CN212289440U - Thermal management system and electric vehicle - Google Patents
Thermal management system and electric vehicle Download PDFInfo
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- CN212289440U CN212289440U CN202021707427.2U CN202021707427U CN212289440U CN 212289440 U CN212289440 U CN 212289440U CN 202021707427 U CN202021707427 U CN 202021707427U CN 212289440 U CN212289440 U CN 212289440U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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Abstract
The utility model provides a thermal management system and electric motor car, thermal management system includes: the heat pump system comprises a heat pump circulating pipeline, a battery circulating pipeline and a motor circulating pipeline, wherein a compressor, a first heat exchanger, a second heat exchanger and a battery heat exchanger are arranged on the heat pump circulating pipeline, the interior or the interior of a vehicle can be heated or cooled through the second heat exchanger, part of the battery heat exchanger is further arranged on the battery circulating pipeline, so that the heat pump circulating pipeline and the battery circulating pipeline can exchange heat at the battery heat exchanger, and part of the first heat exchanger is further arranged on the motor circulating pipeline, so that the heat pump circulating pipeline and the motor circulating pipeline can exchange heat at the battery heat exchanger. According to the utility model discloses combine heat pump circulation pipeline, battery circulation pipeline and motor circulation pipeline effectively for battery system and motor system operating temperature keep at reasonable within range, realize the thermal management of whole car, improved electric automobile's energy utilization rate.
Description
Technical Field
The utility model relates to an electric motor car technical field, concretely relates to thermal management system and electric motor car.
Background
The pure electric vehicle has zero fuel consumption, low use cost and good market prospect, and is favored by numerous enterprises. The existing pure electric vehicle has the problems of short endurance mileage and the fundamental reason that the working temperature of the battery influences the charge-discharge capacity and the service life of the battery, and particularly under the condition of lower temperature, the performance is seriously attenuated, and the pure electric vehicle cannot output enough power to drive a motor to normally work. Meanwhile, the temperature of the driving motor cannot be too high, the efficiency of the motor is reduced due to the fact that the internal temperature of the motor is too high, and the damage of the motor due to the fact that a coil inside the motor is ablated or even a coil is short-circuited can be caused under severe conditions. And the automobile air conditioner has the problem of insufficient low-temperature heating capacity. The comparison document CN110525271A does not fully utilize the heat dissipation capacity of the motor, the temperature in the vehicle is low in winter, and the secondary refrigerant loop is additionally provided with the PTC for heating, so that the energy utilization rate is low, the pipeline is complex, and the efficiency of the heat management system is required to be further improved and the system is required to be simplified.
Because electric automobile among the prior art has battery charge and discharge inefficiency under the low temperature and the high temperature condition, the low scheduling problem of air conditioner heating capacity and energy utilization rate under the low temperature condition, consequently the utility model discloses research and design a thermal management system and electric motor car.
SUMMERY OF THE UTILITY MODEL
Therefore, the to-be-solved technical problem of the utility model mainly lies in overcoming the defect that the electric automobile among the prior art has energy utilization and rates to low is provided a thermal management system and electric motor car.
In order to solve the above problem, the utility model provides a heat management system, it includes:
the heat pump circulation pipeline is provided with a compressor, a first heat exchanger, a second heat exchanger and a battery heat exchanger, the interior or the room of a vehicle can be heated or refrigerated through the second heat exchanger, part of the battery heat exchanger is also arranged on the battery circulation pipeline so that the heat pump circulation pipeline and the battery circulation pipeline can exchange heat at the battery heat exchanger, and part of the first heat exchanger is also arranged on the motor circulation pipeline so that the heat pump circulation pipeline and the motor circulation pipeline can exchange heat at the battery heat exchanger; a battery assembly is arranged on the battery circulating pipeline, and a motor assembly is arranged on the motor circulating pipeline;
the battery circulation pipeline and the motor circulation pipeline are controlled to be communicated or not communicated through switching of the second four-way valve;
the motor circulation pipeline can be switched between a forward cycle and a reverse cycle by switching the third four-way valve, the forward cycle is that the secondary refrigerant flows in the motor circulation pipeline in a first direction, the reverse cycle is that the secondary refrigerant flows in the motor circulation pipeline in a second direction, and the first direction is opposite to the second direction.
Preferably, the battery circulation pipeline and the motor circulation pipeline form a loop together when the battery circulation pipeline and the motor circulation pipeline are communicated, and the battery circulation pipeline and the motor circulation pipeline form closed loops respectively when the battery circulation pipeline and the motor circulation pipeline are not communicated.
Preferably, the second four-way valve comprises a first end, a second end, a third end and a fourth end, the first end and the second end are respectively communicated with the battery circulation pipeline, so that the battery circulation pipeline forms a loop when the first end is communicated with the second end and the third end is communicated with the fourth end, and the battery circulation pipeline and the motor circulation pipeline form a loop when the first end is communicated with the fourth end and the second end is communicated with the third end.
Preferably, the third four-way valve includes a fifth end, a sixth end, a seventh end and an eighth end, the fifth end is communicated with the outlet end of the second pump, the sixth end is communicated with the fourth end of the second four-way valve, the seventh end is communicated with the inlet end of the second pump, and the eighth end is communicated with one end of the motor assembly.
Preferably, the battery heat exchanger is arranged in parallel with the second heat exchanger; and/or a first pump is arranged on the battery circulation pipeline; and/or the motor assembly comprises a charger, a motor controller and a motor which are arranged in series; and/or a first four-way valve is also arranged on the heat pump circulating pipeline at the exhaust end of the compressor; and/or a gas-liquid separator is also arranged on the heat pump circulating pipeline at the air suction end of the compressor.
Preferably, a pipe section of the heat pump circulation pipeline, which is located at the second heat exchanger, is a first pipe section, a pipe section of the heat pump circulation pipeline, which is located at the battery heat exchanger, is a second pipe section, the first pipe section and the second pipe section are connected in parallel, the first pipe section is provided with a first throttling device, and the second pipe section is provided with a second throttling device.
Preferably, the first pump is a water pump; and/or the second pump is a water pump; and/or an expansion water tank is also arranged on the motor circulating pipeline.
Preferably, a third branch is further arranged on the motor circulation pipeline in parallel at a pipe section between the second four-way valve and the first heat exchanger, an external heat exchanger is arranged on the third branch, and a three-way valve is further arranged at a position where the third branch is connected with the motor circulation pipeline.
The utility model also provides an electric motor car, it includes preceding arbitrary heat management system.
