CN109353185B - Combined type thermal management system, control method thereof and electric automobile - Google Patents
Combined type thermal management system, control method thereof and electric automobile Download PDFInfo
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- CN109353185B CN109353185B CN201811390394.0A CN201811390394A CN109353185B CN 109353185 B CN109353185 B CN 109353185B CN 201811390394 A CN201811390394 A CN 201811390394A CN 109353185 B CN109353185 B CN 109353185B
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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
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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
- B60H1/32—Cooling devices
- B60H1/3204—Cooling devices using compression
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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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- Physics & Mathematics (AREA)
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- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Air-Conditioning For Vehicles (AREA)
Abstract
The invention provides a composite thermal management system, a control method thereof and an electric automobile. The combined type thermal management system is used in an electric automobile and comprises a first subsystem for adjusting the temperature of a battery box and a second subsystem for adjusting the temperature in the automobile, wherein the first subsystem is provided with a condensation evaporator, a first refrigerant circulates in the first subsystem and flows through a first flow channel in the condensation evaporator, a second refrigerant circulates in the second subsystem and flows through a second flow channel in the condensation evaporator, and the first refrigerant and the second refrigerant exchange heat in the condensation evaporator. According to the composite thermal management system, the control method thereof and the electric automobile, provided by the invention, the composite thermal management system has multiple working modes, and the system has higher heating capacity and heating energy consumption ratio in a low-temperature environment and higher refrigerating capacity and refrigerating energy consumption ratio in a high-temperature environment through the overlapping action of the condensing evaporator, so that the energy efficiency of the system is effectively improved.
Description
Technical Field
The invention belongs to the technical field of air conditioning, and particularly relates to a composite thermal management system, a control method thereof and an electric automobile.
Background
The electric automobile has good environmental protection and energy saving performance, and becomes a development trend of the automobile industry in the future. In the present stage, the vehicle-mounted power battery is not only a technical bottleneck for limiting the scale development of the electric automobile, but also a key reason for the high price of the electric automobile. Therefore, thermal management techniques that can improve the service life and efficiency of on-board power cells are becoming a current research hotspot.
The existing whole-vehicle thermal management system of the electric automobile generally comprises three system parts, namely an in-vehicle environment thermal management system, a power battery thermal management system and a driving motor thermal management system. Because the electrically driven heat pump air conditioning system has a high energy efficiency ratio, the system is widely applied to an in-vehicle environment heat management system. However, the current electric drive heat pump air conditioning system has lower heating capacity and heating energy consumption ratio (COP) in a low-temperature environment, and lower refrigerating capacity and refrigerating energy consumption ratio (EER) in a high-temperature environment, and meanwhile, the interior of the automobile cannot be heated simultaneously when the defrosting is carried out after the frosting of the external heat exchanger of the current electric drive heat pump air conditioning system, so that riding comfort of passengers is greatly reduced.
Disclosure of Invention
Therefore, the technical problem to be solved by the invention is to provide a composite thermal management system, a control method thereof and an electric automobile, which have various working modes, and the system has higher heating capacity and heating energy consumption ratio in a low-temperature environment and higher refrigerating capacity and refrigerating energy consumption ratio in a high-temperature environment through the overlapping action of a condensing evaporator, so that the energy efficiency of the system is effectively improved.
In order to solve the above problems, the present invention provides a composite thermal management system for an electric vehicle, which includes a first subsystem for adjusting a temperature of a battery box and a second subsystem for adjusting a temperature in the vehicle, wherein the first subsystem has a condensation evaporator, a first refrigerant circulates in the first subsystem, the first refrigerant flows through a first flow channel in the condensation evaporator, a second refrigerant circulates in the second subsystem, the second refrigerant flows through a second flow channel in the condensation evaporator, and the first refrigerant and the second refrigerant exchange heat in the condensation evaporator.
Preferably, the first subsystem further comprises a first compressor, a first four-way reversing valve, an external heat exchanger, a first throttling element, a first electromagnetic stop valve and a first gas-liquid separator, and the first compressor, the first four-way reversing valve, the external heat exchanger, the first throttling element, the condensation evaporator, the first electromagnetic stop valve and the first gas-liquid separator are sequentially connected through pipelines to form a circulation loop of the first refrigerant; the first subsystem further comprises a second throttling element, a battery box heat exchanger and a fourth electromagnetic stop valve, and the second throttling element, the battery box heat exchanger and the fourth electromagnetic stop valve are connected through pipelines and are connected in parallel with pipelines formed by the first throttling element, the condensation evaporator and the first electromagnetic stop valve so as to form another circulation loop of the second refrigerant.
Preferably, the first subsystem further comprises a three-way reversing valve, the three-way reversing valve is provided with an a3 port, a b3 port and a c3 port which can be selectively conducted, the first four-way reversing valve is provided with an a1 port, a b1 port, a c1 port and a d1 port which can be selectively conducted, the a3 port is connected with the d1 port through a pipeline, the b3 port is connected with one end pipeline of the heat exchanger outside the vehicle, and the c3 port is connected with a pipeline between the battery box heat exchanger and the fourth electromagnetic stop valve through a pipeline.
