CN111251814B - Thermal management system of vehicle and vehicle - Google Patents

Thermal management system of vehicle and vehicle Download PDF

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Publication number
CN111251814B
CN111251814B CN201811460099.8A CN201811460099A CN111251814B CN 111251814 B CN111251814 B CN 111251814B CN 201811460099 A CN201811460099 A CN 201811460099A CN 111251814 B CN111251814 B CN 111251814B
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Prior art keywords
vehicle
management system
refrigerant
thermal management
port
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CN111251814A (en
Inventor
黄梅芳
梁丕荣
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BYD Co Ltd
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BYD Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00007—Combined heating, ventilating, or cooling devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00735—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models
    • B60H1/00792—Arrangement of detectors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H1/00899—Controlling the flow of liquid in a heat pump system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H2001/00307—Component temperature regulation using a liquid flow
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/88—Optimized components or subsystems, e.g. lighting, actively controlled glasses

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

The invention discloses a thermal management system of a vehicle and the vehicle. The heat management system comprises a compressor, a first indoor heat exchanger, a second indoor heat exchanger, an outdoor heat exchanger, a heat source device and a battery pack. The battery pack comprises a refrigerant cooling branch and a liquid cooling branch, and refrigerants are suitable for flowing in at least one of the compressor, the first indoor heat exchanger, the second indoor heat exchanger and the outdoor heat exchanger to form a refrigerant circulation flow path. The liquid cooling loop is adapted to exchange heat with the heat source device. The refrigerant cooling branch is selectively communicated with the refrigerant circulating flow path, and the liquid cooling branch is selectively communicated with the liquid cooling loop. The refrigerant cooling branch is optionally connected with the first indoor heat exchanger in parallel. According to the thermal management system disclosed by the invention, the temperature of the internal space of the vehicle and the heat source device can be regulated, and the temperature of the battery pack can also be regulated, so that the heating and cooling requirements of the vehicle and the battery pack under different working conditions can be met in a more economical and energy-saving manner.

Description

Thermal management system of vehicle and vehicle
Technical Field
The invention relates to the technical field of vehicles, in particular to a thermal management system of a vehicle and the vehicle.
Background
In order to improve the charge-discharge efficiency of the battery, proper working temperature is required, and the performance and the cruising ability of the battery are greatly influenced by over-high or over-low temperature. In the correlation technique, cool down for the battery through setting up independent cooling channel, in addition, some vehicles combine air conditioning system to control the temperature for the battery, carry out the heat transfer for the coolant liquid of flowing through the battery through air conditioning system to the realization is to the cooling or the intensification of battery. The battery cooling technology is adopted, the structure is complex, the cooling efficiency is low, and the temperature requirement of the battery cannot be met.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. Therefore, an object of the present invention is to provide a thermal management system for a vehicle, which has the advantages of simple structure and good performance.
The invention also provides a vehicle comprising the thermal management system of the vehicle.
According to the thermal management system of the vehicle provided by the embodiment of the invention, the battery pack of the vehicle comprises a refrigerant cooling branch and a liquid cooling branch, and the thermal management system comprises: the refrigerant is suitable for flowing in at least one of the compressor, the first indoor heat exchanger, the second indoor heat exchanger and the outdoor heat exchanger to form a refrigerant circulating flow path; the battery pack comprises a refrigerant cooling branch and a liquid cooling branch; the heat source device radiates heat and the liquid cooling loop is used for exchanging heat with the heat source device; the refrigerant cooling branch is selectively communicated with the refrigerant circulating flow path, the refrigerant cooling branch is selectively connected with the first indoor heat exchanger in parallel, and the liquid cooling branch is selectively communicated with the liquid cooling loop; the first control valve group is arranged on the refrigerant circulation flow path to control connection or disconnection of at least part of the refrigerant circulation flow path.
According to the vehicle thermal management system provided by the embodiment of the invention, the refrigerant circulating flow path and the liquid cooling loop are arranged and can be selectively communicated with the battery pack, so that the temperature regulation of the internal space and the heat source device of the vehicle can be realized, the temperature regulation of the battery pack can also be realized, the heating and cooling requirements of the vehicle and the battery pack under different working conditions can be met in a more economical and energy-saving mode, in addition, the battery pack is cooled or heated in a direct cooling mode, and compared with the battery pack which is subjected to temperature regulation in a liquid cooling mode in the prior art, the vehicle thermal management system has the advantages of high regulation efficiency and wide regulation range, so that the battery pack can be kept in a proper temperature range, and the cruising ability and the service life of the battery pack can be further improved. In addition, the refrigerant cooling branch is optionally connected with the first indoor heat exchanger in parallel, so that the battery pack and the inner space of the vehicle can be heated simultaneously.
According to some embodiments of the invention, the refrigerant circulation flow path includes: a refrigeration circuit, wherein the exhaust port, the fifth end, the sixth end, the third end, the fourth end, and the suction port are sequentially communicated to construct the refrigeration circuit; and the exhaust port, the first end, the second end, the fifth end, the sixth end and the suction port are communicated in sequence to form the heating loop.
In some embodiments of the invention, the refrigerant cooling branch is optionally in communication with the heating circuit, and the refrigerant cooling branch is connected in series between the suction port and the sixth end.
In some embodiments of the invention, the refrigerant cooling branch is optionally communicated with the refrigeration loop, and the refrigerant cooling branch is connected with the second indoor heat exchanger in parallel.
According to some embodiments of the invention, the thermal management system further comprises: the exhaust port, the refrigerant cooling branch, the fifth end, the sixth end and the suction port are communicated in sequence to form the direct heating loop.
According to some embodiments of the invention, the thermal management system further comprises: the exhaust port, the fifth end, the sixth end, the refrigerant cooling branch and the suction port are communicated in sequence to form the direct cooling loop.
According to some embodiments of the invention, the thermal management system further comprises: and the exhaust port, the first end, the second end, the third end, the fourth end and the air suction port are communicated in sequence to construct the demisting circuit.
According to some embodiments of the present invention, the refrigerant cooling branch comprises a first communicating port and a second communicating port, the thermal management system further comprises a first four-way valve, the first four-way valve is connected between the first communicating port and the second communicating port, and the first four-way valve is reversed at regular time or according to the temperature of the fluid at the inlet and the outlet of the refrigerant cooling branch.
According to some embodiments of the present invention, the liquid cooling branch includes a third communicating port and a fourth communicating port, the heat management system further includes a second four-way valve, the second four-way valve is connected between the third communicating port and the fourth communicating port, and the second four-way valve is reversed at regular time or according to the temperature of the fluid at the inlet and the outlet of the liquid cooling branch.
According to some embodiments of the invention, the heat source device comprises at least one of an electric motor, an engine, and a waste heat recovery device.
In some embodiments of the present invention, the thermal management system further comprises a heat source heat dissipation branch, the heat source heat dissipation branch is connected in parallel with the liquid cooling loop, and the heat source heat dissipation branch selectively dissipates heat from the heat source device.
In some embodiments of the present invention, a branch heat exchanger is disposed on the liquid cooling loop, and the heat source device exchanges heat with the liquid cooling loop through the branch heat exchanger.
According to some embodiments of the invention, the thermal management system further comprises a warm air core and a wind-driven component for blowing air flow around the warm air core towards the vehicle, the warm air core being selectively in communication with the liquid cooling loop.