The utility model provides a pair of thermal management system and electric motor car have following beneficial effect:
the utility model discloses combine heat pump circulation pipeline, battery circulation pipeline and motor circulation pipeline together effectively, namely effectively combine heat pump circulation pipeline and battery circulation pipeline together through the battery heat exchanger, effectively combine heat pump circulation pipeline and motor circulation pipeline together through first heat exchanger, integrate air conditioning system, battery thermal management system and driving motor cooling system, make battery system and motor system operating temperature keep in reasonable scope, realize the heat management of whole car, improved electric automobile's energy utilization ratio very effectively; an air conditioning system, a battery thermal management system and a driving motor cooling system are integrated into a set of whole vehicle thermal management system, so that the temperature control of a carriage, a battery pack, a motor controller and a charger is realized, and the cost, the weight and the occupied volume are greatly reduced; the battery pack is heated and cooled by the heat pump, so that the temperature control precision and speed of the battery are improved, the problem of insufficient air conditioning refrigerating capacity under the low-temperature condition is effectively solved, the phase-change heat-exchange mode deals with the battery heat management in severe weather, the cooling efficiency or the heating efficiency of the battery is improved, the charging and discharging efficiency of the battery is improved, the problem of low charging and discharging efficiency of the battery under the low-temperature and high-temperature conditions is solved, the energy efficiency of the battery is improved, and the temperature difference; the waste heat of the battery and the motor is recycled, so that the heating efficiency and the heating comfort of the air conditioner are improved; the battery thermal management adopts a double-loop design, and the safety of the battery is ensured by double reliability; the second four-way valve can effectively communicate or not communicate the battery circulation pipeline and the motor circulation pipeline, so that phase-change heat exchange circulation is started particularly under the working conditions of severe weather (such as low temperature in winter or high temperature in summer), namely the heat pump circulation pipeline is started to effectively heat or cool the battery assembly, and non-phase-change heat exchange circulation is started when the heat pump system fails or fails under the working conditions of severe weather such as transition seasons and the like, so that the battery circulation pipeline and the motor circulation pipeline are communicated, and heat of the motor assembly, and/or heat or cold of the first heat exchanger, and/or heat or cold of the external heat exchanger are effectively utilized to heat or cool the battery assembly; the third four-way valve can effectively switch the flow direction of the secondary refrigerant in the motor circulating pipeline according to the flow direction of the refrigerant in the first heat exchanger in the heat pump circulating pipeline, so that the flow direction of the refrigerant in the first heat exchanger and the flow direction of the secondary refrigerant are always opposite, and the heat exchange efficiency is further effectively improved.
Drawings
Fig. 1 is a system cycle diagram of the thermal management system of the electric vehicle of the present invention;
fig. 2 is a system cycle diagram of the thermal management system of the electric vehicle according to the present invention in the battery thermal management mode 1 a;
fig. 3 is a system cycle diagram of the thermal management system of the electric vehicle according to the present invention in the battery thermal management mode 1 b;
fig. 4 is a system cycle diagram of the thermal management system of the electric vehicle according to the present invention in the battery thermal management mode 1 c;
fig. 5 is a system cycle diagram of the thermal management system of the electric vehicle according to the present invention in the battery thermal management mode 1 d;
fig. 6 is a system cycle diagram of the thermal management system of the electric vehicle according to the present invention in the battery thermal management mode 2 a;
fig. 7 is a system cycle diagram of the thermal management system of the electric vehicle according to the present invention in the battery thermal management mode 2 b.
The reference numerals are represented as:
1. an exterior heat exchanger; 2. an expansion tank; 3. a first heat exchanger; 4. a compressor; 5. a gas-liquid separator; 6. a second heat exchanger; 7. a battery heat exchanger; 8. a battery assembly; 20. a motor assembly; 9. a charger; 10. a motor controller; 11. a motor; 12a, a first pump; 12b, a second pump; 13a, a first throttling device; 13b, a second throttling device; 14a, a first four-way valve; 14b, a second four-way valve; 14b1, first end; 14b2, second end; 14b3, third end; 14b4, fourth end; 14c, a third four-way valve; 14c1, fifth end; 14c2, sixth end; 14c3, seventh end; 14c4, eighth end; 15. a three-way valve; 401. a first tube section; 402. a second tube section; 403. a third branch; 100. a heat pump circulation line; 200. a battery circulation line; 300. and a motor circulation pipeline.
Detailed Description
As shown in fig. 1-7, the dashed lines indicate the bypass, the dashed-two dotted lines indicate the air conditioning refrigerant circuit, and the arrows indicate the flow direction of the refrigerant or coolant.
The utility model provides a heat management system, it includes:
the heat pump system comprises a heat pump circulating pipeline 100, a battery circulating pipeline 200 and a motor circulating pipeline 300, wherein a compressor 4, a first heat exchanger 3, a second heat exchanger 6 and a battery heat exchanger 7 are arranged on the heat pump circulating pipeline 100, the interior or the room of a vehicle can be heated or refrigerated through the second heat exchanger 6, part of the battery heat exchanger 7 is also arranged on the battery circulating pipeline 200, so that the heat pump circulating pipeline 100 and the battery circulating pipeline 200 can exchange heat at the battery heat exchanger 7, and part of the first heat exchanger 3 is also arranged on the motor circulating pipeline 300, so that the heat pump circulating pipeline 100 and the motor circulating pipeline 300 can exchange heat at the battery heat exchanger 7; the battery circulating pipeline 200 is provided with a battery assembly 8, and the motor circulating pipeline 300 is provided with a motor assembly 20;
a second four-way valve 14b, wherein the second four-way valve 14b is arranged between the battery circulation pipeline 200 and the motor circulation pipeline 300, so that the battery circulation pipeline 200 and the motor circulation pipeline 300 are controlled to be communicated or not communicated by switching of the second four-way valve 14 b;
and a third four-way valve 14c and a second pump 12b, wherein the third four-way valve 14c and the second pump 12b are both disposed on the motor circulation pipeline 300, so that the motor circulation pipeline 300 can be switched between a forward circulation mode and a reverse circulation mode by switching the third four-way valve 14c, the forward circulation mode is that the coolant flows in the motor circulation pipeline 300 in a first direction, and the reverse circulation mode is that the coolant flows in the motor circulation pipeline 300 in a second direction, and the first direction is opposite to the second direction.
The utility model discloses the whole car thermal management system of one set of efficient of development, integrated for whole car thermal management system with air conditioning system, battery thermal management system and driving motor cooling system, improve energy utilization and rate, promote the continuation of the journey mileage.
The utility model discloses a combine together heat pump circulation pipeline, battery circulation pipeline and motor circulation pipeline effectively, combine together heat pump circulation pipeline and battery circulation pipeline effectively through the battery heat exchanger promptly, combine together heat pump circulation pipeline and motor circulation pipeline effectively through first heat exchanger, integrate air conditioning system, battery thermal management system and driving motor cooling system, satisfy battery system and motor system operating temperature and keep in reasonable range, realize the heat management of whole car, improved electric automobile's energy utilization ratio very effectively; an air conditioning system, a battery thermal management system and a driving motor cooling system are integrated into a set of whole vehicle thermal management system, so that the temperature control of a carriage, a battery pack, a motor controller and a charger is realized, and the cost, the weight and the occupied volume are greatly reduced; the battery pack is heated and cooled by adopting the heat pump, so that the temperature control precision and speed of the battery are improved, the energy efficiency of the battery is improved, and the temperature difference of the battery pack is reduced; the waste heat of the battery and the motor is recycled, so that the heating efficiency and the heating comfort of the air conditioner are improved; the battery thermal management adopts a double-loop design, and the safety of the battery is ensured by double reliability; the second four-way valve can effectively communicate or not communicate the battery circulation pipeline and the motor circulation pipeline, so that phase-change heat exchange circulation is started particularly under the working conditions of severe weather (such as low temperature in winter or high temperature in summer), namely the heat pump circulation pipeline is started to effectively heat or cool the battery assembly, and non-phase-change heat exchange circulation is started when the heat pump system fails or fails under the working conditions of severe weather such as transition seasons and the like, so that the battery circulation pipeline and the motor circulation pipeline are communicated, and heat of the motor assembly, and/or heat or cold of the first heat exchanger, and/or heat or cold of the external heat exchanger are effectively utilized to heat or cool the battery assembly; the third four-way valve can effectively switch the flow direction of the secondary refrigerant in the motor circulating pipeline according to the flow direction of the refrigerant in the first heat exchanger in the heat pump circulating pipeline, so that the flow direction of the refrigerant in the first heat exchanger and the flow direction of the secondary refrigerant are always opposite, and the heat exchange efficiency is further effectively improved.
