CN113370748B - Thermal management system and electric automobile - Google Patents
Thermal management system and electric automobile Download PDFInfo
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- CN113370748B CN113370748B CN202110795513.6A CN202110795513A CN113370748B CN 113370748 B CN113370748 B CN 113370748B CN 202110795513 A CN202110795513 A CN 202110795513A CN 113370748 B CN113370748 B CN 113370748B
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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
- B60H1/00357—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
- B60H1/32—Cooling devices
- B60H1/3204—Cooling devices using compression
-
- 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
- B60H1/32—Cooling devices
- B60H1/3204—Cooling devices using compression
- B60H1/3227—Cooling devices using compression characterised by the arrangement or the type of heat exchanger, e.g. condenser, evaporator
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K11/00—Arrangement in connection with cooling of propulsion units
- B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
- B60K11/04—Arrangement or mounting of radiators, radiator shutters, or radiator blinds
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
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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
- B60H2001/003—Component temperature regulation using an air flow
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- 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
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- 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
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Sustainable Energy (AREA)
- Sustainable Development (AREA)
- Life Sciences & Earth Sciences (AREA)
- Transportation (AREA)
- Power Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Air-Conditioning For Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The application provides a thermal management system and an electric automobile. The heat management system comprises an air conditioner refrigerant loop, a motor heat exchange loop and a battery heat exchange loop, wherein the air conditioner refrigerant loop comprises a compressor (1), an in-vehicle heat exchanger (2), an out-of-vehicle heat exchanger (3), a throttling device, a first intermediate heat exchanger (4) and a second intermediate heat exchanger (5), the motor heat exchange loop is in heat exchange connection with the first intermediate heat exchanger (4), and the battery heat exchange loop is in heat exchange connection with the second intermediate heat exchanger (5). According to the thermal management system disclosed by the application, integrated thermal management of the whole car can be performed, battery power of the energy bus is fully utilized, and the cruising ability of the new energy bus is improved.
Description
Technical Field
The application relates to the technical field of electric automobiles, in particular to a thermal management system and an electric automobile.
Background
Aiming at the current energy crisis and global warming problems, various industries are carrying out energy conservation and emission reduction. Public transportation buses have great development prospects in terms of reducing energy crisis, global warming problems and the like. However, the traditional bus fuel consumption and emission are not in accordance with the national fuel consumption and emission standard regulations, and new energy buses are generated and developed more and more rapidly.
Different from the traditional fuel passenger car, the new energy electric passenger car is powered by a power battery and is powered by a main driving motor; the battery is used as a device for storing energy of the electric motor coach, is a core component of a three-electric system of the electric motor coach, and has the performance and service life greatly influenced by temperature. The motor, electric control and battery thermal management of the electric motor coach directly influence the endurance and safety performance of the electric motor coach. At present, the field of heat management of new energy electric motor buses is still in a starting stage, and the heat management of batteries and motors is basically independent of the operation of an air conditioning system, so that the great waste of battery power is caused, the cruising of the electric motor buses is reduced, and the development of the electric motor buses is limited.
Disclosure of Invention
Therefore, the technical problem to be solved by the application is to provide a thermal management system and an electric automobile, which can perform integrated thermal management of the whole automobile, fully utilize battery power of the energy bus and improve the cruising ability of the new energy bus.
In order to solve the problems, the application provides a thermal management system, which comprises an air conditioner refrigerant loop, a motor heat exchange loop and a battery heat exchange loop, wherein the air conditioner refrigerant loop comprises a compressor, an in-vehicle heat exchanger, an out-vehicle heat exchanger, a throttling device, a first intermediate heat exchanger and a second intermediate heat exchanger, the motor heat exchange loop is in heat exchange connection with the first intermediate heat exchanger, and the battery heat exchange loop is in heat exchange connection with the second intermediate heat exchanger.
Preferably, a switching mechanism is arranged between the motor heat exchange loop and the battery heat exchange loop, and the switching mechanism can switch the communication state of the motor heat exchange loop and the battery heat exchange loop, so that the motor heat exchange loop and the battery heat exchange loop form mutually independent circulation loops or form serial circulation loops.
Preferably, the switching mechanism is a second four-way valve.
