CN110816208A - Multi-loop electric automobile thermal management system - Google Patents
Multi-loop electric automobile thermal management system Download PDFInfo
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- CN110816208A CN110816208A CN201911054445.7A CN201911054445A CN110816208A CN 110816208 A CN110816208 A CN 110816208A CN 201911054445 A CN201911054445 A CN 201911054445A CN 110816208 A CN110816208 A CN 110816208A
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- 238000010438 heat treatment Methods 0.000 claims abstract description 59
- 239000007788 liquid Substances 0.000 claims abstract description 31
- 238000001816 cooling Methods 0.000 claims description 51
- 238000004378 air conditioning Methods 0.000 claims description 32
- 238000005057 refrigeration Methods 0.000 claims description 20
- 239000002918 waste heat Substances 0.000 claims description 8
- 238000000034 method Methods 0.000 claims description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 abstract description 25
- 238000001035 drying Methods 0.000 abstract description 5
- 230000000694 effects Effects 0.000 abstract description 4
- 230000005611 electricity Effects 0.000 abstract description 2
- 239000003570 air Substances 0.000 description 15
- 239000002826 coolant Substances 0.000 description 10
- 238000010586 diagram Methods 0.000 description 10
- 238000005265 energy consumption Methods 0.000 description 9
- 238000004891 communication Methods 0.000 description 4
- HBBGRARXTFLTSG-UHFFFAOYSA-N Lithium ion Chemical compound [Li+] HBBGRARXTFLTSG-UHFFFAOYSA-N 0.000 description 3
- 239000000110 cooling liquid Substances 0.000 description 3
- 229910001416 lithium ion Inorganic materials 0.000 description 3
- 208000019901 Anxiety disease Diseases 0.000 description 2
- 230000036506 anxiety Effects 0.000 description 2
- 230000007547 defect Effects 0.000 description 2
- 239000012080 ambient air Substances 0.000 description 1
- 230000017525 heat dissipation Effects 0.000 description 1
- 230000020169 heat generation Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
- B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
- B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
- B60H1/00392—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for electric vehicles having only electric drive means
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
-
- 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
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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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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/88—Optimized components or subsystems, e.g. lighting, actively controlled glasses
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Air-Conditioning For Vehicles (AREA)
Abstract
The invention relates to a multi-loop electric automobile heat management system which comprises a power battery module, an electric drive assembly, a power electronic device, an electric water pump, an expansion water tank, an electric compressor, a liquid storage drying kettle, a condenser, an evaporator, a warm air core body, a liquid heater, an electric drive radiator, a battery radiator and a plate type heat exchanger, wherein all the components are connected through a pipeline and a four-way valve, a three-way valve, a straight-through valve and an expansion valve which are arranged in the pipeline to form a plurality of loops for respectively carrying out heat management control on the power battery module, the electric drive assembly, the power electronic device and a passenger cabin. Compared with the prior art, the invention can enable the power battery heating system and the passenger compartment heating system to share the same liquid heater, thereby playing the role of reducing cost and saving energy; the heat that the make full use of electricity drives assembly and power electron device and produce heats for passenger cabin and heat for power battery, makes the energy-conserving effect of whole thermal management system showing, can effectively promote electric automobile continuation of the journey mileage, improves vehicle economy.
Description
Technical Field
The invention relates to the technical field of electric automobiles, in particular to a multi-loop electric automobile thermal management system.
Background
At the present stage, electric automobiles have some technical bottlenecks, and users of the electric automobiles face the problems of charging anxiety and driving mileage anxiety. In order to increase the endurance mileage of the electric vehicle as much as possible, the electric vehicle is required to be energy-saving as much as possible, and designing a more energy-saving thermal management system is one of important means for increasing the endurance mileage. Most of the thermal management systems of electric vehicles on the market at present have an unsatisfactory energy-saving effect, and the design of the air conditioning system, the thermal management system of the power battery module and the cooling system of the electric drive assembly still has a plurality of defects, so that when the ambient temperature is high or low, the energy consumption of the whole vehicle is always high, and the endurance mileage of the vehicle is greatly reduced.