Preferably, the first subsystem further comprises a second electromagnetic stop valve, a pipeline between the condensation evaporator and the first electromagnetic stop valve is defined as an A pipeline, and the second electromagnetic stop valve pipeline penetrates through the d1 port and the A pipeline.
Preferably, the first subsystem further comprises a third electromagnetic stop valve, a pipeline between the condensation evaporator and the first throttling element is defined as a B pipeline, and the third electromagnetic stop valve pipeline penetrates through the other end of the off-vehicle heat exchanger and the B pipeline.
Preferably, the second subsystem comprises a third throttling element, an in-vehicle heat exchanger, a second gas-liquid separator, a second compressor and a second four-way reversing valve, and the condensation evaporator, the third throttling element, the in-vehicle heat exchanger, the second gas-liquid separator, the second compressor and the second four-way reversing valve are sequentially connected through pipelines to form a circulation loop of the second refrigerant.
The invention also provides a control method of the composite thermal management system, which is used for controlling the composite thermal management system to realize the switching of the working modes of the composite thermal management system, wherein the working modes are at least one of an in-vehicle and battery box simultaneous cooling mode, an in-vehicle and battery box simultaneous heating mode, an in-vehicle heating battery box cooling mode, an in-vehicle cooling battery box heating mode, an in-vehicle independent cooling mode, an in-vehicle independent heating mode, an in-vehicle independent cooling mode, an in-battery box independent heating mode, a condensing evaporator defrosting mode and an out-of-vehicle heat exchanger defrosting mode.
Preferably, the a1 port and the b1 port of the first four-way reversing valve are controlled to be communicated, the c1 port and the d1 port of the first four-way reversing valve are controlled to be communicated, the a2 port and the d2 port of the second four-way reversing valve are controlled to be communicated, the c2 port and the b2 port of the second four-way reversing valve are controlled to be communicated, the a3 port and the b3 port of the three-way reversing valve are controlled to be communicated, the c3 port of the three-way reversing valve is controlled to be cut off, the first electromagnetic stop valve, the fourth electromagnetic stop valve, the first throttling element, the second throttling element and the third throttling element are controlled to be conducted, and the second electromagnetic stop valve and the third electromagnetic stop valve are controlled to be cut off, so that the composite thermal management system is in a simultaneous cooling mode of the vehicle and the battery box.
Preferably, the a1 port and the d1 port of the first four-way reversing valve are controlled to be communicated, the c1 port and the b1 port of the first four-way reversing valve are controlled to be communicated, the a2 port and the b2 port of the second four-way reversing valve are controlled to be communicated, and the c2 port and the d2 port of the second four-way reversing valve are controlled to be communicated, so that the composite thermal management system is in a heating mode in the vehicle and the battery box at the same time.
Preferably, the a1 port and the b1 port of the first four-way reversing valve are controlled to be communicated, the c1 port and the d1 port of the first four-way reversing valve are controlled to be communicated, the a2 port and the b2 port of the second four-way reversing valve are controlled to be communicated, the c2 port and the d2 port of the second four-way reversing valve are controlled to be communicated, the a3 port and the b3 port of the three-way reversing valve are controlled to be cut off, the first electromagnetic stop valve and the first throttling element are controlled to be cut off, and the fourth electromagnetic stop valve, the second throttling element, the third throttling element, the second electromagnetic stop valve and the third electromagnetic stop valve are controlled to be conducted so that the composite thermal management system is in a refrigeration mode of a thermal battery box in a vehicle.
Preferably, an a2 port and a d2 port of the second four-way reversing valve are controlled to be communicated, a c2 port and a b2 port of the second four-way reversing valve are controlled to be communicated, an a3 port and a c3 port of the three-way reversing valve are controlled to be communicated, and a c3 port of the three-way reversing valve is controlled to be cut off, and the first electromagnetic stop valve is controlled to be communicated, and the fourth electromagnetic stop valve is controlled to be cut off, so that the composite thermal management system is in a heating mode of a refrigerating battery box in a vehicle.
Preferably, the a1 port and the b1 port of the first four-way reversing valve are controlled to be communicated, the c1 port and the d1 port of the first four-way reversing valve are controlled to be communicated, the a2 port and the d2 port of the second four-way reversing valve are controlled to be communicated, the c2 port and the b2 port of the second four-way reversing valve are controlled to be communicated, the a3 port and the b3 port of the three-way reversing valve are controlled to be communicated, the c3 port of the three-way reversing valve is controlled to be cut off, the first electromagnetic stop valve, the first throttling element and the third throttling element are controlled to be conducted, and the second electromagnetic stop valve, the third electromagnetic stop valve, the fourth electromagnetic stop valve and the second throttling element are controlled to be cut off, so that the composite thermal management system is in an independent cooling mode in a vehicle.
