CN110843452A - Integrated electric automobile heat pump air conditioning system and control method thereof - Google Patents
Integrated electric automobile heat pump air conditioning system and control method thereof Download PDFInfo
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- CN110843452A CN110843452A CN201810871979.8A CN201810871979A CN110843452A CN 110843452 A CN110843452 A CN 110843452A CN 201810871979 A CN201810871979 A CN 201810871979A CN 110843452 A CN110843452 A CN 110843452A
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- 238000004378 air conditioning Methods 0.000 title claims abstract description 46
- 238000000034 method Methods 0.000 title claims abstract description 30
- 238000001816 cooling Methods 0.000 claims abstract description 44
- 238000010438 heat treatment Methods 0.000 claims description 60
- 238000005057 refrigeration Methods 0.000 claims description 38
- 239000003507 refrigerant Substances 0.000 claims description 34
- 238000007791 dehumidification Methods 0.000 claims description 14
- 230000008859 change Effects 0.000 claims description 6
- 230000001105 regulatory effect Effects 0.000 claims description 6
- 230000033228 biological regulation Effects 0.000 abstract description 3
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 26
- 239000000110 cooling liquid Substances 0.000 description 15
- 239000007788 liquid Substances 0.000 description 10
- 239000000498 cooling water Substances 0.000 description 8
- 230000008569 process Effects 0.000 description 7
- 239000002826 coolant Substances 0.000 description 5
- 230000008901 benefit Effects 0.000 description 3
- 239000002699 waste material Substances 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 238000005265 energy consumption Methods 0.000 description 2
- 238000012806 monitoring device Methods 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 239000007787 solid Substances 0.000 description 2
- 238000010586 diagram Methods 0.000 description 1
- 230000017525 heat dissipation Effects 0.000 description 1
- 230000020169 heat generation Effects 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 238000010257 thawing Methods 0.000 description 1
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Classifications
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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
- B60H1/00007—Combined heating, ventilating, or cooling devices
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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
- B60H1/32—Cooling devices
- B60H1/3204—Cooling devices using compression
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
- B60K2001/005—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric storage means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
- B60K2001/006—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric motors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K2001/008—Arrangement or mounting of electrical propulsion units with means for heating the electrical propulsion units
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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
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
Abstract
The invention provides an integrated heat pump air-conditioning system for an electric automobile and a control method thereof. In addition, through the use of the first heat exchanger, the heat pump air conditioner and the motor temperature control loop can be communicated into a whole, heat generated by the motor can be recovered, energy loss is avoided, the heat pump air conditioner can be used for cooling the motor, and the temperature regulation efficiency of the motor and the battery is improved.
Description
Technical Field
The invention relates to the technical field of new energy automobiles, in particular to an integrated electric automobile heat pump air-conditioning system and a control method thereof.
Background
At present, three temperature adjusting devices are basically included in electric vehicles.
The first is an air conditioner used for adjusting the temperature in the vehicle and improving the riding comfort of people in the vehicle;
the second is a device for temperature adjustment of the battery pack, which can normally operate because the temperature of the battery pack must be within a proper range;
the third is a device for regulating the temperature of the motor, which must be within a proper range for the motor to operate properly, as with the battery pack.
The temperature control device in the prior art has the following problems:
(1) the heat exchanger outside the vehicle is used in the process of regulating the temperature inside the vehicle, so the frost is easy to form in winter, and when the heat exchanger outside the vehicle is used for defrosting, the air inside the vehicle cannot be heated simultaneously, so the comfort of passengers inside the vehicle is influenced.
(2) Since all three thermostats operate independently of one another, heat generation cannot be communicated to one another. For example, during the driving process of an electric vehicle, the heat pump air conditioner is heating the vehicle cabin by consuming energy, and the motor dissipates heat during the operation, so that the heat is not effectively utilized, but directly lost, and energy waste is caused.
Therefore, an integrated heat pump air conditioning system for an electric vehicle and a control method thereof are needed to solve the above problems.
Disclosure of Invention
The invention aims to solve the technical problems in the heat management process of the electric automobile in the prior art, and further provides an integrated heat pump air-conditioning system of the electric automobile and a control method thereof.
In order to solve the above problems, the present invention provides an integrated heat pump air conditioning system for an electric vehicle, comprising: heat pump air conditioner, warm braw control by temperature change return circuit, motor control by temperature change return circuit and first heat exchanger, wherein:
the warm air temperature control loop comprises a warm air core body and a heater; the first end of the warm air core body is connected with the first end of a condenser in a heat pump air conditioner through a first switch valve; the first end of the heater is connected with the second end of the warm air core, and the second end of the heater is connected with the second end of the condenser through a third on-off valve; the first switch valve and the third switch valve are switched on or off under the control of the vehicle-mounted controller; the first end and the second end of the first heat exchanger are connected into a refrigerant circulating loop of the heat pump air conditioner, and a first valve is arranged between the first end and/or the second end of the first heat exchanger and the refrigerant circulating loop of the heat pump air conditioner; the third end and the fourth end of the first heat exchanger are respectively connected with two ends of a radiator of the motor temperature control loop, and a second valve is arranged between the third end and/or the fourth end of the first heat exchanger and the radiator of the motor temperature control loop; the first valve and the second valve are switched on or off under the control of an on-board controller.
In the scheme, the warm air temperature control loop is arranged in the vehicle cabin, and the warm air core and the heater in the warm air temperature control loop are used for heating air in the vehicle cabin, so that the external heat exchanger is not needed in the heat pump air conditioner, the frosting condition of the external heat exchanger in winter is avoided, and the continuity of heating in the vehicle in winter is ensured. In addition, the heat pump air conditioner and the motor temperature control loop can be communicated into a whole through the first heat exchanger, heat generated by the motor can be recovered for use by the heat pump air conditioner, energy loss is avoided, the heat pump air conditioner can be used for heating or cooling the motor, and the temperature adjusting efficiency of the motor is improved.