Preferably, the throttling device comprises a first throttling device, a second throttling device and a third throttling device, the compressor, the in-vehicle heat exchanger, the first throttling device and the out-of-vehicle heat exchanger form a circulation loop, a first end of the first intermediate heat exchanger is connected with a pipeline between the in-vehicle heat exchanger and the out-of-vehicle heat exchanger through the second throttling device, a second end of the first intermediate heat exchanger is connected with an air suction port of the compressor, the second intermediate heat exchanger is connected with the in-vehicle heat exchanger in parallel, and a first end of the second intermediate heat exchanger is connected with a pipeline between the in-vehicle heat exchanger and the out-of-vehicle heat exchanger through the third throttling device.
Preferably, the first end of the first intermediate heat exchanger is provided with a first branch and a second branch in parallel, the first branch and the second branch are connected to a pipeline between the in-vehicle heat exchanger and the out-vehicle heat exchanger, the first branch is provided with a first control valve, the second branch is provided with a second control valve, and the first throttling device is located on the pipeline between the first branch and the second branch.
Preferably, a third control valve is arranged on the pipeline where the second intermediate heat exchanger is located.
Preferably, the motor heat exchange loop comprises a first pump, a motor controller, a main drive motor and a motor radiator which are sequentially connected, and heat exchange fluid of the motor heat exchange loop flows through the first intermediate heat exchanger.
Preferably, the thermal management system further comprises a fan, wherein the fan is arranged between the external heat exchanger and the motor radiator, and can blow air subjected to heat exchange by the motor radiator to the external heat exchanger.
Preferably, the motor heat exchange loop further comprises a parallel pipeline connected with a pipeline where the motor radiator is located in parallel, a fourth control valve is arranged on the pipeline where the motor radiator is located, and a fifth control valve is arranged on the parallel pipeline.
Preferably, the battery heat exchange circuit comprises a second pump, a power battery and an expansion tank, the water of the expansion tank flowing through the second intermediate heat exchanger.
Preferably, the air conditioner refrigerant circuit further comprises a first four-way valve, the exhaust port of the compressor is connected with a first interface of the first four-way valve, the in-vehicle heat exchanger and the second intermediate heat exchanger are connected to a second interface of the first four-way valve, the air suction port of the compressor is connected to a third interface of the first four-way valve, and the out-of-vehicle heat exchanger is connected to a fourth interface of the first four-way valve.
According to another aspect of the present application, there is provided an electric vehicle including a thermal management system, the thermal management system being the thermal management system described above.
The application provides a thermal management system, which comprises an air conditioner refrigerant loop, a motor heat exchange loop and a battery heat exchange loop, wherein the air conditioner refrigerant loop comprises a compressor, an in-vehicle heat exchanger, an out-vehicle heat exchanger, a throttling device, a first intermediate heat exchanger and a second intermediate heat exchanger, the motor heat exchange loop is in heat exchange connection with the first intermediate heat exchanger, and the battery heat exchange loop is in heat exchange connection with the second intermediate heat exchanger. The heat management system can couple the air conditioner refrigerant loop, the motor heat exchange loop and the battery heat exchange loop together for integral heat management of the whole vehicle, solves the problem that the traditional heat management of the battery and the motor controller of the new energy bus is independent of the operation of the air conditioning system, fully utilizes the battery power of the new energy bus, meets the requirements of heat dissipation of the motor and the battery, heat preservation of the battery, waste heat recovery of the motor, temperature and humidity control of a passenger cabin and the like under different working conditions, improves the energy efficiency of the heat pump air conditioning system, the efficiency and the service life of the battery and the motor system, and improves the cruising ability of the new energy bus.
Drawings
FIG. 1 is a schematic diagram of a thermal management system according to an embodiment of the present application when an air conditioning refrigerant circuit is in a refrigerated state;
FIG. 2 is a schematic diagram of a thermal management system according to an embodiment of the present application for preheating a battery when an air conditioning refrigerant circuit is in a heated state;
FIG. 3 is a schematic diagram of a thermal management system according to an embodiment of the present application for cooling a battery while an air conditioning refrigerant circuit is in a heated state;
FIG. 4 is a schematic diagram of a battery system of a thermal management system of an embodiment of the present application during a transitional season;
FIG. 5 is a schematic diagram of the self-circulation of an electric motor of a thermal management system according to an embodiment of the present application;
fig. 6 is a schematic diagram of a battery self-circulation of a thermal management system according to an embodiment of the present application.