The utility model designs an one set of thermal management system that synthesizes that carries out temperature control to carriage, battery and motor and automatically controlled, the machine that charges, realize waste heat utilization, accurate accuse temperature, improve the target of whole car thermal management system efficiency. The cycle diagram of the thermal management system shown in fig. 1 is mainly divided into 2 blocks, an air conditioning refrigerant loop and a secondary refrigerant loop. The coolant loop is divided into two modes, namely a first battery thermal management mode and a second battery thermal management mode. The first battery thermal management mode is phase change heat exchange, and the battery branch secondary refrigerant and the air conditioner refrigerant exchange heat to cool and heat the battery, namely the battery branch is not communicated with the motor system branch; and the second battery thermal management mode is non-phase-change heat exchange, the battery branch secondary refrigerant and the motor system branch secondary refrigerant are connected in series, the secondary refrigerant exchanges heat in an air conditioner condenser or an external heat exchanger, the temperature of the secondary refrigerant is regulated, and the temperature of the battery and the temperature of the motor system are further regulated.
1. The air-conditioning refrigerant loop is only provided with an evaporator in the carriage, the heat exchange medium is refrigerant-carriage air, the outside of the carriage is provided with a condenser, the heat exchange medium is refrigerant-secondary refrigerant, and a four-way valve is arranged for switching a refrigeration and heating mode;
2. the secondary refrigerant loop is provided with a double four-way valve and a three-way valve for switching the secondary refrigerant operation mode, namely a first battery heat management mode-phase change heat exchange and a second battery heat management mode-non-phase change heat exchange. Phase change heat exchange mode: the battery branch secondary refrigerant and the air conditioner refrigerant exchange heat to cool and heat the battery, namely the battery branch is not communicated with the motor system branch; non-phase change heat exchange mode: the battery branch secondary refrigerant and the motor system branch secondary refrigerant are connected in series, the secondary refrigerant exchanges heat in an air conditioner condenser or an external heat exchanger, the temperature of the secondary refrigerant is adjusted, and the temperature of the battery and the motor system is further adjusted. The phase-change heat exchange mode deals with the battery heat management in severe weather, so that the cooling efficiency or the heating efficiency of the battery is improved, and the charging and discharging efficiency of the battery is improved; meanwhile, if the phase change cooling system fails in severe weather, a non-phase change heat exchange cycle is started, the temperature of the battery is maintained in a reasonable range, and the safety and the reliability of the battery are improved; in addition, the non-phase-change heat exchange mode deals with the battery heat management in the transition season;
3. the air-conditioning refrigerant loop and the secondary refrigerant loop are matched with each other, so that not only is the dual management of battery heat management realized, but also the heat dissipation capacity of the heat source motor system can be fully utilized when the carriage heats in winter, the battery and the carriage are heated, and the power consumption of the air-conditioning system is reduced; when the heat productivity of the battery is large, the heat dissipation capacity of the battery can be fully utilized to heat the carriage;
4. in the first battery heat management mode, when the battery needs to be heated, media on two sides in the battery heat exchanger flow in a reverse flow mode, so that the heat exchange efficiency is improved;
5. when the refrigerant loop operates in a refrigeration mode and a heating mode, the flow directions of heat exchange media on the two sides of the air conditioner condenser are countercurrent, and the heat exchange efficiency is improved.
Air conditioning refrigerant circuit (fig. 1): a first four-way valve 14a, a second heat exchanger 6 in a carriage, a refrigerant and air in the carriage as heat exchange media, and a heat exchanger (a first heat exchanger 3) outside the carriage as heat exchange media are adopted. From the compressor inlet, the refrigerant flows in the cooling mode to the compressor 4 → the first four-way valve 14a → the first heat exchanger 3 → the first throttling device 13a and the second throttling device 13b (preferably electronic expansion valves) → the second heat exchanger 6 and the battery heat exchanger 7 → the first four-way valve 14a → the gas-liquid separator 5 → the compressor 4, and in the heating mode to the compressor 4 → the first four-way valve 14a → the second heat exchanger 6 and the battery heat exchanger 7 → the first throttling device 13a and the second throttling device 13b → the first heat exchanger 3 → the first four-way valve 14a → the gas-liquid separator 5 → the compressor 4. (here, in the cooling mode and the heating mode, the opening degree of the first throttling device 13a and the second throttling device 13b are controlled, and the second heat exchanger 6 and the battery heat exchanger 7 can be operated at different times)
The first battery thermal management mode coolant loop (fig. 2 and 3, 4, 5) is again split into 2 loops, an inner loop and an outer loop. The internal cycle thermally manages the battery assembly 8, starting at the inlet of the first pump 12a, and the coolant flows toward the first pump 12a → the second four-way valve 14b → the battery heat exchanger 7 → the battery assembly 8 → the first pump 12 a. The external circulation carries out heat management on the motor assembly 20 (comprising the charger 9, the motor controller 10 and the motor 11), and the third four-way valve 14c is reversed according to different flow directions and is divided into 2 loops, namely a positive circulation loop and a reverse circulation loop. Reverse cycle (fig. 2 and 3): with the inlet of the second pump 12b as a starting point, the flow direction of the coolant is the second pump 12b → the third four-way valve 14c → the charger 9 → the motor controller 10 → the motor 11 → the first heat exchanger 3 → the expansion tank 2 → the three-way valve 15 → the exterior heat exchanger 1 (or bypass) → the second four-way valve 14b → the third four-way valve 14c → the second pump 12 b. Positive cycle (fig. 4 and 5): with the inlet of the second pump 12b as a starting point, the flow direction of the coolant is the second pump 12b → the third four-way valve 14c → the second four-way valve 14b → the exterior heat exchanger 1 (or bypass) → the three-way valve 15 → the expansion tank 2 → the first heat exchanger 3 → the motor 11 → the motor controller 10 → the charger 9 → the third four-way valve 14c → the second pump 12 b.
