WO2020088106A1 - Système de gestion thermique complète pour unité de commande électrique, de batterie et de moteur intégrée basée sur un climatiseur à pompe à chaleur et procédé associé - Google Patents
Système de gestion thermique complète pour unité de commande électrique, de batterie et de moteur intégrée basée sur un climatiseur à pompe à chaleur et procédé associé Download PDFInfo
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- WO2020088106A1 WO2020088106A1 PCT/CN2019/104930 CN2019104930W WO2020088106A1 WO 2020088106 A1 WO2020088106 A1 WO 2020088106A1 CN 2019104930 W CN2019104930 W CN 2019104930W WO 2020088106 A1 WO2020088106 A1 WO 2020088106A1
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- Prior art keywords
- heat exchanger
- heat
- battery
- air conditioner
- motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
- B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
- B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
- B60H1/00392—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for electric vehicles having only electric drive means
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/61—Types of temperature control
- H01M10/613—Cooling or keeping cold
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/61—Types of temperature control
- H01M10/615—Heating or keeping warm
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
- H01M10/625—Vehicles
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
- H01M10/663—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/545—Temperature
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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
Definitions
- the present disclosure relates to an integrated thermal management system, in particular to an integrated thermal management system and method based on an integrated battery, motor, and electronic control based on a heat pump air conditioner.
- the electric car air conditioners on the market usually use the single cooling air conditioner cooling + PTC heating mode, which has low heating energy efficiency and affects the battery life of electric vehicles.
- the thermal management system used in existing electric vehicles usually only has the function of battery cooling, and at low temperatures, PTC heating is still required to maintain the battery at the optimal temperature.
- Equipped with a heat pump air conditioner and using a heat pump air conditioner to both cool and heat the battery take full advantage of the high energy efficiency of the heat pump to create a comprehensive heat management system based on the heat pump air conditioner, integrating batteries, motors, and electronic control is the future of electric vehicles Development trend.
- the purpose of the present disclosure is to provide an integrated heat management system based on an integrated battery, motor, and electronic control for heat pump air conditioners, which can meet the temperature control needs of air conditioners and batteries under all working conditions , High practical value.
- the purpose of the present disclosure is also to provide an integrated heat management method based on a heat pump air conditioner with integrated battery, motor and electric control.
- An integrated battery, motor, and electronically controlled integrated thermal management system based on a heat pump air conditioner.
- the integrated thermal management system includes a refrigerant cycle, a battery coolant cycle, and a motor electronically controlled coolant cycle.
- An intermediate heat exchanger is used as a refrigerant
- the circulating and battery cooling medium transfers the heat or cooling capacity of the refrigerant to the battery cooling system to realize the coupled operation of the battery pack and the heat pump air conditioner; when the air conditioner is cooling, the inner evaporator and The intermediate heat exchanger is controlled in parallel, and when the air conditioner is heating, the inner condenser and the intermediate heat exchanger in the refrigerant cycle are controlled in series.
- the refrigerant cycle the compressor is connected to an electromagnetic three-way valve, a vapor-liquid separator and a supplementary electromagnetic two-way valve, and the electromagnetic three-way valve is then connected to the outside heat exchanger A and the second inside heat exchanger, the second The in-vehicle heat exchanger is connected to the intermediate heat exchanger; the out-of-vehicle heat exchanger A is sequentially connected to the first throttle element, the flasher and the supplementary electromagnetic two-way valve, and the flasher is sequentially connected to the second throttle Components, the first electromagnetic two-way valve, the first in-vehicle heat exchanger and the vapor-liquid separator; the flasher is also sequentially connected to the third throttling element and the intermediate heat exchanger, the intermediate heat exchanger passes A third electromagnetic two-way valve can be connected to the vapor-liquid separator, and in addition, the vapor-liquid separator is connected to the exterior heat exchanger A through a second electromagnetic two-way valve; the first interior heat exchanger and the second PTC electric heating
- the battery cooling liquid circulation the battery cooling liquid circulating water pump is followed by a first cooling liquid system electromagnetic three-way valve, a battery pack, a second cooling liquid system electromagnetic three-way valve, an outside vehicle heat exchanger B, and a cooling system expansion water tank to form a circulation A circuit, wherein the electromagnetic three-way valve of the first cooling liquid system is also sequentially connected to the intermediate heat exchanger and the battery pack;
- the motor electronically controlled cooling liquid circulation the motor electronically controlled circulating water pump is connected to the vehicle controller, the vehicle drive motor, the heat exchanger C outside the vehicle, and the motor electronically controlled expansion water tank to form a circulation circuit.
