CN118182045A - Vehicle thermal management system - Google Patents
Vehicle thermal management system Download PDFInfo
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- CN118182045A CN118182045A CN202211609418.3A CN202211609418A CN118182045A CN 118182045 A CN118182045 A CN 118182045A CN 202211609418 A CN202211609418 A CN 202211609418A CN 118182045 A CN118182045 A CN 118182045A
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- 238000001816 cooling Methods 0.000 claims abstract description 90
- 238000010438 heat treatment Methods 0.000 claims abstract description 55
- 239000003507 refrigerant Substances 0.000 claims abstract description 37
- 238000005057 refrigeration Methods 0.000 claims abstract description 23
- 239000002826 coolant Substances 0.000 claims description 35
- 238000007791 dehumidification Methods 0.000 claims description 12
- 238000000034 method Methods 0.000 claims description 11
- 230000017525 heat dissipation Effects 0.000 claims description 4
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical group O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 134
- 229910002092 carbon dioxide Inorganic materials 0.000 description 67
- 239000007788 liquid Substances 0.000 description 7
- 238000010257 thawing Methods 0.000 description 7
- 238000009434 installation Methods 0.000 description 4
- 238000012423 maintenance Methods 0.000 description 4
- 239000001569 carbon dioxide Substances 0.000 description 3
- 239000002918 waste heat Substances 0.000 description 3
- LYCAIKOWRPUZTN-UHFFFAOYSA-N Ethylene glycol Chemical compound OCCO LYCAIKOWRPUZTN-UHFFFAOYSA-N 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 239000007789 gas Substances 0.000 description 2
- 230000001737 promoting effect Effects 0.000 description 2
- LVGUZGTVOIAKKC-UHFFFAOYSA-N 1,1,1,2-tetrafluoroethane Chemical compound FCC(F)(F)F LVGUZGTVOIAKKC-UHFFFAOYSA-N 0.000 description 1
- 238000004378 air conditioning Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- WGCNASOHLSPBMP-UHFFFAOYSA-N hydroxyacetaldehyde Natural products OCC=O WGCNASOHLSPBMP-UHFFFAOYSA-N 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000003287 optical effect Effects 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 230000005855 radiation Effects 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 238000012546 transfer Methods 0.000 description 1
- 238000010792 warming Methods 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
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Abstract
The invention provides a vehicle heat management system which comprises a CO2 cold and hot combined supply module, a secondary refrigerant cooling module and a secondary refrigerant heating module. The CO2 cold and hot combined supply module comprises an evaporator and an air cooler, wherein the evaporator comprises a first channel and a second channel which are independent from each other, and the first channel is connected in series in the CO2 cold and hot combined supply loop; the air cooler comprises a third channel and a fourth channel which are independent from each other, and the third channel is connected in series in the CO2 cold and hot combined supply loop; the secondary refrigerant cooling module comprises a first control valve, an in-vehicle cold air core body, a second control valve, a battery heat exchange unit and a third control valve which are sequentially connected in series, and two ends of the secondary refrigerant cooling module after being connected in series are respectively connected with two ends of a second channel of an evaporator of the CO2 cold and heat combined supply module; the secondary refrigerant thermal module comprises a motor electric control cooling unit, a fourth control valve, an outdoor heat exchanger, a fifth control valve and a sixth control valve which are sequentially connected in series, and two ends of the secondary refrigerant thermal module after being connected in series are respectively connected with two ends of a fourth channel of an air cooler of the CO2 cold and heat combined supply module. The refrigeration mode is efficient.
Description
Technical Field
The invention relates to the field of new energy automobile thermal management, in particular to a vehicle thermal management system.
Background
The new energy automobile has the advantages of environmental protection and rapid development in recent years. More and more people begin to use new energy automobiles.
The existing refrigerant R134a of the automobile thermal management air conditioning system is eliminated at home and abroad due to the too high global warming potential GWP, and environment-friendly alternative working media are screened. The most promising alternative environment-friendly working medium is carbon dioxide, and a cold and hot combined supply carbon dioxide refrigeration heat pump unit module applied to new energy automobiles currently exists and comprises a carbon dioxide refrigeration compressor, a heat regenerator, a gas-liquid separator, a gas cooler and an evaporator. The air cooler is responsible for providing heat for the load circuit, and the evaporator is responsible for providing heat for the load circuit.
How to effectively utilize this module in an automotive thermal management system is a current problem that needs to be solved.
Disclosure of Invention
The invention aims to provide a vehicle thermal management system, which realizes that a CO2 cold and hot combined supply module supplies cold for a cold air core in a vehicle and cools a vehicle battery, and a motor dissipates heat through an outdoor heat exchanger environment, so that the overall efficiency is high.
It is a further object of the present invention to provide for a modular vehicle thermal management system that improves ease of installation and maintenance.
In order to achieve the above object, the present invention provides a vehicle thermal management system, which includes a CO2 cold and hot combined supply module including an evaporator and an air cooler, wherein the evaporator includes a first channel and a second channel that are independent from each other, and the first channel is connected in series in a CO2 cold and hot combined supply loop; the air cooler comprises a third channel and a fourth channel which are independent from each other, and the third channel is connected in series in the CO2 cold and hot combined supply loop; characterized in that the system further comprises:
The secondary refrigerant cooling module comprises a first control valve, an in-car cold air core body, a second control valve, a battery heat exchange unit and a third control valve which are sequentially connected in series, and two ends of the serially connected secondary refrigerant cooling module are respectively connected with two ends of the second channel;
the secondary refrigerant thermal module comprises a motor electric control cooling unit, a fourth control valve, an outdoor heat exchanger, a fifth control valve and a sixth control valve which are sequentially connected in series, and two ends of the serially connected secondary refrigerant thermal module are respectively connected with two ends of a fourth channel;
and in a refrigeration mode, the CO2 cold and hot combined supply module is started, and the first control valve, the second control valve, the third control valve, the fourth control valve, the fifth control valve and the sixth control valve are communicated.
