CN109532405B - Electric automobile whole automobile thermal management system and control method thereof - Google Patents

Electric automobile whole automobile thermal management system and control method thereof Download PDF

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Publication number
CN109532405B
CN109532405B CN201910051883.1A CN201910051883A CN109532405B CN 109532405 B CN109532405 B CN 109532405B CN 201910051883 A CN201910051883 A CN 201910051883A CN 109532405 B CN109532405 B CN 109532405B
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water pump
way valve
battery
loop
valve
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CN109532405A (en
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闵海涛
张照普
于远彬
蒋俊宇
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Jilin University
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Jilin University
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Classifications

    • 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
    • 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
    • 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
    • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
    • B60H1/14—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit
    • B60H1/143—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the heat being derived from cooling an electric component, e.g. electric motors, electric circuits, fuel cells or batteries
    • 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
    • B60H2001/00307—Component temperature regulation using a liquid flow
    • 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

Abstract

The invention discloses a whole electric automobile thermal management system, which comprises a motor-radiator loop, a PTC heating loop, a battery pack loop and an air conditioner loop, wherein the motor-radiator loop is connected with the PTC heating loop; and heat transfer and heat exchange are realized among all loops through valves and plate heat exchangers so as to meet the heating and cooling requirements of all parts under different working conditions. The heat management loop of the invention only uses the valve to realize the intercommunication of the motor loop, the battery loop and the PTC loop. The invention also discloses a control method of the whole electric automobile thermal management system, which adopts the actual working temperature T of the battery B With standard operating temperature T of battery 0 Difference delta T 1 And motor outlet water temperature T M With the actual working temperature T of the battery B Difference delta T 2 As the identification parameter, an appropriate loop pattern is determined using a fuzzy control method. The control method realizes the real-time switching of the thermal management loop mode according to the actual condition of the vehicle, and saves the energy consumption of the battery to the greatest extent.

Description

Electric automobile whole automobile thermal management system and control method thereof
Technical Field
The invention belongs to the technical field of electric vehicle whole vehicle thermal management, and particularly relates to an electric vehicle whole vehicle thermal management system.
Background
The electric automobile effectively relieves the energy crisis and environmental pollution, and the electric automobile is energy-saving and environment-friendly, so that the electric automobile also becomes a trend of automobile development in the future. The battery pack in the electric automobile is used as a core component of a power system of the electric automobile, and plays a decisive role in automobile performance, endurance mileage, whole automobile safety and the like. The working performance of the battery pack can be influenced by the excessively high and low temperature of the battery pack, so that the whole car heat management is needed to meet the normal work of the electric car under different working conditions.
The existing electric automobile whole-automobile thermal management circuits mostly comprise a motor cooling circuit, an air-conditioning refrigerant circuit and a battery pack circuit. But the heat exchange between different loops is less (CN 105501071A), so that the heat generated by each part of the automobile can not be fully utilized, and a large amount of energy is wasted; or can realize heat exchange between loops, but has a complex structure and a large number of parts (CN 108099544A). In the control strategy adopted by the electric automobile thermal management loop switching, the switching of the thermal management loop mode is realized by taking a single threshold value as a judgment standard (CN 201610070580), the single accurate threshold value is too absolute, the electric automobile thermal management loop switching device is not suitable for complex and changeable battery charging and discharging working conditions, frequent switching between the two working conditions can be caused, and the service life of components is possibly damaged.
Disclosure of Invention
The invention aims to solve the technical problem of providing the electric automobile thermal management system which has the advantages of reduced energy consumption, reliable control and stable operation, and integrates all the thermal management loops of the existing automobile into the whole automobile thermal management system capable of mutually transferring heat, so that the energy consumption of a battery is effectively reduced.
In order to achieve the above purpose, the invention adopts the following technical scheme: the whole electric automobile heat management system comprises a motor-radiator loop, a PTC heating loop, a battery pack loop and an air conditioner loop; and heat transfer and heat exchange are realized among all loops through valves and plate heat exchangers so as to meet the heating and cooling requirements of all parts under different working conditions.