Optionally, in the above integrated heat pump air conditioning system for an electric vehicle, a battery temperature control loop and a second heat exchanger are further included: the first end of the condenser is connected with the first end of a radiator in the battery temperature control loop through a second switch valve; the second end of the condenser is connected with the second end of the radiator in the battery temperature control loop through a fourth switch valve; the second switch valve and the fourth switch valve are switched on or off under the control of the vehicle-mounted controller; the first end and the second end of the second heat exchanger are respectively connected to two ends of a radiator of the motor temperature control loop, and a third valve is arranged between the first end and/or the second end of the second heat exchanger and the radiator of the motor temperature control loop; the third end and the fourth end of the second heat exchanger are respectively connected with two ends of a radiator of the battery temperature control loop, and a fourth valve is arranged between the third end and/or the fourth end of the second heat exchanger and the radiator of the battery temperature control loop; and the third valve and the fourth valve are switched on or off under the control of the vehicle-mounted controller. In the above scheme, the motor temperature control loop and the battery temperature control loop can be communicated into a whole by arranging the second heat exchanger, and heat generated by the motor can be utilized to heat the battery pack, so that the energy utilization efficiency is further improved. Because the battery temperature control loop can be directly connected with the condenser in the heat pump air conditioner, the purpose of communicating the battery temperature control loop with the heat pump air conditioner is also realized, the temperature of a cooling medium in the battery temperature control loop can be adjusted by utilizing the heat pump air conditioner, and the temperature adjusting efficiency of the battery pack is improved.
Optionally, in the above integrated heat pump air conditioning system for an electric vehicle, the first end of the first heat exchanger is connected to the third end of the condenser through the first valve; the second end of the first heat exchanger is connected with the second end of an in-vehicle evaporator in the heat pump air conditioner; the third end of the first heat exchanger is connected with the first end of a radiator in the motor temperature control loop through a second valve; and the fourth end of the first heat exchanger is connected with the second end of a radiator in the motor temperature control loop. In the scheme, the first heat exchanger is directly connected to the radiator in the motor temperature control loop, and temperature exchange can be carried out between the radiator and the refrigerant in the motor temperature control loop, so that heat generated by the motor can be recovered more conveniently, and energy loss is reduced.
Optionally, in the above integrated heat pump air conditioning system for an electric vehicle, a first end of the second heat exchanger is connected to a first end of a radiator in a motor temperature control loop, and a second end of the second heat exchanger is connected to a second end of the radiator in the motor temperature control loop through a third valve; the third end of the second heat exchanger is connected with the second end of the radiator in the battery temperature control loop through a fourth valve; and the fourth end of the second heat exchanger is connected with the first end of the heater in the battery temperature control loop. In the scheme, the second heat exchanger is directly connected to the radiator in the motor temperature control loop, and temperature exchange can be carried out between the radiator and the refrigerant in the motor temperature control loop, so that heat generated by the motor can be recovered more conveniently, and energy loss is reduced.
Optionally, in the above integrated heat pump air conditioning system for an electric vehicle, the first valve is a flow regulating valve; the second valve and the third valve are formed by a first three-way valve, a first port and a second port of the first three-way valve form the second valve, and a second port and a third port of the first three-way valve form the third valve. In the scheme, the conduction control of different branches is realized by effectively utilizing the conduction characteristic of the three-way valve, so that the number of elements of the whole system is reduced, and the system structure is simplified.
Optionally, in the above integrated heat pump air conditioning system for an electric vehicle, a battery cooler is configured in the battery temperature control loop, and the battery cooler has four ports: a first port of the battery cooler is connected with a first end of a radiator in a battery temperature control loop, and a second port of the battery cooler is connected with a battery pack; the first port of the battery cooler is also connected with the third end of the second heat exchanger through a fifth valve; the third port of the battery cooler is connected with the second end of the in-vehicle evaporator, wherein the first end of the in-vehicle evaporator is connected with the third end of the condenser through a first electric control flow valve; and a fourth port of the battery cooler is connected with a third end of the condenser through a second electric control flow valve. In the above scheme, the battery temperature control circuit can be simply communicated with the motor temperature control circuit and the heat pump air conditioner by configuring the port conduction relation of the battery cooler, so that the energy of the battery temperature control circuit, the motor temperature control circuit and the heat pump air conditioner can be mutually utilized.
Optionally, in the above integrated heat pump air conditioning system for an electric vehicle, the fourth valve and the fifth valve are formed by a second three-way valve, a first port and a second port of the second three-way valve form the fourth valve, and a first port and a third port of the second three-way valve form the fifth valve. In the above scheme, the combination of different valves is realized through the three-way valve, and the structure of the system can be further simplified.
Optionally, in the above integrated heat pump air conditioning system for an electric vehicle, the warm air temperature control loop includes a third three-way valve, a first end of the third three-way valve is connected to the first end of the warm air core, a second end of the third three-way valve is connected to the first end of the condenser in the heat pump air conditioner, and a third end of the third three-way valve is connected to the first end of the radiator in the battery temperature control loop. In the scheme, the combination of different valves is realized through the three-way valve, the structure of the system can be further simplified, and because the independent valves are adopted in different branches for control, different temperature control devices in the whole system can work simultaneously, and possible working modes of the system are increased.
Optionally, in the above integrated heat pump air conditioning system for an electric vehicle, the warm air temperature control loop includes a fourth three-way valve, a first end of the fourth three-way valve is connected to the second end of the heater, a second end of the fourth three-way valve is connected to the second end of the condenser, and a third end of the fourth three-way valve is connected to the second end of the radiator in the battery temperature control loop. In the scheme, the combination of different valves is realized through the three-way valve, the structure of the system can be further simplified, and because the independent valves are adopted in different branches for control, different temperature control devices in the whole system can work simultaneously, and possible working modes of the system are increased.
The invention also provides a control method of the integrated electric automobile heat pump air-conditioning system, which comprises the following steps: the vehicle-mounted controller controls the running states of the heat pump air conditioner, the warm air temperature control loop, the motor temperature control loop and/or the battery temperature control loop according to the external environment temperature, the battery temperature, the temperature in the vehicle cabin and the motor temperature of the electric vehicle;
the vehicle-mounted controller responds to a demand mode signal, and the output end of the vehicle-mounted controller outputs a control signal matched with the demand mode signal to control the on-off of the first switch valve and/or the second switch valve and/or the third switch valve and/or the fourth switch valve and/or the first valve and/or the second valve and/or the third valve and/or the fourth valve and/or the fifth valve and/or the first electrically-controlled flow valve and/or the second electrically-controlled flow valve and/or the third three-way valve and/or the fourth three-way valve. In the above scheme, the vehicle-mounted controller is used as a control center of the electric vehicle and can control the start and stop of the heat pump air conditioner, the motor temperature control device and the battery temperature control device. Meanwhile, the vehicle-mounted controller can respond to an externally input demand mode signal, or can obtain the demand mode signal after analyzing and calculating the state data of the electric automobile according to the sensors, monitoring devices and the like arranged in the electric automobile, and the vehicle-mounted controller can determine how the three devices are communicated with each other according to the demand mode signal to meet the demand, so that the states of each valve, the switch valve and the electric control flow valve can be controlled to meet the demand corresponding to the demand mode signal, and each electromagnetic valve and the electric control flow valve can be directly controlled to act. Because can realize UNICOM each other between the three device to can collect the heat that motor and/or battery gived off when needing, heat pump air conditioner uses, effectively practiced thrift energy consumption, improve the utilization efficiency of energy.