According to some embodiments of the present invention, the thermal management system further includes a second control valve set disposed in the refrigerant cooling branch to control an amount of refrigerant flowing through the refrigerant cooling branch.
According to some embodiments of the invention, the thermal management system further comprises a sensor for detecting a temperature or a pressure of the fluid in the cooling branch of the cooling medium.
According to some embodiments of the invention, the heat management system further comprises an enthalpy increasing device, and the enthalpy increasing device is connected with at least part of the pipeline of the refrigerant circulating flow path in parallel.
The vehicle comprises the thermal management system of the vehicle.
According to the vehicle provided by the embodiment of the invention, through arranging the thermal management system, the refrigerant circulation flow path and the liquid cooling loop in the thermal management system can be selectively communicated with the battery pack, so that the temperature regulation of the internal space and the heat source device of the vehicle can be realized, and the temperature regulation of the battery pack can also be realized, so that the heating and cooling requirements of the vehicle and the battery pack under different working conditions can be met in a more economical and energy-saving manner. In addition, the refrigerant cooling branch is optionally connected with the first indoor heat exchanger in parallel, so that the battery pack and the inner space of the vehicle can be heated simultaneously.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a schematic structural diagram of a thermal management system according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;
FIG. 4 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;
FIG. 5 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;
FIG. 6 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;
FIG. 7 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;
FIG. 8 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;
FIG. 9 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;
FIG. 10 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the invention;
FIG. 11 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;
FIG. 12 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the invention;
FIG. 13 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the invention;
FIG. 14 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the invention;
FIG. 15 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;
FIG. 16 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;
FIG. 17 is a schematic diagram of a partial structure of a thermal management system according to an embodiment of the present invention;
fig. 18 is a partial structural schematic view of a vehicle air conditioning system according to an embodiment of the present invention;
fig. 19 is a partial configuration schematic view of an on-vehicle air conditioning system according to an embodiment of the invention;
fig. 20 is a partial configuration diagram of an on-vehicle air conditioning system according to an embodiment of the invention;
fig. 21 is a schematic structural diagram of a vehicle according to an embodiment of the invention.
Reference numerals are as follows:
the thermal management system 1, the vehicle 2,
a compressor 10, a suction port 11, an exhaust port 12, a gas-liquid separator 20, a first indoor heat exchanger 30, a first terminal 31, a second terminal 32, a second indoor heat exchanger 40, a third terminal 41, a fourth terminal 42, an outdoor heat exchanger 50, a fifth terminal 51, a sixth terminal 52,
the first control valve 60 is set in the first control valve,
the first three-way valve 80, the second three-way valve 90, the third three-way valve 100, the fourth three-way valve 110, the fifth three-way valve 120, the sixth three-way valve 130,
a first expansion valve 150, a second expansion valve 160, a third expansion valve 170,
a first sensor 180, a second sensor 190, a third sensor 200, a fourth sensor 210, a fifth sensor 220, a sixth sensor 230, a seventh sensor 240,
a battery pack 250, a first four-way valve 260, a second four-way valve 270,
a third four-way valve 280, a fourth four-way valve 290, a fifth four-way valve 300,
a heat source device 310, a motor 311, an engine 312, a waste heat recovery device 313,
the liquid-cooling loop 320 is provided with a liquid-cooling loop,
the heat source heat-dissipating branch 330, the heat sink 331,
the bypass heat exchanger 340 is provided with a bypass heat exchanger,
the warm-air core body 350 is provided with,
an electromagnetic electronic expansion valve 360, an eighth sensor 361, a sixth four-way valve 362, a ninth sensor 363,
the enthalpy-increasing device 370 is provided with,
a water pump 390 and a water kettle 400.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention and are not to be construed as limiting the present invention.
As shown in fig. 1 to 16, 19 and 20, a thermal management system 1 of a vehicle 2 according to an embodiment of the present invention includes a compressor 10, a first indoor heat exchanger 30, a second indoor heat exchanger 40, an outdoor heat exchanger 50, a battery pack 250, a heat source device 310, and a first control valve group with an adjustable opening degree, where the compressor 10 includes an air inlet 11 and an air outlet 12, and a refrigerant in the compressor 10 is discharged from the air outlet 12 and returned to the compressor 10 from the air inlet 11. The first indoor heat exchanger 30 includes a first end 31 and a second end 32, the second indoor heat exchanger 40 includes a third end 41 and a fourth end 42, and the outdoor heat exchanger 50 includes a fifth end 51 and a sixth end 52. Battery pack 250 includes coolant cooling branches and liquid cooling branches. The refrigerant is adapted to flow in at least one of the compressor 10, the first indoor heat exchanger 30, the second indoor heat exchanger 40, and the outdoor heat exchanger 50 to configure a refrigerant circulation flow path. The refrigerant circulation flow path may be a flow path of the refrigerant. The refrigerant circulation passage may be formed by a pipe structure. Any two of the compressor 10, the first indoor heat exchanger 30, the second indoor heat exchanger 40, and the outdoor heat exchanger 50 may be connected by a pipe to communicate with each other.
The heat source device 310 generates heat during operation, and a fluid (e.g., cooling water) flowing through the liquid-cooling loop 320 can exchange heat with the heat source device 310. The liquid cooling loop 320 may be a fluid flow path. The liquid cooling loop may be formed by a piping structure. For example, the heat source device 310 may be provided on the liquid cooling circuit 320. The coolant cooling branch is selectively communicated with the coolant circulation flow path, and the liquid cooling branch is selectively communicated with the liquid cooling loop 320. The refrigerant cooling branch may be optionally connected in parallel with the first indoor heat exchanger 30. It can be understood that when the refrigerant circulation flow path is communicated with the refrigerant cooling branch, the refrigerant in the refrigerant circulation flow path may flow through the refrigerant cooling branch to exchange heat with the refrigerant cooling branch, so as to adjust the temperature of the battery pack 250. When the refrigerant circulation flow path flows through the first indoor heat exchanger 30 and the refrigerant circulation flow path is communicated with the refrigerant cooling branch, the refrigerant cooling branch may be connected in parallel with the first indoor heat exchanger 30, and certainly, the refrigerant cooling branch may not be connected in parallel with the first indoor heat exchanger 30. When the liquid cooling loop is communicated with the liquid cooling branch, fluid in the liquid cooling loop can flow through the liquid cooling branch to exchange heat with the liquid cooling branch, so that the temperature of the battery pack 250 is adjusted. The first control valve group is arranged on the refrigerant circulation flow path to control the connection or disconnection of at least part of the refrigerant circulation flow path. The first control valve group may include a plurality of control valves, such as an electromagnetic electronic expansion valve, a thermostatic expansion valve, or an electronic expansion valve. The refrigerant circulating pipeline can be provided with a plurality of control valves, and the opening of each control valve can be adjusted to control the refrigerant flow on the refrigerant pipeline where the control valve is located.
According to the thermal management system 1 of the vehicle 2 of the embodiment of the invention, by arranging the refrigerant circulation flow path and the liquid cooling loop 320, both of which can be selectively communicated with the battery pack 250, not only can the temperature regulation of the internal space of the vehicle 2 and the heat source device 310 be realized, but also the temperature regulation of the battery pack 250 can be realized, so that the heating and cooling requirements of the vehicle 2 and the battery pack 250 under different working conditions can be met in a more economical and more energy-saving manner, in addition, the battery pack 250 is cooled or heated in a direct cooling manner, compared with the prior art in which the temperature regulation is performed on the battery pack 250 in a liquid cooling manner, the advantages of high regulation efficiency and wide regulation range are included, so that the battery pack 250 can be kept in a proper temperature range, and the cruising ability and the service life of the battery pack 250 can be further improved. In addition, the refrigerant cooling branch may be optionally connected in parallel to the first indoor heat exchanger 30, so that the battery pack 250 and the inner space of the vehicle 2 may be heated simultaneously.