Preferably, the battery circulation pipeline 200 and the motor circulation pipeline 300 form a loop together when the battery circulation pipeline 200 and the motor circulation pipeline 300 are communicated, and the battery circulation pipeline 200 and the motor circulation pipeline 300 form a closed loop respectively when the battery circulation pipeline 200 and the motor circulation pipeline 300 are not communicated. This is the utility model discloses a preferred form of two battery thermal management modes of battery circulation pipeline, first battery thermal management mode be battery circulation pipeline 200 with motor circulation pipeline 300 does not communicate, battery circulation pipeline 200 with motor circulation pipeline 300 forms the confined return circuit respectively, and this kind of connected mode is applicable to work under the high load operating mode (for example winter low temperature or summer high temperature), heats or cools down through heat pump system to battery pack through carrying out the heat transfer between battery circulation pipeline and the heat pump circulation pipeline; the second battery thermal management mode is battery circulation pipeline 200 with motor circulation pipeline 300 intercommunication, battery circulation pipeline 200 with motor circulation pipeline 300 forms a return circuit jointly, and this kind of connected mode is applicable to work under the low-load operating mode (for example transition season, such as spring and autumn, or under the condition that heat pump system has the unable normal work such as trouble), concatenates between battery circulation pipeline and the motor circulation pipeline, utilizes at least one in motor element, first heat exchanger and the outer heat exchanger of coolant to team the battery element and heats or cool down the cooling.
Preferably, the second four-way valve 14b includes a first end 14b1, a second end 14b2, a third end 14b3 and a fourth end 14b4, the first end and the second end are respectively communicated with the battery circulation pipeline 200, so that the battery circulation pipeline 200 forms a loop when the first end is communicated with the second end and the third end is communicated with the fourth end, and the battery circulation pipeline 200 and the motor circulation pipeline 300 form a loop together when the first end is communicated with the fourth end and the second end is communicated with the third end. This is the utility model discloses a further preferred structural style of second cross valve, first end and second end intercommunication promptly can make battery circulation pipeline form closed circuit, realize first battery heat management mode, and first end and fourth end intercommunication, second end and third end intercommunication can effectively concatenate battery circulation pipeline and motor circulation pipeline and form a big return circuit, dispel the heat in order effectively to motor element through big return circuit and to dispelling the heat or heating battery element.
Preferably, the third four-way valve 14c includes a fifth end 14c1, a sixth end 14c2, a seventh end 14c3 and an eighth end 14c4, the fifth end 14c1 is in communication with the outlet end of the second pump 12b, the sixth end 14c2 is in communication with the fourth end 14b4 of the second four-way valve 14b, the seventh end 14c3 is in communication with the inlet end of the second pump 12b, and the eighth end 14c4 is in communication with one end of the motor assembly 20. This is the further preferred structural style of the third four-way valve of the present invention, that is, the fifth end and the sixth end are communicated, and the seventh end and the eighth end are communicated, so that the motor circulation pipeline can flow (clockwise in the drawing) according to the positive circulation in fig. 4-5, and this control manner is applicable to the mode in which the first heat exchanger 3 in the heat pump circulation pipeline releases heat to the outside (i.e., the heat exchanger in the vehicle or the second heat exchanger 6 is in the cooling mode), so that the refrigerant in the heat pump circulation pipeline and the secondary refrigerant in the motor circulation pipeline form the flow (i.e., the counter flow) in the opposite direction in the first heat exchanger, thereby effectively improving the heat exchange efficiency; the fifth end is communicated with the eighth end, and the sixth end is communicated with the seventh end, so that the motor circulating pipeline can flow in a reverse cycle (anticlockwise in the drawing) in fig. 2-3 and 6-7, and the control mode is suitable for a mode that the first heat exchanger 3 in the heat pump circulating pipeline absorbs heat outwards (namely the heat exchanger in the vehicle or the second heat exchanger 6 is in a heating mode), so that the refrigerant in the heat pump circulating pipeline and the secondary refrigerant in the motor circulating pipeline form reverse-direction flow (namely countercurrent flow) in the first heat exchanger, and the heat exchange efficiency is effectively improved.
Preferably, the battery heat exchanger 7 is arranged in parallel with the second heat exchanger 6; and/or a first pump 12a is arranged on the battery circulating pipeline 200; and/or the motor assembly 20 comprises a charger 9, a motor controller 10 and a motor 11 which are arranged in series; and/or, a first four-way valve 14a is further arranged on the heat pump circulating pipeline 100 at the exhaust end of the compressor 4; and/or a gas-liquid separator 5 is further arranged on the heat pump circulating pipeline 100 at the suction end of the compressor 4.
The battery heat exchanger and the second heat exchanger are arranged in parallel, so that the battery heat exchanger can be heated or cooled simultaneously when the second heat exchanger (the heat exchanger in the vehicle or the indoor heat exchanger) heats or cools the interior of the vehicle or the indoor heat exchanger, and a first battery heat management mode is formed; the first pump can effectively drive cooling fluid to flow in the battery circulation pipeline so as to receive heat or cold in the battery heat exchanger and further heat or cool the battery assembly, and the charger, the motor controller and the motor can generate heat, so that secondary refrigerant in the motor circulation pipeline can effectively absorb heat of the three and cool the three, and the heat of the secondary refrigerant can be reasonably and effectively utilized; the flow direction of a refrigerant of a heat pump circulating pipeline can be effectively adjusted and controlled through the first four-way valve, so that the effective switching between the refrigeration or heating of the interior or the room of the vehicle by the second heat exchanger is adjusted; the gas-liquid separator is used for separating liquid in the inlet gas.
Preferably, the pipe section of the heat pump circulation pipeline 100 where the second heat exchanger 6 is located is a first pipe section 401, the pipe section of the heat pump circulation pipeline 100 where the battery heat exchanger 7 is located is a second pipe section 402, the first pipe section 401 and the second pipe section 402 are connected in parallel, the first pipe section 401 is provided with a first throttling device 13a, and the second pipe section 402 is provided with a second throttling device 13 b. This is the utility model discloses a preferred structural style between second heat exchanger and the battery heat exchanger on the heat pump circulation pipeline effectively forms parallelly connected branch road through two pipeline sections, and just first throttling arrangement is arranged in adjusting the refrigerant flow or the control switching that flow through in second heat exchanger 6, and second throttling arrangement is arranged in adjusting the refrigerant flow or the control switching that flow through in the second battery heat exchanger 7.
Preferably, the first pump 12a is a water pump; and/or, the second pump 12b is a water pump; and/or an expansion water tank 2 is further arranged on the motor circulating pipeline 300. First pump and second pump are the water pump respectively or simultaneously, can effectively form the design of two return circuits, utilize water to carry out the heat transfer to battery pack or motor element, have prevented revealing of refrigerant, and the safety of battery and motor element has been ensured to the dual reliability.
Preferably, a third branch 403 is further arranged in parallel on the motor circulation pipeline 300 at a pipe section between the second four-way valve 14b and the first heat exchanger 3, the heat exchanger 1 outside the vehicle is arranged on the third branch 403, and a three-way valve 15 is further arranged at a position where the third branch 403 is connected with the motor circulation pipeline 300. Through the third branch road and the outer heat exchanger that set up on motor circulation pipeline, can open the three-way valve as required so that the outer heat exchanger of car is put through to inhale the heat effectively or inhale cold volume from the car outward, cool off or heat in order to dispel the heat to battery pack and/or motor element, effectively rationally utilized the energy, energy utilization further obtains improving.