Optionally, in the above control method of the integrated heat pump air conditioning system for an electric vehicle, when the heat pump air conditioner is in a heating mode and the demand mode signal represents a first heating mode, the output terminal of the vehicle-mounted controller outputs a first heating control signal, and the first heating mode represents an operating mode in which only air in the vehicle cabin is heated; and the first switch valve, the third switch valve, the first valve and the second valve are switched on after receiving the first heating control signal, and the rest valves are all switched off. In the scheme, when air in the vehicle cabin is required to be heated, the warm air temperature control loop can be directly utilized to realize, the external heat exchanger is not required to be configured in the heat pump air conditioner, the frosting condition of the external heat exchanger can be avoided, the air in the vehicle cabin can be continuously heated, and the comfort of passengers is improved.
Optionally, in the above control method of the integrated heat pump air conditioning system for the electric vehicle, when the heat pump air conditioner is in a heating mode and the demand mode signal represents a second heating mode, the output terminal of the vehicle-mounted controller outputs a second heating control signal, and the second heating mode represents an operating mode in which the battery is heated by heat generated by the motor; and the third valve and the fifth valve are switched on after receiving the first heating control signal, and the rest valves are all switched off. In the above scheme, the battery pack is directly heated by heat generated by the motor, because the motor operates in the operation process as long as the electric automobile operates, the motor operates in the process to generate heat, and the heat generated by the motor is used for heating the battery pack, so that the heat generated by the motor is avoided.
Optionally, in the control method of the integrated heat pump air conditioning system of the electric vehicle, when the heat pump air conditioner is in a heating mode and the demand mode signal represents a dehumidification mode, the output end of the vehicle-mounted controller outputs a dehumidification control signal; and the first switch valve, the third switch valve and the first electric control flow valve are switched on after receiving the dehumidification control signal, and all the other valves are cut off. Among the above scheme, when needs dehumidify the cabin interior air, make the interior evaporimeter of car carry out the dehumidification operation, compare in the PTC dehumidification mode among the prior art, this scheme has the advantage that can not waste the electric energy and can not bring the hidden danger for driving safety.
Optionally, in the control method of the integrated heat pump air conditioning system for the electric vehicle, when the heat pump air conditioner is in a cooling mode and the demand mode signal represents a first cooling mode, the output end of the onboard controller outputs a first cooling control signal, and the first cooling mode represents a working mode for cooling air in the vehicle cabin separately; and the second electric control valve, the fourth electric control valve and the first electric control flow valve are switched on after receiving the first refrigeration control signal, and all the other valves are cut off. In the scheme, when the air in the vehicle cabin is independently refrigerated, the connection between the heat pump and the motor temperature control loop and the battery temperature control loop can be disconnected, so that the heat pump air conditioner is centralized to cool the vehicle cabin, and the air temperature reduction speed of the vehicle cabin is increased.
Optionally, in the control method of the integrated heat pump air conditioning system for the electric vehicle, when the heat pump air conditioner is in the cooling mode and the demand mode signal represents a second cooling mode, the output end of the vehicle-mounted controller outputs a second cooling control signal, and the second cooling mode represents a working mode in which air and a battery in the vehicle cabin are cooled simultaneously; and the second electric control valve, the fourth electric control valve, the first electric control flow valve and the fifth valve are switched on after receiving the second refrigeration control signal, and all the other valves are cut off. In the scheme, the cooling of the battery pack is assisted by the refrigerating function of the heat pump air conditioner, so that the cooling efficiency of the battery pack can be improved, and the battery pack can rapidly reach the optimal working temperature.
Optionally, in the control method of the integrated heat pump air conditioning system of the electric vehicle, when the heat pump air conditioner is in the cooling mode and the demand mode signal represents a third cooling mode, the output end of the onboard controller outputs a third cooling control signal, and the third cooling mode represents a working mode in which air, a motor and a battery in the vehicle cabin are cooled simultaneously; and the second electric control valve, the fourth electric control valve, the first electric control flow valve, the second valve and the fourth valve are switched on after receiving the third refrigeration control signal, and all the other valves are cut off. In a hot area, the air temperature can reach more than 45 ℃ in severe summer, at the moment, the battery pack needs to be cooled, and in a motor cooling system, a low-temperature radiator can not reduce the temperature of motor cooling liquid to a design target value under such severe air temperature, so that the temperature of the cooling liquid at an electric control inlet is higher than a design value, and at the moment, the surface temperature of an electric control solid of a motor can exceed a design index, thereby affecting safety and the performance of the whole vehicle. In the above scheme, through interconnection and intercommunication among the heat pump air conditioner, the motor temperature control loop and the battery temperature control loop, the heat pump air conditioner can be adopted to cool air, the motor and the battery pack in the vehicle cabin at the same time, the temperature of motor cooling liquid can be further reduced, and the problem that the cooling capacity of the motor cooling system is insufficient in ultra-high temperature weather is solved.
According to the integrated heat pump air-conditioning system for the electric automobile and the control method thereof, the warm air temperature control loop is arranged in the automobile cabin, and the warm air core and the heater in the warm air temperature control loop are used for heating the air in the automobile cabin, so that an external heat exchanger is not needed in the heat pump air-conditioning, the condition that the external heat exchanger is frosted in winter is avoided, and the continuity of heating in the automobile in winter is ensured. In addition, through the use of the first heat exchanger and the second heat exchanger, the heat pump air conditioner, the motor temperature control loop and the battery temperature control loop can be communicated into a whole, heat generated by the motor, the battery and the like can be recovered, energy loss is avoided, the heat pump air conditioner can be used for heating or cooling the motor and the battery, and the temperature regulation efficiency of the motor and the battery is improved.
