CN216942605U - Automobile heat management air conditioning system and new energy automobile - Google Patents
Automobile heat management air conditioning system and new energy automobile Download PDFInfo
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- CN216942605U CN216942605U CN202123300094.9U CN202123300094U CN216942605U CN 216942605 U CN216942605 U CN 216942605U CN 202123300094 U CN202123300094 U CN 202123300094U CN 216942605 U CN216942605 U CN 216942605U
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- 238000004378 air conditioning Methods 0.000 title claims abstract description 59
- 239000003507 refrigerant Substances 0.000 claims abstract description 45
- 230000017525 heat dissipation Effects 0.000 claims description 5
- 238000011084 recovery Methods 0.000 abstract description 5
- 239000007788 liquid Substances 0.000 description 57
- 239000007789 gas Substances 0.000 description 48
- 238000010438 heat treatment Methods 0.000 description 41
- 238000001816 cooling Methods 0.000 description 35
- 238000012546 transfer Methods 0.000 description 25
- 238000010586 diagram Methods 0.000 description 10
- 238000005057 refrigeration Methods 0.000 description 7
- 239000002918 waste heat Substances 0.000 description 4
- 238000010521 absorption reaction Methods 0.000 description 3
- 238000005485 electric heating Methods 0.000 description 3
- 238000005265 energy consumption Methods 0.000 description 3
- 239000002699 waste material Substances 0.000 description 3
- 230000005494 condensation Effects 0.000 description 2
- 238000009833 condensation Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 1
- 230000002238 attenuated effect Effects 0.000 description 1
- 229910052799 carbon Inorganic materials 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 239000002826 coolant Substances 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 239000008236 heating water Substances 0.000 description 1
- 230000006698 induction Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
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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
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/88—Optimized components or subsystems, e.g. lighting, actively controlled glasses
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Abstract
The application provides a car thermal management air conditioning system and new energy automobile. The automobile heat management air conditioning system comprises a refrigerant cycle, wherein the refrigerant cycle comprises a compressor, an external heat exchanger, an internal heat exchange branch and a battery heat exchange branch, the internal heat exchange branch is connected with the external heat exchange branch in parallel, the internal heat exchange branch comprises an internal heat exchanger and a first throttling device, the battery heat exchange branch comprises a battery pack heat exchanger and a second throttling device, the first end of the battery heat exchange branch and the internal heat exchange branch are connected to the external heat exchanger together, and the second end of the battery heat exchange branch can be selectively communicated with an air suction port or an air exhaust port of the compressor. According to the automobile heat management air-conditioning system, the heat exchange efficiency of the battery can be improved, and the heat recovery capacity of the battery is improved.
Description
Technical Field
The application relates to the technical field of new energy vehicles, in particular to a vehicle heat management air conditioning system and a new energy vehicle.
Background
Under the current large environment of reducing carbon emission, the pure electric vehicle is developed rapidly. At present, the development of pure electric vehicles is limited by battery capacity and cruising ability; how to improve battery capacity and endurance is the key work of various manufacturers. Except that the power motor is in the outdoor with large power consumption, the power consumption of the air conditioning system is also one of the main power consumption components; the discharge characteristics of the battery are different at different temperatures, the discharge capacity is greatly attenuated due to too low temperature, and the capacity and the service life are influenced due to too high temperature, so that the temperature of the battery is required to be controlled within a certain reasonable range; and other heat sources such as electric control of the motor and the like need to dissipate heat, and under the condition of a low-temperature environment, the waste heat also needs to be utilized to heat the passenger compartment and the battery, so that the cruising ability is improved. By comprehensively considering the factors, a perfect thermal management system for the pure electric vehicle is needed, and the perfect thermal management system comprises a passenger compartment thermal management system, a battery thermal management system and a motor/electric control thermal management system.
At present, a battery heat management system and a motor electric control heat management system in the market basically adopt a water-cooling indirect cooling mode to cool a battery, and the waste heat of a motor adopts a water-cooling heating water tank to recover heat. For example, prior art discloses a pure electric vehicles integrates thermal management system with whole car, and this scheme group battery and motor cooling system all adopt water cooling system, and the heating can only be realized through electric heating, and the heat recovery of motor and group battery passes through water-cooling heat transfer's mode and indoor warm braw water tank intercommunication, again with indoor air inlet heat transfer, the heat transfer effect is poor.
SUMMERY OF THE UTILITY MODEL
Therefore, the technical problem that this application will be solved lies in providing a car thermal management air conditioning system and new energy automobile, can improve battery heat exchange efficiency, improves battery heat recovery ability.
In order to solve the problems, the application provides an automobile heat management air conditioning system which comprises a refrigerant cycle, wherein the refrigerant cycle comprises a compressor, an external heat exchanger, an internal heat exchange branch and a battery heat exchange branch, the internal heat exchange branch is connected with the external heat exchange branch in parallel, the internal heat exchange branch comprises an internal heat exchanger and a first throttling device, the battery heat exchange branch comprises a battery pack heat exchanger and a second throttling device, the first end of the battery heat exchange branch and the internal heat exchange branch are connected to the external heat exchanger together, and the second end of the battery heat exchange branch can be selectively communicated with an air suction port or an air exhaust port of the compressor.