The utility model also provides a control method of heat management system as aforementioned any, wherein:
when the first four-way valve 14a, the second four-way valve 14b, the first throttle device 13a, and the second throttle device 13b are included:
when the ambient temperature TRing (C)<TPreset 1(preferably in winter), and when the battery assembly 8 needs to be heated and the interior or the room needs to be heated, the first four-way valve 14a is controlled to enable the battery heat exchanger 7 to be communicated with the exhaust end of the compressor 4, and the second four-way valve 14b is controlled to enable the battery circulation pipeline 200 and the motor circulation pipeline 300 not to be communicated, the battery circulation pipeline 200 and the motor circulation pipeline 300 respectively form a closed loop, and the first throttling device 13a and the second throttling device 13b are controlled to be opened; wherein T isPreset 1Either a value or a range of values;
when the ambient temperature TRing (C)>TPreset 2(preferably, in summer), when the battery assembly 8 needs cooling and the interior or the room needs cooling, controlling the first four-way valve 14a to communicate the battery heat exchanger 7 with the suction end of the compressor 4, and controlling the second four-way valve 14b to not communicate the battery circulation pipeline 200 with the motor circulation pipeline 300, wherein the battery circulation pipeline 200 and the motor circulation pipeline 300 respectively form a closed loop, and controlling the first throttling device 13a and the second throttling device 13b to be opened; wherein T isPreset 2Either a value or a range of values;
when the ambient temperature TPreset 1<TRing (C)<TPreset 2(preferably, a transitional season such as spring and autumn), and when the battery assembly 8 needs to be cooled, the second four-way valve 14b is controlled to beThe battery circulation pipeline 200 is communicated with the motor circulation pipeline 300, so that the battery circulation pipeline 200 and the motor circulation pipeline 300 jointly form a loop, when the heat exchanger 1 outside the vehicle is included, the coolant in the motor circulation pipeline releases heat in the first heat exchanger 3 and/or in the heat exchanger 1 outside the vehicle, and the first throttling device 13a is controlled to be opened and the second throttling device 13b is controlled to be closed;
when the ambient temperature TPreset 1<TRing (C)<TPreset 2(preferably, in a transitional season, such as spring and autumn), and when the battery assembly 8 needs to be heated, the second four-way valve 14b is controlled to enable the battery circulation pipeline 200 and the motor circulation pipeline 300 to be communicated, so that the battery circulation pipeline 200 and the motor circulation pipeline 300 jointly form a loop, and when the heat exchanger 1 outside the vehicle is included, the coolant in the motor circulation pipeline absorbs heat in the first heat exchanger 3, and/or absorbs heat in the heat exchanger 1 outside the vehicle, and/or absorbs heat in the motor assembly 20, and the first throttling device 13a is controlled to be opened and the second throttling device 13b is controlled to be closed.
The battery pack is controlled by two different battery heat management modes under four working conditions that the battery pack needs to be heated or cooled respectively, the effect of cooling the battery pack through the heat pump circulation pipeline under the first battery heat management mode is effectively realized, the effect of heating the battery pack through the heat pump circulation pipeline under the first battery heat management mode is realized, the effect of cooling the battery pack through the motor circulation pipeline under the second battery heat management mode is realized, the effect of heating the battery pack through the motor circulation pipeline under the second battery heat management mode is realized, targeted control can be respectively carried out on working conditions such as low temperature in winter, high temperature in summer, transition seasons or failure conditions of a heat pump system, the effective cooling or heating of the battery pack is realized, the effective cooling of the motor pack is realized, and the normal safe and efficient operation of the electric vehicle is ensured, and the energy utilization rate reaches the highest.
Preferably, when the ambient temperature T isPreset 1<TRing (C)<TPreset 2And when the battery assembly 8 needs cooling and heating is needed in the vehicle or the indoor, the first four-way valve 14a is also controlled to enable the battery heat exchanger 7 to be communicated with the exhaust end of the compressor 4, so that the refrigerant in the heat pump circulating pipeline 100 absorbs heat at the first heat exchanger 3 and releases heat at the second heat exchanger 6;
when the ambient temperature TPreset 1<TRing (C)<TPreset 2And when the battery assembly 8 needs to be heated and the interior or the room needs to be heated, the first four-way valve 14a is also controlled so that the battery heat exchanger 7 is communicated with the suction end of the compressor 4, so that the refrigerant in the heat pump cycle line 100 releases heat at the first heat exchanger 3 and absorbs heat at the second heat exchanger 6.
This is the utility model discloses an electric motor car operation is the further preferred control form of transition season (the temperature is not very high, also not very low, for example spring and autumn) in the outer environment of car, can control the refrigerant flow direction in the heat pump circulation pipeline through controlling first cross valve, battery pack's cooling or heating are realized through the refrigerant pipeline this moment, but through adjusting the refrigerant flow direction in the heat pump circulation pipeline, can control the refrigerant in the first heat exchanger whether heat absorption or heat release, thereby utilize the heat pump to improve the heat absorption and release efficiency to battery pack according to battery pack's heat absorption and release demand, for example when battery pack needs cooling, control first cross valve and make the refrigerant absorb heat in first heat exchanger, can effectively reduce the temperature of secondary refrigerant, and then can effectively improve the efficiency of the heat dissipation cooling to battery pack; when the battery pack needs to be heated, the first four-way valve is controlled to enable the refrigerant to release heat at the first heat exchanger, so that the temperature of the secondary refrigerant can be effectively increased, and the efficiency of heating the battery pack can be effectively improved.
Preferably, when the second four-way valve 14b includes a first end 14b1, a second end 14b2, a third end 14b3, and a fourth end 14b 4:
when the ambient temperature TRing (C)<TPreset 1(winter season), and when the battery assembly 8 needs to be heated, and heating is required in a vehicle or in a roomControlling the first end 14b1 of the second four-way valve 14b to communicate with the second end 14b2 while controlling the third end 14b3 of the second four-way valve 14b to communicate with the fourth end 14b 4;
when the ambient temperature TRing (C)>TPreset 2(summer) and when the battery assembly 8 requires cooling and cooling within the vehicle or interior, the first end 14b1 of the second four-way valve 14b is controlled to communicate with the second end 14b2 while the third end 14b3 of the second four-way valve 14b is controlled to communicate with the fourth end 14b 4;
when the ambient temperature TPreset 1<TRing (C)<TPreset 2(transitional season, such as spring and autumn), and when the battery assembly 8 needs to be cooled, controlling the first end 14b1 of the second four-way valve 14b to communicate with the fourth end 14b4 while controlling the second end 14b2 of the second four-way valve 14b to communicate with the third end 14b 3;
when the ambient temperature TPreset 1<TRing (C)<TPreset 2(transitional season, such as spring and autumn), and when the battery assembly 8 requires heating, the first end 14b1 of the second four-way valve 14b is controlled to communicate with the fourth end 14b4, while the second end 14b2 of the second four-way valve 14b is controlled to communicate with the third end 14b 3.
