CN113085485A - Integrated thermal management system for whole vehicle for pure electric vehicle - Google Patents
Integrated thermal management system for whole vehicle for pure electric vehicle Download PDFInfo
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- CN113085485A CN113085485A CN202110474101.2A CN202110474101A CN113085485A CN 113085485 A CN113085485 A CN 113085485A CN 202110474101 A CN202110474101 A CN 202110474101A CN 113085485 A CN113085485 A CN 113085485A
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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
- B60H1/00357—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
- B60H1/00392—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for electric vehicles having only electric drive means
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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
- B60H1/00642—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
- B60H1/00885—Controlling the flow of heating or cooling liquid, e.g. valves or pumps
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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
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
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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
- B60H1/00271—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
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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
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
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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
- B60H1/22—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant
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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
- B60H1/22—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant
- B60H1/2215—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant the heat being derived from electric heaters
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- Sustainable Energy (AREA)
- Air-Conditioning For Vehicles (AREA)
Abstract
The invention discloses an integrated thermal management system for a whole pure electric vehicle, and aims to solve the problems of low efficiency, high energy consumption, inconsistent thermal loads of all systems, high battery working load and low energy utilization rate of the traditional thermal management system of the pure electric vehicle during low-temperature heating. The whole vehicle integrated heat management system integrates a passenger cabin heat management system, a battery heat management system and a motor/electric control heat management system, carries out working mode division and circulation loop planning on the premise of meeting system functions and passenger requirements, integrates control information of working modes and components to determine a reasonable whole vehicle heat management combination mode, and further realizes integrated and comprehensive management of each subsystem. The invention can realize the cooperative management among systems, is beneficial to coordinating the heat load relationship of each part of the vehicle, efficiently utilizes the energy of the battery, can also improve the integration and systematization degree of the vehicle, enables the assembly of the whole vehicle to be simpler and more convenient, is beneficial to the light weight of the whole vehicle and reduces the manufacturing cost of the whole vehicle.
Description
Technical Field
The invention relates to the technical field of new energy automobile thermal management, in particular to a whole automobile integrated thermal management system for a pure electric automobile.
Background
The new energy automobile is rapidly developed due to the promulgation of national relevant policies, wherein the pure electric automobile becomes a favorite in the new energy automobile due to the advantages of zero emission, low noise and energy conservation, but the development of the pure electric automobile is influenced by the battery capacity and the characteristics of the battery in a high/low temperature state, the power consumption of an air conditioning system is the largest in all accessories, a PTC heater is usually adopted when the pure electric automobile is heated at a low temperature due to the fact that an engine is omitted, and the relevant analysis shows that 30% -40% of the total energy of the battery is consumed when the PTC heater is used for heating, so that the heating mode has a serious influence on the cruising ability of the pure electric automobile.
The pure electric vehicle thermal management system can be divided into: the passenger compartment thermal management system, the battery thermal management system and the motor/electric control thermal management system have complex coupling relation among the systems, however, various pure electric vehicle thermal management systems in the current market have mutually independent cooling and heating systems or are more biased to the performance optimization of a single system, the load requirement on the battery is high, and meanwhile, the total efficiency of the thermal management system cannot reach the optimum.
Therefore, it is particularly important to develop an integrated efficient thermal management system suitable for pure electric vehicles. At present, thermal management system tends to integrate the design, and the system that integrates can realize information, the interaction of energy between the system, reduces battery energy demand, promotes personnel's travelling comfort and the driving safety of whole car.
Disclosure of Invention
The invention provides an integrated thermal management system for a whole pure electric vehicle, which can realize integrated management of a passenger compartment, a battery and a motor/electric control system, is favorable for solving the problems of low efficiency and high energy consumption of the pure electric vehicle during low-temperature heating, and can also improve the integrated and systematized degree of the pure electric vehicle, so that the whole vehicle is simpler and more convenient to assemble, the whole vehicle is favorable for lightening the whole vehicle, and the manufacturing cost of the whole vehicle is reduced.
In order to achieve the purpose, the technical scheme of the invention is as follows: a whole vehicle integrated thermal management system for a pure electric vehicle integrates three subsystems of a passenger compartment thermal management system, a battery thermal management system and a motor/electric control thermal management system.
Further, the integrated heat management system of the whole vehicle for the pure electric vehicle specifically comprises an outdoor heat exchanger, a compressor, a condenser, an evaporator, a warm air water tank, a blower, a battery liquid cooling plate, a PTC heater, a motor liquid cooling plate, an electric control liquid cooling plate, a cooler, an expansion water tank, a low-temperature water tank, a one-way valve, 2 electronic water pumps, 5 three-way valves, 3 electromagnetic valves, 3 electronic expansion valves EXV, a refrigerant, a coolant and a connecting pipeline.
Furthermore, the passenger compartment heat management system has four functions of passenger compartment heating, passenger compartment refrigerating, defrosting, demisting and dehumidifying; the battery thermal management system has three functions of battery heating, battery refrigeration and waste heat recovery; the motor/electric control heat management system has two functions of equipment refrigeration and waste heat recovery.
Further, the passenger compartment heat management system is a heat pump system designed based on a traditional air conditioning system, the realization of the heating/cooling function is determined by the electronic expansion valve EXV2 and the first electromagnetic valve, the passenger compartment can be heated by the warm air water tank by using the waste heat of the motor and the heating coolant of the PTC heater, and the heating path is controlled by the fourth three-way valve.
Furthermore, the battery thermal management system is composed of two subsystems, wherein one subsystem is a circulating cooling system utilizing an automobile air conditioner, a circulating cooling system loop is connected in parallel with the electronic expansion valve EXV1 loop, and the circulating cooling system loop is composed of a third electromagnetic valve, a cooler, a first electronic water pump, a third three-way valve and a battery liquid cooling plate; another way is the coolant liquid return circuit, the coolant liquid return circuit is responsible for the cooling of battery and heats, specifically includes that battery waste heat recovery heats, battery PTC heats and battery low temperature water tank refrigeration totally three kinds of modes.
Further, the motor/electric control heat management system takes away surplus heat of the motor or the electric control equipment through the electric control liquid cooling plate and the motor liquid cooling plate by cooling liquid to realize system cooling.
Further, the refrigerant uses R134a refrigerant for heat pump air conditioning system; the coolant uses a water-glycol type coolant for batteries, motor/electric control, and waste heat recovery and PTC heating branches of passenger compartments.