Optionally, in the coolant cooling module, a first end of the second channel is connected to a first end of the first control valve, a second end of the first control valve is connected to a first end of the cold air core in the vehicle, a second end of the cold air core in the vehicle is connected to a first end of the second control valve, a second end of the second control valve is connected to a first end of the battery heat exchange unit, a second end of the battery heat exchange unit is connected to a first end of the third control valve, and a second end of the third control valve is connected to a second end of the second channel;
In the coolant thermal module, a first end of a fourth channel of the air cooler is connected with a first end of the motor electric control cooling unit, a second end of the motor electric control cooling unit is connected with a first end of the fourth control valve, a second end of the fourth control valve is connected with a first end of the outdoor heat exchanger, a second end of the outdoor heat exchanger is connected with a first end of the fifth control valve, a second end of the fifth control valve is connected with a first end of the sixth control valve, and a second end of the sixth control valve is connected with a second end of the air cooler.
Optionally, the secondary refrigerant thermal module further comprises an in-vehicle warm air core and a seventh control valve; the third end of the fourth control valve is connected with the first end of the in-vehicle warm air core, the second end of the in-vehicle warm air core is connected with the first end of the seventh control valve, and the second end of the seventh control valve is connected with the first end of the outdoor heat exchanger; wherein the method comprises the steps of
In the refrigeration mode, the first end of the fourth control valve is communicated with the second end of the fourth control valve, and the seventh control valve is turned off;
in a vehicle cabin dehumidification mode, the CO2 cold and hot combined supply module is started, the first control valve, the second control valve, the third control valve, the fifth control valve, the sixth control valve and the seventh control valve are communicated, and the first end of the fourth control valve is communicated with the third end of the fourth control valve.
Optionally, the first control valve is a three-way valve, and a third end of the first control valve is connected with a first end of the battery heat exchange unit; the secondary refrigerant thermal module further comprises an eighth control valve, wherein the first end of the eighth control valve is connected with the second end of the in-vehicle warm air core, and the second end of the eighth control valve is connected with the first end of the sixth control valve; wherein the method comprises the steps of
In the refrigeration mode and the cabin dehumidification mode, the first end of the first control valve is communicated with the second end of the first control valve, and the eighth control valve is turned off;
in the first heating mode, the CO2 cold and hot combined supply module is started, the first end of the first control valve is communicated with the third end of the first control valve, the first end of the fourth control valve is communicated with the third end of the fourth control valve, the second control valve, the fifth control valve and the seventh control valve are turned off, and the third control valve, the sixth control valve and the eighth control valve are communicated.
Optionally, the third control valve is a three-way valve, and a third end of the third control valve is connected with the first end of the outdoor heat exchanger; the secondary refrigerant cooling module further comprises a ninth control valve, wherein the first end of the ninth control valve is connected with the first end of the battery heat exchange unit, and the second end of the ninth control valve is connected with the second end of the outdoor heat exchanger; wherein the method comprises the steps of
The first end of the third control valve is communicated with the second end of the third control valve in the refrigeration mode, the cabin dehumidification mode and the first heating mode, and the ninth control valve is turned off;
In the second heating mode, the CO2 cold and hot combined supply module is started, the first end of the first control valve is communicated with the third end of the first control valve, the second end of the third control valve is communicated with the third end of the third control valve, the first end of the fourth control valve is communicated with the third end of the fourth control valve, the second control valve, the fifth control valve and the seventh control valve are turned off, and the sixth control valve, the eighth control valve and the ninth control valve are communicated.
Optionally, the sixth control valve is a three-way valve, and a third end of the sixth control valve is connected with the first end of the battery heat exchange unit; the secondary refrigerant cooling module further comprises a tenth control valve, wherein the first end of the tenth control valve is connected with the second end of the battery heat exchange unit, and the second end of the tenth control valve is connected with the first end of the motor electric control cooling unit; wherein the method comprises the steps of
The first end of the sixth control valve is communicated with the second end of the sixth control valve, and the tenth control valve is turned off in the refrigeration mode, the cabin dehumidification mode, the first heating mode and the second heating mode;
And under the heat dissipation mode of the three-electric-passage outdoor heat exchanger, the CO2 cold and hot combined supply module is closed, the first control valve, the second control valve, the third control valve, the seventh control valve, the eighth control valve and the ninth control valve are closed, the first end of the fourth control valve is communicated with the second end of the fourth control valve, the first end of the sixth control valve is communicated with the third end of the sixth control valve, and the fifth control valve and the tenth control valve are communicated.
Optionally, in the third heating mode, the CO2 cold and hot combined supply module is turned off, the fifth control valve, the seventh control valve and the tenth control valve are turned on, the first end of the fourth control valve is turned on with the third end of the fourth control valve, the first end of the sixth control valve is turned on with the third end of the sixth control valve, and the first control valve, the second control valve, the third control valve, the eighth control valve and the ninth control valve are turned off.
Optionally, in the cold start battery preheating mode, the CO2 cold and hot combined supply module is turned off, a first end of the first control valve is turned on with a third end of the first control valve, a first end of the third control valve is turned on with a second end of the third control valve, and the second control valve, the fourth control valve, the fifth control valve, the sixth control valve, the seventh control valve, the eighth control valve, the ninth control valve and the tenth control valve are turned off.
Optionally, in the cooling mode of the slow-charging battery, the CO2 cold-hot combined supply module is turned off, a first end of the first control valve is turned on with a third end of the first control valve, a second end of the third control valve is turned on with a third end of the third control valve, the ninth control valve is turned on, and the second control valve, the fourth control valve, the fifth control valve, the sixth control valve, the seventh control valve, the eighth control valve and the tenth control valve are turned off.