The battery pack is further preferably controlled by two different battery thermal management modes under four working conditions that the battery pack needs to be heated or cooled respectively, namely, four ends of the second four-way valve are mainly used for effective switching connection, the effect of cooling the battery pack through the heat pump circulation pipeline under the first battery thermal management mode is effectively realized, the effect of heating the battery pack through the heat pump circulation pipeline under the first battery thermal management mode is realized, the effect of cooling the battery pack through the motor circulation pipeline under the second battery thermal management mode is realized, the effect of heating the battery pack through the motor circulation pipeline under the second battery thermal management mode is realized, and the battery pack can be controlled in a targeted manner respectively aiming at working conditions such as low temperature in winter, high temperature in summer, transition season or fault conditions of a heat pump system, the battery assembly is effectively cooled or heated, the motor assembly is effectively cooled, normal, safe and efficient operation of the electric vehicle is guaranteed, and the energy utilization rate is highest.
Preferably, when the ambient temperature T isRing (C)<TPreset 1And when the battery assembly 8 needs to be heated and the interior of the vehicle or the room needs to be heated, the third four-way valve 14c is also controlled so that the flow direction of the refrigerant in the heat pump cycle line 100 in the first heat exchanger 3 is opposite to the flow direction of the coolant in the motor cycle line 300;
when the ambient temperature TRing (C)>TPreset 2And when the battery assembly 8 needs to be cooled and the interior of the vehicle or the room needs to be cooled, the third four-way valve 14c is also controlled so that the flow direction of the refrigerant in the heat pump circulation line 100 is opposite to the flow direction of the coolant in the motor circulation line 300 in the first heat exchanger 3;
when the ambient temperature TPreset 1<TRing (C)<TPreset 2(transitional season, such as spring and autumn), and when the battery assembly 8 needs to be cooled, the third four-way valve 14c is also controlled such that the flow direction of the refrigerant in the heat pump cycle line 100 is opposite to the flow direction of the coolant in the motor cycle line 300 in the first heat exchanger 3;
when the ambient temperature TPreset 1<TRing (C)<TPreset 2(transitional season, such as spring and autumn), and when the battery assembly 8 needs to be heated, the third four-way valve 14c is also controlled such that the flow direction of the refrigerant in the heat pump cycle line 100 is opposite to the flow direction of the coolant in the motor cycle line 300 in the first heat exchanger 3.
This is the utility model discloses a two kinds of different battery heat management modes need heat or need refrigerated further preferred control form under four kinds of operating modes respectively at battery pack, effectively realize making heat pump circulation pipeline and motor circulation pipeline form the effect of countercurrent flow in first heat exchanger department under first battery heat management mode when battery pack is refrigerated, improve heat exchange efficiency, effectively realize making heat pump circulation pipeline and motor circulation pipeline form the effect of countercurrent flow in first heat exchanger department when heating battery pack under first battery heat management mode, improve heat exchange efficiency, effectively realize making heat pump circulation pipeline and motor circulation pipeline form the effect of countercurrent flow in first heat exchanger department when cooling battery pack under second battery heat management mode, improve heat exchange efficiency, effectively realize making heat pump circulation pipeline and motor circulation pipeline heat when battery pack is heated under second battery heat management mode The effect of countercurrent heat exchange is formed at the first heat exchanger, the heat exchange efficiency is improved, targeted control can be performed on working conditions such as low temperature in winter, high temperature in summer, transition seasons or fault conditions of a heat pump system, effective cooling or heating of the battery assembly and effective cooling of the motor assembly are realized, normal safe and efficient operation of the electric vehicle is guaranteed, and the energy utilization rate is highest.
Preferably, when the third four-way valve 14c includes a fifth end 14c1, a sixth end 14c2, a seventh end 14c3, and an eighth end 14c 4:
when the ambient temperature TRing (C)<TPreset 1And when the battery assembly 8 needs to be heated and the interior or the room needs to be heated, controlling the fifth end 14c1 of the third four-way valve 14c to be communicated with the eighth end 14c4 and simultaneously controlling the sixth end 14c2 of the third four-way valve 14c to be communicated with the seventh end 14c 3;
when the ambient temperature TRing (C)>TPreset 2And when the battery assembly 8 needs cooling and cooling in the vehicle or the interior is needed, controlling the fifth end 14c1 of the third four-way valve 14c to communicate with the sixth end 14c2 while controlling the seventh end 14c3 of the third four-way valve 14c to communicate with the eighth end 14c 4;
when the ambient temperature TPreset 1<TRing (C)<TPreset 2(transitional season, such as spring and autumn), and when the battery assembly 8 needs cooling and heating is needed in the vehicle or in the room, the fifth end 14c1 of the third four-way valve 14c is controlled to be communicated with the eighth end 14c4, and the sixth end 14c2 of the third four-way valve 14c is controlled to be connected with the seventh end 14c3Opening;
when the ambient temperature TPreset 1<TRing (C)<TPreset 2(transitional season, such as spring and autumn), and when the battery assembly 8 requires heating and cooling in the vehicle or in the room, the fifth end 14c1 of the third four-way valve 14c is controlled to communicate with the sixth end 14c2 while the seventh end 14c3 of the third four-way valve 14c is controlled to communicate with the eighth end 14c 4.
The two different battery heat management modes of the utility model respectively adopt the further optimized control mode under four working conditions that the battery assembly needs to be heated or cooled, namely, the four ends of the third four-way valve are mainly used for effective switching connection, the effect of forming countercurrent heat exchange at the first heat exchanger by the heat pump circulation pipeline and the motor circulation pipeline when the battery assembly is cooled in the first battery heat management mode is effectively realized, the heat exchange efficiency is improved, the effect of forming countercurrent heat exchange at the first heat exchanger by the heat pump circulation pipeline and the motor circulation pipeline when the battery assembly is heated in the first battery heat management mode is effectively realized, the heat exchange efficiency is improved, the effect of forming countercurrent heat exchange at the first heat exchanger by the heat pump circulation pipeline and the motor circulation pipeline when the battery assembly is cooled in the second battery heat management mode is effectively realized, the heat exchange efficiency is improved, the effect that the heat pump circulation pipeline and the motor circulation pipeline form countercurrent heat exchange at the first heat exchanger when the battery assembly is heated in the second battery heat management mode is effectively achieved, and the heat exchange efficiency is improved.
Preferably, when the exterior heat exchanger 1 and the three-way valve 15 are also included:
when the ambient temperature TRing (C)<TPreset 1When the battery assembly 8 needs to be heated and the interior or the room of the vehicle needs to be heated, the three-way valve 15 is controlled to be opened so that the exterior heat exchanger 1 is communicated with the first heat exchanger 3, and the secondary refrigerant absorbs heat from the exterior of the vehicle in the exterior heat exchanger 1;
when the ambient temperature TRing (C)>TPreset 2And when the battery assembly 8 needs cooling and the interior or the room needs cooling, the tee joint is controlledA valve 15 connects the exterior heat exchanger 1 with the first heat exchanger 3, and the coolant gives off heat to the exterior of the vehicle in the exterior heat exchanger 1;
when the ambient temperature TPreset 1<TRing (C)<TPreset 2(transitional season, such as spring and autumn), and when the battery assembly 8 needs to be cooled, the three-way valve 15 is controlled to enable the heat exchanger 1 outside the vehicle to be communicated with the first heat exchanger 3, and the secondary refrigerant emits heat to the outside of the vehicle in the heat exchanger 1 outside the vehicle;
when the ambient temperature TPreset 1<TRing (C)<TPreset 2(transitional season, such as spring and autumn), and when the battery assembly 8 needs to be heated, the three-way valve 15 is controlled so that the exterior heat exchanger 1 communicates with the first heat exchanger 3, and the coolant absorbs heat from the exterior of the vehicle in the exterior heat exchanger 1.