Preferably, the a1 port and the d1 port of the first four-way reversing valve are controlled to be communicated, the c1 port and the b1 port of the first four-way reversing valve are controlled to be communicated, the a2 port and the b2 port of the second four-way reversing valve are controlled to be communicated, and the c2 port and the d2 port of the second four-way reversing valve are controlled to be communicated, so that the composite thermal management system is in an independent heating mode in a vehicle.
Preferably, the a1 port and the b1 port of the first four-way reversing valve are controlled to be communicated, the c1 port and the d1 port of the first four-way reversing valve are controlled to be communicated, the a2 port, the d2 port, the c2 port and the b2 port of the second four-way reversing valve are controlled to be cut off, the a3 port and the b3 port of the three-way reversing valve are controlled to be communicated, the c3 port of the three-way reversing valve is controlled to be cut off, the first electromagnetic stop valve, the second electromagnetic stop valve, the third electromagnetic stop valve and the first throttling element are controlled to be cut off, and the second throttling element, the third throttling element and the fourth electromagnetic stop valve are controlled to be conducted so that the composite thermal management system is in a single refrigeration mode of a battery box.
Preferably, the a1 port and the d1 port of the first four-way reversing valve are controlled to be communicated, and the c1 port and the b1 port of the first four-way reversing valve are controlled to be communicated, so that the composite thermal management system is in a battery box independent heating mode.
Preferably, the a1 port and the b1 port of the first four-way reversing valve are controlled to be communicated, the c1 port and the d1 port of the first four-way reversing valve are controlled to be communicated, the a2 port and the b2 port of the second four-way reversing valve are controlled to be communicated, the c2 port and the d2 port of the second four-way reversing valve are controlled to be communicated, the a3 port and the b3 port of the three-way reversing valve are controlled to be communicated, the c3 port of the three-way reversing valve is controlled to be cut off, the first electromagnetic stop valve and the first throttling element are controlled to be cut off, and the second electromagnetic stop valve, the third electromagnetic stop valve, the second throttling element, the third throttling element and the fourth electromagnetic stop valve are controlled to be communicated so that the composite thermal management system is in a defrosting mode of the condensing evaporator.
Preferably, the fan of the heat exchanger outside the vehicle is controlled to stop running, and/or the fan of the battery box heat exchanger is controlled to stop running.
Preferably, the a1 port and the b1 port of the first four-way reversing valve are controlled to be communicated, the c1 port and the d1 port of the first four-way reversing valve are controlled to be communicated, the a2 port, the b2 port, the c2 port and the d2 port of the second four-way reversing valve are controlled to be cut off, the a3 port and the b3 port of the three-way reversing valve are controlled to be communicated, the c3 port of the three-way reversing valve is controlled to be cut off, the first electromagnetic stop valve, the second electromagnetic stop valve, the third electromagnetic stop valve, the first throttling element and the third throttling element are controlled to be cut off, and the second throttling element and the fourth electromagnetic stop valve are controlled to be conducted so that the composite heat management system is in a defrosting mode of the heat exchanger outside the vehicle.
The invention also provides an electric automobile, which comprises the composite thermal management system.
According to the combined type heat management system and the control method thereof and the electric automobile, the first subsystem and the second subsystem are organically combined by utilizing the condensation evaporator 1, namely, the temperature regulating part in the automobile and the temperature regulating part of the battery box are integrated and combined into a whole, the heat exchange coupling is mainly realized through the refrigerant flow channels (namely the first flow channel and the second flow channel) of the condensation evaporator, the combined type heat management system is beneficial to selectively controlling related valve members in the two subsystems so as to realize various working modes of the system, and in addition, the two subsystems are coupled by adopting the condensation evaporator, so that the cascade of the heat management system is formed, the system has higher heating capacity and heating energy consumption ratio in a low-temperature environment, and has higher refrigerating capacity and refrigerating energy consumption ratio in a high-temperature environment, so that the energy efficiency of the system is effectively improved, and the continuous capacity of the heat management system with respect to the electric automobile is greatly improved.
Drawings
FIG. 1 is a schematic diagram of a composite thermal management system according to an embodiment of the present invention;
FIG. 2 is a schematic diagram illustrating a flow direction of the refrigerant in the simultaneous cooling mode of the battery box and the vehicle in FIG. 1;
FIG. 3 is a schematic diagram illustrating a flow direction of the refrigerant in the mode of heating the battery box and the vehicle in FIG. 1;
FIG. 4 is a schematic diagram of the refrigerant flow in the cooling mode of the in-vehicle battery box of FIG. 1;
FIG. 5 is a schematic diagram of the flow of refrigerant in the heating mode of the in-vehicle refrigeration battery case of FIG. 1;
FIG. 6 is a schematic diagram illustrating the flow of refrigerant in the single cooling mode of FIG. 1;
FIG. 7 is a schematic diagram illustrating the flow direction of the refrigerant in the heating only mode in the vehicle of FIG. 1;
FIG. 8 is a schematic diagram illustrating the flow of refrigerant in the battery case cooling only mode of FIG. 1;
FIG. 9 is a schematic diagram illustrating the flow of refrigerant in the battery case of FIG. 1 in a single heating mode;
FIG. 10 is a schematic view of the refrigerant flow in the defrost mode of the condensing evaporator of FIG. 1;
fig. 11 is a schematic view illustrating a flow direction of a refrigerant in the defrosting mode of the off-vehicle heat exchanger of fig. 1.
