CN111216515B - Electric automobile thermal management system - Google Patents

Electric automobile thermal management system Download PDF

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Publication number
CN111216515B
CN111216515B CN202010115189.4A CN202010115189A CN111216515B CN 111216515 B CN111216515 B CN 111216515B CN 202010115189 A CN202010115189 A CN 202010115189A CN 111216515 B CN111216515 B CN 111216515B
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China
Prior art keywords
heat exchanger
unit
motor
valve
battery
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CN202010115189.4A
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Chinese (zh)
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CN111216515A (en
Inventor
张天强
胡志林
付磊
张昶
刘建康
王燕
杨钫
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FAW Group Corp
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FAW Group Corp
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Priority to CN202010115189.4A priority Critical patent/CN111216515B/en
Publication of CN111216515A publication Critical patent/CN111216515A/en
Priority to PCT/CN2021/077451 priority patent/WO2021169946A1/en
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Publication of CN111216515B publication Critical patent/CN111216515B/en
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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • B60H1/00392—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for electric vehicles having only electric drive means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/22—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant
    • B60H1/2215—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant the heat being derived from electric heaters
    • B60H1/2218—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant the heat being derived from electric heaters controlling the operation of electric heaters
    • 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
    • B60H1/22—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant
    • B60H1/2215—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant the heat being derived from electric heaters
    • B60H1/2221—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant the heat being derived from electric heaters arrangements of electric heaters for heating an intermediate liquid
    • 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
    • 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
    • B60H3/00—Other air-treating devices
    • B60H3/02—Moistening ; Devices influencing humidity levels, i.e. humidity control
    • B60H3/024—Moistening ; Devices influencing humidity levels, i.e. humidity control for only dehumidifying the air
    • 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
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B60K11/04—Arrangement or mounting of radiators, radiator shutters, or radiator blinds
    • 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
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/06—Arrangement in connection with cooling of propulsion units with air cooling
    • 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
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/08—Air inlets for cooling; Shutters or blinds therefor
    • B60K11/085—Air inlets for cooling; Shutters or blinds therefor with adjustable shutters or blinds
    • 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
    • B60H2001/003—Component temperature regulation using an air flow
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H2001/00307—Component temperature regulation using a liquid flow
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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)
  • Physics & Mathematics (AREA)
  • Transportation (AREA)
  • Thermal Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Chemical & Material Sciences (AREA)
  • Power Engineering (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses an electric automobile heat management system which comprises a power battery unit, a driving motor unit, an air conditioning unit, a warm air core unit, a motor Chiller heat exchanger, a battery Chiller heat exchanger, a water-cooled condenser, a four-way reversing valve and a heat exchanger, wherein the motor Chiller heat exchanger is arranged in the driving motor unit, the battery Chiller heat exchanger is arranged in the power battery unit, the motor Chiller heat exchanger is connected with the battery Chiller heat exchanger, the driving motor unit is connected with the power battery unit through the four-way reversing valve, the water-cooled condenser is arranged in the warm air core unit, the power battery unit is connected with the warm air core unit through the heat exchanger, and the air conditioning unit is connected with the motor Chiller heat exchanger, the battery Chiller heat exchanger and the water-. The heat management system provided by the invention can realize effective utilization of heat in the heat management system, can save electric energy and improve the driving range of the electric automobile.

Description

Electric automobile thermal management system
Technical Field
The embodiment of the invention relates to the technology of new energy automobiles, in particular to a thermal management system of an electric automobile.
Background
Compared with the traditional fuel vehicle, the electric vehicle has the advantages of zero emission and low noise. With the development of electric automobiles, the number of auxiliary components of the whole automobile heat management system is gradually increased, the energy consumption ratio consumed by the auxiliary components is gradually increased, and the energy consumption of the heat management system can greatly reduce the driving range of the electric automobiles under the high-temperature and low-temperature environment conditions.
In order to improve the driving range of the electric automobile in the high-temperature and low-temperature environment, the energy consumption of each loop of the electric automobile thermal management system needs to be designed in an integrated mode, and the energy utilization efficiency of the whole thermal management system is improved on the premise that the thermal management requirements of each loop are met. The conventional thermal management system of the electric automobile usually adopts an independent design scheme, each thermal management loop is independent, no heat interaction exists between each thermal management loop, and the energy optimization utilization of the thermal management system is difficult to realize.
Disclosure of Invention
The invention provides an electric automobile heat management system, which is used for optimizing a heat management system, realizing good interaction among all heat management subunits, and achieving the purposes of saving electric energy and improving the driving range of an electric automobile.
The embodiment of the invention provides an electric automobile heat management system which comprises a power battery unit, a driving motor unit, an air conditioning unit, a warm air core unit, a motor Chiller heat exchanger, a battery Chiller heat exchanger, a water-cooled condenser, a four-way reversing valve and a heat exchanger,
the motor Chiller heat exchanger is arranged in the driving motor unit, the battery Chiller heat exchanger is arranged in the power battery unit, the motor Chiller heat exchanger is connected with the battery Chiller heat exchanger, the driving motor unit is connected with the power battery unit through the four-way reversing valve,
the water-cooled condenser is arranged in the warm air core unit, the power battery unit is connected with the warm air core unit through the heat exchanger,
and the air conditioning unit is connected with the motor Chiller heat exchanger, the battery Chiller heat exchanger and the water-cooled condenser.
Further, the power battery unit comprises a power battery and a first electric water pump,
the power battery is connected with the first electric water pump, the power battery is further connected with the battery Chiller heat exchanger, and the first electric water pump is further connected with the heat exchanger.
Further, the driving motor unit comprises a driving motor, a second electric water pump, a motor radiator and a first electromagnetic three-way valve,
the driving motor is connected with the motor Chiller heat exchanger and the four-way reversing valve, the motor radiator is connected with the motor Chiller heat exchanger, the motor radiator is connected with the second electric water pump through the first electromagnetic three-way valve, and the first electromagnetic three-way valve is further connected with the motor Chiller heat exchanger.
Further, the warm air core unit comprises a warm air core, a third electric water pump, a PTC heater and a second electromagnetic three-way valve,
the PTC heater is connected with the heat exchanger and the warm air core body through the second electromagnetic three-way valve, the PTC heater is also connected with the water-cooled condenser,
the warm air core body is connected with the heat exchanger and a third electric water pump, and the third electric water pump is further connected with the water-cooled condenser.
Further, the air conditioning unit comprises an air conditioning compressor, a liquid storage tank, an air conditioning condenser and an air conditioning evaporator,
the air-conditioning compressor is connected with the air-conditioning condenser and the water-cooling condenser, the air-conditioning compressor is connected with the motor Chiller heat exchanger and the battery Chiller heat exchanger through the air-conditioning condenser,
the air-conditioning compressor is connected with the liquid storage tank, the air-conditioning compressor is connected with the motor Chiller heat exchanger and the battery Chiller heat exchanger through the liquid storage tank,
the air conditioner compressor is connected with the air conditioner evaporator through the liquid storage tank, and the air conditioner evaporator is connected with the motor Chiller heat exchanger and the battery Chiller heat exchanger.
Further, the motor radiator comprises an active grid, wherein the active grid is used for adjusting the air volume for heat dissipation of the motor radiator.
Further, still include the fan, the fan is used for assisting the motor radiator heat dissipation.
Further, still include first expansion tank, first expansion tank is connected with first electric water pump.
