CN115366616B - Thermal management system for direct and indirect heating of vehicle and control method thereof - Google Patents

Thermal management system for direct and indirect heating of vehicle and control method thereof Download PDF

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Publication number
CN115366616B
CN115366616B CN202211100778.0A CN202211100778A CN115366616B CN 115366616 B CN115366616 B CN 115366616B CN 202211100778 A CN202211100778 A CN 202211100778A CN 115366616 B CN115366616 B CN 115366616B
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China
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temperature
pressure
compressor
low
vehicle
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CN115366616A (en
Inventor
吴俊�
王天英
龚智方
晁长青
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Zhiji Automobile Technology Co Ltd
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Zhiji Automobile Technology Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00357—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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00735—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • 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
    • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
    • B60H1/03—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant and from a source other than the propulsion plant
    • 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
    • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
    • B60H1/14—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit
    • B60H1/143—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the heat being derived from cooling an electric component, e.g. electric motors, electric circuits, fuel cells or batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H2001/00307—Component temperature regulation using a liquid flow

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

Abstract

A thermal management system for direct and indirect heating of a vehicle and a control method thereof, the system comprising: a compressor; the outlet of the compressor is connected with the first heat exchanger; the low-pressure heat absorber, the first throttling device, the low-pressure heat absorber, the compressor and the first heat exchanger are sequentially connected to form a first loop; the second heat exchanger is sequentially connected with the second throttling device, the second heat exchanger, the compressor and the first heat exchanger to form a second loop; the second heat exchanger and the low-pressure heat absorber are respectively connected to an inlet of the compressor, and the first throttling device and the second throttling device are respectively connected to the first heat exchanger; and the thermal management controller is respectively connected with the first throttling device, the second throttling device and the compressor, and adjusts the working states of the first throttling device, the second throttling device and the compressor according to at least one in-vehicle sensor data. The invention utilizes different heat sources such as environmental heat, motor heat and the like in a coupling way.

Description

Thermal management system for direct and indirect heating of vehicle and control method thereof
Technical Field
The present invention relates to a thermal management system for a vehicle and a control method thereof, and more particularly, to a thermal management system for direct and indirect heating of a vehicle and a control method thereof.
Background
With the rapid development of global economy, green energy resources tend to be strained. The effective measures are formulated in various countries, and the great development of new energy automobiles is also one of the important means for saving energy.
The new energy pure electric automobile increasingly pays attention to the whole automobile heat management technology, the whole automobile heat management can enable a motor and a battery to be in an optimal working temperature range, the efficiency is highest, and the whole automobile endurance can be further improved by combining the heat pump air conditioning technology. However, at a lower environmental temperature, even if the new energy vehicle adopts a heat pump technology to extract heat from the environment, the power consumption of the air conditioner is still higher, so that the endurance attenuation of the whole vehicle is further increased. When the ambient temperature is lower than a certain degree, for example, the temperature is normally-10 ℃, part of the thermal management system can only use an electric heater to heat, the compressor is limited to a lower ambient temperature and cannot be started, and the endurance attenuation is more serious. The motor has no heat dissipation requirement in winter, is a heating element, reasonably utilizes the heat of the motor, can reduce the attenuation of the whole vehicle endurance in winter, and reduces the complaints of customers. Although the existing new energy vehicles are all dedicated to the whole vehicle heat management technology, the existing heat management technologies have advantages and disadvantages, and still have a certain distance for practical and wide application.
Disclosure of Invention
Aiming at the problem of low heat management efficiency of the whole vehicle of new energy sources in the prior art, the invention provides a heat management system for direct and indirect heating of a vehicle and a control method thereof, which at least can solve the problem of the heat management efficiency of the whole vehicle in a low-temperature environment.
In order to achieve the above purpose, the invention adopts the following technical scheme:
A vehicle thermal management system, comprising: a compressor; the outlet of the compressor is connected with the first heat exchanger; the low-pressure heat absorber and the first throttling device are sequentially connected to form a first loop; the second heat exchanger and the second throttling device are sequentially connected to form a second loop; the second heat exchanger and the low-pressure heat absorber are respectively connected to an inlet of the compressor, and the first throttling device and the second throttling device are respectively connected to the first heat exchanger; and the thermal management controller is respectively connected with the first throttling device, the second throttling device and the compressor, and adjusts the working states of the first throttling device, the second throttling device and the compressor according to at least one in-vehicle sensor data.
In order to achieve the above purpose, the present invention further adopts the following technical scheme:
A thermal management system for direct heating of a vehicle, comprising: a compressor; the air conditioner box assembly comprises an interior condenser, and an outlet of the compressor is connected with the interior condenser; the low-pressure heat absorber and the first throttling device are sequentially connected to form a first loop; the second heat exchanger and the second throttling device are sequentially connected with each other to form a second loop; the second heat exchanger and the low-pressure heat absorber are respectively connected to an inlet of the compressor, and the first throttling device and the second throttling device are respectively connected to the interior condenser. And the thermal management controller is respectively connected with the first throttling device, the second throttling device and the compressor, and adjusts the working states of the first throttling device, the second throttling device and the compressor according to at least one in-vehicle sensor data.
In order to achieve the above purpose, the present invention further adopts the following technical scheme:
A thermal management system for indirect heating of a vehicle, comprising: a compressor; the outlet of the compressor is connected with the water-cooling condenser; the water heater is connected with the water-cooling condenser; the low-pressure heat absorber and the first throttling device are sequentially connected to form a first loop; the second heat exchanger and the second throttling device are sequentially connected to form a second loop; the second heat exchanger and the low-pressure heat absorber are respectively connected to an inlet of the compressor, and the first throttling device and the second throttling device are respectively connected to the water-cooled condenser; and the thermal management controller is respectively connected with the first throttling device, the second throttling device and the compressor, and adjusts the working states of the first throttling device, the second throttling device and the compressor according to at least one in-vehicle sensor data.
In order to achieve the above purpose, the present invention further adopts the following technical scheme:
A control method of a thermal management system for direct heating of a vehicle, comprising: closing the first throttling device and the low-pressure heat absorbing device; acquiring an air outlet temperature target and air quantity, and calculating the air outlet temperature of the air heater target according to the air outlet temperature target and the air quantity so as to adjust the power of the air heater; monitoring the temperature of the motor cooling liquid, and adjusting the opening of the second throttling device and the opening or closing of the compressor according to the temperature of the motor cooling liquid; and further acquiring the discharge pressure and the suction pressure of the compressor in the state that the compressor is started, and adjusting the rotation speed of the compressor according to the discharge pressure and the suction pressure of the compressor.
In order to achieve the above purpose, the present invention further adopts the following technical scheme:
a control method of a thermal management system for direct heating of a vehicle, comprising: acquiring an air outlet temperature target and air quantity, and calculating the air outlet temperature of the air heater target according to the air outlet temperature target and the air quantity so as to adjust the power of the air heater; monitoring the temperature of the motor cooling liquid, and adjusting the opening of the second throttling device according to the temperature of the motor cooling liquid; starting a compressor, obtaining the exhaust pressure of the compressor and the suction pressure of the compressor, and adjusting the rotating speed of the compressor according to the exhaust pressure of the compressor and the suction pressure of the compressor; and calculating the target supercooling degree of the system according to the air outlet temperature target and the air quantity, and adjusting the opening of the first throttling device according to the target supercooling degree of the system.