The reference numerals are expressed as:
1. a condensing evaporator; 101. a first electromagnetic shut-off valve; 102. a second electromagnetic shut-off valve; 103. a third electromagnetic shut-off valve; 104. a fourth electromagnetic shut-off valve; 11. a first four-way reversing valve; 12. a first compressor; 13. a first gas-liquid separator; 141. a three-way reversing valve; 142. a first throttling element; 143. a second throttling element; 151. an off-vehicle heat exchanger; 152. a battery box heat exchanger; 21. a third throttling element; 22. an in-vehicle heat exchanger; 23. a second gas-liquid separator; 24. a second compressor; 25. and a second four-way reversing valve.
Detailed Description
Referring to fig. 1 to 11 in combination, according to an embodiment of the present invention, a composite thermal management system is provided, and is used in an electric vehicle, and includes a first subsystem for adjusting a temperature of a battery box and a second subsystem for adjusting a temperature in the vehicle, where the first subsystem has a condensation evaporator 1, a first refrigerant circulates in the first subsystem, the first refrigerant flows through a first flow channel in the condensation evaporator 1, a second refrigerant circulates in the second subsystem, the second refrigerant flows through a second flow channel in the condensation evaporator 1, and the first refrigerant and the second refrigerant exchange heat in the condensation evaporator 1. In this technical scheme, the first subsystem and the second subsystem are organically combined by using the condensation evaporator 1, that is, the temperature adjusting part in the vehicle and the temperature adjusting part of the battery box are integrated and combined into a whole, mainly through the heat exchange coupling of the refrigerant flow channels (namely the first flow channel and the second flow channel) of the condensation evaporator 1, the composite heat management system is beneficial to selectively controlling the relevant valve members in the two subsystems so as to realize multiple working modes of the system, and in addition, the two subsystems are coupled by using the condensation evaporator, so that the cascade of the heat management system is formed, the system has higher heating capacity and heating energy consumption ratio in a low-temperature environment, has higher refrigerating capacity and refrigerating energy consumption ratio in a high-temperature environment, the energy efficiency of the system is effectively improved, and the endurance of the heat management system with higher energy efficiency is greatly improved for an electric automobile.
Specifically, as a specific embodiment of the first subsystem, preferably, the first subsystem further includes a first compressor 12, a first four-way reversing valve 11, an off-vehicle heat exchanger 151, a first throttle element 142, a first electromagnetic stop valve 101, and a first gas-liquid separator 13, where the first compressor 12, the first four-way reversing valve 11, the off-vehicle heat exchanger 151, the first throttle element 142, the condensation evaporator 1, the first electromagnetic stop valve 101, and the first gas-liquid separator 13 are sequentially connected in a pipeline to form a circulation loop of the first refrigerant; the first subsystem further comprises a second throttling element 143, a battery box heat exchanger 152 and a fourth electromagnetic stop valve 104, and the second throttling element 143, the battery box heat exchanger 152 and the fourth electromagnetic stop valve 104 are connected in a pipeline manner and connected in parallel with the pipeline formed by the first throttling element 142, the condensation evaporator 1 and the first electromagnetic stop valve 101 so as to form another circulation loop of the second refrigerant. In this technical solution, the first subsystem and the second subsystem form a cascade in a conventional sense, but are relatively single in a working mode, so, in order to further enrich the working mode of the composite thermal management system, preferably, the first subsystem further includes a three-way reversing valve 141, the three-way reversing valve 141 has a selectively conductive port a3, a port b3, and a port c3, the first four-way reversing valve 11 has a selectively conductive port a1, a port b1, a port c1, and a port d1, the port a3 is connected with the port d1 through a pipe, the port b3 is connected with one end of the off-board heat exchanger through a pipe, and the port c3 is connected with a pipe between the battery box heat exchanger 152 and the fourth electromagnetic stop valve 104; further, the first subsystem further includes a second electromagnetic stop valve 102, a pipeline between the condensation evaporator 1 and the first electromagnetic stop valve 101 is defined as an a pipeline, the second electromagnetic stop valve 102 is in pipeline communication with the d1 port and the a pipeline, further, the first subsystem further includes a third electromagnetic stop valve 103, a pipeline between the condensation evaporator 1 and the first throttling element 142 is defined as a B pipeline, and the third electromagnetic stop valve 103 is in pipeline communication with the other end of the off-board heat exchanger 151 and the B pipeline.