Drawings
Fig. 1 is a schematic structural diagram of an integrated heat pump air conditioning system for an electric vehicle according to an embodiment of the present invention;
fig. 2 to 7 are different operating states of the integrated heat pump air conditioning system of the electric vehicle shown in fig. 1.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below. In the description of the present invention, it should be noted that the terms "first", "second", and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Unless otherwise expressly stated or limited, the terms "mounted," "connected," and "connected" are to be construed broadly and to include specific meanings of the terms in the context of the invention as understood by those skilled in the art. In the drawings, the dotted line indicates non-conduction and no refrigerant flows.
In the drawings, the broken line indicates a branch which is not conducted due to the cut-off of the valve, the solid line indicates a conducting branch, and the direction of the arrow indicates the flowing direction of the refrigerant in the branch.
Example 1
The embodiment provides an integrated form electric automobile heat pump air conditioning system, includes: the heat pump air conditioner comprises a heat pump air conditioner body, a warm air temperature control loop, a motor temperature control loop and a first heat exchanger 10, wherein the warm air temperature control loop comprises a warm air core body 8 and a heater 14, and the warm air core body 8 is connected with an in-vehicle evaporator 6 in the heat pump air conditioner body through an air door 7. The motor temperature control loop comprises a water pump 16, an electric control unit 17, a motor 18, a low-temperature radiator 23 and a fan 24. The battery temperature control loop comprises a water pump 26, a heater 25, a radiator 22, a battery cooler 9 and a battery pack 27. The heat pump air conditioner includes a compressor 1, a condenser 2, an in-vehicle evaporator 6, and a gas-liquid separator 11. All the above components can be realized by using related products in the prior art.
The first end of the warm air core 8 is connected with the first end of the condenser 2 in the heat pump air conditioner through a first switch valve and a water pump 12 (as shown in the figure, the water pump 12 is arranged between the warm air core 8 and the condenser 2, and the function of the water pump is to accelerate the circulation of the refrigerant); a first end of the heater 14 is connected with a second end of the warm air core 8, and a second end of the heater 14 is connected with a second end of the condenser 2 through a third on-off valve; the first switch valve, the second switch valve, the third switch valve and the fourth switch valve are switched on or off under the control of the vehicle-mounted controller.
Additionally, as shown, the system further includes a first heat exchanger 10; a first end and a second end of the first heat exchanger 10 are connected into a refrigerant circulation loop of a heat pump air conditioner, and a first valve is arranged between the first end and/or the second end of the first heat exchanger 10 and the refrigerant circulation loop of the heat pump air conditioner; the third end and the fourth end of the first heat exchanger 10 are respectively connected to two ends of a radiator 23 of the motor temperature control loop, and a second valve is arranged between the third end and/or the fourth end of the first heat exchanger 10 and the radiator 23 of the motor temperature control loop; the first valve and the second valve are switched on or off under the control of an on-board controller.
In the above scheme that this embodiment provided, through set up warm braw temperature control circuit in the cabin, utilize the warm braw core and the heater in the warm braw temperature control circuit to heat the air in the cabin, can not use exterior heat exchanger from this in the heat pump air conditioner, avoided exterior heat exchanger to appear in the condition that winter frosted to guarantee the continuity of heating in the car in winter. In addition, the heat pump air conditioner and the motor temperature control loop are communicated into a whole through the first heat exchanger, heat generated by the motor can be recovered, energy loss is avoided, the heat pump air conditioner can be used for heating or cooling the motor, and the temperature adjusting efficiency of the motor is improved.
Preferably, the above scheme further includes a battery temperature control loop and a second heat exchanger 20, and a first end of the condenser 2 is connected with a first end of a radiator 22 in the battery temperature control loop through a water pump 12 and a second switch valve; the second end of the condenser 2 is connected with the second end of the radiator 22 in the battery temperature control loop through a fourth switch valve; the first end and the second end of the second heat exchanger 20 are respectively connected to two ends of a radiator 23 of the motor temperature control loop, and a third valve is arranged between the first end and/or the second end of the second heat exchanger 20 and the radiator 23 of the motor temperature control loop; the third end and the fourth end of the second heat exchanger 20 are respectively connected to two ends of the radiator 22 of the battery temperature control loop, and a fourth valve is arranged between the third end and/or the fourth end of the second heat exchanger 20 and the radiator 22 of the battery temperature control loop; and the third valve and the fourth valve are switched on or switched off under the control of the vehicle-mounted controller. For those skilled in the art, the first switch valve, the second switch valve, the third switch valve and the fourth switch valve may be implemented by separate solenoid valves, in this embodiment, in order to further reduce the number of components, as shown in fig. 1, the first switch valve and the second switch valve may be implemented by a third three-way valve 13, that is, three ports of the third three-way valve 13 are respectively connected to the warm air core 8, the water pump 12 and the first end of the radiator 22 in the battery temperature control circuit, and the second end of the water pump 12 is connected to the condenser 2. The third and fourth switching valves may be implemented by a fourth three-way valve 15, that is, three ports of the fourth three-way valve 15 are respectively connected to the heater 14, the condenser 22, and a second end of the radiator 22 in the battery temperature control circuit. In the above, the heater 14 may be implemented by a high-pressure water heating heater.
In the above scheme that this embodiment provided, through set up warm braw temperature control circuit in the cabin, utilize the warm braw core and the heater in the warm braw temperature control circuit to heat the air in the cabin, can not use exterior heat exchanger from this in the heat pump air conditioner, avoided exterior heat exchanger to appear in the condition that winter frosted to guarantee the continuity of heating in the car in winter. In addition, through the use of the first heat exchanger and the second heat exchanger, the heat pump air conditioner, the motor temperature control loop and the battery temperature control loop can be communicated into a whole, heat generated by the motor, the battery and the like can be recovered, energy loss is avoided, the heat pump air conditioner can be used for heating or cooling the motor and the battery, and the temperature regulation efficiency of the motor and the battery is improved.