Further, aiming at system functions and passenger requirements, the whole vehicle integrated heat management system is divided into working modes and planned in a circulation loop based on three subsystems respectively:
(1) passenger compartment thermal management: the passenger compartment thermal management mode is mainly responsible for coordinating the temperature of a cockpit and eliminating the abnormal state of a vehicle. The passenger cabin heat management mode can be divided into four major modes based on the outside temperature, the inside temperature and the air conditioner setting information, the four major modes are subdivided into nine types of minor modes including passenger cabin standby, heat pump heating, passenger cabin PTC heating, passenger cabin waste heat recovery heating, passenger cabin cooling, PTC defrosting, heat pump defrosting, demisting and dehumidification reheating, and the working principle of each mode is as follows:
standby mode: when the temperature of the passenger compartment is proper and the thermal comfort is good, passengers in the vehicle do not have the related setting action of the air conditioning system, and the air conditioning system is in a closed state.
Cooling mode of passenger compartment: when the temperature of the passenger compartment is higher, a driver turns on the air conditioning system, can select an AUTO mode to automatically adjust the temperature, can set a required temperature value automatically, and starts an air conditioning refrigeration mode. In the mode, the first electromagnetic valve is closed, the second electromagnetic valve is opened, low-temperature and low-pressure refrigerant gas flowing out of the evaporator is compressed by the compressor to work and is converted into high-temperature and high-pressure superheated steam, the high-temperature and high-pressure superheated steam enters the outdoor heat exchanger through the first electromagnetic valve, the gas is condensed in the outdoor heat exchanger and is further converted into low-temperature and high-pressure refrigerant liquid, the low-temperature and high-pressure refrigerant liquid is converted into low-temperature and low-pressure refrigerant liquid through the throttling regulation effect of the electronic expansion valve EXV1 and flows into the evaporator, the low-temperature and low-pressure refrigerant liquid absorbs ambient gas heat in the evaporator and is converted into refrigerant gas, and meanwhile, the blower blows cold air into the cockpit to achieve the passenger cabin refrigeration effect.
Heating mode of passenger compartment: when the environment temperature in the vehicle is lower than the suitable temperature range of a human body or a passenger in the vehicle has a heating requirement, the heating mode is started, and according to the difference of heating sources, the heating mode can be divided into a heat pump heating mode, a PTC heating mode and a motor waste heat recovery heating mode, and comprises the following specific working circulation loops:
the heat pump heating mode is that on the basis of the original air-conditioning cooling mode, the first electromagnetic valve is disconnected, the second electromagnetic valve is closed, the flow direction of high-temperature and high-pressure refrigerant superheated steam which does work through the compressor is changed, the high-temperature and high-pressure refrigerant superheated steam firstly passes through the condenser to heat the passenger compartment and is converted into low-temperature and high-pressure refrigerant liquid, then passes through the electronic expansion valve EXV2 to realize throttling regulation and is converted into low-temperature and low-pressure refrigerant liquid, the low-temperature and low-pressure refrigerant liquid passes through the outdoor heat exchanger to absorb the heat of an external medium so as to supplement the heat of a system, and finally enters the compressor through the second electromagnetic valve to complete a heat pump heating circulation loop, so that;
the PTC heating mode uses a PTC thermistor as a heating source, converts battery electric energy into heat energy and further heats cooling liquid, a second three-way valve is disconnected in the mode, the input end of a cooling liquid pipeline of the PTC heater is directly communicated with a second electronic water pump through a fifth three-way valve, the second electronic water pump provides power for a cooling liquid system, the output end of the cooling liquid pipeline of the PTC heater is communicated with the warm air water tank through a fourth three-way valve, high-temperature cooling liquid in the warm air water tank and wind blown by the blower realize heat exchange, heating of a passenger compartment is further realized, and cooling liquid flowing out of the warm air water tank flows back to the second electronic water pump through the third three-way valve and the first three-way valve, so that a PTC heating circulation loop is completed;
the principle and the route of the motor waste heat recovery heating mode are similar to those of the PTC heating mode, the second three-way valve is disconnected in the mode, the PTC heater does not work when being electrified, the electric control liquid cooling plate, the motor liquid cooling plate and the PTC heater cooling liquid pipeline are sequentially communicated, the input end of the electric control liquid cooling plate cooling liquid pipeline is communicated with the second electronic water pump through a fifth three-way valve, the second electronic water pump provides power for a cooling liquid system, the output end of the PTC heater cooling liquid pipeline is communicated with the warm air water tank through a fourth three-way valve, cooling liquid flowing out of the warm air water tank flows back to the second electronic water pump through the third three-way valve and the first three-way valve, the cooling liquid absorbs a large amount of heat when cooling the motor and the electric control equipment through the electric control liquid cooling plate and the motor liquid cooling plate, the heat enters the warm air water tank along with the cooling liquid, and the high-temperature cooling liquid in the warm air water tank exchanges heat, the waste heat recovery heating function is realized.
The motor waste heat recovery mode can be used for recovering less heat and can generate convection heat dissipation with the external environment in the pipeline circulation, so that the motor waste heat recovery mode is only used when the temperature of the passenger compartment is lower than the optimum temperature of a human body; because the working efficiency of the heat pump heating mode is obviously reduced when the ambient temperature is lower than 15 ℃ below zero, the PTC heating mode needs to be selected to heat the whole vehicle under the condition; in addition, considering the requirement of passengers for the rise rate of the ambient temperature of the passenger compartment, when the difference between the temperature of the passenger compartment and the set temperature is large, the PTC heating mode needs to be selected for rapid heating, and when the difference is reduced to a certain value, the heat pump heating mode with less power consumption and higher efficiency is selected to complete the residual heating.
Functional mode: the modes specifically comprise a defrosting mode, a demisting mode and a dehumidification and reheating mode, and the selection of the functional modes is realized by related control buttons in the cab. The realization of the defrosting mode needs to heat the passenger compartment, and a PTC heating mode or a heat pump heating mode is automatically selected according to different outdoor temperatures; the realization of the demisting mode requires the refrigeration of the passenger compartment; the realization of the dehumidification reheating mode firstly needs to condense the water vapor of the passenger compartment in the refrigeration mode of the passenger compartment and then realizes the circulation of the air in the passenger compartment and the air outside the passenger compartment through the blower so as to complete the dehumidification function.
