CN115583132A - Automobile heat management air conditioning system, control method thereof and electric automobile - Google Patents
Automobile heat management air conditioning system, control method thereof and electric automobile Download PDFInfo
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- CN115583132A CN115583132A CN202211333446.7A CN202211333446A CN115583132A CN 115583132 A CN115583132 A CN 115583132A CN 202211333446 A CN202211333446 A CN 202211333446A CN 115583132 A CN115583132 A CN 115583132A
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- 238000004378 air conditioning Methods 0.000 title claims abstract description 43
- 238000000034 method Methods 0.000 title claims abstract description 12
- 238000001816 cooling Methods 0.000 claims description 36
- 238000010438 heat treatment Methods 0.000 claims description 26
- 239000002918 waste heat Substances 0.000 claims description 10
- 238000004891 communication Methods 0.000 claims description 9
- 238000011084 recovery Methods 0.000 claims description 9
- 238000005057 refrigeration Methods 0.000 claims description 4
- 239000003507 refrigerant Substances 0.000 abstract description 39
- 239000007788 liquid Substances 0.000 description 27
- 239000007789 gas Substances 0.000 description 25
- 230000001276 controlling effect Effects 0.000 description 12
- 238000010586 diagram Methods 0.000 description 11
- 230000001502 supplementing effect Effects 0.000 description 8
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 7
- 239000000110 cooling liquid Substances 0.000 description 4
- 229920006395 saturated elastomer Polymers 0.000 description 4
- 238000012986 modification Methods 0.000 description 3
- 230000004048 modification Effects 0.000 description 3
- 239000013589 supplement Substances 0.000 description 3
- 230000001105 regulatory effect Effects 0.000 description 2
- 239000000758 substrate Substances 0.000 description 2
- 239000002826 coolant Substances 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
- B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
- B60H1/00392—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for electric vehicles having only electric drive means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
- B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00485—Valves for air-conditioning devices, e.g. thermostatic valves
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/32—Cooling devices
- B60H1/3204—Cooling devices using compression
- B60H1/3223—Cooling devices using compression characterised by the arrangement or type of the compressor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/32—Cooling devices
- B60H1/3204—Cooling devices using compression
- B60H1/3227—Cooling devices using compression characterised by the arrangement or the type of heat exchanger, e.g. condenser, evaporator
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K11/00—Arrangement in connection with cooling of propulsion units
- B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
- B60K11/04—Arrangement or mounting of radiators, radiator shutters, or radiator blinds
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
-
- 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)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Transportation (AREA)
- Power Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Air-Conditioning For Vehicles (AREA)
Abstract
The invention provides an automobile heat management air-conditioning system and a control method thereof as well as an electric automobile, wherein in the air-conditioning system, an exhaust port of a compressor is communicated with an external heat exchanger through a second throttling element, a second on-off valve is connected with an electric control radiator of a motor in series to form a first branch, a flow path where the first on-off valve is located is a second branch, the two branches are connected in parallel to form a first parallel pipeline, the first parallel pipeline is connected between the external heat exchanger and a first flow path switching valve, the first flow path switching valve is communicated with a battery radiator through a third throttling element, the battery radiator and the first parallel pipeline are communicated with an air suction port of the compressor, the first throttling element is connected with an internal evaporator in series, and the first throttling element is positioned on one side of the internal evaporator close to the first flow path switching valve. The invention has the advantages of simple number of parts and correspondingly reduced cost, and higher operation efficiency because the temperature is adjusted by directly adopting the refrigerant without adopting the heat exchange between the refrigerant and the secondary refrigerant.
Description
Technical Field
The invention belongs to the technical field of air conditioning, and particularly relates to an automobile heat management air conditioning system, a control method thereof and an electric automobile.
Background
The pure electric vehicle is popular with more and more users due to the characteristics of environmental protection and low use cost. Because the battery, the motor and the electric control system need to work at proper temperature, a heat management system needs to be made, and the high-efficiency and energy-saving operation of the whole vehicle is ensured. Patent No. 202010817180.8 discloses a thermal management system, a control method and an electric vehicle, wherein a battery thermal management system adopts a mode of heat exchange between refrigerant and cooling liquid, and the cooling liquid exchanges heat with a battery, and in addition, the battery thermal management system also comprises parts such as a water tank heat exchanger, a cooler, a water pump, a four-way water valve and the like, and has a complex structure and lower heat exchange efficiency.
Disclosure of Invention
Therefore, the invention provides an automobile thermal management air-conditioning system, a control method thereof and an electric automobile, which can solve the technical problems that in the prior art, after heat exchange is carried out between a refrigerant and cooling liquid, the cooling liquid is used as a cooling medium to exchange heat with other heat sources such as a battery and the like, the structure is complex, the adopted parts are large, and the heat exchange efficiency is relatively low.
