CN117301804A - New energy electric automobile whole automobile thermal management system and method - Google Patents
New energy electric automobile whole automobile thermal management system and method Download PDFInfo
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- CN117301804A CN117301804A CN202311487067.8A CN202311487067A CN117301804A CN 117301804 A CN117301804 A CN 117301804A CN 202311487067 A CN202311487067 A CN 202311487067A CN 117301804 A CN117301804 A CN 117301804A
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Classifications
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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
-
- 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
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
- B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
- B60H1/00899—Controlling the flow of liquid in a heat pump system
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00971—Control systems or circuits characterised by including features for locking or memorising of control modes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/22—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant
- B60H1/2215—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant the heat being derived from electric heaters
- B60H1/2221—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant the heat being derived from electric heaters arrangements of electric heaters for heating an intermediate liquid
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
- B60H2001/00307—Component temperature regulation using a liquid flow
-
- 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
- B60H2001/00935—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 comprising four way valves for controlling the fluid direction
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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 relates to a whole vehicle thermal management system and method of a new energy electric vehicle, wherein the system comprises an air conditioner refrigerant circulation loop, a battery system water circulation loop and a motor electric control system cooling circulation loop; the heat pump architecture is introduced to design, and a three-heat exchanger configuration is used to realize a heat pump system and PTC mixed heating scheme; the cooling circulation loop of the motor electric control system is coupled with the battery loop through a four-way valve, and the integration of multiple components into a single module is realized by designing a pipeline and laying out the positions of the components; the method aims at improving the comfort of passengers and reducing the energy consumption of the whole vehicle, and the self-adaptive fuzzy control method is adopted to realize the comfort temperature of the passenger cabin. The invention can realize overall management of the vehicle and the environmental heat under the working condition of multiple environmental temperatures through high integration of the subsystems, ensure that each part works in the optimal temperature range, ensure the safety of the vehicle and improve the comfort of the human body and the economy of the whole vehicle.
Description
Technical Field
The invention relates to the field of new energy automobiles, in particular to a whole new energy electric automobile thermal management system and method.
Background
The whole vehicle thermal management system is one of key systems for ensuring normal operation of each key component of the electric vehicle. As a main power source of the pure electric vehicle, the motor increases the electric control internal resistance of the motor due to temperature rise, and causes demagnetization of a motor magnet while increasing energy consumption, so that the efficiency of the motor is reduced, and the service life is influenced. The high-efficiency working temperature of the power battery is 20-35 ℃, the activity of the battery can be reduced at low temperature, the charge and discharge performance can be reduced sharply, the chemical reaction rate in the battery can be accelerated at high temperature, the battery can be overheated, and even fire or explosion can be caused. In addition, because the electric automobile does not have an engine, in an air conditioner heating link, waste heat of the engine cannot be used as a stable heat source, and additional heating components are needed to be added, the current main scheme is to use a PTC high-voltage heating module, but too high energy consumption also makes the vehicle to be greatly discounted in winter, so that some drivers are not dared to start the air conditioner in winter, which is an important factor for restricting popularization of the electric automobile in alpine regions at present. Therefore, the thermal management system of the pure electric vehicle becomes extremely important, and the heat of each part of the pure electric vehicle needs to be regulated and controlled in an overall mode, so that the economy of the whole vehicle is improved while the operation of each part of the vehicle is ensured to be in an optimal range.
The heat management system for the pure electric vehicle provided by the patent CN116533715a can flexibly switch the connection modes of all loops according to the heat management requirements of the battery and the passenger cabin, but the loops are independent from each other, and the process that one system heats by using the electric heating system and the other component or system dissipates heat outwards exists, so that the energy utilization is insufficient.
The new energy vehicle whole vehicle heat management system, the whole vehicle heat management control method and the vehicle provided by the patent CN116238321A can realize heat exchange among different loops, but the pipeline structure is complex, the number of parts is large, the system integration level is low, and the cost is high.
The control method of the heat management system of the pure electric vehicle provided by the patent CN116653543A can utilize the four-way valve to realize the work of the heat pump system under the low-temperature working condition, but the four-way valve system is only switched between the refrigerating and heating functions and cannot realize the refrigerating and heating functions at the same time, so that the requirements of demisting in the vehicle cannot be met.
The patent CN109532405a provides a whole electric automobile thermal management system and a control method thereof, which mainly consider reducing battery energy consumption, but do not consider the balance of economy and human comfort, and are not beneficial to real automobile layout.