(2) Battery thermal management: the battery thermal management mode is mainly responsible for regulating and controlling the working temperature of the battery so that the battery works in an optimal temperature range. The battery heat management mode can be functionally divided into four major modes, namely a standby mode, a battery temperature balancing mode, a heating mode and a refrigerating mode, the heating mode and the refrigerating mode can be classified more carefully according to different control targets, specifically, the battery heat management mode comprises six modes, namely a battery standby mode, a battery temperature balancing mode, a battery PTC heating mode, a battery waste heat recovery heating mode, a battery air conditioner circulating refrigerating mode and a battery low-temperature water tank refrigerating mode, and the working principle of each mode is as follows:
battery standby mode: the battery standby mode is a preparation mode of battery thermal management, and all components of the battery thermal management system do not work in the mode.
Battery temperature equalization mode: the battery temperature is within an optimal temperature range in the battery temperature balancing mode, but the temperature of the battery monomers is inconsistent due to the difference of the battery monomers, so the temperature balancing is realized in a cooling liquid circulation mode, the input end of a cooling liquid pipeline of the battery liquid cooling plate is communicated with the cooling pipe, the output end of the cooling liquid pipeline of the battery liquid cooling plate is communicated with the first electronic water pump through a second three-way valve, the cooling pipe is communicated with the first electronic water pump, the first electronic water pump provides power for a cooling liquid system, and the balancing of the battery temperature can be realized by the cooling liquid through the battery liquid cooling plate.
Battery heating mode: in winter or when the external environment temperature is lower, in order to ensure the activity of the battery and further ensure the normal work of the battery pack, the battery heat management system is required to heat the battery so as to realize the preheating of the battery. The battery heating mode can be divided into a PTC heating mode and a waste heat recovery heating mode, when the heating quantity required by the battery is smaller, the waste heat recovery heating mode is adopted, the PTC heating mode is adopted for heating in other states, in addition, the characteristics of the battery are also considered in the battery heating process, for example, the temperature of a cooling liquid at a water inlet of the battery cannot exceed 50 ℃, otherwise, thermal shock can be caused to a battery monomer, and further, the quality of the battery is reduced or the battery is damaged. The method specifically comprises the following working circulation loops:
the waste heat recovery mode mainly recovers heat generated by the motor/electric control system, the PTC heater does not work when being powered on, the electric control liquid cooling plate, the motor liquid cooling plate and the PTC heater cooling liquid pipeline are sequentially communicated, the input end of the electric control liquid cooling plate cooling liquid pipeline is communicated with the second electronic water pump through a fifth three-way valve, the second electronic water pump provides power for the cooling liquid system, the output end of the PTC heater cooling liquid pipeline is communicated with the battery liquid cooling liquid pipeline through a fourth three-way valve and a third three-way valve in sequence, cooling liquid flowing out of the battery liquid cooling plate flows back to the second electronic water pump through the second three-way valve and the first three-way valve, the cooling liquid absorbs a large amount of heat when cooling the motor and the electric control equipment through the electric control liquid cooling plate and the motor liquid cooling plate, and the heat enters the battery liquid cooling plate along with the cooling liquid, the battery liquid cooling plate is in direct contact with the battery pack to realize heating of the battery system;
the PTC heating mode is a mainstream heating mode of a current pure electric vehicle power battery pack, under the mode, the input end of a cooling liquid pipeline of the PTC heater is directly communicated with the second electronic water pump through a fifth three-way valve, the second electronic water pump provides power for a cooling liquid system, the output end of the cooling liquid pipeline of the PTC heater is communicated with the cooling liquid pipeline of the battery liquid cooling plate through a fourth three-way valve and a third three-way valve, cooling liquid flowing out of the battery liquid cooling plate flows back to the second electronic water pump through the second three-way valve and the first three-way valve, and the high-temperature cooling liquid heated by the PTC heater enters the battery liquid cooling plate, and the battery liquid cooling plate is directly contacted with the battery pack to realize heating of the battery system.
Battery refrigeration mode: when the vehicle is in a high-temperature environment, the heat dissipation of the battery is difficult, and meanwhile, the temperature of the battery also greatly rises along with the increase of the working time of the battery, and at the moment, the battery heat management system is required to refrigerate the battery. The battery refrigeration mode can be divided into an air-conditioning cycle refrigeration mode and a low-temperature water tank refrigeration mode, when the temperature of the battery is slightly higher than the optimum temperature, the low-temperature water tank refrigeration mode is started, when the temperature of the battery is higher, the air-conditioning cycle refrigeration mode is started, and the short-time rapid cooling of the battery can be realized. The method specifically comprises the following working circulation loops:
the low-temperature water tank refrigeration mode utilizes low-temperature cooling liquid in the low-temperature water tank to cool the battery system, in the mode, the PTC heater does not work when being electrified, the input end of the cooling liquid pipeline of the PTC heater is directly communicated with the second electronic water pump through a fifth three-way valve, the second electronic water pump provides power for the cooling liquid system, the input end of the second electronic water pump is communicated with the low-temperature water tank, the output end of the cooling liquid pipeline of the PTC heater is communicated with the cooling liquid pipeline of the battery liquid cooling plate through a fourth three-way valve and a third three-way valve in sequence, the cooling liquid flowing out of the battery liquid cooling plate flows back to the low-temperature water tank through the second three-way valve and the first three-way valve, the low-temperature cooling liquid in the low-temperature water tank directly flows into the battery liquid cooling plate through a pipeline, and the battery liquid cooling plate is in direct contact with the battery pack to refrigerate the battery system;
in the air-conditioning circulating refrigeration mode, the refrigerant refrigerated by the air-conditioning system is subjected to heat exchange with the cooling liquid of the battery cooling system in the cooler to realize the cooling of the battery system, in the mode, the first electromagnetic valve and the second electromagnetic valve are both opened, the third electromagnetic valve is closed, the low-temperature low-pressure refrigerant gas flowing out from the refrigerant pipeline of the cooler flows into the compressor through the one-way valve, the low-temperature low-pressure refrigerant gas is compressed by the compressor to work and is converted into high-temperature high-pressure superheated steam, the high-temperature high-pressure superheated steam enters the condenser to be condensed and is further converted into low-temperature high-pressure refrigerant liquid, and the low-temperature high-pressure refrigerant liquid is throttled and regulated by the electronic expansion valve EXV2 and then is converted into low-temperature low-pressure refrigerant liquid and flows into the refrigerant pipeline of the cooler through the third electromagnetic, in addition, battery liquid cold drawing coolant pipe way input with cooler coolant pipe way intercommunication, battery liquid cold drawing coolant pipe way output through the second three-way valve with first electronic water pump intercommunication, cooler coolant pipe way with first electronic water pump intercommunication, first electronic water pump provides power for the coolant system, battery cooling system coolant liquid is in flow into after accomplishing the heat exchange with air conditioning system low temperature refrigerant in the cooler battery liquid cold drawing pipeline, battery liquid cold drawing is through with the overheated battery system of refrigeration with group battery direct contact.