In order to solve the above problems, the present invention provides an automotive thermal management air conditioning system, which comprises a compressor, an in-vehicle evaporator, a first throttling element, a second throttling element, an out-vehicle heat exchanger, a motor electric control radiator, a first on-off valve, a second on-off valve, a first flow path switching valve, a third throttling element, and a battery radiator, wherein an exhaust port of the compressor is communicated with a first end of the second throttling element through a first pipeline, a second end of the second throttling element is communicated with a first end of the out-vehicle heat exchanger, the second on-off valve is connected in series with the motor electric control radiator to form a first branch path, a flow path where the first on-off valve is located is a second branch path, the first branch path and the second branch path are connected in parallel to form a first parallel pipeline, the first end of the first parallel pipeline is communicated with the second end of the heat exchanger outside the vehicle, the second end of the first parallel pipeline is communicated with the first end of the first flow channel switching valve, the second end of the first flow channel switching valve is communicated with the first end of the battery radiator through the third throttling element, the second end of the battery radiator is communicated with a suction port of the compressor through the second pipeline, the second end of the first parallel pipeline is further communicated with the suction port of the compressor through the third pipeline, the first throttling element and the evaporator inside the vehicle are connected in series on the third pipeline, the first throttling element is located on one side, close to the first flow channel switching valve, of the evaporator inside the vehicle, and a flow path between the first end and the second end of the first flow channel switching valve is controllable to be switched on and switched off.
In some embodiments, the first flow path switching valve further has a third end and a fourth end, the third end of the first flow path switching valve is communicated with the first end of the second throttling element through a fourth pipeline, the fourth end of the first flow path switching valve is communicated with the third pipeline through a fifth pipeline, the third pipeline is further connected with a second flow path switching valve, the second flow path switching valve has a first end communicated with the second end of the battery radiator, a second end communicated with the suction port of the compressor and on the side of the communication point of the fifth pipeline and the second pipeline away from the compressor, and a third end communicated with the discharge port of the compressor through a sixth pipeline.
In some embodiments, the first flow path switching valve is a four-way valve, and/or the second flow path switching valve is a three-way valve.
In some embodiments, the compressor is an air-supplying enthalpy-increasing compressor, the first pipeline is connected with a flash evaporator in series, an air-supplying port of the flash evaporator is in controllable communication with the air-supplying port of the compressor through an air-supplying pipeline, and the fourth pipeline is in communication with the flash evaporator.
In some embodiments, the automotive thermal management air conditioning system further comprises an internal condenser and a fourth throttling element, the internal condenser and the fourth throttling element are sequentially connected in series to form a seventh pipeline, the first pipeline is provided with a third cut-off valve, and a pipeline section where the third cut-off valve is located and a pipeline section where the internal condenser and the fourth throttling element are located form a second parallel pipeline.
In some embodiments, a fourth shutoff valve is connected in series with the air supply line.
The invention also provides a control method of the automobile thermal management air-conditioning system, which is used for controlling the automobile thermal management air-conditioning system and comprises the following steps:
acquiring a working mode of the automobile thermal management air-conditioning system;
and controlling the flow path switching of the first flow path switching valve and the second flow path switching valve and the on-off of the first on-off valve, the second on-off valve, the third on-off valve and the fourth on-off valve according to the working mode.
In some embodiments of the present invention, the substrate is,
when the working mode is a passenger compartment, battery and motor electric control simultaneous cooling mode, the first end and the second end of the first flow path switching valve are controlled to be communicated, the first end and the second end of the second flow path switching valve are controlled to be communicated, the second on-off valve and the third on-off valve are controlled to be communicated, and the first on-off valve and the fourth on-off valve are cut off; or,
when the working mode is a passenger compartment refrigeration mode, controlling the ports of the first flow path switching valve and the second flow path switching valve to be cut off, controlling the first on-off valve and the third on-off valve to circulate, and controlling the second on-off valve and the fourth on-off valve to be cut off; or,
and when the working mode is a battery cooling mode, controlling the first end and the second end of the first flow path switching valve to communicate, controlling the first end and the second end of the second flow path switching valve to communicate, controlling the first on-off valve and the third on-off valve to communicate, and stopping the second on-off valve and the fourth on-off valve.
In some embodiments of the present invention, the substrate is,
when the working mode is a passenger cabin and battery heating and motor waste heat recovery mode, the second end and the third end of the first flow path switching valve are controlled to be communicated, the first end and the fourth end of the first flow path switching valve are controlled to be communicated, the first end and the third end of the second flow path switching valve are controlled to be communicated, the second on-off valve and the fourth on-off valve are controlled to be communicated, and the first on-off valve and the third on-off valve are controlled to be cut off; or,
when the working mode is a passenger compartment heating and battery cooling mode, the second end and the third end of the first flow path switching valve are controlled to be communicated, the first end and the fourth end of the first flow path switching valve are controlled to be blocked, the first end and the second end of the second flow path switching valve are controlled to be communicated, and the second on-off valve, the fourth on-off valve, the first on-off valve and the third on-off valve are all blocked; or,
when the working mode is a passenger compartment heating mode, a battery cooling mode and a motor electric control waste heat recovery mode, the second end and the third end of the first flow path switching valve are controlled to be communicated, the first end and the fourth end of the first flow path switching valve are controlled to be communicated, the first end and the second end of the second flow path switching valve are controlled to be communicated, the second on-off valve and the fourth on-off valve are controlled to be communicated, and the first on-off valve and the third on-off valve are cut off; or,
when the working mode is a battery preheating mode, controlling the second end and the third end of the first flow path switching valve to communicate, the first end and the fourth end of the first flow path switching valve to communicate, the first end and the third end of the second flow path switching valve to communicate, the first on-off valve and the fourth on-off valve to communicate, and the second on-off valve and the third on-off valve to cut off; or,
and when the working mode is a passenger compartment heating mode, controlling the first end and the fourth end of the first flow path switching valve to be communicated, the second end and the third end to be cut off, and all ports of the second flow path switching valve to be cut off, wherein the first on-off valve and the fourth on-off valve are communicated, and the second on-off valve and the third on-off valve are cut off.