Preferably, the battery cooler 9 provided in the battery temperature control circuit in the above system has four ports, for example, a two-chip battery cooler may be selected, a first port of the battery cooler 9 is connected to a first end of the heat sink 22 in the battery temperature control circuit, and a second port of the battery cooler 9 is connected to the battery pack 27; the first port of the battery cooler 9 is also connected with the third end of the second heat exchanger 20 through a fifth valve; a third port of the battery cooler 9 is connected with a second end of an in-vehicle evaporator 6, wherein a first end of the in-vehicle evaporator 6 is connected with a third end of the condenser 2 through a first electric control flow valve 3; and a fourth port of the battery cooler 9 is connected with a third end of the condenser 2 through a second electric control flow valve 4. Through the configuration of the port conduction relation of the battery cooler, the battery temperature control loop can be simply communicated with the motor temperature control loop and the heat pump air conditioner, so that the energy of the battery temperature control loop, the motor temperature control loop and the heat pump air conditioner can be mutually utilized. The first electric control flow valve 3 and the second electric control flow valve 4 are realized by selecting electronic expansion valves.
In the above scheme, the first valve is realized by the electromagnetic valve 5, the second valve and the third valve are formed by the first electromagnetic valve 19, and three ends of the first electromagnetic valve 19 are respectively connected with the third end of the first heat exchanger 10, the second end of the radiator 23 of the motor temperature control loop and the second end of the second heat exchanger. The three-way valve is used for realizing loop control in multiple directions, so that the total number of system elements can be reduced, and the integration level of the system is improved. The fourth valve and the fifth valve are realized by a second electromagnetic valve 21, that is, three ends of the second electromagnetic valve 21 are respectively connected with a third end of the second heat exchanger 20, a second end of a radiator in the battery temperature control loop, and a third end of the battery cooler 9.
As shown in the figure, a first end of the first heat exchanger 10 is connected with a third end of the condenser 2 through a solenoid valve 5; a second end of the first heat exchanger 10 is connected with a second end of an in-vehicle evaporator 6 in the heat pump air conditioner; the third end of the first heat exchanger 10 is connected with one end of a first electromagnetic valve 19, and the fourth end of the first heat exchanger 10 is connected with the second end of a radiator 23 in the motor temperature control loop. In the above scheme, the first heat exchanger 10 is directly connected to the radiator 23 in the motor temperature control circuit, and can perform temperature exchange with the refrigerant in the motor temperature control circuit at the radiator, so that heat generated by the motor 18 is recovered more conveniently, and energy loss is reduced.
A first end of the second heat exchanger 20 is connected with a first end of a radiator 23 in the motor temperature control loop, a second end of the second heat exchanger 20 is connected with one end of a first electromagnetic valve 19, a third end of the second heat exchanger 20 is connected with one end of a second electromagnetic valve 21, the other end of the second electromagnetic valve 21 is connected with a second end of a radiator 22 in the battery temperature control loop, and a third end of the second electromagnetic valve 21 is connected with a third end of the battery cooler 9; the fourth end of the second heat exchanger 20 is connected to the first end of the heater 25 in the battery temperature control loop. The second end of the heater 25 in the battery temperature control loop is connected with a battery pack 27 through a water pump 26. Similarly, the second heat exchanger 20 is directly connected to the radiator in the motor temperature control loop, and can exchange the temperature with the refrigerant in the motor temperature control loop at the radiator, so that the heat generated by the motor can be recovered more conveniently, and the energy loss is reduced. In the scheme, the combination of different valves is realized through the three-way valve, the structure of the system can be further simplified, and because the independent valves are adopted in different branches for control, different temperature control devices in the whole system can work simultaneously, and possible working modes of the system are increased.
Example 2
The embodiment provides a control method of the above integrated heat pump air conditioning system for an electric vehicle, including: the vehicle-mounted controller controls the running states of the heat pump air conditioner, the warm air temperature control loop, the motor temperature control loop and/or the battery temperature control loop according to the external environment temperature, the battery temperature, the temperature in the vehicle cabin and the motor temperature of the electric vehicle;
the vehicle-mounted controller responds to a demand mode signal, and the output end of the vehicle-mounted controller outputs a control signal matched with the demand mode signal to control the on-off of the first switch valve and/or the second switch valve and/or the third switch valve and/or the fourth switch valve and/or the first valve and/or the second valve and/or the third valve and/or the fourth valve and/or the fifth valve and/or the first electrically-controlled flow valve and/or the second electrically-controlled flow valve and/or the third three-way valve and/or the fourth three-way valve. In the above scheme, the vehicle-mounted controller is used as a control center of the electric vehicle and can control the start and stop of the heat pump air conditioner, the motor temperature control device and the battery temperature control device. Meanwhile, the vehicle-mounted controller can respond to an externally input demand mode signal, or can obtain the demand mode signal after analyzing and calculating the state data of the electric automobile according to the sensors, monitoring devices and the like arranged in the electric automobile, and the vehicle-mounted controller can determine how the three devices are communicated with each other according to the demand mode signal to meet the demand, so that the states of each valve, the switch valve and the electric control flow valve can be controlled to meet the demand corresponding to the demand mode signal, and each electromagnetic valve and the electric control flow valve can be directly controlled to act. Because can realize UNICOM each other between the three device to can collect the heat that motor and/or battery gived off when needing, heat pump air conditioner uses, effectively practiced thrift energy consumption, improve the utilization efficiency of energy. It should be noted that, the core point of the solution of the present invention is to provide a solution for linking three temperature adjustment devices together, wherein the control method can be set according to the requirement of the operation mode in the prior art, or set according to a manual setting manner, and provide a key for triggering the mode accordingly. The following describes in detail the modes in which the temperature control system of the electric vehicle can operate, respectively, with reference to the accompanying drawings.
The first mode is as follows: winter heating mode in the vehicle:
in the mode, when the heat pump air conditioner is in a heating mode and the demand mode signal represents a first heating mode, the output end of the vehicle-mounted controller outputs a first heating control signal, and the first heating mode represents an operating mode of only heating air in the vehicle cabin; and the first switch valve, the third switch valve, the first valve and the second valve are switched on after receiving the first heating control signal, and the rest valves are all switched off. The system can be deformed into the configuration shown in fig. 2.