The patent CN116852936a provides a thermal management system for an electric automobile, which adopts a traditional switch control method, and switches the thermal management control mode by setting a temperature threshold value, so that the temperature fluctuation of the system is large, the comfort of a human body cannot be ensured, and the energy consumption of the automobile is high.
The paper "apple electric automobile thermal management technical research" provides technical innovation on the whole automobile thermal management architecture, but lacks specific data and case research, and related views and conclusions are not verified through simulation or experiment.
The paper "design and research of a whole vehicle heat management system of a certain pure electric vehicle" focuses on analyzing the heat utilization aspect of whole vehicle heat management, and the whole vehicle heat management is not used as an optimization research object in the aspect of vehicle economy through a more accurate control method.
Therefore, a brand new thermal management system for the pure electric vehicle is provided to solve the problems that the components of the thermal management system are independent, the pipeline structure is complex, the demisting requirement cannot be met, and the economical efficiency and the comfort are balanced.
Disclosure of Invention
Aiming at the defects of the prior art, the invention provides a heat management system and a heat management method for a pure electric vehicle, which utilize a multi-channel valve or a pipeline to communicate some or all loops in a battery, a motor electric control system and an air conditioning system to form a large and controllable circulation loop, integrate system components as far as possible, and reduce cost while avoiding energy waste. The expansion device between the heat exchangers under bypass heating by utilizing the three-heat exchanger configuration is convenient to defrost, and the temperature of the passenger cabin cannot be greatly fluctuated. The passenger cabin target temperature self-adaptive control strategy in the thermal management system loop is proposed by comprehensively considering the human comfort and the whole vehicle economy.
The technical solution for realizing the purpose of the invention is as follows: the whole new energy electric automobile thermal management system comprises an air conditioner refrigerant circulation loop, a battery system water circulation loop and a motor electric control system cooling circulation loop:
an air conditioning refrigerant circulation loop in which an HVAC case inner partition isolates an inner condenser to form an individual insulation space; the air conditioning heat (heat pump) circulation loop is of a three-heat exchanger heat pump configuration and is matched with a plurality of bypass valves to perform mode switching, the air conditioning heat (heat pump) circulation loop comprises a compressor, a condenser, a first stop valve, an outdoor heat exchanger, an air conditioning electronic expansion valve, an evaporator and a gas-liquid separator which are sequentially connected in series through pipelines, the gas-liquid separator outputs to the compressor, meanwhile, the air conditioning refrigerant circulation loop further comprises a heating electronic expansion valve, a second stop valve, a wind-heat PTC and a blower, the heating electronic expansion valve is connected with the first stop valve in parallel, the second stop valve is connected with the air conditioning electronic expansion valve in parallel, the wind-heat PTC is used for generating hot air, the blower is used for blowing the hot air to a position needing heating, when in air conditioning refrigeration circulation, the first stop valve and the air conditioning electronic expansion valve are opened, and when in air conditioning heating circulation, the heating electronic expansion valve and the second stop valve are opened.
And the battery system water circulation loop is coupled with the battery cooling liquid loop through the refrigerant circulation on the side of the Chiller to absorb heat in the battery, so that the temperature of the battery is reduced. And the first battery heating circulation loop is used for generating heat by the battery PTC through consuming electric energy of the vehicle, so that cooling liquid in the circulation loop is heated, and the cooling liquid enters the battery liquid cooling plate to realize battery temperature rise through direct contact with the battery pack. The second battery heating circulation loop heats the battery by utilizing the waste heat generated by the motor electric control system in the operation process, and the battery PTC system is activated under the condition of insufficient waste heat to further heat the cooling liquid so as to ensure the temperature of the battery to be raised; the circuit specifically comprises a first water pump, a three-way valve, a Chiller, a battery PTC, a water cooling plate and a battery water supplementing kettle which are sequentially connected in series through pipelines, and also comprises a battery electronic expansion valve and a battery pack, wherein the battery electronic expansion valve is arranged at the input end of the Chiller, the battery electronic expansion valve is communicated with the output end of the outdoor heat exchanger, the output end of the Chiller is also communicated with the input end of the gas-liquid separator, and the battery pack is arranged on one side of the water cooling plate and flows through the water cooling plate through internal water circulation cooling liquid so as to absorb heat generated in the battery pack.
The motor electric control system cooling circulation loop is used for performing circulation cooling by utilizing a low-temperature water tank when the temperature of the motor electric control system exceeds the allowable range of the motor electric control system, and is used for recovering waste heat when the temperature of outlet cooling liquid is higher than the set temperature; the cooling fan is arranged on one side of the low-temperature radiator and used for reducing heat of the low-temperature radiator, the motor is positioned on one side of the oil cooler, and lubricating oil is injected into the motor through the oil cooler to directly take away heat.