As shown in fig. 4 and 6, according to some embodiments of the present invention, the cooling medium circulation path may include a cooling circuit and a heating circuit. The exhaust port 12, the fifth end 51, the sixth end 52, the third end 41, the fourth end 42 and the suction port 11 are sequentially communicated to form a refrigeration circuit, and the exhaust port 12, the first end 31, the second end 32, the fifth end 51, the sixth end 52 and the suction port 11 are sequentially communicated to form a heating circuit.
As shown in fig. 14, according to some embodiments of the present invention, the cooling branch of the refrigerant is optionally communicated with the heating circuit, the cooling branch of the refrigerant is not connected in parallel with the first indoor heat exchanger 30, and the cooling branch of the refrigerant is connected in series between the suction port 11 and the sixth end 52. Therefore, when the heat pump system heats the indoor space, the battery pack 250 can be cooled at the same time.
As shown in fig. 8 and 9, according to some embodiments of the present invention, the refrigerant circulation flow path further includes a direct heating circuit, and the exhaust port 12, the refrigerant cooling branch, the fifth end 51, the sixth end 52 and the suction port 11 are sequentially communicated to form the direct heating circuit. Thus, the direct heating circuit 4 can heat the battery pack 250 alone by the refrigerant.
As shown in fig. 3, according to some embodiments of the present invention, the thermal management system 1 may further include a direct cooling circuit, in which the exhaust port 12, the fifth end 51, the sixth end 52, the refrigerant cooling branch and the suction port 11 are sequentially connected to form the direct cooling circuit. Thus, the thermal management system 1 can independently cool the battery pack 250.
As shown in fig. 15 and 16, according to some embodiments of the present invention, the thermal management system 1 may further include a defogging circuit, where the exhaust port 12, the first end 31, the second end 32, the third end 41, the fourth end 42, and the suction port 11 are sequentially connected to form the defogging circuit. From this, thermal management system 1 can carry out the defogging in for vehicle 2 to can improve vehicle 2's driving safety nature, also can avoid steam to the erosion of vehicle 2 internal structure parts, thereby can improve vehicle 2's performance, can also improve vehicle 2's user experience nature.
As shown in fig. 1 and 5, according to some embodiments of the present invention, the refrigerant cooling branch may be optionally communicated with the refrigeration circuit, and the refrigerant cooling branch may be connected in parallel with the second indoor heat exchanger 40. Thus, thermal management system 1 may provide cooling for the space within vehicle 2 in conjunction with battery pack 250.
As shown in fig. 1 to 16, 19 and 20, according to some embodiments of the present invention, the refrigerant cooling branch includes a first communication port and a second communication port, the thermal management system 1 may further include a first four-way valve 260, the first four-way valve 260 is connected between the first communication port and the second communication port, and the first four-way valve 260 is reversed at regular time or according to a temperature of a fluid (refrigerant) at an inlet and an outlet of the refrigerant cooling branch, so as to control a flow direction of the refrigerant in the refrigerant cooling branch. Therefore, by arranging the first four-way valve 260, the flow direction of the refrigerant flowing through the battery pack 250 can be controlled by the first four-way valve 260, so that the flow direction of the refrigerant can be controlled according to the temperature at the two ends of the battery pack 250, and the temperature at the two ends of the battery pack 250 can be balanced.
As shown in fig. 1 to 16, 19 and 20, according to some embodiments of the present invention, the liquid-cooling branch includes a third communication port and a fourth communication port, the thermal management system 1 may further include a second four-way valve 270, the second four-way valve 270 is connected between the third communication port and the fourth communication port, and the second four-way valve 270 is reversed periodically or according to the temperature of the fluid (cooling water) at the inlet and the outlet of the refrigerant cooling branch, so as to control the flow direction of the refrigerant in the liquid-cooling branch. Therefore, by providing the second four-way valve 270, the second four-way valve 270 can control the flow direction of the cooling liquid flowing through the battery pack 250, so that the flow direction of the cooling liquid can be controlled according to the temperature at the two ends of the battery pack 250, and the temperature at the two ends of the battery pack 250 can be balanced.
As shown in fig. 1-16, 19 and 20, according to some embodiments of the present invention, the heat source device 310 may include at least one of a motor 311, an engine 312 and a waste heat recovery device 313. Therefore, the battery pack 250 can be heated by using the coolant of the engine 312, the waste heat of the motor 311 and the waste heat recovery device 313 (such as the waste gas waste heat recovery device 313), and the method can be suitable for effectively utilizing the energy in the vehicle 2 under different vehicle conditions, so that the energy utilization rate of the vehicle 2 is improved, the battery pack 250 can always work in a proper temperature range, and the charging and discharging efficiency, the cruising ability and the service life of the battery pack 250 can be improved.
As shown in fig. 1-16, 19, and 20, in some embodiments of the present invention, the thermal management system 1 may further include a heat source heat dissipation branch 330, the heat source heat dissipation branch 330 is connected in parallel with the liquid cooling loop 320, and the heat source heat dissipation branch 330 selectively dissipates heat from the heat source device 310. Therefore, the heat source heat dissipation branch 330 can dissipate heat of the heat source device 310 according to actual requirements, so as to improve the service performance of the heat source device 310 and prolong the service life of the heat source device 310.
As shown in fig. 1 to 16, 19 and 20, in some embodiments of the present invention, a heat sink 331 is disposed on the heat source radiating branch 330. Therefore, the heat sink 331 can dissipate heat of the tube wall of the heat source heat dissipation branch 330 and the coolant in the heat source heat dissipation branch 330. For example, the heat sink 331 may be a fan.
As shown in fig. 19, in some embodiments of the present invention, the liquid cooling loop 320 may be provided with a bypass heat exchanger 340, and the heat source device 310 exchanges heat with the liquid cooling loop 320 through the bypass heat exchanger 340.
As shown in fig. 1-16, 19 and 20, according to some embodiments of the present invention, the thermal management system 1 may further include a warm air core 350, and the battery pack 250 may exchange heat with the heat source device 310 through the warm air core 350. Therefore, the warm air core 350 can exchange heat with the liquid cooling loop 320 on the heat source device 310 to heat the battery pack 250.
As shown in fig. 1-16, 19 and 20, according to some embodiments of the present invention, the thermal management system 1 may further include a warm air core 350 and a wind-driven component for blowing an air flow around the warm air core 350 toward the vehicle, the warm air core 350 being selectively in communication with the liquid cooling circuit. Thus, warm air core 350 can heat the inner space of vehicle 2 by exchanging heat with liquid cooling circuit 320 of heat source device 310.
According to some embodiments of the present invention, the thermal management system 1 may further include a second control valve set disposed in the cooling branch for controlling an amount of the cooling medium flowing through the cooling branch. Therefore, the second control valve set can control the amount of the refrigerant flowing through the battery pack 250, so that the temperature of the battery pack 250 can be adjusted according to the real-time temperature of the battery pack 250, and the battery pack 250 can be kept in a proper temperature range.
