CN113547956A - Vehicle thermal management system - Google Patents
Vehicle thermal management system Download PDFInfo
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- CN113547956A CN113547956A CN202011065011.XA CN202011065011A CN113547956A CN 113547956 A CN113547956 A CN 113547956A CN 202011065011 A CN202011065011 A CN 202011065011A CN 113547956 A CN113547956 A CN 113547956A
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- heat exchanger
- refrigerant
- expansion device
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- heat
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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
- 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
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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
- B60H1/32—Cooling devices
- B60H2001/3286—Constructional features
- B60H2001/3289—Additional cooling source
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/545—Temperature
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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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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Air-Conditioning For Vehicles (AREA)
Abstract
The vehicle heat management system of the invention has a refrigerant circulation loop, the refrigerant circulation loop includes: a compressor, a first heat exchanger provided with a fan, and a first branch and a second branch connected in parallel between an upstream side of the compressor and a downstream side of the first heat exchanger; the first branch comprises a first expansion device and a second heat exchanger which are connected in sequence; the second branch comprises a second expansion device, a third heat exchanger and a third expansion device which are sequentially connected, wherein the third heat exchanger and the third expansion device are used for exchanging heat with the battery; the refrigerant circulation circuit is also provided with a fourth heat exchanger which enables the refrigerant flowing out of the first heat exchanger to exchange heat with the refrigerant flowing to the compressor or enables a part of the refrigerant flowing out of the first heat exchanger to exchange heat with a part of the refrigerant flowing to the compressor; the temperature of the refrigerant flowing into the third heat exchanger is adjusted by controlling the opening degrees of the second expansion device and the third expansion device so that the refrigerant flowing into the third heat exchanger is in a saturated state.
Description
Technical Field
The invention relates to the technical field of vehicle thermal management, in particular to a vehicle thermal management system.
Background
In order to ensure the safe operation and the service life of the power battery of the electric vehicle, the power battery needs to be cooled and heated, and the power battery is ensured to operate in a proper temperature range. Therefore, when the temperature of the battery is higher than a certain temperature value, the battery needs to be cooled; when the battery is below a certain temperature, the battery needs to be heated.
In a vehicle thermal management system which directly heats and cools a battery by using a refrigerant, the battery is usually heated by using a PTC, and the battery is heated by using high-temperature gas compressed by a compressor.
Aiming at the occasions adopting PTC to heat the battery, two types of PTC are mainly arranged on the market at present, one type of PTC is provided with feedback regulation, and the other type of PTC is not provided with feedback regulation. The PTC with feedback regulation can regulate the output power of the PTC according to the temperature of the bottom surface of the battery, and when the temperature of the bottom surface of the battery is higher than a certain specified value, the PTC power is reduced. The output power of the PTC without the feedback regulation function is a fixed value, when the temperature of the bottom surface of the battery is higher than a certain specified value, the PTC is cut off, and when the temperature of the bottom surface of the battery is reduced to a certain value, the PTC is restarted for heating, so that the PTC is frequently started and stopped. Moreover, heating with PTC is relatively expensive.
On the other hand, when the battery is directly heated by high-temperature gas compressed by the compressor, the battery absorbs the heat of the refrigerant to increase the temperature, the refrigerant releases heat to reduce the temperature, and the temperature difference between the refrigerant at the inlet and the outlet of the battery heating plate reaches 30-40 ℃, so that the temperature difference on the surface of the battery exceeds the allowable value (generally 5 ℃). And the service life and efficiency of the power battery are seriously influenced by the excessive temperature difference of the battery.
Disclosure of Invention
The problems to be solved by the invention are as follows:
in view of the above, it is an object of the present invention to provide a vehicle thermal management system that can implement multiple thermal management modes including both the temperature-equalization cooling and the temperature-equalization heating of the battery.
The technical means for solving the problems are as follows:
in order to solve the above problems, the present invention provides a vehicle thermal management system, which has a refrigerant circulation loop, wherein the refrigerant circulation loop includes: a compressor, a first heat exchanger provided with a fan, and a first branch and a second branch connected in parallel between an upstream side of the compressor and a downstream side of the first heat exchanger; the first branch comprises a first expansion device and a second heat exchanger which are connected in sequence; the second branch comprises a second expansion device, a third heat exchanger and a third expansion device which are sequentially connected, wherein the third heat exchanger and the third expansion device are used for exchanging heat with the battery; a fourth heat exchanger that exchanges heat between the refrigerant flowing out of the first heat exchanger and the refrigerant flowing to the compressor, or exchanges heat between a part of the refrigerant flowing out of the first heat exchanger and a part of the refrigerant flowing to the compressor; the temperature of the refrigerant flowing into the third heat exchanger is adjusted by controlling the opening degrees of the second expansion device and the third expansion device so that the refrigerant flowing into the third heat exchanger is in a saturated state.
In the present invention, the first branch and the second branch may be connected in parallel between a first junction point located on a downstream side of the first heat exchanger and a second junction point located on an upstream side of the compressor; the fourth heat exchanger is located between the first heat exchanger and the first junction point and between the second junction point and the compressor, and is configured to exchange heat between the refrigerant flowing from the first heat exchanger to the first junction point and the refrigerant flowing from the second junction point to the compressor.
In the present invention, the first branch and the second branch may be connected in parallel between a first junction point located on a downstream side of the first heat exchanger and a second junction point located on an upstream side of the compressor; the fourth heat exchanger is located between the first merging point and the second expansion device and between the third expansion device and the second merging point, and exchanges heat between the refrigerant flowing from the first merging point into the second expansion device and the refrigerant flowing from the third expansion device to the second merging point.
In the present invention, the first expansion device may be constituted by an electronic expansion valve or a mechanical expansion valve with a shut-off function alone, or may be constituted by a mechanical thermostatic expansion valve and a solenoid valve mounted on the upstream side of the mechanical thermostatic expansion valve in the first branch passage.