Further, the condenser, the wind-heat PTC, the evaporator, and the blower together comprise an HVAC module, which is designed to be installed in the middle of the front cabin in a vehicle. The fan, the low-temperature radiator and the outdoor heat exchanger in the air conditioner refrigerant circulation loop form a front end module together, and the front end module is designed and installed at the front part of a vehicle body framework in a vehicle.
Furthermore, the four-way valve, the battery electronic expansion valve and the Chiller in the battery system water circulation loop form a four-way valve-Chiller integrated module, the four-way valve and the Chiller integrated module are designed and installed near a radiator assembly in a vehicle, and the length of a pipeline in a cooling system is reduced while the front airflow of the vehicle is fully utilized, so that the cooling efficiency is improved.
Further, the water cooling plate is installed near the battery pack, and the coolant is flowed through the water cooling plate by an internal water circulation system to absorb heat generated in the battery pack.
Further, the motor in the cooling circulation loop of the motor electric control system is an oil-cooled motor, heat is directly taken away by injecting lubricating oil into the motor, and the heated lubricating oil is subjected to concentrated heat dissipation to achieve the purpose of stabilizing the temperature.
Further, the first stop valve and the second stop valve are respectively used for independently controlling an air conditioner refrigerating circuit and an air conditioner heating (heat pump) circuit; the first water pump and the second water pump are respectively used for independently controlling the battery and the motor thermal management loop.
The application also discloses a whole vehicle thermal management control method of the pure electric vehicle, so as to realize the self-adaptive control of the comfortable temperature of the passenger cabin, reduce the energy consumption of the whole vehicle while improving the comfort of the passenger, and specifically comprise the following steps:
step 1, building a whole vehicle thermal management physical model containing an air conditioner cabin subsystem in AMEsim based on a designed whole vehicle thermal management architecture block diagram;
step 2, establishing a mathematical model of a human body thermal comfort quantitative index (PMV index) at each moment, namely establishing a PMV index calculator;
step 3, establishing a memory for recording temperature regulation data of the passenger cabin, analyzing the thermal adaptation values of different passengers by using a PMV index calculator established in Step 2, and calculating the average PMV value adapted to the passengers in the period of time to be used as a passenger personalized thermal comfort index (PMVa index), namely determining the PMVa index of the passengers;
step 4, establishing a mathematical model of the real-time target comfort temperature Tcomfort under the current environment information, namely establishing a Tcomfort calculator by utilizing the PMVa index obtained in Step 3;
step 5, setting up mathematical models of Step 2-Step 4 in Matlab/Simulink, establishing a comfortable temperature self-adaptive fuzzy PID controller, carrying out joint simulation with an AMEsim thermal management model established in Step 1 through a joint interface, feeding back the real-time temperature of the passenger cabin obtained in the AMEsim simulation process to Matlab/Simulink, and accurately controlling the temperature of the passenger cabin at a target comfortable temperature by using PID setting, adjusting an operable input variable (namely the rotating speed of an air conditioner compressor) of a system in real time and feeding back the variable to the AMEsim.
Compared with the prior art, the invention has the following beneficial effects:
1. the invention uses multi-channel valve and pipeline to connect the battery, motor electric control and multiple loops in air-conditioning system into a large controllable circulation loop; the design can integrate system components to the maximum extent, avoid energy waste, reduce energy consumption and improve the energy utilization efficiency of the whole vehicle;
2. the temperature of the passenger cabin is stable, and the motor loop radiates heat efficiently; the invention adopts the three-heat exchanger configuration to bypass the expansion device between the heat exchangers for defrosting under heating, thereby avoiding the great fluctuation of indoor temperature and ensuring the stability of the temperature in the passenger cabin; in addition, the oil cooling motor loop is adopted to realize stable control of the motor temperature, the design optimizes a motor thermal management system, and the three-way valve is utilized to effectively utilize the heat in the motor while efficiently radiating the heat, so that the heat energy utilization efficiency of the system is improved;
3. the four-way valve-Chiller integrated module and the front end module in the design and different circulation modes in the battery loop can flexibly switch modes of refrigeration, heating, dehumidification and the like according to different environmental working conditions, so that the thermal management requirements in different scenes are met;
4. the invention adopts a fuzzy controller based on a coupling thermal model and combines the theory of human body thermal comfort to realize the self-adaptive control of the passenger cabin comfort temperature. By adjusting the temperature of the passenger cabin in real time, the comfort of personnel is guaranteed, the energy consumption of the whole vehicle is reduced, and the balance between comfort and economy is realized.