The reference numerals are expressed as:
1. a compressor; 2. an in-vehicle heat exchanger; 3. an off-vehicle heat exchanger; 4. a first intermediate heat exchanger; 5. a second intermediate heat exchanger; 6. a switching mechanism; 7. a first throttle device; 8. a second throttle device; 9. a third throttling device; 10. a first branch; 11. a second branch; 12. a first control valve; 13. a second control valve; 14. a third control valve; 15. a fourth control valve; 16. a fifth control valve; 17. a first pump; 18. a motor controller; 19. a main drive motor; 20. a motor radiator; 21. a blower; 22. a parallel pipeline; 23. a second pump; 24. a power battery; 25. an expansion tank; 26. a first four-way valve; 27. a gas-liquid separator.
Detailed Description
Referring to fig. 1 to 6 in combination, according to an embodiment of the present application, the thermal management system includes an air-conditioning refrigerant circuit including a compressor 1, an in-vehicle heat exchanger 2, an out-of-vehicle heat exchanger 3, a throttling device, a first intermediate heat exchanger 4, and a second intermediate heat exchanger 5, a motor heat exchange circuit in heat exchange connection with the first intermediate heat exchanger 4, and a battery heat exchange circuit in heat exchange connection with the second intermediate heat exchanger 5.
The heat management system can couple the air conditioner refrigerant loop, the motor heat exchange loop and the battery heat exchange loop together for integral heat management of the whole vehicle, solves the problem that the traditional heat management of the battery and the motor controller of the new energy bus is independent of the operation of the air conditioning system, fully utilizes the battery power of the new energy bus, meets the requirements of heat dissipation of the motor and the battery, heat preservation of the battery, waste heat recovery of the motor, temperature and humidity control of a passenger cabin and the like under different working conditions, improves the energy efficiency of the heat pump air conditioning system, the efficiency and the service life of the battery and the motor system, and improves the cruising ability of the new energy bus.
In this embodiment, since the first intermediate heat exchanger 4 and the second intermediate heat exchanger 5 both belong to a part of the air conditioner refrigerant circuit, refrigeration or heating can be achieved by using the refrigerant, and the motor heat exchange circuit is in heat exchange connection with the first intermediate heat exchanger 4, and the battery heat exchange circuit is in heat exchange connection with the second intermediate heat exchanger 5, so that the motor heat exchange circuit and the ground pool heat exchange circuit can be subjected to temperature adjustment through the air conditioner refrigerant circuit to form a coupling structure, the characteristics of each part of heat management system can be more reasonably utilized, mutual supplementation among different systems is achieved, a proper system mode is selected according to different environmental conditions, the energy utilization rate is improved, the energy consumption is reduced, and the cruising ability of a new energy bus is improved.
In one embodiment, a switching mechanism 6 is arranged between the motor heat exchange loop and the battery heat exchange loop, and the switching mechanism 6 can switch the communication state of the motor heat exchange loop and the battery heat exchange loop, so that the motor heat exchange loop and the battery heat exchange loop form mutually independent circulation loops or form a circulation loop connected in series. In this embodiment, the switching mechanism 6 is used to implement the coupling between the motor heat exchange loop and the battery heat exchange loop and the switching of the off-coupling state, so that the coupling state between the motor heat exchange loop and the battery heat exchange loop can be used to implement the heat complementation between the motor heat exchange loop and the battery heat exchange loop, and the connection between the motor heat exchange loop and the battery heat exchange loop can be cut off when the external environment or the system state is not suitable for complementation, so that the motor heat exchange loop and the battery heat exchange loop are mutually independent, the adaptability to the environment is improved, and the thermal management capability of the system is improved.
In one embodiment, the switching mechanism 6 is a second four-way valve. Through the switching of the communication state of the second four-way valve, the switching of the pipeline communication state between the motor heat exchange loop and the battery heat exchange loop can be conveniently realized, the switching structure is simple, the realization is convenient, and the realization cost is lower. In other embodiments, the switching mechanism 6 may be switched by other structures, for example, a combination of a plurality of two-way valves, a combination of three-way valves, or a combination of two-way valves and three-way valves.
In one embodiment, the throttling device comprises a first throttling device 7, a second throttling device 8 and a third throttling device 9, the compressor 1, the in-vehicle heat exchanger 2, the first throttling device 7 and the out-of-vehicle heat exchanger 3 form a circulation loop, a first end of the first intermediate heat exchanger 4 is connected with a pipeline between the in-vehicle heat exchanger 2 and the out-of-vehicle heat exchanger 3 through the second throttling device 8, a second end of the first intermediate heat exchanger 4 is connected with an air suction port of the compressor 1, the second intermediate heat exchanger 5 is connected with the in-vehicle heat exchanger 2 in parallel, and a first end of the second intermediate heat exchanger 5 is connected with a pipeline between the in-vehicle heat exchanger 2 and the out-of-vehicle heat exchanger 3 through the third throttling device 9.