As shown in fig. 1-16, 19 and 20, according to some embodiments of the present invention, the thermal management system 1 may further include a sensor for detecting a temperature or a pressure of a fluid in the cooling branch of the cooling medium. Therefore, the amount of the refrigerant flowing through the cooling branch is adjusted according to the detection value of the temperature or pressure sensor, so that the refrigerant flowing through the battery pack 250 can exchange heat with the battery pack 250 properly, and the battery pack 250 is kept in a proper temperature range.
As shown in fig. 20, according to some embodiments of the present invention, the thermal management system 1 may further include an enthalpy-increasing device 370, and the enthalpy-increasing device 370 is connected in parallel to at least a portion of the pipes of the refrigerant circulation flow path.
The enthalpy-increasing device 370 may be an economizer, and the refrigerant flowing out of the first indoor heat exchanger 30 is divided into two parts after entering the economizer, one part is further cooled in a heat expansion manner by throttling to reduce the temperature of the other part to be subcooled, and the stabilized subcooled liquid may flow to the second indoor heat exchanger 40 and the refrigerant cooling branch of the battery pack 250. While another portion of the uncooled gaseous refrigerant may flow to compressor 10 to reenter compressor 10 for continued compression and into the cycle. The liquid refrigeration medium is stabilized by an expansion refrigeration mode to improve the capacity and the efficiency of the system.
As shown in fig. 21, a vehicle 2 according to an embodiment of the present invention includes the thermal management system 1 of the vehicle 2 as described above.
According to the vehicle 2 of the embodiment of the invention, the refrigerant circulation flow path in the thermal management system 1 and the liquid cooling loop 320 in the vehicle 2 can be selectively communicated with the battery pack 250 through the thermal management system 1, so that not only can the temperature of the interior of the vehicle 2 and the heat source device 310 of the vehicle 2 be adjusted, but also the temperature of the battery pack 250 can be adjusted, so that the heating and cooling requirements of the vehicle 2 and the battery pack 250 under different working conditions can be met in a more economical and energy-saving manner, in addition, compared with the prior art that the battery pack 250 is subjected to temperature adjustment by a liquid cooling method, the battery pack 250 is cooled or heated by direct cooling, which has the advantages of high adjustment efficiency and wide adjustment range, therefore, the battery pack 250 can be kept in a proper temperature range, and the cruising ability and the service life of the battery pack 250 can be improved.
According to some embodiments of the invention, the vehicle 2 may be a hybrid vehicle.
The thermal management system 1 of the vehicle 2 according to the embodiment of the invention is described in detail below with reference to fig. 1 to 20. It is to be understood that the following description is illustrative only and is not intended as a specific limitation of the invention.
As shown in fig. 1 to 16 and 19 to 20, the thermal management system 1 of the vehicle 2 according to the embodiment of the present invention includes a compressor 10, a gas-liquid separator 20, a first indoor heat exchanger 30, a second indoor heat exchanger 40, an outdoor heat exchanger 50, a first control valve 60, a first three-way valve 80, a second three-way valve 90, a third three-way valve 100, a fourth three-way valve 110, a fifth three-way valve 120, a sixth three-way valve 130, a first expansion valve 150, a second expansion valve 160, a third expansion valve 170, a first sensor 180, a second sensor 190, a third sensor 200, a fourth sensor 210, a fifth sensor 220, a sixth sensor 230, a seventh sensor 240, a battery pack 250, a first four-way valve 260, a second four-way valve 270, a third four-way valve 280, a fourth four-way valve 290, a fifth four-way valve 300, a heat source device 310, a liquid cooling circuit 320, a heat source heat radiating branch 330, and a warm air core 350.
Specifically, as shown in fig. 1 to 16 and 19 to 20, the compressor 10 includes a suction port 11 and a discharge port 12, and the refrigerant in the compressor 10 is discharged from the discharge port 12 and returned to the compressor 10 from the suction port 11. The first indoor heat exchanger 30 includes a first end 31 and a second end 32, the second indoor heat exchanger 40 includes a third end 41 and a fourth end 42, and the outdoor heat exchanger 50 includes a fifth end 51 and a sixth end 52. The battery pack 250 includes a coolant cooling branch and a liquid cooling branch. The refrigerant is adapted to circulate in the compressor 10, the first indoor heat exchanger 30, the second indoor heat exchanger 40, the outdoor heat exchanger 50, and the refrigerant cooling branch.
As shown in fig. 1 to 16 and 19 to 20, the discharge port 12 of the compressor 10 communicates with the port a of the fourth three-way valve 110, the first sensor 180 is located between the compressor 10 and the fourth three-way valve 110, the port B of the fourth three-way valve 110 communicates with the fifth end 51 of the outdoor heat exchanger 50, and the first expansion valve 150 is located between the fourth three-way valve 110 and the outdoor heat exchanger 50. The sixth end 52 of the outdoor heat exchanger 50 is communicated with the inlet of the gas-liquid separator 20, the first control valve 60 is positioned between the outdoor heat exchanger 50 and the gas-liquid separator 20, the fourth sensor 210 is positioned between the first control valve 60 and the outdoor heat exchanger 50, and the outlet of the gas-liquid separator 20 is communicated with the suction port 11 of the compressor 10.
A port C of the fourth three-way valve 110 is communicated with a port a of the fifth three-way valve 120, a port B of the fifth three-way valve 120 is communicated with the gas-liquid separator 20, a port C of the fifth three-way valve 120 is communicated with a port a of the first four-way valve 260, a port C of the first four-way valve 260 is communicated with one end of the refrigerant cooling branch of the battery pack 250, a port B of the first four-way valve 260 is communicated with the other end of the refrigerant cooling branch of the battery pack 250, a port D of the first four-way valve 260 is communicated with a port C of the sixth three-way valve 130, the second sensor 190 is located between the fifth three-way valve 120 and the first four-way valve 260, and the third sensor 200 is located between the first four-way valve 260 and the sixth three-way valve 130. The port a of the sixth three-way valve 130 communicates with the fifth port 51 via the first expansion valve 150, the port B of the sixth three-way valve 130 communicates with the sixth port 52, and the second expansion valve 160 is located between the sixth three-way valve 130 and the fourth sensor 210.
The first end 31 of the first indoor heat exchanger 30 communicates with the port C of the fourth three-way valve 110, and the second end 32 of the first indoor heat exchanger 30 communicates with the fifth end 51 through the first expansion valve 150.
The third end 41 of the second indoor heat exchanger 40 is communicated with the fifth end 51 of the outdoor heat exchanger 50 through the third expansion valve 170, the fourth sensor 210 is positioned between the third expansion valve 170 and the outdoor heat exchanger 50, the fourth end 42 of the second indoor heat exchanger 40 is communicated with the gas-liquid separator 20, and the fifth sensor 220 is positioned between the second indoor heat exchanger 40 and the gas-liquid separator 20.
As shown in fig. 1-16 and 19-20, the liquid cooling loop 320 includes a main loop, an engine coolant circulation branch, an exhaust gas waste heat recovery branch, and a motor coolant circulation branch. The engine coolant circulation branch flows through the water pump 390 and the engine 312, the motor coolant circulation branch flows through the water pump 390 and the motor 311, and the exhaust gas waste heat recovery branch flows through the water pump 390 and the waste heat recovery device 313. The engine coolant circulation branch is selectively communicated with the main loop through a fourth four-way valve 290, the motor coolant circulation branch is selectively communicated with the main loop through a third four-way valve 280, the waste gas waste heat recovery branch is selectively communicated with the main loop through a fifth four-way valve 300, and the liquid cooling branch of the battery pack 250 is selectively communicated with the main loop through a second four-way valve 270. The main circuit is provided with a sixth sensor 230 and a seventh sensor 240, the sixth sensor 230 and the seventh sensor 240 are respectively located at two sides of the second four-way valve 270, and the flow direction of the cooling water flowing through the battery pack 250 can be changed by adjusting the communication relationship between the respective valve ports of the second four-way valve 270.