In the present invention, the second expansion device may be constituted by an electronic expansion valve or a mechanical expansion valve with a shut-off function alone, or may be constituted by a mechanical thermostatic expansion valve and a solenoid valve mounted on the upstream side of the mechanical thermostatic expansion valve in the second branch.
In the present invention, a gas-liquid separator may be provided on an inlet side of the compressor. Thus, the refrigerant can be separated into gas and liquid by the gas-liquid separator, thereby preventing the compressor from being damaged.
The invention has the following effects:
according to the invention, the uniform heating and cooling of the battery can be realized by a simple loop structure with low cost, the efficient operation and the service life of the battery are ensured, the influence on the service life of the battery due to overlarge surface temperature difference in the heating or cooling process is prevented, and four different heat management modes of independent refrigeration of a vehicle room, independent refrigeration of the battery, heating of the battery and simultaneous cooling of the vehicle room and the battery can be met.
Drawings
Fig. 1 is a schematic structural diagram of a vehicle thermal management system according to a first embodiment of the present invention, (a) is a schematic structural diagram of the vehicle thermal management system, (b) is a specific arrangement example of a first expansion device and a second expansion device in the vehicle thermal management system, and (c) is a schematic structural diagram of a gas-liquid separator in the vehicle thermal management system;
fig. 2 is a diagram showing a battery-only cooling cycle performed by the vehicle thermal management system according to the first embodiment shown in fig. 1, wherein (a) is a schematic configuration diagram of the vehicle thermal management system during the battery-only cooling cycle, and (b) is a pressure-enthalpy diagram of the battery-only cooling cycle;
fig. 3 is a diagram showing a battery heating cycle performed by the vehicle thermal management system according to the first embodiment shown in fig. 1, wherein (a) is a schematic configuration diagram of the vehicle thermal management system during the battery heating cycle, and (b) is a pressure-enthalpy diagram of the battery heating cycle;
fig. 4 is a diagram showing the air-conditioning individual cooling cycle of the vehicle thermal management system of the first embodiment shown in fig. 1, wherein (a) is a schematic structural diagram of the vehicle thermal management system in the air-conditioning individual cooling cycle, and (b) is a pressure-enthalpy diagram of the air-conditioning individual cooling cycle;
fig. 5 is a diagram showing the air conditioning and battery cooling cycles of the vehicle thermal management system of the first embodiment shown in fig. 1, wherein (a) is a schematic structural diagram of the vehicle thermal management system during the air conditioning and battery cooling cycles, and (b) is a pressure-enthalpy diagram of the cycle during which the air conditioning and the battery are operated simultaneously;
FIG. 6 is a schematic structural diagram of a vehicle thermal management system according to a second embodiment of the present invention, where (a) is a schematic structural diagram of the vehicle thermal management system, and (b) is a specific arrangement example of a first expansion device and a second expansion device in the vehicle thermal management system;
FIG. 7 is a diagram showing the vehicle thermal management system performing an air conditioning individual cooling cycle in the second embodiment shown in FIG. 6, where (a) is a schematic view of the vehicle thermal management system in the air conditioning individual cooling cycle, and (b) is a pressure-enthalpy diagram in the air conditioning individual cooling cycle;
fig. 8 is a diagram showing the vehicle thermal management system of the second embodiment shown in fig. 6 simultaneously performing air conditioning and battery cooling cycles, (a) is a schematic structural diagram of the vehicle thermal management system when performing the air conditioning and battery cooling cycles simultaneously, and (b) is a pressure-enthalpy diagram when performing the air conditioning and battery cooling cycles simultaneously;
FIG. 9 is a schematic structural diagram of a vehicle thermal management system according to a third aspect of the present invention;
description of the symbols:
20. a compressor;
21. a condenser (first heat exchanger);
22. a heat exchanger (fourth heat exchanger);
23. an on-off valve (on-off solenoid valve);
24. a first expansion valve;
25. an evaporator (second heat exchanger);
26. a second expansion valve (second expansion means);
27. a battery heat exchanger (third heat exchanger);
28. a third expansion valve (third expansion device);
29. a battery;
30. 40, 50, a first meeting point;
31. 41, 51, a second meeting point;
32. a fan;
34. a first expansion device;
35. a second expansion device;
36. a gas-liquid separator;
300. 400, 500, refrigerant circulation loop;
301. 401, 501, a first branch;
302. 402, 502, second branch.
Detailed Description
The present invention is further described below in conjunction with the following embodiments and the accompanying drawings, it being understood that the drawings and the following embodiments are illustrative of the invention only and are not limiting thereof.
Disclosed herein is a Vehicle thermal management system capable of achieving both uniform-temperature cooling and uniform-temperature heating of a battery, which may be applied to vehicles such as PHEV (Plug-in Hybrid Electric Vehicle), pure EV (Electric Vehicle), and the like. The following description will explain embodiments of the present invention in more detail with reference to the accompanying drawings.
[ first embodiment ]
Fig. 1 is a schematic structural diagram of a vehicle thermal management system according to a first embodiment of the present invention, and as shown in fig. 1 (a), the vehicle thermal management system of the first embodiment has a refrigerant circulation circuit 300, and the refrigerant circulation circuit 300 includes: a compressor 20, a first heat exchanger 21, and a first branch 301 and a second branch 302 connected in parallel between upstream of the compressor 20 and downstream of the first heat exchanger 21. The first heat exchanger 21 is a condenser provided downstream of the compressor 20 and configured to exchange heat between the high-temperature and high-pressure gas refrigerant discharged from the compressor 20 and air. The condenser 21 is provided with a fan 32, and when the fan 32 is turned on, the refrigerant exchanges heat with air blown by the fan to release heat, and when the fan 32 is turned off, the condenser 21 does not function and is used only as a fluid passage.