In order to achieve the above purpose, the present invention further adopts the following technical scheme:
A control method of a thermal management system for indirect heating of a vehicle, comprising: closing the first throttling device and the low-pressure heat absorbing device; acquiring an air outlet temperature target and air quantity, and calculating the target temperature of the cooling liquid at the inlet of the air conditioning box assembly according to the air outlet temperature target and the air quantity so as to adjust the power of the water heater; monitoring the temperature of the motor cooling liquid, and adjusting the opening of the second throttling device and the opening or closing of the compressor according to the temperature of the motor cooling liquid; and further acquiring the discharge pressure and the suction pressure of the compressor in the state that the compressor is started, and adjusting the rotation speed of the compressor according to the discharge pressure and the suction pressure of the compressor.
In order to achieve the above purpose, the present invention further adopts the following technical scheme:
A control method of a thermal management system for indirect heating of a vehicle, comprising: acquiring an air outlet temperature target and air quantity, and calculating the target temperature of the cooling liquid at the inlet of the air conditioning box assembly according to the air outlet temperature target and the air quantity so as to adjust the power of the water heater; monitoring the temperature of the motor cooling liquid, and adjusting the opening of the second throttling device according to the temperature of the motor cooling liquid; starting a compressor, obtaining the exhaust pressure of the compressor and the suction pressure of the compressor, and adjusting the rotating speed of the compressor according to the exhaust pressure of the compressor and the suction pressure of the compressor; and calculating the target supercooling degree of the system according to the air outlet temperature target and the air quantity, and adjusting the opening of the first throttling device according to the target supercooling degree of the system.
As one embodiment of the present invention, the thermal management system further includes a water heater, an air conditioning tank assembly, and a water pump. The first heat exchanger is a water-cooled condenser, and the first heat exchanger, the water heater, the air conditioning box assembly and the water pump are sequentially connected to form a third loop.
As one embodiment of the present invention, a thermal management controller is coupled to the water heater and adjusts an operating condition of the water heater based on at least one in-vehicle sensor data.
As one embodiment of the present invention, the thermal management system further comprises an air conditioning case assembly. The air conditioning box assembly comprises an air heater and an interior condenser, wherein the air heater is used for reheating air discharged from the interior condenser, and the interior condenser is used as a first heat exchanger.
As one embodiment of the present invention, the thermal management controller is connected to the wind heater and adjusts an operating state of the wind heater according to at least one in-vehicle sensor data.
As one embodiment of the present invention, the second heat exchanger is connected to a heat generating device of the vehicle.
As an embodiment of the present invention, the low pressure heat sink includes a combination of an air heat exchanger and an electronic fan, or a combination of a radiating water tank, an electronic fan and a second heat exchanger.
As an embodiment of the present invention, in the first operation mode, the first throttle device is turned off and the low-pressure heat absorbing device is not operated; the compressor discharges refrigerant gas in a high-temperature and high-pressure state to enter the vehicle interior condenser for heat exchange to become medium-temperature medium-pressure liquid refrigerant; the medium-temperature medium-pressure liquid refrigerant is throttled by a second throttling device to become low-temperature low-pressure two-phase refrigerant and enters a second heat exchanger; the low-temperature low-pressure two-phase refrigerant exchanges heat with a heating device of the vehicle in the second heat exchanger to become low-temperature low-pressure nearly saturated gaseous refrigerant and enters the compressor, and waste heat formed by heat exchange is recovered and released at the air side of the vehicle interior condenser.
In a second operation mode, the refrigerant gas in a high-temperature and high-pressure state is discharged from the compressor, enters the interior condenser, and is subjected to heat exchange to become a medium-temperature and medium-pressure liquid refrigerant; the medium-temperature medium-pressure liquid refrigerant is divided into two paths: the first path enters a low-pressure heat absorber through a first throttling device, and exchanges heat in the low-pressure heat absorber to become low-temperature low-pressure nearly saturated gaseous refrigerant; the second path is throttled by a second throttling device to become a low-temperature low-pressure two-phase refrigerant and enter a second heat exchanger, heat exchange is carried out between the low-temperature low-pressure two-phase refrigerant and a heating device of the vehicle in the second heat exchanger to become a low-temperature low-pressure nearly saturated gaseous refrigerant, and waste heat recovery formed by heat exchange is released at the air side of an in-vehicle condenser; the low-temperature low-pressure nearly saturated gaseous refrigerant formed by the first path and the second path is converged and enters the compressor.
As one embodiment of the present invention, a motor coolant temperature sensor that outputs a signal corresponding to a motor coolant temperature; an ambient temperature sensor that outputs a signal corresponding to an ambient temperature; an air outlet temperature sensor of the air heater for outputting a signal corresponding to APTC air outlet temperature; a compressor discharge pressure sensor outputting a signal corresponding to a compressor discharge pressure; a compressor suction pressure sensor for outputting a signal corresponding to a compressor suction pressure; an interior condenser outlet refrigerant temperature sensor that outputs a signal corresponding to an interior condenser outlet refrigerant temperature; and an in-vehicle temperature sensor that outputs a signal corresponding to an in-vehicle temperature.
In the technical scheme, different heat sources such as environmental heat, motor heat, electric heater heat and the like are coupled and utilized, so that the energy efficiency of the system is maximized; different modes of heating of the thermal management system are divided according to the ambient temperature interval, so that the modes are switched rapidly; the control targets are reasonably defined by combining the controlled components, so that one-to-one control is realized, and the control is more refined and the response is faster on the premise of meeting the comfort of the passenger cabin.
Drawings
FIG. 1 is a schematic diagram of a thermal management system for direct heating according to the present invention;
FIG. 2 is a schematic diagram of a thermal management system for indirect heating according to the present invention;
FIG. 3 is a flow chart of the system start-up of the present invention;
FIG. 4 is a schematic diagram of a first mode of operation configuration of the direct heating thermal management system of the present invention;
FIG. 5 is a flow chart of a control method of a first mode of operation of the direct heating thermal management system of the present invention;
FIG. 6 is a schematic diagram of a second mode of operation configuration of the direct heating thermal management system of the present invention;
FIG. 7 is a flow chart of a control method of a second mode of operation of the direct heating thermal management system of the present invention;
FIG. 8 is a schematic diagram of a first mode of operation configuration of the indirect heating thermal management system of the present invention;
FIG. 9 is a flow chart of a control method of a first mode of operation of the thermal management system for indirect heating of the present invention;
FIG. 10 is a schematic diagram of a second mode of operation of the indirect heating thermal management system of the present invention;
FIG. 11 is a flow chart of a control method of a second mode of operation of the indirect heating thermal management system of the present invention;
in the figure:
1-compressor, 2A-in-vehicle condenser, 2B-water-cooled condenser, 3-first throttle device, 4-second throttle device, 5-low pressure heat absorber, 6-second heat exchanger, 7-vehicle heating device (motor and other heating component combination), 8A-air conditioning case assembly, 8B-water heater (WPTC), 9A-blower, 9B-air conditioning case assembly, 10A-wind heater (APTC), 10B-water pump, 11-motor coolant temperature sensor, 12-ambient temperature sensor, 13-air conditioning case assembly outlet temperature sensor, 14-air conditioning case assembly inlet coolant temperature sensor, 15-compressor discharge pressure sensor, 16-compressor suction pressure sensor, 17-water-cooled condenser outlet refrigerant temperature sensor, 18-in-vehicle temperature sensor, 19-thermal management controller, 20-receiver, 21-output, 22-arithmetic processor, 23-wind heater outlet temperature sensor, 24-in-vehicle outlet refrigerant temperature sensor.