(3) Electric machine/electronically controlled thermal management: when the motor and the electric control equipment of the pure electric vehicle are placed for a long time in an external high-temperature environment or the temperature of the pure electric vehicle is increased in the working process, the working effect and the service life of the pure electric vehicle are affected, so that the motor and the electric control equipment need to be refrigerated in the motor/electric control heat management mode. The motor/electric control heat management mode can be subdivided into a standby mode and a cooling mode, and the working principle of each mode is as follows:
standby mode: when the temperature of the motor/electronic control system is within the allowable range, the system does not need to be cooled, and the components are in a standby state.
Cooling mode: when the temperature of the motor/electric control system exceeds the range allowed by the motor/electric control system, the system is circularly cooled by the low-temperature water tank. In this mode, the PTC heater is not powered on to work, the electric control liquid cooling plate, the motor liquid cooling plate and the PTC heater cooling liquid pipeline are sequentially communicated, the input end of the electric control liquid cooling plate cooling liquid pipeline is communicated with the second electronic water pump through a fifth three-way valve, the second electronic water pump provides power for a cooling liquid system, the input end of the second electronic water pump is communicated with the low-temperature water tank, cooling liquid flowing out from the output end of the PTC heater cooling liquid pipeline directly flows back to the low-temperature water tank through a fourth three-way valve, a third three-way valve and a first three-way valve, low-temperature cooling liquid in the low-temperature water tank flows into the electric control liquid cooling plate and the motor liquid cooling plate through pipelines, and the electric control liquid cooling plate and the motor liquid cooling plate are directly contacted with the motor/electric control system to realize cooling of the motor/electric control system, meanwhile, when the temperatures of the outlet cooling liquids of the electric control liquid cooling plate and the motor liquid cooling plate are higher than the set temperature, the temperatures can also be used for waste heat recovery, and the waste heat recovery working mode is explained in detail in the passenger compartment heating mode and the battery waste heat recovery mode.
Furthermore, the working modes and the control information of the components need to be integrated, unreasonable modes in combination are removed based on the temperature control requirements of the components and the actual feeling of a driver, and at the same time, 28 vehicle heat management combination modes are finally determined by referring to vehicle heat management modes of common vehicle types in the market.
Further, the selection of the system mode needs to consider the priority of each system, that is, the working temperature of the system with high priority should be guaranteed to be normal firstly.
Compared with the prior art, the invention has the beneficial effects that:
(1) the invention integrates energy and pipelines of a passenger cabin, a battery and a motor/electric control system, can realize integrated and integrated management of each subsystem, is beneficial to solving the problems of low efficiency and high energy consumption of a pure electric vehicle during low-temperature heating, can better coordinate the heat load relationship of each part of the vehicle, efficiently utilizes the energy of the battery, realizes cooperative management among systems, and has important significance for improving the energy efficiency of a whole vehicle heat management system and reducing the working load of the battery;
(2) the integrated and comprehensive management of the passenger compartment, the battery and the motor/electric control system can improve the integrated and systematized degree of the pure electric vehicle, so that the whole vehicle is more simple and convenient to assemble, the light weight of the whole vehicle is facilitated, and the manufacturing cost of the whole vehicle is reduced;
(3) the integrated system can realize the interaction of information and energy between systems, reduce the energy requirement of the battery and improve the personnel comfort and the driving safety of the whole vehicle.
Drawings
The invention is further described below with reference to the accompanying drawings:
FIG. 1 is a structural schematic diagram of a whole integrated thermal management system for a pure electric vehicle according to the present invention;
FIG. 2 is a passenger compartment refrigeration mode circulation route diagram of the integrated thermal management system for the entire vehicle for the pure electric vehicle according to the invention;
FIG. 3 is a heat pump heating mode circulation route diagram of a passenger compartment of the integrated heat management system for the entire vehicle for the pure electric vehicle, according to the present invention;
FIG. 4 is a passenger compartment PTC heating mode circulation route diagram of the entire integrated thermal management system for the pure electric vehicle according to the present invention;
FIG. 5 is a passenger compartment waste heat recovery heating mode circulation route diagram of the integrated thermal management system for the pure electric vehicle according to the present invention;
FIG. 6 is a battery heat balance mode loop diagram of the integrated thermal management system for the entire vehicle for the blade electric vehicle according to the present invention;
fig. 7 is a battery waste heat recovery heating mode circulation route diagram of the integrated thermal management system for the entire vehicle for the pure electric vehicle according to the present invention;
FIG. 8 is a battery PTC heating mode circulation route diagram of the entire integrated thermal management system for the pure electric vehicle according to the present invention;
fig. 9 is a refrigeration mode circulation route diagram of a battery low-temperature water tank of the integrated thermal management system for the entire vehicle for the pure electric vehicle according to the present invention;
fig. 10 is a battery air-conditioning cycle refrigeration mode circulation route diagram of the entire integrated thermal management system for the pure electric vehicle according to the present invention;
fig. 11 is a motor/electronic control cooling mode circulation route diagram of the integrated thermal management system for the entire vehicle for the pure electric vehicle according to the present invention;
fig. 12 is a whole vehicle integrated thermal management combined mode circulation route diagram of a passenger compartment of a whole vehicle integrated thermal management system for a pure electric vehicle, which is provided by the invention, wherein the passenger compartment is heated by a heat pump system, a battery is cooled by air-conditioning circulation, and a motor/electric control system selects refrigeration circulation;
number designations in FIGS. 1-12: 1-outdoor heat exchanger, 2-second electromagnetic valve, 3-first electromagnetic valve, 4-compressor, 5-condenser, 6-evaporator, 7-warm air water tank, 8-blower, 9-fourth three-way valve, 10-PTC heater, 11-third three-way valve, 12-motor liquid cooling plate, 13-battery liquid cooling plate, 14-electric control liquid cooling plate, 15-a fifth three-way valve, 16-a second three-way valve, 17-a first three-way valve, 18-a low-temperature water tank, 19-a second electronic water pump, 20-an expansion water tank, 21-a first electronic water pump, 22-a cooler, 23-a third electromagnetic valve, 24-a one-way valve, EXV 1-a first electronic expansion valve, EXV 2-a second electronic expansion valve and EXV 3-a third electronic expansion valve.