Optionally, in the fourth heating mode, the CO2 cold and hot combined supply module is turned off, the first end of the fourth control valve is turned on with the third end of the fourth control valve, the first end of the sixth control valve is turned on with the third end of the sixth control valve, the eighth control valve and the tenth control valve are turned on, and the first control valve, the second control valve, the third control valve, the fifth control valve, the seventh control valve and the ninth control valve are turned off. .
In the invention, a vehicle thermal management system comprises a CO2 cold-hot combined supply module, a secondary refrigerant cooling module and a secondary refrigerant thermal module. The CO2 cold and hot combined supply module comprises an evaporator and an air cooler, wherein the evaporator comprises a first channel and a second channel which are independent from each other, and the first channel is connected in series in the CO2 cold and hot combined supply loop; the air cooler comprises a third channel and a fourth channel which are independent from each other, and the third channel is connected in series in the CO2 cold and hot combined supply loop; the secondary refrigerant cooling module comprises a first control valve, an in-vehicle cold air core body, a second control valve, a battery heat exchange unit and a third control valve which are sequentially connected in series, and two ends of the secondary refrigerant cooling module after being connected in series are respectively connected with two ends of a second channel of an evaporator of the CO2 cold and heat combined supply module; the secondary refrigerant thermal module comprises a motor electric control cooling unit, a fourth control valve, an outdoor heat exchanger, a fifth control valve and a sixth control valve which are sequentially connected in series, and two ends of the secondary refrigerant thermal module after being connected in series are respectively connected with two ends of a fourth channel of an air cooler of the CO2 cold and heat combined supply module. The vehicle thermal management system is started by the CO2 cold and hot combined supply module in a refrigerating mode, the first control valve, the second control valve, the third control valve, the fourth control valve, the fifth control valve and the sixth control valve are communicated, the CO2 cold and hot combined supply module cools the battery while being an in-vehicle cold air core, the electric motor cooling unit dissipates heat through the outdoor heat exchanger, the efficiency is high, and in addition, the modular structure is convenient and rapid in installation, maintenance and replacement.
The foregoing description is only an overview of the present invention, and is intended to be implemented in accordance with the teachings of the present invention in order that the technical means thereof may be more clearly understood, and in order that the foregoing and other objects, features and advantages of the present invention may be more readily understood, reference will now be made to the following detailed description of the invention.
The above, as well as additional objectives, advantages, and features of the present invention will become apparent to those skilled in the art from the following detailed description of a specific embodiment of the present invention when read in conjunction with the accompanying drawings.
Drawings
Some specific embodiments of the invention will be described in detail hereinafter by way of example and not by way of limitation with reference to the accompanying drawings. The same reference numbers will be used throughout the drawings to refer to the same or like parts or portions. It will be appreciated by those skilled in the art that the drawings are not necessarily drawn to scale. In the accompanying drawings:
Fig. 1 is an overall structural diagram of a vehicle thermal management system according to an embodiment of the present invention.
Detailed Description
Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.
It should be noted that the technical features of the embodiments and the alternative embodiments of the present invention may be combined with each other without conflict.
Fig. 1 is an overall structural diagram of a vehicle thermal management system according to an embodiment of the present invention. Referring to FIG. 1, a vehicle thermal management system 10 includes a CO2 combined cooling and heating module 100, a coolant cooling module 200, and a coolant heating module 300. The CO2 cold and hot combined supply module 100 comprises an evaporator 110 and an air cooler 120, wherein the evaporator 110 comprises a first channel 111 and a second channel 112 which are independent from each other, and the first channel 111 is connected in series in the CO2 cold and hot combined supply loop; the air cooler 120 comprises a third channel 121 and a fourth channel 122 which are independent from each other, and the third channel 121 is connected in series in the CO2 cold and hot combined supply loop. Specifically, the CO2 cold and hot combined supply module 100 further includes a gas-liquid separator 130, a regenerator 140, a CO2 refrigeration compressor 150, a drier-filter 160, and an electronic expansion valve 170. One end of the first channel 111 of the evaporator 110 is connected to the inlet of the gas-liquid separator 130, the outlet of the gas-liquid separator 130 is connected to the first inlet 141 of the regenerator 140, the first outlet 142 of the regenerator 140 is connected to the inlet of the CO2 refrigeration compressor 150, the outlet of the CO2 refrigeration compressor 150 is connected to the first end a of the third channel 121 of the air cooler 120, the second end b of the third channel 121 of the air cooler 120 is connected to the second inlet 143 of the regenerator 140, the second outlet 144 of the regenerator 140 is connected to the inlet of the dry filter 160, the outlet of the dry filter 160 is connected to the inlet of the electronic expansion valve 170, and the outlet of the electronic expansion valve 170 is connected to the second end b of the first channel 111 of the evaporator 110.
In the working state of the CO2 cold and hot combined supply module 100, after CO2 is compressed by the CO2 refrigeration compressor 150 and discharged from the outlet of the CO2 refrigeration compressor 150, the CO2 sequentially passes through the third channel 121 of the air cooler 120, the second inlet 143 of the heat regenerator 140, the second outlet 144 of the heat regenerator 140, the dry filter 160, the electronic expansion valve 170, the first channel 111 of the evaporator 110, the gas-liquid separator 130, the first inlet 141 of the heat regenerator 140, and the second outlet 144 of the heat regenerator 140, and finally returns to the CO2 refrigeration compressor 150 through the inlet of the CO2 refrigeration compressor 150.