In this embodiment, a throttling device is disposed on a pipeline where the intermediate heat exchanger corresponding to each heat exchange loop is located, so that the refrigerant of the pipeline where the intermediate heat exchanger is located can be throttled, respective throttling control is achieved, respective heat exchange requirements are further met, control is independent, and temperature regulation is flexible.
In one embodiment, the first end of the first intermediate heat exchanger 4 is provided with a first branch 10 and a second branch 11 in parallel, the first branch 10 and the second branch 11 are connected to a pipeline between the in-vehicle heat exchanger 2 and the out-vehicle heat exchanger 3, the first branch 10 is provided with a first control valve 12, the second branch 11 is provided with a second control valve 13, and the first throttling device 7 is located on the pipeline between the first branch 10 and the second branch 11. Check valves for preventing the refrigerant from flowing from the first intermediate heat exchanger 4 to the pipe between the in-vehicle heat exchanger 2 and the out-of-vehicle heat exchanger 3 are provided on the first branch 10 and the second branch 11, respectively.
In this embodiment, the first intermediate heat exchanger 4 is not directly connected to the pipeline between the in-vehicle heat exchanger 2 and the out-vehicle heat exchanger 3 through one pipeline, but is connected to the pipeline between the in-vehicle heat exchanger 2 and the out-vehicle heat exchanger 3 through two branches arranged in parallel, and a first throttling device is arranged on the rolling pipeline between the two branches, by this arrangement, according to the different connection states of the first branch and the second branch, the selection of different refrigerant states can be realized, for example, in the refrigerating state of the air conditioning refrigerant system, the connection of the second branch 11 on the upstream side of the first throttling device 7 is selected, the first branch 10 on the downstream side is disconnected, at this time, the refrigerant entering the first intermediate heat exchanger 4 through the second branch 11 is disconnected, the first branch 10 on the downstream side is connected, at this time, the refrigerant entering the first intermediate heat exchanger 4 through the second branch 11 is throttled, at this time, the refrigerant entering the first intermediate heat exchanger 4 through the different connection states can be realized, and the temperature of the refrigerant entering the intermediate heat exchanger can be controlled through different connection states.
In one embodiment, the pipeline where the second intermediate heat exchanger 5 is located is provided with a third control valve 14, and the third control valve 14 is arranged on the pipeline where the second intermediate heat exchanger 5 is connected to the air suction port of the compressor 1 or connected to the first four-way valve 26, so that the pipeline where the second intermediate heat exchanger 5 is located can be controlled, the second intermediate heat exchanger 5 participates in heat exchange of the battery heat exchange loop, or does not participate in heat exchange of the battery heat exchange loop, and heat exchange control between the battery heat exchange loop and the motor heat exchange loop is conveniently realized.
In one embodiment, the motor heat exchange circuit comprises a first pump 17, a motor controller 18, a main drive motor 19 and a motor radiator 20 connected in sequence, the heat exchange fluid of the motor heat exchange circuit flowing through the first intermediate heat exchanger 4. In this embodiment, the heat exchange fluid flowing in the motor heat exchange circuit is a coolant, such as water or glycol.
In one embodiment, the thermal management system further includes a blower 21, and the blower 21 is disposed between the outside heat exchanger 3 and the motor radiator 20 and is capable of blowing air heat exchanged by the motor radiator 20 toward the outside heat exchanger 3. In this embodiment, the fan 21 may be turned on or turned off as required, for example, when the air conditioner refrigerant circuit is in a heating state, the heat of the external heat exchanger 3 needs to absorb heat, and the motor heat exchange circuit always radiates heat outwards, at this time, the heat generated by the main driving motor 19 and the motor controller 18 of the motor heat exchange circuit can be released through the motor radiator 20, and then the air heated by the motor radiator 20 is blown to the external heat exchanger 3 under the action of the fan 21, so that the air temperature around the external heat exchanger 3 is increased, so that the external heat exchanger 3 can absorb heat more conveniently, the heating requirement of the internal heat exchanger 2 is met, and in this case, the heat radiation of the motor can be fully utilized, the energy utilization rate is improved, and the heating capability of the internal heat exchanger 2 is improved.