The motor-radiator loop comprises a radiator 101, a driving motor 102, a DC-DC (103), a charger 104, a motor controller 105, a first water pump 106, a first three-way valve 107, a first four-way valve 108 and a second three-way valve 109 which are sequentially connected in series; the radiator 101, the driving motor 102, the DC-DC (103), the charger 104, the motor controller 105 and the first water pump 106 are sequentially connected in series; the first three-way valve 107 is arranged between the radiator 101 and the driving motor 102, a first three-way valve 107 is arranged between the inlet of the first three-way valve 107 and the driving motor 102, one outlet of the first three-way valve 107 is connected with the radiator 101, and the other outlet of the first three-way valve 107 bypasses the radiator 101 and is directly connected with the first four-way valve 108; the four interfaces of the first four-way valve 108 are sequentially connected with the second three-way valve 109, the radiator 101, the first water pump 106 and the water return pipeline; the inlet of the second three-way valve 109 is connected with the first four-way valve 108, and the two outlets are respectively connected with the warm air core 202 in the PTC heating loop and the third water pump 302 in the battery pack loop;
the PTC heating circuit comprises a Coolant PTC201, a second water pump 203, a warm air core 202, a third three-way valve 204, a third stop valve 205 and a blower 206; the Coolant PTC201, the second water pump 203 and the warm air core 202 are sequentially connected in series; the third three-way valve 204 is arranged between the second water pump 203 and the warm air core 202, the inlet of the third three-way valve 204 is connected with the second water pump 203, and two outlets of the third three-way valve 204 are respectively connected with the warm air core 202 and the third water pump 302 in the battery pack loop; a third shut-off valve 205 is installed between the Coolant PTC201 and the return line of the motor-radiator circuit;
the battery pack circuit comprises a battery pack 301, a third water pump 302, a second stop valve 303, a plate heat exchanger 305 and a fourth stop valve 304 which are sequentially connected in series, wherein the fourth stop valve 304 is arranged between a water return pipeline of the motor-radiator circuit and the battery pack 301;
the air conditioning circuit comprises a compressor 401, a condenser 402, a first stop valve 405, a thermal expansion valve 404, an evaporator 403 and an electronic expansion valve 406; the compressor 401, the condenser 402, the first stop valve 405, the thermal expansion valve 404 and the evaporator 403 are sequentially connected in series; the two ends of the electronic expansion valve 406 are respectively connected with the inlet of the first stop valve 405 and the inlet of the compressor 401, and the plate heat exchanger 305 is connected in series in the branch.
The invention also provides a control method of the whole electric automobile thermal management system, wherein the mode switching control strategy of the electric automobile thermal management loop adopts fuzzy control, and the control method comprises the following steps:
s1, detecting whether an automobile is connected with an external charger or not by the BMS of the electric automobile, if so, entering a step S2, and judging whether the electric quantity of the battery is 100%; if the power supply is not connected with an external charger, the step S4 is carried out, and whether the electric quantity is too low at the moment is judged;
s2, the BMS system of the electric automobile judges whether the electric quantity of the battery is 100 percent, and if the electric quantity is 100 percent, the BMS system directly returns; if the electric quantity is not 100%, transmitting a signal to a thermal management controller, and entering a step S3 to judge a thermal management loop mode when the battery is charged;
s3, dividing according to the corresponding temperature sensorObtain the actual working temperature T of the battery B Standard operating temperature T of battery 0 Motor outlet water temperature T M At the actual operating temperature T of the battery B With standard operating temperature T of battery 0 Difference delta T 1 Motor outlet water temperature T M With the actual working temperature T of the battery B Difference delta T 2 And corresponding to the corresponding membership function, resolving ambiguity according to a battery heat demand reasoning rule and a gravity center method to obtain heat Q required by a loop at the moment, and identifying a corresponding thermal management loop mode when the battery is charged;
s4, judging whether the battery electric quantity is 20% higher than the lowest discharge electric quantity of the battery, if the battery electric quantity is less than the lowest discharge electric quantity, indicating that the battery cannot be normally discharged at the moment, and directly returning; if the battery power is greater than the minimum discharge power, transmitting a signal to a thermal management controller, and entering a step S5 to judge a thermal management loop mode when the battery is discharged;
s5, according to the actual working temperature T of the battery at the moment B With standard operating temperature T of battery 0 Difference delta T 1 Motor outlet water temperature T M With the actual working temperature T of the battery B Difference delta T 2 And corresponding to the corresponding membership function, resolving ambiguity according to a gravity center method according to a battery heat demand reasoning rule to obtain heat Q required by the loop at the moment, and identifying a thermal management loop mode corresponding to the discharging of the battery.