- the HVAC internal heat exchanger connected in series on the side of the first in-vehicle heat exchanger and the second in-vehicle heat exchanger replaces PTC electric heating, and the HVAC internal heat exchanger can replace the PTC with heat of heat pump air-conditioning exhaust.
- the motor electronically controlled cooling fluid circulation adding auxiliary PTC electric heating, motor electronically controlled electromagnetic two-way valve and heater core to realize heat recovery of the motor electronic control; if the heater core heat dissipation is insufficient, the outside of the vehicle The heat exchanger C and the heater core radiate heat in parallel; if the temperature of the coolant before entering the electric control of the motor is not high, the heater core directly performs heat recovery.
- An integrated heat management method based on integrated batteries, motors, and electric control of a heat pump air conditioner.
- the method can realize air conditioning refrigeration + battery cooling, air conditioning heating + battery cooling, air conditioning heating + battery heating, and air conditioning dehumidification modes.
- the air-conditioning cooling + battery cooling mode used in summer when the outdoor heat load is large, the battery pack is not sufficient to meet its cooling needs only through the outdoor heat exchanger B, at this time it needs to pass the intermediate heat exchange
- the heat exchanger transfers excess heat to the refrigerant cycle.
- the first in-vehicle heat exchanger and the intermediate heat exchanger are arranged in parallel to complete the refrigerant cycle;
- the coolant circulation of the battery pack brings the heat generated by the battery pack to the heat exchanger B and the intermediate heat exchanger outside the vehicle.
- the coolant enters the battery pack to take the heat away and is selectively passed through the electromagnetic three-way valve of the second coolant system Heat exchanger B outside the car: According to the temperature of the coolant at the outlet of the battery pack and the temperature of the air passing through the heat exchanger A outside the car, if the coolant temperature is high, the coolant passes through the heat exchanger B outside the car, otherwise it does not pass the heat exchange outside Device B directly enters the expansion tank of the coolant system and returns to the circulating pump of the coolant system to complete the cycle.
- the air-conditioning cooling + battery cooling mode or when the vehicle is running slowly or the battery pack does not generate heat when the vehicle is parked, and the heat load is small, the battery pack coolant circulation does not pass through the intermediate heat exchanger, and is only replaced outside the vehicle.
- the heat dissipation of the heater B can meet the heat dissipation requirements of the battery pack; at this time, only the first in-vehicle heat exchanger is needed to complete the evaporation heat exchange in the refrigerant cycle.
- the air conditioning heating + battery heating mode used in winter when the battery pack itself is insufficient to maintain its own operating temperature, the heat of the refrigerant needs to be transferred to the battery pack coolant circulation through the intermediate heat exchanger, the second car
- the internal heat exchanger and the intermediate heat exchanger are arranged in series to jointly complete the refrigerant cycle;
- the coolant circulation of the battery pack is: the coolant passes through the circulating water pump of the coolant system in turn-the first three-way valve of the electromagnetic system of the first coolant-the intermediate heat exchanger-the battery-the three-way valve of the electromagnetic system of the second coolant-the expansion tank of the cooling system — Circulating water pump for coolant system.
- the air conditioning heating + battery cooling mode used in the spring and autumn or when the vehicle is running at high speed or fast battery charging, in the case where the air conditioning heating is needed in the vehicle and the battery pack needs to be cooled, the second interior heat exchange
- the heat exchanger and the intermediate heat exchanger are arranged in series to jointly complete the refrigerant cycle; the battery pack coolant circulation does not pass through the intermediate heat exchanger, and the heat dissipation of the heat exchanger B outside the vehicle can meet the heat dissipation requirements of the battery pack.
- the air conditioner dehumidification mode is that the refrigerant cycle completes the air conditioner dehumidification: the second heat exchanger in the vehicle, the intermediate heat exchanger, and the second heat exchanger in the vehicle are sequentially arranged in series to complete the dehumidification of the air in the vehicle.