Drawings
Fig. 1 is a diagram of a whole thermal management system architecture of a pure electric vehicle.
Fig. 2 is a flow block diagram of an air conditioner refrigeration cycle refrigerant according to the present invention.
Fig. 3 is a block diagram of the flow of air conditioning heat (heat pump) cycle refrigerant of the present invention.
Fig. 4 is a flow diagram of a battery cooling cycle refrigerant and coolant according to the present invention.
Fig. 5 is a flow block diagram of a battery heating (PTC) circulating coolant of the present invention.
Fig. 6 is a flow diagram of a battery heating (PTC + electric drive waste heat) recirculating coolant of the present invention.
Fig. 7 is a flow diagram of a cooling circulation cooling fluid of the motor electric control system according to the present invention.
FIG. 8 is a simulation comparison of the results of the passenger compartment temperature control of the present invention.
FIG. 9 is a simulation comparison of changes in real-time PMV values in the passenger compartment of the present invention.
Fig. 10 is a graph showing a comparison of simulation of a change law of energy consumption with time in the operation process of the air conditioning system of the present invention.
In the figure: 1-compressor, 2-condenser, 3-heating electronic expansion valve, 4-first stop valve, 5-outdoor heat exchanger, 6-low temperature radiator, 7-cooling fan, 8-air conditioner electronic expansion valve, 9-second stop valve, 10-evaporator, 11-heating PTC, 12-blower, 13-gas-liquid separator, 14-motor water supplementing kettle, 15-second water pump, 16-four-way valve, 17-battery electronic expansion valve, 18-Chiller, 19-electric control system, 20-vehicle charger+DCDC, 21-motor, 22-oil cooler, 23-first water pump, 24-three-way valve, 25-battery PTC, 26-battery pack, 27-water cooling plate, 28-battery water supplementing kettle, 29-front end module, 30-HVAC module, 31-four-way valve-Chiller integrated module.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The terms first, second and the like in the description and in the claims, are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged, as appropriate, such that embodiments of the present application may be implemented in sequences other than those illustrated or described herein, and that the objects identified by "first," "second," etc. are generally of a type and not limited to the number of objects, e.g., the first object may be one or more. Furthermore, in the description and claims, "and/or" means at least one of the connected objects, and the character "/", generally means that the associated object is an "or" relationship.
The whole vehicle thermal management system of the pure electric vehicle provided by the embodiment of the application is described in detail through specific embodiments and application scenes thereof with reference to the accompanying drawings.
Fig. 1 shows a whole vehicle thermal management system architecture diagram of a pure electric vehicle according to an embodiment of the present application, including:
an air conditioner refrigerant circulation loop comprises a compressor 1, a condenser 2, a heating electronic expansion valve 3, a first stop valve 4, an outdoor heat exchanger 5, an air conditioner electronic expansion valve 8, an evaporator 10, a second stop valve 9, a heating PTC11, a blower 12 and a gas-liquid separator 13. The battery system water circulation loop comprises a first water pump 23, a three-way valve 24, a Chiller18, a battery electronic expansion valve 17, a battery PTC25, a battery pack 26, a water cooling plate 27 and a battery water supplementing kettle 28. The motor electric control system cooling circulation loop comprises a low-temperature radiator 6, a cooling fan 7, a motor water supplementing kettle 14, a second water pump 15, a four-way valve 16, an electric control system 19, a vehicle-mounted charger, a DCDC20, a motor 21 and an oil cooler 22.
In the present embodiment, the displacement of the compressor 1 is 35cc, and the condenser 2, the outdoor heat exchanger 5 and the evaporator 10 are all plate fin heat exchangers, which has the advantages of high heat transfer efficiency and compact design. The air conditioning circuit refrigerant adopts R134a, and the heating electronic expansion valve 3 and the air conditioning electronic expansion valve 8 respectively work in an air conditioning heating (heat pump) cycle and an air conditioning refrigeration cycle. The battery and motor loop cooling liquid adopts 50% glycol water solution, the battery PTC25 is hydrothermal PTC, and the cooling liquid in the loop is heated by utilizing heat generated when current passes through, so as to heat the battery pack 26 at low temperature.