Chinese patent CN107097664A discloses an intelligent heat management system for a whole electric vehicle, which comprises a power battery pack, a driving motor, a motor controller, a vehicle-mounted charger, a DC/DC converter, a battery radiator, a battery refrigerator, a motor radiator, an electric water pump, an electric oil pump, an expansion water tank, a heater, a heat exchanger, an electric compressor, a condenser, a liquid storage drying kettle, an evaporator, an electronic expansion valve and a warm air core body, wherein the direct valve, the three-way valve and the four-way valve which are arranged in a pipeline are connected with one another through the pipeline to form a plurality of heat management control loops; and two heaters are integrated in the heat management system, a heating loop of the passenger compartment is provided with one heater, and a heating loop of the power battery is also provided with one heater, so that the cost of the whole vehicle is increased, and when the two heaters are simultaneously started, the energy consumption of the whole vehicle is larger.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provide a multi-loop electric vehicle thermal management system.
The purpose of the invention can be realized by the following technical scheme:
a multi-loop electric vehicle thermal management system comprises a power battery module, a power battery module and a control module, wherein the power battery module is subjected to thermal management control: the system comprises a power battery module temperature equalization loop, a power battery module normal-temperature cooling loop, a power battery module air-conditioning refrigeration loop and a power battery module heating loop; for the thermal management control of the passenger compartment: a passenger compartment air-conditioning refrigeration loop and a passenger compartment heating loop; an electric drive assembly cooling circuit for thermally managing and controlling the electric drive assembly;
the power electronic device cooling loop is used for carrying out thermal management control on the power electronic device; the heating loop of the power battery module and the heating loop of the passenger compartment share the same liquid heater, the power battery module heating loop is connected with a power electronic device in series, and when the power battery module needs to be heated, waste heat generated by the power electronic device is preferentially utilized to heat the power battery module.
Preferably, the power electronic device and the electric drive assembly are connected in series in the electric drive assembly cooling loop.
Preferably, two sides of the electric drive assembly are connected in parallel with a first direct-current valve, the first direct-current valve in the cooling circuit of the electric drive assembly is in a closed state, and when the first direct-current valve is opened, a cooling circuit of the power electronic device is obtained.
Preferably, the power battery module heating loop comprises a loop in which a power electronic device and an electric drive assembly are simultaneously connected in series.
Preferably, the power battery module air-conditioning refrigeration circuit and the passenger compartment air-conditioning refrigeration circuit share the same condenser, and an electric fan connected with the vehicle control unit is arranged beside the condenser.
Preferably, the passenger compartment air-conditioning refrigeration circuit and the passenger compartment heating circuit share the same air-conditioning box body, an evaporator, a warm air core body and an electric blower are arranged in the air-conditioning box body, and the electric blower is connected with the vehicle control unit.
Preferably, the output end of the liquid heater is connected with the input end of a warm air core body in the air conditioner box body.
Preferably, the power battery module, the electric drive assembly and the power electronic device are respectively provided with an internal cooling pipeline, and the internal cooling pipeline is connected with a pipeline in the system.
Preferably, temperature sensors are respectively arranged in the power battery module, the electric drive assembly, the power electronic device and the thermal management system loop, and the temperature sensors are connected with the vehicle control unit and output the acquired temperature information to the vehicle control unit.
Preferably, the power electronic device comprises a DC/DC voltage converter and a vehicle-mounted charger.
Compared with the prior art, the invention has the following advantages:
1. according to the heat management system, through an optimized heat management loop design, heat energy in the power battery module, the electric drive assembly, the power electronic device and the passenger compartment can be efficiently transferred in the heat management system of the whole vehicle as far as possible, and the consumption of external work for cooling or heating is reduced.
2. By sharing the same liquid heater for the power battery module heating loop and the passenger compartment heating loop, the number of the heaters is reduced, the cost and the energy consumption are reduced, the endurance mileage of the electric automobile is longer, and the economy is better.
3. When the electric automobile is in an alternating current charging working condition, if the power battery and the power electronic device need to be cooled simultaneously, the power electronic device cooling loop and the power battery module temperature equalization loop can be connected in series, one electric driving radiator is shared for cooling, and the battery radiator does not need to be started simultaneously, so that the flow resistance of a system loop can be reduced, and the energy consumption is reduced.