In one embodiment, the motor heat exchange circuit further comprises a parallel pipeline 22 connected in parallel with the pipeline where the motor radiator 20 is located, the pipeline where the motor radiator 20 is located is provided with a fourth control valve 15, and the parallel pipeline 22 is provided with a fifth control valve 16. In this embodiment, when the heat of the motor heat exchange circuit and the heat of the battery heat exchange circuit are complementary, and the motor heat exchange circuit is not required to release heat outwards, the pipeline where the motor radiator 20 is located can be closed through the fourth control valve, and the fifth control valve 16 is opened, so that the heat generated by the main drive motor 19 and the motor controller 18 cannot be emitted from the motor radiator 20, but is circulated internally, and then when the heat reaches the battery heat exchange circuit, the power battery 24 in the battery heat exchange circuit is heated, thereby realizing the internal reasonable distribution and utilization of the heat without additionally searching a heat source.
In one embodiment, the battery heat exchange circuit comprises a second pump 23, a power battery 24 and an expansion tank 25, the water of the expansion tank 25 flowing through the second intermediate heat exchanger 5.
In one embodiment, the air conditioning refrigerant circuit further includes a first four-way valve 26, the exhaust port of the compressor 1 is connected to a first port of the first four-way valve 26, the in-vehicle heat exchanger 2 and the second intermediate heat exchanger 5 are connected to a second port of the first four-way valve 26, the suction port of the compressor 1 is connected to a third port of the first four-way valve 26, and the off-vehicle heat exchanger 3 is connected to a fourth port of the first four-way valve 26.
The control valve is, for example, a solenoid valve, and the first intermediate heat exchanger 4 and the second intermediate heat exchanger 5 are, for example, plate heat exchangers, shell and tube heat exchangers, or double-pipe heat exchangers. The throttle device is, for example, an electronic expansion valve.
In one embodiment, the air-conditioning refrigerant circuit further includes a gas-liquid separator 27, the gas-liquid separator 27 being disposed at the suction end of the compressor 1, and the refrigerant passing through the gas-liquid separator 27 and entering the suction port of the compressor 1.
According to the heat management system provided by the embodiment of the application, the motor controller heat exchange loop, the battery heat exchange loop and the air conditioner refrigerant loop are coupled to perform integrated heat management on the whole car, so that the requirements of heat dissipation of the motor and the battery, heat preservation of the battery, waste heat recovery of the motor, temperature and humidity control of a passenger cabin and the like under different working conditions are met, waste of electric power of the motor for independently cooling the battery is avoided, waste heat generated by the motor can be recovered, meanwhile, the air conditioner system can be utilized for cooling and heat preservation of the battery under different modes, waste heat of the motor is recovered, not only the endurance mileage of a passenger car and the energy efficiency of the air conditioner are improved, but also damage caused by overheat elements due to accumulation of heat energy in the passenger car under severe working conditions is avoided.
The following describes the operation principle of the thermal management system according to the embodiment of the present application.
When the heat exchanger 2 in the vehicle of the thermal management system is in a refrigerating condition and the power battery 24 and the main drive motor 19 are in normal operation, at the moment, for an air conditioner refrigerant loop, the high-temperature and high-pressure refrigerant from the compressor 1 enters the heat exchanger 3 outside the vehicle to exchange heat and become low-temperature and high-pressure liquid, and is divided into three paths, wherein the first path of refrigerant is throttled by the first throttling device 7 and becomes low-temperature and low-pressure liquid, and then enters the heat exchanger 2 in the vehicle to evaporate and absorb heat to refrigerate, and then enters the gas-liquid separator 27 through the first four-way valve 26 and then enters the compressor 1 to form an air conditioner refrigerating cycle; at this time, the first control valve 12 is closed, the second control valve 13 is opened, the second path of refrigerant from the external heat exchanger 3 is changed into low-temperature low-pressure refrigerant liquid through the second control valve 13 and the second throttling device 8, then enters the first intermediate heat exchanger 4, exchanges heat with cooling liquid in the motor heat exchange loop, directly enters the gas-liquid separator 27 after exchanging heat with the motor heat exchange loop, and finally returns to the compressor 1 for compression; at the same time, the third path of refrigerant from the external heat exchanger 3 enters the second intermediate heat exchanger 5 through the third throttling device 9 to cool the battery heat exchange loop, in the mode, the third control valve 14 is opened, the refrigerant passing through the second intermediate heat exchanger 5 enters the first four-way valve 26 through the third control valve 14, finally returns to the gas-liquid separator 27, and then enters the compressor 1 to be compressed;
for the motor heat exchange loop, at this time, the fourth control valve 15 is opened, the fifth control valve 16 is closed, the low-temperature cooling liquid from the first intermediate heat exchanger 4 enters the motor radiator 20 to perform secondary cooling, and then the first pump 17 radiates heat to the motor controller 18, and then radiates heat to the main drive motor 19, so that the motor is cooled by the radiator and the air conditioner in the refrigeration mode.