The invention also provides an electric automobile which comprises the automobile thermal management air-conditioning system.
According to the automobile heat management air-conditioning system, the control method thereof and the electric automobile, the refrigerant circulation is adopted to regulate and control the temperature of each related part, a water tank and matched parts such as a water pump and the like in the prior art are eliminated, the number of parts is reduced, the cost is correspondingly reduced, and meanwhile, the operation efficiency is higher because the refrigerant is directly adopted to regulate the temperature and the temperature is regulated after the heat exchange between the refrigerant and the secondary refrigerant is not adopted.
Drawings
FIG. 1 is a schematic diagram of a vehicle thermal management air conditioning system according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a system cycle of the thermal management air conditioning system for a vehicle in a passenger compartment, battery and motor electrical control simultaneous cooling mode according to the embodiment of the invention;
FIG. 3 is a schematic diagram of a system cycle for operating a passenger compartment cooling mode of a vehicle thermal management air conditioning system according to an embodiment of the present invention;
FIG. 4 is a schematic diagram of a system cycle of the vehicle thermal management air conditioning system according to an embodiment of the present invention during a battery cooling mode of operation;
FIG. 5 is a schematic diagram of a system cycle when the vehicle thermal management air-conditioning system of the embodiment of the invention operates in a passenger compartment and battery heating and motor waste heat recovery mode;
FIG. 6 is a schematic diagram of a system cycle of the vehicle thermal management air conditioning system according to the embodiment of the present invention during the passenger compartment heating and battery cooling modes;
FIG. 7 is a schematic diagram of a system cycle of the vehicle thermal management air conditioning system according to the embodiment of the present invention in a passenger compartment heating, battery cooling and motor electric control waste heat recovery mode;
FIG. 8 is a schematic diagram of a system cycle of the thermal management air conditioning system for a vehicle according to an embodiment of the present invention during a battery preheating mode;
FIG. 9 is a schematic diagram of a system cycle of the thermal management air conditioning system for a vehicle according to the embodiment of the invention during a passenger compartment heating mode.
The reference numerals are represented as:
1. a compressor; 21. an in-vehicle evaporator; 22. a condenser in the vehicle; 31. a first throttling element; 32. a second throttling element; 33. a third throttling element; 34. a fourth throttling element; 4. an exterior heat exchanger; 5. a motor electric control radiator; 61. a first on-off valve; 62. a second on-off valve; 63. a third shutoff valve; 64. a fourth shutoff valve; 71. a first channel switching valve; 72. a second flow path switching valve; 8. a battery heat sink; 100. a first pipeline; 101. a first branch; 102. a second branch; 200. a second pipeline; 300. a third pipeline; 400. a fourth pipeline; 500. a fifth pipeline; 600. a sixth pipeline; 700. a gas supply pipeline; 800. a seventh pipeline; 91. a flash tank; 92. a gas-liquid separator.
Detailed Description
Referring to fig. 1 to 9 in combination, according to an embodiment of the present invention, there is provided an automotive thermal management air conditioning system, including a compressor 1, an in-vehicle evaporator 21, a first throttling element 31, a second throttling element 32, an out-vehicle heat exchanger 4, a motor-controlled radiator 5, a first on-off valve 61, a second on-off valve 62, a first flow path switching valve 71, a third throttling element 33, and a battery radiator 8, wherein an exhaust port of the compressor 1 is communicated with a first end of the second throttling element 32 through a first pipeline 100, a second end of the second throttling element 32 is communicated with a first end of the out-vehicle heat exchanger 4, the second on-off valve 62 is connected with the motor-controlled radiator 5 in series to form a first branch 101, a flow path in which the first on-off valve 61 is located is a second branch 102, the first branch 101 is connected with the second branch 102 in parallel to form a first parallel pipeline, the first end of the first parallel pipeline is communicated with the second end of the exterior heat exchanger 4, the second end of the first parallel pipeline is communicated with the first end of the first flow path switching valve 71, the second end of the first flow path switching valve 71 is communicated with the first end of the battery radiator 8 through the third throttling element 33, the second end of the battery radiator 8 is communicated with the suction port of the compressor 1 through the second pipeline 200, the second end of the first parallel pipeline is further communicated with the suction port of the compressor 1 through the third pipeline 300, the first throttling element 31 and the interior evaporator 21 are connected in series on the third pipeline 300, the first throttling element 31 is located on the side, close to the first flow path switching valve 71, of the interior evaporator 21, the flow path between the first end and the second end of the first flow path switching valve 71 is controllable, and refrigerant circulation is formed in the air conditioning system. In the technical scheme, the temperature of each related part is regulated and controlled by adopting refrigerant circulation, a water tank and matched parts such as a water pump and the like in the prior art are eliminated, the number of parts is reduced, the cost is correspondingly reduced (by about 30 percent through measurement and calculation), and meanwhile, the operation efficiency is higher because the refrigerant is directly adopted for temperature regulation and the temperature regulation is not carried out after the heat exchange between the refrigerant and the secondary refrigerant is adopted.