The condenser 2, evaporator 10, wind-thermal PTC11, blower 12 together comprise an HVAC30 module, which in a vehicle is designed to be mounted in the middle of the front cabin. The low-temperature radiator 6, the cooling fan 7 and the outdoor heat exchanger 5 in the air conditioner refrigerant circulation circuit together form a front end module 29, which is designed to be mounted on the front part of a vehicle body framework in a vehicle. The four-way valve 16, the battery electronic expansion valve 17 in the battery system water circulation loop and the Chiller18 form a four-way valve-Chiller integrated module 31, the four-way valve-Chiller integrated module is designed and installed near a radiator assembly in a vehicle, and the length of a pipeline in a cooling system is reduced while the cooling efficiency is improved by fully utilizing the airflow in the front of the vehicle.
The water cooling plate 27 is installed near the battery pack 26, and a coolant is flowed through the water cooling plate 27 by an internal water circulation system to absorb heat generated in the battery pack 26. The motor 21 in the motor electric control system cooling circulation loop is an oil-cooled motor, lubricating oil is injected into the motor through the oil cooler 22 to directly take away heat, and the heated lubricating oil is subjected to concentrated heat dissipation to achieve the purpose of stabilizing the temperature.
The first stop valve 4 and the second stop valve 9 are respectively used for independently controlling an air conditioner refrigerating circuit and an air conditioner heating (heat pump) circuit; the first water pump 23 and the second water pump 15 are used to independently control the battery and the motor thermal management circuit, respectively.
The heat pump applied in the embodiment is in a three-heat exchanger configuration, so that the corresponding first stop valve 4 and second stop valve 9 are bypass valves, the switching of the refrigerating and heating modes of the system is finished by controlling the on-off of the bypass valves and the matching of the mode air doors, meanwhile, air can be dehumidified through the evaporator 10 and then sent into the passenger cabin after being heated through the condenser 2, and the problem of frosting of a windshield is effectively solved.
As shown in fig. 2, the flow diagram of the refrigerant in the air conditioning refrigeration cycle according to the embodiment of the present application flows through the compressor 1, the condenser 2, the first stop valve 4, the outdoor heat exchanger 5, the air conditioning electronic expansion valve 8, the evaporator 10, and the gas-liquid separator 13 in this order.
As shown in fig. 3, the flow diagram of the air conditioning heating (heat pump) circulating refrigerant in the embodiment of the present application, the refrigerant flows through the compressor 1, the condenser 2, the heating electronic expansion valve 3, the outdoor heat exchanger 5, the second stop valve 9, and the gas-liquid separator 13 in sequence.
As shown in fig. 4, a block diagram of cooling circulation refrigerant and cooling fluid flow of the battery in the embodiment of the application, the circulation is coupled with a cooling fluid loop of the battery through a refrigerant circulation on the side of the beller 18 to absorb heat in the battery, so as to reduce the temperature of the battery. The refrigerant sequentially flows through the compressor 1, the condenser 2, the first stop valve 4, the outdoor heat exchanger 5, the battery electronic expansion valve 17, the Chiller18 and the gas-liquid separator 13; the cooling liquid flows through the first water pump 23, the three-way valve 24, the Chiller18, the water cooling plate 27, the battery PTC25, the battery pack 26 and the battery water supplementing kettle 28 in sequence.
As shown in fig. 5, a flow diagram of a battery heating (PTC) circulating coolant in an embodiment of the present application, which circulates to heat battery PTC25 by consuming vehicle power, thereby heating the coolant in the circuit, which enters battery water cooling plate 27 to achieve battery warming by direct contact with battery pack 26. The cooling liquid flows through the first water pump 23, the three-way valve 24, the battery PTC25, the water cooling plate 27, the battery pack 26 and the battery water supplementing kettle 28 in sequence.
As shown in fig. 6, a circulating cooling fluid flow chart of battery heating (ptc+electric drive waste heat) in the embodiment of the present application, the circulating cooling fluid flows to the block diagram, and the battery is warmed up by utilizing the waste heat generated by the motor electric control system in the operation process, and in the case of insufficient waste heat, the battery PTC25 system is activated, so as to further heat the cooling fluid, thereby ensuring the battery to warm up. The cooling liquid flows through the first water pump 23, the three-way valve 24, the Chiller18, the four-way valve 16, the second water pump 15, the motor water supplementing kettle 14, the low-temperature radiator 6, the oil cooler 22, the vehicle-mounted charger and DCDC20, the electric control system 19, the water cooling plate 27 and the battery water supplementing kettle 28 in sequence, the water cooling plate 27 is arranged near the battery pack 26, and the cooling liquid flows through the water cooling plate 27 through an internal water circulation system so as to absorb heat generated in the battery pack 26.