For the battery heat exchange loop, the low-temperature cooling liquid cooled in the expansion water tank 25 cools the power battery 24 under the action of the second pump 23, and then exchanges heat with the refrigerant in the second intermediate heat exchanger 5, thereby completing the battery cooling cycle.
In the mode, the motor heat exchange loop and the battery heat exchange loop are independently circulated.
When the heat exchanger 2 in the vehicle of the thermal management system is in the heating condition, the battery preheating mode is shown in fig. 2, and the battery cooling mode is shown in fig. 3:
one path of high-temperature and high-pressure refrigerant from the compressor 1 enters the heat exchanger 2 in the vehicle for heating, the refrigerant in the flow path is separated into two paths after coming out of the heat exchanger 2 in the vehicle, wherein the first path of refrigerant is throttled by the first throttling device 7 and becomes low-temperature and low-pressure liquid, the low-temperature and low-pressure liquid enters the heat exchanger 3 outside the vehicle for heat exchange, then enters the gas-liquid separator 27 through the first four-way valve 26 and finally returns to the compressor 1 to form an air conditioning heat cycle, at the moment, the first control valve 12 is opened, the second control valve 13 is closed, the second path of refrigerant coming out of the heat exchanger 3 outside the vehicle is changed into low-temperature and low-pressure refrigerant liquid through the first control valve 12 and the second throttling device 8, the low-temperature and low-pressure refrigerant liquid enters the first intermediate heat exchanger 4 to cool the motor controller 18 and the main driving motor 19, and the motor waste heat is recovered through the first intermediate heat exchanger 4 to the heat pump air conditioning system, and the energy efficiency of the system is improved; at the same time, the other path of refrigerant from the compressor 1 enters the second intermediate heat exchanger 5 to condense and release heat, the temperature of the battery heat exchange loop is raised, the purpose of preheating the battery is achieved, and the refrigerant subjected to heat exchange by the second intermediate heat exchanger 5 passes through the third throttling device 9 to be throttled and depressurized, passes through the off-vehicle heat exchanger 3, and finally returns to the compressor 1 to complete circulation.
For the battery heat exchange loop, the high-temperature cooling liquid heated in the second intermediate heat exchanger 5 heats the battery under the action of the second pump 23, and then exchanges heat with the refrigerant in the second intermediate heat exchanger 5, thereby completing the battery heating cycle.
For the motor heat exchange circuit, the fourth control valve 15 is closed, the fifth control valve 16 is opened, the motor radiator 20 does not work, and the motor waste heat is absorbed into the heat pump air conditioning system through the cooling liquid.
In the mode, the motor heat exchange loop and the battery heat exchange loop are independently circulated.
As the vehicle runs longer, the battery operating temperature is reached, the preheating is finished, the temperature inside the battery is higher and higher due to discharging of the battery core, and the system enters a battery cooling mode loop at the moment. As shown in fig. 3, the first control valve 12, the second control valve 13 and the third control valve 14 are closed, the second throttling device 8 and the third throttling device 9 are closed, the second four-way valve is switched in direction to form a battery and motor coupling circulation loop, the fourth control valve 15 is opened, the fifth control valve 16 is closed, the motor radiator 20 starts to work, low-temperature cooling liquid from the motor radiator 20 sequentially cools the motor controller 18, the main driving motor 19 and the power battery 24, and then returns to the motor radiator 20 to dissipate heat to form a battery and motor coupling circulation, and the aim of simultaneously cooling the battery and the motor is fulfilled.
In the transitional season, the air conditioner is not operated, but the temperature of the battery core is lower, the battery is required to be heated and insulated, the principle is shown in fig. 4, at the moment, the fourth control valve 15 is closed, the fifth control valve 16 is opened, and the battery is heated by absorbing heat in the motor controller 18 and the main drive motor 19 through cooling liquid; when the temperature of the battery reaches the working temperature, the battery is preheated and stopped, the battery is in a battery cooling state, the working principle is consistent with the battery cooling principle in the air conditioner heating condition, and the motor radiator 20 is utilized to commonly radiate heat to the motor controller 18, the main drive motor 19 and the power battery 24.