Further, the water treatment device also comprises a second expansion water tank, and the second expansion water tank is connected with the second electric water pump and the third electric water pump.
Further comprises a motor controller, a battery controller, an air conditioner controller and a vehicle control unit,
the motor controller is connected with the driving motor unit, the battery controller is connected with the power battery unit, the air conditioner controller is connected with the air conditioner unit,
and the vehicle control unit is connected with the motor controller, the battery controller and the air conditioner controller.
Compared with the prior art, the invention has the beneficial effects that: the heat management system comprises a motor Chiller heat exchanger, a battery Chiller heat exchanger, a water-cooled condenser, a four-way reversing valve and a heat exchanger, heat exchange among the power battery unit, the driving motor unit, the air conditioning unit and the warm air core body unit is achieved through the motor Chiller heat exchanger, the battery Chiller heat exchanger, the water-cooled condenser, the four-way reversing valve and the heat exchanger, effective utilization of heat in the heat management system can be achieved, unnecessary energy waste is avoided, electric energy can be saved, and the driving range of the electric automobile is increased.
Drawings
FIG. 1 is a block diagram of a thermal management system according to one embodiment;
FIG. 2 is a block diagram of another embodiment of a thermal management system;
FIG. 3 is a schematic view illustrating a passenger compartment cooling mode operation in accordance with the first embodiment;
FIG. 4 is a schematic diagram illustrating the passenger compartment cooling and battery active cooling modes of the first embodiment;
FIG. 5 is a schematic illustration of a dehumidification mode of the passenger compartment according to the first embodiment;
FIG. 6 is a schematic diagram illustrating the passenger compartment dehumidification and battery active cooling mode operation in accordance with one embodiment;
FIG. 7 is a schematic view of the passenger compartment heating mode 1 according to the first embodiment;
FIG. 8 is a schematic view of the passenger compartment heating mode 2 according to the first embodiment;
FIG. 9 is a schematic view of the passenger compartment heating mode 3 according to the first embodiment;
FIG. 10 is a schematic view of the passenger compartment heating mode 4 in the first embodiment;
FIG. 11 is a schematic diagram illustrating a passive cooling mode of operation of the battery according to the first embodiment;
FIG. 12 is a schematic diagram illustrating an active cooling mode of operation of the battery according to the first embodiment;
FIG. 13 is a schematic diagram illustrating the passive heating mode operation of the battery in accordance with the first embodiment;
FIG. 14 is a schematic diagram illustrating the operation of the active heating mode of the battery in the first embodiment;
FIG. 15 is a schematic view of the motor self-heating mode operation in the first embodiment;
fig. 16 is a schematic diagram of the motor operating in the low-temperature cooling mode in the first embodiment.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.
Example one
Fig. 1 is a structural block diagram of a thermal management system in a first embodiment, and referring to fig. 1, the present embodiment provides a thermal management system for an electric vehicle, which includes a power battery unit 1, a driving motor unit 2, an air conditioning unit 3, a warm air core unit 4, a motor Chiller heat exchanger 124, a battery Chiller heat exchanger 125, a water-cooled condenser 127, a four-way reversing valve 144, and a heat exchanger 143.
The motor Chiller heat exchanger 124 is arranged in the driving motor unit 2, the battery Chiller heat exchanger 125 is arranged in the power battery unit 1, the motor Chiller heat exchanger 124 is connected with the battery Chiller heat exchanger 125, the driving motor unit 2 is connected with the power battery unit 1 through a four-way reversing valve 144, the water-cooled condenser 127 is arranged in the warm air core unit 4, the power battery unit 1 is connected with the warm air core unit 4 through a heat exchanger 143, and the air-conditioning unit 3 is connected with the motor Chiller heat exchanger 124, the battery Chiller heat exchanger 125 and the water-cooled condenser 127.
In the present embodiment, for example, the heat exchanger 143 is a shared component between the power battery unit 1 and the warm air core unit 4, heat exchange between heat in the warm air core unit 4 and the power battery unit 1 can be achieved through the heat exchanger 143, and in a low-temperature environment, the power battery unit 1 can be heated by heat in the warm air core unit 4, so as to ensure an operating temperature requirement of the power battery unit 1. The four-way reversing valve 144 is a shared component of the power battery unit 1 and the driving motor unit 2, and can realize the switching between the serial connection state and the parallel connection state of the power battery unit 1 and the driving motor unit 2 according to the cooling requirement of the power battery unit 1. The battery Chiller heat exchanger 125 is a component shared by the power battery unit 1 and the air conditioning unit 3, and heat exchange between the refrigerant in the air conditioning unit 3 and the power battery unit 1 can be realized by the battery Chiller heat exchanger 125. The motor Chiller heat exchanger 124 is a common component between the driving motor unit 2 and the air conditioning unit 3, and can realize heat exchange between the refrigerant in the air conditioning unit 3 and the driving motor unit 2. In a low-temperature environment, when a heating request is made to the passenger compartment, the residual heat in the driving motor unit 2 can be transferred to the air conditioning unit 3 through the motor Chiller heat exchanger 124 to heat the passenger compartment.
In this embodiment, the heat exchange among the power battery unit 1, the driving motor unit 2, the air conditioning unit 3, and the warm air core unit 4 is realized through the motor Chiller heat exchanger 124, the battery Chiller heat exchanger 125, the water-cooled condenser 127, the four-way reversing valve 144, and the heat exchanger 143, so that the effective utilization of heat in the heat management system can be realized, unnecessary energy waste is avoided, electric energy can be saved, and the driving range of the electric vehicle is increased.
Fig. 2 is a block diagram of another thermal management system in the first embodiment, and referring to fig. 2, specifically, the power battery unit 1 includes a power battery 141 and a first electric water pump 142. The power battery 141 is connected to the first electric water pump 142, the power battery 141 is also connected to the battery Chiller heat exchanger 124, and the first electric water pump 142 is also connected to the heat exchanger. The thermal management system further comprises a first expansion tank 111, and the first expansion tank 111 is connected with a first electric water pump 142.
Illustratively, the power battery 141 is a power source of the electric vehicle, and is used for providing a high-voltage power supply for a driving motor of the electric vehicle. The first electric water pump 142 is connected to a low-voltage battery, which provides a working voltage for the first electric water pump to drive the first electric water pump 142 to operate. The first electric water pump 142 is used for ensuring stable circulation of a liquid working medium in the power battery unit 1, so that heat transfer in the power battery unit 1 is realized, waste heat generated by the power battery 141 is effectively discharged in a high-temperature environment, the power battery 141 is heated in a low-temperature environment, the power battery 141 is always in a better working temperature range, and the performance and the service life of the power battery 141 can be ensured. The first expansion tank 111 is used for balancing the pressure and the flow of the liquid working medium in the power battery unit 1, and eliminating the fluctuation of the pressure and the flow caused by the temperature difference of the liquid working medium in the loop.
The drive motor unit 2 includes a drive motor 151, a second electric water pump 152, a motor radiator 154, and a first electromagnetic three-way valve 153.
The driving motor 151 is connected to the motor Chiller heat exchanger 124 and the four-way reversing valve 144, the motor radiator 154 is connected to the motor Chiller heat exchanger 124, the motor radiator 154 is connected to the second electric water pump 152 through the first three-way solenoid valve 153, and the first three-way solenoid valve 153 is also connected to the motor Chiller heat exchanger 124.