- the present disclosure proposes a comprehensive heat management system based on a heat pump air conditioner that integrates batteries, motors, and electronic controls. It uses the cooling capacity or heat of the heat pump air conditioner to cool and heat the battery, making full use of the high energy efficiency characteristics of the heat pump air conditioner Energy saving, improve the battery life;
- the present disclosure cleverly uses system circulation to make the inner evaporator of the air conditioner refrigeration and the intermediate heat exchanger of heat management in parallel control, while the inner condenser of the air conditioner heating and the intermediate heat exchanger of thermal management are connected in series, the system principle is more reasonable and the control Simple and reliable
- the integrated thermal management system of the present disclosure can realize many modes such as air conditioning cooling + battery cooling, air conditioning heating + battery cooling, air conditioning heating + battery heating, air conditioning dehumidification, etc. It can meet the temperature control needs of air conditioners and batteries under all working conditions, and is practical High value
- the present disclosure has the function of heat recovery of the driving motor, realizes the recovery of the heat of the motor during the operation of the vehicle, and improves the energy efficiency of the operation.
- the air conditioner can cool or heat the battery in conventional modes such as cooling, heating, and dehumidification, replacing the conventional PTC to heat the battery, and improving the overall energy efficiency of the system;
- FIG. 1 is a cycle diagram of the integrated heat management system of the integrated battery, motor and electric control based on the heat pump air conditioner of the present disclosure
- FIG. 2 is a cycle diagram of the air-conditioning cooling mode and battery cooling (when the heat load is large) of the present disclosure
- FIG. 3 is a cycle diagram of the air-conditioning cooling mode and battery cooling (when the heat load is small) of the present disclosure
- FIG. 4 is a heating system of the present disclosure and a cycle diagram of the battery heating system
- FIG. 5 is a circulation diagram of the air-conditioning heating mode and battery cooling system of the present disclosure
- FIG. 6 is a cycle diagram of the air conditioning dehumidification mode system of the present disclosure.
- FIG. 7 is a cycle diagram of the integrated heat management system of the integrated battery, motor and electric control based on the heat pump air conditioner of the present disclosure (alternative solution 1);
- FIG. 8 is a cycle diagram of the integrated heat management system based on the integrated battery, motor and electric control of the heat pump air conditioner (alternative solution 2);
- 101 is the compressor (in the form of rotor or scroll, with or without air supplement and enthalpy increase function), 102 is the electromagnetic three-way valve (switching the air conditioning cooling, heating mode), 103 is the outdoor heat exchanger A (external refrigerant heat exchanger, air conditioning refrigeration as a condenser, heating as an evaporator), 104 is the first throttle element (can be an electronic expansion valve, capillary, etc.), 105 is a flasher (resulting in refrigerant saturation Gas is used for supplemental gas), 106 is a supplementary electromagnetic two-way valve, 107 is a second throttle element, 108 is a first electromagnetic two-way valve, and 109 is an in-vehicle heat exchanger 1 (evaporator for air conditioning and refrigeration) , 110 is a vapor-liquid separator, 111 is a second electromagnetic two-way valve, 112 is an in-vehicle heat exchanger 2 (condenser for air conditioning heating), 113 is a third electromagnetic two
- 201 is the circulating water pump of the coolant system
- 202 is the electromagnetic three-way valve of the first coolant system
- 203 is the battery pack
- 204 is the electromagnetic three-way valve of the second coolant system
- 205 is the heat exchanger B outside the vehicle (for battery cooling Circulation)
- 206 is the expansion tank of the coolant system;
- 301 is the motor electronically controlled circulating water pump
- 302 is the vehicle controller (including DC-DC, inverter, etc.)
- 303 is the vehicle drive motor
- 304 is the external heat exchanger C (for the motor and electronically controlled cooling cycle)
- 305 is a motor-controlled expansion water tank
- 306 is an auxiliary PTC electric heating (replacement device that replaces the original 117 air-cooled PTC in the replacement scheme to provide a heat source)
- 307 is a warm air core (heat exchanger that dissipates heat through the coolant)
- 308 Motor electronically controlled electromagnetic two-way valve.
- the entire system includes three cycles: refrigerant cycle, battery coolant cycle, motor, and electronically controlled coolant cycle.