Detailed Description
Reference will now be made in detail to the embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar designations denote like or similar physical quantities or quantities with like or similar meanings. 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.
In the description of the present invention, it is to be noted that, unless otherwise explicitly specified or limited, the terms "connected," "connected," and "communicating" are to be construed broadly, e.g., as meaning mechanical connections or connections between two elements; they may be directly connected or indirectly connected through an intermediate, and those skilled in the art will understand the specific meanings of the above terms according to specific situations.
The invention provides a whole vehicle integrated thermal management system for a pure electric vehicle, which integrates three subsystems of a passenger compartment thermal management system, a battery thermal management system and a motor/electric control thermal management system.
Referring to fig. 1, the integrated heat management system for the pure electric vehicle specifically comprises an outdoor heat exchanger 1, a compressor 4, a condenser 5, an evaporator 6, a warm air water tank 7, a blower 8, a PTC heater 10, a motor liquid cooling plate 12, a battery liquid cooling plate 13, an electronic control liquid cooling plate 14, a low temperature water tank 18, an expansion water tank 20, a cooler 22, a one-way valve 24, a first electronic water pump 21, a second electronic water pump 19, a first three-way valve 17, a second three-way valve 16, a third three-way valve 11, a fourth three-way valve 9, a fifth three-way valve 15, a first electromagnetic valve 3, a second electromagnetic valve 2, a third electromagnetic valve 23, an electronic expansion valve EXV1, an electronic expansion valve EXV2, an electronic expansion valve EXV3, a refrigerant, a coolant and a connecting pipeline.
Furthermore, the passenger compartment heat management system has four functions of passenger compartment heating, passenger compartment refrigerating, defrosting, demisting and dehumidifying; the battery thermal management system has three functions of battery heating, battery refrigeration and waste heat recovery; the motor/electric control heat management system has two functions of equipment refrigeration and waste heat recovery.
Further, the passenger compartment heat management system is a heat pump system designed based on a traditional air conditioning system, the realization of the heating/cooling function of the passenger compartment heat management system is determined by the electronic expansion valve EXV2 and the first electromagnetic valve 3, the passenger compartment can be heated by the warm air water tank 7 by using the waste heat of the motor and the heating coolant of the PTC heater 10, and the heating path is controlled by the fourth three-way valve 9.
Further, the battery thermal management system is composed of two subsystems, wherein one subsystem is a circulating cooling system utilizing an automobile air conditioner, a circulating cooling system loop is connected in parallel with the electronic expansion valve EXV1 loop, and the circulating cooling system loop is composed of a third electromagnetic valve 23, a cooler 22, a first electronic water pump 21, a third three-way valve 11 and a battery liquid cooling plate 13; another way is the coolant liquid return circuit, the coolant liquid return circuit is responsible for the cooling of battery and heats, specifically includes that battery waste heat recovery heats, battery PTC heats and battery low temperature water tank refrigeration totally three kinds of modes.
Further, the motor/electric control heat management system takes away the redundant heat of the motor or the electric control equipment by cooling liquid flowing through the electric control liquid cooling plate 14 and the motor liquid cooling plate 12 to realize system cooling.
Further, the refrigerant uses R134a refrigerant for heat pump air conditioning system; the coolant uses a water-glycol type coolant for batteries, motor/electric control, and waste heat recovery and PTC heating branches of passenger compartments.
Further, aiming at system functions and passenger requirements, the whole vehicle integrated heat management system is divided into working modes and planned in a circulation loop based on three subsystems respectively:
(1) passenger compartment thermal management: the passenger compartment thermal management mode is mainly responsible for coordinating the temperature of a cockpit and eliminating the abnormal state of a vehicle. The passenger cabin heat management mode can be divided into four major modes based on the outside temperature, the inside temperature and the air conditioner setting information, the four major modes are subdivided into nine types of minor modes including passenger cabin standby, heat pump heating, passenger cabin PTC heating, passenger cabin waste heat recovery heating, passenger cabin cooling, PTC defrosting, heat pump defrosting, demisting and dehumidification reheating, and the working principle of each mode is as follows:
standby mode: when the temperature of the passenger compartment is proper and the thermal comfort is good, passengers in the vehicle do not have the related setting action of the air conditioning system, and the air conditioning system is in a closed state.
Cooling mode of passenger compartment: when the temperature of the passenger compartment is higher, a driver turns on the air conditioning system, can select an AUTO mode to automatically adjust the temperature, can set a required temperature value automatically, and starts an air conditioning refrigeration mode. Referring to fig. 2, in this mode, the first electromagnetic valve 3 is closed, the second electromagnetic valve 2 is opened, low-temperature and low-pressure refrigerant gas flowing out of the evaporator 6 is compressed by the compressor 4 to work and is converted into high-temperature and high-pressure superheated steam, the high-temperature and high-pressure superheated steam enters the outdoor heat exchanger 1 through the first electromagnetic valve 3, the gas is condensed in the outdoor heat exchanger 1 and is further converted into low-temperature and high-pressure refrigerant liquid, the low-temperature and high-pressure refrigerant liquid is converted into low-temperature and low-pressure refrigerant liquid through the throttling regulation of the electronic expansion valve EXV1 and flows into the evaporator 6, the low-temperature and low-pressure refrigerant liquid absorbs ambient gas heat in the evaporator 6 and is converted into refrigerant gas, and meanwhile, the blower 8 blows cold air into the cockpit, so that the cooling effect of.