Detailed Description
The technical solutions in the embodiments of the present invention are further clearly and completely described below with reference to the accompanying drawings and the embodiments. It is clear that the examples described are for the purpose of explaining the technical solution of the invention and are not meant to be exhaustive of all embodiments of the invention.
Examples of the embodiments are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements throughout or elements having like or similar functionality. The embodiments described below by referring to the drawings are illustrative and intended to explain the present invention and should not be construed as limiting the invention.
Referring to fig. 1 and 2, the present invention first discloses a vehicle thermal management system having a direct heating or an indirect heating function. The heat management system of the present invention is mainly composed of 3 parts of loops, namely a control loop (namely, a middle part loop shown in fig. 1 and 2) composed of a compressor 1, a first heat exchanger, a second heat exchanger 6, a low-pressure heat absorber 5, a first throttling device 3 and a second throttling device 4, and a first heat exchange loop and a second heat exchange loop (namely, a left side part loop and a right side part loop shown in fig. 1 and 2) connected with a main loop.
In addition to the 3-part loop described above, the thermal management system of the present invention further has a thermal management controller 19, and the thermal management controller 19 is connected to the control loop and a part of the devices in the thermal management loop, respectively, so as to control the overall thermal management loop. The thermal management controller 19 corresponds to the "brain" of the air conditioner of the whole vehicle, and the interior thereof can be simply understood to include a receiver 20, an arithmetic processor 22 and an output unit 21. The signal received by the receiver 20 originates from at least one in-vehicle sensor disposed in the thermal management system, and signals output from various sensors are input to the arithmetic processor 22 via the receiver 20, and signals and internal operation instructions for the respective sensors obtained by the arithmetic processor 22 are output from the thermal management controller 19 via the output unit 21.
As shown in connection with fig. 1 and 2, in the main circuit, the outlet of the compressor 1 is connected to the first end of the first heat exchanger, the first end of the second heat exchanger 6 and the first end of the low pressure heat sink 5 are connected to the inlet of the compressor 1, respectively, the second end of the low pressure heat sink 5 is connected to the first end of the first throttling means 3, and the second end of the second heat exchanger 6 is connected to the first end of the second throttling means 4. The second ends of the first throttling means 3, the second throttling means 4 are connected to the second end of the first heat exchanger, respectively. For a direct heating thermal management system, the first heat exchanger may be the in-vehicle condenser 2A in fig. 1. For an indirect heating thermal management system, the first heat exchanger may be the water-cooled condenser 2B in fig. 2. Through the above connection mode, the first throttling device 3, the low-pressure heat absorber 5, the compressor 1 and the first heat exchanger are sequentially connected to form a first loop, and the second throttling device 4, the second heat exchanger 6, the compressor 1 and the first heat exchanger are sequentially connected to form a second loop. The second heat exchanger 6 is additionally connected to a heat generating device 7 of the vehicle, such as a combination of an electric motor and other heat generating components.
Referring to fig. 1, for a direct heating thermal management system, the second heat exchange circuit on the right is primarily disposed within the air conditioning case assembly 8A. The air conditioning case assembly 8A incorporates a wind heater 10A (APTC), an interior condenser 2A, a blower 9A, an interior evaporator, and the like, and the wind heater 10A re-heats the air discharged from the interior condenser 2A, and at this time, the interior condenser 2A serves as a first heat exchanger. For the direct heating thermal management system, the thermal management controller 19 is connected to the first and second throttle devices 3, 4, the compressor 1, and the wind heater 10A, respectively, and adjusts the operating states of the first and second throttle devices 3, 4, the compressor 1, and the wind heater 10A according to at least one in-vehicle sensor data.
With continued reference to fig. 1, for a direct heating thermal management system, the at least one in-vehicle sensor includes the following sensors and/or combinations thereof:
A motor coolant temperature sensor 11 that outputs a signal corresponding to the motor coolant temperature;
An ambient temperature sensor 12 that outputs a signal corresponding to an ambient temperature;
An air heater outlet temperature sensor 23 that outputs a signal corresponding to the air heater outlet temperature;
a compressor discharge pressure sensor 15 that outputs a signal corresponding to the compressor discharge pressure;
a compressor suction pressure sensor 16 that outputs a signal corresponding to the compressor suction pressure;
An interior condenser outlet refrigerant temperature sensor 24 that outputs a signal corresponding to the interior condenser outlet refrigerant temperature;
an in-vehicle temperature sensor 18 that outputs a signal corresponding to the in-vehicle temperature.
The arithmetic processor 22 processes the signals and outputs instruction control through the output device 21, so as to adjust the controlled components in the thermal management system. For a direct heating thermal management system, the controlled components include: the opening degree of the first throttle device 3, the opening degree of the second throttle device 4, the operating state and rotation speed of the compressor 1, and the power of the wind heater 10A.
Referring to fig. 2, for the thermal management system of indirect heating, the second heat exchange circuit on the right side mainly includes a water heater 8B (WPTC), an air conditioning tank assembly 9B, and a water pump 10B, the first heat exchanger, the water heater 8B, the air conditioning tank assembly 9B, and the water pump 10B are sequentially connected to form a third circuit, and the water-cooled condenser 2B is used as the first heat exchanger at this time. For the indirect heating thermal management system, the thermal management controller 19 is connected to the first and second throttle devices 3, 4, the compressor 1, and the water heater 8B, respectively, and adjusts the operating states of the first and second throttle devices 3, 4, the compressor 1, and the water heater 8B according to at least one in-vehicle sensor data.
With continued reference to fig. 2, for an indirect heating thermal management system, the at least one in-vehicle sensor includes the following sensors and/or combinations thereof:
A motor coolant temperature sensor 11 that outputs a signal corresponding to the motor coolant temperature;
An ambient temperature sensor 12 that outputs a signal corresponding to an ambient temperature;
an air-conditioning box assembly air-out temperature sensor 13 that outputs a signal corresponding to the air-conditioning box assembly air-out temperature;
An air conditioning case assembly inlet coolant temperature sensor 14 that outputs a signal corresponding to an air conditioning case assembly inlet coolant temperature;
a compressor discharge pressure sensor 15 that outputs a signal corresponding to the compressor discharge pressure;
a compressor suction pressure sensor 16 that outputs a signal corresponding to the compressor suction pressure;
a water-cooled condenser outlet refrigerant temperature sensor 17 that outputs a signal corresponding to the water-cooled condenser outlet temperature;
an in-vehicle temperature sensor 18 that outputs a signal corresponding to the in-vehicle temperature.