Preferably, the second end of the battery heat exchange branch is selectively communicated with the suction port or the exhaust port of the compressor through a first three-way valve.
Preferably, the refrigerant cycle further comprises a four-way valve, a first interface of the four-way valve is communicated with an exhaust port of the compressor, a second interface of the four-way valve is communicated with the heat exchanger outside the vehicle, a third interface of the four-way valve is communicated with the heat exchanger inside the vehicle, and a fourth interface of the four-way valve is communicated with a suction port of the compressor.
Preferably, the refrigerant cycle further comprises a middle heat exchange branch, the automobile heat management air-conditioning system further comprises a motor heat exchange cycle, the middle heat exchange branch is in heat exchange connection with the motor heat exchange cycle through a middle heat exchanger, and a third throttling device is arranged on the middle heat exchange branch.
Preferably, the first end of the intermediate heat exchange branch and the vehicle interior heat exchange branch are connected to the vehicle exterior heat exchanger together, and the second end of the intermediate heat exchange branch can be selectively communicated with the suction port or the exhaust port of the compressor.
Preferably, the second end of the intermediate heat exchange branch is selectively communicable with the suction port or the discharge port of the compressor through a second three-way valve.
Preferably, the motor heat exchange cycle comprises an oil pump and a motor electric control heat dissipation component which are arranged in series, the intermediate heat exchanger is an oil-cooled heat exchanger, and an oil path of the heat exchange cycle flows through the intermediate heat exchanger.
Preferably, the heat exchanger outside the vehicle is correspondingly provided with an external fan, and the heat exchanger inside the vehicle is correspondingly provided with an internal fan.
According to another aspect of the application, a new energy automobile is provided, and the new energy automobile comprises an automobile thermal management air-conditioning system, and the automobile thermal management air-conditioning system is the automobile thermal management air-conditioning system.
The application provides a car thermal management air conditioning system, including the refrigerant circulation, the refrigerant circulation includes the compressor, the outer heat exchanger of car, heat transfer branch road and battery heat transfer branch road in the car, heat transfer branch road and the outer heat transfer branch road of car connect in parallel in the car, heat transfer branch road includes heat exchanger and first throttling arrangement in the car, battery heat transfer branch road includes group battery heat exchanger and second throttling arrangement, the first end of battery heat transfer branch road and the heat transfer branch road in the car are connected to the outer heat exchanger of car jointly, the second end of battery heat transfer branch road can select the induction port or the gas vent intercommunication with the compressor selectively. This car thermal management air conditioning system utilizes the refrigerant directly to carry out the heat transfer with the group battery heat exchanger, and not carry out the secondary heat transfer through middle heat exchanger, so the heat transfer is effectual, and energy recovery is high, and duration is strong, and the structure is simpler, and the cost is lower, and the reliability is higher.
Drawings
FIG. 1 is a schematic diagram of an embodiment of an automotive thermal management air conditioning system;
FIG. 2 is a diagram illustrating a battery pack cooling only mode operation of a vehicle thermal management air conditioning system according to an embodiment of the present application;
FIG. 3 is a diagram illustrating an in-vehicle individual cooling mode operation of the vehicle thermal management air conditioning system in accordance with an embodiment of the present application;
FIG. 4 is a diagram illustrating the operation of the in-vehicle air conditioning cooling, battery cooling, and motor cooling coolant circulation modes of the vehicle thermal management air conditioning system according to an embodiment of the present application;
FIG. 5 is a diagram illustrating operation of a battery pack heating only mode of a vehicle thermal management air conditioning system according to an embodiment of the present application;
FIG. 6 is a diagram illustrating operation of a vehicle interior heating only mode of a vehicle thermal management air conditioning system in accordance with an embodiment of the present application;
FIG. 7 is a diagram illustrating operation of an in-vehicle air conditioning heating + battery heating + motor heating mode of a vehicle thermal management air conditioning system in accordance with an embodiment of the present application;
FIG. 8 is a diagram illustrating the operation of the vehicle air conditioning system in the HVAC + Battery Cooling + Motor Cooling modes according to one embodiment of the present application;
FIG. 9 is a diagram illustrating the operation of the vehicle air conditioning heating, battery heating and electric motor cooling modes of the vehicle thermal management air conditioning system according to an embodiment of the present application;
fig. 10 is a diagram illustrating operation of an in-vehicle air conditioning heating + battery cooling + motor heating mode of a vehicle thermal management air conditioning system in accordance with an embodiment of the present application.
The reference numerals are represented as:
1. a compressor; 2. a four-way valve; 3. an exterior heat exchanger; 4. an external fan; 5. a first throttling device; 6. a second throttling device; 7. a third throttling means; 8. a heat exchanger inside the vehicle; 9. an in-vehicle fan; 10. a vapor-liquid separator; 11. a first three-way valve; 12. a battery pack heat exchanger; 13. a second three-way valve; 14. an oil pump; 15. an intermediate heat exchanger; 16. the motor electrically controls the heat dissipation component.