Heating mode of passenger compartment: when the environment temperature in the vehicle is lower than the suitable temperature range of a human body or a passenger in the vehicle has a heating requirement, the heating mode is started, and according to the difference of heating sources, the heating mode can be divided into a heat pump heating mode, a PTC heating mode and a motor waste heat recovery heating mode, and comprises the following specific working circulation loops:
referring to fig. 3, in the heat pump heating mode, on the basis of the original air-conditioning cooling mode, the first electromagnetic valve 3 is opened, the second electromagnetic valve 2 is closed, and further the flow direction of the superheated steam of the high-temperature and high-pressure refrigerant, which has acted by the compressor 4, is changed, so that the superheated steam of the high-temperature and high-pressure refrigerant firstly passes through the condenser 5 to heat the passenger compartment and is converted into refrigerant liquid with low temperature and high pressure, and then passes through the electronic expansion valve EXV2 to realize throttling regulation and is converted into refrigerant liquid with low temperature and low pressure, and the refrigerant liquid with low temperature and low pressure passes through the outdoor heat exchanger 1 to absorb the heat of an external medium and further supplement the heat of the system, and finally enters the compressor 4 through the second electromagnetic valve 2 to;
referring to fig. 4, in the PTC heating mode, a PTC thermistor is used as a heat source to convert battery electric energy into heat energy and further heat coolant, in this mode, the second three-way valve 16 is disconnected, the input end of a coolant pipeline of the PTC heater 10 is directly communicated with the second electronic water pump 19 through the fifth three-way valve 15, the second electronic water pump 19 provides power for a coolant system, the output end of the coolant pipeline of the PTC heater 10 is communicated with the warm air water tank 7 through the fourth three-way valve 9, heat exchange is realized between high-temperature coolant in the warm air water tank 7 and wind blown by the blower 8, so that heating of the passenger compartment is realized, and the coolant flowing out of the warm air water tank 7 flows back to the second electronic water pump 19 through the third three-way valve 11 and the first three-way valve 17, so as to complete a PTC heating circulation loop;
referring to fig. 5, the principle and route of the motor waste heat recovery heating mode are similar to those of the PTC heating mode, in this mode, the second three-way valve 16 is disconnected, the PTC heater 10 is not powered on to operate, the electronic control liquid cooling plate 14, the motor liquid cooling plate 12 and the PTC heater 10 are sequentially communicated with each other, the input end of the electronic control liquid cooling plate 14 is communicated with the second electronic water pump 19 through the fifth three-way valve 15, the second electronic water pump 19 provides power for the cooling liquid system, the output end of the cooling liquid pipeline of the PTC heater 10 is communicated with the warm air water tank 7 through the fourth three-way valve 9, the cooling liquid flowing out of the warm air water tank 7 flows back to the second electronic water pump 19 through the third three-way valve 11 and the first three-way valve 17, and the cooling liquid absorbs a large amount of heat when the motor and the electronic control device are cooled by the electronic control liquid cooling plate 14 and the motor liquid cooling plate, the heat enters the warm air water tank 7 along with the cooling liquid, and the high-temperature cooling liquid in the warm air water tank 7 and the air blown by the air blower 8 realize heat exchange, so that the waste heat recovery and heating functions are realized.
The motor waste heat recovery mode can be used for recovering less heat and can generate convection heat dissipation with the external environment in the pipeline circulation, so that the motor waste heat recovery mode is only used when the temperature of the passenger compartment is lower than the optimum temperature of a human body; because the working efficiency of the heat pump heating mode is obviously reduced when the ambient temperature is lower than 15 ℃ below zero, the PTC heating mode needs to be selected to heat the whole vehicle under the condition; in addition, considering the requirement of passengers for the rise rate of the ambient temperature of the passenger compartment, when the difference between the temperature of the passenger compartment and the set temperature is large, the PTC heating mode needs to be selected for rapid heating, and when the difference is reduced to a certain value, the heat pump heating mode with less power consumption and higher efficiency is selected to complete the residual heating.
Functional mode: the modes specifically comprise a defrosting mode, a demisting mode and a dehumidification and reheating mode, and the selection of the functional modes is realized by related control buttons in the cab. The realization of the defrosting mode needs to heat the passenger compartment, and a PTC heating mode or a heat pump heating mode is automatically selected according to different outdoor temperatures; the realization of the demisting mode requires the refrigeration of the passenger compartment; the dehumidification reheating mode is realized by firstly condensing water vapor in the passenger compartment refrigeration mode and then realizing the circulation of air in the passenger compartment and air outside the passenger compartment by the blower 8, so that the dehumidification function is completed.
(2) Battery thermal management: the battery thermal management mode is mainly responsible for regulating and controlling the working temperature of the battery so that the battery works in an optimal temperature range. The battery heat management mode can be functionally divided into four major modes, namely a standby mode, a battery temperature balancing mode, a heating mode and a refrigerating mode, the heating mode and the refrigerating mode can be classified more carefully according to different control targets, specifically, the battery heat management mode comprises six modes, namely a battery standby mode, a battery temperature balancing mode, a battery PTC heating mode, a battery waste heat recovery heating mode, a battery air conditioner circulating refrigerating mode and a battery low-temperature water tank refrigerating mode, and the working principle of each mode is as follows:
battery standby mode: the battery standby mode is a preparation mode of battery thermal management, and all components of the battery thermal management system do not work in the mode.
Battery temperature equalization mode: in the battery temperature balancing mode, the battery temperature should be within the optimal temperature range, but the temperature of the battery monomers is inconsistent due to the difference of the battery monomers, so the temperature balancing needs to be achieved in a cooling liquid circulation manner, referring to fig. 6, an input end of a cooling liquid pipeline of the battery liquid cooling plate 13 is communicated with the cooler 22 through a pipeline, an output end of the cooling liquid pipeline of the battery liquid cooling plate 13 is communicated with the first electronic water pump 21 through a second three-way valve 16, the cooler 22 is communicated with the first electronic water pump 21 through a pipeline, the first electronic water pump 21 provides power for a cooling liquid system, and the balancing of the battery temperature can be achieved by the cooling liquid passing through the battery liquid cooling plate 13.
Battery heating mode: in winter or when the external environment temperature is lower, in order to ensure the activity of the battery and further ensure the normal work of the battery pack, the battery heat management system is required to heat the battery so as to realize the preheating of the battery. The battery heating mode can be divided into a PTC heating mode and a waste heat recovery heating mode, when the heating quantity required by the battery is smaller, the waste heat recovery heating mode is adopted, the PTC heating mode is adopted for heating in other states, in addition, the characteristics of the battery are also considered in the battery heating process, for example, the temperature of a cooling liquid at a water inlet of the battery cannot exceed 50 ℃, otherwise, thermal shock can be caused to a battery monomer, and further, the quality of the battery is reduced or the battery is damaged. The method specifically comprises the following working circulation loops:
referring to fig. 7, in the waste heat recovery mode, heat generated by the motor/electric control system is mainly recovered, in this mode, the PTC heater 10 is not powered on to operate, the electric control liquid cooling plate 14, the motor liquid cooling plate 12, and the cooling liquid pipeline of the PTC heater 10 are sequentially communicated, the input end of the cooling liquid pipeline of the electric control liquid cooling plate 14 is communicated with the second electronic water pump 19 through the fifth three-way valve 15, the second electronic water pump 19 provides power for the cooling liquid system, the output end of the cooling liquid pipeline of the PTC heater 10 is communicated with the cooling liquid pipeline of the battery liquid cooling plate 13 through the fourth three-way valve 9 and the third three-way valve 11 in sequence, the cooling liquid flowing out from the battery liquid cooling plate 13 flows back to the second electronic water pump 19 through the second three-way valve 16 and the first three-way valve 17, and the cooling liquid absorbs a large amount of heat when the motor and the electric control device are cooled by the electric control liquid, heat enters the battery liquid cooling plate 13 along with cooling liquid, and the battery liquid cooling plate 13 is in direct contact with a battery pack to heat a battery system;
referring to fig. 8, the PTC heating mode is a mainstream heating mode of a current pure electric vehicle power battery pack, in this mode, an input end of a coolant pipeline of the PTC heater 10 is directly communicated with the second electronic water pump 19 through the fifth three-way valve 15, the second electronic water pump 19 provides power for a coolant system, an output end of the coolant pipeline of the PTC heater 10 is sequentially communicated with a coolant pipeline of the battery liquid cooling plate 13 through the fourth three-way valve 9 and the third three-way valve 11, the coolant flowing out of the battery liquid cooling plate 13 flows back to the second electronic water pump 19 through the second three-way valve 16 and the first three-way valve 17, the high-temperature coolant heated by the PTC heater 10 enters the battery liquid cooling plate 13, and the battery liquid cooling plate 13 is directly contacted with the battery pack to heat the battery system.