The arithmetic processor 22 processes the signals and outputs instruction control through the output device 21, so as to adjust the controlled components in the thermal management system. For an indirect heating thermal management system, the controlled components include: the opening degree of the first throttle device 3, the opening degree of the second throttle device 4, the operating state of the compressor 1 and the rotation speed, and the power of the water heater 8B.
As a preferred embodiment of the present invention, the low-pressure heat absorber 5 may be a combination of an air heat exchanger and an electronic fan, or a combination of a radiator tank, an electronic fan and a second heat exchanger 6 (in this case, the low-pressure heat absorber 5 includes the second heat exchanger 6), which can achieve the technical purpose of the present invention and achieve the technical effect of the present invention.
It will be appreciated by those skilled in the art that the choice of the various components described above, such as the first heat exchanger being selected as either the in-vehicle condenser 2A or the water cooled condenser 2B, or the low pressure heat sink 5 being selected as a combination of an air heat exchanger and an electronic fan, etc., are illustrative and not limiting of the invention. In other equivalent embodiments of the present invention, the above components may be selected from other reasonable forms, which are all within the scope of the present invention.
Referring to fig. 3, the control method of the direct and indirect heating thermal management system according to the present invention has two heating modes, namely a first operation mode and a second operation mode. That is, the control method of direct heating has a first operation mode and a second operation mode, and the control method of indirect heating also has a first operation mode and a second operation mode.
As shown in fig. 3, the thermal management system of the present invention first determines which operation mode the system enters, and mainly includes the following steps:
Step S1: starting an air conditioner;
Step S2: reading the environment temperature Tam and the air conditioner setting data Tset;
step S3: judging an air conditioner operation heating mode according to the ambient temperature Tam and the air conditioner setting data Tset;
Step S4: presetting an ambient temperature threshold T1, and when the ambient temperature Tam is less than T1;
Step S5: the system enters a first operation mode;
step S6: if not, the system enters a second operation mode.
The following further describes a heat management system for direct heating and indirect heating, and a control method thereof.
Direct heating:
When the system enters the first mode of operation, its equivalent thermal management system is shown in FIG. 4. At this time, the first throttle device 3 is closed and the low-pressure heat sink 5 is not operated.
In the first operation mode, the refrigerant gas in the high-temperature and high-pressure state discharged from the compressor 1 enters the interior condenser 2A, exchanges heat with the low-temperature gas introduced from the blower 9A in the air conditioning unit assembly 8A, and becomes a medium-temperature and medium-pressure liquid refrigerant. The heated gas discharged from the in-vehicle condenser 2A is further heated by the wind heater 10A and then enters the passenger compartment, thereby heating the passenger compartment. On the other hand, the medium-temperature medium-pressure liquid refrigerant from the interior condenser 2A is throttled by the second throttling device 4, becomes a low-temperature low-pressure two-phase refrigerant, and enters the second heat exchanger 6, and exchanges heat with the heating device 7 (motor and other heating component combination) of the vehicle in the second heat exchanger 6, so that the waste heat of the motor and other heating devices is recovered and released to the air side in the interior condenser 2A, and the air side is heated by the air conditioning tank assembly 8A, so that the energy consumption can be further reduced. At the same time, the low-temperature low-pressure nearly saturated gaseous refrigerant coming out of the second heat exchanger 6 enters the compressor 1, starting a new cycle. At this time, the air heater 10A is turned on to compensate for the temperature of the air discharged from the interior condenser 2A, and the operating time and power level thereof are changed according to the temperature change in the interior.
The control method flow of the first operation mode is shown in fig. 5, and the control method of the thermal management controller 19 mainly includes the following steps:
Step SA11: firstly, judging whether the system is in a first operation mode or not;
step SA12: acquiring an air outlet temperature target Tao and air quantity Gair;
Step SA13: calculating a target air outlet temperature T APTCOUT of the air heater 10A according to the air outlet temperature target Tao and the air quantity Gair;
Step SA14: the target outlet air temperature T APTCOUT of the outlet air heater 10A;
Step SA15: the air outlet temperature sensor 23 of the air heater monitors the air outlet temperature T APTC of the air heater in real time, and the T APTC is compared with the target air outlet temperature T APTCOUT of the air heater 10A, so that the feedback regulation of the power of the air heater 10A (APTC) is realized;
Step SA16: the motor coolant temperature sensor 11 monitors the motor coolant temperature T EDS. When the temperature T EDS of the motor coolant is greater than the target temperature threshold of the motor coolant, the steps SA18 and SA19 are carried out, otherwise, the step SA17 is carried out;
Step SA17: when the temperature T EDS of the motor coolant is less than the target temperature threshold of the motor coolant, the motor and other electric devices are not available with redundant heat, and the compressor 1 is turned off at the moment;
Step SA18: when the motor coolant temperature T EDS is larger than the motor coolant target temperature threshold, the opening of the second throttling device 4 is adjusted according to the motor coolant target temperature threshold in a feedback mode;
Step SA19: on the other hand, when the motor coolant temperature T EDS is greater than the motor coolant target temperature threshold, it means that the motor and other electrical devices have excess heat available, and the compressor 1 is started at this time;
Step SA110: the compressor discharge pressure sensor 15 and the compressor suction pressure sensor 16 monitor the compressor discharge pressure Hp and the compressor suction pressure Lp, respectively, and compare the compressor discharge pressure Hp and the compressor suction pressure Lp with threshold values, respectively;
Step SA111: when the compressor discharge pressure Hp is less than the threshold value 1 and the compressor suction pressure Lp is more than the threshold value 2, the compressor 1 performs the rotation speed increasing action;
step SA112: on the other hand, if any one of the conditions in step SA111 is not satisfied, the compressor 1 performs a rotation-down operation,
When the system enters the second mode of operation, its equivalent thermal management system is shown in FIG. 6. At this point, all the components are engaged in the job.