Detailed Description
Referring to fig. 1 to 10 in combination, according to an embodiment of the present application, an automotive thermal management air conditioning system includes a refrigerant cycle, the refrigerant cycle includes a compressor 1, an external heat exchanger 3, an internal heat exchange branch and a battery heat exchange branch, the internal heat exchange branch is connected in parallel with the external heat exchange branch, the internal heat exchange branch includes an internal heat exchanger 8 and a first throttling device 5, the battery heat exchange branch includes a battery pack heat exchanger 12 and a second throttling device 6, a first end of the battery heat exchange branch and the internal heat exchange branch are connected to the external heat exchanger 3 together, and a second end of the battery heat exchange branch can be selectively communicated with an air suction port or an air exhaust port of the compressor 1.
This car thermal management air conditioning system utilizes the refrigerant directly to carry out the heat transfer with group battery heat exchanger 12, and not carry out the secondary heat transfer through middle heat exchanger, so the heat transfer is effectual, and energy recovery is high, and duration is strong, and the structure is simpler, and the cost is lower, and the reliability is higher.
When the battery needs to be heated, the battery system adopts the heat pump system to replace PTC electric heating to replace a battery heat source, the energy efficiency (heating capacity/power consumption) of the heat pump system is as high as 2-4, and the electric heating energy efficiency is lower than 1, so that more than 60% of electric quantity is saved when the battery pack reaches the same temperature, and the cruising ability is improved.
In one embodiment, the second end of the battery heat exchange branch can selectively communicate with the suction port or the discharge port of the compressor 1 through the first three-way valve 11. Because the second end of the battery heat exchange branch can be selectively communicated with the air suction port or the air exhaust port of the compressor 1, the communication state of the battery heat exchange branch can be controlled as required, and then the heat exchange state of the battery pack heat exchanger 12 is controlled, so that the battery cooling function and the battery heating function can be realized, and the battery temperature can be adjusted more flexibly and conveniently.
In one embodiment, the refrigerant cycle further comprises a four-way valve 2, a first port of the four-way valve 2 is communicated with an exhaust port of the compressor 1, a second port of the four-way valve 2 is communicated with the exterior heat exchanger 3, a third port of the four-way valve 2 is communicated with the interior heat exchanger 8, and a fourth port of the four-way valve 2 is communicated with an air suction port of the compressor 1. In this embodiment, through setting up cross valve 2, can utilize cross valve 2 to realize heating or refrigeration in the car, temperature control is more convenient in the car.
In order to improve the heat exchange efficiency of the in-vehicle heat exchanger 8, an in-vehicle fan 9 may be further provided corresponding to the in-vehicle heat exchanger 8.
Similarly, an outdoor fan 4 may be provided in correspondence with the outdoor heat exchanger 3 in order to improve the heat exchange efficiency of the outdoor heat exchanger 3.
In one embodiment, the refrigerant cycle further comprises an intermediate heat exchange branch, the automobile thermal management air conditioning system further comprises a motor heat exchange cycle, the intermediate heat exchange branch is in heat exchange connection with the motor heat exchange cycle through an intermediate heat exchanger 15, and a third throttling device 7 is arranged on the intermediate heat exchange branch. In this embodiment, through setting up middle heat transfer branch road, can utilize and be connected through 15 heat exchanges of intermediate heat exchanger between middle heat transfer branch road and the motor heat transfer circulation to can utilize the refrigerant to heat or cool down the motor through the mode of middle heat transfer, conveniently regulate and control the motor temperature.
In one embodiment, a first end of the intermediate heat exchange branch is connected to the exterior heat exchanger 3 in common with the interior heat exchange branch, and a second end of the intermediate heat exchange branch can selectively communicate with the suction port or the exhaust port of the compressor 1.
In one embodiment, the second end of the intermediate heat exchange branch can be selectively communicated with the suction port or the discharge port of the compressor 1 through the second three-way valve 13.
In the embodiment, the refrigerant flow direction is controlled by adopting the double-tee valve, the refrigerant flow direction can be independently controlled by the battery system and the motor system, and the battery thermal management system and the motor thermal management system can keep the same or different with the running mode of the air conditioning system in the vehicle, so that the energy of the two systems can be recovered, and the waste heat directly participates in the thermodynamic cycle of the refrigerant, thereby reducing the waste heat, and simultaneously, the heat transfer effect of the battery thermal management system and the motor thermal management system is improved by adopting the heat exchange of the direct cooling of the refrigerant.
The three-way valve described above may be replaced by a combination of two-way valves, or other valve structures with similar functions.
In one embodiment, the motor heat exchange cycle includes an oil pump 14 and a motor electrically controlled heat dissipation component 16 arranged in series, the intermediate heat exchanger 15 is an oil-cooled heat exchanger, and an oil path of the heat exchange cycle flows through the intermediate heat exchanger 15.