Fuzzy control of the thermal management loop mode switching is performed according to the actual working temperature T of the battery B With standard operating temperature T of battery 0 Difference delta T 1 And motor outlet water temperature T M With the actual working temperature T of the battery B Difference delta T 2 As the identification parameter, ΔT 1 、ΔT 2 The fuzzy sets are divided into 5 fuzzy sets according to the size:<<0(NB)、<0(NS)、≈0(Z0)、>0(PS)、>>0 (PB), respectively establishing corresponding membership functions, wherein t is as follows 1 To t 14 Are constants, and are determined specifically according to different battery packs and working conditions:
the required heat q of the battery pack is taken as output quantity and divided into 5 fuzzy sets: the membership functions are similar to the above formulas, namely, large Heating (LH), small Heating (SH), heat balance (EQ), small heat dissipation (SC) and large heat dissipation (LC). And based on the prior experience, estimating the heat demand of the battery pack under different charge and discharge working conditions, and establishing a corresponding battery heat demand reasoning rule base. And the heat demand of the battery pack at the moment is determined by resolving blurring through a gravity center method, wherein the gravity center method takes the gravity center of an area surrounded by a membership function curve and an abscissa as an output value of fuzzy reasoning, and the gravity center method has the following formula:
and controlling the on-off of each valve according to the output value obtained by the deblurring, so as to realize the switching of the thermal management loop mode when the electric automobile is charged and discharged.
The electric automobile thermal management loop mode during charging and discharging specifically comprises: an extremely low temperature charging mode, a normal temperature charging mode, a higher temperature charging mode, and a high temperature charging mode; an extremely low temperature discharge mode, a lower temperature discharge mode, a normal temperature discharge mode, and a high temperature discharge mode. Each thermal management loop mode during charging and discharging represents the flow direction of the cooling liquid and the achievable functions.
The battery pack is in an extremely low temperature charging mode, the battery pack cannot be normally charged due to the fact that the temperature of the battery pack is too low, the PTC heating loop is communicated with the battery pack loop, and the battery pack is heated through Coolant PTC, so that the battery can be normally charged. Meanwhile, the radiator is bypassed in the motor-radiator loop, so that the DC-DC and the charger store heat and quickly rise to the normal working temperature.
In the low-temperature charging mode, the motor-radiator loop is communicated with the battery pack loop, the battery pack is heated by utilizing the residual heat of the DC-DC and the charger, the radiator does not work, the battery pack is kept at a proper temperature all the time, and the charging efficiency is improved.
In the normal-temperature charging mode, a radiator is used for radiating heat for the DC-DC and the charger in the motor-radiator loop. The battery loop self-circulates.
In the higher-temperature charging mode, the motor-radiator loop is communicated with the battery pack loop, the radiator, the DC-DC, the charger and the battery pack are connected in series, and meanwhile, the radiator is used for radiating and cooling all parts, so that the battery pack is charged at a proper temperature.
In the high-temperature charging mode, in a motor-radiator loop, a radiator is used for radiating DC-DC and a charger. The air conditioner loop and the battery pack loop exchange heat through the plate heat exchanger, and the air conditioner is used for radiating heat of the battery.
And in the extremely low-temperature discharge mode, coolant PTC is utilized to heat the Coolant, and the Coolant flows into the passenger cabin and the battery pack respectively through the three-way valve to heat the passenger cabin and the battery pack. And simultaneously, the radiator is bypassed in the motor-radiator loop, so that the temperature of the motor rises to a proper temperature as soon as possible.
In the lower-temperature discharging mode, a motor-radiator loop is connected with a battery pack loop in series, and motor waste heat can be split through a three-way valve, so that hot cooling liquid flows into a passenger cabin and the battery pack respectively to heat the passenger cabin and the battery pack.
In the normal-temperature discharge mode, a radiator is used for radiating heat for the DC-DC and the charger in the motor-radiator loop. The battery pack loop is self-circulating, and the passenger cabin does not need to be heated or refrigerated.
And in the higher-temperature discharging mode, the motor-radiator loop and the battery pack loop are connected in series, and the same radiator is used for cooling the driving motor and the battery pack, so that the temperature of the driving motor and the battery pack is kept at a proper working temperature. At this time, the passenger cabin still does not need to be heated or cooled.
In the high-temperature discharge mode, in the motor-radiator loop, the radiator is used for radiating heat for the driving motor, but the radiator cannot meet the heat radiation requirement of the battery pack. Therefore, the air conditioner loop and the battery pack loop exchange heat through the plate heat exchanger to take away heat of the battery pack so as to keep the battery pack at a proper working temperature.
The invention has the beneficial effects that:
1. the heat management loop of the invention only uses the valve to realize the intercommunication of the motor loop, the battery loop and the PTC loop. Only one Coolant PTC and one radiator can be used for different loops, so that the loop structure is simplified to a certain extent, and the cost is reduced;
2. the radiator can be bypassed in the thermal management loop, so that unnecessary heat dissipation of the motor is avoided, the waste heat of the motor can be fully utilized to heat the battery pack and the passenger cabin, the energy consumption of the battery is reduced, and the driving range of the automobile is increased;
3. by using the actual working temperature T of the battery B With standard operating temperature T of battery 0 Difference delta T 1 And motor outlet water temperature T M With the actual working temperature T of the battery B Difference delta T 2 As the identification parameter, an appropriate loop pattern is determined using a fuzzy control method. The control method realizes the real-time switching of the thermal management loop mode according to the actual condition of the vehicle, and saves the energy consumption of the battery to the greatest extent.