The working principle is as follows: the cooling water enters the third three-way valve 13 through the water pump 12 and then enters the warm air core 8, the warm air core 8 heats the air entering the passenger compartment, then the cooling water sequentially passes through the high-pressure water heating heater 14, the second three-way valve 15 and the condenser 2, the cooling water absorbs the heat of the refrigerant in the condenser 2, and finally the cooling water returns to the water pump 12 to realize the heating cycle. If the temperature is too low, the high-pressure water heating heater 14 can be turned on, and the heating temperature in the vehicle is further increased. The high-temperature high-pressure refrigerant compressed by the compressor 1 enters the condenser 2, then is changed into low-pressure low-temperature refrigerant through throttling of the flow regulating valve 5, enters the first heat exchanger 10, absorbs heat of the motor cooling liquid to change into low-pressure superheated steam, then enters the gas-liquid separator 11, and then returns to the compressor 1. At this time, in the heat pump air conditioning system, the electronic expansion valves 3 and 4 are both closed. In the motor cooling system, cooling water passes through a water pump 16, sequentially enters an electric control unit 17, a motor 18 and a first three-way valve 19, then enters a first heat exchanger 10 and a low-temperature radiator 23, and finally returns to the water pump 16.
In the scheme, when air in the vehicle cabin is required to be heated, the warm air temperature control loop can be directly utilized to realize, the external heat exchanger is not required to be configured in the heat pump air conditioner, the frosting condition of the external heat exchanger can be avoided, the air in the vehicle cabin can be continuously heated, and the comfort of passengers is improved.
And a second mode: battery pack heating mode (motor heat recovery);
when the heat pump air conditioner is in a heating mode and the demand mode signal represents a second heating mode, the output end of the vehicle-mounted controller outputs a second heating control signal, and the second heating mode represents a working mode of heating the battery by using heat generated by the motor; the third valve and the fifth valve are turned on after receiving the first heating control signal, and the rest valves are all turned off, so that the structure shown in fig. 3 is obtained.
The working principle is as follows: in the motor cooling system, cooling water passes through the water pump 16, sequentially enters the electronic control unit 17, the motor 18, the first three-way valve 19, then enters the second heat exchanger 20, and finally returns to the water pump 16. In the second heat exchanger 20, the battery coolant absorbs heat from the motor coolant. In the battery pack cooling system, the coolant passes through the water pump 26, sequentially enters the high-pressure water heating heater 25, the second heat exchanger 20, the second three-way valve 21, the battery cooler 9, the battery pack 27, and finally returns to the water pump 26. If the air temperature is too low, the high-pressure water heating heater 25 can be started, the temperature of the battery cooling liquid is further increased, and the battery pack is heated. In the above scheme, the battery pack is directly heated by heat generated by the motor, because the motor operates in the operation process as long as the electric automobile operates, the motor operates in the process to generate heat, and the heat generated by the motor is used for heating the battery pack, so that the heat generated by the motor is avoided.
And a third mode: dehumidification mode
When the heat pump air conditioner is in a heating mode and the demand mode signal represents a dehumidification mode, the output end of the vehicle-mounted controller outputs a dehumidification control signal; and the first switch valve, the third switch valve and the first electric control flow valve are switched on after receiving the dehumidification control signal, and all the other valves are cut off. A structure as shown in fig. 4 is obtained.
The working principle is as follows: the high-temperature high-pressure refrigerant compressed by the compressor 1 enters the condenser 2, then is changed into low-pressure low-temperature refrigerant through throttling of the electronic expansion valve 3, enters the interior evaporator 6, cools and dehumidifies air entering the interior of the vehicle in the evaporator 6, then the air cooled and dehumidified is heated by the warm air core body 8, the heated air enters the interior of the vehicle, and finally the refrigerant enters the gas-liquid separator 11 and then returns to the compressor 1.
Among the above scheme, when needs dehumidify the cabin interior air, make the interior evaporimeter of car carry out the dehumidification operation, the warm braw core heats the operation, compares in prior art's PTC dehumidification mode, and this scheme has the advantage that can not waste the electric energy and can not bring the hidden danger for driving safety.
And a fourth mode: summer refrigeration mode
When the heat pump air conditioner is in a refrigeration mode and the demand mode signal represents a first refrigeration mode, the output end of the vehicle-mounted controller outputs a first refrigeration control signal, and the first refrigeration mode represents an independent working mode for cooling air in the vehicle cabin; and the second electric control valve, the fourth electric control valve and the first electric control flow valve are conducted after receiving the first refrigeration control signal, and all the other valves are stopped, so that the structure shown in the figure 5 is obtained.
The working principle is as follows: the high-temperature high-pressure refrigerant compressed by the compressor 1 enters the condenser 2, then is changed into low-pressure low-temperature refrigerant through the throttling of the electronic expansion valve 3, enters the in-vehicle evaporator 6, cools the air entering the vehicle, absorbs the heat of the air entering the vehicle to change into low-pressure superheated steam, then enters the gas-liquid separator 11, and then returns to the compressor 1, so that the refrigeration cycle is realized. At this time, in the heat pump air conditioning system, both the electronic expansion valve 4 and the flow rate adjustment valve 5 are closed. On the liquid side of the condenser 2, the cooling water passes through a water pump 12, enters a first three-way valve 13, enters a low temperature radiator 22, and then returns to the condenser 2 through a second three-way valve 15. In the condenser 2, the heat of the refrigerant given off to the cooling water is transferred to the outside air by the low-temperature radiator 22.
In the scheme, when the air in the vehicle cabin is independently refrigerated, the connection between the heat pump and the motor temperature control loop and the battery temperature control loop can be disconnected, so that the heat pump air conditioner is centralized to cool the vehicle cabin, and the air temperature reduction speed of the vehicle cabin is increased.
And a fifth mode: cooling the battery pack while refrigerating in the vehicle in summer
When the heat pump air conditioner is in a refrigeration mode and the demand mode signal represents a second refrigeration mode, the output end of the vehicle-mounted controller outputs a second refrigeration control signal, and the second refrigeration mode represents a working mode for cooling air and a battery in the vehicle cabin at the same time; and the second electric control valve, the fourth electric control valve, the first electric control flow valve and the fifth valve are switched on after receiving the second refrigeration control signal, and all the other valves are cut off. A structure as shown in fig. 6 is obtained.