4. When the electric automobile is in a parking power-on state (such as a charging working condition), usually, the electric drive assembly component does not work, the power electronic device works, and at the moment, the power electronic device cooling circuit can be adopted to bypass the electric drive assembly, so that the flow resistance in the cooling circuit is reduced, the power consumption of the electric water pump can be reduced, and the reduction of the energy consumption of the whole automobile is facilitated.
5. The heat that the make full use of electricity drives assembly and power electron device and produce heats for passenger cabin and for power battery heating, and whole thermal management system energy-conserving effect is showing, can effectively promote electric automobile continuation of the journey mileage, improves vehicle economy.
Drawings
FIG. 1 is a general schematic of a thermal management system of the present invention;
FIG. 2 is a schematic diagram of a temperature equalization loop of a power battery module according to the present invention;
FIG. 3 is a schematic view of a normal temperature cooling circuit of a power battery module according to the present invention;
FIG. 4 is a schematic diagram of a power battery module air conditioning refrigeration circuit of the present invention;
FIG. 5 is a schematic diagram of a power cell module heating circuit I according to the present invention;
FIG. 6 is a schematic diagram of a power cell module heating circuit II of the present invention;
FIG. 7 is a schematic view of a cooling circuit of the electric drive assembly of the present invention;
FIG. 8 is a schematic diagram of a power electronics cooling circuit of the present invention;
FIG. 9 is a schematic diagram of a power electronics cooling circuit in series with a power battery module temperature equalization circuit in accordance with the present invention;
FIG. 10 is a schematic diagram of an electric drive assembly cooling circuit in series with a power cell module temperature equalization circuit in accordance with the present invention;
FIG. 11 is a schematic diagram of a passenger compartment air conditioning and refrigeration circuit of the present invention;
FIG. 12 is a schematic view of a passenger compartment heating circuit of the present invention;
FIG. 13 is a schematic diagram of a passenger compartment heating circuit and a power battery module temperature equalization circuit connected in series according to the present invention;
FIG. 14 is a schematic diagram of another implementation of a thermal management system of the present invention.
In the figure: 1-a first electrically powered water pump, 2-power electronics, 3-an electric drive assembly, 4-a first straight-through valve, 5-a liquid heater, 6-a first three-way valve, 7-an electric drive radiator, 8-a four-way valve, 9-an expansion tank, 10-a second straight-through valve, 11-a warm air core, 12-a second electrically powered water pump, 13-a second three-way valve, 14-a plate heat exchanger, 15-a third straight-through valve, 16-a battery radiator, 17-a power battery module, 18-an electric compressor, 19-a condenser, 20-an electric fan, 21-a liquid storage drying kettle, 22-a first expansion valve, 23-an evaporator, 24-an electric blower, 25-a second expansion valve, 26-an air conditioning cabinet.
Detailed Description
The invention is described in detail below with reference to the figures and specific embodiments. The present embodiment is implemented on the premise of the technical solution of the present invention, and a detailed implementation manner and a specific operation process are given, but the scope of the present invention is not limited to the following embodiments.
Example one
As shown in fig. 1, the present application provides a multi-loop thermal management system for an electric vehicle, which includes a power battery module 17, an electric drive assembly 3, a power electronic device 2, a first electric water pump 1, a second electric water pump 12, an expansion tank 9, an electric compressor 18, a liquid storage drying kettle 21, a condenser 19, an evaporator 23, a warm air core 11, a liquid heater 5, an electric drive radiator 7, a battery radiator 16, and a plate heat exchanger 14, wherein each component is connected through a pipeline and a four-way valve 8, a three-way valve, a straight-through valve, and an expansion valve arranged in the pipeline to form a plurality of loops for respectively performing thermal management control on the power battery module 17, the electric drive assembly 3, the power electronic device 2, and a passenger compartment, and includes: and (3) performing thermal management control on the power battery module 17: the system comprises a power battery module temperature equalization loop, a power battery module normal-temperature cooling loop, a power battery module air-conditioning refrigeration loop and a power battery module heating loop; for the thermal management control of the passenger compartment: a passenger compartment air-conditioning refrigeration loop and a passenger compartment heating loop; an electric drive assembly cooling circuit for thermally managing and controlling the electric drive assembly 3; a power electronics cooling circuit for thermal management control of the power electronics 2.