In addition, a first liquid-viewing mirror 180 and a filling port 190 are sequentially disposed on a pipeline between the first end a of the evaporator 110 and the inlet of the gas-liquid separator 130, a second liquid-viewing mirror 191 is disposed on a pipeline between the outlet of the gas-liquid separator 130 and the inlet of the CO2 refrigeration compressor 150, a safety valve 192 and a high-pressure switch 193 are sequentially disposed on a pipeline between the outlet of the CO2 refrigeration compressor 150 and the inlet of the gas cooler 120, and a third liquid-viewing mirror 194 is disposed between the second outlet 144 of the regenerator 140 and the inlet of the dry filter 160.
The coolant-cooling module 200 includes a first control valve 210, an in-vehicle cool air core 220, a second control valve 230, a battery heat exchange unit 240, and a third control valve 250, which are sequentially connected in series, and two ends of the series are respectively connected with two ends of the second channel 112. Specifically, the first end a of the first control valve 210 is connected to the first end a of the second passage 112, the second end b of the first control valve 210 is connected to the first end a of the in-vehicle cool air core 220, the second end b of the in-vehicle cool air core 220 is connected to the first end a of the second control valve 230, the second end b of the second control valve 230 is connected to the first end a of the battery heat exchange unit 240, the second end b of the battery heat exchange unit 240 is connected to the first end a of the third control valve 250, and the second end b of the third control valve 250 is connected to the second end b of the evaporator 110.
The coolant thermal module 300 includes a motor electrically controlled cooling unit 310, a fourth control valve 320, an outdoor heat exchanger 330, a fifth control valve 340, and a sixth control valve 350, which are sequentially connected in series, and the two ends of the series are respectively connected with the two ends of the fourth channel 122. Specifically, the first end a of the fourth passage 122 of the air cooler 120 is connected to the first end a of the motor-controlled cooling unit 310, the second end b of the motor-controlled cooling unit 310 is connected to the first end a of the fourth control valve 320, the second end b of the fourth control valve 320 is connected to the first end a of the outdoor heat exchanger 330, the second end b of the outdoor heat exchanger 330 is connected to the first end a of the fifth control valve 340, the second end b of the fifth control valve 340 is connected to the first end a of the sixth control valve 350, and the second end b of the sixth control valve 350 is connected to the second end b of the air cooler 120.
Wherein the secondary refrigerant can be glycol solution. The ends of the battery heat exchange unit 240 and the motor electric control cooling unit 310 are both in the form of a temperature equalizing plate, namely, the plate is hollow, and the temperature equalizing plate is tightly combined with a battery or a motor electric control to realize heat transfer. The outdoor heat exchanger is a micro-channel heat exchanger.
In the cooling mode, the CO2 combined heat and power module 100 is started, and the first control valve 210, the second control valve 230, the third control valve 250, the fourth control valve 320, the fifth control valve 340 and the sixth control valve 350 are turned on. In the coolant cooling circuit, coolant flows out from the first end a of the second channel 112, flows through the first control valve 210, the cold air core 220 in the vehicle, the second control valve 230, the battery heat exchange unit 240 and the third control valve 250 in sequence to reach the second end b of the second channel 112, and circulates, and the coolant in the cooling circuit is cooled by the coolant in the first channel 111 when flowing through the second channel 112; in the coolant heat circuit, the coolant flows out from the first end a of the fourth channel 122, flows through the motor electric control cooling unit 310, the fourth control valve 320, the outdoor heat exchanger 330, the fifth control valve 340 and the sixth control valve 350 in sequence to the second end b of the fourth channel 122, and circulates, and the coolant in the heat circuit is heated by the coolant in the third channel 121 while flowing through the fourth channel 122.
In the embodiment of the invention, based on the overall structure of the vehicle thermal management system 10, the CO2 combined cooling and heating module 100 is started in the cooling mode of the vehicle thermal management system 10, the first control valve 210, the second control valve 230, the third control valve 250, the fourth control valve 320, the fifth control valve 340 and the sixth control valve 350 are conducted, the evaporator 110 of the CO2 combined cooling and heating module 100 provides cooling capacity for the cold air core 220 in the vehicle and cools the battery, the electric motor control cooling unit 310 dissipates heat through the environment, the efficiency is high, and in addition, the modular structure is convenient and quick in installation, maintenance and replacement.
In some embodiments of the invention, the coolant thermal module 300 further includes an in-vehicle warm air core 360 and a seventh control valve 370; the fourth control valve 320 is a three-way valve, the third end c of the fourth control valve 320 is connected to the first end a of the in-vehicle warm air core 360, the second end b of the in-vehicle warm air core 360 is connected to the first end a of the seventh control valve 370, and the second end b of the seventh control valve 370 is connected to the first end a of the outdoor heat exchanger 330. In the cooling mode, the first end a of the fourth control valve 320 is turned on and the second end b thereof, and the seventh control valve 370 is turned off. In the cabin dehumidification mode, the CO2 combined cooling and heating module 100 is started, the first control valve 210, the second control valve 230, the third control valve 250, the fifth control valve 340, the sixth control valve 350 and the seventh control valve 370 are conducted, and the first end a of the fourth control valve 320 is conducted to the third end c thereof.
In the vehicle thermal management system 10 in the cabin dehumidification mode, the cool air core 220 in the vehicle is cooled and dehumidified, and then the warm air core 360 in the vehicle is heated. The flow direction of the secondary refrigerant in the secondary refrigerant cooling circuit is the same as that of the refrigerating mode. In the coolant heating circuit, after flowing out from the first end a of the fourth channel 122, the coolant sequentially passes through the electric motor control cooling unit 310, the fourth control valve 320, the in-vehicle warm air core 360, the seventh control valve 370, the outdoor heat exchanger 330, the fifth control valve 340, and the sixth control valve 350 to reach the second end b of the fourth channel 122, and forms a cycle.
In the vehicle cabin dehumidification mode, the CO2 combined cooling and heating module 100 provides not only cooling capacity and battery cooling for the cold air core 220, but also heat for the warm air core 360. And the electric control environment of the motor dissipates heat.