The refrigerant cycle further includes a gas-liquid separator 10, and the gas-liquid separator 10 is provided at a suction port of the compressor 1.
According to the embodiment of the application, the new energy automobile comprises an automobile thermal management air-conditioning system, and the automobile thermal management air-conditioning system is the automobile thermal management air-conditioning system.
Referring to fig. 2 to 9 in combination, according to an embodiment of the present application, the control method of the thermal management air conditioning system of the automobile includes: acquiring a current working mode; the refrigerant cycle is controlled according to the current operation mode.
Referring collectively to fig. 2, the step of controlling the refrigerant cycle according to the current operating mode includes: when the current working mode is a battery pack independent cooling mode, the refrigerant is controlled to circularly operate, the exhaust port of the compressor 1 is controlled to be communicated with the external heat exchanger 3, the external fan 4 is controlled to be started, the second throttling device 6 is controlled to be opened, the first throttling device 5 and the third throttling device 7 are controlled to be closed, and the second end of the battery heat exchange branch is controlled to be communicated with the air suction port of the compressor 1.
When the cockpit is in an unmanned state or a refrigeration demand state, or the battery pack is charged, only the battery pack system has a refrigeration demand, and at this time, the air conditioning system operates in a battery pack independent cooling mode, which is shown by combining the flow chart of fig. 2: high-temperature high-pressure gas coming out of a compressor 1 enters an external heat exchanger 3 through a four-way valve 2, an external fan 4 of the automobile is started at the moment, a second throttling device 6 is started, a first throttling device 5 is closed, a third throttling device 7 is closed, condensed high-pressure high-temperature liquid is throttled into low-temperature low-pressure liquid through the second throttling device 6, low-temperature low-pressure gas is formed after the low-temperature low-pressure gas passes through a battery pack heat exchanger 12, the low-temperature low-pressure gas flows back into a gas-liquid separator 10 after passing through a first three-way valve 11 (at the moment, the low-pressure side of the first three-way valve 11 is opened due to power failure), and then returns to the compressor 1 to complete circulation
Referring collectively to fig. 3, the step of controlling the refrigerant cycle according to the current operating mode includes: when the current working mode is an in-vehicle independent refrigeration mode, the refrigerant is controlled to circularly operate, the exhaust port of the compressor 1 is controlled to be communicated with the heat exchanger 3 outside the vehicle, the fan 4 outside the vehicle is controlled to be started, the first throttling device 5 is controlled to be started, the second throttling device 6 and the third throttling device 7 are controlled to be closed, and the fan 9 inside the vehicle is controlled to be started.
When only the cockpit has a refrigeration demand state, the air conditioning system performs an individual refrigeration mode according to the cockpit at the moment, and the flow chart of fig. 3 is combined for showing: high-temperature high-pressure gas coming out of the compressor 1 enters the heat exchanger 3 outside the vehicle through the four-way valve 2, the fan 4 outside the vehicle is started at the moment, the first throttling device 5 is started, the second throttling device 6 is closed and the third throttling device 7 is closed, the condensed high-pressure high-temperature liquid is throttled into low-temperature low-pressure liquid through the first throttling device 5, the low-temperature low-pressure gas is formed after heat absorption through the heat exchanger 8 inside the vehicle when the fan 9 inside the vehicle is started, the low-temperature low-pressure gas flows back to the gas-liquid separator 10 through the four-way valve 2 and then returns to the compressor 1, and circulation is completed.
Referring collectively to fig. 4, the step of controlling the refrigerant cycle according to the current operating mode includes: when the current working mode is an in-vehicle air conditioning cooling, battery cooling and motor cooling refrigerant circulation mode, the refrigerant is controlled to circularly operate, the exhaust port of the compressor 1 is controlled to be communicated with the external heat exchanger 3, the external fan 4 is controlled to be started, the first throttling device 5, the second throttling device 6 and the third throttling device 7 are controlled to be opened, the in-vehicle fan 9 is controlled to be started, the second end of the battery heat exchange branch is controlled to be communicated with the air suction port of the compressor 1, the second end of the middle heat exchange branch is controlled to be communicated with the air suction port of the compressor 1, and the oil pump 14 is controlled to be started.