The power battery module 17 is formed by connecting a plurality of single batteries in series or in parallel, the electric drive assembly 3 comprises a drive motor and a motor controller, and the power electronic device 2 comprises a DC/DC voltage converter, a vehicle-mounted charger and other power electronic components. The power battery module 17, the electric drive assembly 3 and the power electronic device 2 are respectively provided with an internal cooling pipeline, and the internal cooling pipeline is connected with a pipeline in the system. The expansion valve is a thermal expansion valve or an electronic expansion valve with a stop valve, and the opening degree is controlled by connecting the whole vehicle controller.
As shown in fig. 2, the power battery module temperature equalization circuit is formed by connecting a power battery module 17, a four-way valve 8 (parallel mode, ports a and D communicating, ports B and C communicating), a second electric water pump 12, a second three-way valve 13 (ports a and C communicating), and a third through valve 15 in series through a pipeline.
As shown in fig. 3, the power battery module normal temperature cooling circuit is formed by connecting a power battery module 17, a four-way valve 8 (parallel mode, ports a and D are communicated, and ports B and C are communicated), a second electric water pump 12, a second three-way valve 13, and a battery radiator 16 in series through pipelines.
As shown in fig. 4, the air-conditioning refrigeration loop of the power battery module is composed of an internal loop and an external loop, wherein the internal loop is formed by connecting a power battery module 17, a four-way valve 8 (parallel mode, port a and D are communicated, port B and C are communicated), a second electric water pump 12, a second three-way valve 13 (port a and B are communicated), and a plate heat exchanger 14 in series through a pipeline, and the external loop is formed by connecting an electric compressor 18, a condenser 19, a liquid storage drying kettle 21, a second expansion valve 25, and the plate heat exchanger 14 in series. The power battery module air-conditioning refrigeration circuit and the passenger compartment air-conditioning refrigeration circuit share the same condenser 19, and an electric fan 20 which is used for accelerating air flow to enhance heat exchange and connected with the vehicle control unit is arranged beside the condenser 19.
The power battery module heating loop comprises a power battery module heating loop I and a power battery module heating loop II.
As shown in fig. 5, the power battery module heating circuit I is formed by connecting in series a first electric water pump 1, power electronics 2, an electric drive assembly 3, a liquid heater 5, a first three-way valve 6, a four-way valve 8, a second electric water pump 12, a second three-way valve 13, a third straight-through valve 15, a power battery module 17 and an expansion tank 9 through pipes.
As shown in fig. 6, the power battery module heating circuit II is formed by connecting in series a first electric water pump 1, power electronics 2, a first through valve 4, a liquid heater 5, a first three-way valve 6 (port a and C communication), a four-way valve 8 (series mode, port a and B communication, port C and D communication), a second electric water pump 12, a second three-way valve 13 (port a and C communication), a third through valve 15, a power battery module 17, and an expansion tank 9 through pipes.
The heating loop of the power battery module and the heating loop of the passenger compartment share the same liquid heater 5, the power electronic device 2 is connected in series in the heating loop of the power battery module 17, and when the power battery module 17 needs to be heated, waste heat generated by the power electronic device 2 is preferentially utilized to heat the power battery module 17.
As shown in fig. 7, the electric drive assembly cooling circuit is formed by connecting in series a first electric water pump 1, power electronics 2, an electric drive assembly 3, a liquid heater 5, a first three-way valve 6 (port a and B communicating), an electric drive radiator 7, a four-way valve 8 (parallel mode, port a and D communicating, port B and C communicating), and an expansion tank 9.
As shown in fig. 8, the power electronics cooling circuit is formed by connecting in series a first electric water pump 1, a power electronics 2, a first through valve 4 (the first through valve 4 is open to allow the coolant to bypass the electric drive assembly 3), a liquid heater 5, a first three-way valve 6 (ports a and B are communicated), an electric drive radiator 7, a four-way valve 8 (parallel mode, ports a and D are communicated, ports B and C are communicated), and an expansion tank 9. The two sides of the electric drive assembly 3 are connected in parallel with a first direct-current valve 4, the first direct-current valve 4 is in a closed state in a cooling circuit of the electric drive assembly 3, and when the first direct-current valve 4 is opened, a power electronic device cooling circuit is obtained.