In some embodiments of the present invention, the first control valve 210 is a three-way valve, and the third end c of the first control valve 210 is connected to the first end a of the battery heat exchange unit 240; the coolant thermal module 300 further includes an eighth control valve 380, the first end a of the eighth control valve 380 being connected to the second end b of the in-vehicle warm air core 360, the second end b of the eighth control valve 380 being connected to the first end a of the sixth control valve 350. In the cooling mode and the cabin dehumidifying mode, the first end a of the first control valve 210 is connected to the second end b thereof, and the eighth control valve 380 is disconnected. In the first heating mode, the CO2 combined cooling and heating module 100 is started, the first end a of the first control valve 210 is connected to the third end c thereof, the first end a of the fourth control valve 320 is connected to the third end c thereof, the second control valve 230, the fifth control valve 340 and the seventh control valve 370 are turned off, and the third control valve 250, the sixth control valve 350 and the eighth control valve 380 are connected.
In the first heating mode, the vehicle thermal management system 10 heats the cabin and the battery cools. In the coolant-cooled circuit, the coolant flows out of the first end a of the second channel 112, then passes through the first control valve 210, the battery heat exchange unit 240, and the third control valve 250 in sequence to reach the second end b of the second channel 112, and circulates. In the coolant thermal circuit, after flowing out from the first end a of the fourth channel 122, the coolant sequentially passes through the electric motor control cooling unit 310, the fourth control valve 320, the in-vehicle warm air core 360, the eighth control valve 380 and the sixth control valve 350 and then reaches the second end b of the fourth channel 122, so as to form a cycle.
In the first heating mode, the vehicle thermal management system 10 cools the battery by the CO2 combined cooling and heating module 100 to heat the cabin and dissipate heat from the electric motor control environment.
In some embodiments of the present invention, the third control valve 250 is a three-way valve, and the third end c of the third control valve 250 is connected to the first end a of the outdoor heat exchanger 330; the coolant-cooling module 200 further comprises a ninth control valve 260, a first end a of the ninth control valve 260 being connected to a first end a of the battery heat exchange unit 240, a second end b of the ninth control valve 260 being connected to a second end b of the outdoor heat exchanger 330; in the cooling mode, the cabin dehumidifying mode, and the first heating mode, the first end a of the third control valve 250 is connected to the second end b thereof, and the ninth control valve 260 is turned off. In the second heating mode, the CO2 combined cooling and heating module 100 is started, the first end a of the first control valve 210 is connected to the third end c thereof, the second end b of the third control valve 250 is connected to the third end c thereof, the first end a of the fourth control valve 320 is connected to the third end c thereof, the second control valve 230, the fifth control valve 340 and the seventh control valve 370 are turned off, and the sixth control valve 350, the eighth control valve 380 and the ninth control valve 260 are connected.
In the second heating mode, the vehicle thermal management system 10 circulates coolant through the coolant cooling circuit from the first end a of the second channel 112, through the first control valve 210, the battery heat exchange unit 240, the ninth control valve 260, the outdoor heat exchanger 330, and the third control valve 250, and then to the second end b of the second channel 112. The coolant flow direction in the coolant thermal circuit is the same as the first heating mode flow direction.
In the second heating mode, the battery heat exchange unit 240 is connected in series with the outdoor heat exchanger 330, and the CO2 combined cooling and heating module 100 provides cooling energy for battery cooling.
In some embodiments of the present invention, the sixth control valve 350 is a three-way valve, and the third end c of the sixth control valve 350 is connected to the first end a of the battery heat exchange unit 240; the coolant-cooling module 200 further comprises a tenth control valve 270, the first end a of the tenth control valve 270 being connected to the second end b of the battery heat exchange unit 240, the second end b of the tenth control valve 270 being connected to the first end a of the electric motor-controlled cooling unit 310; in the cooling mode, the cabin dehumidifying mode, the first heating mode, and the second heating mode, the first end a of the sixth control valve 350 is connected to the second end b thereof, and the tenth control valve 270 is disconnected. In the heat radiation mode of the three-way outdoor heat exchanger 330, the CO2 combined heat and cold supply module 100 is turned off, the first control valve 210, the second control valve 230, the third control valve 250, the seventh control valve 370, the eighth control valve 380, and the ninth control valve 260 are turned off, the first end a of the fourth control valve 320 is conducted to the second end b thereof, the first end a of the sixth control valve 350 is conducted to the third end c thereof, and the fifth control valve 340 and the tenth control valve 270 are conducted.
In the three-electric heat dissipation mode through the outdoor heat exchanger, the vehicle thermal management system 10 dissipates heat from the battery and the motor electric control through the outdoor heat exchanger 330. After flowing out from the second end b of the battery heat exchange unit 240, the coolant sequentially passes through the tenth control valve 270, the electric motor control cooling unit 310, the fourth control valve 320, the outdoor heat exchanger 330, the fifth control valve 340, and the sixth control valve 350 to reach the first end a of the battery heat exchange unit 240, thereby forming a cycle.
In addition, the working states of each component in the defrosting mode of the first outdoor heat exchanger and the radiating mode of the three-way electric passing outdoor heat exchanger are the same, except that the defrosting mode of the first outdoor heat exchanger 330 is suitable for winter, and the electric control waste heat of a battery and a motor is utilized to defrost the outdoor heat exchanger 330.
In some embodiments of the present invention, in the third heating mode, the CO2 combined cooling and heating module 100 is turned off, the fifth control valve 340, the seventh control valve 370, and the tenth control valve 270 are turned on, the first end a of the fourth control valve 320 is turned on to the third end c thereof, the first end a of the sixth control valve 350 is turned on to the third end c thereof, and the first control valve 210, the second control valve 230, the third control valve 250, the eighth control valve 380, and the ninth control valve 260 are turned off.
