, on the basis of the principle of the present invention, several other modifications can be made, and the protection scope of the present invention should be considered.

Claims (7)

1. An integrated motor drive and battery thermal management system comprises a first drive assembly (100), a battery pack (300) and a first four-way valve (500);

the first drive assembly (100) comprises a first electric motor (101) and a first liquid pump (102);

the liquid outlet of the first motor (101) is communicated with the liquid inlet of the first liquid pump (102) through a pipeline, the liquid outlet of the first liquid pump (102) is communicated with the fourth valve port (504) of the first four-way valve (500) through a pipeline, and the third valve port (503) of the first four-way valve (500) is communicated with the liquid inlet of the first motor (101) through a pipeline;

a motor radiator assembly (800) is arranged on a pipeline between the liquid inlet of the first motor (101) and the third valve port (503);

the first valve port (501) of the first four-way valve (500) is communicated with the liquid inlet of the battery pack (300) through a pipeline, and the liquid outlet of the battery pack (300) is communicated with the second valve port (502) of the first four-way valve (500) through a pipeline.

2. The integrated motor drive and battery thermal management system of claim 1, further comprising a second drive assembly (200) and a second four-way valve (600);

the second drive assembly (200) comprises a second electric motor (201) and a second liquid pump (202);

the first valve port (501) of the first four-way valve (500) is communicated with the fourth valve port (604) of the second four-way valve (600) through a pipeline, the first valve port (601) of the second four-way valve (600) is communicated with the liquid inlet of the second liquid pump (202) through a pipeline, the liquid outlet of the second liquid pump (202) is communicated with the liquid inlet of the second motor (201) through a pipeline, the liquid outlet of the second motor (201) is communicated with the second valve port (602) of the second four-way valve (600) through a pipeline, and the third valve port (603) of the second four-way valve (600) is communicated with the liquid inlet of the battery pack (300) through a pipeline;

a three-way valve (700) is installed on a pipeline between the third valve port (603) and the liquid inlet of the battery pack (300), and a valve port III (703) of the three-way valve (700) is communicated with the second valve port (502) through a pipeline.

3. The integrated motor drive and battery thermal management system of claim 2, wherein a third liquid pump (400) is mounted on the conduit between valve port three (603) and the liquid inlet of the battery pack (300).

4. The integrated motor-driven and battery thermal management system of claim 2, wherein a one-way valve (900) is installed on a pipe connected to the liquid outlet of the battery pack (300).

5. An integrated motor drive and battery thermal management system according to any one of claims 1-4, characterized in that the first drive assembly (100) comprises a first differential assembly (104), two independent first drive shafts (105) connected to the first differential assembly (104), and a first speed reducer (103) connected to the first differential assembly (104);

a first clutch (107) is connected between an input shaft of the first speed reducer (103) and a first motor output shaft (108) of the first motor (101);

the first drive assembly (100) further includes a first brake (106) configured to provide braking to the first motor output shaft (108).

6. An integrated motor drive and battery thermal management system according to any one of claims 2-4, characterized in that the second drive assembly (200) comprises a second differential assembly (204), two separate second drive shafts (205) connected to the second differential assembly (204), and a second reduction gear (203) connected to the second differential assembly (204);

a second clutch (207) is connected between the input shaft of the second speed reducer (203) and a second motor output shaft (208) of the second motor (201);

the second drive assembly (200) further includes a second brake (206) configured to provide braking to the second motor output shaft (208).

7. An electric vehicle comprising an integrated motor drive and battery thermal management system according to any one of claims 1 to 6.

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