- the intermediate heat exchanger 114 is used as a medium for the refrigerant circulation and the battery cooling fluid circulation, transferring the heat and the cooling capacity of the refrigerant circulation to the battery cooling fluid system, to realize the coupling operation of the battery pack and the air conditioner.
- the inner evaporator and the intermediate heat exchanger 114 in the refrigerant cycle are controlled in parallel, while when the air conditioner is heating, the inner condenser and the intermediate heat exchanger 114 in the refrigerant cycle are controlled in series.
- the compressor 101 is connected to the electromagnetic three-way valve 102, the vapor-liquid separator 110 and the supplementary electromagnetic two-way valve 106, and the electromagnetic three-way valve 102 is then connected to the outdoor heat exchanger A 103 and the indoor heat exchanger 2 112, the in-vehicle heat exchanger 2 is connected to the intermediate heat exchanger 114; the out-of-vehicle heat exchanger A is connected to the first throttle element 104, the flasher 105 and the supplementary electromagnetic two-way valve 106 in sequence, and the flasher 105 It is also connected to the in-vehicle heat exchanger 1 109 and the intermediate heat exchanger 114 through a throttle element, and a first electromagnetic two-way valve 108 is provided between the throttle element and the in-vehicle heat exchanger 1 109.
- the intermediate heat exchanger 114 can be connected to the vapor-liquid separator 110 through the third electromagnetic two-way valve 113, and the vapor-liquid separator 110 is connected to the outdoor heat exchanger through the second electromagnetic two-way valve 111 A 103.
- the circulating water pump 201 is followed by the first coolant system electromagnetic three-way valve 202, the battery pack 203, the second coolant system electromagnetic three-way valve 204, the outdoor heat exchanger B 205, the coolant system expansion water tank 206 and
- the circulating water pump 201 forms a circulating circuit, wherein the electromagnetic three-way valve 202 of the first cooling liquid system is also sequentially connected to the intermediate heat exchanger 114 and the battery pack 203.
- the motor electrically controlled circulating water pump 301 is connected to the vehicle controller 302, the vehicle drive motor 303, the heat exchanger C304 outside the vehicle, and the motor electronically controlled expansion water tank 305 to form a circulation circuit.
- Figure 2 is the air conditioning cooling mode and battery cooling (when the heat load is large) system cycle diagram, mainly used in summer when the outdoor heat load is large, the battery pack 203 only through the outer heat exchanger B205 is insufficient to meet its cooling needs, at this time The intermediate heat exchanger 114 needs to transfer excess heat to the refrigerant cycle.
- the refrigerant cycle is: the refrigerant is compressed into high-temperature and high-pressure steam by the compressor 101, passes through the electromagnetic three-way valve 102 (AB conduction), enters the outdoor heat exchanger A103 to be condensed, and then performs the first-stage throttling through the first throttling element 104 After the flow, it enters the flasher 105, part of the refrigerant enters the compressor 101 through the supplementary electromagnetic two-way valve 106 for supplemental air, and the other part of the refrigerant enters the evaporation side, the first electromagnetic two-way valve 108 and the third electromagnetic two-way valve 113 At the same time, in the refrigeration cycle, the evaporator-in-vehicle heat exchanger 1 109 and the intermediate heat exchanger 114 are in parallel relationship, and another part of the refrigerant passing through the flasher 105 passes through the second throttle element 107 and the third throttle Element 115 (throttling element for flow distribution), then evaporates in the in-vehicle
- the battery coolant circulation is: this cycle brings the heat generated by the battery pack to the outside heat exchanger B205 and the intermediate heat exchanger 114 to ensure that the battery maintains the optimal operating temperature.
- the cooling liquid enters the intermediate heat exchanger 114 through the cooling liquid system circulating water pump 201 through the first cooling liquid system electromagnetic three-way valve 202 (GH conduction), and the low temperature refrigerant circulates in the other side of the intermediate heat exchanger 114.
- the heat exchanger 114 transfers the heat of the cooling liquid to the refrigerant side, the cooling liquid completes the heat dissipation to reach the optimal temperature, and the refrigerant absorbs the heat to complete the evaporation.