Drawings
Fig. 1 is a diagram of a whole electric vehicle thermal management system
FIG. 2 shows ΔT 1 (T B -T 0 ) Membership function
FIG. 3 shows ΔT 2 (T M -T B ) Membership function
FIG. 4 is a membership function of battery heat demand q
FIG. 5 is a flowchart of a thermal management mode determining procedure
FIG. 6 is a circuit diagram of a very low temperature charge mode
FIG. 7 is a circuit diagram of a low temperature charging mode
FIG. 8 is a circuit diagram of a normal temperature charging mode
FIG. 9 is a circuit diagram of a higher temperature charge mode
FIG. 10 is a circuit diagram of a high temperature charging mode
FIG. 11 is a schematic diagram of a very low temperature discharge mode
FIG. 12 is a circuit diagram of a lower temperature discharge mode
FIG. 13 is a circuit diagram of a normal temperature discharge mode
FIG. 14 is a circuit diagram of a higher temperature discharge mode
FIG. 15 is a circuit diagram of a high temperature discharge mode
Detailed Description
The electric automobile thermal management system has different circulation loops under different charge and discharge working conditions. The following describes specific embodiments of the invention in detail with reference to the drawings.
Referring to fig. 1, an example of a whole electric vehicle thermal management system according to the present invention includes four circuits, namely a motor-radiator circuit, a PTC heating circuit, a battery pack circuit and an air conditioner circuit. And heat transfer and heat exchange are realized among all loops through valves and heat exchangers.
Wherein the motor-radiator circuit comprises: the radiator 101, the driving motor 102, the DC-DC (103), the charger 104, the motor controller 105 and the first water pump 106 are sequentially connected in series. A first three-way valve 107 is additionally arranged between the radiator 101 and the driving motor 102, and the inlet of the first three-way valve is connected with the driving motor 102; the outlet is connected with the radiator 101 and then connected to the first four-way valve 108; the other outlet bypasses the radiator 101 and is directly connected to the first four-way valve 108. The four ports of the first four-way valve 108 are connected in sequence to the second three-way valve 109, the radiator 101, the first water pump 106, and the return water line. The inlet of the second three-way valve 109 is connected with the first four-way valve 108, and the two outlets are respectively connected with the warm air core 202 and the third water pump 302. The self circulation of the loop or the heat exchange with other loops is realized in the motor-radiator loop through the first four-way valve 108; whether the radiator is bypassed or not is controlled by the flow direction of the first three-way valve 107; the hot coolant from the motor-radiator loop is directed to the passenger compartment or battery pack through a second three-way valve 109.
Wherein the PTC heating circuit comprises: coolant PTC201, second water pump 203, and warm air core 202 are connected in series. A third three-way valve 204 is additionally arranged between the second water pump 203 and the warm air core 202, the inlet of the third three-way valve is connected with the second water pump 203, and the two outlets of the third three-way valve are respectively connected with the warm air core 202 and the third water pump 302. A third shut-off valve 205 is added between the Coolant PTC201 and the return line. The hot coolant in the PTC heating circuit may flow through the warm air core 202 via the third three-way valve 204 and blow heat into the passenger compartment via the blower 206; and can also flow into the battery loop to heat the battery.
Wherein the battery pack circuit includes: the battery pack 301, the third water pump 302, the second shut-off valve 303, and the plate heat exchanger 305 are connected in series in this order. A fourth shut-off valve 304 is added between the water return line and the battery pack 301.
The battery pack circuit controls the cooling liquid to circulate in the circuit or exchange heat with other circuits through the second stop valve 303.
Wherein the air conditioning circuit includes: the compressor 401, the condenser 402, the first shutoff valve 405, the thermal expansion valve 404, and the evaporator 403 are connected in series in this order. The two ends of the electronic expansion valve 406 are respectively connected with the inlet of the first stop valve 405 and the inlet of the compressor 401, and the plate heat exchanger 305 is connected in series in the branch. The air conditioning circuit exchanges heat with the battery pack circuit through the plate heat exchanger 305 to realize cooling of the battery pack. The passenger compartment is cooled by the evaporator 403.
Wherein the motor-radiator circuit and the PTC heating circuit achieve heat transfer through the first four-way valve 108, the second three-way valve 109, and the third shut-off valve 205. The motor-radiator circuit and the battery pack circuit realize heat transfer through the first four-way valve 108, the second three-way valve 109 and the fourth stop valve 304. The PTC heating circuit and the battery pack circuit realize heat transfer through the third three-way valve 204, the third shut-off valve 205, and the fourth shut-off valve 304.