The main loop is a cooling water circulation pipeline and comprises a first section, a second section, a third section, a fourth section and a fifth section, one end of the first section is communicated with a port B of the second four-way valve 270, the other end of the first section is communicated with a port B of the third three-way valve 100, and a port A of the third three-way valve 100 is communicated with a port B of the third four-way valve 280 through the second section; one end of the third section is communicated with a port D of the third four-way valve 280, and the other end of the third section is communicated with a port B of the fourth four-way valve 290; one end of the fourth section is communicated with the port D of the fourth four-way valve 290, and the other end of the fourth section is communicated with the port B of the fifth four-way valve 300; one end of the fifth section is communicated with a port D of the fifth four-way valve 300, the other end of the fifth section is communicated with a port C of the second four-way valve 270, one end of a liquid cooling branch of the battery pack 250 is communicated with a port D of the second four-way valve 270, and the other end of the liquid cooling branch of the battery pack 250 is communicated with a port A of the second four-way valve 270.
One end of the motor coolant circulation branch is communicated with a port C of the first three-way valve 80, a port B of the first three-way valve 80 is communicated with a port a of the third four-way valve 280, and the other end of the motor coolant circulation branch is communicated with a port C of the third four-way valve 280; one end of the engine coolant circulation branch is communicated with the port C of the second three-way valve 90, the port B of the second three-way valve 80 is communicated with the port a of the fourth four-way valve 290, and the other end of the engine coolant circulation branch is communicated with the port C of the fourth four-way valve 290; one end of the waste gas waste heat recovery branch is communicated with the port a of the fifth four-way valve 300, and the other end of the waste gas waste heat recovery branch is communicated with the port C of the fifth four-way valve 300.
For the first four-way valve 260, the second four-way valve 270, the third four-way valve 280, the fourth four-way valve 290, and the fifth four-way valve 300, when the port a communicates with the port B, the port C communicates with the port D; when the port A is communicated with the port C, the port B is communicated with the port D.
As shown in fig. 1 to 16 and 19 to 20, there are two heat source radiating branches 330, one of the heat source radiating branches 330 is connected in parallel to the motor coolant circulating branch (one end of the heat source radiating branch 330 is communicated with the port a of the first three-way valve 80, and the other end is communicated with the other end of the motor coolant circulating branch), and the other heat source radiating branch 330 is connected in parallel to the engine coolant circulating branch (one end of the heat source radiating branch 330 is communicated with the port a of the second three-way valve 90, and the other end is communicated with the other end of the engine coolant circulating branch). The heat source radiating branch 330 is formed by serially connecting a radiator 331 and the kettle 400. The warm air core 350 is connected to the main circuit in parallel, one end of the warm air core 350 is communicated with the port C of the third three-way valve 100, and the other end of the warm air core 350 is communicated with the port D of the fifth four-way valve 300.
Refrigerant reversing structure flowing into battery pack 250: the inlet of the cooling medium cooling branch of the battery pack 250 is connected with a first four-way valve 260, and the reversing of the first four-way valve 260 is controlled by reading the difference value between the second sensor 190 and the third sensor 200 (the temperature difference range of the battery pack 250 is preferably less than 5 ℃), so that the temperature uniformity of the battery pack 250 in direct cooling and direct heating is optimized.
Water flow into the battery pack 250 reversal configuration: the second four-way valve 270 is connected to the inlet of the liquid cooling branch of the battery pack 250, and the reversing of the second four-way valve 270 is controlled by reading the difference between the sixth sensor 230 and the seventh sensor 240, so as to optimize the temperature uniformity of the battery pack 250 during heating and cooling.
An engine coolant circulation branch: the water outlet of the engine 312 is connected with the port C of the second three-way valve 90, the outlet of the second three-way valve 90 is divided into two paths, one path is the port A of the second three-way valve 90 connected with the water inlet of the radiator 331, the other path is the port B of the second three-way valve 90 connected with the port A of the fourth four-way valve 290, the port C of the fourth four-way valve 290 is converged with the outlet of the radiator 331 to be connected with the inlet of the water pump 390, and the outlet of the water pump 390 is connected with the water inlet of the engine 312, so that an engine coolant circulation system is formed.
Waste gas waste heat recovery system: the water outlet of the waste heat recovery device 313 is connected with the port A of the fifth four-way valve 300, the port C of the fifth four-way valve 300 is connected with the inlet of the water pump 390, and the outlet of the water pump 390 is connected with the water inlet of the waste heat recovery device 313, so that a waste gas waste heat recovery system is formed.
Motor coolant circulation branch road: the water outlet of the motor 311 is connected with the port C of the first three-way valve 80, the outlet of the first three-way valve 80 is divided into two paths, one path is the port A of the first three-way valve 80 connected with the water inlet of the radiator 331, the other path is the port B of the first three-way valve 80 connected with the port A of the third four-way valve 280, the port C of the third four-way valve 280 is converged with the outlet of the radiator 331 to be connected with the inlet of the water pump 390, and the outlet of the water pump 390 is connected with the water inlet of the motor 311, so that a water circulation system is formed.
1. The heat sink 331 of the motor 311 dissipates heat for the battery pack 250.
Working conditions are as follows: the heat dissipation capacity required by the battery pack 250 is small, and the water circulation heat dissipation can meet the requirement, and at this time, the heat sink 331 of the motor 311 can be used for dissipating heat of the battery pack 250, and the principle is as shown in fig. 2.
Electric control: the motor 311 and the water pump 390 operate, the first three-way valve 80 is in a three-way state, the port a of the third four-way valve 280 is communicated with the port B, the port C is communicated with the port D, the port a of the third three-way valve 100 is communicated with the port B, the port D of the fourth four-way valve 290 and the port B of the fifth four-way valve 300 are communicated, and the port C is communicated with the port a. Second four-way valve 270 serves to reverse the direction of the cooling water.
The principle of a water-in-battery circulating heat dissipation system is as follows: the kettle supplies water, the cooling liquid of the motor 311 enters the battery pack 250 for heat exchange under the action of the water pump 390, and finally the heat is dissipated through the radiator 331 of the motor 311.
2. Battery package direct cooling system.
Working conditions are as follows: the battery pack 250 is charged by inserting a gun, the battery pack 250 continuously generates heat, and at this time, the interior of the room does not need to be cooled, and a heat pump is used for dissipating heat of the battery pack 250, and the schematic diagram is shown in fig. 3.
Electric control: when the compressor 10 is operated, the first control valve 60 is closed, the ports a and B of the fourth three-way valve 110 are opened, the ports C and B of the fifth three-way valve 120 and the sixth three-way valve 130 are opened, the first expansion valve 150 is turned on and off to be in a fully opened state, the second expansion valve 160 is turned on and off, and the third expansion valve 170 is closed. The first four-way valve 260 serves as a refrigerant medium reversing function.