The first branch 301 is mainly used for air-conditioning and cooling the vehicle interior, and is formed by connecting the first expansion device 34 and the second heat exchanger 25 in this order, and is connected between the downstream of the condenser 21 and the upstream of the compressor 20 in this order. Thus, the compressor 20, the condenser 21, the first expansion device 34, and the second heat exchanger 25 constitute an air-conditioning refrigeration circuit for air-conditioning and cooling the interior of the vehicle compartment in the refrigerant flow direction in this order. In the present embodiment, the first Expansion device 34 may be an Electronic Expansion Valve (EXV) or a mechanical Expansion Valve (Shut-off TXV) having a Shut-off function, and thus has both an opening and closing function and a throttling function, but the first Expansion device 34 may be configured by connecting the opening and closing Valve 23 and the first Expansion Valve 24 in series as shown in fig. 1 (b).
The on-off valve 23 may be an openable and closable electromagnetic valve, and is mainly used to control the opening and closing of the first branch 301. The first Expansion Valve 24 may be a mechanical Thermal Expansion Valve (TXV), an opening degree of which is autonomously controlled according to a degree of superheat of the refrigerant, and is mainly used to throttle and depressurize the inflow gas refrigerant. The second heat exchanger 25 is an evaporator that exchanges heat between air and the refrigerant, and the refrigerant that has been cooled and depressurized and that has flowed out of the first expansion valve 24 absorbs the heat of the air in the evaporator 25 to become a low-temperature low-pressure gas, thereby cooling the vehicle interior.
The second branch 302 is formed by connecting a second expansion device 35, a third heat exchanger 27 disposed below the battery 29, and a third expansion valve 28 as a third expansion device in this order, and is connected between the downstream of the condenser 21 and the upstream of the compressor 20 in this order, whereby the compressor 20, the condenser 21, the second expansion device 35, the third heat exchanger 27, and the third expansion valve 28 constitute a battery thermal management circuit that heats or cools the battery 29 in the refrigerant flow direction in this order. In the present embodiment, the second expansion device 35 may be an electronic expansion valve or a mechanical expansion valve with a shut-off function as the second expansion valve 26 as shown in fig. 1 (b), and thus may have both an opening and closing function and an expansion function, but the second expansion device 35 may be configured by a solenoid valve and a thermal expansion valve in series as in the first expansion device 34 described above.
The third heat exchanger 27 is a battery heat exchanger, which is disposed below the power battery 29, and the battery heat exchanger 27 cools and heats the battery 29 by exchanging heat between the refrigerant flowing inside and the bottom surface of the battery 29. When the temperature of the refrigerant is lower than the temperature of the battery 29, the refrigerant absorbs the heat of the battery 29, and the function of cooling the battery 29 is realized; when the temperature of the refrigerant is higher than the temperature of the battery 29, the refrigerant releases heat to the battery 29, and the battery 29 absorbs the heat of the refrigerant, thereby performing a function of heating the battery 29.
The second expansion valve 26 is provided upstream of the battery heat exchanger 27, and is mainly used to throttle the gas refrigerant flowing in and reduce the pressure of the gas refrigerant to a liquid refrigerant of intermediate temperature and intermediate pressure, and may be, for example, an expansion valve such as an electronic expansion valve that is an integrated valve capable of performing an opening and closing function and a throttling function, and the third expansion valve 28 is mainly used to secondarily throttle the refrigerant discharged from the battery heat exchanger 27 to a liquid of low temperature and low pressure. The temperature of the refrigerant flowing into the battery heat exchanger 27 can be adjusted by controlling the opening degrees of the second expansion valve 26 and the third expansion valve 28 so that the refrigerant flowing into the third heat exchanger 27 is always in a saturated state (i.e., a gas-liquid mixed state).
As described above, the refrigerant inlet ends of the first branch 301 and the second branch 302 form the first junction point 30 on the downstream side of the condenser 21 in the refrigerant circuit 300, and the refrigerant outlet ends of the first branch 301 and the second branch 302 form the second junction point 31 on the upstream side of the compressor 20 in the refrigerant circuit 300, so that the first branch 301 and the second branch 302 are provided in parallel in the refrigerant circuit 300.
In the present invention, the refrigerant circuit 300 is further provided with a heat exchanger 22, and the heat exchanger 22 is mainly used for exchanging heat between the refrigerant flowing out of the condenser 21 and the refrigerant flowing to the compressor 20, or for exchanging heat between a part of the refrigerant flowing out of the condenser 21 and a part of the refrigerant flowing to the compressor 20.
In the first embodiment, as shown in fig. 1, the heat exchanger 22 is provided between the condenser 21 and the first junction 30 and between the compressor 20 and the second junction 31, and in this case, the heat exchanger 22 exchanges heat between the entire refrigerant flowing out of the condenser 21 and the entire refrigerant flowing to the compressor 20. More specifically, the heat exchanger 22 exchanges heat between the refrigerant flowing from the condenser 21 into the first branch 301 and/or the second branch 302 (i.e., into the first junction 30) and the refrigerant flowing from the first branch 301 and/or the second branch 302 (i.e., from the second junction 31) to the compressor 20, and thereby releases heat and cools down the temperature and subcools the refrigerant at higher temperature and higher pressure flowing out through the condenser 21, and the liquid refrigerant at lower temperature and lower pressure flowing out from the second junction 31 absorbs heat and turns into a gas at lower temperature and lower pressure, thereby increasing the performance of the entire system.
Further, as shown in fig. 1 (c), a gas-liquid separator 36 may be further provided between the heat exchanger 22 and the compressor 20, specifically, between the outlet of the heat exchanger 22 and the inlet of the compressor 20, and the gas-liquid separator 36 may separate gas and liquid refrigerant, and the liquid refrigerant may be stored in a tank of the gas-liquid separator 36, and the gas refrigerant may be introduced into the compressor 20, thereby preventing liquid slugging from being caused when the compressor 20 sucks the liquid refrigerant, and thus the compressor 20 may be damaged.