When only the cockpit, the battery pack and the motor system have refrigeration demand states, the air conditioning system adopts a cockpit air conditioning cooling + battery cooling + motor cooling refrigerant circulation mode at the moment, and the flow chart of the figure 4 is combined for showing: high-temperature and high-pressure gas from a compressor 1 enters an external heat exchanger 3 through a four-way valve 2, at the moment, an external fan 4 of the vehicle is started, a first throttling device 5 is started, a second throttling device 6 is started, a third throttling device 7 is started, the high-temperature and high-pressure liquid in a first flow path passes through an electronic expansion valve in three flow paths, is throttled into low-temperature and low-pressure liquid after passing through the first throttling device 5, passes through an internal heat exchanger 8 of the vehicle, at the moment, an internal fan 9 of the vehicle is started, low-temperature and low-pressure gas is formed after heat absorption, flows back into a gas-liquid separator 10 after passing through the four-way valve 2, and then returns back into the compressor 1 to complete circulation; the high-temperature high-pressure liquid of the second flow path after condensation is throttled into low-temperature low-pressure liquid by the second throttling device 6, forms low-temperature low-pressure gas after passing through the battery pack heat exchanger 12, flows back into the gas-liquid separator 10 after passing through the first three-way valve 11 (at the moment, the low-pressure side of the first three-way valve 11 is powered off and opened), and then returns into the compressor 1 to finish circulation; the high-temperature high-pressure liquid of the third flow path after condensation passes through the third throttling device 7 and is throttled into low-temperature low-pressure liquid, the low-temperature low-pressure gas is formed after passing through the intermediate heat exchanger 15, the low-temperature low-pressure gas flows back into the gas-liquid separator 10 after passing through the second three-way valve 13 (at the moment, the low-pressure side of the second three-way valve 13 is opened due to power failure), and then the low-temperature low-pressure gas returns into the compressor 1, so that the circulation is completed.
Referring collectively to fig. 5, the step of controlling the refrigerant cycle according to the current operating mode includes: when the current working mode is a battery pack single heating mode, the refrigerant is controlled to operate in a circulating mode, the second end of the battery heat exchange branch is controlled to be communicated with an exhaust port of the compressor 1, the second throttling device 6 is controlled to be opened, the first throttling device 5 and the third throttling device 7 are controlled to be closed, the heat exchanger 3 outside the vehicle is controlled to be communicated with an air suction port of the compressor 1, and the fan 4 outside the vehicle is controlled to be opened.
When the cockpit is in an unmanned state or a state without heating requirement, the low-temperature weather battery pack system needs to be preheated, the temperature in the battery cabin needs to be kept in a certain temperature range, only the battery pack system has the heating requirement at the moment, and the air conditioning system operates according to the independent heating mode of the battery pack at the moment, which is shown by combining the flow chart of fig. 5: high-temperature high-pressure gas coming out of the compressor 1 passes through the first three-way valve 11 (at the moment, the valve is electrified, the high-pressure side is opened, the low-pressure side is closed), enters the battery pack heat exchanger 12 and heats the battery pack machine, at the moment, the second throttling device 6 is opened, the first throttling device 5 is closed, the third throttling device 7 is closed, the condensed high-pressure high-temperature liquid is throttled into low-temperature low-pressure liquid after passing through the second throttling device 6, the low-temperature low-pressure liquid is formed after heat absorption of the heat exchanger 3 outside the vehicle, at the moment, the fan 4 outside the vehicle is opened, the low-temperature low-pressure gas flows back into the gas-liquid separator 10 after passing through the four-way valve 2, and then returns to the compressor 1, and circulation is completed.
Referring collectively to fig. 6, the step of controlling the refrigerant cycle according to the current operating mode includes: when the current working mode is an in-vehicle single heating mode, the refrigerant is controlled to operate in a circulating mode, the in-vehicle heat exchanger 8 is controlled to be communicated with an exhaust port of the compressor 1, the out-vehicle heat exchanger 3 is controlled to be communicated with an air suction port of the compressor 1, the first throttling device 5 is controlled to be opened, the second throttling device 6 and the third throttling device 7 are controlled to be closed, and the out-vehicle fan 4 and the in-vehicle fan 9 are controlled to be opened.
When only the cockpit has a heating demand state, the air conditioning system operates according to the cockpit single heating mode at this time, and the flow chart of fig. 6 is combined for showing: high-temperature high-pressure gas coming out of the compressor 1 enters the in-vehicle heat exchanger 8 through the four-way valve 2 to exchange heat, at the moment, the in-vehicle fan 9 is started, the first throttling device 5 is started, the second throttling device 6 is closed and the third throttling device 7 is closed, the condensed high-pressure high-temperature liquid is throttled into low-temperature low-pressure liquid through the first throttling device 5, the low-temperature low-pressure gas is formed by absorbing heat through the out-vehicle heat exchanger 3, the out-vehicle fan 4 is started at the moment, the low-temperature low-pressure gas flows back to the gas-liquid separator 10 through the four-way valve 2 and then returns to the compressor 1, and circulation is completed.
Referring to fig. 7 in combination, the step of controlling the refrigerant cycle according to the current operation mode includes: when the current working mode is an in-vehicle air conditioner heating mode, a battery heating mode and a motor heating mode, the refrigerant is controlled to operate circularly, a battery heat exchange branch is controlled to be communicated with an exhaust port of a compressor 1, a middle heat exchange branch is controlled to be communicated with the exhaust port of the compressor 1, an in-vehicle heat exchanger 8 is controlled to be communicated with the exhaust port of the compressor 1, an out-vehicle heat exchanger 3 is controlled to be communicated with an air suction port of the compressor 1, a first throttling device 5, a second throttling device 6 and a third throttling device 7 are controlled to be opened, an oil pump 14 is controlled to be started, and an out-vehicle fan 4 and an in-vehicle fan 9 are controlled to be opened.