As shown in fig. 11, the passenger compartment air conditioning and cooling circuit is formed by connecting an electric compressor 18, a condenser 19, a receiver drier 21, a first expansion valve 22, and an evaporator 23 in series.
As shown in fig. 12, the passenger compartment heating circuit is formed by connecting in series a first electric water pump 1, power electronics 2, an electric drive assembly 3, a first through valve 4, a liquid heater 5, a second through valve 10 (at this time, the second through valve 10 is opened, and the port a of the first three-way valve 6 is closed), a heater core 11, a four-way valve 8 (parallel mode, ports a and D are communicated, and ports B and C are communicated), and an expansion tank 9. The passenger compartment heating loop and the power battery module heating loop share the same liquid heater 5, and the effects of reducing cost and saving energy can be achieved. The passenger compartment air-conditioning refrigeration circuit and the passenger compartment heating circuit share the same air-conditioning box body 26, an evaporator 23, a warm air core body 11 and an electric blower 24 are arranged in the air-conditioning box body 26, and the electric blower 24 is used for accelerating air flow to enhance heat exchange and is connected with a vehicle control unit.
The specific principle of each thermal management control loop is as follows:
in the system, an electric water pump, an electric compressor 18, an electric fan 20, an electric blower 24, a straight-through valve, a three-way valve, a four-way valve 8, an expansion valve and a liquid heater 5 are all connected with a vehicle controller, a thermal management system is respectively provided with temperature sensors in a power battery module 17, an electric drive assembly 3, a power electronic device 2 and a thermal management loop, and the temperature sensors are connected with the vehicle controller and output collected temperature information to the vehicle controller. The whole vehicle controller makes a decision according to the temperature signal, controls the rotating speeds of the electric water pump, the electric compressor 18, the electric fan 20 and the electric blower 24 by controlling the opening degrees of the three-way valve, the four-way valve 8, the straight-through valve and the expansion valve, controls the heating power of the liquid heater 5, forms a thermal management control loop meeting different cooling or heating requirements, and timely and effectively adjusts the heat exchange of the system.
When the temperature of the power battery module 17 is in a reasonable range (for lithium ion batteries, the temperature is generally considered to be in a reasonable range when the temperature is in the range of 0-40 ℃), but the temperature difference between the single batteries is too large and exceeds a target range (generally, the temperature difference between the single batteries is considered to be less than 5 ℃), the temperature of the power battery module 17 needs to be balanced, and the temperature difference between the single batteries can be effectively reduced by adopting the power battery module temperature balancing loop shown in fig. 2.
When the temperature of the power battery module 17 is too high (for the lithium ion battery, it is generally considered that the temperature is too high when the temperature is higher than 40 ℃), the power battery module 17 needs to be cooled, and for the sake of energy saving, the power battery module normal temperature cooling circuit shown in fig. 3 is preferably selected to cool the power battery module 17.
When the temperature of the external ambient air is too high, which causes the temperature of the coolant flowing out of the battery radiator 16 to be higher than the upper limit of the required temperature of the coolant of the power battery module 17, or when the heat generation power of the power battery module 17 is too large, the power battery must be cooled by air conditioning. At this time, the power battery module air-conditioning refrigeration circuit shown in fig. 4 is adopted, and the second expansion valve 25 is opened at the same time, so that the temperature of the power battery module 17 can be quickly reduced to a reasonable range.
If the temperature of the power battery module 17 is low (for the lithium ion battery, the temperature is generally considered to be low when the temperature is lower than 0 ℃), the power battery module is generally required to be heated, waste heat generated by the electric drive assembly 3 and the power electronic device 2 is preferably used for heating the power battery, at this time, a power battery module heating loop I shown in fig. 5 can be adopted, the working state of the four-way valve 8 is adjusted to be in a series mode, and heat generated by the electric drive assembly 3 is transferred to the power battery module 17, so that energy consumption can be reduced. If the heat generated by the electric drive assembly 3 and the power electronic device 2 is low and cannot meet the heating requirement of the power battery, the heating function of the liquid heater 5 can be started simultaneously to meet the heating requirement of the power battery in a low-temperature state.