In the second operation mode, the refrigerant gas in the high-temperature and high-pressure state discharged from the compressor 1 enters the interior condenser 2A, exchanges heat with the low-temperature gas introduced from the blower 9A in the air conditioning unit assembly 8A, and becomes a medium-temperature and medium-pressure liquid refrigerant. The heated gas discharged from the in-vehicle condenser 2A is further heated by the wind heater 10A (APTC) and then enters the passenger compartment, thereby heating the passenger compartment. On the other hand, the medium-temperature medium-pressure liquid refrigerant from the interior condenser 2A is divided into two paths, and the first path enters the low-pressure heat absorber 5 through the first throttling device 3 and exchanges heat with low-temperature gas or cooling liquid to become low-temperature low-pressure nearly saturated gaseous refrigerant; the second path is throttled into low-temperature low-pressure two-phase state refrigerant by the second throttling device 4 and enters the second heat exchanger 6 to exchange heat with the heating device 7 (a motor and other heating components) of the vehicle, so that the waste heat of the motor and other heating devices is recovered and released to the air side in the interior condenser 2A, and the air side is heated by the air conditioning box assembly 8A, so that the energy consumption can be further reduced. At the same time, the low-temperature low-pressure nearly saturated gaseous refrigerant (second path) exiting the second heat exchanger 6 merges with the low-temperature low-pressure nearly saturated gaseous refrigerant (first path) exiting the low-pressure heat absorber device 5, and enters the compressor 1 to start a new cycle. At this time, the air heater 10A (APTC) is turned on to compensate for the temperature of the air discharged from the interior condenser 2A, and the operating time and power level thereof are changed according to the temperature change in the interior.
The flow of the control method of the second operation mode is shown in fig. 7, and the control method of the thermal management controller 19 mainly includes the following steps:
Step SA21: firstly, judging whether the system is in a second operation mode or not;
step SA22: acquiring an air outlet temperature target Tao and air quantity Gair;
Step SA23: calculating a target air outlet temperature T APTCOUT of the air heater 10A according to the air outlet temperature target Tao and the air quantity Gair;
step SA24: the target outlet air temperature T APTCOUT of the outlet air heater 10A;
Step SA25: the air outlet temperature sensor 23 of the air heater monitors the air outlet temperature T APTC of the air heater in real time, compares the T APTC with the target air outlet temperature T APTCOUT of the air heater 10A, and realizes the feedback regulation of the power of the air heater 10A (APTC);
Step SA26: meanwhile, the motor coolant temperature sensor 11 monitors the motor coolant temperature T EDS. When the temperature T EDS of the motor coolant is greater than the target temperature threshold of the motor coolant, the motor and other electric devices are provided with redundant heat to be utilized, the step SA27 is carried out, otherwise, the step SA28 is carried out;
Step SA27: the opening degree of the second throttling device 4 is adjusted according to the feedback of the target temperature threshold value of the motor cooling liquid;
Step SA28: when the temperature T EDS of the motor cooling liquid is less than the target temperature threshold of the motor cooling liquid, the motor and other electric devices can not utilize redundant heat, and the second throttling device 4 is closed at the moment, and the opening degree of the second throttling device is 0;
step SA29: starting the compressor 1;
Step SA210: the compressor discharge pressure sensor 15 and the compressor suction pressure sensor 16 monitor the compressor discharge pressure Hp and the compressor suction pressure Lp, respectively, and compare the compressor discharge pressure Hp and the compressor suction pressure Lp with threshold values, respectively;
step SA211: when the compressor discharge pressure Hp is less than the threshold value 1 and the compressor suction pressure Lp is more than the threshold value 2, the compressor 1 performs the rotation speed increasing action;
step SA212: otherwise, if any one of the conditions in step SA211 is not satisfied, the compressor 1 performs a rotation speed reduction operation;
step SA213: meanwhile, calculating a system target supercooling degree SC according to an air outlet temperature target Tao and an air quantity Gair;
Step SA214: outputting a target supercooling degree SC of the system;
Step SA215: the compressor discharge pressure sensor 15 monitors the compressor discharge pressure Hp and calculates the condenser outlet pressure Hcondout using the relationship between the compressor discharge pressure Hp and the condenser outlet pressure Hcondout. The interior condenser outlet refrigerant temperature sensor 24 monitors the interior condenser outlet refrigerant temperature Tcondout, calculates the interior condenser outlet subcooling degree SC using the interior condenser outlet pressure Hcondout and the interior condenser outlet refrigerant temperature Tcondout, and compares it with the system target subcooling degree SC, thereby realizing feedback adjustment of the opening degree of the first throttle device 3.
Indirect heating
When the system enters the first mode of operation, its equivalent thermal management system is shown in FIG. 8. At this time, the first throttle device 3 is closed and the low-pressure heat sink 5 is not operated.
In the first operation mode, the refrigerant gas in the high-temperature and high-pressure state discharged from the compressor 1 enters the water-cooled condenser 2B, exchanges heat with the low-temperature cooling liquid, and is cooled to become a medium-temperature and medium-pressure liquid refrigerant. The heated coolant from the water-cooled condenser 2B enters the air conditioning tank assembly 9B, and exchanges heat with the low-temperature gas in the vehicle, thereby heating the passenger compartment. On the other hand, the medium-temperature medium-pressure liquid refrigerant exiting the water-cooled condenser 2B is throttled by the second throttling device 4, becomes a low-temperature low-pressure two-phase refrigerant, enters the second heat exchanger 6, exchanges heat with the heating device 7 (the motor and other heating components) of the vehicle, recovers the waste heat of the motor and other heating devices, releases the waste heat on the cooling liquid side in the water-cooled condenser 2B, and heats the air side by the air conditioning box assembly 9B, so that the energy consumption can be further reduced. At the same time, the low-temperature low-pressure nearly saturated gaseous refrigerant coming out of the second heat exchanger 6 enters the compressor 1, starting a new cycle. At this time, the water heater 8B (WPTC) is turned on to compensate the temperature of the coolant circuit of the air conditioning unit assembly 9B, and the operating time and power thereof are changed according to the temperature change in the vehicle.
The control method flow of the first operation mode is shown in fig. 9, and the control method of the thermal management controller 19 mainly includes the following steps:
Step SB11: firstly, judging whether the system is in a first operation mode or not;
Step SB12: acquiring an air outlet temperature target Tao and air quantity Gair;
step SB13: calculating the target temperature T HVACin of the cooling liquid at the inlet of the air conditioning box assembly according to the target temperature Tao of the air outlet and the air quantity Gair;
step SB14: outputting the target temperature T HVACin of the cooling liquid at the inlet of the air conditioner box assembly;
step SB15: the air conditioning box assembly inlet cooling liquid temperature sensor 14 monitors the air conditioning box assembly inlet cooling liquid temperature T HVAC in real time, compares T HVAC with the air conditioning box assembly inlet cooling liquid target temperature T HVACin, and realizes feedback adjustment of the power of the water heater 8B (WPTC);
step SB16: the motor coolant temperature sensor 11 monitors the motor coolant temperature T EDS. Step SB18 and SB19 are entered when the motor coolant temperature T EDS is greater than the motor coolant target temperature threshold, otherwise step SB17 is entered;
Step SB17: when the temperature T EDS of the motor coolant is less than the target temperature threshold of the motor coolant, the motor and other electric devices are not available with redundant heat, and the compressor 1 is turned off at the moment;
step SB18: when the motor coolant temperature T EDS is larger than the motor coolant target temperature threshold, the opening of the second throttling device 4 is adjusted according to the motor coolant target temperature threshold in a feedback mode;
Step SB19: on the other hand, when the motor coolant temperature T EDS is greater than the motor coolant target temperature threshold, it means that the motor and other electrical devices have excess heat available, and the compressor 1 is started at this time;
Step SB110: the compressor discharge pressure sensor 15 and the compressor suction pressure sensor 16 monitor the compressor discharge pressure Hp and the compressor suction pressure Lp, respectively, and compare the compressor discharge pressure Hp and the compressor suction pressure Lp with threshold values, respectively;
Step SB111: when the compressor discharge pressure Hp is less than the threshold value 1 and the compressor suction pressure Lp is more than the threshold value 2, the compressor 1 performs the rotation speed increasing action;
Step SB112: on the other hand, if any one of the conditions in step SB111 is not satisfied, the compressor 1 performs the rotation speed reducing operation.