The principle is as follows: the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 10 is condensed by the outdoor heat exchanger 50, the refrigerant discharged from the outdoor heat exchanger 50 is throttled and cooled by the second expansion valve 160 to be a low-temperature and low-pressure refrigerant, and is then heat-exchanged by the battery pack 250 to be a low-temperature and low-pressure gaseous refrigerant, and then the refrigerant flows back into the compressor 10 through the gas-liquid separator 20, thereby completing a cooling cycle of the high-temperature refrigeration and battery pack 250.
3. An indoor refrigeration cycle system.
Working conditions are as follows: in summer, the vehicle is just started or in a parking state, and at the moment, the passenger is in the vehicle and only needs to refrigerate indoors. The schematic diagram is shown in fig. 4.
Electric control: when compressor 10 is operated, first control valve 60 is closed, ports a and B of fourth three-way valve 110 are opened, all ports of fifth three-way valve 120 and sixth three-way valve 130 are closed, first expansion valve 150 is turned on and off to be in a fully opened state, and third expansion valve 170 is turned on and off to be an expansion valve.
High-temperature refrigeration operation principle: the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 10 is condensed by the outdoor heat exchanger 50, and the refrigerant discharged from the outdoor heat exchanger 50 is throttled and cooled by the third expansion valve 170 to be a low-temperature and low-pressure refrigerant, and then is heat-exchanged with air by the second indoor heat exchanger 40 to be a low-temperature and low-pressure gaseous refrigerant, and then flows back into the compressor 10 through the gas-liquid separator 20, thereby completing an indoor high-temperature refrigeration cycle.
4. A heat pump air conditioner refrigeration and battery pack direct cooling circulation system.
Working conditions are as follows: in summer, when the vehicle 2 runs for a long time, the heat in the vehicle and the battery pack 250 need to be dissipated, and at the moment, the heat pump is used for cooling the indoor space and the battery pack 250 at the same time, and the schematic diagram is shown in fig. 5.
Electric control: on the basis of the working condition 2, the heat pump chamber is simultaneously started for cooling, that is, the third expansion valve 170 is opened, and the third expansion valve 170 functions as an expansion valve.
The heat pump refrigeration operation principle is as follows: the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 10 is condensed by the outdoor heat exchanger 50 and then divided into two paths, one path of the refrigerant is throttled and cooled by the third expansion valve 170 to be low-temperature and low-pressure refrigerant, and then is heat-exchanged with air by the second indoor heat exchanger 40 to be low-temperature and low-pressure gaseous refrigerant, the other path of the refrigerant is throttled and cooled by the second expansion valve 160 to be low-temperature and low-pressure refrigerant, and then is heat-exchanged by the battery pack 250 to be low-temperature and low-pressure gaseous refrigerant, and the refrigerant coming out of the battery pack 250 passes through the fifth three-way valve 120 and is merged with the refrigerant coming out of the second indoor heat exchanger 40 to enter the gas-liquid separator 20 and then flows back into the compressor 10 together, thereby completing a cooling cycle of the high-temperature cooling battery pack 250.
5. The heat pump is an indoor heating circulating system.
Working conditions are as follows: in winter, when the vehicle 2 runs, the temperature of the battery pack 250 is moderate, the heat generated by the battery pack is within an acceptable range, and at the moment, the heat pump mode only needs indoor heating. The schematic diagram is shown in fig. 6.
Electric control: the compressor 10 is operated, the first control valve 60 is opened, the ports a and C of the fourth three-way valve 110 are opened, all the ports of the fifth three-way valve 120 and the sixth three-way valve 130 are closed, the first expansion valve 170 is closed, and the first expansion valve 150 functions as an expansion valve.
The operation principle of the heat pump is as follows: the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 10 is condensed by the first indoor heat exchanger 30, is throttled and cooled by the first expansion valve 150, and then enters the outdoor heat exchanger 50 (evaporator) for heat exchange, and the low-pressure and low-temperature refrigerant gas discharged from the outdoor heat exchanger 50 enters the gas-liquid separator 20 through the first control valve 60 and returns to the compressor 10, thereby completing a low-temperature heating cycle.
6. The engine 312 and the waste heat recovery device 313 are indoor heating circulation systems.
Working conditions are as follows: the temperature is too low, and when the vehicle 2 is running in the HEV mode, the heat of the waste heat recovery device 313 is used for warming up the engine 312 and supplying heat to the room, and the coolant of the engine 312 and the waste heat recovery device 313 can supply heat to the room together at the later stage. The schematic diagram is shown in fig. 7.
Electric control: when the engine 312 and the waste heat recovery device 313 operate, the fourth four-way valve 290 and the fifth four-way valve 300 are both communicated with the port a and the port B, the port C and the port D, and the port a and the port C of the third three-way valve 100 are opened.
7. The heat pump system is a single heating cycle system of the battery pack 250.
Working conditions are as follows: in a low-temperature environment, when the vehicle 2 is plugged in a gun for charging or before the vehicle 2 is not started, the battery needs to be preheated first, and at this time, when a passenger is not in the vehicle, a heat pump system can be adopted to heat the battery pack 250 alone, and a schematic diagram is shown in fig. 8.
Electric control: when the compressor 10 is operated, the port a and the port C of the fourth three-way valve 110, the port a and the port C of the fifth three-way valve 120, and the port a and the port C of the sixth three-way valve 130 are opened. The first control valve 60 is opened and the third expansion valve 170 is closed. The first expansion valve 150 functions as an expansion valve.
The operation principle of the heat pump is as follows: the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 10 is condensed by the battery pack 250, the condensed refrigerant is throttled by the first expansion valve 150 to be cooled into a low-temperature and low-pressure refrigerant, the low-temperature and low-temperature refrigerant enters the outdoor heat exchanger 50 for heat exchange, and the low-pressure and low-temperature refrigerant gas from the outdoor heat exchanger 50 enters the gas-liquid separator 20 and returns to the compressor 10, thereby completing a low-temperature heating cycle.
8. The motor 311 and the heat pump are the battery pack 250 to heat the circulation system at the same time.
Working conditions are as follows: before the vehicle 2 is started, the battery needs to be preheated, and the motor 311 blocking heat and the heat pump can heat the battery pack 250 together, as shown in the schematic diagram of fig. 9.
Electric control: on the basis of the working condition 7, the motor 311 is turned on, and the radiator 331 of the motor 311 is turned off.
The operation principle of the heat pump is as follows: the same applies to condition 7.
9. The heat pump is an indoor heating cycle system which heats the battery pack 250 at the same time.
Working conditions are as follows: in winter, when a passenger is in the vehicle and the vehicle is not started and needs to be preheated or the vehicle is plugged with a gun for charging, the heat pump system is needed to heat the battery pack 250 and the indoor space at the same time, and the principle is shown in fig. 10.
Electric control: the compressor 10 is operated, the ports a and C of the fourth three-way valve 110, the ports a and C of the fifth three-way valve 120, and the ports a and C of the sixth three-way valve 130 are opened, the first control valve 60 is opened, the first expansion valve 150 functions as an expansion valve, and both the second expansion valve 160 and the third expansion valve 170 are closed.
The operation principle of the heat pump is as follows: the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 10 passes through the fourth three-way valve 110 and is divided into two paths, one of which enters the battery pack 250 and the other of which enters the first indoor heat exchanger 30. The two paths of refrigerant are converged, are throttled and cooled by the first expansion valve 150 into low-temperature and low-pressure refrigerant, enter the outdoor heat exchanger 50 (evaporator) for heat exchange, and low-pressure and low-temperature refrigerant gas from the outdoor heat exchanger 50 enters the gas-liquid separator 20 and returns to the compressor 10 to complete a low-temperature heating cycle.