As an example of implementing the above thermal management loop mode switching fuzzy control strategy, the battery actual operating temperature T B With standard operating temperature T of battery 0 Difference delta T 1 And motor outlet water temperature T M With the actual working temperature T of the battery B Difference delta T 2 ，ΔT 1 、ΔT 2 The fuzzy sets are divided into 5 fuzzy sets according to the size:<<0(NB)、<0(NS)、≈0(Z0)、>0(PS)、>>0 (PB). Respectively establishing corresponding membership functions, wherein t is as follows 1 To t 14 Are constants, and are determined specifically according to different battery packs and working conditions:
the corresponding membership function expressions in this embodiment are as follows, and the images are shown in fig. 2 and 3, respectively.
The battery heat demand is also divided into 5 fuzzy sets: large Heating (LH), small Heating (SH), heat balance (EQ), small heat dissipation (SC), large heat dissipation (LC). In this embodiment, the corresponding membership function expression is as follows, and the image is shown in fig. 4.
Based on the prior experience, estimating the heat demand of the battery pack under different charge and discharge working conditions, establishing a corresponding battery heat demand reasoning rule base, and determining the heat demand of the battery pack at the moment by resolving ambiguity through a barycenter method, wherein the barycenter method is to take the barycenter of an area surrounded by a membership function curve and an abscissa as an output value of fuzzy reasoning, and the barycenter method has the following formula:
and controlling the on-off of each valve according to the output value obtained by the deblurring, so as to realize the switching of the thermal management loop mode when the electric automobile is charged and discharged.
The battery heat demand reasoning rules under different charge and discharge working conditions are shown in table 1, a control program flow chart of the control strategy example is shown in fig. 5, and the program is timely read out and repeatedly executed at specified intervals so as to meet the requirement of real-time switching of the electric automobile thermal management loop mode.
TABLE 1 fuzzy inference rules
The specific procedure is as follows:
in S1, the electric vehicle BMS system detects whether the vehicle is connected to an external charger at this time. If the battery is connected with an external charger, judging whether the electric quantity of the battery is 100% at the moment; if the battery is not connected with an external charger, judging whether the electric quantity is too low at the moment.
In S2, the electric vehicle BMS system determines whether the battery level is 100%. If the electric quantity is 100%, directly returning; if the electric quantity is not 100%, a signal is transmitted to the thermal management controller, and the thermal management loop mode is entered into S3 when the battery is charged.
In S3, according to the corresponding temperature sensors, the actual working temperatures T of the batteries are obtained respectively B Standard operating temperature T of battery 0 Motor outlet water temperature T M . Calculating the actual working temperature T of the battery B With standard operating temperature T of battery 0 Difference delta T 1 And motor outlet water temperature T M With the actual working temperature T of the battery B Difference delta T 2 And corresponding membership functions. And according to the battery heat demand reasoning rule, the heat Q required by the loop at the moment is obtained by resolving ambiguity according to a gravity center method, and the corresponding thermal management loop mode during charging is corresponding.
When Q < -0.6, the charge mode is very low, and the circulation loop is shown in FIG. 6: first water pump 106, motor controller 105, charger 104, DC-DC (103), drive motor 102, first three-way valve 107, first four-way valve 108, first water pump 106; third water pump 302 → battery pack 301 → fourth shut-off valve 304 → third shut-off valve 205 → Coolant PTC201 → second water pump 203 → third three-way valve 204 → third water pump 302.
When-0.6 < Q < -0.2, the low temperature charging mode is adopted, and the circulation loop is shown in FIG. 7: first water pump 106→motor controller 105→charger 104→dc-DC (103) →drive motor 102→first three-way valve 107→first four-way valve 108→second three-way valve 109→third water pump 302→battery pack 301→first four-way valve 108→first water pump 106.
When-0.2 < Q <0.2, the normal temperature charging mode is adopted, and the circulation loop is shown in FIG. 8: first water pump 106, motor controller 105, charger 104, DC-DC (103), driving motor 102, first three-way valve 107, radiator 101, first four-way valve 108, first water pump 106; third water pump 302→battery pack 301→second shut-off valve 303→third water pump 302.
When 0.2< q <0.6, the higher temperature charging mode is adopted, and the circulation loop is shown in fig. 9: first water pump 106→motor controller 105→charger 104→dc-DC (103) →driving motor 102→first three-way valve 107→radiator 101→first four-way valve 108→second three-way valve 109→third water pump 302→battery pack 301→fourth stop valve 304→first four-way valve 108→first water pump 106.