Illustratively, the driving motor 151 receives electric energy output by the power battery 141 via an inverter, converts the electric energy into mechanical energy, and drives the wheels through a mechanical transmission mechanism. The second electric water pump 152 is connected to the low-voltage battery, and the second electric water pump 152 is driven to operate by receiving electric energy output by the low-voltage battery, so as to ensure stable circulation of the liquid working medium in the driving motor unit 2 and realize heat transfer in the driving motor unit 2. By controlling the opening and closing of the different flow ports of the first electromagnetic three-way valve 153, the flow path of the cooling liquid in the drive motor unit 2 can be changed. The motor radiator 154 performs heat exchange with the outside air to transfer heat in the drive motor unit 2 to the outside air, thereby cooling the drive motor unit 2.
The thermal management system further comprises a second expansion tank 112, and the second expansion tank 112 is connected with a second electric water pump 152. The expansion tank 112 is used to balance the pressure and flow of the liquid working medium in the drive motor unit 2, and eliminate the fluctuation of pressure and flow caused by the temperature difference of the liquid working medium in the circuit.
The warm air core unit 4 includes a warm air core 161, a third electric water pump 162, a PTC heater 163, and a second electromagnetic three-way valve 164. The second expansion tank 112 is connected to a third electric water pump 162. The warm air core 161 is used for completing heat exchange between the liquid working medium in the loop and the air inside the passenger cabin, and realizing that the heat in the warm air core unit 4 is transferred to the inside of the passenger cabin. The PTC heater 163 is connected to the heat exchanger 143 and the hot air core 161 via the second electromagnetic three-way valve 164, the PTC heater 163 is further connected to the water cooled condenser 127, the hot air core 161 is connected to the heat exchanger 143 and the third electric water pump 162, and the third electric water pump 162 is further connected to the water cooled condenser 127.
The third electric water pump 162 is connected to the low-voltage battery, and is driven to operate by receiving electric energy output from the low-voltage battery, and the stable circulation of the liquid working medium in the warm air core unit 4 can be ensured by the third electric water pump 162. The PTC heater 163 serves as an electric heating device for converting electric energy output from the power battery 141 into heat energy to heat the warm air core unit 4. The flow path of the coolant in the warm air core unit 4 is changed by controlling the opening and closing of the different flow ports of the electromagnetic three-way valve 164.
The air conditioning unit 3 includes an air conditioning compressor 121, a reservoir tank 128, an air conditioning condenser 122, and an air conditioning evaporator 126. The air conditioning compressor 121 is connected with the air conditioning condenser 122 and the water cooling condenser 127, the air conditioning compressor 121 is connected with the motor Chiller heat exchanger 124 and the battery Chiller heat exchanger 125 through the air conditioning condenser 122, the air conditioning compressor 121 is connected with the liquid storage tank 128, the air conditioning compressor 121 is connected with the motor Chiller heat exchanger 124 and the battery Chiller heat exchanger 125 through the liquid storage tank 128, the air conditioning compressor 121 is connected with the air conditioning evaporator 126 through the liquid storage tank 128, and the air conditioning evaporator 126 is connected with the motor Chiller heat exchanger 124 and the battery Chiller heat exchanger 125.
Illustratively, the air conditioner compressor 121 receives the electric energy output by the power battery 141, converts the electric energy into rotational mechanical energy, and compresses a low-pressure gaseous refrigerant working medium in the air conditioning system into a high-pressure gaseous refrigerant working medium, and outputs the high-pressure gaseous refrigerant working medium to the air conditioner condenser 122 or the water-cooled condenser 127. The air conditioner condenser 122 is configured to receive a high-pressure gaseous refrigerant working medium output by the air conditioner compressor 121, where the high-pressure gaseous refrigerant working medium undergoes phase change inside the air conditioner condenser 122, and is changed into a high-pressure liquid refrigerant working medium to release heat.
Referring to fig. 2, the thermal management system also includes an active grille 113, the active grille 113 being used to condition the air flow for heat dissipation by the motor heat sink 154. A fan 123 is also included, the fan 123 assisting the motor heat sink 154 in dissipating heat.
Specifically, the adjustment of the front cooling intake of the motor radiator 154 can be realized by adjusting the opening of the active grille 113 by 1. By adjusting the rotation speed of the electric fan 123, the adjustment of the amount of cooling intake at the front end of the motor radiator 154 can be achieved.
In this embodiment, the thermal management system further includes a motor controller, a battery controller, an air conditioner controller, and a vehicle control unit. The motor controller is connected with the power battery unit 1, the battery controller is connected with the driving motor unit 2, the air conditioner controller is connected with the air conditioner unit 3, and the whole vehicle controller is connected with the motor controller, the battery controller and the air conditioner controller.
Illustratively, the vehicle control unit, the motor controller, the battery controller and the air conditioner controller are connected through a CAN bus to form a local area network, and each controller transmits state information thereof through the CAN bus and performs data circulation and sharing on the CAN bus. The vehicle control unit is mainly used for monitoring the working state of the thermal management system, comprehensively judging the working mode of the thermal management system by combining thermal management working requests (including battery system heating or cooling requests, motor system cooling requests, air conditioning system refrigerating, heating and dehumidifying requests and the like) sent by other controllers, and sending commands to other control components in the thermal management system through the CAN bus according to predefined control strategies under each mode. And the other control parts receive the command of the whole vehicle controller and control each subunit to respond to the heat management requirement, so that the stable operation of the heat management system of the electric vehicle is ensured.
Referring to fig. 2, the thermal management system further includes a first on-off valve 129, a second on-off valve 130, a third on-off valve 131, a fourth on-off valve 132, a first electronic expansion valve 133, a second electronic expansion valve 134, a third electronic expansion valve 135, a fifth on-off valve 136, a sixth on-off valve 137, and a fourth electronic expansion valve 138.
The air-conditioning compressor 121 is connected to the water-cooled condenser 127 through a first on-off valve 129, the air-conditioning compressor 121 is connected to the air-conditioning condenser 122 through a second on-off valve 130, the air-conditioning condenser 122 is connected to the motor Chiller heat exchanger 124 through a fourth on-off valve 132 and a first electronic expansion valve 133, the air-conditioning compressor 121 is connected to the motor Chiller heat exchanger 124 through a third on-off valve 131, the air-conditioning compressor 121 is connected to the air-conditioning evaporator 126 through a sixth on-off valve 137, the air-conditioning evaporator 126 is connected to the first electronic expansion valve 133 and a second electronic expansion valve 134 through a third electronic expansion valve 135, the water-cooled condenser 127 is connected to the first electronic expansion valve 133 and the second electronic expansion valve 134 through a fifth on-off valve 136, the first electronic expansion valve 133 is connected to the motor Chiller heat exchanger 124, and the second electronic expansion valve 134. Different working modes of the thermal management system can be realized by changing the opening and closing states of the first on-off valve 129, the second on-off valve 130, the third on-off valve 131, the fourth on-off valve 132, the first electronic expansion valve 133, the second electronic expansion valve 134, the third electronic expansion valve 135, the fifth on-off valve 136, the sixth on-off valve 137 and the fourth electronic expansion valve 138 in combination with a controller strategy generated by the vehicle controller. For example, the operation modes of the thermal management system in this embodiment include: a passenger compartment cooling mode, a passenger compartment cooling and battery active cooling mode, a passenger compartment dehumidification and battery active cooling mode, a passenger compartment heating mode 1, a passenger compartment heating mode 2, a passenger compartment heating mode 3, a passenger compartment heating mode 4, a battery passive cooling mode, a battery active cooling mode, a battery passive heating mode, a battery active heating mode, a motor self-heating mode, a motor low-temperature cooling mode.