The vehicle thermal management system can realize four different cycles, namely a first mode: battery individual cooling cycle; in the second mode: battery heating cycle; in the third mode: the air conditioner is cooled and circulated independently (the temperature in the vehicle is reduced); a fourth mode: the air conditioner is circulated with the battery cooling (air conditioning cooling and battery cooling are performed simultaneously). The four operation modes are described in detail below with reference to fig. 2 to 5, taking the vehicle thermal management system shown in fig. 1 (b) as an example.
Fig. 2 is a diagram of the vehicle thermal management system according to the first embodiment, in which the battery-only cooling cycle is performed, (a) is a schematic configuration diagram of the vehicle thermal management system in the battery-only cooling cycle, and (b) is a pressure-enthalpy diagram of the battery-only cooling cycle. The line marked with a broken line in the figure indicates that the line is broken. Here, in the present embodiment, the pressure-enthalpy diagram refers to a graph of pressure and enthalpy, is generally used for refrigerant analysis, shows changes in operating conditions when a refrigerant flows through a flow path, and has an ordinate indicating a logarithmic value of absolute pressure (i.e., an absolute value of pressure) and an abscissa indicating a specific enthalpy value. The pressure-enthalpy diagram is primarily used to visually illustrate the state of the refrigerant at different locations in the system and the change in state of the refrigerant. In the control of each mode described later, the state of the refrigerant differs depending on the opening degree of each valve, and therefore the position on the pressure-enthalpy diagram also differs, and the pressure-enthalpy diagram in each mode shows the state that the system is desired to achieve, that is, the target state of the control, and the same will not be described below.
As shown in fig. 2 (a), (b), in the first mode, which is a battery-only cooling cycle, the fan 32 is turned on to activate the condenser 21, the on-off valve 23 is closed, and the second expansion valve 26 is opened, while the refrigerant does not flow through the first bypass 301. The high-temperature and high-pressure gas refrigerant compressed by the compressor 20 passes through the condenser 21, releases heat to the outside to become a high-temperature and high-pressure liquid refrigerant, and the entire heat-released refrigerant passes through the heat exchanger 22, exchanges heat with the low-temperature and low-pressure refrigerant discharged from the second branch 302 in the heat exchanger 22, and then flows into the second branch 302, thereby subjecting the refrigerant to isobaric heat release, temperature reduction, and supercooling. The opening degree of the second expansion valve 26 is controlled in accordance with the degree of superheat of the refrigerant on the outlet side of the battery heat exchanger 27, and for example, a target degree of superheat may be set to 5 c, and when the degree of superheat of the system is greater than 5 c, the opening degree of the second expansion valve 26 is increased, and when the degree of superheat of the system is less than 5 c, the opening degree of the second expansion valve 26 is decreased. And, the rotation speed of the compressor 20 is adjusted according to the heat exchange amount of the battery heat exchanger 27, specifically, the temperature of the battery 29 is detected, and the target heat exchange amount Q0 required by the battery heat exchanger 27 is set according to the detected temperature of the battery 29, and the required target heat exchange amount Q0 is larger as the battery temperature is higher. Then, the actual heat exchange amount Q of the battery heat exchanger 27 is calculated and compared with the target heat exchange amount Q0, and the rotation speed of the compressor 20 is increased when Q < Q0 and decreased when Q > Q0. In this manner, the refrigerant in the gas-liquid mixture saturated state, which has been throttled by the second expansion valve 26 to a medium temperature and a medium pressure slightly lower than the temperature of the battery 29, enters the battery heat exchanger 27 after the throttling to absorb heat, and the refrigerant after the heat absorption passes through the third expansion valve 28, and the third expansion valve 28 is fully opened without throttling in the battery-only cooling cycle. The refrigerant passing through the third expansion valve 28 enters the heat exchanger 22 to absorb heat for the second time, and the low-temperature and low-pressure refrigerant gas having undergone heat absorption for the second time enters the compressor to complete the battery cooling single cycle.
Since the saturation temperature of the refrigerant at the intermediate pressure is higher than that of the refrigerant at the low pressure, the temperature difference between the refrigerant at the intermediate pressure and the battery 29 is relatively reduced, so that the refrigerant at the intermediate pressure absorbs relatively less heat from the battery 29, which can inhibit the refrigerant from evaporating in advance, so that the refrigerant absorbs heat in a gas-liquid saturated state, and the temperature of the surface of the battery 29 is relatively uniform and has a small temperature difference.
In the present cycle, all the heat exchange in the heat exchanger 22 is performed by the refrigerant, and as shown in fig. 2 (a) and (b), the high-pressure and high-temperature liquid refrigerant discharged from the condenser 21 flows into the left side of the heat exchanger 22, the low-temperature and low-pressure liquid refrigerant discharged after absorbing heat from the battery heat exchanger 27 flows into the right side of the heat exchanger 22, the high-temperature and high-pressure liquid refrigerant releases heat, the refrigerant is supercooled, the low-pressure and low-temperature refrigerant absorbs heat, and the refrigerant is superheated, whereby the heat absorption capacity and the heat exchange capacity of the refrigerant can be increased, and the performance of the system can be increased.
Fig. 3 is a diagram of a battery heating cycle performed by the vehicle thermal management system according to the first embodiment, where (a) is a schematic configuration diagram of the vehicle thermal management system during the battery heating cycle, and (b) is a pressure-enthalpy diagram during the battery heating cycle.
As shown in fig. 3, in the second mode of the battery heating cycle, the refrigerant becomes a high-temperature and high-pressure gas after being compressed by the compressor 20, and in this operation mode, the fan 32 of the condenser 21 is turned off, so that the condenser 21 is only one fluid passage at this time, and the high-temperature and high-pressure gas refrigerant does not exchange heat in the condenser 21. In this mode, the on-off valve 23 is closed and the second expansion valve 26 is opened, and the refrigerant does not flow through the first branch 301. The entire high-temperature and high-pressure refrigerant flowing out of the condenser 21 passes through the heat exchanger 22, and exchanges heat with the refrigerant discharged from the battery heat exchanger 27 in the heat exchanger 22 to perform first heat release, and a part of the heat is released, and the specific heat release amount may be adjusted by the second expansion valve 26 of the second branch 302.