When 0.6< Q, the high temperature charging mode is adopted, and the circulation loop is shown in FIG. 10: first water pump 106, motor controller 105, charger 104, DC-DC (103), driving motor 102, first three-way valve 107, radiator 101, first four-way valve 108, first water pump 106; third water pump 302 → battery pack 301 → plate heat exchanger 305 → second shut-off valve 303 → third water pump 302; compressor 401→condenser 402→electronic expansion valve 406→plate heat exchanger 305→compressor 401.
In S4, it is determined whether the battery charge is 20% greater than the battery minimum discharge charge. If the battery power is smaller than the minimum discharge power, the battery cannot be normally discharged at the moment, and the battery returns directly; if the battery power is greater than the minimum discharge power, a signal is transmitted to the thermal management controller, and the thermal management loop mode is entered in S5 when the battery is judged to be discharged.
In S5, similarly to S3, the thermal management loop pattern corresponding to the discharge of the battery is identified by fuzzy control according to the Δt1 and Δt2 at this time. The thermal management on discharge loop mode is one example. Meanwhile, according to the actual temperature in the vehicle, the refrigerating and heating functions in the passenger cabin in the existing loop mode can be closed, or an air conditioning system and a refrigerant PTC (Positive temperature coefficient) are additionally started to cool and heat the cabin.
When Q < -0.6, the discharge mode is very low temperature, and the circulation loop is shown in FIG. 11: first water pump 106, motor controller 105, charger 104, DC-DC (103), driving motor 102, first three-way valve 107, radiator 101, first four-way valve 108, first water pump 106; second water pump 203- & gt third three-way valve 204- & gt warm air core 202- & gt Coolant PTC 201- & gt second water pump 203; second water pump 203→third three-way valve 204→third water pump 302→battery pack 301→fourth shut-off valve 304→third shut-off valve 205→coolant PTC201→second water pump 203.
When-0.6 < Q < -0.2, the lower temperature discharge mode is adopted, and the circulation loop is shown in FIG. 12: first water pump 106, motor controller 105, charger 104, DC-DC (103), driving motor 102, first three-way valve 107, first four-way valve 108, second three-way valve 109, third water pump 302, battery pack 301, fourth stop valve 304, first four-way valve 108, first water pump 106; first water pump 106, motor controller 105, charger 104, DC-DC (103), driving motor 102, first three-way valve 107, first four-way valve 108, second three-way valve 109, warm air core 202, third stop valve 205, first four-way valve 108 and first water pump 106.
When-0.2 < Q <0.2, the normal temperature discharge mode is adopted, and the circulation loop is shown in FIG. 13: first water pump 106, motor controller 105, charger 104, DC-DC (103), driving motor 102, first three-way valve 107, radiator 101, first four-way valve 108, first water pump 106; third water pump 302→battery pack 301→second shut-off valve 303→third water pump 302.
When 0.2< q <0.6, the higher temperature discharge mode is adopted, and the circulation loop is shown in fig. 14: first water pump 106→motor controller 105→charger 104→dc-DC (103) →driving motor 102→first three-way valve 107→radiator 101→first four-way valve 108→second three-way valve 109→third water pump 302→battery pack 301→fourth stop valve 304→first four-way valve 108→first water pump 106.
When 0.6< Q, the high temperature charging mode is adopted, and the circulation loop is shown in FIG. 15: first water pump 106, motor controller 105, charger 104, DC-DC (103), driving motor 102, first three-way valve 107, radiator 101, first four-way valve 108, first water pump 106; third water pump 302 → battery pack 301 → plate heat exchanger 305 → second shut-off valve 303 → third water pump 302; compressor 401→condenser 402→electronic expansion valve 406→plate heat exchanger 305→compressor 401; compressor 401→condenser 402→first stop valve 405→thermal expansion valve 404→evaporator 403→compressor 401.
The foregoing description is only illustrative of the preferred embodiments of the present invention, and the above-described technical features may be arbitrarily combined to form a plurality of embodiments of the present invention.
While the invention has been described above with reference to the accompanying drawings, it will be apparent that the invention is not limited to the above embodiments, but is capable of being modified or applied to other applications without any modification, as long as the inventive concept and technical scheme are adopted.