Fig. 3 is a schematic diagram of the passenger compartment cooling mode in the first embodiment, and referring to fig. 3, if the outside ambient temperature is high and the passenger compartment has a cooling demand, the air conditioning unit 3 enters the passenger compartment cooling mode. The air conditioning compressor 121 compresses the low-pressure gaseous refrigerant working medium in the air conditioning unit 3, and outputs the high-pressure gaseous refrigerant working medium. The second on-off valve 130 is opened, the high-pressure gaseous refrigerant flows through the second on-off valve 130 to enter the air conditioner condenser 122, heat exchange is performed between the inside of the air conditioner condenser 122 and the external environment, the high-pressure gaseous refrigerant is cooled by cooling air in the external environment, the refrigerant changes phase, and the high-pressure gaseous refrigerant is changed into the high-pressure liquid refrigerant. The high-pressure liquid refrigerant flows through the fourth shut-off valve 132 and enters the third electronic expansion valve 135, the high-pressure liquid refrigerant expands into a low-pressure gas-liquid two-phase refrigerant, the air-conditioning controller controls the opening degree of the third electronic expansion valve 135 to enable the low-pressure gas-liquid two-phase refrigerant to further flow into the air-conditioning evaporator 126, phase change is performed inside the evaporator, the low-pressure gas-liquid two-phase refrigerant is changed into a low-pressure gas-phase refrigerant, and meanwhile, heat is absorbed, and heat inside the passenger compartment is transferred into the air-conditioning unit 3. The low-pressure gaseous refrigerant working medium output by the air conditioner evaporator 126 flows through the sixth on-off valve 137 and enters the liquid storage tank 128, and the liquid storage tank 128 filters water vapor and other impurities contained in the low-pressure gaseous working medium and outputs the filtered low-pressure gaseous working medium to the air conditioner compressor 121, so that a refrigeration cycle of the air conditioner unit 3 is completed.
In this mode, the active grille 113 remains open, the degree of opening of which is determined by the heat exchange power requirements of the air conditioner condenser 122. On the premise that the active grille 113 is fully opened, the electric fan 123 starts to work with the further increase of the heat exchange power requirement of the air conditioner condenser 122, and the rotating speed of the electric fan is adjusted by the air conditioner controller.
Fig. 4 is a schematic diagram illustrating the passenger compartment cooling and battery active cooling mode in the first embodiment, and referring to fig. 4, if the external environment temperature is high, the passenger compartment has a cooling demand and the power battery also has an active cooling demand, the air conditioning unit 3 enters the passenger compartment cooling and battery active cooling mode.
At this time, the power battery unit 1 and the drive motor unit 2 are connected in parallel by switching the state of the four-way selector valve 144. The air conditioning compressor 121 compresses the low-pressure gaseous refrigerant working medium in the air conditioning unit 3, and outputs the high-pressure gaseous refrigerant working medium. The second on-off valve 130 is opened, the high-pressure gaseous refrigerant flows through the second on-off valve 130 and enters the air conditioner condenser 122, heat exchange is performed between the inside of the air conditioner condenser 122 and the external environment, the high-pressure gaseous refrigerant is cooled by cooling air in the external environment, the refrigerant changes phase, and the high-pressure gaseous refrigerant is changed into the high-pressure liquid refrigerant. The high-pressure liquid refrigerant flows through the fourth shut-off valve 132 and enters the second electronic expansion valve 134 and the third electronic expansion valve 135, respectively. By adjusting the opening degree of the second electronic expansion valve 134, the high-pressure liquid refrigerant entering the second electronic expansion valve 134 is expanded into a low-pressure gas-liquid two-phase refrigerant, and flows into the battery Chiller heat exchanger 125, phase change is performed inside the battery Chiller heat exchanger 125, the low-pressure gas-liquid two-phase refrigerant is changed into a low-pressure gas refrigerant, and heat is absorbed at the same time, so that heat in the power battery unit 1 is transferred to the air conditioning unit 3. The low-pressure gaseous refrigerant working medium output by the battery Chiller heat exchanger 125 enters the liquid storage tank 128, and the liquid storage tank filters water vapor and other impurities contained in the low-pressure gaseous working medium and outputs the low-pressure gaseous refrigerant to the air-conditioning compressor 121.
The circulation path of the air conditioning refrigerant entering the third electronic expansion valve 135 is the same as the refrigeration mode of the passenger compartment, and is mainly used for the refrigeration circulation inside the passenger compartment.
Fig. 5 is a schematic diagram illustrating the operation of the passenger compartment dehumidification mode in the first embodiment, and referring to fig. 5, if the outside environment temperature is low, the humidity inside the passenger compartment is high, and the passenger compartment has a dehumidification demand, the air conditioning unit 3 enters the passenger compartment dehumidification mode.
The air conditioning compressor 121 compresses the low-pressure gaseous refrigerant working medium in the air conditioning unit 3, and outputs the high-pressure gaseous refrigerant working medium. The first on-off valve 129 is opened, the high-pressure gaseous refrigerant flows through the first on-off valve 129 and enters the water-cooled condenser 127, heat exchange is carried out between the inside of the water-cooled condenser 127 and the warm air core unit 4, the high-pressure gaseous refrigerant is cooled by the low-temperature liquid refrigerant in the warm air core unit 4, the refrigerant is subjected to phase change and is changed from high-pressure gaseous state to high-pressure liquid refrigerant, and at the moment, the heat in the air conditioning unit 3 is transferred to the warm air core unit 4. The high-pressure liquid refrigerant flows through the fifth on-off valve 136, enters the third electronic expansion valve 135, is expanded into a low-pressure gas-liquid two-phase refrigerant by controlling the opening degree of the third electronic expansion valve 135, flows into the air-conditioning evaporator 126, undergoes phase change inside the air-conditioning evaporator 126, is changed into a low-pressure gas-liquid two-phase refrigerant from the low-pressure gas-liquid two-phase refrigerant, absorbs heat from the inside of the passenger compartment, and transfers the heat inside the passenger compartment to the air-conditioning unit 3. The low-pressure gaseous refrigerant working medium output by the air conditioner evaporator 126 flows through the sixth on-off valve 137 and enters the liquid storage tank 128, and the liquid storage tank 128 filters water vapor and other impurities contained in the low-pressure gaseous working medium and outputs the filtered low-pressure gaseous working medium to the air conditioner compressor 121.
In the warm air core unit 4, the heat in the air conditioning ternary 3 is transferred to the warm air core unit 4 by the water-cooled condenser 127. At this time, the third electric water pump 162 is turned on to transfer heat in the air conditioning unit 3 to the warm air core 161, and the high-temperature liquid working medium inside the warm air core 161 exchanges heat with the low-temperature air flow flowing through the air conditioning evaporator 126 inside the passenger compartment, and further transfers heat to the passenger compartment. By controlling the second electromagnetic three-way valve 164, the liquid working medium flowing through the warm air core 161 flows to the PTC heater 163, and the vehicle controller controls the operating state of the PTC heater 163 according to the temperature of the air outlet inside the passenger compartment. The liquid working substance in the PTC heater 163 further flows to the water-cooled condenser 127 to further exchange heat with the air conditioning unit 3.