When the motor heat exchange circuit works independently, the second heat exchanger is switched at this time, so that the motor heat exchange circuit and the battery heat exchange circuit are disconnected and independent of each other, the air conditioner refrigerant circuit does not operate, the battery heat exchange circuit does not operate, the cooling liquid circularly flows in the motor heat exchange circuit, under the action of the first pump 17, flows through the motor controller 18 and the main driving motor 19, takes away the heat of the motor controller 18 and the main driving motor 19, then dissipates heat at the motor radiator 20, and the cooling liquid after heat dissipation continues to circulate under the driving action of the first pump 17.
When the battery heat exchange circuit works independently, as shown in fig. 6, the cooling liquid flows through the power battery 24 under the action of the second pump 23, takes away the heat of the power battery 24, then enters the expansion water tank 25 for expansion and cooling, and the cooled cooling liquid flows back to the second pump 23 and continues to circulate under the driving action of the second pump 23.
According to an embodiment of the application, an electric vehicle comprises a thermal management system, which is the thermal management system described above.
It will be readily appreciated by those skilled in the art that the above advantageous ways can be freely combined and superimposed without conflict.
The foregoing description of the preferred embodiments of the application is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the application. The foregoing is merely a preferred embodiment of the present application, and it should be noted that it will be apparent to those skilled in the art that modifications and variations can be made without departing from the technical principles of the present application, and these modifications and variations should also be regarded as the scope of the application.
Claims (9)
1. The heat management system is characterized by comprising an air conditioner refrigerant loop, a motor heat exchange loop and a battery heat exchange loop, wherein the air conditioner refrigerant loop comprises a compressor (1), an in-vehicle heat exchanger (2), an out-of-vehicle heat exchanger (3), a throttling device, a first intermediate heat exchanger (4) and a second intermediate heat exchanger (5), the motor heat exchange loop is in heat exchange connection with the first intermediate heat exchanger (4), and the battery heat exchange loop is in heat exchange connection with the second intermediate heat exchanger (5); a switching mechanism (6) is arranged between the motor heat exchange loop and the battery heat exchange loop, and the switching mechanism (6) can switch the communication state of the motor heat exchange loop and the battery heat exchange loop, so that the motor heat exchange loop and the battery heat exchange loop form mutually independent circulation loops or form a series circulation loop; the throttling device comprises a first throttling device (7), a second throttling device (8) and a third throttling device (9), wherein the compressor (1), the in-vehicle heat exchanger (2), the first throttling device (7) and the out-of-vehicle heat exchanger (3) form a circulation loop, a first end of the first intermediate heat exchanger (4) is connected with a pipeline between the in-vehicle heat exchanger (2) and the out-of-vehicle heat exchanger (3) through the second throttling device (8), a second end of the first intermediate heat exchanger is connected with an air suction port of the compressor (1), the second intermediate heat exchanger (5) is connected with the in-vehicle heat exchanger (2) in parallel, and a first end of the second intermediate heat exchanger (5) is connected with a pipeline between the in-vehicle heat exchanger (2) and the out-of-vehicle heat exchanger (3) through the third throttling device (9); the first end of the first intermediate heat exchanger (4) is provided with a first branch (10) and a second branch (11) in parallel, the first branch (10) and the second branch (11) are connected to a pipeline between the in-car heat exchanger (2) and the out-car heat exchanger (3), a first control valve (12) is arranged on the first branch (10), a second control valve (13) is arranged on the second branch (11), and the first throttling device (7) is positioned on the pipeline between the first branch (10) and the second branch (11).
2. The thermal management system according to claim 1, wherein the switching mechanism (6) is a second four-way valve.
3. A thermal management system according to claim 1, characterized in that the second intermediate heat exchanger (5) is provided with a third control valve (14) on the line in which it is located.
4. The thermal management system according to any one of claims 1 to 2, wherein the motor heat exchange circuit comprises a first pump (17), a motor controller (18), a main drive motor (19) and a motor radiator (20) connected in sequence, the heat exchange fluid of the motor heat exchange circuit flowing through the first intermediate heat exchanger (4).
5. The thermal management system according to claim 4, further comprising a fan (21), the fan (21) being arranged between the off-board heat exchanger (3) and the motor radiator (20) and being capable of blowing air after heat exchange of the motor radiator (20) towards the off-board heat exchanger (3).
6. The thermal management system according to claim 4, wherein the motor heat exchange circuit further comprises a parallel pipeline (22) connected in parallel with the pipeline where the motor radiator (20) is located, a fourth control valve (15) is arranged on the pipeline where the motor radiator (20) is located, and a fifth control valve (16) is arranged on the parallel pipeline (22).