In this embodiment, the flow port selection of the first flow path switching valve 71 and the on-off control of the first on-off valve 61 and the second on-off valve 62 can at least satisfy the requirements for simultaneous cooling (cooling) of the passenger compartment, the battery and the motor of the air conditioning system (as shown in fig. 2), the requirement for cooling the individual passenger compartment (as shown in fig. 3) and the requirement for cooling the individual battery (as shown in fig. 4), and the system has a simple structure and is convenient to control.
In some embodiments, the first channel switching valve 71 further has a third end and a fourth end, the third end of the first channel switching valve 71 is communicated with the first end of the second throttling element 32 through a fourth pipeline 400, the fourth end of the first channel switching valve 71 is communicated with the third pipeline 300 through a fifth pipeline 500, the third pipeline 300 is further connected with a second channel switching valve 72, the first end of the second channel switching valve 72 is communicated with the second end of the battery radiator 8, the second end of the second channel switching valve 72 is communicated with the suction port of the compressor 1 and is located at a side of a communication point of the fifth pipeline 500 and the second pipeline 200, which is far away from the compressor 1, and the third end of the second channel switching valve 72 is communicated with the discharge port of the compressor 1 through a sixth pipeline 600. So configured, the air conditioning system of the present invention can meet the requirement of preheating the battery alone, as shown in fig. 8.
The aforementioned first flow path switching valve 71 is a four-way valve, and/or the second flow path switching valve 72 is a three-way valve, so that the connection arrangement of the system piping is further simplified.
In another embodiment, the compressor 1 is an air-supplementing enthalpy-increasing compressor, the flash tank 91 is connected in series to the first pipeline 100, the air supplement port of the flash tank 91 is in controllable communication with the air supplement port of the compressor 1 through an air supplement pipeline 700, and the fourth pipeline 400 is in communication with the flash tank 91, so that the energy efficiency of the air conditioning system in the low-temperature heating mode can be improved. Specifically, referring to fig. 5 to 7 and 9 in combination, the thermal management air conditioning system for an automobile further includes an internal condenser 22 and a fourth throttling element 34, the internal condenser 22 and the fourth throttling element 34 are sequentially connected in series to form a seventh pipeline 800, the first pipeline 100 has a third shutoff valve 63, and a pipeline section where the third shutoff valve 63 is located and a pipeline section where the internal condenser 22 and the fourth throttling element 34 are located form a second parallel pipeline. Therefore, the switching of the operation modes under various heating and temperature rising working conditions can be further formed by controlling the on-off of the third cut-off valve 63. Further, a fourth shutoff valve 64 is connected in series to the gas supply line 700.
The first on-off valve 61, the second on-off valve 62, the third on-off valve 63, and the fourth on-off valve 64 may be implemented by solenoid valves.
According to an embodiment of the present invention, there is also provided a control method of an automotive thermal management air conditioning system, for controlling the automotive thermal management air conditioning system, including the following steps:
acquiring a working mode of an automobile heat management air-conditioning system;
the flow path switching of the first and second flow path switching valves 71 and 72 and the opening and closing of the first, second, third, and fourth on-off valves 61, 62, 63, and 64 are controlled according to the operation mode.