- the coolant enters the battery pack 203 to take away the heat, and selectively passes through the outer heat exchanger-outboard heat exchanger B205 in the second coolant system electromagnetic three-way valve 204 (according to the outlet temperature of the battery pack and the outer ring Temperature comparison, if the coolant temperature is high, DF is connected, the coolant passes through the outside heat exchanger B205, otherwise DE is connected without passing through the outside heat exchanger B205, then the coolant enters the expansion tank 206 of the coolant system, and finally Return to the coolant pump 201 of the coolant system to complete the cycle).
- This cycle brings the heat dissipated by the electric control and the motor to the heat exchanger C304 outside the vehicle, and the coolant in turn passes through the electrically controlled circulating water pump 301 of the motor-the vehicle controller 302-the vehicle drive motor 303 —External heat exchanger C 304—Motor electrically controlled expansion water tank 305—Motor electrically controlled circulating water pump 301 to complete the cycle.
- the outside heat exchanger A103, the outside heat exchanger B205, and the outside heat exchanger C304 are located on the upper, middle, and downstream of the air flow, or the outside heat exchanger.
- A103 is located in the upstream
- the outdoor heat exchanger B205 and the outdoor heat exchanger C304 are located in parallel downstream, which is mainly determined according to their operating temperature. It is the relative position of the heat exchangers. From the front of the car, the outdoor heat exchanger A103 is at the front, followed by the outdoor heat exchanger B205 and the outdoor heat exchanger C304, but the outdoor heat exchanger B205 It is not necessary to place the heat exchanger C 304 outside the vehicle in series after the heat exchanger A103 outside the vehicle. They can be placed in parallel after the heat exchanger A103 outside the vehicle. Of course, the size will be smaller if they are connected in parallel.
- FIG 3 is a cycle diagram of the air-conditioning cooling mode and battery cooling (when the heat load is small). The difference from the scheme of Figure 2 is that the battery pack does not generate high heat when the vehicle is slow or stops, and the coolant circulation does not pass through the intermediate heat exchange.
- the heat exchanger 114 can satisfy the heat dissipation requirement of the battery pack only by the heat dissipation of the heat exchanger B205 outside the vehicle.
- the refrigerant cycle is the same as in FIG. 2, the third electromagnetic two-way valve 113 is closed, and the refrigerant passing through the flasher 105 except the intake air passes through the secondary throttle 107 and enters the evaporator 1 in the vehicle 109 , And then enter the vapor-liquid separator 110, and finally return to the compressor 101.
- the coolant circulation of the battery pack is: the electromagnetic three-way valve 202 of the first coolant system (GI is turned on), the electromagnetic three-way valve 204 of the second coolant system (DF is turned on), and the cooling fluid sequentially passes through the circulating water pump 201 of the cooling system
- the three cycles are independent, and each can run a certain cycle independently.
- the refrigerant cycle is: the refrigerant is compressed into high-temperature and high-pressure steam by the compressor 101, passes through the electromagnetic three-way valve 102 (AC conduction), enters the interior heat exchanger 2 112, and supplies heat to the interior of the vehicle, and the third electromagnetic two-way valve 113 and The first electromagnetic two-way valve 108 is closed, and then enters the intermediate heat exchanger 114 to exchange heat with the coolant system, and then enters the flasher 105 through the third throttle element 115, and the supplemental gas enters the compression through the supplementary electromagnetic two-way valve 106
- the engine 101 another part of the refrigerant undergoes two-stage throttling through the first throttling element 104, then evaporates through the outer heat exchanger A103, the second electromagnetic two-way valve 111 is opened, then passes through the vapor-liquid separator 110 and finally returns to the compressor 101.
- the in-vehicle heat exchanger 2 112 and the intermediate heat exchanger 114 are connected in series.
- the coolant circulation of the battery pack is: the electromagnetic three-way valve 202 of the first cooling system (GH is turned on), the electromagnetic three-way valve 204 of the second cooling system (DE is turned on), and the cooling liquid sequentially passes through the circulating water pump 201 of the cooling system
- FIG. 5 is a cycle diagram of an air-conditioning heating mode and a battery cooling system, which is mainly used when the vehicle is running at high speed in spring or autumn or similar conditions, or when the battery is fast-charged.
- the refrigerant cycle is: the same as the scheme of Figure 4;
- the coolant circulation of the battery pack is: the same as the scheme of FIG. 3.