As shown in fig. 7, a heat-dissipating circulating cooling fluid flow chart of the motor electric control system according to the embodiment of the present application is provided, and the circulating cooling fluid is circulated by the low-temperature radiator 6 when the temperature of the motor electric control system exceeds the allowable range of the motor electric control system, and is used for recovering waste heat when the temperature of the outlet cooling fluid is higher than the set temperature. The cooling liquid flows through the second water pump 15, the motor water supplementing kettle 14, the low-temperature radiator 6, the oil cooler 22, the vehicle-mounted charger and DCDC20, the electric control system 19 and the four-way valve 16 in sequence, the fan 7 is arranged on one side of the low-temperature radiator 6, the heat of the low-temperature radiator 6 is reduced, lubricating oil is injected into the motor 21 through the oil cooler 22 to directly take away the heat, and the heated lubricating oil is subjected to concentrated heat dissipation to achieve the purpose of stabilizing the temperature.
The invention aims to solve the other technical problem of realizing the self-adaptive control of the target temperature of the passenger cabin so as to improve the comfort of passengers, reduce the energy consumption of the vehicle and achieve the optimal whole vehicle heat management, and specifically comprises the following steps:
step 1, building a whole vehicle thermal management physical model containing an air conditioner cabin subsystem in AMEsim based on a designed whole vehicle thermal management architecture block diagram;
step 2, establishing a mathematical model of a human body thermal comfort quantitative index (PMV index) at each moment, namely establishing a PMV index calculator;
step 3, establishing a memory for recording temperature regulation data of the passenger cabin, analyzing the thermal adaptation values of different passengers by using a PMV index calculator established in Step 2, and calculating the average PMV value adapted to the passengers in the period of time to be used as a passenger personalized thermal comfort index (PMVa index), namely determining the PMVa index of the passengers;
step 4, establishing a mathematical model of the real-time target comfort temperature Tcomfort under the current environment information, namely establishing a Tcomfort calculator by utilizing the PMVa index obtained in Step 3;
step 5, setting up mathematical models of Step 2-Step 4 in Matlab/Simulink, establishing a comfortable temperature self-adaptive fuzzy PID controller, carrying out joint simulation with an AMEsim thermal management model established in Step 1 through a joint interface, feeding back the real-time temperature of the passenger cabin obtained in the AMEsim simulation process to Matlab/Simulink, and accurately controlling the temperature of the passenger cabin at a target comfortable temperature by using PID setting, adjusting an operable input variable (namely the rotating speed of an air conditioner compressor) of a system in real time and feeding back the variable to the AMEsim.
The vehicle-by-vehicle thermal management system for the pure electric vehicle, provided by the invention, is combined with the self-adaptive control method for the target temperature of the passenger cabin, the established fuzzy rules corresponding to the fuzzy PID controller are shown in a table 1, and the human body comfortableness and the vehicle-by-vehicle economy of the passenger cabin refrigeration at high temperature are verified by means of AMESim and Matlab/Simulink software joint simulation modeling based on standard CLTC-P working conditions. The target temperature self-adaptive fuzzy control and the traditional on-off control provided by the embodiment of the invention are simulated and compared at the outdoor environment temperature of 30 ℃, and the simulation results are shown in figures 8-10.
Table 1 (a) fuzzy rule of Kp
(b) Fuzzy rule of Ki
(c) Fuzzy rule of Kd
In the fuzzy rule shown in Table 1, the mapping input value is determined based on the magnitude e of the temperature difference and the magnitude of the change rate ec
The characteristic section obtains a fuzzy value, and determines the values of Kp, ki and Kd at this time by the fuzzy value. The fuzzy subsets of temperature difference e and temperature difference rate ec are { NB, NS, Z, PS, PB }, representing negative large, negative small, zero, positive small, positive large, respectively. The fuzzy subset of Kp is { NB, NBM, NS, ZN, Z, ZP, PS, PSM, PB }, representing negative large, negative small, near zero negative, zero, near zero positive, positive small, positive large, respectively. The fuzzy subsets of Ki are { NB, NBH, NBM, NS, ZN, Z, ZP, PS, PSM, PBH, PB }, representing negative large, negative medium, negative small, near zero negative, zero, near zero positive, positive small, positive large, respectively. The fuzzy subset of Kd is { NB, NBH, NBM, NS, NSM, ZN, Z, ZP, PSM, PS, PBM, PBH, PB }, representing negative large, negative medium large, negative small, negative medium small, near zero negative, zero, near zero positive, medium small, positive small, medium large, positive large, respectively.