In the third heating mode, the vehicle thermal management system 10 heats the in-vehicle warm air core 360 with the battery, motor electric control, and outdoor heat exchanger 330. After flowing out from the second end b of the battery heat exchange unit 240, the coolant sequentially passes through the electric motor control cooling unit, the fourth control valve 320, the in-vehicle warm air core 360, the seventh control valve 370, the outdoor heat exchanger 330, and the sixth control valve 350 to reach the first end a of the battery heat exchange unit 240.
In some embodiments of the present invention, in the cold start battery warm-up mode, the CO2 cold and hot combined supply module 100 is turned off, the first end a of the first control valve 210 is conducted with the third end c thereof, the first end a of the third control valve 250 is conducted with the second end b thereof, and the second control valve 230, the fourth control valve 320, the fifth control valve 340, the sixth control valve 350, the seventh control valve 370, the eighth control valve 380, the ninth control valve 260, and the tenth control valve 270 are turned off.
The vehicle thermal management system 10 preheats the battery with the coolant in a cold start battery warm-up mode. After flowing out from the first end a of the second channel 112, the coolant sequentially passes through the first control valve 210, the battery heat exchange unit 240, and the third control valve 250 to reach the second end b of the second channel 112, thereby forming a cycle.
In some embodiments of the present invention, in the cooling mode of the slow battery, the CO2 combined cooling and heating module 100 is turned off, the first end a of the first control valve 210 is turned on to the third end c thereof, the second end b of the third control valve 250 is turned on to the third end c thereof, the ninth control valve 260 is turned on, and the second control valve 230, the fourth control valve 320, the fifth control valve 340, the sixth control valve 350, the seventh control valve 370, the eighth control valve 380 and the tenth control valve 270 are turned off.
In the slow charge battery cooling mode, the vehicle thermal management system 10 dissipates heat from the battery through the outdoor heat exchanger 330. After flowing out of the first end a of the second channel 112, the coolant passes through the first control valve 210, the battery heat exchange unit 240, the ninth control valve 260, the outdoor heat exchanger 330, and the third control valve 250 in sequence to reach the second end b of the second channel 112, thereby forming a cycle.
In some embodiments of the present invention, in the fourth heating mode, the CO2 combined cooling and heating module 100 is turned off, the first end a of the fourth control valve 320 is turned on to the third end c thereof, the first end a of the sixth control valve 350 is turned on to the third end c thereof, the eighth control valve 380 and the tenth control valve 270 are turned on, and the first control valve 210, the second control valve 230, the third control valve 250, the fifth control valve 340, the seventh control valve 370 and the ninth control valve 260 are turned off.
The fourth heating mode is a waste heat recovery mode, and in the fourth heating mode, the vehicle thermal management system 10 electrically controls the battery and the motor to heat the in-vehicle warm air core 360. Specifically, the coolant flows out from the second end b of the battery heat exchange unit 240, and then sequentially passes through the tenth control valve 270, the electric motor control cooling unit 310, the fourth control valve 320, the in-vehicle warm air core 360, the eighth control valve 380, and the sixth control valve 350 to reach the first end a of the battery heat exchange unit 240.
In some embodiments of the present invention, in the defrosting and fast-charging battery cooling mode of the second outdoor heat exchanger, the CO2 combined cooling and heating module 100 is started, the first end a of the first control valve 210 is communicated with the third end c thereof, the first end a of the third control valve 250 is communicated with the second end b thereof, the first end a of the fourth control valve 320 is communicated with the second end b thereof, the first end a of the sixth control valve 350 is communicated with the second end b thereof, the fifth control valve 340 is communicated, and the second control valve 230, the seventh control valve 370, the eighth control valve 380, the ninth control valve 260 and the tenth control valve 270 are turned off.
In the second outdoor heat exchanger defrosting mode, the CO2 cold and hot combined supply module 100 works, and the air cooler 120 and the motor electric control waste heat defrost the outdoor heat exchanger 330; in the fast battery cooling mode, the CO2 combined cooling and heating module 100 operates and the evaporator 110 cools the battery. Specifically, in the second outdoor heat exchanger 330 in the defrost, fast charge battery cooling mode, the coolant flows from the first end a of the second channel 112 in the coolant cooling circuit, and then sequentially passes through the first control valve 210, the battery heat exchange unit 240, and the third control valve 250 to reach the second end b of the second channel 112; in the coolant thermal circuit, after flowing out from the first end a of the fourth channel 122, the coolant sequentially passes through the motor electric control heat exchange unit, the fourth control valve 320, the outdoor heat exchanger 330, the fifth control valve 340 and the sixth control valve 350 to reach the second end b of the fourth channel 122, so as to form a cycle.
In addition, summer is applicable to the first outdoor heat exchanger defrosting mode, the second outdoor heat exchanger defrosting mode, the third heating mode, the cold start battery preheating mode, the fourth heating mode, the first heating mode and the second heating mode; the vehicle cabin dehumidification mode, the slow charging battery cooling mode and the fast charging battery cooling mode are applicable to four seasons; the three-phase electric power is suitable for spring and autumn through the heat dissipation mode of the outdoor heat exchanger; the refrigeration mode is suitable for summer.
The first control valve 210, the third control valve 250, the fourth control valve 320, and the sixth control valve 350 are three-way valves, and the remaining control valves are two-way valves.
In addition, in practical application, the three-way valve can be replaced by two parallel two-way valves, which are schemes commonly adopted by those skilled in the art, and will not be described again.
In addition, a first pump 280 is provided in a line between the second end b of the evaporator 110 and the second end b of the third control valve 250. A second pump 390 is provided in the line between the first end a of the fourth passage 122 of the air cooler 120 and the first end a of the electric motor controlled cooling unit.