Inside the passenger cabin, the air current is at first through air conditioner evaporimeter 126, and the evaporimeter carries out the heat absorption cooling to the air current, and the vapor saturation in the air current after the cooling rises, when reaching 100% saturation, will go out the water analysis in the air current, gets rid of the passenger cabin by the drainage tube, realizes the purpose of dehumidification. In order to ensure the comfort of the air flow blown into the passenger compartment, the cooled air flow needs to be further heated, so that the low-temperature air flow flowing through the air conditioning evaporator 126 and the high-temperature liquid working medium inside the warm air core body 161 exchange heat in the warm air core body 161, the low-temperature air flow flowing through the air conditioning evaporator 126 is reheated by the warm air core body unit 4, the reheated warm air flow is conveyed to the air outlet of the passenger compartment, and the influence of the low-temperature air flow on the comfort of drivers in a dehumidification mode is avoided.
Fig. 6 is a schematic diagram illustrating the operation of the dehumidification of the passenger compartment and the active cooling of the battery in the first embodiment, referring to fig. 6, if the external environment temperature is low, the humidity inside the passenger compartment is high, the dehumidification of the passenger compartment is required, and the active cooling of the power battery 141 is required, and the air conditioning unit 3 enters the dehumidification of the passenger compartment and the active cooling of the battery.
At this time, the power battery unit 1 and the drive motor unit 2 are connected in parallel by switching the state of the four-way selector valve 144. The air conditioning compressor 121 compresses the low-pressure gaseous refrigerant working medium in the air conditioning unit 3, and outputs the high-pressure gaseous refrigerant working medium. The first on-off valve 129 is opened, high-pressure gaseous refrigerant flows through the first on-off valve 129 and enters the water-cooled condenser 127, heat exchange is carried out between the inside of the water-cooled condenser 127 and the warm air core unit 4, the high-pressure gaseous refrigerant is cooled by low-temperature liquid refrigerant in the warm air core unit 4, the refrigerant is subjected to phase change and is changed into high-pressure liquid refrigerant from high-pressure gas, and heat in the air conditioning unit 3 is transferred to the warm air core unit 4. The high-pressure liquid refrigerant flows through the fifth on-off valve 136 and enters the second electronic expansion valve 134 and the third electronic expansion valve 135 respectively. By adjusting the opening degree of the second electronic expansion valve 134, the high-pressure liquid refrigerant entering the second electronic expansion valve 134 is expanded into a low-pressure gas-liquid two-phase refrigerant, and flows into the battery Chiller heat exchanger 125, phase change is performed inside the battery Chiller heat exchanger 125, the low-pressure gas-liquid two-phase refrigerant is changed into a low-pressure gas refrigerant, and heat is absorbed at the same time, so that heat in the power battery unit 1 is transferred to the air conditioning unit 3. The low-pressure gaseous refrigerant working medium output by the battery Chiller heat exchanger 125 enters the liquid storage tank 128, and the liquid storage tank filters water vapor and other impurities contained in the low-pressure gaseous working medium and outputs the low-pressure gaseous refrigerant to the air-conditioning compressor 121.
The air conditioning refrigerant working medium entering the third electronic expansion valve 135 has a circulation path which is the same as the dehumidification mode of the passenger compartment, and is mainly used for dehumidification circulation inside the passenger compartment.
Fig. 7 is a schematic diagram illustrating the operation of the passenger compartment heating mode 1 in the first embodiment, and referring to fig. 7, if the outside ambient temperature is low, the passenger compartment has a heating requirement. When the ambient temperature is less than-10 ℃ (which can be calibrated) and the motor outlet coolant temperature is less than 10 ℃ (which can be calibrated), the air conditioning system enters the passenger compartment heating mode 1, and the warm air core 161 is heated by the PTC heater 163.
At this time, the PTC heater 163 is turned on to convert the electric energy output from the power battery 141 into heat energy, thereby heating the warm air core unit 4. The heated liquid working medium flows through the water-cooled condenser 127 and enters the first electric water pump 142, and at this time, the water-cooled condenser 127 does not process the liquid working medium. The first electric water pump 142 is used for maintaining the stable circulation of the liquid working medium in the warm air core unit 4, and delivering the heated liquid working medium to the warm air core 161, wherein the high-temperature liquid working medium in the warm air core 161 exchanges heat with the low-temperature air flow in the passenger compartment, and the heat is transferred to the passenger compartment. By controlling the second three-way solenoid valve 164, the liquid working medium flowing through the warm air core 161 flows to the PTC heater 163 to be heated again, thereby completing the process of actively heating the low-temperature air flow inside the passenger compartment by the PTC heater 163.
Fig. 8 is a schematic view of the heating mode 2 of the passenger compartment in the first embodiment, and referring to fig. 8, if the outside ambient temperature is low, the passenger compartment has a heating requirement. The ambient temperature is less than-10 ℃ (calibratable) and the motor outlet coolant temperature is greater than 10 ℃ (calibratable), the air conditioning unit 3 enters the passenger compartment heating mode 2 to heat the passenger compartment by taking heat from the drive motor unit 2.
At this time, the air conditioner compressor 121 compresses the low-pressure gaseous refrigerant in the air conditioning circuit, and outputs the high-pressure gaseous refrigerant. The first on-off valve 129 is opened, high-pressure gaseous refrigerant flows through the first on-off valve 129 and enters the water-cooled condenser 127, heat exchange is carried out between the inside of the water-cooled condenser 127 and the warm air core unit 4, the high-pressure gaseous refrigerant is cooled by low-temperature liquid refrigerant in the warm air core unit 4, the refrigerant is subjected to phase change and is changed into high-pressure liquid refrigerant from high-pressure gas, and heat in the air conditioning unit 3 is transferred to a warm air core loop. High pressure liquid refrigerant flow passes through the fifth on/off valve 136 and the first electronic expansion valve 133. The high-pressure liquid refrigerant is expanded by the first electronic expansion valve 133 to undergo phase change, and is changed into a low-pressure gas-liquid two-phase refrigerant, and enters the motor Chiller heat exchanger 124, and the air-conditioning refrigerant is further subjected to phase change, is changed from a low-pressure gas-liquid two-phase state into a low-pressure gas state, and absorbs heat from the driving motor unit 2. The low-pressure gaseous refrigerant working medium enters the liquid storage tank 128, and the liquid storage tank 128 filters water vapor and other impurities contained in the low-pressure gaseous working medium and outputs the filtered low-pressure gaseous working medium to the air-conditioning compressor 121.
Meanwhile, in the warm air core unit 4, the heat in the air conditioning unit 3 is transferred to the warm air core unit 4 by the water-cooled condenser 127. The third electric water pump 162 is turned on to transfer heat in the warm air core unit 4 to the warm air core 161, and the high-temperature liquid working medium inside the warm air core 161 exchanges heat with low-temperature air flow flowing through the air conditioning evaporator 126 inside the passenger compartment, and further transfers heat to the passenger compartment. By controlling the second electromagnetic three-way valve 164, the liquid working medium flowing through the warm air core 161 flows to the PTC heater 163, and the vehicle controller controls the operating state of the PTC heater 163 according to the temperature of the air outlet inside the passenger compartment. The liquid working medium flows further to the water cooled condenser 127 for further heat exchange with the air conditioning unit 3. By switching the state of the four-way selector valve 144, the power battery unit 1 is connected in parallel with the drive motor unit 2. In the driving motor unit 2, the motor controller controls the operating state of the first three-way solenoid valve 153 according to the temperature of the motor coolant, and if the heat dissipation power demand of the driving motor unit 2 exceeds the heating power demand of the passenger compartment and the temperature of the motor coolant exceeds a set limit value, the flow path of the coolant is controlled by the first three-way solenoid valve 153, so that the coolant dissipates heat to the driving motor unit through the motor radiator 154.