When the temperature of the power battery is low and the heat generated by the electric drive assembly 3 and the power electronic device 2 cannot meet the heating requirement, the second through valve 10 can be opened to allow the cooling liquid to flow into the liquid heater 5 for heating and then the temperature is increased, as shown in fig. 13; then flows through the warm air core body 11 (at this time, if the passenger compartment has no heating requirement, the electric blower 24 can not be started), and then the four-way valve 8 is adjusted to form a series connection mode (the ports A and B are communicated, and the ports C and D are communicated), so that the high-temperature cooling liquid flows into a temperature equalization loop inside the power battery module 17 from the ports A and B to heat the power battery module 17.
If no waste heat is generated in the electric drive assembly 3 or the generated waste heat is very small, and the temperature of the coolant flowing through the electric drive assembly 3 is reduced, the first through valve 4 can be opened to allow the coolant to bypass the electric drive assembly 3, so as to form a heating loop II of the power battery module 17 shown in fig. 6, and simultaneously, the heating function of the liquid heater 5 is started to meet the heating requirement of the power battery in a low-temperature state.
When the electric vehicle is in a driving condition, the electric drive assembly 3 (the driving motor, the motor controller) and the power electronic device 2 of the electric vehicle generally need to be cooled, and the electric drive assembly 3 and the power electronic device 2 can be cooled simultaneously by adopting an electric drive assembly cooling loop as shown in fig. 7.
When the electric automobile is in a parking and power-on state (such as a charging working condition), the electric drive assembly 3 does not work and the power electronic device 2 works, at the moment, a power electronic device cooling circuit shown in fig. 8 can be adopted, so that the cooling liquid bypasses the electric drive assembly 3, the flow resistance in the cooling circuit is reduced, the power consumption of the first electric water pump 1 can be reduced, and the reduction of the energy consumption of the whole automobile is facilitated.
When the electric automobile is in an alternating current charging working condition, generally, the electric drive assembly 3 does not need to be cooled, the power battery and the power electronic device 2 need to be cooled at the same time, a power electronic device cooling loop and a power battery module temperature equalization loop can be connected in series (the working state of the four-way valve 8 is adjusted to be in a series mode), one electric drive radiator 7 is shared for cooling, the battery radiator 16 does not need to be started at the same time, and therefore the flow resistance of a system loop can be reduced, and therefore energy consumption is reduced. As shown in fig. 9, the operation state of the four-way valve 8 is adjusted to be a series mode (ports a and B are communicated, and ports C and D are communicated), the coolant absorbing heat of the power battery module 17 and the power electronic device 2 flows out of the expansion tank 9 by simultaneous driving of the first electric water pump 1 and the second electric water pump 12, flows through the power electronic device 2, the first direct-flow valve 4 (bypassing the electric drive assembly 3 and reducing flow resistance in the circuit), the liquid heater 5 (the heating function of the liquid heater 5 is not turned on), flows through the ports a and B of the first three-way valve 6, enters the electric drive radiator 7 for heat dissipation (external cooling air flows through the outside of the electric drive radiator 7 at high speed and absorbs heat of the coolant inside thereof by driving of the electric fan 20), and then flows through the ports a and B of the four-way valve 8, and the ports a and C of the second three-way valve 13, The third straight-through valve 15 enters the power battery module 17 to absorb heat, and then flows through ports C and D of the four-way valve 8 and returns to the expansion water tank 9 to form a series circuit of a cooling circuit of the power electronic device 2 and a temperature equalization circuit of the power battery module 17.
When the power battery module 17, the electric drive assembly 3 and the power electronic device 2 need to be cooled, if the temperature of the coolant at the outlet of the electric drive radiator 7 is lower than the internal temperature of the power battery module 17, the working state of the four-way valve 8 can be adjusted to be in a series mode (the ports a and B are communicated and the ports C and D are communicated), and the cooling loop of the electric drive assembly 3 and the temperature equalization loop of the power battery module 17 are connected in series, as shown in fig. 10, so that one electric drive radiator 7 can be shared for cooling, the battery radiator 16 does not need to be started at the same time, and the energy consumption can be effectively reduced.
When the electric automobile is in a high-magnification quick-charging working condition, the heating power of the power battery is usually high, and the power battery module air-conditioning refrigeration loop can be used for cooling.
When the temperature of the passenger compartment is high, the passenger compartment air conditioning and refrigerating circuit shown in fig. 11 can be adopted for cooling.