Claims (4)

1. The whole electric automobile heat management system is characterized by comprising a motor-radiator loop, a PTC heating loop, a battery pack loop and an air conditioner loop;
the motor-radiator loop comprises a radiator (101), a driving motor (102), a DC-DC (103), a charger (104), a motor controller (105), a first water pump (106), a first three-way valve (107), a first four-way valve (108) and a second three-way valve (109); the radiator (101), the driving motor (102), the DC-DC (103), the charger (104), the motor controller (105) and the first water pump (106) are sequentially connected in series; the first three-way valve (107) is arranged between the radiator (101) and the driving motor (102), the inlet of the first three-way valve (107) is connected with the driving motor (102), one outlet of the first three-way valve (107) is connected with the radiator (101), and the other outlet of the first three-way valve (107) bypasses the radiator (101) and is directly connected with the first four-way valve (108); four interfaces of the first four-way valve (108) are sequentially connected with the second three-way valve (109), the radiator (101), the first water pump (106) and the water return pipeline; an inlet of the second three-way valve (109) is connected with the first four-way valve (108), and two outlets are respectively connected with a warm air core (202) in the PTC heating loop and a third water pump (302) in the battery pack loop;
the PTC heating loop comprises a cooling liquid PTC (201), a second water pump (203), a warm air core body (202), a third three-way valve (204), a third stop valve (205) and a blower (206); the cooling liquid PTC (201), the second water pump (203) and the warm air core body (202) are sequentially connected in series; the third three-way valve (204) is arranged between the second water pump (203) and the warm air core body (202), the inlet of the third three-way valve (204) is connected with the second water pump (203), and two outlets of the third three-way valve (204) are respectively connected with the warm air core body (202) and a third water pump (302) in the battery pack loop; a third shut-off valve (205) is installed between the coolant PTC (201) and the return line of the motor-radiator circuit;
the battery pack circuit comprises a battery pack (301), a third water pump (302), a second stop valve (303), a plate heat exchanger (305) and a fourth stop valve (304) which are sequentially connected in series, wherein the fourth stop valve (304) is arranged between a water return pipeline of the motor-radiator circuit and the battery pack (301);
the air conditioning loop comprises a compressor (401), a condenser (402), a first stop valve (405), a thermal expansion valve (404), an evaporator (403) and an electronic expansion valve (406); the compressor (401), the condenser (402), the first stop valve (405), the thermal expansion valve (404) and the evaporator (403) are sequentially connected in series; the two ends of the electronic expansion valve (406) are respectively connected with the inlet of the first stop valve (405) and the inlet of the compressor (401), and the plate heat exchanger (305) is connected in series in a branch circuit where the inlet of the compressor (401) is connected with the electronic expansion valve (406).
2. The control method of the electric vehicle thermal management system according to claim 1, comprising the steps of:
s1, detecting whether an automobile is connected with an external charger or not by the BMS of the electric automobile, if so, entering a step S2, and judging whether the electric quantity of the battery is 100%; if the power supply is not connected with an external charger, the step S4 is carried out, and whether the electric quantity is too low at the moment is judged;
s2, the BMS system of the electric automobile judges whether the electric quantity of the battery is 100 percent, and if the electric quantity is 100 percent, the BMS system directly returns; if the electric quantity is not 100%, transmitting a signal to a thermal management controller, and entering a step S3 to judge a thermal management loop mode when the battery is charged;
s3, obtaining the actual working temperature T of the battery according to the corresponding temperature sensor B Standard operating temperature T of battery 0 Motor outlet water temperature T M At the actual operating temperature T of the battery B With standard operating temperature T of battery 0 Difference delta T 1 Motor outlet water temperature T M With the actual working temperature T of the battery B Difference delta T 2 And corresponding to the corresponding membership function, resolving ambiguity according to a battery heat demand reasoning rule and a gravity center method to obtain heat Q required by a loop at the moment, and identifying a corresponding thermal management loop mode when the battery is charged;
s4, judging whether the battery electric quantity is 20% higher than the lowest discharge electric quantity of the battery, if the battery electric quantity is less than the lowest discharge electric quantity, indicating that the battery cannot be normally discharged at the moment, and directly returning; if the battery power is greater than the minimum discharge power, transmitting a signal to a thermal management controller, and entering a step S5 to judge a thermal management loop mode when the battery is discharged;
s5, according to the actual working temperature T of the battery at the moment B With standard operating temperature T of battery 0 Difference delta T 1 Motor outlet water temperature T M With the actual working temperature T of the battery B Difference delta T 2 And corresponding to the corresponding membership function, resolving ambiguity according to a gravity center method according to a battery heat demand reasoning rule to obtain heat Q required by the loop at the moment, and identifying a thermal management loop mode corresponding to the discharging of the battery.