When the motor circuit coolant flows through the motor radiator 154 to dissipate heat, the active grille 113 remains open, the opening of which is determined by the heat exchange power demand of the motor radiator 154. On the premise that the active grille 113 is fully opened, the electric fan 123 starts to work with the further increase of the heat exchange power demand of the motor radiator 154, and the rotating speed of the electric fan is adjusted by the air conditioner controller.
Fig. 9 is a schematic view of the heating mode 3 of the passenger compartment in the first embodiment, referring to fig. 9, if the outside temperature is low, the passenger compartment has a heating requirement, the outside temperature is greater than-10 ℃ (calibratable), the temperature of the coolant at the outlet of the driving motor 151 is less than 10 ℃ (calibratable), and the air conditioning unit 3 enters the heating mode 3 of the passenger compartment to heat the passenger compartment by taking heat from the outside environment.
At this time, the air conditioning compressor 121 compresses the low-pressure gaseous refrigerant in the air conditioning unit 3, and outputs the high-pressure gaseous refrigerant. The first on-off valve 129 is opened, high-pressure gaseous refrigerant flows through the first on-off valve 129 and enters the water-cooled condenser 127, heat exchange is carried out between the inside of the water-cooled condenser 127 and the warm air core unit 4, the high-pressure gaseous refrigerant is cooled by low-temperature liquid refrigerant in the warm air core unit 4, the refrigerant is subjected to phase change and is changed into high-pressure liquid refrigerant from high-pressure gas, and heat in the air conditioning unit 3 is transferred to the warm air core unit 4. High pressure liquid refrigerant flow passes through fifth shut-off valve 136 and fourth electronic expansion valve 138. The high-pressure liquid refrigerant is expanded by the fourth electronic expansion valve 138 to undergo phase change, and is changed into a low-pressure gas-liquid two-phase refrigerant, and enters the air-conditioning condenser 122, and the air-conditioning refrigerant further undergoes phase change, is changed from a low-pressure gas-liquid two-phase state into a low-pressure gas state, and absorbs heat from the external environment. The low-pressure gaseous refrigerant working medium enters the liquid storage tank 128 through the third shut-off valve 131, and the liquid storage tank 128 filters water vapor and other impurities contained in the low-pressure gaseous refrigerant working medium and outputs the filtered low-pressure gaseous refrigerant working medium to the air-conditioning compressor 121.
In the warm air core unit 4, heat in the air conditioning unit 3 is transferred to the warm air core unit 4 by the water-cooled condenser 127. The third electric water pump 162 is turned on to transfer heat in the warm air core unit 4 to the warm air core 161, and the high-temperature liquid working medium inside the warm air core 161 exchanges heat with low-temperature air flow flowing through the air conditioning evaporator 126 inside the passenger compartment, so that heat is further transferred to the passenger compartment. By controlling the second electromagnetic three-way valve 164, the liquid working medium flowing through the warm air core 161 flows into the PTC heater 163, and the vehicle controller controls the operating state of the PTC heater 163 according to the temperature of the air outlet inside the passenger compartment. The liquid working fluid flows further from the PTC heater 163 to the internal water cooled condenser 127 for further heat exchange with the air conditioning unit 3.
In this mode, the active grille 113 remains open, the degree of opening being determined by the heat exchange power requirements of the air conditioning condenser 126. On the premise that the active grille 113 is fully opened, the electric fan 123 starts to work with the further increase of the heat exchange power demand of the air conditioner condenser, and the rotating speed of the electric fan is adjusted by the air conditioner controller.
Fig. 10 is a schematic view of the passenger compartment heating mode 4 in the first embodiment, and referring to fig. 10, if the outside ambient temperature is low, the passenger compartment has a heating demand. The ambient temperature is greater than-10 ℃ (can be calibrated), and the driving motor outlet coolant temperature is greater than 10 ℃ (can be calibrated) simultaneously, and air conditioning system gets into passenger compartment heating mode 4, heats passenger compartment through getting heat simultaneously from external environment and driving motor unit.
At this time, the air conditioning compressor 121 compresses the low-pressure gaseous refrigerant in the air conditioning unit 3, and outputs the high-pressure gaseous refrigerant. The first on-off valve 129 is opened, high-pressure gaseous refrigerant flows through the first on-off valve 129 and enters the water-cooled condenser 127, heat exchange is carried out between the inside of the water-cooled condenser 127 and the warm air core unit 4, the high-pressure gaseous refrigerant is cooled by low-temperature liquid refrigerant in the warm air core unit 4, the refrigerant is subjected to phase change and is changed into high-pressure liquid refrigerant from high-pressure gas, and heat in the air conditioning unit 3 is transferred to the warm air core unit 4. The high-pressure liquid refrigerant flows through the fifth on-off valve 136 and enters the first electronic expansion valve 133 and the fourth electronic expansion valve 138, respectively. Specifically, one path of high-pressure liquid refrigerant is expanded by the first electronic expansion valve 133 to undergo phase change, and is changed into a low-pressure gas-liquid two-phase refrigerant, and the low-pressure gas-liquid two-phase refrigerant enters the motor Chiller heat exchanger 124, and the air-conditioning refrigerant is further subjected to phase change in the motor Chiller heat exchanger 124, is changed from a low-pressure gas-liquid two-phase state into a low-pressure gas state, and absorbs heat from the driving motor unit 2. The other path of high-pressure liquid refrigerant is expanded by the fourth electronic expansion valve 138 to undergo phase change, and is changed into a low-pressure gas-liquid two-phase refrigerant, and the low-pressure gas-liquid two-phase refrigerant enters the air-conditioning condenser 122, and the air-conditioning refrigerant is further subjected to phase change in the air-conditioning condenser 122, is changed from the low-pressure gas-liquid two-phase refrigerant into a low-pressure gas, and absorbs heat from the external environment. And controlling the third cut-off valve 131 to be opened, enabling the two paths of low-pressure gaseous refrigerant working media to enter the liquid storage tank 128, filtering water vapor and other impurities contained in the low-pressure gaseous working media by the liquid storage tank, and outputting the filtered low-pressure gaseous working media to the air-conditioning compressor 121.
In the warm air core unit 4, heat in the air conditioning unit 3 is transferred to the warm air core unit 4 by the water-cooled condenser 127. The third electric water pump 162 is turned on to transfer heat in the warm air core unit 4 to the warm air core 161, and the high-temperature liquid working medium inside the warm air core 161 exchanges heat with low-temperature air flow flowing through the air conditioning evaporator 126 inside the passenger compartment, so that heat is further transferred to the passenger compartment. By controlling the second electromagnetic three-way valve 164, the liquid working medium flowing through the warm air core 161 flows to the PTC heater 163, and the vehicle controller controls the operating state of the PTC heater 163 according to the temperature of the air outlet inside the passenger compartment. The liquid working substance in the PTC heater 163 further flows to the water cooled condenser 127 for further heat exchange with the air conditioning unit.
At the same time, the state of the four-way selector valve 144 is switched, and the power battery unit 1 and the drive motor unit 2 are connected in parallel. In the driving motor unit 2, the motor controller controls the operating state of the first three-way solenoid valve 153 according to the temperature of the motor coolant, and if the heat dissipation power demand of the driving motor unit 2 exceeds the heating power demand of the passenger compartment and the temperature of the driving motor coolant exceeds a set value, the flow path of the coolant is changed by controlling the state of the first three-way solenoid valve 153, so that the driving motor coolant dissipates heat to the driving motor unit 2 through the motor radiator 154.