7. The thermal management system according to any one of claims 1 to 2, wherein the battery heat exchange circuit comprises a second pump (23), a power battery (24) and an expansion tank (25), the water of the expansion tank (25) flowing through the second intermediate heat exchanger (5).
8. The thermal management system according to any one of claims 1 to 2, wherein the air conditioning refrigerant circuit further comprises a first four-way valve (26), the exhaust port of the compressor (1) is connected to a first interface of the first four-way valve (26), the in-vehicle heat exchanger (2) and the second intermediate heat exchanger (5) are connected to a second interface of the first four-way valve (26), the suction port of the compressor (1) is connected to a third interface of the first four-way valve (26), and the off-vehicle heat exchanger (3) is connected to a fourth interface of the first four-way valve (26).
9. An electric vehicle comprising a thermal management system, characterized in that the thermal management system is the thermal management system of any one of claims 1 to 8.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110795513.6A CN113370748B (en) | 2021-07-14 | 2021-07-14 | Thermal management system and electric automobile |
| PCT/CN2022/088492 WO2023284356A1 (en) | 2021-07-14 | 2022-04-22 | Thermal management system and electric vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110795513.6A CN113370748B (en) | 2021-07-14 | 2021-07-14 | Thermal management system and electric automobile |
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| CN113370748A CN113370748A (en) | 2021-09-10 |
| CN113370748B true CN113370748B (en) | 2023-09-29 |
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| CN202110795513.6A Active CN113370748B (en) | 2021-07-14 | 2021-07-14 | Thermal management system and electric automobile |
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| WO (1) | WO2023284356A1 (en) |
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| CN113370748B (en) * | 2021-07-14 | 2023-09-29 | 珠海格力电器股份有限公司 | Thermal management system and electric automobile |
| CN114368263B (en) * | 2022-01-12 | 2023-07-25 | 清华大学 | Multi-connected electric vehicle thermal management system |
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| CN103373193A (en) * | 2012-04-20 | 2013-10-30 | 杭州三花研究院有限公司 | Air conditioning system of automobile |
| CN108001153A (en) * | 2017-11-22 | 2018-05-08 | 珠海格力电器股份有限公司 | Heat management system, control method and the electric automobile of electric automobile |
| CN110936789A (en) * | 2019-12-18 | 2020-03-31 | 东风汽车集团有限公司 | Thermal management coupling system of pure electric vehicles |
| JP2020149799A (en) * | 2019-03-11 | 2020-09-17 | トヨタ自動車株式会社 | Battery cooling system |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| US20130269911A1 (en) * | 2012-04-12 | 2013-10-17 | Neil Carpenter | Thermal management system and related methods for vehicle having electric traction motor and range extending device |
| DE102013021360B4 (en) * | 2013-12-05 | 2022-12-08 | Audi Ag | Thermal management system of a motor vehicle and corresponding method for operating a thermal management system of a motor vehicle |
| CN111251807B (en) * | 2018-11-30 | 2022-09-09 | 比亚迪股份有限公司 | Whole car thermal management system and have its vehicle |
| JP2020192965A (en) * | 2019-05-30 | 2020-12-03 | 株式会社デンソー | Heat exchange system |
| CN211892766U (en) * | 2019-11-07 | 2020-11-10 | 广州小鹏汽车科技有限公司 | Electric automobile thermal management system |
| CN112339527B (en) * | 2020-12-01 | 2022-01-25 | 南京协众汽车空调集团有限公司 | New energy automobile thermal management system and working method thereof |
| CN113370748B (en) * | 2021-07-14 | 2023-09-29 | 珠海格力电器股份有限公司 | Thermal management system and electric automobile |
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- 2021-07-14 CN CN202110795513.6A patent/CN113370748B/en active Active
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Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103373193A (en) * | 2012-04-20 | 2013-10-30 | 杭州三花研究院有限公司 | Air conditioning system of automobile |
| CN108001153A (en) * | 2017-11-22 | 2018-05-08 | 珠海格力电器股份有限公司 | Heat management system, control method and the electric automobile of electric automobile |
| JP2020149799A (en) * | 2019-03-11 | 2020-09-17 | トヨタ自動車株式会社 | Battery cooling system |
| CN110936789A (en) * | 2019-12-18 | 2020-03-31 | 东风汽车集团有限公司 | Thermal management coupling system of pure electric vehicles |
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| WO2023284356A1 (en) | 2023-01-19 |
| CN113370748A (en) | 2021-09-10 |
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