When the system enters the second mode of operation, its equivalent thermal management system is shown in FIG. 10. At this point, all the components are engaged in the job.
In the second operation mode, the refrigerant gas in the high-temperature and high-pressure state discharged from the compressor 1 enters the water-cooled condenser 2B, exchanges heat with the low-temperature cooling liquid, and is cooled to become a medium-temperature and medium-pressure liquid refrigerant. The heated coolant from the water-cooled condenser 2B enters the air conditioning tank assembly 9B, and exchanges heat with the low-temperature gas in the vehicle, thereby heating the passenger compartment. On the other hand, the medium-temperature medium-pressure liquid refrigerant from the water-cooled condenser 2B is divided into two paths, wherein the first path enters the low-pressure heat absorber 5 through the first throttling device 3 and exchanges heat with low-temperature gas or cooling liquid to become low-temperature low-pressure nearly saturated gaseous refrigerant; the second path is throttled by the second throttling device 4, becomes low-temperature low-pressure two-phase refrigerant, enters the second heat exchanger 6, exchanges heat with the heating device 7 (the motor and other heating components) of the vehicle, recovers the waste heat of the motor and other heating devices, releases the waste heat to the cooling liquid side in the water-cooled condenser 2B, and heats the air side by the air conditioning box assembly 9B, so that the energy consumption can be further reduced. At the same time, the low-temperature low-pressure nearly saturated gaseous refrigerant (second path) exiting the second heat exchanger 6 merges with the low-temperature low-pressure nearly saturated gaseous refrigerant (first path) exiting the low-pressure heat absorber device 5, and enters the compressor 1 to start a new cycle. At this time, the water heater 8B (WPTC) is turned on to compensate the temperature of the coolant circuit of the air conditioning unit assembly 9B, and the operating time and power thereof are changed according to the temperature change in the vehicle.
The flow of the control method of the second operation mode is shown in fig. 11, and the control method of the thermal management controller 19 mainly includes the following steps:
step SB21: firstly, judging whether the system is in a second operation mode or not;
Step SB22: acquiring an air outlet temperature target Tao and air quantity Gair;
Step SB23: calculating the target temperature T HVACin of the cooling liquid at the inlet of the air conditioning box assembly according to the target temperature Tao of the air outlet and the air quantity Gair;
step SB24: outputting the target temperature T HVACin of the cooling liquid at the inlet of the air conditioner box assembly;
Step SB25: the air conditioning box assembly inlet cooling liquid temperature sensor 14 monitors the air conditioning box assembly inlet cooling liquid temperature T HVAC in real time, and the T HVAC is compared with the air conditioning box assembly inlet cooling liquid target temperature T HVACin to realize feedback adjustment of the power of the water heater 8B (WPTC);
step SB26: meanwhile, the motor coolant temperature sensor 11 monitors the motor coolant temperature T EDS. When the temperature T EDS of the motor coolant is greater than the target temperature threshold of the motor coolant, the motor and other electric devices are provided with redundant heat to be utilized, the step SB27 is entered, otherwise, the step SB28 is entered;
step SB27: the opening degree of the second throttling device 4 is adjusted according to the feedback of the target temperature threshold value of the motor cooling liquid;
step SB28: when the temperature T EDS of the motor cooling liquid is less than the target temperature threshold of the motor cooling liquid, the motor and other electric devices can not utilize redundant heat, and the second throttling device 4 is closed at the moment, and the opening degree of the second throttling device is 0;
step SB29: starting the compressor 1;
Step SB210: the compressor discharge pressure sensor 15 and the compressor suction pressure sensor 16 monitor the compressor discharge pressure Hp and the compressor suction pressure Lp, respectively, and compare the compressor discharge pressure Hp and the compressor suction pressure Lp with threshold values, respectively;
step SB211: when the compressor discharge pressure Hp is less than the threshold value 1 and the compressor suction pressure Lp is more than the threshold value 2, the compressor 1 performs the rotation speed increasing action;
step SB212: otherwise, if any one of the conditions in step SB211 is not satisfied, the compressor 1 performs a rotation speed reducing operation;
step SB213: meanwhile, calculating a system target supercooling degree SC according to an air outlet temperature target Tao and an air quantity Gair;
step SB214: outputting a target supercooling degree SC of the system;
Step SB215: the compressor discharge pressure sensor 15 monitors the compressor discharge pressure Hp and calculates the water-cooled condenser outlet pressure Hwcdsout using the relationship between the compressor discharge pressure Hp and the water-cooled condenser outlet pressure Hwcdsout. The water-cooled condenser outlet refrigerant temperature sensor 17 monitors the water-cooled condenser outlet refrigerant temperature Twcdsout, calculates the water-cooled condenser outlet supercooling degree SC by using the water-cooled condenser outlet pressure Hwcdsout and the water-cooled condenser outlet refrigerant temperature Twcdsout, compares the calculated water-cooled condenser outlet supercooling degree SC with the system target supercooling degree SC, and realizes feedback adjustment of the opening degree of the first throttling device 3.
In various embodiments of the present invention, it should be understood that the sequence numbers of the foregoing processes do not imply that the execution sequences of the processes should be determined by the functions and internal logic of the processes, and should not be construed as limiting the implementation of the embodiments of the present invention.
Those skilled in the art will appreciate that all or part of the steps of the various embodiments of the invention recited herein can be implemented by computer programs, which can be stored centrally or in a distributed fashion in one or more computer devices, such as in a readable storage medium. The computer device includes Read-Only Memory (ROM), random-access Memory (Random Access Memory, RAM), programmable Read-Only Memory (Programmable Read-Only Memory, PROM), erasable programmable Read-Only Memory (Erasable Programmable Read Only Memory, EPROM), one-time programmable Read-Only Memory (OTPROM), electrically erasable programmable Read-Only Memory (EEPROM), compact disc Read-Only Memory (Compact Disc Read-Only Memory, CD-ROM) or other optical disk Memory, magnetic disk Memory, tape Memory, or any other medium capable of being used for carrying or storing data.
It will be appreciated by persons skilled in the art that the above embodiments are provided for illustration only and not for limitation of the invention, and that variations and modifications of the above described embodiments are intended to fall within the scope of the claims of the invention as long as they fall within the true spirit of the invention.