In terms of implementation, the second subsystem is considered to be aimed at temperature regulation in the vehicle, and is similar to a conventional air conditioning system in design principle to a certain extent, of course, the greatest difference is that the external heat exchanger is replaced by the condensation evaporator 1 in the technical scheme, specifically, the second subsystem comprises a third throttling element 21, an internal heat exchanger 22, a second gas-liquid separator 23, a second compressor 24 and a second four-way reversing valve 25, the condensation evaporator 1, the third throttling element 21, the internal heat exchanger 22, the second gas-liquid separator 23, the second compressor 24 and the second four-way reversing valve 25 are sequentially connected through pipelines to form a circulation loop of the second refrigerant, and as can be understood by the scheme, the heat exchange of the condensation evaporator 1 is heat exchange in the heat exchanger, and the frosting resistance of the condensation evaporator is greatly enhanced, that is, and the frosting phenomenon is less prone to be formed.
According to an embodiment of the present invention, there is further provided a control method of a composite thermal management system, configured to control the composite thermal management system to switch an operation mode of the composite thermal management system, where the operation mode is at least one of an in-vehicle and battery case simultaneous cooling mode, an in-vehicle and battery case simultaneous heating mode, an in-vehicle heating battery case cooling mode, an in-vehicle cooling battery case heating mode, an in-vehicle individual cooling mode, an in-vehicle individual heating mode, a battery case individual cooling mode, a condensing evaporator defrosting mode, and an out-of-vehicle heat exchanger defrosting mode.
The implementation mode of the simultaneous cooling mode of the vehicle and the battery box comprises the following steps: the port a1 of the first four-way reversing valve 11 is controlled to be communicated with the port b1, the port c1 is controlled to be communicated with the port d1, the port a2 of the second four-way reversing valve 25 is controlled to be communicated with the port d2, the port c2 is controlled to be communicated with the port b2, the port a3 of the three-way reversing valve 141 is controlled to be communicated with the port b3, the port c3 is controlled to be cut off, the first electromagnetic stop valve 101, the fourth electromagnetic stop valve 104, the first throttling element 142, the second throttling element 143 and the third throttling element 21 are controlled to be conducted, and the second electromagnetic stop valve 102 and the third electromagnetic stop valve 103 are controlled to be cut off, as shown in fig. 2, and arrows in the drawing indicate the flowing direction of the refrigerant in the mode.
The realization mode of the simultaneous heating mode of the vehicle and the battery box comprises the following steps: on the basis of the implementation mode of the simultaneous cooling mode of the vehicle and the battery box, the a1 port and the d1 port of the first four-way reversing valve 11 are controlled to be communicated, the c1 port and the b1 port are controlled to be communicated, the a2 port and the b2 port of the second four-way reversing valve 25 are controlled to be communicated, and the c2 port and the d2 port are controlled to be communicated, as shown in fig. 3, and arrows in the drawing indicate the flowing direction of the refrigerant in the mode.
The implementation mode of the refrigeration mode of the in-vehicle refrigeration battery box comprises the following steps: the port a1 of the first four-way reversing valve 11 is controlled to be communicated with the port b1, the port c1 is controlled to be communicated with the port d1, the port a2 of the second four-way reversing valve 25 is controlled to be communicated with the port b2, the port c2 is controlled to be communicated with the port d2, the port a3 of the three-way reversing valve 141 is controlled to be blocked from the port b3 and the port c3, the first electromagnetic stop valve 101 and the first throttling element 142 are controlled to be blocked, and the fourth electromagnetic stop valve 104, the second throttling element 143, the third throttling element 21, the second electromagnetic stop valve 102 and the third electromagnetic stop valve 103 are controlled to be conducted, as shown in fig. 4, arrows in the drawing indicate the flowing direction of the refrigerant in the mode.
The implementation mode of the heating mode of the refrigerating battery box in the vehicle comprises the following steps: on the basis of the implementation mode of the refrigerating mode of the in-vehicle heating battery box, the a2 port and the d2 port of the second four-way reversing valve 25 are controlled to be communicated, the c2 port and the b2 port are controlled to be communicated, the a3 port and the c3 port of the three-way reversing valve 141 are controlled to be communicated, the c3 port is controlled to be cut off, the first electromagnetic stop valve 101 is controlled to be communicated, and the fourth electromagnetic stop valve 104 is controlled to be cut off, as shown in fig. 5, and arrows in the drawing indicate the flowing direction of the refrigerant in the mode.
Implementation mode of the in-vehicle independent cooling mode: the first four-way reversing valve 11 is controlled to be communicated with the port b1, the port c1 is controlled to be communicated with the port d1, the second four-way reversing valve 25 is controlled to be communicated with the port a2, the port c2 is controlled to be communicated with the port b2, the port a3 of the three-way reversing valve 141 is controlled to be communicated with the port b3 and the port c3 is controlled to be cut off, the first electromagnetic stop valve 101, the first throttling element 142 and the third throttling element 21 are controlled to be conducted, and the second electromagnetic stop valve 102, the third electromagnetic stop valve 103, the fourth electromagnetic stop valve 104 and the second throttling element 143 are controlled to be cut off, as shown in fig. 6, and arrows in the drawing indicate the flowing direction of the refrigerant in the mode.