The utility model is a further optimized control mode of two different battery heat management modes under four working conditions that the battery assembly needs to be heated or cooled respectively, namely, effective switching connection is mainly carried out through a three-way valve, effectively realizes that the external heat exchanger effectively absorbs or emits heat when the battery assembly is cooled in the first battery heat management mode, effectively and reasonably utilizes energy, further improves the energy utilization rate, effectively realizes that the external heat exchanger effectively absorbs or emits heat when the battery assembly is heated in the first battery heat management mode, effectively and reasonably utilizes energy, further improves the energy utilization rate, effectively realizes that the external heat exchanger effectively absorbs or emits heat when the battery assembly is cooled in the second battery heat management mode, effectively and reasonably utilizes energy, the energy utilization rate is further improved, the effect that the heat is effectively absorbed or released at a low level by the external heat exchanger when the battery assembly is heated in the second battery heat management mode is effectively realized, the energy is effectively and reasonably utilized, and the energy utilization rate is further improved.
The utility model also provides an electric motor car, it includes preceding arbitrary heat management system.
Battery thermal management mode 1a (fig. 2) — phase change heat exchange:
the heat pipes of the batteries 8 exchange heat by the secondary refrigerant and the air-conditioning refrigerant, so that the temperature of the batteries is maintained within a reasonable range. If the temperature of the internal circulation battery is lower than the lower limit of the normal working temperature, the air conditioner operates in a heating mode, the medium flow directions on the two sides in the battery heat exchanger 7 are in counter flow (the design aim is to realize counter flow and enhance heat exchange), and the flow rates of the refrigerant and the secondary refrigerant are respectively adjusted by controlling the opening degree of the second throttling device 13b and the frequency of the first pump 12a, so that the temperature of the secondary refrigerant is increased to a target value to heat the battery. At the moment, the external circulation secondary refrigerant transmits the heat dissipating capacity of the motor system and the heat of the external heat source to the air conditioner cooling first heat exchanger 3, and the waste heat is utilized.
Battery thermal management mode 1b (fig. 3) — phase change heat exchange:
the difference between the battery thermal management mode 1b and the battery thermal management mode 1a is that the three-way valve is reversed, i.e., the externally circulating coolant does not pass through the external heat exchanger 1 after exiting from the three-way valve 15, but bypasses to the second four-way valve 14b to enter the branch of the motor system. The circulation is suitable for the condition that the requirement of the carriage heating capacity and the battery heating capacity is small, namely, the waste heat recovery of the motor system meets the requirement of the carriage heating capacity and the battery heating capacity, and heat is not required to be taken from the environment. This mode is an outdoor low temperature cabin heating mode.
Battery thermal management mode 1c (fig. 4) — phase change heat exchange:
if the temperature of the internal circulation battery exceeds the upper limit of the normal working temperature, the air conditioner operates in a refrigeration mode, the flow directions of media on two sides in the battery heat exchanger 7 are concurrent flows, and the flow rates of the refrigerant and the secondary refrigerant are respectively regulated by controlling the opening degree of the second throttling device 13b and the frequency of the first pump 12a, so that the temperature of the secondary refrigerant is reduced to a target value to cool the battery. At the moment, the external circulation secondary refrigerant cools the first heat exchanger 3 after releasing heat through the external heat exchanger 1, and then flows through the motor system to cool the motor system.
Battery thermal management mode 1d (fig. 5) — phase change heat exchange:
the battery thermal management mode 1d differs from the battery thermal management mode 1c in that the three-way valve is reversed, i.e., the externally circulating coolant does not pass through the exterior heat exchanger 1, but rather enters the first heat exchanger 3 from the bypass pipe to the three-way valve 15. The circulation is suitable for the condition that the requirements of the heating capacity of the carriage and the heating capacity of the battery are small in winter, namely, the waste heat recovery of the motor system meets the requirements of the heating capacity of the carriage and the heating capacity of the battery, and heat does not need to be taken from the environment. At this time, the flow direction of the external circulation secondary refrigerant and the refrigerant in the first heat exchanger 3 is concurrent flow, and compared with the countercurrent flow, the heat exchange effect is slightly poor.
The second battery heat management mode coolant loop connects the battery and the motor system in series, i.e., the battery heat exchanger 7 does not work, the second four-way valve 14b reverses, and the coolant flows from the inlet of the first pump 12a to the first pump 12a → the second four-way valve 14b → the third four-way valve 14c → the charger 9 → the motor controller 10 → the motor 11 → the first heat exchanger 3 → the expansion tank 2 → the three-way valve 15 → the exterior heat exchanger 1 (or bypass) → the second four-way valve 14b → the battery heat exchanger 7 → the battery pack 8 → the first pump 12 a.
Battery thermal management mode 2a (fig. 6) — non-phase change heat exchange:
the battery assembly 8 is in thermal management series connection with the motor system, and the secondary refrigerant exchanges heat with the refrigerant only at the first heat exchanger 3, so that the normal temperature of the battery and the motor system is maintained. If the battery temperature exceeds the upper limit of normal operating temperature, the battery needs to be cooled and coolant flows as described above. The second battery heat management mode transmits the heat productivity of the battery and the heat of the external environment heat source to the first heat exchanger 3 so as to improve the heating capacity in the carriage for heat recovery; in addition, if the motor works, the second battery heat management mode transmits the heat productivity of the battery, the heat dissipation capacity of the motor system and the heat of the heat source outside the vehicle to the first heat exchanger 3, so that the heating capacity in the vehicle compartment is further improved, and the condition is suitable for transition seasons. The heat productivity of the battery can be transmitted to the heat exchanger outside the vehicle, namely the first heat exchanger 3 does not work, and the condition is suitable for summer charging (the battery is charged in summer, the temperature of the battery is too high and needs cooling); in addition, if the motor works, the heat productivity of the battery and the heat dissipation capacity of the motor system are transmitted to the heat exchanger outside the vehicle, namely the first heat exchanger 3 does not work, and the situation is suitable for transition seasons.
If the battery temperature is below the lower limit of normal operating temperature, the battery needs to be heated and coolant flows as described above. The secondary refrigerant absorbs heat from the motor system, releases heat through the first heat exchanger 3, absorbs ambient heat through the heat exchanger 1 outside the vehicle, and then enters the battery branch to heat the battery through reversing of the four-way valve 14 b.