10. The engine 312 and the waste heat are recovered to heat the circulation system indoors together with the battery pack 250.
Working conditions are as follows: the vehicle 2 is started in the HEV (hybrid electric vehicle) mode, the engine 312 is warmed up by the waste heat recovery device 313, heat is supplied to the indoor and the battery pack 250 by the waste heat recovery device 313, the coolant of the engine 312 and the waste heat recovery device 313 can supply heat to the indoor and the battery pack 250 together, the EV mode can be closed when the temperature of the battery pack 250 is moderate in the later period of time, and the schematic diagram is shown in fig. 11.
Electric control: on the basis of the working condition 6, the indoor heating and the heating of the battery pack 250 are realized simultaneously by controlling the third three-way valve 100.
11. The heat pump heats the room while the motor 311 heats the circulation system for the battery pack 250.
Working conditions are as follows: under pure electric mode, indoor travelling comfort is given first place to, opens the heat pump during low temperature and can only maintain indoorly, and battery package 250 is through motor 311 stall heat heating this moment, and the principle is shown in fig. 12.
Electric control: on the basis of the working condition 5, the motor 311 is operated, and the radiator 331 of the motor 311 is turned off. The battery pack 250 is heated by the rotor-lock heat of the motor 311.
The principle is as follows: the same is true for condition 5.
12. The heat pump and the motor 311 simultaneously heat the indoor and the battery pack 250 to circulate the heat.
Working conditions are as follows: in a low-temperature environment, after the vehicle 2 is started in the pure EV (pure electric) mode, the motor 311 may be turned on to heat the battery pack 250 and the room together with the heat pump system, as shown in fig. 13.
Electric control: on the basis of the working condition 9, the motor 311 is operated, and the radiator 331 of the motor 311 is turned off. The battery pack 250 is heated by the heat of the locked rotor of the motor 311.
The principle is as follows: the same applies to condition 9.
13. The heat pump heats indoors and simultaneously provides a heat dissipation circulating system for the battery.
Working conditions are as follows: in winter, the vehicle 2 runs for a long time, and the room needs to be heated while the battery pack 250 needs to dissipate heat. The heat pump system can be turned on at this time, and the schematic diagram is shown in fig. 14.
Electric control: the compressor 10 is operated, the port a and the port C of the fourth three-way valve 110 are opened, the port B and the port C of the fifth three-way valve 120 are opened, the port B and the port C of the sixth three-way valve 130 are opened, the first control valve 60 is closed, the second expansion valve 160 functions as an expansion valve, the first expansion valve 150 functions as a solenoid valve in a fully opened state, and the third expansion valve 170 is closed.
The principle is as follows: the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 10 passes through the fourth three-way valve 110 and then enters the first indoor heat exchanger 30 to exchange heat. The refrigerant from the first indoor heat exchanger 30 enters the outdoor heat exchanger 50 for supercooling (the first expansion valve 150 is not throttled), the refrigerant from the outdoor heat exchanger 50 is throttled by the second expansion valve 160 to be cooled to be low-temperature and low-pressure refrigerant, the low-pressure and low-temperature refrigerant enters the battery pack 250 for heat exchange, the low-pressure and low-temperature refrigerant gas from the battery pack 250 enters the gas-liquid separator 20 and returns to the compressor 10, and a cycle of indoor heating and cooling of the battery pack 250 is completed.
14. And demisting during the operation of the single heat pump system.
Working conditions are as follows: indoor defogging is required in winter and the second indoor heat exchanger 40 needs to be operated. In the EV mode, a heat pump is adopted to simultaneously cool and heat. The principle of defogging is shown in fig. 15.
Electric control: the compressor 10 is operated, the port a and the port C of the fourth three-way valve 110 are opened, the fifth three-way valve 120 is completely closed, the port a and the port B of the sixth three-way valve 130 are opened, the first control valve 60 is closed, the third expansion valve 170 is turned on and off to be in a completely opened state, and the second expansion valve 160 is operated as an expansion valve.
The operation principle of the heat pump is as follows: the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 10 enters the first indoor heat exchanger 30 to release heat. The refrigerant from the first indoor heat exchanger 30 is throttled by the third expansion valve 170 to be cooled to a low-temperature and low-pressure refrigerant, and then enters the outdoor heat exchanger 50 (evaporator) for heat exchange, and the low-pressure and low-temperature refrigerant gas from the outdoor heat exchanger 50 enters the gas-liquid separator 20 and returns to the compressor 10, so that the demisting process is completed.
15. The engine 312 and the waste heat recovery device 313 and the heat pump system are operated simultaneously to defog.
Working conditions are as follows: indoor defogging is required in winter and the second indoor heat exchanger 40 needs to be operated. In the HEV simulation, the engine 312 and the waste heat recovery device 313 may be used to heat the room while the heat pump system is used to cool the room. The principle is shown in fig. 16.
Electric control: the compressor 10 is operated, the ports a and B of the fourth three-way valve 110 are opened, the ports of the fifth three-way valve 120 and the sixth three-way valve 130 are closed, the first control valve 60 is closed, the second expansion valve 160 functions as an on-off valve in a fully opened state, and the third expansion valve 170 functions as an expansion valve.
When the engine 312 and the waste heat recovery device 313 are operated, the fourth four-way valve 290 and the fifth four-way valve 300 are communicated with the ports a and B, the ports C and D, and the ports a and C of the third three-way valve 100 are opened.
The operation principle of the heat pump is as follows: the same is true for condition 3.
The first expansion valve 150, the second expansion valve 160, and the third expansion valve 170 may be electromagnetic electronic expansion valves, thermostatic expansion valves, or electronic expansion valves. The first sensor 180, the second sensor 190, the third sensor 200, the fourth sensor 210, the fifth sensor 220, the sixth sensor 230, and the seventh sensor 240 may be temperature sensors or temperature and pressure sensors.
In consideration of the temperature uniformity of the battery pack 250, a dual expansion valve structure may be adopted, that is, one electromagnetic electronic expansion valve 360 is disposed at both the front and rear of the battery pack 250. As shown in fig. 17.
The control principle of the double expansion valve is as follows: the value of the eighth sensor 361 is read through one of the electromagnetic electronic expansion valves 360 to perform throttling and cooling so that the refrigerant after heat exchange of the battery pack 250 has no superheat degree and is in a vapor-liquid mixed state. The refrigerant in the vapor-liquid mixed state is throttled and cooled by another electromagnetic electronic expansion valve 360 so that the throttled refrigerant has a certain superheat degree, and then enters the compressor 10.
Or a mode of using a double expansion valve structure and a four-way valve structure together is adopted. As shown in fig. 18:
the principle is as follows: (1) the reversing of the sixth four-way valve 362 is controlled by reading the difference value between the eighth sensor 361 and the ninth sensor 363 (the temperature difference range of the battery pack 250 is preferably less than 5 ℃), so that the temperature uniformity of the battery pack 250 in direct cooling and direct heating is optimized; (2) the value of the eighth sensor 361 is read through one of the electromagnetic electronic expansion valves 360 to perform throttling and cooling so that the refrigerant after heat exchange of the battery pack 250 has no superheat degree and is in a vapor-liquid mixed state. The refrigerant in the vapor-liquid mixed state is throttled and cooled by another electromagnetic electronic expansion valve 360 so that the throttled refrigerant has a certain superheat degree, and then enters the compressor 10.