Implementation mode of independent heating mode in car: on the basis of the implementation mode of the independent cooling mode in the vehicle, the a1 port and the d1 port of the first four-way reversing valve 11 are controlled to be communicated, the c1 port and the b1 port are controlled to be communicated, the a2 port and the b2 port of the second four-way reversing valve 25 are controlled to be communicated, and the c2 port and the d2 port are controlled to be communicated, as shown in fig. 7, arrows in the drawing indicate the flowing direction of the refrigerant in the mode.
Implementation mode of battery box independent refrigeration mode: the port a1 of the first four-way reversing valve 11 is controlled to be communicated with the port b1, the port c1 is controlled to be communicated with the port d1, the port a2, the port d2, the port c2 and the port b2 of the second four-way reversing valve 25 are controlled to be cut off, the port a3 of the three-way reversing valve 141 is controlled to be communicated with the port b3 and the port c3 is controlled to be cut off, the first electromagnetic stop valve 101, the second electromagnetic stop valve 102, the third electromagnetic stop valve 103 and the first throttling element 142 are controlled to be cut off, and the second throttling element 143, the third throttling element 21 and the fourth electromagnetic stop valve 104 are controlled to be conducted, as shown in fig. 8, and arrows in the drawing indicate the flowing direction of the refrigerant in the mode.
The realization mode of the independent heating mode of the battery box comprises the following steps: on the basis of the implementation mode of the battery box independent refrigeration mode, the port a1 of the first four-way reversing valve 11 is controlled to be communicated with the port d1, and the port c1 is controlled to be communicated with the port b1, as shown in fig. 9, and arrows in the drawing indicate the flow direction of the refrigerant in the mode.
Implementation of the condensing evaporator defrost mode: the port a1 of the first four-way reversing valve 11 is controlled to be communicated with the port b1, the port c1 is controlled to be communicated with the port d1, the port a2 of the second four-way reversing valve 25 is controlled to be communicated with the port b2, the port c2 and the port d2 are controlled to be communicated, the port a3 of the three-way reversing valve 141 is controlled to be communicated with the port b3 and the port c3 is controlled to be cut off, the first electromagnetic stop valve 101 and the first throttling element 142 are controlled to be cut off, and the second electromagnetic stop valve 102, the third electromagnetic stop valve 103, the second throttling element 143, the third throttling element 21 and the fourth electromagnetic stop valve 104 are controlled to be communicated, as shown in fig. 10, and arrows in the drawing indicate the flowing direction of the refrigerant in the mode. Further, the fan provided in the off-vehicle heat exchanger 151 is controlled to stop operating, and/or the fan provided in the battery box heat exchanger 152 is controlled to stop operating.
Implementation mode of defrosting mode of heat exchanger outside vehicle: the port a1 of the first four-way reversing valve 11 is controlled to be communicated with the port b1, the port c1 is controlled to be communicated with the port d1, the port a2, the port b2, the port c2 and the port d2 of the second four-way reversing valve 25 are controlled to be cut off, the port a3 of the three-way reversing valve 141 is controlled to be communicated with the port b3 and the port c3 is controlled to be cut off, the first electromagnetic stop valve 101, the second electromagnetic stop valve 102, the third electromagnetic stop valve 103, the first throttling element 142 and the third throttling element 21 are controlled to be cut off, and the second throttling element 143 and the fourth electromagnetic stop valve 104 are controlled to be turned on, as shown in fig. 11, and arrows in the drawing indicate the flowing direction of the refrigerant in the mode. Further, the fan provided in the off-vehicle heat exchanger 151 is controlled to stop operating, and/or the fan provided in the battery box heat exchanger 152 is controlled to stop operating.
According to an embodiment of the invention, an electric automobile is further provided, which comprises the composite thermal management system.
It will be readily appreciated by those skilled in the art that the above advantageous ways can be freely combined and superimposed without conflict.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the invention. The foregoing is merely a preferred embodiment of the present invention, and it should be noted that it will be apparent to those skilled in the art that modifications and variations can be made without departing from the technical principles of the present invention, and these modifications and variations should also be regarded as the scope of the invention.