Fig. 8 and fig. 9 show the temperature control result of the passenger cabin and the real-time PMV value change in the cabin, respectively, and analysis can obtain that the temperature of the passenger cabin begins to fluctuate when the temperature of the passenger cabin is reduced to be close to the target temperature in a traditional on-off control mode, so that the passenger cabin cannot be stably attached to the target temperature. The fluctuation of the passenger compartment PMV is approximately between-2 and-0.5, and thus the human body may feel sudden cold and hot. That is, although the traditional control strategy has simple logic, the whole temperature control is accurate, the temperature fluctuation is large, and the thermal comfort of passengers is poor. The target temperature self-adaptive fuzzy control provided by the invention always aims at human comfort, so that the reference target temperature controlled by the target temperature self-adaptive fuzzy control is changed along with the adaptive PMV value in real time. When the PMV reaches the comfort state of the occupant (thermal comfort pmva=0.35 of the occupant), the temperature drops to the comfort temperature, and at this time, the calculated target temperature coincides with the actual temperature, and the following control process is almost unchanged, and the PMV is automatically fine-tuned as the environment outside the vehicle and the vehicle speed change, so as to satisfy the thermal comfort of the occupant.
Fig. 10 is a change rule of energy consumption with time in the working process of the air conditioning system, the target temperature self-adaptive fuzzy control can be obtained by analysis, the cumulative energy consumption is 1.27kwh in total after the simulation is finished under the set working condition, and compared with the consumption of 1.83kwh under the traditional on-off control, the energy consumption is saved by 0.56 degrees, namely the energy consumption is saved by 30.6 percent, and the energy saving effect is obvious.
In summary, the beneficial effects of the above embodiment are:
the whole heat management system of the pure electric automobile can realize the efficient utilization of energy. The invention connects a plurality of loops in a battery, a motor electric control and an air conditioning system into a large and controllable circulation loop by utilizing a multi-channel valve or a pipeline. The design can integrate system components to the maximum extent, avoid energy waste, reduce energy consumption and improve the energy utilization efficiency of the whole vehicle.
The whole thermal management system of the pure electric vehicle can realize stable control of the temperature of the passenger cabin, and the motor loop can radiate heat efficiently. The invention adopts the three-heat exchanger configuration to bypass the expansion device between the heat exchangers for defrosting under heating, thereby avoiding great fluctuation of indoor temperature and ensuring the stability of the temperature in the passenger cabin. In addition, the invention adopts the oil cooling motor loop to realize the stable control of the motor temperature, the design optimizes the motor heat management system, utilizes the three-way valve to effectively utilize the heat in the motor while efficiently radiating, and improves the heat energy utilization efficiency of the system.
The whole vehicle thermal management system of the pure electric vehicle can realize flexible system configuration. The four-way valve-Chiller integrated module and the front-end module in the design and different circulation modes in the battery loop can flexibly switch modes of refrigeration, heating, defrosting and the like according to different environmental working conditions, and the thermal management requirements in different scenes are met.
The whole vehicle thermal management system of the pure electric vehicle can realize balance between human comfort and whole vehicle economy. The invention adopts the fuzzy PID controller based on the coupling thermal model, combines the human body thermal comfort theory, and realizes the self-adaptive control of the passenger cabin comfort temperature. By adjusting the temperature of the passenger cabin in real time, the comfort of personnel is guaranteed, the energy consumption of the whole vehicle is reduced, and the balance between comfort and economy is realized.
Claims (10)
1. The whole new energy electric automobile thermal management system is characterized by comprising an air conditioner refrigerant circulation loop, a battery system water circulation loop and a motor electric control system cooling circulation loop, wherein,
the air conditioner refrigerant circulation loop comprises a compressor (1), a condenser (2), a first stop valve (4), an outdoor heat exchanger (5), an air conditioner electronic expansion valve (8), an evaporator (10) and a gas-liquid separator (13) which are sequentially connected in series through pipelines, wherein the gas-liquid separator (13) is output to the compressor (1), meanwhile, the air conditioner refrigerant circulation loop further comprises a heating electronic expansion valve (3), a second stop valve (9), a wind-heat PTC (11) and a blower (12), the heating electronic expansion valve (3) and the first stop valve (4) are connected in parallel, the second stop valve (9) is connected in parallel with the air conditioner electronic expansion valve (8), the wind-heat PTC (11) is used for generating hot air, the blower (12) is used for blowing the hot air to a position needing heating, the first stop valve (4) and the second stop valve (9) are bypass valves, and when in air conditioner refrigeration circulation, the first stop valve (4) and the air conditioner electronic expansion valve (8) are opened, and when in air conditioner refrigeration circulation, the heating electronic expansion valve (3) and the second stop valve (9) are opened.