When the drive motor coolant flows through the motor radiator 154 to dissipate heat, the active grille 113 remains open, the opening of which is determined by the heat exchange power requirements of the air conditioner condenser 126 or the motor radiator 154. On the premise that the active grille 113 is fully opened, the electric fan 123 starts to work with the further increase of the heat exchange power demand of the air conditioner condenser 126 or the motor radiator 154, and the rotating speed of the electric fan is adjusted by the air conditioner controller or the motor controller.
Fig. 11 is a schematic diagram illustrating the operation of the passive cooling mode of the battery according to the first embodiment, and referring to fig. 11, if the temperature of the power battery 141 is high, the thermal management system receives a cooling request, the ambient temperature is less than 25 ℃ (calibratable), and the temperature of the coolant at the inlet of the motor radiator 154 is less than 30 ℃ (calibratable), then the passive cooling mode is entered.
At this time, the state of the four-way selector valve 144 is controlled so that the power battery unit 1 and the drive motor unit 2 are connected in series. The coolant in the series circuit is made to flow through the motor radiator 154 by controlling the state of the first electromagnetic three-way valve 153.
Specifically, the coolant in the series circuit exchanges heat with the external cooling air in the motor radiator 154, and the heat in the series circuit is transferred to the external environment through the motor radiator 154. The cooled coolant flows through the first electromagnetic three-way valve 153, the second electric water pump 152, the four-way selector valve 144, the heat exchanger 143, and the first electric water pump 142, and flows into the power battery 141 to cool the power battery 141. The cooling liquid flowing out of the power battery 141 flows through the battery Chiller heat exchanger 125, the four-way reversing valve 144, the driving motor 151 and the motor Chiller heat exchanger 124 respectively, and enters the motor radiator 154 for cooling, so that the passive cooling circulation of the power battery is completed. Wherein the heat exchanger 143, the battery Chiller heat exchanger 125 and the motor Chiller heat exchanger 124 do not participate in the further processing of the coolant.
In this mode, the active grille 113 remains open, the degree of opening being determined by the heat exchange power requirements of the motor radiator 1541. On the premise that the active grille 113 is fully opened, the electric fan 123 starts to work with the further increase of the heat exchange power demand of the motor radiator 154, and the rotating speed of the electric fan is adjusted by the motor controller.
Fig. 12 is a schematic diagram illustrating the operation of the active cooling mode of the battery according to the first embodiment, referring to fig. 12, if the temperature of the power battery 141 is high, the thermal management system receives 1 a cooling request. Ambient temperature greater than 25 ℃ (calibratable), or motor radiator 154 inlet coolant temperature greater than 30 ℃ (calibratable), then active cooling mode is entered.
At this time, the power battery unit 1 and the drive motor unit 2 are connected in parallel by controlling the state of the four-way selector valve 144. Specifically, the air conditioning compressor 121 compresses a low-pressure gaseous refrigerant working medium in the air conditioning unit 3, and outputs a high-pressure gaseous refrigerant working medium. And controlling the second on-off valve 130 to be opened, enabling the high-pressure gaseous refrigerant to flow through the second on-off valve 130 and enter the air-conditioning condenser 122, exchanging heat with the external environment inside the air-conditioning condenser 122, cooling the high-pressure gaseous refrigerant by cooling air in the external environment, and enabling the refrigerant to change phase and change from high-pressure gaseous state to high-pressure liquid refrigerant. The high-pressure liquid refrigerant flows through the fourth shut-off valve 132 and enters the second electronic expansion valve 134. The high-pressure liquid refrigerant is expanded into a low-pressure gas-liquid two-phase refrigerant by adjusting the opening degree of the second electronic expansion valve 134, and further flows into the battery Chiller heat exchanger 125, phase change is performed inside the battery Chiller heat exchanger 125, the low-pressure gas-liquid two-phase refrigerant is changed into a low-pressure gas refrigerant, and heat is absorbed at the same time, so that heat in the power battery unit 1 is transferred into the air conditioning unit 3. The low-pressure gaseous refrigerant working medium output by the battery Chiller heat exchanger 125 enters the liquid storage tank 128, and the liquid storage tank 128 filters water vapor and other impurities contained in the low-pressure gaseous working medium and outputs the filtered low-pressure gaseous working medium to the air-conditioning compressor 121.
In the power battery unit 1, the liquid working medium cooled by the battery Chiller heat exchanger 125 flows through the four-way valve 144, the heat exchanger 143 and the first electric water pump 142, respectively, and flows into the power battery 141 to cool the power battery 141. The cooling liquid flowing out of the power battery 141 enters the battery Chiller heat exchanger 125 again to exchange heat with the air conditioning unit 3, and the active cooling cycle of the power battery 141 is completed. Wherein the heat exchanger 143 does not participate in the further treatment of the cooling fluid.
In this mode, the active grille 113 remains open, the degree of opening being determined by the heat exchange power requirements of the air conditioning condenser 126. On the premise that the active grille 113 is fully opened, the electric fan 123 starts to work with the further increase of the heat exchange power requirement of the air conditioner condenser 126, and the rotating speed of the electric fan is adjusted by the air conditioner controller.
Fig. 13 is a schematic diagram illustrating the operation of the battery passive heating mode in the first embodiment, and referring to fig. 13, if the temperature of the power battery 141 is low, the thermal management system receives a heating request. And (4) the temperature of the cooling liquid of the power battery is higher than 10 ℃ (calibratable), and the temperature of the cooling liquid of the driving motor is higher than 15 ℃ (calibratable) and lower than 45 ℃ (calibratable), and then the passive heating mode is entered.
At this time, the state of the four-way selector valve 144 is switched to connect the power battery unit 1 and the drive motor unit 2 in series, and the first electromagnetic three-way valve 153 is controlled to prevent the coolant in the series circuit from flowing through the motor radiator 154.
Specifically, when the liquid working medium in the series circuit flows through the driving motor 151, the cooling working medium is heated by the residual heat of the driving motor 151, and the heated cooling working medium flows through the motor Chiller heat exchanger 124, the first electromagnetic three-way valve 153, the second electric water pump 152, the four-way reversing valve 144, the heat exchanger 143 and the first electric water pump 142, flows into the power battery 141, and passively heats the power battery 141. The cooling medium flowing out of the power battery 141 flows through the battery Chiller heat exchanger 125 and the four-way reversing valve 144, enters the driving motor 151, and is heated again. Wherein, the heat exchanger 143, the battery Chiller heat exchanger 125 and the motor Chiller heat exchanger 124 do not participate in the further treatment of the cooling fluid
Fig. 14 is a schematic diagram illustrating the operation of the battery active heating mode in the first embodiment, and referring to fig. 14, if the temperature of the power battery 141 is low, the thermal management system receives a heating request. And (3) the temperature of the cooling liquid in the power battery unit 1 is less than 10 ℃ (which can be calibrated), or the temperature of the cooling liquid in the driving motor unit 2 is less than 15 ℃ (which can be calibrated), or the temperature of the cooling liquid in the driving motor unit is more than 45 ℃ (which can be calibrated), and then the active heating mode is entered.