Claims (16)

1. A thermal management system for direct heating of a vehicle, comprising:
a compressor;
the air conditioner box assembly comprises an interior condenser, and an outlet of the compressor is connected with the interior condenser;
The low-pressure heat absorption device and the first throttling device are sequentially connected with each other to form a first loop;
the second throttling device, the second heat exchanger, the compressor and the in-vehicle condenser are sequentially connected to form a second loop;
the second heat exchanger and the low-pressure heat absorber are respectively connected to an inlet of the compressor, and the first throttling device and the second throttling device are respectively connected to the in-vehicle condenser;
the heat management controller is respectively connected with the first throttling device, the second throttling device and the compressor, and adjusts working states of the first throttling device, the second throttling device and the compressor according to at least one in-vehicle sensor data;
Wherein, in a first operation mode, the first throttling means is closed and the low pressure heat sink is not operated;
the compressor discharges refrigerant gas in a high-temperature and high-pressure state to enter the vehicle interior condenser for heat exchange to become medium-temperature medium-pressure liquid refrigerant;
The medium-temperature medium-pressure liquid refrigerant is throttled by a second throttling device to become low-temperature low-pressure two-phase refrigerant and enters a second heat exchanger;
the low-temperature low-pressure two-phase refrigerant exchanges heat with a heating device of the vehicle in the second heat exchanger to become low-temperature low-pressure nearly saturated gaseous refrigerant and enters the compressor, wherein waste heat formed by heat exchange is recovered and released at the air side of the vehicle interior condenser;
in the second operation mode, the refrigerant gas in a high-temperature and high-pressure state is discharged by the compressor and enters the vehicle interior condenser to be subjected to heat exchange to become medium-temperature and medium-pressure liquid refrigerant;
The medium-temperature medium-pressure liquid refrigerant is divided into two paths:
the first path enters a low-pressure heat absorber through a first throttling device, and exchanges heat in the low-pressure heat absorber to become low-temperature low-pressure nearly saturated gaseous refrigerant;
The second path is throttled by a second throttling device to become a low-temperature low-pressure two-phase refrigerant and enter a second heat exchanger, heat exchange is carried out between the low-temperature low-pressure two-phase refrigerant and a heating device of the vehicle in the second heat exchanger to become a low-temperature low-pressure nearly saturated gaseous refrigerant, and waste heat recovery formed by heat exchange is released at the air side of an in-vehicle condenser;
The low-temperature low-pressure nearly saturated gaseous refrigerant formed by the first path and the second path is converged and enters the compressor.
2. The thermal management system for direct heating of a vehicle of claim 1, wherein said air conditioning case assembly further comprises a wind heater that re-heats said interior condenser outlet wind.
3. The thermal management system for direct heating of a vehicle as set forth in claim 2, wherein:
The thermal management controller is connected to the wind heater and adjusts an operating state of the wind heater according to at least one in-vehicle sensor data.
4. A thermal management system for direct heating of a vehicle as claimed in any one of claims 1 to 3, wherein said in-vehicle sensor data comprises the following sensors or combinations thereof:
A motor coolant temperature sensor that outputs a signal corresponding to a motor coolant temperature;
An ambient temperature sensor that outputs a signal corresponding to an ambient temperature;
An air outlet temperature sensor of the air heater for outputting a signal corresponding to APTC air outlet temperature;
A compressor discharge pressure sensor outputting a signal corresponding to a compressor discharge pressure;
A compressor suction pressure sensor for outputting a signal corresponding to a compressor suction pressure;
an interior condenser outlet refrigerant temperature sensor that outputs a signal corresponding to an interior condenser outlet refrigerant temperature;
and an in-vehicle temperature sensor that outputs a signal corresponding to an in-vehicle temperature.
5. A thermal management system for indirect heating of a vehicle, comprising:
a compressor;
The outlet of the compressor is connected with the water-cooled condenser;
the water heater is connected with the water-cooled condenser;
The low-pressure heat absorber and the first throttling device are sequentially connected to form a first loop;
The second throttling device, the second heat exchanger, the compressor and the water-cooled condenser are sequentially connected to form a second loop;
the second heat exchanger and the low-pressure heat absorber are respectively connected to an inlet of the compressor, and the first throttling device and the second throttling device are respectively connected to the water-cooled condenser;
the heat management controller is respectively connected with the first throttling device, the second throttling device and the compressor, and adjusts working states of the first throttling device, the second throttling device and the compressor according to at least one in-vehicle sensor data;
Wherein, in a first operation mode, the first throttling means is closed and the low pressure heat sink is not operated;
Refrigerant gas in a high-temperature and high-pressure state discharged by the compressor enters the water-cooling condenser to be subjected to heat exchange to become medium-temperature medium-pressure liquid refrigerant;
The medium-temperature medium-pressure liquid refrigerant is throttled by a second throttling device to become low-temperature low-pressure two-phase refrigerant and enters a second heat exchanger;
the low-temperature low-pressure two-phase state refrigerant exchanges heat with a heating device of the vehicle in the second heat exchanger to become low-temperature low-pressure nearly saturated gaseous refrigerant and enters the compressor, wherein waste heat formed by heat exchange is recovered and released at the cooling liquid side of the water-cooled condenser;
In a second operation mode, the refrigerant gas in a high-temperature and high-pressure state discharged by the compressor enters the water-cooling condenser to be subjected to heat exchange to become a medium-temperature and medium-pressure liquid refrigerant;
The medium-temperature medium-pressure liquid refrigerant is divided into two paths:
the first path enters a low-pressure heat absorber through a first throttling device, and exchanges heat in the low-pressure heat absorber to become low-temperature low-pressure nearly saturated gaseous refrigerant;
The second path is throttled by a second throttling device to become low-temperature low-pressure two-phase refrigerant and enter a second heat exchanger, heat exchange is carried out between the refrigerant and a heating device of the vehicle in the second heat exchanger to become low-temperature low-pressure nearly saturated gaseous refrigerant, and waste heat recovery formed by heat exchange is released on the cooling liquid side of a water-cooled condenser;
The low-temperature low-pressure nearly saturated gaseous refrigerant formed by the first path and the second path is converged and enters the compressor.
6. The thermal management system for indirect heating of a vehicle of claim 5, further comprising a water heater, an air conditioning tank assembly, and a water pump;
The water-cooled condenser, the water heater, the air conditioning box assembly and the water pump are sequentially connected to form a third loop.
7. The thermal management system for indirect heating of a vehicle of claim 6, wherein:
The thermal management controller is coupled to the water heater and adjusts an operating state of the water heater based on at least one in-vehicle sensor data.