The working principle is as follows: the high-temperature and high-pressure refrigerant compressed by the compressor 1 enters the condenser 2 and then is divided into two paths: one path of refrigerant is throttled by the electronic expansion valve 3 to become low-pressure and low-temperature refrigerant, enters the in-vehicle evaporator 6 to cool air entering the in-vehicle, absorbs heat of the air entering the in-vehicle to become low-pressure superheated steam, then enters the gas-liquid separator 11, and then returns to the compressor 1 to realize refrigeration cycle. The other path enters a battery cooler 9 through an electromagnetic expansion valve 4, the refrigerant cools battery cooling liquid in the battery cooler 9, the battery cooling liquid cools the battery pack, and then the refrigerant enters a gas-liquid separator 11 and returns to the compressor 1. In the battery pack cooling system, the cooling liquid sequentially passes through the water pump 26, the high-pressure water heating heater 25, the second heat exchanger 20 and the second electromagnetic valve 21, enters the battery cooler 9, and then returns to the water pump 26 through the battery pack 27.
In the scheme, the cooling of the battery pack is assisted by the refrigerating function of the heat pump air conditioner, so that the cooling efficiency of the battery pack can be improved, and the battery pack can rapidly reach the optimal working temperature.
Mode six: working modes of motor heat dissipation, in-vehicle refrigeration and battery pack cooling at severe summer temperature
When the heat pump air conditioner is in a refrigeration mode and the demand mode signal represents a third refrigeration mode, the output end of the vehicle-mounted controller outputs a third refrigeration control signal, and the third refrigeration mode represents a working mode for cooling air, a motor and a battery in the vehicle cabin at the same time; and the second electric control valve, the fourth electric control valve, the first electric control flow valve, the second valve and the fourth valve are switched on after receiving the third refrigeration control signal, and the rest valves are all switched off to obtain the structure shown in fig. 7.
The working principle is as follows:
the high-temperature and high-pressure refrigerant compressed by the compressor 1 enters the condenser 2 and then is divided into three paths: one path of refrigerant is throttled by the electronic expansion valve 3 to become low-pressure and low-temperature refrigerant, enters the in-vehicle evaporator 6 to cool air entering the in-vehicle, absorbs heat of the air entering the in-vehicle to become low-pressure superheated steam, then enters the gas-liquid separator 11, and then returns to the compressor 1 to realize refrigeration cycle. The second path enters a battery cooler 9 through an electromagnetic expansion valve 4, the refrigerant cools battery cooling liquid in the battery cooler 9, the battery cooling liquid cools a battery pack, and then the refrigerant enters a gas-liquid separator 11 and returns to the compressor 1. The third path enters a heat exchanger 10 through a flow regulating valve 5, in the heat exchanger 10, the refrigerant cools the motor cooling liquid, and then the refrigerant enters a gas-liquid separator 11 and returns to the compressor 1. In the motor cooling system, besides the low-temperature radiator 23, the temperature of the motor cooling liquid can be further reduced through the first heat exchanger 10, and the motor cooling effect is ensured. In the battery cooling system, in addition to the battery cooler 9, by adding the low-temperature radiator 22, the battery coolant temperature can be further lowered, ensuring the battery cooling effect.
In a hot area, the air temperature can reach more than 45 ℃ in severe summer, at the moment, the battery pack needs to be cooled, and in a motor cooling system, a low-temperature radiator can not reduce the temperature of motor cooling liquid to a design target value under such severe air temperature, so that the temperature of the cooling liquid at an electric control inlet is higher than a design value, and at the moment, the surface temperature of an electric control solid of a motor can exceed a design index, thereby affecting safety and the performance of the whole vehicle. In the above scheme, through interconnection and intercommunication among the heat pump air conditioner, the motor temperature control loop and the battery temperature control loop, the heat pump air conditioner can be adopted to cool air, the motor and the battery pack in the vehicle cabin at the same time, the temperature of motor cooling liquid can be further reduced, and the problem that the cooling capacity of the motor cooling system is insufficient in ultra-high temperature weather is solved.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (16)
1. An integrated heat pump air conditioning system for an electric vehicle, comprising: heat pump air conditioner, warm braw control by temperature change return circuit, motor control by temperature change return circuit and first heat exchanger, wherein:
the warm air temperature control loop comprises a warm air core body and a heater; the first end of the warm air core body is connected with the first end of a condenser in a heat pump air conditioner through a first switch valve; the first end of the heater is connected with the second end of the warm air core, and the second end of the heater is connected with the second end of the condenser through a third on-off valve; the first switch valve and the third switch valve are switched on or off under the control of the vehicle-mounted controller;
the first end and the second end of the first heat exchanger are connected into a refrigerant circulating loop of the heat pump air conditioner, and a first valve is arranged between the first end and/or the second end of the first heat exchanger and the refrigerant circulating loop of the heat pump air conditioner; the third end and the fourth end of the first heat exchanger are respectively connected with two ends of a radiator of the motor temperature control loop, and a second valve is arranged between the third end and/or the fourth end of the first heat exchanger and the radiator of the motor temperature control loop; the first valve and the second valve are switched on or off under the control of an on-board controller.
2. The integrated heat pump air-conditioning system for the electric automobile according to claim 1, further comprising a battery temperature control loop and a second heat exchanger:
the first end of the condenser is connected with the first end of a radiator in the battery temperature control loop through a second switch valve; the second end of the condenser is connected with the second end of the radiator in the battery temperature control loop through a fourth switch valve; the second switch valve and the fourth switch valve are switched on or off under the control of the vehicle-mounted controller;
the first end and the second end of the second heat exchanger are respectively connected to two ends of a radiator of the motor temperature control loop, and a third valve is arranged between the first end and/or the second end of the second heat exchanger and the radiator of the motor temperature control loop; the third end and the fourth end of the second heat exchanger are respectively connected with two ends of a radiator of the battery temperature control loop, and a fourth valve is arranged between the third end and/or the fourth end of the second heat exchanger and the radiator of the battery temperature control loop; and the third valve and the fourth valve are switched on or off under the control of the vehicle-mounted controller.
3. The integrated heat pump air-conditioning system for the electric automobile according to claim 2, wherein:
the first end of the first heat exchanger is connected with the third end of the condenser through the first valve; the second end of the first heat exchanger is connected with the second end of an in-vehicle evaporator in the heat pump air conditioner; the third end of the first heat exchanger is connected with the first end of a radiator in the motor temperature control loop through a second valve; and the fourth end of the first heat exchanger is connected with the second end of a radiator in the motor temperature control loop.