The refrigerant, from which a part of the heat has been released in the heat exchanger 22, flows entirely into the second branch 302, and is throttled for the first time in the second expansion valve 26. Here, the opening degree of the second expansion valve 26 is controlled according to the degree of superheat of the refrigerant before entering the second expansion valve 26, and the target degree of superheat may be set to 5 ℃. And the opening degree of the third expansion valve 28 is controlled according to the degree of superheat at the inlet of the compressor 20, the target degree of superheat may be set to 10 deg.c. Meanwhile, the rotation speed of the compressor 20 is controlled according to the amount of heat required by the battery heat exchanger 27, and specifically, the temperature of the battery 29 may be detected, and the target amount of heat exchange Q0 required by the battery heat exchanger 27 may be set according to the detected temperature of the battery 29, the higher the temperature is, the larger the required target amount of heat exchange Q0 is. Then, the actual heat exchange amount Q of the battery heat exchanger 27 is calculated and compared with the target heat exchange amount Q0, and the rotation speed of the compressor 20 is increased when Q < Q0 and decreased when Q > Q0. In this way, the throttled refrigerant is changed into a gas-liquid mixture state liquid having a temperature higher than the medium-pressure medium-temperature of the battery 29 (the liquid is at a value of one intermediate pressure with respect to the high-pressure refrigerant discharged from the compressor 20 and the low-pressure refrigerant discharged after being throttled secondarily by the third expansion valve 28, which will be described later), and the medium-pressure medium-temperature refrigerant liquid releases heat secondarily in the battery heat exchanger 27, and this heat is absorbed by the battery 29, thereby raising the temperature of the battery. As shown in fig. 3 (b), in the process of releasing heat from the refrigerant, the second expansion valve 26 is adjusted to be in a saturated state in which the refrigerant is always mixed with gas and liquid, and since the temperature of the refrigerant in the saturated state is the same, battery heating with uniform temperature can be achieved. Finally, the refrigerant that has undergone the two heat releases passes through the third expansion valve 28 on the outlet side of the battery 29 to be subjected to the second throttling, and at this time, the opening degree of the third expansion valve 28 is controlled in accordance with the degree of superheat of the refrigerant discharged from the heat exchanger 22 to the compressor 20, so that the throttled refrigerant becomes a low-temperature low-pressure liquid, and the low-temperature low-pressure liquid passes through the heat exchanger 22, absorbs heat, becomes a low-temperature low-pressure gas, and finally returns to the compressor, completing the cycle.
Fig. 4 is a diagram of the vehicle thermal management system of the first embodiment performing an air-conditioning individual cooling cycle, where (a) is a schematic configuration diagram of the vehicle thermal management system during the air-conditioning individual cooling cycle, and (b) is a pressure-enthalpy diagram of the air-conditioning individual cooling cycle.
As shown in fig. 4 (a) and (b), in the third mode, which is an air-conditioning single cooling cycle, the fan 32 is turned on to activate the condenser 21, the second expansion valve 26 is closed, and the on-off valve 23 is opened. The high-temperature and high-pressure refrigerant compressed by the compressor 20 passes through the condenser 21, and releases heat to the outside. All of the heat-released refrigerant passes through the heat exchanger 22 to perform the second heat release, and specifically, the refrigerant having passed through the condenser 21 to perform the first heat release exchanges heat with the low-temperature and low-pressure refrigerant flowing out of the first branch 301 in the heat exchanger 22, thereby supercooling the refrigerant. Since the second expansion valve 26 is closed and the on-off valve 23 is opened, the refrigerant having radiated heat twice passes through the first junction point 30 and enters the first arm 301 entirely, that is, the refrigerant does not flow through the second arm 302. The refrigerant after passing through the on-off valve 23 enters the first expansion valve 24 for expansion and throttling, the throttled liquid refrigerant in a gas-liquid mixed state which is lower than the vehicle interior temperature enters the evaporator 25 for heat absorption, so that the vehicle interior is cooled, the heat-absorbed refrigerant enters the heat exchanger 22 through the second junction 31 for second heat absorption, and the refrigerant gas after twice heat absorption enters the compressor, so that the single cooling cycle of the air conditioner is completed.
In the present cycle, all the heat exchange in the heat exchanger 22 is performed by the refrigerant, and as shown in fig. 4 (a) and (b), the high-pressure and high-temperature liquid refrigerant discharged from the condenser 21 flows into the left side of the heat exchanger 22, the low-temperature and low-pressure liquid refrigerant discharged from the evaporator 25 flows into the right side of the heat exchanger 22, the high-temperature and high-pressure liquid refrigerant releases heat, the refrigerant is supercooled, the low-pressure and low-temperature refrigerant absorbs heat, and the refrigerant is superheated, whereby the heat absorption capacity and the heat exchange capacity of the refrigerant can be increased, and the performance of the system can be increased.
Fig. 5 is a diagram of the vehicle thermal management system of the first embodiment performing air conditioning and battery cooling cycles, where (a) is a schematic configuration diagram of the vehicle thermal management system during the air conditioning and battery cooling cycles, and (b) is a pressure-enthalpy diagram of the air conditioning and battery cooling cycles.
As shown in fig. 5 (a), (b), in the air-conditioning and battery cooling cycle, i.e., the fourth mode, the fan 32 is turned on to activate the condenser 21, and the on-off valve 23 and the second expansion valve 26 are opened. The high-temperature and high-pressure refrigerant compressed and discharged by the compressor 20 primarily releases heat by passing through the condenser 21, and secondarily releases heat by passing through the heat exchanger 22 and the refrigerant discharged from the evaporator 25 and the battery heat exchanger 27, respectively. Since both the on-off valve 23 and the second expansion valve 26 are open at this time, the high-pressure high-temperature liquid refrigerant discharged from the heat exchanger 22 is split into two at the first junction 30, one of which enters the first branch 301 and is led to the evaporator 25 to cool the passenger compartment, and the other of which is led to the battery 29 side via the second expansion valve 26 to cool the battery.