Specifically, the power battery unit 1 and the drive motor unit 2 are connected in parallel by controlling and switching the state of the four-way selector valve 144. In the warm air core unit 4, the second electromagnetic three-way valve 164 is controlled so that the coolant in the warm air core unit 4 flows through the heat exchanger 143. Meanwhile, the PTC heater 163 is involved in working, and consumes high-voltage electric energy to be converted into heat energy to heat the liquid working medium in the warm air core unit 4. The heated liquid working medium flows through the water-cooled condenser 127, the third electric water pump 162 and the warm air core 161 respectively, flows into the heat exchanger 143, transfers the heat of the warm air core unit 4 to the power battery unit 1 through the heat exchanger 143, and heats the liquid working medium in the power battery unit 1. The vehicle control unit determines whether the water-cooled condenser 127 is involved in working according to the working condition of the air conditioning unit. The vehicle control unit judges whether the warm air core body 161 is involved in work according to whether the passenger compartment has a heating request.
The liquid working medium in the driving motor unit 2 enters the heat exchanger 143 to be heated, flows through the first electric water pump 142, enters the power battery 141 to actively heat the power battery 141, then flows through the battery Chiller heat exchanger 125 and the four-way reversing valve 144 respectively, and enters the heat exchanger 143 to be heated again.
Fig. 15 is a schematic diagram of the motor self-heating mode operation in the first embodiment, and referring to fig. 15, if the temperature of the drive motor unit is low, the cooling request is not received by the thermal management system. The ambient temperature is greater than 0 ℃ (calibratable), and in order to ensure the quick warm-up of the driving motor unit 2, the driving motor unit 2 enters a motor self-heating mode.
At this time, the state of the four-way selector valve 144 is switched so that the power battery unit 1 and the drive motor unit 2 are connected in parallel. The first electromagnetic three-way valve 153 is controlled so that the coolant in the drive motor unit 2 does not flow through the motor radiator 154. At the same time, the second electric water pump 152 is operated to operate the liquid working medium in the driving motor unit 2. The cooling working medium respectively flows through a second electric water pump 152, a four-way reversing valve 144, a driving motor 151, a motor Chiller heat exchanger 124 and a first electromagnetic three-way valve 153, and then returns to the second electric water pump 152 for self-circulation.
Fig. 16 is a schematic diagram illustrating operation of the motor in the low-temperature cooling mode according to the first embodiment, and referring to fig. 16, if the temperature of the motor circuit is high, the thermal management system receives a cooling request. The motor subcooling mode is entered.
At this time, the state of the four-way selector valve 144 is switched so that the power battery unit 1 and the drive motor unit 2 are connected in parallel. The first electromagnetic three-way valve 153 is controlled so that the coolant in the drive motor unit 2 flows through the motor radiator 154. The cooling liquid in the driving motor unit 2 exchanges heat with the external cooling air in the motor radiator 154, and the heat in the driving motor unit 2 is transferred to the external environment through the motor radiator 154. The cooled coolant flows through the first electromagnetic three-way valve 153, the second electric water pump 152, and the four-way selector valve 144, and flows into the drive motor 151, thereby cooling the drive motor 151. The cooling liquid flowing out of the driving motor 151 flows through the motor Chiller heat exchanger 124, and enters the motor radiator 154 for cooling, thereby completing the low-temperature cooling cycle of the driving motor 151. Wherein the motor Chiller heat exchanger 124 does not participate in the further processing of the cooling fluid.
In this mode, the active grille 113 remains open, the degree of opening being determined by the heat exchange power requirements of the motor radiator 1541. On the premise that the active grille 113 is fully opened, the electric fan 123 starts to work with the further increase of the heat exchange power demand of the motor radiator 154, and the rotating speed of the electric fan is adjusted by the motor controller.
It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims (8)

1. The thermal management system of the electric automobile is characterized by comprising a power battery unit, a driving motor unit, an air conditioning unit, a warm air core unit, a motor Chiller heat exchanger, a battery Chiller heat exchanger, a water-cooled condenser, a four-way reversing valve and a heat exchanger,
the motor Chiller heat exchanger is arranged in the driving motor unit, the battery Chiller heat exchanger is arranged in the power battery unit, the motor Chiller heat exchanger is connected with the battery Chiller heat exchanger, the driving motor unit is connected with the power battery unit through the four-way reversing valve,
the water-cooled condenser is arranged in the warm air core unit, the power battery unit is connected with the warm air core unit through the heat exchanger,
the air conditioning unit is connected with the motor Chiller heat exchanger, the battery Chiller heat exchanger and the water-cooled condenser,
the driving motor unit comprises a driving motor, a second electric water pump, a motor radiator and a first electromagnetic three-way valve,
the driving motor is connected with the motor Chiller heat exchanger and the four-way reversing valve, the motor radiator is connected with the motor Chiller heat exchanger, the motor radiator is connected with the second electric water pump through the first electromagnetic three-way valve, the first electromagnetic three-way valve is also connected with the motor Chiller heat exchanger and the motor radiator simultaneously,
the air conditioning unit comprises an air conditioning compressor, a liquid storage tank, an air conditioning condenser and an air conditioning evaporator, wherein one end of the air conditioning compressor is respectively connected with a first on-off valve and a second on-off valve, one end of the liquid storage tank is respectively connected with a third on-off valve and a sixth on-off valve,
the air conditioner compressor is connected with the air conditioner condenser through a second on-off valve, the air conditioner compressor is connected with the water-cooled condenser through a first on-off valve, the air conditioner compressor is connected with the motor Chiller heat exchanger and the battery Chiller heat exchanger through the air conditioner condenser,
the air-conditioning compressor is connected with the liquid storage tank, the air-conditioning compressor is connected with the motor Chiller heat exchanger and the battery Chiller heat exchanger through the liquid storage tank,
the air condition compressor passes through the liquid storage pot with the air conditioner evaporimeter is connected, the liquid storage pot through the sixth on-off valve with the air conditioner evaporimeter is connected, the liquid storage pot through the third on-off valve with the air conditioner condenser is connected, the air conditioner evaporimeter with motor Chiller heat exchanger and battery Chiller heat exchanger are connected.
2. The management system of claim 1, wherein the power battery unit includes a power battery and a first electric water pump,
the power battery is connected with the first electric water pump, the power battery is further connected with the battery Chiller heat exchanger, and the first electric water pump is further connected with the heat exchanger.
3. The management system according to claim 1, wherein the warm air core unit includes a warm air core, a third electric water pump, a PTC heater, and a second electromagnetic three-way valve,
the PTC heater is connected with the heat exchanger and the warm air core body through the second electromagnetic three-way valve, the PTC heater is also connected with the water-cooled condenser,
the warm air core body is connected with the heat exchanger and a third electric water pump, and the third electric water pump is further connected with the water-cooled condenser.
4. The management system of claim 1, further comprising an active grille for regulating air flow for heat dissipation from the motor heat sink.
5. The management system of claim 4, further comprising a fan for assisting the motor heat sink in dissipating heat.
6. The management system of claim 2, further comprising a first expansion tank coupled to the first electric water pump.
7. The management system of claim 3, further comprising a second expansion tank coupled to the second electric water pump and a third electric water pump.
8. The management system of claim 1, further comprising a motor controller, a battery controller, an air conditioning controller, and a vehicle control unit,
the motor controller is connected with the driving motor unit, the battery controller is connected with the power battery unit, the air conditioner controller is connected with the air conditioner unit,
and the vehicle control unit is connected with the motor controller, the battery controller and the air conditioner controller.
CN202010115189.4A 2020-02-25 2020-02-25 Electric automobile thermal management system Active CN111216515B (en)

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