Battery thermal management mode 2b (fig. 7) — non-phase change heat exchange:
the difference between the battery thermal management mode 2b and the battery thermal management mode 2a is that the three-way valve is reversed, i.e., the externally circulating coolant does not pass through the external heat exchanger 1 after exiting from the three-way valve 15, but bypasses the four-way valve 14b to enter the battery branch. If the battery needs to be cooled, the battery thermal management mode 2b transmits the heat generation amount of the battery and the heat dissipation amount of the motor system to the first heat exchanger 3, and further increases the heating amount in the vehicle cabin. This condition is applicable to the little condition of carriage heating capacity demand, and battery and motor system's waste heat recovery satisfies the carriage heating capacity promptly, need not get the heat from the environment again.
If the battery needs to be heated, the secondary refrigerant absorbs heat from the motor system and then enters the battery branch circuit to heat the battery through a series of parts by reversing the four-way valve 14b, and at the moment, the first heat exchanger 3 does not work. The condition is suitable for the heat dissipation capacity of the motor system to meet the heating capacity of the battery, and the motor system is applied to the initial starting stage of the pure electric vehicle in winter.
The above description is only exemplary of the present invention and should not be construed as limiting the present invention, and any modifications, equivalents and improvements made within the spirit and principles of the present invention are intended to be included within the scope of the present invention. The above is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, a plurality of modifications and variations can be made without departing from the technical principle of the present invention, and these modifications and variations should also be regarded as the protection scope of the present invention.
Claims (9)
1. A thermal management system, characterized by: the method comprises the following steps:
a heat pump circulating pipeline (100), a battery circulating pipeline (200) and a motor circulating pipeline (300), the heat pump circulating pipeline (100) is provided with a compressor (4), a first heat exchanger (3), a second heat exchanger (6) and a battery heat exchanger (7), the interior or the room of the vehicle can be heated or cooled through the second heat exchanger (6), part of the battery heat exchanger (7) is also arranged on the battery circulating pipeline (200), so that the heat pump circulation line (100) and the battery circulation line (200) can exchange heat at the battery heat exchanger (7), part of the first heat exchanger (3) is also arranged on the motor circulating pipeline (300), so that the heat pump circulation line (100) and the motor circulation line (300) can exchange heat at the battery heat exchanger (7); a battery assembly (8) is arranged on the battery circulation pipeline (200), and a motor assembly (20) is arranged on the motor circulation pipeline (300);
the motor cycle control system further comprises a second four-way valve (14b), wherein the second four-way valve (14b) is arranged between the battery cycle pipeline (200) and the motor cycle pipeline (300) so that the battery cycle pipeline (200) and the motor cycle pipeline (300) are controlled to be communicated or not communicated through the switching of the second four-way valve (14 b);
the refrigerating machine further comprises a third four-way valve (14c) and a second pump (12b), wherein the third four-way valve (14c) and the second pump (12b) are arranged on the motor circulation pipeline (300) so that the motor circulation pipeline (300) can be switched between a forward circulation mode and a reverse circulation mode through switching of the third four-way valve (14c), the forward circulation mode is that the refrigerating medium flows in the motor circulation pipeline (300) in a first direction, the reverse circulation mode is that the refrigerating medium flows in the motor circulation pipeline (300) in a second direction, and the first direction is opposite to the second direction.
2. The thermal management system of claim 1, wherein:
when the battery circulation pipeline (200) is communicated with the motor circulation pipeline (300), the battery circulation pipeline (200) and the motor circulation pipeline (300) jointly form a loop, and when the battery circulation pipeline (200) is not communicated with the motor circulation pipeline (300), the battery circulation pipeline (200) and the motor circulation pipeline (300) respectively form closed loops.
3. The thermal management system of claim 2, wherein:
the second four-way valve (14b) comprises a first end (14b1), a second end (14b2), a third end (14b3) and a fourth end (14b4), wherein the first end and the second end are respectively communicated with the battery circulation pipeline (200), so that the battery circulation pipeline (200) forms a loop when the first end is communicated with the second end and the third end is communicated with the fourth end, and the battery circulation pipeline (200) and the motor circulation pipeline (300) form a loop together when the first end is communicated with the fourth end and the second end is communicated with the third end.
4. The thermal management system of claim 3, wherein:
the third four-way valve (14c) includes a fifth end (14c1), a sixth end (14c2), a seventh end (14c3), and an eighth end (14c4), the fifth end (14c1) is in communication with the outlet end of the second pump (12b), the sixth end (14c2) is in communication with the fourth end (14b4) of the second four-way valve (14b), the seventh end (14c3) is in communication with the inlet end of the second pump (12b), and the eighth end (14c4) is in communication with one end of the motor assembly (20).
5. The thermal management system of any of claims 1-4, wherein:
the battery heat exchanger (7) and the second heat exchanger (6) are arranged in parallel; and/or a first pump (12a) is arranged on the battery circulating pipeline (200); and/or the motor assembly (20) comprises a charger (9), a motor controller (10) and a motor (11) which are arranged in series; and/or a first four-way valve (14a) is arranged on the heat pump circulating pipeline (100) and positioned at the exhaust end of the compressor (4); and/or a gas-liquid separator (5) is arranged on the heat pump circulating pipeline (100) at the air suction end of the compressor (4).
6. The thermal management system of claim 5, wherein:
the pipe section, located at the second heat exchanger (6), on the heat pump circulation pipeline (100) is a first pipe section (401), the pipe section, located at the battery heat exchanger (7), on the heat pump circulation pipeline (100) is a second pipe section (402), the first pipe section (401) and the second pipe section (402) are connected in parallel, a first throttling device (13a) is arranged on the first pipe section (401), and a second throttling device (13b) is arranged on the second pipe section (402).
7. The thermal management system of claim 5, wherein:
the first pump (12a) is a water pump; and/or the second pump (12b) is a water pump; and/or an expansion water tank (2) is also arranged on the motor circulating pipeline (300).
8. The thermal management system of any of claims 1-4, wherein:
a third branch (403) is further arranged on the motor circulating pipeline (300) in parallel at a pipe section between the second four-way valve (14b) and the first heat exchanger (3), a heat exchanger (1) outside the vehicle is arranged on the third branch (403), and a three-way valve (15) is further arranged at a position where the third branch (403) is connected with the motor circulating pipeline (300).
9. An electric vehicle, characterized in that: comprising the thermal management system of any of claims 1-8.
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| CN202021707427.2U CN212289440U (en) | 2020-08-14 | 2020-08-14 | Thermal management system and electric vehicle |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114212002A (en) * | 2022-01-12 | 2022-03-22 | 清华大学 | Electric automobile thermal management system |
| WO2024065154A1 (en) * | 2022-09-27 | 2024-04-04 | 上海汽车集团股份有限公司 | Thermal management system of vehicle, and vehicle |
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2020
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114212002A (en) * | 2022-01-12 | 2022-03-22 | 清华大学 | Electric automobile thermal management system |
| CN114212002B (en) * | 2022-01-12 | 2023-07-25 | 清华大学 | Electric automobile thermal management system |
| WO2024065154A1 (en) * | 2022-09-27 | 2024-04-04 | 上海汽车集团股份有限公司 | Thermal management system of vehicle, and vehicle |
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