When the temperature of the passenger compartment is low, the passenger compartment can be heated by using the passenger compartment heating loop shown in fig. 12, firstly, the waste heat generated by the electric drive assembly 3 and the power electronic device 2 is considered to be fully utilized to heat the passenger compartment, and if the waste heat generated by the electric drive assembly 3 and the power electronic device 2 cannot meet the requirement of the passenger compartment heating, the liquid heater 5 in the loop can be simultaneously started to perform auxiliary heating.
Example two
Fig. 14 shows another implementation form of the thermal management system, the liquid heater 5 can be placed at the upstream position of the branch where the warm air core 11 is located, when the passenger compartment is at a low temperature and needs to be heated, the second through valve 10 can be opened to allow the coolant to flow into the liquid heater 5 and the warm air core 11, and the coolant is heated by driving external air flow through the warm air core 11 by starting the electric blower 24 and then flows into the passenger compartment for heating.
The other operation modes of the system are the same as those in the first embodiment.
Claims (10)
1. A multi-loop electric vehicle thermal management system comprises a power battery module (17) which is subjected to thermal management control: the system comprises a power battery module temperature equalization loop, a power battery module normal-temperature cooling loop, a power battery module air-conditioning refrigeration loop and a power battery module heating loop; for the thermal management control of the passenger compartment: a passenger compartment air-conditioning refrigeration loop and a passenger compartment heating loop; an electric drive assembly cooling circuit for thermally managing and controlling the electric drive assembly (3); the method is characterized in that:
the power electronic device cooling circuit is used for carrying out thermal management control on the power electronic device (2); the heating loop of the power battery module and the heating loop of the passenger compartment share the same liquid heater (5), the power electronic device (2) is connected in series in the heating loop of the power battery module, and when the power battery module (17) needs to be heated, waste heat generated by the power electronic device (2) is preferentially utilized to heat the power battery module (17).
2. A multi-circuit electric vehicle thermal management system according to claim 1, wherein the electric drive assembly cooling circuit has power electronics (2) and an electric drive assembly (3) connected in series.
3. The multi-circuit electric vehicle thermal management system according to claim 2, characterized in that a first through valve (4) is connected in parallel to both sides of the electric drive assembly (3), wherein the first through valve (4) is in a closed state in the electric drive assembly cooling circuit, and when the first through valve (4) is opened, a power electronic device cooling circuit is obtained.
4. The multi-circuit electric vehicle thermal management system of claim 1, wherein the power battery module heating circuit comprises a circuit having both power electronics (2) and an electric drive assembly (3) connected in series.
5. The multi-circuit electric vehicle thermal management system according to claim 1, wherein the power battery module air-conditioning refrigeration circuit and the passenger compartment air-conditioning refrigeration circuit share the same condenser (19), and an electric fan (20) connected with a vehicle control unit is arranged beside the condenser (19).
6. The multi-loop electric vehicle thermal management system according to claim 1, wherein the passenger compartment air-conditioning refrigeration loop and the passenger compartment heating loop share the same air-conditioning box body (26), an evaporator (23), a warm air core body (11) and an electric blower (24) are arranged in the air-conditioning box body (26), and the electric blower (24) is connected with a vehicle control unit.
7. The multi-circuit electric vehicle thermal management system of claim 6, characterized in that the output of the liquid heater (5) is connected with the input of the warm air core (11) in the air conditioning cabinet (26).
8. The multi-circuit electric vehicle thermal management system according to claim 1, characterized in that the power battery module (17), the electric drive assembly (3) and the power electronics (2) are respectively provided with an internal cooling pipeline, and the internal cooling pipeline is connected with a pipeline in the system.
9. The multi-loop electric vehicle thermal management system according to claim 1, wherein temperature sensors are respectively arranged in the power battery module (17), the electric drive assembly (3), the power electronic device (2) and the thermal management system loop, and are connected with a vehicle control unit and used for outputting collected temperature information to the vehicle control unit.
10. The multi-loop electric vehicle thermal management system according to claim 1, wherein the power electronic device (2) comprises a DC/DC voltage converter, and an onboard charger.
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| CN112389162A (en) * | 2020-11-25 | 2021-02-23 | 中国第一汽车股份有限公司 | Whole car thermal management system of new energy automobile |
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