8. The thermal management system for indirect heating of a vehicle of any of claims 5-7, wherein the in-vehicle sensor comprises the following sensors or combinations thereof:
A motor coolant temperature sensor that outputs a signal corresponding to a motor coolant temperature;
An ambient temperature sensor that outputs a signal corresponding to an ambient temperature;
an air conditioner box assembly air outlet temperature sensor for outputting a signal corresponding to the air conditioner box assembly air outlet temperature;
An air conditioning unit assembly inlet coolant temperature sensor for outputting a signal corresponding to an air conditioning unit assembly inlet coolant temperature;
A compressor discharge pressure sensor outputting a signal corresponding to a compressor discharge pressure;
A compressor suction pressure sensor for outputting a signal corresponding to a compressor suction pressure;
a water-cooled condenser outlet refrigerant temperature sensor outputting a signal corresponding to the water-cooled condenser outlet temperature;
and an in-vehicle temperature sensor that outputs a signal corresponding to an in-vehicle temperature.
9. A control method of a thermal management system for direct heating of a vehicle according to any one of claims 1 to 4, comprising:
closing the first throttling device and the low-pressure heat absorbing device;
Acquiring an air outlet temperature target and air quantity, and calculating the air outlet temperature of the air heater target according to the air outlet temperature target and the air quantity so as to adjust the power of the air heater;
monitoring the temperature of the motor cooling liquid, and adjusting the opening of the second throttling device and the opening or closing of the compressor according to the temperature of the motor cooling liquid;
And further acquiring the discharge pressure and the suction pressure of the compressor in the state that the compressor is started, and adjusting the rotation speed of the compressor according to the discharge pressure and the suction pressure of the compressor.
10. The control method according to claim 9, wherein,
The compressor discharges refrigerant gas in a high-temperature and high-pressure state to enter the vehicle interior condenser for heat exchange to become medium-temperature medium-pressure liquid refrigerant;
The medium-temperature medium-pressure liquid refrigerant is throttled by a second throttling device to become low-temperature low-pressure two-phase refrigerant and enters a second heat exchanger;
The low-temperature low-pressure two-phase refrigerant exchanges heat with a heating device of the vehicle in the second heat exchanger to become low-temperature low-pressure nearly saturated gaseous refrigerant and enters the compressor, and waste heat formed by heat exchange is recovered and released at the air side of the vehicle interior condenser.
11. A control method of a thermal management system for direct heating of a vehicle according to any one of claims 1 to 4, comprising:
Acquiring an air outlet temperature target and air quantity, and calculating the air outlet temperature of the air heater target according to the air outlet temperature target and the air quantity so as to adjust the power of the air heater;
monitoring the temperature of the motor cooling liquid, and adjusting the opening of the second throttling device according to the temperature of the motor cooling liquid;
Starting a compressor, obtaining the exhaust pressure of the compressor and the suction pressure of the compressor, and adjusting the rotating speed of the compressor according to the exhaust pressure of the compressor and the suction pressure of the compressor;
And calculating the target supercooling degree of the system according to the air outlet temperature target and the air quantity, and adjusting the opening of the first throttling device according to the target supercooling degree of the system.
12. The control method according to claim 11, characterized in that:
the compressor discharges refrigerant gas in a high-temperature and high-pressure state to enter the vehicle interior condenser for heat exchange to become medium-temperature medium-pressure liquid refrigerant;
The medium-temperature medium-pressure liquid refrigerant is divided into two paths:
the first path enters a low-pressure heat absorber through a first throttling device, and exchanges heat in the low-pressure heat absorber to become low-temperature low-pressure nearly saturated gaseous refrigerant;
The second path is throttled by a second throttling device to become a low-temperature low-pressure two-phase refrigerant and enter a second heat exchanger, heat exchange is carried out between the low-temperature low-pressure two-phase refrigerant and a heating device of the vehicle in the second heat exchanger to become a low-temperature low-pressure nearly saturated gaseous refrigerant, and waste heat recovery formed by heat exchange is released at the air side of an in-vehicle condenser;
The low-temperature low-pressure nearly saturated gaseous refrigerant formed by the first path and the second path is converged and enters the compressor.
13. A control method of a thermal management system for indirect heating of a vehicle according to any one of claims 5 to 8, comprising:
closing the first throttling device and the low-pressure heat absorbing device;
acquiring an air outlet temperature target and air quantity, and calculating the target temperature of the cooling liquid at the inlet of the air conditioning box assembly according to the air outlet temperature target and the air quantity so as to adjust the power of the water heater;
monitoring the temperature of the motor cooling liquid, and adjusting the opening of the second throttling device and the opening or closing of the compressor according to the temperature of the motor cooling liquid;
And further acquiring the discharge pressure and the suction pressure of the compressor in the state that the compressor is started, and adjusting the rotation speed of the compressor according to the discharge pressure and the suction pressure of the compressor.
14. The control method according to claim 13, wherein,
Refrigerant gas in a high-temperature and high-pressure state discharged by the compressor enters the water-cooling condenser to be subjected to heat exchange to become medium-temperature medium-pressure liquid refrigerant;
The medium-temperature medium-pressure liquid refrigerant is throttled by a second throttling device to become low-temperature low-pressure two-phase refrigerant and enters a second heat exchanger;
The low-temperature low-pressure two-phase refrigerant exchanges heat with a heating device of the vehicle in the second heat exchanger to become low-temperature low-pressure nearly saturated gaseous refrigerant and enters the compressor, and waste heat formed by heat exchange is recovered and released on the cooling liquid side of the water-cooled condenser.
15. A control method of a thermal management system for indirect heating of a vehicle according to any one of claims 5 to 8, comprising:
acquiring an air outlet temperature target and air quantity, and calculating the target temperature of the cooling liquid at the inlet of the air conditioning box assembly according to the air outlet temperature target and the air quantity so as to adjust the power of the water heater;
monitoring the temperature of the motor cooling liquid, and adjusting the opening of the second throttling device according to the temperature of the motor cooling liquid;
Starting a compressor, obtaining the exhaust pressure of the compressor and the suction pressure of the compressor, and adjusting the rotating speed of the compressor according to the exhaust pressure of the compressor and the suction pressure of the compressor;
And calculating the target supercooling degree of the system according to the air outlet temperature target and the air quantity, and adjusting the opening of the first throttling device according to the target supercooling degree of the system.
16. The control method according to claim 15, characterized in that:
Refrigerant gas in a high-temperature and high-pressure state discharged by the compressor enters the water-cooling condenser to be subjected to heat exchange to become medium-temperature medium-pressure liquid refrigerant;
The medium-temperature medium-pressure liquid refrigerant is divided into two paths:
the first path enters a low-pressure heat absorber through a first throttling device, and exchanges heat in the low-pressure heat absorber to become low-temperature low-pressure nearly saturated gaseous refrigerant;
The second path is throttled by a second throttling device to become low-temperature low-pressure two-phase refrigerant and enter a second heat exchanger, heat exchange is carried out between the refrigerant and a heating device of the vehicle in the second heat exchanger to become low-temperature low-pressure nearly saturated gaseous refrigerant, and waste heat recovery formed by heat exchange is released on the cooling liquid side of a water-cooled condenser;
The low-temperature low-pressure nearly saturated gaseous refrigerant formed by the first path and the second path is converged and enters the compressor.
CN202211100778.0A 2022-09-09 2022-09-09 Thermal management system for direct and indirect heating of vehicle and control method thereof Active CN115366616B (en)

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