Claims (14)
1. The combined type thermal management system is used in an electric automobile and is characterized by comprising a first subsystem for adjusting the temperature of a battery box and a second subsystem for adjusting the temperature in the automobile, wherein the first subsystem is provided with a condensation evaporator (1), a first refrigerant circulates in the first subsystem, the first refrigerant flows through a first flow passage in the condensation evaporator (1), a second refrigerant circulates in the second subsystem, the second refrigerant flows through a second flow passage in the condensation evaporator (1), and the first refrigerant and the second refrigerant exchange heat in the condensation evaporator (1); the first subsystem further comprises a first compressor (12), a first four-way reversing valve (11), an external heat exchanger (151), a first throttling element (142), a first electromagnetic stop valve (101) and a first gas-liquid separator (13), wherein a c1 port of the first four-way reversing valve (11), the external heat exchanger (151), the first throttling element (142), a condensation evaporator (1), the first electromagnetic stop valve (101) and an a1 port of the first four-way reversing valve (11) are sequentially connected through pipelines, a d1 port of the first four-way reversing valve (11) is connected with an exhaust port of the first compressor (12), and a b1 port of the first four-way reversing valve (11) is connected with an air suction port of the first compressor (12) through the first gas-liquid separator (13) to form a refrigerant circulation loop; the first subsystem further comprises a second throttling element (143), a battery box heat exchanger (152) and a fourth electromagnetic stop valve (104), wherein the second throttling element (143), the battery box heat exchanger (152) and the fourth electromagnetic stop valve (104) are connected in a pipeline manner and are connected in parallel with a pipeline formed by the first throttling element (142), the condensation evaporator (1) and the first electromagnetic stop valve (101) so as to form another circulation loop of the first refrigerant; the first subsystem further comprises a three-way reversing valve (141), the three-way reversing valve (141) is provided with a3 port, a b3 port and a c3 port which can be selectively conducted, the first four-way reversing valve (11) is provided with a1 port, a b1 port, a c1 port and a d1 port which can be selectively conducted, the a3 port is connected with the d1 port through a pipeline, the b3 port is connected with one end of the heat exchanger outside the vehicle through a pipeline, and the c3 port is connected with a pipeline between the battery box heat exchanger (152) and the fourth electromagnetic stop valve (104); the first subsystem further comprises a second electromagnetic stop valve (102), a pipeline between the condensation evaporator (1) and the first electromagnetic stop valve (101) is defined as an A pipeline, and the second electromagnetic stop valve (102) pipeline penetrates through the d1 port and the A pipeline; the first subsystem further comprises a third electromagnetic stop valve (103), a pipeline between the condensation evaporator (1) and the first throttling element (142) is defined as a B pipeline, and the third electromagnetic stop valve (103) pipeline penetrates through the other end of the off-vehicle heat exchanger (151) and the B pipeline; the second subsystem comprises a third throttling element (21), an in-vehicle heat exchanger (22), a second gas-liquid separator (23), a second compressor (24) and a second four-way reversing valve (25), wherein an a2 port of the second four-way reversing valve (25) is connected with a condensing evaporator (1), the third throttling element (21), the in-vehicle heat exchanger (22) and a c2 port of the second four-way reversing valve (25) through pipelines in sequence, an exhaust port of the second compressor (24) is connected with a d2 port of the second four-way reversing valve (25), and a b2 port of the second four-way reversing valve (25) is connected with an air suction port of the second compressor (24) through the second gas-liquid separator (23) to form a circulation loop of a second refrigerant.
2. A control method of a composite thermal management system, which is used for controlling the composite thermal management system according to claim 1 to realize switching of working modes of the composite thermal management system, wherein the working modes are at least one of an in-vehicle and battery box simultaneous cooling mode, an in-vehicle and battery box simultaneous heating mode, an in-vehicle heating battery box cooling mode, an in-vehicle cooling battery box heating mode, an in-vehicle independent cooling mode, an in-vehicle independent heating mode, a battery box independent cooling mode, a battery box independent heating mode, a condensing evaporator defrosting mode and an out-of-vehicle heat exchanger defrosting mode.
3. The control method according to claim 2, wherein the a1 port and the b1 port of the first four-way reversing valve (11) are controlled to be communicated, the c1 port and the d1 port are controlled to be communicated, the a2 port and the d2 port of the second four-way reversing valve (25) are controlled to be communicated, the c2 port and the b2 port are controlled to be communicated, the a3 port and the b3 port of the three-way reversing valve (141) are controlled to be communicated, the c3 port is controlled to be blocked, the first electromagnetic stop valve (101), the fourth electromagnetic stop valve (104), the first throttling element (142), the second throttling element (143) and the third throttling element (21) are controlled to be communicated, and the second electromagnetic stop valve (102) and the third electromagnetic stop valve (103) are controlled to be blocked, so that the composite thermal management system is in a simultaneous cooling mode with a battery box in a vehicle.
4. A control method according to claim 3, characterized in that the a1 port and the d1 port of the first four-way reversing valve (11) are controlled to be communicated, the c1 port and the b1 port are controlled to be communicated, the a2 port and the b2 port and the c2 port of the second four-way reversing valve (25) are controlled to be communicated, and the composite thermal management system is controlled to be in a heating mode simultaneously with the battery box in a vehicle.
5. The control method according to claim 2, wherein the a1 port and the b1 port of the first four-way reversing valve (11) are controlled to be communicated, the c1 port and the d1 port are controlled to be communicated, the a2 port and the b2 port of the second four-way reversing valve (25) are controlled to be communicated, the c2 port and the d2 port are controlled to be communicated, the a3 port and the b3 port and the c3 port of the three-way reversing valve (141) are controlled to be blocked, the first electromagnetic stop valve (101) and the first throttling element (142) are controlled to be blocked, and the fourth electromagnetic stop valve (104), the second throttling element (143), the third throttling element (21), the second electromagnetic stop valve (102) and the third electromagnetic stop valve (103) are controlled to be conducted, so that the composite thermal management system is in a cooling mode of a heating battery box in a vehicle.