The refrigerant entering the first branch 301 enters the first expansion valve 24 through the switch valve 23 to undergo throttling and pressure reduction to become a low-temperature and low-pressure gas-liquid mixed refrigerant, the refrigerant after pressure reduction and temperature reduction enters the evaporator 25, the refrigerant absorbs heat of air in the evaporator 25, and the refrigerant turns into low-temperature and low-pressure gas which flows to the second junction 31.
The refrigerant to the second branch 302 is first throttled by the second expansion valve 26, and the opening degree of the second expansion valve 26 is controlled according to the amount of heat transferred to the battery heat exchanger 27, specifically, the target heat exchange amount Q0 required by the battery heat exchanger 27 is set according to the temperature of the battery 29, and the required target heat exchange amount Q0 is increased as the temperature is increased, and then the actual heat exchange amount Q of the battery heat exchanger 27 is calculated, and the relationship between the actual heat exchange amount Q and the opening area of the second expansion valve 26 is established. The valve opening area decreases when Q > Q0 and increases when Q < Q0. Thereby maintaining the refrigerant in a gas-liquid mixture saturated state at the intermediate temperature and pressure (at a value of an intermediate pressure at this time with respect to the high pressure in the condenser 21 and the low pressure in the evaporator 25), and absorbing the heat of the battery 29 by the refrigerant at the intermediate pressure. Since the saturation temperature of the refrigerant at the intermediate pressure is higher than that of the refrigerant at the low pressure, the temperature difference between the refrigerant at the intermediate pressure and the battery 29 is relatively reduced, so that the refrigerant at the intermediate pressure absorbs relatively less heat from the battery 29, which can inhibit the refrigerant from evaporating in advance, so that the refrigerant absorbs heat in a gas-liquid saturated state, and the temperature of the surface of the battery 29 is relatively uniform and has a small temperature difference. The pressure value of the refrigerant is adjusted by controlling the opening degree of the second expansion valve 26, and the opening degree of the third expansion valve 28 is controlled according to the superheat degree of the refrigerant on the outlet side of the battery heat exchanger 27 to ensure that the refrigerant is always in a saturated state in the heat absorption process, thereby ensuring that the temperature difference of the battery 29 is within a required range and realizing the uniform temperature cooling of the battery 29.
Thereafter, the refrigerants discharged from the first branch path 301 and the second branch path 302 join at the second junction 31, the joined refrigerants enter the heat exchanger 22, absorb heat again to become a low-temperature and low-pressure refrigerant gas, and the refrigerant finally returns to the compressor 20 after absorbing heat, thereby completing the cycle.
[ second embodiment ]
The vehicle thermal management system of the second aspect is similar in construction to the vehicle thermal management system of the first aspect. Therefore, the configuration of the vehicle thermal management system according to the second embodiment will be mainly described with respect to the points different from the vehicle thermal management system according to the first embodiment, and the same configurations will be denoted by the same reference numerals and the description thereof will be omitted.
Fig. 6 is a schematic structural diagram of a vehicle thermal management system according to a second embodiment of the present invention, where (a) is a schematic structural diagram of a vehicle thermal management system, and (b) is a specific arrangement example of a first expansion device and a second expansion device in the vehicle thermal management system. As shown in fig. 6 (a), the vehicle thermal management system according to the second embodiment includes a refrigerant circulation circuit 400, and the refrigerant circulation circuit 400 includes: compressor 20, condenser 21 provided with fan 32, and a first branch 401 and a second branch 402 connected in parallel between the upstream of compressor 20 and the downstream of condenser 21. The first branch 401 is formed by connecting the first expansion device 34 and the second heat exchanger 25 in series, wherein the first expansion device 34 may be formed by connecting the on-off valve 23 and the first expansion valve 24 in series as shown in fig. 6 (b). The second branch 402 is formed by sequentially connecting a second expansion device 35, a third heat exchanger 27 disposed below the battery 29, and a third expansion valve 28 as a third expansion device, wherein the second expansion device 35 may be a second expansion valve 26 as an electronic expansion valve or a mechanical expansion valve with a shut-off function as shown in fig. 6 (b).
As described above, the refrigerant inlet ends of the first branch passage 401 and the second branch passage 402 form the first junction 40 on the downstream side of the condenser 21 in the refrigerant circuit 400, and the refrigerant outlet ends thereof form the second junction 41 on the upstream side of the compressor 20 in the refrigerant circuit 400, so that the first branch passage 401 and the second branch passage 402 are connected in parallel to the refrigerant circuit 400.
In the second embodiment, as shown in fig. 6 (a) and (b), the refrigerant circulation circuit 400 is further provided with a heat exchanger 22, and the heat exchanger 22 is provided between the first junction point 40 and the second expansion valve 26 and between the second junction point 41 and the third expansion valve 28. At this time, the heat exchanger 22 exchanges heat between a part of the entire high-temperature and high-pressure refrigerant flowing out of the condenser 21 (i.e., the part of the refrigerant flowing out of the condenser 21 and then flowing into the second branch 402 through the first junction 40) and the low-temperature and low-pressure refrigerant flowing out of the second branch 402 (i.e., the part of the entire refrigerant flowing into the compressor 20), thereby releasing heat and supercooling the refrigerant flowing into the second expansion valve 26, and changing the heat absorbed by the refrigerant flowing out of the third expansion valve 28 into a low-temperature and low-pressure gas, thereby increasing the performance of the entire system. This arrangement is advantageous in integrating the heat exchanger 22 with the flow path on the battery 29 side, for example, in a heat exchanger in which the heat exchanger 22 and the battery heat exchanger 27 are integrated.
Further, as shown in fig. 6 (a) and (b), a gas-liquid separator 36 may be further provided between the second junction 41 and the inlet of the compressor 20, and the gas-liquid separator 36 functions to separate gas and liquid, as described above, thereby preventing damage to the compressor 20.