The battery system water circulation loop comprises a first water pump (23), a three-way valve (24), a Chiller (18), a battery PTC (25), a water cooling plate (27) and a battery water supplementing kettle (28) which are sequentially connected in series through pipelines, and also comprises a battery electronic expansion valve (17) and a battery pack (26), wherein the battery electronic expansion valve (17) is arranged at the input end of the Chiller (18), the battery electronic expansion valve (17) is communicated with the output end of the outdoor heat exchanger (5), the output end of the Chiller (18) is also communicated with the input end of the gas-liquid separator (13), and the battery pack (26) is arranged on one side of the water cooling plate (27) and is used for absorbing heat generated in the battery pack (26) through internal water circulation cooling liquid flowing through the water cooling plate (27);
the motor electric control system cooling circulation loop comprises a second water pump (15), a motor water supplementing kettle (14), a low-temperature radiator (6), an oil cooler (22), a vehicle-mounted charger, a DCDC (20), an electric control system (19) and a four-way valve (16) which are sequentially connected in series through pipelines; the cooling fan (7) is arranged on one side of the low-temperature radiator (6) and used for enhancing the heat exchange capacity of the low-temperature radiator (6), the motor (21) is an oil-cooled motor and is positioned on one side of the oil cooler (22), and lubricating oil is injected into the motor (21) through the oil cooler (22) to directly take away heat.
2. The whole new energy electric vehicle thermal management system according to claim 1, wherein the displacement of the compressor (1) is 35cc.
3. The whole new energy electric vehicle heat management system according to claim 1, wherein the condenser (2), the outdoor heat exchanger (5) and the evaporator (10) are all plate-fin heat exchangers.
4. The system for thermal management of a whole new energy electric vehicle according to claim 1, wherein R134a is used as the refrigerant in the air conditioner refrigerant circulation loop.
5. The heat management system for the whole new energy electric automobile according to claim 1, wherein the cooling liquid in the battery system water circulation loop and the motor electric control system cooling circulation loop adopts 50% glycol water solution.
6. The whole new energy electric vehicle thermal management system according to claim 1, wherein the battery PTC (25) is a hydrothermal PTC, and the heat generated when the current passes is used to heat the coolant in the loop, thereby heating the battery pack (26).
7. The whole new energy electric automobile thermal management system according to claim 1, wherein the condenser (2), the evaporator (10), the wind-heat PTC (11) and the blower (12) form an HVAC integrated module, and the HVAC integrated module is installed in the middle of a front cabin of the automobile.
8. The heat management system for the whole new energy electric automobile according to claim 1, wherein the low-temperature radiator (6), the cooling fan (7) and the outdoor heat exchanger (5) in the air conditioner refrigerant circulation loop form a front end module together, and the front end module is installed at the front part of a vehicle body framework.
9. The whole new energy electric automobile thermal management system according to claim 1, wherein the four-way valve (16), a battery electronic expansion valve (17) and a Chiller (18) in a water circulation loop of the battery system form a four-way valve-Chiller integrated module together, and the four-way valve-Chiller integrated module is installed in a position close to a radiator assembly in a vehicle.
10. A control method for the whole new energy electric vehicle thermal management system according to any of claims 1 to 9, characterized by comprising the following steps:
step 1, building a whole vehicle thermal management physical model containing an air conditioner cabin subsystem in AMEsim based on the framework of the whole vehicle thermal management system of the new energy electric vehicle;
step 2, establishing a quantitative index mathematical model of human body thermal comfort at each moment, namely a PMV index calculator;
step 3, a memory storage for recording temperature regulation data of the passenger cabin is established, a PMV index calculator established by Step 2 is utilized to analyze the thermal adaptation values of different passengers, and calculate the average PMV value adapted to the passengers in the period, and the average PMV value is used as a passenger personalized thermal comfort index, namely a PMVa index;
step 4, establishing a mathematical model of the real-time target comfort temperature Tcomfort under the current environmental information, namely a Tcomfort calculator by utilizing the PMVa index obtained in Step 3;
step 5, building mathematical models from Step 2 to Step 4 in Matlab/Simulink, building a comfortable temperature self-adaptive fuzzy PID controller, performing joint simulation with the whole vehicle thermal management physical model built in Step 1 through a joint interface, feeding back the real-time temperature of the passenger cabin obtained in the simulation process of the whole vehicle thermal management physical model to Matlab/Simulink, setting by using PID, adjusting an operable input variable of a system in real time and feeding back to the whole vehicle thermal management physical model, and accurately controlling the temperature of the passenger cabin at a target comfortable temperature.
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