When only the cockpit, the battery pack and the motor system have heating demand states, the air conditioning system operates according to the heating modes of the cockpit, the battery and the motor, and the flow chart of fig. 7 is combined for showing: high-temperature high-pressure gas from the compressor 1 is divided into three flow paths, a part of the high-temperature high-pressure gas enters the in-vehicle heat exchanger 8 through the four-way valve 2 to exchange heat, at the moment, the in-vehicle fan 9 is started, the first throttling device 5 is started, the condensed high-pressure high-temperature liquid is throttled into low-temperature low-pressure liquid through the first throttling device 5, the low-temperature low-pressure gas is formed by absorbing heat through the out-vehicle heat exchanger 3, at the moment, the out-vehicle fan 4 is started, the low-temperature low-pressure gas flows back to the gas-liquid separator 10 through the four-way valve 2 and then returns to the compressor 1, and circulation is completed; a part of high-temperature and high-pressure gas enters a battery pack heat exchanger 12 to heat a battery pack machine type through a first three-way valve 11 (at the moment, the valve is electrified, the high-pressure side is opened, and the low-pressure side is closed), at the moment, a second throttling device 6 is opened, the condensed high-pressure and high-pressure liquid passes through the second throttling device 6 and then is throttled into low-temperature and low-pressure liquid, the low-temperature and low-pressure liquid passes through an external heat exchanger 3 and then absorbs heat to form low-temperature and low-pressure gas, at the moment, an external fan 4 is opened, the low-temperature and low-pressure gas passes through a four-way valve 2 and then flows back into a gas-liquid separator 10, and then returns to a compressor 1 to complete circulation; and finally, a part of high-temperature and high-pressure gas enters a 15-oil-cooled heat exchanger to heat the motor system through a second three-way valve 13 (at the moment, the valve is powered on, the high-pressure side is opened, and the low-pressure side is closed), at the moment, a third throttling device 7 is opened, the condensed high-pressure and high-pressure liquid is throttled into low-temperature and low-pressure liquid through the third throttling device 7, the low-temperature and low-pressure gas is formed by absorbing heat through an external heat exchanger 3 and then flows back to a gas-liquid separator 10 after passing through a four-way valve 2, and then returns to a compressor 1 to complete circulation.
Referring collectively to fig. 8, the step of controlling the refrigerant cycle according to the current operating mode includes: when the current working mode is an in-vehicle air conditioning heating, battery cooling and motor cooling mode, the refrigerant is controlled to operate in a circulating mode, the battery heat exchange branch is controlled to be communicated with an air suction port of the compressor 1, the middle heat exchange branch is controlled to be communicated with the air suction port of the compressor 1, the in-vehicle heat exchanger 8 is controlled to be communicated with an exhaust port of the compressor 1, the out-vehicle heat exchanger 3 is controlled to be communicated with the air suction port of the compressor 1, the first throttling device 5, the second throttling device 6 and the third throttling device 7 are controlled to be opened, the oil pump 14 is controlled to be started, and the out-vehicle fan 4 and the in-vehicle fan 9 are controlled to be opened.
When the temperature is low, the motor system has sufficient heat source, the battery system has available heat source because of the battery discharge heat dissipation, in order to avoid heat waste, can be with the heat reuse of these two places, with the heat transfer to the cockpit in, reduce the energy consumption when increasing the heating capacity, adopt cockpit air conditioner heating + battery cooling + motor cooling mode this moment, it is shown with the flow chart of fig. 8 to combine: high-temperature and high-pressure gas from the compressor 1 enters the in-vehicle heat exchanger 8 through the four-way valve 2 to exchange heat, at the moment, the in-vehicle fan 9 is started, the first throttling device 5 is started, the condensed high-pressure and high-temperature liquid is throttled into low-temperature and low-pressure liquid through the first throttling device 5, at the moment, the liquid is divided into three flow paths, the first flow path absorbs heat after passing through the out-vehicle heat exchanger 3 to form low-temperature and low-pressure gas, at the moment, the out-vehicle fan 4 is started, the low-temperature and low-pressure gas flows back to the gas-liquid separator 10 after passing through the four-way valve 2 and then returns to the compressor 1 to complete circulation; the low-temperature low-pressure liquid of the second flow path passes through the second throttling device 6 and enters the battery pack heat exchanger 12 to form low-temperature low-pressure gas, and the low-temperature low-pressure gas flows back to the gas-liquid separator 10 after passing through the first three-way valve 11 (at the moment, the low-pressure side of the first three-way valve 11 is powered off and opened), and then returns to the compressor 1 to complete circulation; the low-temperature low-pressure liquid of the third flow path passes through the third throttling device 7, then enters the intermediate heat exchanger 15 to form low-temperature low-pressure gas, passes through the second three-way valve 13 (at the moment, the low-pressure side of the second three-way valve 13 is powered off and opened), then flows back to the gas-liquid separator 10, and then returns to the compressor 1 to complete circulation.