In addition, the warm air core and the cold air core are parts of an air conditioner in the vehicle, and a blower 290 is further arranged in the air conditioner in the vehicle and is used for promoting air near the cold air core to form cold air flow to the vehicle or promoting air near the warm air core to form warm air flow to the vehicle.
In addition, the components and the pipelines are connected in a welding mode to form the vehicle thermal management system 10, so that leakage risks of the refrigerant and the secondary refrigerant can be greatly reduced.
The invention provides a vehicle heat management system, which comprises a CO2 cold and hot combined supply module 100, a secondary refrigerant cooling module 200 and a secondary refrigerant heating module 300. The CO2 cold and hot combined supply module 100 comprises an evaporator 110 and an air cooler 120, wherein the evaporator 110 comprises a first channel 111 and a second channel 112 which are independent from each other, and the first channel 111 is connected in series in the CO2 cold and hot combined supply loop; the air cooler 120 comprises a third channel 121 and a fourth channel 122 which are independent from each other, and the third channel 121 is connected in series in the CO2 cold and heat combined supply loop; the secondary refrigerant cooling module 200 comprises a first control valve 210, an in-vehicle cold air core 220, a second control valve 230, a battery heat exchange unit 240 and a third control valve 250 which are sequentially connected in series, wherein two ends after being connected in series are respectively connected with two ends of a second channel 112 of the evaporator 110 of the CO2 cold and heat combined supply module 100; the coolant-heating module 300 includes a motor electric control cooling unit 310, a fourth control valve 320, an outdoor heat exchanger 330, a fifth control valve 340, and a sixth control valve 350, which are sequentially connected in series, and two ends of the series are respectively connected with two ends of the fourth channel 122 of the air cooler 120 of the CO2 combined cooling and heating module 100. In the cooling mode of the vehicle thermal management system 10, the CO2 cold and hot combined supply module 100 is started, the first control valve 210, the second control valve 230, the third control valve 250, the fourth control valve 320, the fifth control valve 340 and the sixth control valve 350 are turned on, the CO2 cold and hot combined supply module 100 is a cold air core 220 in a vehicle and cools a battery, the electric motor electric control cooling unit 310 dissipates heat through the environment, the efficiency is high, and in addition, the modular structure is convenient and rapid in installation, maintenance and replacement.
Further, the CO2 cold and hot combined supply module does not need to be started in the three-electric mode of the outdoor heat exchanger, the third heating mode, the cold start battery preheating mode, the slow charging battery cooling mode, the fourth heating mode and the first outdoor heat exchanger defrosting mode, so that the power consumption is reduced, and the cruising mileage is improved.
In addition, each functional unit in the embodiments of the present invention may be physically independent, two or more functional units may be integrated together, or all functional units may be integrated in one processing unit. The integrated functional units may be implemented in hardware or in software or firmware.
Those of ordinary skill in the art will appreciate that: the integrated functional units, if implemented in software and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied in essence or in whole or in part in the form of a software product stored in a storage medium, comprising instructions for causing a computing device (e.g., a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the methods described in the embodiments of the present invention when the instructions are executed. And the aforementioned storage medium includes: a usb disk, a removable hard disk, a read-only memory (ROM), a random-access memory (RAM), a magnetic disk, or an optical disk, etc.
Or all or part of the steps of implementing the foregoing method embodiments may be implemented by hardware (such as a personal computer, a server, or a computing device such as a network device) associated with program instructions, which may be stored in a computer-readable storage medium, which when executed by a processor of the computing device, performs all or part of the steps of the method of embodiments of the present invention.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all technical features thereof can be replaced by others within the spirit and principle of the present invention; such modifications and substitutions do not depart from the scope of the invention.
Claims (10)
1. A vehicle thermal management system, comprising: the CO2 cold and hot combined supply module comprises an evaporator and an air cooler, wherein the evaporator comprises a first channel and a second channel which are independent from each other, and the first channel is connected in series in a CO2 cold and hot combined supply loop; the air cooler comprises a third channel and a fourth channel which are independent from each other, and the third channel is connected in series in the CO2 cold and hot combined supply loop; characterized in that the system further comprises:
The secondary refrigerant cooling module comprises a first control valve, an in-car cold air core body, a second control valve, a battery heat exchange unit and a third control valve which are sequentially connected in series, and two ends of the serially connected secondary refrigerant cooling module are respectively connected with two ends of the second channel;
the secondary refrigerant thermal module comprises a motor electric control cooling unit, a fourth control valve, an outdoor heat exchanger, a fifth control valve and a sixth control valve which are sequentially connected in series, and two ends of the serially connected secondary refrigerant thermal module are respectively connected with two ends of a fourth channel;
and in a refrigeration mode, the CO2 cold and hot combined supply module is started, and the first control valve, the second control valve, the third control valve, the fourth control valve, the fifth control valve and the sixth control valve are communicated.
2. The vehicle thermal management system of claim 1, wherein,
In the secondary refrigerant cooling module, a first end of the second channel is connected with a first end of the first control valve, a second end of the first control valve is connected with a first end of the cold air core in the vehicle, a second end of the cold air core in the vehicle is connected with a first end of the second control valve, a second end of the second control valve is connected with a first end of the battery heat exchange unit, a second end of the battery heat exchange unit is connected with a first end of the third control valve, and a second end of the third control valve is connected with a second end of the second channel;
In the coolant thermal module, a first end of a fourth channel of the air cooler is connected with a first end of the motor electric control cooling unit, a second end of the motor electric control cooling unit is connected with a first end of the fourth control valve, a second end of the fourth control valve is connected with a first end of the outdoor heat exchanger, a second end of the outdoor heat exchanger is connected with a first end of the fifth control valve, a second end of the fifth control valve is connected with a first end of the sixth control valve, and a second end of the sixth control valve is connected with a second end of the air cooler.