3. The method for controlling a thermal management system for an electric vehicle according to claim 2, wherein the step S3 identifies a thermal management loop mode during charging:
when Q < -0.6, the battery is in a very low temperature charging mode, and the circulating loop is as follows: a first water pump (106), a motor controller (105), a charger (104), a DC-DC (103), a driving motor (102), a first three-way valve (107), a first four-way valve (108), and a first water pump (106); a third water pump (302), a battery pack (301), a fourth stop valve (304), a third stop valve (205), a cooling liquid PTC (201), a second water pump (203), a third three-way valve (204), and a third water pump (302);
when Q < -0.6 > is-0.2, the battery is in a low-temperature charging mode, and a circulation loop is as follows: the battery pack comprises a first water pump (106), a motor controller (105), a charger (104), a DC-DC (103), a driving motor (102), a first three-way valve (107), a first four-way valve (108), a second three-way valve (109), a third water pump (302), a battery pack (301), a first four-way valve (108) and a first water pump (106);
when-0.2 < Q <0.2, the battery is in normal temperature charging mode, and the circulation loop is as follows: a first water pump (106), a motor controller (105), a charger (104), a DC-DC (103), a driving motor (102), a first three-way valve (107), a radiator (101), a first four-way valve (108), and a first water pump (106); a third water pump (302), a battery pack (301), a second stop valve (303), and a third water pump (302);
when 0.2< Q <0.6, the charge mode is higher temperature, and the circulation loop is as follows: the device comprises a first water pump (106), a motor controller (105), a charger (104), a DC-DC (103), a driving motor (102), a first three-way valve (107), a radiator (101), a first four-way valve (108), a second three-way valve (109), a third water pump (302), a battery pack (301), a fourth stop valve (304), a first four-way valve (108) and a first water pump (106);
when 0.6< Q, the battery is in a high-temperature charging mode, and the circulating loop is as follows: a first water pump (106), a motor controller (105), a charger (104), a DC-DC (103), a driving motor (102), a first three-way valve (107), a radiator (101), a first four-way valve (108), and a first water pump (106); a third water pump (302), a battery pack (301), a plate heat exchanger (305), a second stop valve (303), and a third water pump (302); compressor (401), condenser (402), electronic expansion valve (406), plate heat exchanger (305), compressor (401).
4. The method for controlling a thermal management system for an electric vehicle according to claim 2, wherein the step S5 identifies a thermal management loop mode at discharging:
when Q < -0.6, the discharge mode is very low temperature, and the circulation loop is as follows: a first water pump (106), a motor controller (105), a charger (104), a DC-DC (103), a driving motor (102), a first three-way valve (107), a radiator (101), a first four-way valve (108), and a first water pump (106); a second water pump (203), a third three-way valve (204), a warm air core (202), a cooling liquid PTC (201), and a second water pump (203); a second water pump (203), a third three-way valve (204), a third water pump (302), a battery pack (301), a fourth stop valve (304), a third stop valve (205), a coolant PTC (201), and a second water pump (203);
when Q < -0.6 > is-0.2, the discharge mode is lower temperature, and the circulation loop is as follows: the battery pack comprises a first water pump (106), a motor controller (105), a charger (104), a DC-DC (103), a driving motor (102), a first three-way valve (107), a first four-way valve (108), a second three-way valve (109), a third water pump (302), a battery pack (301), a fourth stop valve (304), a first four-way valve (108), and a first water pump (106); the device comprises a first water pump (106), a motor controller (105), a charger (104), a DC-DC (103), a driving motor (102), a first three-way valve (107), a first four-way valve (108), a second three-way valve (109), a warm air core (202), a third stop valve (205), a first four-way valve (108) and a first water pump (106);
when Q is less than 0.2 and less than 0.2, the discharge mode is at normal temperature, and the circulation loop is as follows: a first water pump (106), a motor controller (105), a charger (104), a DC-DC (103), a driving motor (102), a first three-way valve (107), a radiator (101), a first four-way valve (108), and a first water pump (106); a third water pump (302), a battery pack (301), a second stop valve (303), and a third water pump (302);
when 0.2< Q <0.6, the discharge mode is in a higher temperature, and the circulation loop is as follows: the device comprises a first water pump (106), a motor controller (105), a charger (104), a DC-DC (103), a driving motor (102), a first three-way valve (107), a radiator (101), a first four-way valve (108), a second three-way valve (109), a third water pump (302), a battery pack (301), a fourth stop valve (304), a first four-way valve (108) and a first water pump (106);
when 0.6< Q, the battery is in a high-temperature charging mode, and the circulating loop is as follows: a first water pump (106), a motor controller (105), a charger (104), a DC-DC (103), a driving motor (102), a first three-way valve (107), a radiator (101), a first four-way valve (108), and a first water pump (106); a third water pump (302), a battery pack (301), a plate heat exchanger (305), a second stop valve (303), and a third water pump (302); compressor (401), condenser (402), electronic expansion valve (406), plate heat exchanger (305), compressor (401); compressor (401), condenser (402), first stop valve (405), thermal expansion valve (404), evaporator (403), compressor (401).
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