- FIG. 6 is a cycle diagram of the air conditioning dehumidification mode system. This figure focuses on the refrigerant cycle to realize the dehumidification mode in the vehicle.
- the refrigerant is compressed by the compressor 101 into high-temperature and high-pressure steam through the electromagnetic three-way valve 102 (AC conduction) into the vehicle.
- the heat exchanger 2 112 heats the interior of the vehicle, the third electromagnetic two-way valve 113 and the second electromagnetic two-way valve 111 are closed, then enters the intermediate heat exchanger 114, and then passes through the third throttle element 115 and the second throttle element 107.
- the first electromagnetic two-way valve 108 is opened, and the throttled refrigerant enters the evaporator 1 in the vehicle 109 to dehumidify the air, and then returns to the compressor 101 through the vapor-liquid separator 110.
- the air in the HVAC is cooled and dehumidified by the evaporator 109 in the car, and then heated by the heat exchanger 112 in the car to complete the dehumidification process of the air in the car.
- the battery pack cooling fluid is circulated: the cooling or heating of the battery pack can be achieved according to the cycles in FIG. 4 (battery heating) and FIG. 5 (battery cooling).
- thermal management 1 replacement of motor and electronically controlled cooling cycle
- the difference between this system and the solution of Figure 1 is to achieve heat recovery of the motor and electronic control, adding auxiliary PTC electric heating 306.
- the motor electrically controlled electromagnetic two-way valve 308 and the heater core 307. If there is a dual temperature zone requirement in the car, it is necessary to rotate the HVAC internal damper 116 to mix the air. At this time, there must be a stable heat source in the heater core 307. When the vehicle is not started or the start of the start, the motor has insufficient heat, you can open the auxiliary The PTC electric heater 306 temporarily provides heat to the heater core 307.
- the auxiliary PTC electric heater 306 can be turned off to directly use the motor heat.
- the motor electronically controlled electromagnetic two-way valve 308 is closed by default, and its switch can be judged according to the temperature of the coolant before entering the electronic control. If the temperature of the coolant here exceeds a certain set value, it proves that the interior heater core 307 Insufficient heat dissipation, at this time, the motor's electronically controlled electromagnetic two-way valve 308 is opened, and the outer heat exchanger C304 and the heater core 307 are connected in parallel to dissipate heat; if the temperature of the coolant before entering the electronic control is not high, you can continue to close the motor's electronically controlled electromagnetic two The valve 308 is opened to recover heat.
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Abstract
L'invention concerne un système de gestion thermique complète pour une unité de commande électrique, de batterie et de moteur intégrée basée sur un climatiseur à pompe à chaleur et un procédé associé. Le système comprend une circulation de fluide frigorigène, une circulation de liquide de refroidissement de batterie et une circulation de liquide de refroidissement d'unité de commande électrique et de moteur et utilise un échangeur de chaleur intermédiaire (114) en tant que milieu pour la circulation de fluide frigorigène et la circulation de liquide de refroidissement de batterie, pour transférer la chaleur ou le froid de la circulation de fluide frigorigène à un système de refroidissement de batterie, de façon à réaliser un fonctionnement couplé d'un bloc-batterie (203) et d'un climatiseur à pompe à chaleur. Pendant la réfrigération du climatiseur, un évaporateur interne dans la circulation de fluide frigorigène et l'échangeur de chaleur intermédiaire (114) sont commandés en parallèle, tandis que pendant le chauffage du climatiseur, un condenseur interne dans la circulation de fluide frigorigène et l'échangeur de chaleur intermédiaire (114) sont commandés en série.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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CN201811277351.1A CN109228824B (zh) | 2018-10-30 | 2018-10-30 | 一种基于热泵空调的集成电池、电机、电控的综合热管理***及其方法 |
CN201811277351.1 | 2018-10-30 |
Publications (1)
Publication Number | Publication Date |
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WO2020088106A1 true WO2020088106A1 (fr) | 2020-05-07 |
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PCT/CN2019/104930 WO2020088106A1 (fr) | 2018-10-30 | 2019-09-09 | Système de gestion thermique complète pour unité de commande électrique, de batterie et de moteur intégrée basée sur un climatiseur à pompe à chaleur et procédé associé |
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CN (1) | CN109228824B (fr) |
WO (1) | WO2020088106A1 (fr) |
Cited By (14)
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