Referring collectively to fig. 9, the step of controlling the refrigerant cycle according to the current operating mode includes: when the current working mode is an in-vehicle air conditioning heating mode, a battery heating mode and a motor cooling mode, the refrigerant is controlled to circularly operate, the battery heat exchange branch is controlled to be communicated with the exhaust port of the compressor 1, the middle heat exchange branch is controlled to be communicated with the suction port of the compressor 1, the in-vehicle heat exchanger 8 is controlled to be communicated with the exhaust port of the compressor 1, the out-vehicle heat exchanger 3 is controlled to be communicated with the suction port of the compressor 1, the first throttling device 5, the second throttling device 6 and the third throttling device 7 are controlled to be opened, the oil pump 14 is controlled to be started, and the out-vehicle fan 4 and the in-vehicle fan 9 are controlled to be opened.
When the weather is low, the motor system has sufficient heat source, in order to avoid heat waste, can be with heat reuse, with heat transfer to cockpit and in the group battery, reduce the energy consumption when increasing the heating capacity, adopt cockpit air conditioner heating + battery heating + motor system cooling mode this moment, it is shown to combine the flow chart of fig. 9: high-temperature and high-pressure gas from the compressor 1 is divided into two flow paths, one part of the high-temperature and high-pressure gas enters the in-vehicle heat exchanger 8 through the four-way valve 2 for heat exchange, at the moment, the in-vehicle fan 9 is started, the first throttling device 5 is started, and condensed high-pressure and high-temperature liquid is throttled into low-temperature and low-pressure liquid after passing through the first throttling device 5; a part of high-temperature and high-pressure gas enters a battery pack heat exchanger 12 to heat a battery pack machine through a first three-way valve 11 (at the moment, the valve is electrified, the high-pressure side is opened, and the low-pressure side is closed), at the moment, a second throttling device 6 is opened, and condensed high-pressure and high-temperature liquid passes through the second throttling device 6 and then is throttled into low-temperature and low-pressure liquid; the two parts of low-temperature low-pressure liquid are converged and then divided into two paths, the first part absorbs heat after passing through the external heat exchanger 3 to form low-temperature low-pressure gas, at the moment, the external fan 4 of the vehicle is started, the low-temperature low-pressure gas flows back into the gas-liquid separator 10 after passing through the four-way valve 2 and then returns into the compressor 1, and circulation is completed; the other part of the low-temperature low-pressure gas passes through the third throttling device 7, then passes through the intermediate heat exchanger 15 to form low-temperature low-pressure gas, passes through the second three-way valve 13 (at the moment, the low-pressure side of the second three-way valve 13 is powered off and opened), then flows back to the gas-liquid separator 10, and then returns to the compressor 1 to complete circulation.
Referring collectively to fig. 10, the step of controlling the refrigerant cycle according to the current operating mode includes: when the current working mode is an in-vehicle air conditioner heating mode, a battery cooling mode and a motor heating mode, the refrigerant is controlled to operate in a circulating mode, a battery heat exchange branch is controlled to be communicated with an air suction port of a compressor 1, a middle heat exchange branch is controlled to be communicated with an exhaust port of the compressor 1, an in-vehicle heat exchanger 8 is controlled to be communicated with an exhaust port of the compressor 1, an out-vehicle heat exchanger 3 is controlled to be communicated with the air suction port of the compressor 1, a first throttling device 5, a second throttling device 6 and a third throttling device 7 are controlled to be opened, an oil pump 14 is controlled to be started, and an out-vehicle fan 4 and an in-vehicle fan 9 are controlled to be opened.
When the temperature is low, the battery system has sufficient heat source, so as to avoid heat waste, the heat can be repeatedly utilized, the heat is transferred to the cockpit and the motor system, the energy consumption is reduced while the heating capacity is increased, at the moment, a heating mode of the cockpit air conditioner heating mode, the battery cooling mode and the motor system heating mode is adopted, and the combination of the heating mode, the battery cooling mode and the motor system heating mode is shown in a flow chart of fig. 10: high-temperature and high-pressure gas from the compressor 1 is divided into two flow paths, one part of the high-temperature and high-pressure gas enters the in-vehicle heat exchanger 8 through the four-way valve 2 for heat exchange, at the moment, the in-vehicle fan 9 is started, the first throttling device 5 is started, and condensed high-pressure and high-temperature liquid is throttled into low-temperature and low-pressure liquid after passing through the first throttling device 5; part of high-temperature and high-pressure gas enters a 15-oil cooling heat exchanger to heat a motor system through a second three-way valve 13 (at the moment, the valve is powered on, the high-pressure side is opened, and the low-pressure side is closed), at the moment, a third throttling device 7 is opened, and condensed high-pressure and high-pressure liquid is throttled into low-temperature and low-pressure liquid through the third throttling device 7; the two parts of low-temperature low-pressure liquid are converged and then divided into two paths, the first part absorbs heat after passing through the external heat exchanger 3 to form low-temperature low-pressure gas, at the moment, the external fan 4 of the vehicle is started, the low-temperature low-pressure gas flows back into the gas-liquid separator 10 after passing through the four-way valve 2 and then returns into the compressor 1 to complete circulation; the other part of the gas passes through the second throttling device 6, then passes through the battery pack heat exchanger 12 to form low-temperature and low-pressure gas, passes through the first three-way valve 11 (at the moment, the low-pressure side of the first three-way valve 11 is powered off and opened), then flows back to the gas-liquid separator 10, and then returns to the compressor 1 to complete circulation.