The second embodiment can also realize the above four different cycles, i.e., the first mode: battery individual cooling cycle; in the second mode: battery heating cycle; in the third mode: the air conditioner is cooled and circulated independently (the temperature in the vehicle is reduced); a fourth mode: the air conditioner is circulated with the battery cooling (the air conditioner cooling and the battery cooling are operated simultaneously). The four operating modes are described in detail below with reference to fig. 2 to 5. The battery cooling cycle alone and the battery heating cycle are the same as those of the first embodiment, and are not described herein again, and only the air conditioning cooling cycle alone and the air conditioning and battery cooling cycle are briefly described.
Fig. 7 is a diagram of an air-conditioning individual cooling cycle performed by the vehicle thermal management system according to the second embodiment, where (a) is a schematic configuration diagram of the vehicle thermal management system during the air-conditioning individual cooling cycle, and (b) is a pressure-enthalpy diagram during the air-conditioning individual cooling cycle.
As shown in fig. 7 (a) and (b), in the third mode, which is an air-conditioning single cooling cycle, the fan 32 is turned on to activate the condenser 21, the second expansion valve 26 is closed, and the on-off valve 23 is opened. The high-temperature and high-pressure refrigerant compressed by the compressor 20 passes through the condenser 21, and releases heat to the outside. Since the second expansion valve 26 is closed and the on-off valve 23 is opened, the refrigerant that has radiated heat enters the first branch passage 401, passes through the on-off valve 23, enters the expansion valve 24 to be throttled, is throttled and depressurized, enters the evaporator 25 to absorb heat in the refrigerant in a gas-liquid mixed state that is lower than the vehicle interior temperature, and enters the compressor 20 to complete the air-conditioning individual cooling cycle.
Fig. 8 is a diagram showing simultaneous air conditioning and battery cooling cycles of the vehicle thermal management system according to the second embodiment, where (a) is a schematic configuration diagram showing the simultaneous air conditioning and battery cooling cycles of the vehicle thermal management system, and (b) is a pressure-enthalpy diagram showing the simultaneous air conditioning and battery cooling cycles.
As shown in fig. 8 (a), (b), in the air-conditioning and battery cooling cycle, i.e., the fourth mode, the fan 32 is turned on to activate the condenser 21, and the on-off valve 23 and the second expansion valve 26 are opened. The high-temperature and high-pressure refrigerant discharged after being compressed by the compressor 20 releases heat through the condenser 21. The high-pressure high-temperature liquid refrigerant that has exited the heat exchanger 21 is split into two at the first junction 40, one of which enters the first branch 401 and is led to the evaporator 25 to cool the vehicle interior, and the other of which is led to the battery 29 side via the second expansion valve 26 to cool the battery 29.
The refrigerant entering the first branch 401, flowing out through the on-off valve 23, enters the first expansion valve 24 to be throttled and depressurized, and the refrigerant that is in a low-temperature and low-pressure gas-liquid mixed state after being depressurized and cooled enters the evaporator 25, absorbs heat of air in the evaporator 25, and turns into low-temperature and low-pressure gas, which flows to the compressor 20.
The refrigerant passing through the second branch 402 is heat-exchanged with the refrigerant from the third expansion valve 28 through the heat exchanger 22 to further release heat, the refrigerant after heat-releasing supercooling is first throttled by the second expansion valve 26 so that the refrigerant is maintained in a gas-liquid mixture saturated state (a value of an intermediate pressure with respect to a high pressure in the condenser 21 and a low pressure in the evaporator 25) at an intermediate temperature and pressure, the refrigerant at the intermediate pressure absorbs heat of the battery 29, and the pressure value of the refrigerant can be adjusted by controlling the opening degree of the second expansion valve 26 at the battery inlet. The refrigerant flowing out of the heat exchanger 22 then enters the third expansion valve 28, is throttled for the second time, and the refrigerant throttled by the third expansion valve 28 enters the heat exchanger 22, receives heat for the second time, and the refrigerant having absorbed heat joins the first branch passage 401 at the second junction 41, and the joined refrigerant returns to the compressor 20. Since the saturation temperature of the refrigerant at the intermediate pressure is higher than that of the refrigerant at the low pressure, the temperature difference between the refrigerant at the intermediate pressure and the battery 29 is relatively reduced, so that the refrigerant at the intermediate pressure absorbs relatively less heat from the battery 29, which can inhibit the refrigerant from evaporating in advance, so that the refrigerant absorbs heat in a gas-liquid saturated state, and the temperature of the surface of the battery 29 is relatively uniform and has a small temperature difference. The pressure value of the refrigerant is adjusted by controlling the opening degree of the second expansion valve 26, and the opening degree of the third expansion valve 28 on the outlet side of the battery 29 is controlled to ensure that the refrigerant is always in a saturated state in the heat absorption process, so that the temperature difference of the battery 29 is ensured to be in a required range, and the uniform temperature cooling of the battery 29 is realized.
[ third embodiment ]
The vehicle thermal management system of the third aspect has substantially the same structure as the vehicle thermal management system of the first aspect. Therefore, only the difference is described. Fig. 9 is a schematic structural diagram of a vehicle thermal management system according to a third aspect of the present invention. As shown in fig. 9, the first expansion device 34 may be an integrated electronic expansion valve (EXV) having a Shut-off switch function or a first expansion valve 33 which is a mechanical expansion valve (Shut-off TXV) having a Shut-off function, so that both the switch function and the throttle function can be achieved by using only the first expansion valve 33. The third embodiment can also execute the above four different cycles, which is not described herein. In addition, when the first expansion valve 33 is an electronic expansion valve, the opening degree of the electronic expansion valve may be determined by the degree of supercooling at the rear of the condenser 21, a target degree of supercooling SCO may be set, and when the degree of supercooling at the rear of the condenser 21 is greater than SCO, the opening degree of the electronic expansion valve may be decreased, and when the degree of supercooling at the rear of the condenser 21 is less than SCO, the opening degree of the electronic expansion valve may be increased.