Battery refrigeration mode: when the vehicle is in a high-temperature environment, the heat dissipation of the battery is difficult, and meanwhile, the temperature of the battery also greatly rises along with the increase of the working time of the battery, and at the moment, the battery heat management system is required to refrigerate the battery. The battery refrigeration mode can be divided into an air-conditioning cycle refrigeration mode and a low-temperature water tank refrigeration mode, when the temperature of the battery is slightly higher than the optimum temperature, the low-temperature water tank refrigeration mode is started, when the temperature of the battery is higher, the air-conditioning cycle refrigeration mode is started, and the short-time rapid cooling of the battery can be realized. The method specifically comprises the following working circulation loops:
referring to fig. 9, in the low temperature water tank refrigeration mode, the low temperature coolant in the low temperature water tank 18 is used to cool the battery system, in this mode, the PTC heater 10 is not powered on to operate, the input end of the coolant pipeline of the PTC heater 10 is directly communicated with the second electronic water pump 19 through the fifth three-way valve 15, the second electronic water pump 19 provides power for the coolant system, the input end of the second electronic water pump 19 is communicated with the low temperature water tank 18, the output end of the coolant pipeline of the PTC heater 10 is communicated with the coolant pipeline of the battery liquid cooling plate 13 through the fourth three-way valve 9 and the third three-way valve 11, the coolant flowing out through the battery liquid cooling plate 13 flows back to the low temperature water tank 18 through the second three-way valve 16 and the first three-way valve 17, and the low temperature coolant in the low temperature water tank 18 directly flows into the battery liquid cooling plate 13, the battery liquid cooling plate 13 is in direct contact with the battery pack to refrigerate the battery system;
referring to fig. 10, in the air-conditioning cycle refrigeration mode, the refrigerant refrigerated by the air-conditioning system exchanges heat with the cooling liquid of the battery cooling system in the cooler 22 to cool the battery system, in this mode, both the first electromagnetic valve 3 and the second electromagnetic valve 2 are opened, the third electromagnetic valve 23 is closed, the low-temperature low-pressure refrigerant gas flowing from the refrigerant pipeline of the cooler 22 flows into the compressor 4 through the one-way valve 24, the low-temperature low-pressure refrigerant gas is compressed by the compressor 4 and is converted into high-temperature high-pressure superheated vapor, the high-temperature high-pressure superheated vapor enters the condenser 5 to be condensed and is further converted into low-temperature high-pressure refrigerant liquid, and the low-temperature high-pressure refrigerant liquid is converted into low-temperature low-pressure refrigerant liquid after throttling regulation by the electronic expansion valve EXV2 and flows into the refrigerant pipeline of the cooler 22 through the third electromagnetic valve 23, in addition, the input end of the cooling liquid pipeline of the battery liquid cooling plate 13 is communicated with the cooling liquid pipeline of the cooler 22, the output end of the cooling liquid pipeline of the battery liquid cooling plate 13 is communicated with the first electronic water pump 21 through the second three-way valve 16, the cooling liquid pipeline of the cooler 22 is communicated with the first electronic water pump 21, the first electronic water pump 21 provides power for the cooling liquid system, the cooling liquid of the battery cooling system flows into the pipeline of the battery liquid cooling plate 13 after completing heat exchange with the low-temperature refrigerant of the air conditioning system in the cooler 22, and the battery liquid cooling plate 13 is in direct contact with the battery pack to refrigerate and overheat the battery system.
(3) Electric machine/electronically controlled thermal management: when the motor and the electric control equipment of the pure electric vehicle are placed for a long time in an external high-temperature environment or the temperature of the pure electric vehicle is increased in the working process, the working effect and the service life of the pure electric vehicle are affected, so that the motor and the electric control equipment need to be refrigerated in the motor/electric control heat management mode. The motor/electric control heat management mode can be subdivided into a standby mode and a cooling mode, and the working principle of each mode is as follows:
standby mode: when the temperature of the motor/electronic control system is within the allowable range, the system does not need to be cooled, and the components are in a standby state.
Cooling mode: when the temperature of the motor/electric control system exceeds the range allowed by the motor/electric control system, the system is circularly cooled by the low-temperature water tank 18. Referring to fig. 11, in this mode, the PTC heater 10 is not powered on to operate, the electric control liquid cooling plate 14, the motor liquid cooling plate 12, and the cooling liquid pipeline of the PTC heater 10 are sequentially communicated, the input end of the cooling liquid pipeline of the electric control liquid cooling plate 14 is communicated with the second electronic water pump 19 through the fifth three-way valve 15, the second electronic water pump 19 provides power for the cooling liquid system, the input end of the second electronic water pump 19 is communicated with the low temperature water tank 18, the cooling liquid flowing out from the output end of the cooling liquid pipeline of the PTC heater 10 directly flows back to the low temperature water tank 18 through the fourth three-way valve 9, the third three-way valve 11, and the first three-way valve 17, the low temperature cooling liquid in the low temperature water tank 18 flows into the electric control liquid cooling plate 14 and the motor liquid cooling plate 12 through the pipelines, the electric control liquid cooling plate 14 and the motor liquid cooling plate 12 are in direct contact with the motor/electric control system to cool the motor/electric, meanwhile, when the temperatures of the coolant at the outlets of the electric control liquid cooling plate 14 and the motor liquid cooling plate 12 are higher than the set temperature, the coolant can also be used for waste heat recovery, and the waste heat recovery operation mode is described in detail in both the passenger compartment heating mode and the battery waste heat recovery mode.