3. The vehicle thermal management system of claim 2, wherein,
The secondary refrigerant thermal module further comprises an in-vehicle warm air core body and a seventh control valve; the third end of the fourth control valve is connected with the first end of the in-vehicle warm air core, the second end of the in-vehicle warm air core is connected with the first end of the seventh control valve, and the second end of the seventh control valve is connected with the first end of the outdoor heat exchanger; wherein the method comprises the steps of
In the refrigeration mode, the first end of the fourth control valve is communicated with the second end of the fourth control valve, and the seventh control valve is turned off;
in a vehicle cabin dehumidification mode, the CO2 cold and hot combined supply module is started, the first control valve, the second control valve, the third control valve, the fifth control valve, the sixth control valve and the seventh control valve are communicated, and the first end of the fourth control valve is communicated with the third end of the fourth control valve.
4. The vehicle thermal management system of claim 3,
The first control valve is a three-way valve, and the third end of the first control valve is connected with the first end of the battery heat exchange unit; the secondary refrigerant thermal module further comprises an eighth control valve, wherein the first end of the eighth control valve is connected with the second end of the in-vehicle warm air core, and the second end of the eighth control valve is connected with the first end of the sixth control valve; wherein the method comprises the steps of
In the refrigeration mode and the cabin dehumidification mode, the first end of the first control valve is communicated with the second end of the first control valve, and the eighth control valve is turned off;
in the first heating mode, the CO2 cold and hot combined supply module is started, the first end of the first control valve is communicated with the third end of the first control valve, the first end of the fourth control valve is communicated with the third end of the fourth control valve, the second control valve, the fifth control valve and the seventh control valve are turned off, and the third control valve, the sixth control valve and the eighth control valve are communicated.
5. The vehicle thermal management system of claim 4,
The third control valve is a three-way valve, and a third end of the third control valve is connected with the first end of the outdoor heat exchanger; the secondary refrigerant cooling module further comprises a ninth control valve, wherein the first end of the ninth control valve is connected with the first end of the battery heat exchange unit, and the second end of the ninth control valve is connected with the second end of the outdoor heat exchanger; wherein the method comprises the steps of
The first end of the third control valve is communicated with the second end of the third control valve in the refrigeration mode, the cabin dehumidification mode and the first heating mode, and the ninth control valve is turned off;
In the second heating mode, the CO2 cold and hot combined supply module is started, the first end of the first control valve is communicated with the third end of the first control valve, the second end of the third control valve is communicated with the third end of the third control valve, the first end of the fourth control valve is communicated with the third end of the fourth control valve, the second control valve, the fifth control valve and the seventh control valve are turned off, and the sixth control valve, the eighth control valve and the ninth control valve are communicated.
6. The vehicle thermal management system of claim 5,
The third end of the sixth control valve is connected with the first end of the battery heat exchange unit; the secondary refrigerant cooling module further comprises a tenth control valve, wherein the first end of the tenth control valve is connected with the second end of the battery heat exchange unit, and the second end of the tenth control valve is connected with the first end of the motor electric control cooling unit; wherein the method comprises the steps of
The first end of the sixth control valve is communicated with the second end of the sixth control valve, and the tenth control valve is turned off in the refrigeration mode, the cabin dehumidification mode, the first heating mode and the second heating mode;
And under the heat dissipation mode of the three-electric-passage outdoor heat exchanger, the CO2 cold and hot combined supply module is closed, the first control valve, the second control valve, the third control valve, the seventh control valve, the eighth control valve and the ninth control valve are closed, the first end of the fourth control valve is communicated with the second end of the fourth control valve, the first end of the sixth control valve is communicated with the third end of the sixth control valve, and the fifth control valve and the tenth control valve are communicated.
7. The vehicle thermal management system of claim 6, wherein,
In the third heating mode, the CO2 cold and hot combined supply module is closed, the fifth control valve, the seventh control valve and the tenth control valve are conducted, the first end of the fourth control valve is conducted with the third end of the fourth control valve, the first end of the sixth control valve is conducted with the third end of the sixth control valve, and the first control valve, the second control valve, the third control valve, the eighth control valve and the ninth control valve are closed.
8. The vehicle thermal management system of claim 6, wherein,
And in the cold start battery preheating mode, the CO2 cold and hot combined supply module is closed, the first end of the first control valve is communicated with the third end of the first control valve, the first end of the third control valve is communicated with the second end of the third control valve, and the second control valve, the fourth control valve, the fifth control valve, the sixth control valve, the seventh control valve, the eighth control valve, the ninth control valve and the tenth control valve are closed.
9. The vehicle thermal management system of claim 6, wherein,
And in a slow charging battery cooling mode, the CO2 cold and hot combined supply module is closed, the first end of the first control valve is communicated with the third end of the first control valve, the second end of the third control valve is communicated with the third end of the third control valve, the ninth control valve is communicated, and the second control valve, the fourth control valve, the fifth control valve, the sixth control valve, the seventh control valve, the eighth control valve and the tenth control valve are closed.
10. The vehicle thermal management system of claim 6, wherein,
In the fourth heating mode, the CO2 cold and hot combined supply module is closed, the first end of the fourth control valve is communicated with the third end of the fourth control valve, the first end of the sixth control valve is communicated with the third end of the sixth control valve, the eighth control valve and the tenth control valve are communicated, and the first control valve, the second control valve, the third control valve, the fifth control valve, the seventh control valve and the ninth control valve are closed.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202211609418.3A CN118182045A (en) | 2022-12-14 | 2022-12-14 | Vehicle thermal management system |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202211609418.3A CN118182045A (en) | 2022-12-14 | 2022-12-14 | Vehicle thermal management system |
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