Specifically, referring to fig. 2, when the operation mode is the passenger compartment, battery and motor electrical control simultaneous cooling mode, the first end and the second end of the first flow path switching valve 71 are controlled to communicate, the first end and the second end of the second flow path switching valve 72 communicate, the second on-off valve 62 and the third on-off valve 63 communicate, and the first on-off valve 61 and the fourth on-off valve 64 are controlled to be off, specifically, when the passenger compartment is air-conditioned and started, it is determined that there is a cooling demand, when the battery temperature tmin > 1, and when the battery has a cooling demand, and when the motor or the electrical control temperature tmin > 2, the motor electrical control has a cooling demand, the system circulation flow path is as follows: firstly, the exhaust gas of the compressor 1 passes through the third shut-off valve 63, enters the flash tank 91, passes through the second throttling element 32 (the opening degree of the expansion valve is the largest at this time, and the expansion valve is not throttled), enters the heat exchanger 4 outside the vehicle, the refrigerant gas with high temperature and high pressure is cooled into liquid refrigerant with medium temperature, at this time, the first shut-off valve 61 is closed, the refrigerant passes through the second shut-off valve 62, and then cools the electric control system of the motor, and is divided into two paths, after passing through the first flow path switching valve 71, a part of the refrigerant enters the third throttling element 33, is throttled and reduced into a vapor-liquid two-phase state, passes through the battery radiator 8, and enters the gas-liquid separator 92 through the second flow path switching valve 72; after another part of the refrigerant cools the electric control system of the motor, the refrigerant passes through the first throttling element 31, enters the in-vehicle evaporator 21 after being throttled and depressurized to cool the interior of the vehicle, then enters the gas-liquid separator 92, is converged with the refrigerant for cooling the battery, and then is sucked into the compressor 1 to complete a complete refrigeration cycle, so that the purpose of cooling the battery, the motor and the passenger compartment is achieved.
Referring to fig. 3, when the operation mode is the passenger compartment cooling mode, the first flow path switching valve 71 and the second flow path switching valve 72 are controlled to have respective blocked ports, the first on-off valve 61 and the third on-off valve 63 are controlled to circulate, and the second on-off valve 62 and the fourth on-off valve 64 are controlled to be blocked, specifically, when the passenger compartment has a cooling or defogging requirement, the system circulates as follows, the exhaust gas of the compressor 1 passes through the third on-off valve 63, enters the flash unit 91, passes through the second throttling element 32 (at this time, the expansion valve has the largest opening degree, and is not throttled), enters the exterior heat exchanger 4, the high-temperature and high-pressure refrigerant gas is cooled into a medium-temperature liquid refrigerant, passes through the first on-off valve 61 (the second on-off valve 62), and after the first throttling element 31 is throttled and depressurized, enters the interior evaporator 21, cools the interior of the vehicle, then enters the gas-liquid separator 92, and is sucked into the compressor 1 to complete a cooling cycle, thereby achieving the purpose of cooling the passenger compartment.
Referring to fig. 4, when the operation mode is the battery cooling mode, the first end and the second end of the first flow path switching valve 71 are controlled to communicate with each other, the first end and the second end of the second flow path switching valve 72 are controlled to communicate with each other, the first on-off valve 61 and the third on-off valve 63 are controlled to communicate with each other, and the second on-off valve 62 and the fourth on-off valve 64 are controlled to block each other, specifically, when the battery temperature tmin > tmin is greater than 1 and the battery has a cooling demand, the system circulation flow path is as follows: firstly, the exhaust gas of the compressor 1 enters the flash tank 91 through the third shut-off valve 63 (the fourth throttling element 34 is closed), passes through the second throttling element 32 (the opening degree of the expansion valve is the largest at this time, and is not throttled), enters the exterior heat exchanger 4, the refrigerant gas with high temperature and high pressure is cooled into liquid refrigerant with medium temperature, passes through the first shut-off valve 61 (the second shut-off valve 62 is closed), enters the third throttling element 33 after passing through the first flow path switching valve 71, is throttled and depressurized into a vapor-liquid two-phase state, is cooled by the battery radiator 8, and enters the gas-liquid separator 92 through the second flow path switching valve 72; is sucked into the compressor 1 to complete a complete refrigeration cycle, thereby achieving the purpose of cooling the battery.
Referring to fig. 5, when the operation mode is the passenger compartment and battery heating and motor waste heat recovery mode, the second end and the third end of the first flow path switching valve 71 are controlled to communicate, the first end and the fourth end of the first flow path switching valve are controlled to communicate, the first end and the third end of the second flow path switching valve 72 are controlled to communicate, the second on-off valve 62 and the fourth on-off valve 64 are controlled to communicate, the first on-off valve 61 and the third on-off valve 63 are cut off, specifically, when the passenger compartment has a heating requirement, the battery temperature T is less than T preset 3, and the battery has a heating requirement, the system circulation flow path is as follows, first, the high-temperature and high-pressure exhaust air of the compressor 1 is divided into two parts, one part passes through the condenser 22 in the vehicle to heat the passenger compartment, and the refrigerant is cooled to a high-pressure liquid refrigerant, passes through the fourth throttling element 34 to be throttled to an intermediate pressure, and then enters the flash tank 91; another part of the refrigerant enters the battery radiator 8 through the second flow path switching valve 72, heats the battery, is cooled to a high-pressure liquid state, is throttled to an intermediate pressure by the third throttling element 33, enters the first flow path switching valve 71, and then enters the flash tank 91. The gas rapidly flashed in the flash tank passes through the fourth shut-off valve 64 and enters the compressor through the gas supplementing port of the compressor to complete the gas supplementing circulation; the liquid under the flash tank reaches a saturated state, enters the heat exchanger 4 outside the vehicle after being throttled by the second throttling element 32, exchanges heat with air, then passes through the second stop valve 62, and returns to the compressor 1 for air suction through the first flow path switching valve 71 and the gas-liquid separator 92 after the heat is further absorbed by the electric control radiator 5 of the motor, thereby completing a heating cycle.