[ other embodiments ]
In the above description, the case where the air conditioning circuit for cooling the vehicle interior is provided in parallel to the refrigerant circulation circuit has been described, but the present invention is not limited to this, and the air conditioning circuit may be not provided, and the battery may be uniformly heated and uniformly cooled only by the refrigerant circulation circuit.
The above embodiments are intended to illustrate and not to limit the scope of the invention, which is defined by the claims, but rather by the claims, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.
Claims (11)
1. A vehicle thermal management system, characterized in that,
having a refrigerant circulation circuit, the refrigerant circulation circuit includes: a compressor, a first heat exchanger provided with a fan, and a first branch and a second branch connected in parallel between an upstream side of the compressor and a downstream side of the first heat exchanger;
the first branch comprises a first expansion device and a second heat exchanger which are connected in sequence;
the second branch comprises a second expansion device, a third heat exchanger and a third expansion device which are sequentially connected, wherein the third heat exchanger and the third expansion device are used for exchanging heat with the battery;
a fourth heat exchanger that exchanges heat between the refrigerant flowing out of the first heat exchanger and the refrigerant flowing to the compressor, or exchanges heat between a part of the refrigerant flowing out of the first heat exchanger and a part of the refrigerant flowing to the compressor;
the temperature of the refrigerant flowing into the third heat exchanger is adjusted by controlling the opening degrees of the second expansion device and the third expansion device so that the refrigerant flowing into the third heat exchanger is in a saturated state.
2. The vehicle thermal management system of claim 1,
the first branch and the second branch are connected in parallel between a first junction point located on a downstream side of the first heat exchanger and a second junction point located on an upstream side of the compressor;
the fourth heat exchanger is located between the first heat exchanger and the first junction point and between the second junction point and the compressor, and is configured to exchange heat between the refrigerant flowing from the first heat exchanger to the first junction point and the refrigerant flowing from the second junction point to the compressor.
3. The vehicle thermal management system of claim 1,
the first branch and the second branch are connected in parallel between a first junction point located on a downstream side of the first heat exchanger and a second junction point located on an upstream side of the compressor;
the fourth heat exchanger is located between the first merging point and the second expansion device and between the third expansion device and the second merging point, and exchanges heat between the refrigerant flowing from the first merging point into the second expansion device and the refrigerant flowing from the third expansion device to the second merging point.
4. The vehicle thermal management system according to any of claims 1-3, wherein the first expansion device is constituted by an electronic expansion valve or a mechanical expansion valve with a shut-off function alone, or by a mechanical thermostatic expansion valve and a solenoid valve mounted on an upstream side of the mechanical thermostatic expansion valve on the first branch.
5. The vehicle thermal management system according to any of claims 1-3, wherein the second expansion device is constituted by an electronic expansion valve or a mechanical expansion valve with a shut-off function alone, or by a mechanical thermostatic expansion valve and a solenoid valve mounted on the upstream side of the mechanical thermostatic expansion valve on the second branch.
6. The vehicle thermal management system of any of claims 1-3, characterized in that a gas-liquid separator is provided on an inlet side of the compressor.
7. The vehicle thermal management system of any of claims 1-3,
the vehicle thermal management system operates in a first mode when the battery is cooled alone, a second mode when the battery is heated, a third mode when only the vehicle compartment is cooled, and a fourth mode when the vehicle compartment is cooled and the battery is cooled simultaneously.
8. The vehicle thermal management system of claim 7,
in the first mode, the fan of the first heat exchanger is turned on, the first expansion device is turned off, and the opening degree of the second expansion device is controlled in accordance with the degree of superheat of the refrigerant on the outlet side of the third heat exchanger, so that the third expansion device is kept fully opened.
9. The vehicle thermal management system of claim 7,
in the second mode, the fan on the first heat exchanger is turned off, the first expansion device is turned off, the second expansion device is opened, the opening degree of the second expansion device is controlled according to the superheat degree of the refrigerant before entering the second expansion device, the opening degree of the third expansion device is controlled according to the superheat degree of the inlet side of the compressor, and the rotation speed of the compressor is controlled according to the required heat exchange amount of the third heat exchanger.
10. The vehicle thermal management system of claim 7,
while in the third mode, activating the fan on the first heat exchanger, opening the first expansion device, and closing the second expansion device.
11. The vehicle thermal management system of claim 7,
in the fourth mode, the fan on the first heat exchanger is activated, the first expansion device is opened, the second expansion device is opened and the opening degree of the second expansion device is controlled according to the heat quantity transferred to the third heat exchanger by the refrigerant, and the opening degree of the third expansion device is controlled according to the superheat degree of the refrigerant on the outlet side of the third heat exchanger.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
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| CN202011065011.XA CN113547956A (en) | 2020-09-30 | 2020-09-30 | Vehicle thermal management system |
| PCT/JP2021/032765 WO2022070796A1 (en) | 2020-09-30 | 2021-09-07 | Vehicle heat management system |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202011065011.XA CN113547956A (en) | 2020-09-30 | 2020-09-30 | Vehicle thermal management system |
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| WO (1) | WO2022070796A1 (en) |
Cited By (1)
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| WO2024092359A1 (en) * | 2022-11-01 | 2024-05-10 | Litens Automotive Partnership | Coolant-refrigerant heat exchanger with induction heater and thermal management system |
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| CN114643833A (en) * | 2022-04-20 | 2022-06-21 | 广州小鹏汽车科技有限公司 | Thermal management system and vehicle |
| CN115042582B (en) * | 2022-06-10 | 2024-05-14 | 智己汽车科技有限公司 | Integrated heat exchange valve module, vehicle thermal management system and control method of vehicle thermal management system |
| CN115771377A (en) * | 2022-11-25 | 2023-03-10 | 经纬恒润(天津)研究开发有限公司 | Thermal management system |
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