Furthermore, the working modes and the control information of the components need to be integrated, unreasonable modes in combination are removed based on the temperature control requirements of the components and the actual feeling of a driver, meanwhile, the whole vehicle heat management modes of common vehicle types in the market are referred to, and finally 28 whole vehicle heat management combination modes are determined, wherein the integrated heat management modes are that the modes of the three subsystems and the circulation routes are combined and nested. Taking the common passenger compartment heating by a heat pump system, the battery cooling by air conditioning cycle, and the motor/electric control system selecting the refrigeration cycle as an example, the combination mode is introduced, referring to fig. 12, on one hand, the low-temperature and low-pressure refrigerant liquid flowing out from the electronic expansion valve EXV2 enters the outdoor heat exchanger 1 to participate in the subsystem cycle of the passenger compartment heat pump heating; the other part of the cooling fluid enters the refrigerant pipeline of the cooler 22 through the third electromagnetic valve 23 to realize heat exchange with the cooling fluid of the battery cooling system, the low-temperature cooling fluid after heat exchange is conveyed to the battery fluid cooling plate 13 under the power action of the first electronic water pump 21, and the battery fluid cooling plate 13 dissipates heat of the battery through the heat conduction action; the refrigeration cycle of the motor/electric control system depends on the cooling liquid in the low-temperature water tank 18 to realize refrigeration demand, the cooling liquid in the low-temperature water tank 18 flows into the electric control liquid cooling plate 14 and the cooling liquid pipeline of the motor liquid cooling plate 12 under the power action of the second electronic water pump 19, and the electric control liquid cooling plate 14 and the motor liquid cooling plate 12 dissipate heat of the motor/electric control system through heat conduction action.
Further, the selection of the system mode needs to consider the priority of each system, that is, the working temperature of the system with high priority should be guaranteed to be normal firstly. For example, when the temperatures of the passenger compartment and the battery system are both high, the two systems need to be cooled simultaneously, the cooling priorities of the passenger compartment thermal management subsystem and the battery thermal management subsystem need to be considered at this time, and because a driver and passengers in the passenger compartment are directly temperature-sensitive persons, the thermal comfort of the passenger compartment needs to be ensured firstly, and after the temperature of the passenger compartment is rapidly adjusted to an upper boundary temperature value acceptable by a human body by the system, the temperature of the battery is controlled to be adjusted by taking the temperature of the battery as a core, so that the comfort of the human body can be ensured, and the normal operation of components is not hindered; similar said prioritization problems also exist when the system has a heating demand.
Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that changes, modifications, substitutions and alterations can be made in these embodiments without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.
Claims (10)
1. The integrated heat management system for the whole vehicle for the pure electric vehicle is characterized by integrating three subsystems, namely a passenger compartment heat management system, a battery heat management system and a motor/electric control heat management system.
2. The integrated heat management system for the whole vehicle for the pure electric vehicle according to claim 1, which specifically comprises an outdoor heat exchanger, a compressor, a condenser, an evaporator, a warm air water tank, a blower, a battery liquid cooling plate, a PTC heater, a motor liquid cooling plate, an electric control liquid cooling plate, a cooler, an expansion water tank, a low-temperature water tank, a one-way valve, 2 electronic water pumps, 5 three-way valves, 3 electromagnetic valves, 3 electronic expansion valves EXV, a refrigerant, a cooling liquid and a connecting pipeline.
3. The integrated thermal management system for the whole pure electric vehicle as recited in claim 1, wherein the thermal management system for the passenger compartment has four functions of heating the passenger compartment, cooling the passenger compartment, defrosting, defogging and dehumidifying; the battery thermal management system has three functions of battery heating, battery refrigeration and waste heat recovery; the motor/electric control heat management system has two functions of equipment refrigeration and waste heat recovery.
4. The integrated heat management system for the pure electric vehicle as recited in any one of claims 1 to 3, wherein the heat management system for the passenger compartment is a heat pump system designed based on a conventional air conditioning system, the realization of the heating/cooling function of the heat management system is determined by the electronic expansion valve EXV2 and the first solenoid valve, and the passenger compartment can be heated by the residual heat of the motor and the PTC heater heating cooling water via the warm air water tank, and the heating path is controlled by the fourth three-way valve.
5. The integrated heat management system for the pure electric vehicle as recited in any one of claims 1 to 3, wherein the battery heat management system is composed of two subsystems, one of the subsystems is a circulating cooling system using an air conditioner of the vehicle, a loop of the circulating cooling system is connected in parallel to a loop of the electronic expansion valve EXV1, and the loop of the circulating cooling system is composed of a third solenoid valve, a cooler, a first electronic water pump, a third three-way valve and a battery liquid cooling plate; another way is the coolant liquid return circuit, the coolant liquid return circuit is responsible for the cooling of battery and heats, specifically includes that battery waste heat recovery heats, battery PTC heats and battery low temperature water tank refrigeration totally three kinds of modes.
6. The integrated heat management system for the pure electric vehicle as recited in any one of claims 1 to 3, wherein the motor/electric control heat management system cools the system by passing cooling fluid through the electric control liquid cooling plate and the motor liquid cooling plate to remove excess heat of the motor or the electric control device.
7. The integrated thermal management system for the whole vehicle for the pure electric vehicle as claimed in claim 2, wherein the refrigerant is R134a refrigerant for a heat pump air conditioning system; the coolant uses a water-glycol type coolant for batteries, motor/electric control, and waste heat recovery and PTC heating branches of passenger compartments.
8. The integrated heat management system for the pure electric vehicle as recited in claim 1, wherein the integrated heat management system for the pure electric vehicle is divided into working modes and planned in a circulation loop based on three subsystems according to system functions and passenger requirements.
9. The integrated thermal management system for the entire vehicle for the pure electric vehicle as recited in claim 8, wherein the operating mode and the control information of the components need to be integrated, unreasonable modes in combination are removed based on the temperature control requirements of the components and the actual experience of a driver, and at the same time, 28 entire vehicle thermal management combination modes are finally determined by referring to the entire vehicle thermal management modes of common vehicle types in the market.
10. The integrated thermal management system for the whole pure electric vehicle according to claim 8, wherein the selection of the operating mode needs to consider the priority of each system, that is, it should be ensured that the operating temperature of the system with a high priority is normal first.
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Application publication date: 20210709 |