Referring to fig. 6, when the operation mode is the passenger compartment heating and battery cooling mode, the second end and the third end of the first flow path switching valve 71 are controlled to communicate, the first end and the fourth end are blocked, the first end and the second end of the second flow path switching valve 72 communicate, the second on-off valve 62, the fourth on-off valve 64, the first on-off valve 61 and the third on-off valve 63 are all blocked, specifically, the passenger compartment is heated, the battery has a cooling requirement, and the requirements of the two are close to each other, and the heat exchanger 4 outside the vehicle is not needed to participate in the system cycle diagram of heat exchange. When the air conditioner in the passenger compartment has a heating requirement, the temperature of the battery T battery is greater than T preset 1, and the battery has a cooling requirement, the circulation flow path of the system is as follows. Firstly, the high-temperature and high-pressure exhaust gas of the compressor 1 enters the in-vehicle condenser 22 to heat the passenger compartment, the refrigerant is cooled into a high-pressure liquid refrigerant after heat exchange is finished, the high-pressure liquid refrigerant passes through the fourth throttling element 34 (with the largest opening degree and without throttling), the first flow path switching valve 71, the third throttling element 33 and the battery radiator 8 to cool the battery, and then the high-temperature and high-pressure exhaust gas enters the gas-liquid separator 92 to return to the compressor 1 to suck air through the second flow path switching valve 72 to complete a cycle.
Referring to fig. 7, when the operation mode is a passenger compartment heating, battery cooling and electric control waste heat recovery mode of the motor, the second end and the third end of the first flow path switching valve 71 are controlled to be communicated, the first end and the fourth end of the first flow path switching valve are controlled to be communicated, the first end and the second end of the second flow path switching valve 72 are controlled to be communicated, the second on-off valve 62 and the fourth on-off valve 64 are controlled to be communicated, the first on-off valve 61 and the third on-off valve 63 are cut off, specifically, the passenger compartment is heated, the battery has a cooling requirement, the waste heat of the motor is recovered, the heat requirement of the cockpit is large, and a system circulation diagram that the heat exchanger 4 outside the vehicle is required to participate in heat exchange is shown. When the passenger compartment has a heating requirement, the battery temperature Tbattery is greater than T preset 1, and the battery has a cooling requirement, the system circulation flow path is as follows: firstly, high-temperature and high-pressure exhaust gas of a compressor 1 passes through an in-vehicle condenser 22 to heat a passenger compartment, the refrigerant is cooled into high-pressure liquid refrigerant, the refrigerant passes through a fourth throttling element 34 and is throttled to intermediate pressure, a part of the refrigerant passes through a first flow path switching valve 71, is throttled by a third throttling element 33, enters a battery radiator 8 to cool a battery, then enters a second flow path switching valve 72, and a gas-liquid separator 92 returns to the compressor 1; the other part of the refrigerant enters the flash tank 91, and the gas flashed fast in the flash tank passes through the fourth shut-off valve 64 and enters the compressor through the gas supplementing port of the compressor to complete the gas supplementing circulation; the liquid under the flash tank reaches a saturated state, enters the heat exchanger 4 outside the vehicle after being throttled by the second throttling element 32, absorbs the heat in the air, then passes through the second stop valve 62, and returns to the compressor 1 for air suction through the first flow path switching valve 71 and the gas-liquid separator 92 after the heat is absorbed by the electric control radiator 5 of the motor, thereby completing a cycle.
Referring to fig. 8, when the operation mode is the battery preheating mode, the second end and the third end of the first flow path switching valve 71, the first end and the fourth end of the first flow path switching valve 71, and the first end and the third end of the second flow path switching valve 72 are controlled to communicate, the first on-off valve 61 and the fourth on-off valve 64 communicate, the second on-off valve 62 and the third on-off valve 63 are controlled to be off, specifically, when the battery temperature tmin is less than T preset 3, and the battery has a heating requirement, the system circulation flow path is as follows: first, the high-temperature and high-pressure exhaust gas from the compressor 1 enters the battery radiator 8 through the second flow path switching valve 72, heats the battery, cools the refrigerant into a high-pressure liquid state, is throttled to an intermediate pressure by the third throttling element 33, enters the first flow path switching valve 71, and then enters the flash tank 91. The gas rapidly flashed in the flash tank passes through the fourth shutoff valve 64 and enters the compressor through the gas supplementing port of the compressor to complete the gas supplementing circulation; the liquid under the flash tank reaches a saturated state, enters the heat exchanger 4 outside the vehicle after being throttled by the second throttling element 32, absorbs the heat in the air, passes through the first on-off valve 61, enters the first flow path switching valve 71, and returns to the compressor 1 for air suction by the gas-liquid separator 92, so that a heating cycle is completed.