4. The integrated heat pump air-conditioning system for the electric automobile according to claim 3, wherein:
the first end of the second heat exchanger is connected with the first end of a radiator in the motor temperature control loop, and the second end of the second heat exchanger is connected with the second end of the radiator in the motor temperature control loop through a third valve; the third end of the second heat exchanger is connected with the second end of the radiator in the battery temperature control loop through a fourth valve; and the fourth end of the second heat exchanger is connected with the first end of the heater in the battery temperature control loop.
5. The integrated heat pump air-conditioning system for the electric automobile according to claim 4, wherein:
the first valve is a flow regulating valve; the second valve and the third valve are formed by a first three-way valve, a first port and a second port of the first three-way valve form the second valve, and a second port and a third port of the first three-way valve form the third valve.
6. The integrated heat pump air-conditioning system for the electric automobile according to any one of claims 1 to 5, wherein:
a battery cooler is configured in the battery temperature control loop, and the battery cooler is provided with four ports:
a first port of the battery cooler is connected with a first end of a radiator in a battery temperature control loop, and a second port of the battery cooler is connected with a battery pack; the first port of the battery cooler is also connected with the third end of the second heat exchanger through a fifth valve;
the third port of the battery cooler is connected with the second end of the in-vehicle evaporator, wherein the first end of the in-vehicle evaporator is connected with the third end of the condenser through a first electric control flow valve;
and a fourth port of the battery cooler is connected with a third end of the condenser through a second electric control flow valve.
7. The integrated heat pump air-conditioning system for the electric automobile according to claim 6, wherein:
the fourth valve and the fifth valve are formed by a second three-way valve, a first port and a second port of the second three-way valve form the fourth valve, and a first port and a third port of the second three-way valve form the fifth valve.
8. The integrated heat pump air-conditioning system for the electric automobile according to any one of claims 2 to 5, wherein:
the warm air temperature control loop comprises a third three-way valve, the first end of the third three-way valve is connected with the first end of the warm air core, the second end of the third three-way valve is connected with the first end of a condenser in the heat pump air conditioner, and the third end of the third three-way valve is connected with the first end of a radiator in the battery temperature control loop.
9. The integrated heat pump air-conditioning system for the electric automobile according to claim 8, wherein:
the warm air temperature control loop comprises a fourth three-way valve, the first end of the fourth three-way valve is connected with the second end of the heater, the second end of the fourth three-way valve is connected with the second end of the condenser, and the third end of the fourth three-way valve is connected with the second end of the radiator in the battery temperature control loop.
10. A control method of the integrated heat pump air conditioning system for the electric vehicle as claimed in any one of claims 1 to 9, comprising:
the vehicle-mounted controller controls the running states of the heat pump air conditioner, the warm air temperature control loop, the motor temperature control loop and/or the battery temperature control loop according to the external environment temperature, the battery temperature, the temperature in the vehicle cabin and the motor temperature of the electric vehicle;
the vehicle-mounted controller responds to a demand mode signal, and the output end of the vehicle-mounted controller outputs a control signal matched with the demand mode signal to control the on-off of the first switch valve and/or the second switch valve and/or the third switch valve and/or the fourth switch valve and/or the first valve and/or the second valve and/or the third valve and/or the fourth valve and/or the fifth valve and/or the first electrically-controlled flow valve and/or the second electrically-controlled flow valve and/or the third three-way valve and/or the fourth three-way valve.
11. The control method of the integrated heat pump air-conditioning system for the electric automobile according to claim 10, characterized in that:
when the heat pump air conditioner is in a heating mode and the demand mode signal represents a first heating mode, the output end of the vehicle-mounted controller outputs a first heating control signal, and the first heating mode represents a working mode of only heating air in a vehicle cabin;
and the first switch valve, the third switch valve, the first valve and the second valve are switched on after receiving the first heating control signal, and the rest valves are all switched off.
12. The control method of the integrated heat pump air-conditioning system for the electric automobile according to claim 10, characterized in that:
when the heat pump air conditioner is in a heating mode and the demand mode signal represents a second heating mode, the output end of the vehicle-mounted controller outputs a second heating control signal, and the second heating mode represents a working mode of heating the battery by using heat generated by the motor;
and the third valve and the fifth valve are switched on after receiving the first heating control signal, and the rest valves are all switched off.
13. The control method of the integrated heat pump air-conditioning system for the electric automobile according to claim 10, characterized in that:
when the heat pump air conditioner is in a heating mode and the demand mode signal represents a dehumidification mode, the output end of the vehicle-mounted controller outputs a dehumidification control signal;
and the first switch valve, the third switch valve and the first electric control flow valve are switched on after receiving the dehumidification control signal, and all the other valves are cut off.
14. The control method of the integrated heat pump air-conditioning system for the electric automobile according to claim 10, characterized in that:
when the heat pump air conditioner is in a refrigeration mode and the demand mode signal represents a first refrigeration mode, the output end of the vehicle-mounted controller outputs a first refrigeration control signal, and the first refrigeration mode represents an independent working mode for cooling air in the vehicle cabin;
and the second electric control valve, the fourth electric control valve and the first electric control flow valve are switched on after receiving the first refrigeration control signal, and all the other valves are cut off.
15. The control method of the integrated heat pump air-conditioning system for the electric automobile according to claim 10, characterized in that:
when the heat pump air conditioner is in a refrigeration mode and the demand mode signal represents a second refrigeration mode, the output end of the vehicle-mounted controller outputs a second refrigeration control signal, and the second refrigeration mode represents a working mode for cooling air and a battery in the vehicle cabin at the same time;
and the second electric control valve, the fourth electric control valve, the first electric control flow valve and the fifth valve are switched on after receiving the second refrigeration control signal, and all the other valves are cut off.
16. The control method of the integrated heat pump air-conditioning system for the electric automobile according to claim 10, characterized in that:
when the heat pump air conditioner is in a refrigeration mode and the demand mode signal represents a third refrigeration mode, the output end of the vehicle-mounted controller outputs a third refrigeration control signal, and the third refrigeration mode represents a working mode for cooling air, a motor and a battery in the vehicle cabin at the same time;
and the second electric control valve, the fourth electric control valve, the first electric control flow valve, the second valve and the fourth valve are switched on after receiving the third refrigeration control signal, and all the other valves are cut off.
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Cited By (3)
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| CN111422103A (en) * | 2020-04-14 | 2020-07-17 | 吉林大学 | Heat pump integrated fuel cell automobile heat management system with waste heat utilization function |
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