In addition, third four-way valve 280, fourth four-way valve 290, and fifth four-way valve 300 may all be replaced with a bypass heat exchanger 340, such as a plate heat exchanger, as shown in fig. 19.
Moreover, for northern winter, the temperature is too low, and the vehicle air conditioning system 1 can be added with an enthalpy increasing system, as shown in fig. 20.
The vehicle-mounted air conditioning system 1 of the embodiment of the invention has the following improvements:
1. the invention can be applied to the scheme of combining the battery pack heat management system and the heat pump system of the hybrid electric vehicle, and can realize the requirements of refrigeration in summer, heating in winter and defrosting and fogging in the vehicle by utilizing the heat pump system.
2. The invention can cool and heat the battery pack through the refrigerant of the heat pump system in function, and can heat the battery pack through the cooling liquid of the engine, the waste heat of the motor and the waste heat recovery device of the waste gas, which can adapt to the effective utilization of the energy under different vehicle conditions, so that the battery pack always works in a proper temperature range, and the charging and discharging efficiency, the cruising ability and the service life of the battery pack are improved.
3. The invention can change the circulation direction of the refrigerant in the battery pack through the reversing function of the four-way valve, and optimize the temperature uniformity of the heat exchange of the battery pack.
4. The temperature uniformity of the heat exchange of the battery pack can be optimized through the structure of the double expansion valves; the temperature uniformity of the heat exchange of the battery pack can also be optimized by combining the double expansion valve and the four-way valve.
5. The vehicle 2 is started in the HEV mode, the system can use the waste heat of the tail gas to warm the engine, supply heat to the indoor and heat the battery pack, the cooling liquid of the engine and the waste heat of the tail gas in the middle period can supply heat to the indoor and the battery pack together, and the EV mode for the HEV mode can be closed when the temperature of the battery pack in the later period is moderate.
6. The invention can control the temperature of the refrigerant entering the battery pack to be higher, and ensures that the pipeline of the cooling branch circuit is evaporated in the battery pack without generating condensation.
7. During indoor defogging, can adopt engine and waste heat recovery device to adopt the heat pump system to refrigerate the defogging for indoor or adopt the heat pump to refrigerate simultaneously for indoor heating simultaneously, first indoor heat exchanger uses simultaneously with first indoor heat exchanger, reaches the defogging effect.
8. The invention can adopt an enthalpy-increasing device and can be used in a region with lower temperature.
In the description of the present specification, reference to the description of "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims (17)

1. A thermal management system of a vehicle, characterized in that a battery pack of the vehicle comprises a coolant cooling branch and a liquid cooling branch, the thermal management system comprising:
the compressor comprises an air suction port and an air exhaust port, the first indoor heat exchanger comprises a first end and a second end, the second indoor heat exchanger comprises a third end and a fourth end, the outdoor heat exchanger comprises a fifth end and a sixth end, and a refrigerant is suitable for flowing in at least one of the compressor, the first indoor heat exchanger, the second indoor heat exchanger and the outdoor heat exchanger to form a refrigerant circulation flow path;
the heat source device radiates heat and the liquid cooling loop is used for exchanging heat with the heat source device;
the refrigerant cooling branch is selectively communicated with the refrigerant circulating flow path, the refrigerant cooling branch is selectively connected with the first indoor heat exchanger in parallel, and the liquid cooling branch is selectively communicated with the liquid cooling loop;
the first control valve group is arranged on the refrigerant circulating flow path to control connection or disconnection of at least part of the refrigerant circulating flow path.
2. The thermal management system for a vehicle according to claim 1, wherein the refrigerant circulation flow path includes:
the exhaust port, the fifth end, the sixth end, the third end, the fourth end and the suction port are communicated in sequence to form the refrigeration circuit;
and the exhaust port, the first end, the second end, the fifth end, the sixth end and the suction port are communicated in sequence to form the heating loop.
3. The vehicle thermal management system of claim 2, wherein the coolant cooling branch is in selective communication with the heating circuit, the coolant cooling branch being in series between the suction port and the sixth end.
4. The vehicle thermal management system of claim 2, wherein the refrigerant cooling branch is in selective communication with the refrigeration circuit, the refrigerant cooling branch being in parallel with the second indoor heat exchanger.
5. The thermal management system of a vehicle of claim 1, further comprising:
the exhaust port, the refrigerant cooling branch, the fifth end, the sixth end and the suction port are communicated in sequence to form the direct heating loop.
6. The thermal management system of a vehicle of claim 1, further comprising:
the exhaust port, the fifth end, the sixth end, the refrigerant cooling branch and the suction port are communicated in sequence to form the direct cooling loop.
7. The thermal management system of a vehicle of claim 1, further comprising:
and the exhaust port, the first end, the second end, the third end, the fourth end and the air suction port are communicated in sequence to construct the demisting loop.
8. The vehicle thermal management system of claim 1, wherein the coolant cooling branch comprises a first communication port and a second communication port,
the heat management system further comprises a first four-way valve, the first four-way valve is connected between the first communicating port and the second communicating port, and the first four-way valve is reversed at regular time or according to the temperature of fluid at the inlet and the outlet of the refrigerant cooling branch.
9. The vehicle thermal management system of claim 1, wherein the electro-liquid cooling branch comprises a third communication port and a fourth communication port,
the heat management system further comprises a second four-way valve, the second four-way valve is connected between the third communicating port and the fourth communicating port, and the second four-way valve is reversed at regular time or according to the temperature of fluid at the inlet and the outlet of the liquid cooling branch.
10. The vehicle thermal management system of claim 1, wherein the heat source device comprises at least one of an electric motor, an engine, and a waste heat recovery device.
11. The thermal management system of a vehicle of claim 1, further comprising a heat source heat sink branch coupled in parallel with the liquid cooling loop, the heat source heat sink branch selectively dissipating heat from the heat source device.
12. The vehicle thermal management system of claim 1, wherein a bypass heat exchanger is provided on the liquid cooling loop,
and the heat source device exchanges heat with the liquid cooling loop through the branch heat exchanger.
13. The vehicle thermal management system of claim 1, further comprising a warm air core and a wind-driven component for blowing an air flow around the warm air core towards the vehicle, the warm air core being selectively in communication with the liquid cooling loop.
14. The vehicle thermal management system of claim 1, further comprising a second set of valves disposed in the coolant cooling branch to control an amount of coolant flowing through the coolant cooling branch.
15. The vehicle thermal management system of claim 1, further comprising a sensor for sensing a temperature or pressure of fluid in the coolant cooling branch.
16. The vehicle thermal management system of claim 1, further comprising an enthalpy-increasing device connected in parallel with at least a portion of the coolant circulation path.
17. A vehicle comprising a thermal management system of a vehicle according to any of claims 1-16.
CN201811460099.8A 2018-11-30 2018-11-30 Thermal management system of vehicle and vehicle Active CN111251814B (en)

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WO2023280442A1 (en) * 2021-07-08 2023-01-12 HELLA GmbH & Co. KGaA Thermal management system for an electric vehicle, and combination valve for a thermal management system
CN113942425A (en) * 2021-11-23 2022-01-18 应雪汽车科技(常熟)有限公司 Electric automobile coupling thermal management system and working method thereof
CN114132148B (en) * 2021-12-24 2023-09-12 广州小鹏汽车科技有限公司 Thermal management system and vehicle

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