Referring to fig. 9, when the operation mode is the passenger compartment heating mode, the first and fourth ends of the first flow path switching valve 71 are controlled to communicate, the second and third ends are controlled to communicate, the ports of the second flow path switching valve 72 are controlled to be blocked, the first and fourth on-off valves 61 and 64 communicate, the second and third on-off valves 62 and 63 are controlled to communicate, specifically, firstly, the high-temperature and high-pressure exhaust gas of the compressor 1 passes through the internal condenser 22 to heat the passenger compartment, the refrigerant is cooled into a high-pressure liquid refrigerant, passes through the fourth throttling element 34, is throttled to an intermediate pressure, and then enters the flash tank 91; the gas rapidly flashed in the flash tank passes through the fourth shut-off valve 64 and enters the compressor through the gas supplementing port of the compressor to complete the gas supplementing circulation; the liquid under the flash evaporator 91 reaches a saturated state, enters the external heat exchanger 4 after being throttled by the second throttling element 32, absorbs the heat in the air, then passes through the first on-off valve 61, passes through the first flow path switching valve 71, and returns to the compressor 1 through the gas-liquid separator 92 for air suction, thereby completing a heating cycle.
Further, based on the pipeline circulation structure shown in fig. 8 or fig. 9, the second on-off valve 62 can be further controlled to circulate, and the first on-off valve 61 can be further controlled to cut off, so that the electric control waste heat recovery of the motor is realized, and the circulation energy efficiency is improved.
In a specific embodiment, T is preset to 1=35 ℃, T is preset to 2=55 ℃, T is preset to 3=10 ℃, and of course, other reasonable values are possible.
According to the embodiment of the invention, the electric automobile is also provided, and the automobile thermal management air-conditioning system is included.
Those skilled in the art will readily appreciate that the advantageous features of the above described modes can be freely combined, superimposed and combined without conflict.
The present invention is not limited to the above preferred embodiments, and any modifications, equivalent substitutions and improvements made within the spirit and principle of the present invention should be included in the protection scope of the present invention. The above is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, several improvements and modifications can be made without departing from the technical principle of the present invention, and these improvements and modifications should also be regarded as the protection scope of the present invention.
Claims (10)
1. An automobile thermal management air conditioning system is characterized by comprising a compressor (1), an in-vehicle evaporator (21), a first throttling element (31), a second throttling element (32), an out-vehicle heat exchanger (4), a motor electric control radiator (5), a first on-off valve (61), a second on-off valve (62), a first flow path switching valve (71), a third throttling element (33) and a battery radiator (8), wherein an exhaust port of the compressor (1) is communicated with a first end of the second throttling element (32) through a first pipeline (100), a second end of the second throttling element (32) is communicated with a first end of the out-vehicle heat exchanger (4), the second on-off valve (62) is connected with the motor electric control radiator (5) in series to form a first shunt branch (101), a flow path of the first on-off valve (61) is a second shunt (102), the first shunt (101) and the second shunt (102) are connected in parallel to form a first parallel pipeline, the first end of the first parallel pipeline is communicated with the first end of the out-vehicle heat exchanger (4), the first shunt (71) is communicated with the first end of the first shunt pipeline, and the first shunt is communicated with the first flow path of the first shunt (71) through the first shunt valve (71), the second end of the battery radiator (8) is communicated with an air suction port of the compressor (1) through a second pipeline (200), the second end of the first parallel pipeline is further communicated with the air suction port of the compressor (1) through a third pipeline (300), the first throttling element (31) and the in-vehicle evaporator (21) are connected to the third pipeline (300) in series, the first throttling element (31) is located on one side, close to the first flow path switching valve (71), of the in-vehicle evaporator (21), and a flow path between the first end and the second end of the first flow path switching valve (71) can be controlled to be switched on and off.
2. The automotive thermal management air-conditioning system according to claim 1, wherein the first flow switching valve (71) further comprises a third end and a fourth end, the third end of the first flow switching valve (71) is communicated with the first end of the second throttling element (32) through a fourth pipeline (400), the fourth end of the first flow switching valve (71) is communicated with the third pipeline (300) through a fifth pipeline (500), a second flow switching valve (72) is further connected to the third pipeline (300), the second flow switching valve (72) comprises a first end communicated with the second end of the battery radiator (8), a second end communicated with a suction port of the compressor (1) and located on the side, away from the compressor (1), of a communication point of the fifth pipeline (500) and the second pipeline (200), and a third end of the second flow switching valve (72) is communicated with a discharge port of the compressor (1) through a sixth pipeline (600).
3. The automotive thermal management air-conditioning system according to claim 2, characterized in that the first flow path switching valve (71) is a four-way valve and/or the second flow path switching valve (72) is a three-way valve.
4. The thermal management air-conditioning system for automobiles according to claim 2 or 3, characterized in that the compressor (1) is an air-supplying enthalpy-increasing compressor, the first pipeline (100) is connected with an flash evaporator (91) in series, an air-supplying port of the flash evaporator (91) is in controllable communication with an air-supplying port of the compressor (1) through an air-supplying pipeline (700), and the fourth pipeline (400) is in communication with the flash evaporator (91).