6. The control method according to claim 5, wherein the a2 port and the d2 port of the second four-way reversing valve (25) are controlled to be communicated, the c2 port and the b2 port are controlled to be communicated, the a3 port and the c3 port of the three-way reversing valve (141) are controlled to be communicated, and the c3 port is controlled to be blocked, and the first electromagnetic stop valve (101) is controlled to be communicated, and the fourth electromagnetic stop valve (104) is controlled to be blocked, so that the composite thermal management system is in an in-vehicle refrigerating battery box heating mode.
7. The control method according to claim 2, wherein the a1 port and the b1 port of the first four-way reversing valve (11) are controlled to be communicated, the c1 port and the d1 port are controlled to be communicated, the a2 port and the d2 port of the second four-way reversing valve (25) are controlled to be communicated, the c2 port and the b2 port are controlled to be communicated, the a3 port and the b3 port of the three-way reversing valve (141) are controlled to be communicated, and the c3 port is controlled to be blocked, the first electromagnetic stop valve (101), the first throttling element (142) and the third throttling element (21) are controlled to be conducted, and the second electromagnetic stop valve (102), the third electromagnetic stop valve (103), the fourth electromagnetic stop valve (104) and the second throttling element (143) are controlled to be blocked, so that the composite thermal management system is in the independent cooling mode in the vehicle.
8. The control method according to claim 7, characterized in that the a1 port and the d1 port of the first four-way reversing valve (11) are controlled to communicate, the c1 port and the b1 port are controlled to communicate, the a2 port and the b2 port of the second four-way reversing valve (25) are controlled to communicate, and the c2 port and the d2 port are controlled to communicate, so that the composite thermal management system is in an in-vehicle independent heating mode.
9. The control method according to claim 2, wherein the a1 port and the b1 port of the first four-way reversing valve (11) are controlled to be communicated, the c1 port and the d1 port are controlled to be communicated, the a2 port, the d2 port, the c2 port and the b2 port of the second four-way reversing valve (25) are controlled to be all closed, the a3 port and the b3 port of the three-way reversing valve (141) are controlled to be communicated, the c3 port is controlled to be closed, the first electromagnetic stop valve (101), the second electromagnetic stop valve (102), the third electromagnetic stop valve (103) and the first throttling element (142) are controlled to be closed, and the second throttling element (143), the third throttling element (21) and the fourth electromagnetic stop valve (104) are controlled to be opened, so that the composite thermal management system is in a battery box independent refrigerating mode.
10. The control method according to claim 9, wherein the a1 port and the d1 port and the c1 port of the first four-way reversing valve (11) are controlled to communicate with each other, and the c1 port and the b1 port are controlled to place the composite thermal management system in a battery case independent heating mode.
11. The control method according to claim 2, wherein the a1 port and the b1 port of the first four-way reversing valve (11) are controlled to be communicated, the c1 port and the d1 port are controlled to be communicated, the a2 port and the b2 port of the second four-way reversing valve (25) are controlled to be communicated, the c2 port and the d2 port are controlled to be communicated, the a3 port and the b3 port of the three-way reversing valve (141) are controlled to be communicated, the c3 port is controlled to be blocked, the first electromagnetic stop valve (101) and the first throttling element (142) are controlled to be blocked, and the second electromagnetic stop valve (102), the third electromagnetic stop valve (103), the second throttling element (143), the third throttling element (21) and the fourth electromagnetic stop valve (104) are controlled to be communicated, so that the composite thermal management system is in a condensing evaporator defrosting mode.
12. The control method according to claim 11, characterized in that the fan provided in the off-vehicle heat exchanger (151) is controlled to stop operating, and/or the fan provided in the battery box heat exchanger (152) is controlled to stop operating.
13. The control method according to claim 2, wherein the port a1 and the port b1 of the first four-way reversing valve (11) are controlled to be communicated, the port c1 and the port d1 of the first four-way reversing valve (11) are controlled to be communicated, the port a2, the port b2, the port c2 and the port d2 of the second four-way reversing valve (25) are controlled to be all closed, the port a3 and the port b3 of the three-way reversing valve (141) are controlled to be communicated, the port c3 of the three-way reversing valve is controlled to be closed, the first electromagnetic stop valve (101), the second electromagnetic stop valve (102), the third electromagnetic stop valve (103), the first throttling element (142) and the third throttling element (21) are controlled to be closed, and the second throttling element (143) and the fourth electromagnetic stop valve (104) are controlled to be opened, so that the composite heat management system is in the defrosting mode of the external heat exchanger.
14. An electric vehicle comprising a composite thermal management system, wherein the composite thermal management system is the composite thermal management system of claim 1.
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