It is readily understood by a person skilled in the art that the advantageous ways described above can be freely combined, superimposed without conflict.
The present invention is not intended to be limited to the particular embodiments shown and described, but is to be accorded the widest scope consistent with the principles and novel features herein disclosed. The foregoing are only preferred embodiments of the present application, and it should be noted that, for those skilled in the art, many modifications and variations can be made without departing from the technical principle of the present application, and these modifications and variations should also be considered as the protection scope of the present application.
Claims (9)
1. The automobile heat management air conditioning system is characterized by comprising a refrigerant cycle, wherein the refrigerant cycle comprises a compressor (1), an external heat exchanger (3), an internal heat exchange branch and a battery heat exchange branch, the internal heat exchange branch is connected with the external heat exchange branch in parallel, the internal heat exchange branch comprises an internal heat exchanger (8) and a first throttling device (5), the battery heat exchange branch comprises a battery pack heat exchanger (12) and a second throttling device (6), the first end of the battery heat exchange branch and the internal heat exchange branch are connected to the external heat exchanger (3) together, and the second end of the battery heat exchange branch can be selectively communicated with an air suction port or an air exhaust port of the compressor (1).
2. The automotive thermal management air-conditioning system according to claim 1, characterized in that the second end of the battery heat exchange branch is selectively communicable with the suction port or the exhaust port of the compressor (1) through a first three-way valve (11).
3. The automotive thermal management air-conditioning system according to claim 1, characterized in that the refrigerant cycle further comprises a four-way valve (2), a first interface of the four-way valve (2) is communicated with an exhaust port of the compressor (1), a second interface of the four-way valve (2) is communicated with the heat exchanger (3) outside the vehicle, a third interface of the four-way valve (2) is communicated with the heat exchanger (8) inside the vehicle, and a fourth interface of the four-way valve (2) is communicated with an air suction port of the compressor (1).
4. The automotive thermal management air-conditioning system according to any one of claims 1 to 3, characterized in that the refrigerant cycle further comprises an intermediate heat exchange branch, the automotive thermal management air-conditioning system further comprises a motor heat exchange cycle, the intermediate heat exchange branch is in heat exchange connection with the motor heat exchange cycle through an intermediate heat exchanger (15), and a third throttling device (7) is arranged on the intermediate heat exchange branch.
5. The automotive thermal management air-conditioning system according to claim 4, characterized in that a first end of the intermediate heat exchange branch and the in-vehicle heat exchange branch are commonly connected to the out-vehicle heat exchanger (3), and a second end of the intermediate heat exchange branch can be selectively communicated with a suction port or an exhaust port of the compressor (1).
6. The automotive thermal management air-conditioning system according to claim 5, characterized in that the second end of the intermediate heat exchange branch is selectively communicable with the suction port or the exhaust port of the compressor (1) through a second three-way valve (13).
7. The automotive thermal management air-conditioning system according to claim 4, characterized in that the motor heat exchange cycle comprises an oil pump (14) and a motor electrically-controlled heat dissipation component (16) which are arranged in series, the intermediate heat exchanger (15) is an oil-cooled heat exchanger, and an oil path of the heat exchange cycle flows through the intermediate heat exchanger (15).
8. The automobile thermal management air-conditioning system according to claim 1, characterized in that the external heat exchanger (3) is correspondingly provided with an external fan (4), and the internal heat exchanger (8) is correspondingly provided with an internal fan (9).
9. The new energy automobile comprises an automobile thermal management air-conditioning system, and is characterized in that the automobile thermal management air-conditioning system is the automobile thermal management air-conditioning system in any one of claims 1 to 8.
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| CN202123300094.9U CN216942605U (en) | 2021-12-23 | 2021-12-23 | Automobile heat management air conditioning system and new energy automobile |
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| CN202123300094.9U CN216942605U (en) | 2021-12-23 | 2021-12-23 | Automobile heat management air conditioning system and new energy automobile |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115451613A (en) * | 2022-08-02 | 2022-12-09 | 浙江吉利控股集团有限公司 | Heat exchange system for vehicle and vehicle with heat exchange system |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115451613A (en) * | 2022-08-02 | 2022-12-09 | 浙江吉利控股集团有限公司 | Heat exchange system for vehicle and vehicle with heat exchange system |
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