5. The vehicle thermal management air conditioning system according to claim 4, further comprising an internal condenser (22) and a fourth throttling element (34), wherein the internal condenser (22) and the fourth throttling element (34) are sequentially connected in series to form a seventh pipeline (800), the first pipeline (100) is provided with a third cut-off valve (63), and a pipeline section where the third cut-off valve (63) is located and a pipeline section where the internal condenser (22) and the fourth throttling element (34) are located form a second parallel pipeline.
6. The automotive thermal management air conditioning system according to claim 5, characterized in that a fourth shutoff valve (64) is connected in series on the air supply pipeline (700).
7. A control method for a thermal management air conditioning system of a vehicle, which is used for controlling the thermal management air conditioning system of the vehicle as claimed in claim 6, and comprises the following steps:
acquiring a working mode of the automobile thermal management air-conditioning system;
and controlling the flow path switching of the first flow path switching valve (71) and the second flow path switching valve (72) and the on-off of the first on-off valve (61), the second on-off valve (62), the third on-off valve (63) and the fourth on-off valve (64) according to the working mode.
8. The control method according to claim 7,
when the working mode is a passenger compartment, battery and motor electric control simultaneous cooling mode, the first end and the second end of the first flow path switching valve (71) are controlled to be communicated, the first end and the second end of the second flow path switching valve (72) are controlled to be communicated, the second on-off valve (62) and the third on-off valve (63) are controlled to be communicated, and the first on-off valve (61) and the fourth on-off valve (64) are controlled to be blocked; or,
when the working mode is a passenger compartment refrigeration mode, the first flow path switching valve (71) and the second flow path switching valve (72) are controlled to be respectively provided with each port to be cut off, the first on-off valve (61) and the third on-off valve (63) are controlled to be communicated, and the second on-off valve (62) and the fourth on-off valve (64) are controlled to be cut off; or,
and when the working mode is a battery cooling mode, the first end and the second end of the first flow path switching valve (71) are controlled to be communicated, the first end and the second end of the second flow path switching valve (72) are controlled to be communicated, the first on-off valve (61) and the third on-off valve (63) are controlled to be communicated, and the second on-off valve (62) and the fourth on-off valve (64) are controlled to be blocked.
9. The control method according to claim 7,
when the working mode is a passenger compartment and battery heating and motor waste heat recovery mode, the second end and the third end of the first flow path switching valve (71) are controlled to be communicated, the first end and the fourth end of the first flow path switching valve are controlled to be communicated, the first end and the third end of the second flow path switching valve (72) are controlled to be communicated, the second on-off valve (62) and the fourth on-off valve (64) are controlled to be communicated, and the first on-off valve (61) and the third on-off valve (63) are cut off; or,
when the working mode is a passenger compartment heating and battery cooling mode, the second end and the third end of the first flow path switching valve (71) are controlled to be communicated, the first end and the fourth end are controlled to be cut off, the first end and the second end of the second flow path switching valve (72) are controlled to be communicated, and the second on-off valve (62), the fourth on-off valve (64), the first on-off valve (61) and the third on-off valve (63) are controlled to be cut off; or,
when the working mode is a passenger compartment heating mode, a battery cooling mode and a motor electric control waste heat recovery mode, the second end and the third end of the first flow path switching valve (71) are controlled to be communicated, the first end and the fourth end of the first flow path switching valve are controlled to be communicated, the first end and the second end of the second flow path switching valve (72) are controlled to be communicated, the second on-off valve (62) and the fourth on-off valve (64) are controlled to be communicated, and the first on-off valve (61) and the third on-off valve (63) are controlled to be blocked; or,
when the working mode is a battery preheating mode, controlling the second end and the third end of the first flow path switching valve (71) to be communicated, the first end and the fourth end to be communicated, the first end and the third end of the second flow path switching valve (72) to be communicated, the first on-off valve (61) and the fourth on-off valve (64) to be communicated, and the second on-off valve (62) and the third on-off valve (63) to be cut off; or,
and when the working mode is a passenger compartment heating mode, the first end and the fourth end of the first flow path switching valve (71) are controlled to be communicated, the second end and the third end are controlled to be blocked, all ports of the second flow path switching valve (72) are controlled to be blocked, the first on-off valve (61) and the fourth on-off valve (64) are controlled to be communicated, and the second on-off valve (62) and the third on-off valve (63) are controlled to be blocked.
10. An electric vehicle, characterized by comprising the vehicle thermal management air conditioning system of any one of claims 1 to 6.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211333446.7A CN115583132A (en) | 2022-10-28 | 2022-10-28 | Automobile heat management air conditioning system, control method thereof and electric automobile |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211333446.7A CN115583132A (en) | 2022-10-28 | 2022-10-28 | Automobile heat management air conditioning system, control method thereof and electric automobile |
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| CN115583132A true CN115583132A (en) | 2023-01-10 |
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| CN202211333446.7A Pending CN115583132A (en) | 2022-10-28 | 2022-10-28 | Automobile heat management air conditioning system, control method thereof and electric automobile |
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