CN111746351B - Vehicle thermal management system and control method thereof - Google Patents
Vehicle thermal management system and control method thereof Download PDFInfo
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- CN111746351B CN111746351B CN202010606610.1A CN202010606610A CN111746351B CN 111746351 B CN111746351 B CN 111746351B CN 202010606610 A CN202010606610 A CN 202010606610A CN 111746351 B CN111746351 B CN 111746351B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/27—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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
- B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
- B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
- B60H1/14—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit
- B60H1/143—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the heat being derived from cooling an electric component, e.g. electric motors, electric circuits, fuel cells or batteries
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
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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
- 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
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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
- B60H2001/003—Component temperature regulation using an air flow
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
Abstract
The invention relates to a vehicle thermal management system and a control method thereof, wherein the vehicle thermal management system comprises a heat pump unit, an electric drive thermal management unit and a battery thermal management unit, the heat pump unit comprises a compressor, a passenger cabin heat exchanger communicated with the compressor, a fan arranged beside the passenger cabin heat exchanger and a plate heat exchanger communicated with the compressor, the plate heat exchanger is connected in series in the battery thermal management unit, and the electric drive thermal management unit is communicated with the battery thermal management unit; in the refrigerating mode or the heating mode, the electric drive heat management unit and the battery heat management unit are connected in series or in parallel, and one or more of the heat pump unit, the electric drive heat management unit and the battery heat management unit is controlled to be started, so that the refrigerating or heating requirements of the passenger cabin, the battery and the electric drive system are met. The invention can fully utilize the system waste heat and can operate efficiently; meanwhile, the heating requirement under the working conditions of extremely low temperature or low temperature and long-distance running requirement can be met.
Description
Technical Field
The invention relates to the technical field of electric automobile temperature management, in particular to a vehicle thermal management system and a control method thereof.
Background
At present, an electric automobile enters a rapid development stage, and the requirements of users on the service life of the electric automobile, the refrigerating and heating comfortableness of a passenger cabin and the endurance mileage of the whole automobile are higher and higher. The power battery is used as a core component of the electric automobile, the working temperature interval is required to be within a reasonable range, the whole automobile air conditioning system is required to meet the comfort requirement of the passenger cabin, and the whole automobile air conditioning system is controlled to realize efficient operation, so that the endurance mileage of the whole automobile is improved.
The existing heat management system of the pure electric vehicle does not meet the heating requirement of a power battery at low temperature; in the running of a low-temperature environment, when the power battery and the cab have the heating requirement, the heating is usually realized through water heating, the waste heat of a power electronic system and the waste heat of a power battery system are not fully utilized, and the energy consumption is high.
Under the ordinary low temperature environment in winter, heat pump system energy efficiency is high, can practice thrift the electric energy and provide comfortable passenger cabin environment, and other heat sources such as motor automatically controlled need dispel the heat simultaneously, under low temperature environment condition, still need utilize waste heat to passenger cabin and battery heating. Meanwhile, in an extremely low temperature condition, other heaters are used to heat the battery system and the passenger compartment. Considering these comprehensively, a sophisticated thermal management system is required to achieve the required functions.
Disclosure of Invention
The invention aims to solve the technical problems of insufficient energy utilization or low energy efficiency of the conventional thermal management system and solve the heating problem at extremely low temperature.
The technical scheme adopted for solving the technical problems is as follows: the vehicle heat management system comprises a heat pump unit for ensuring the temperature of a passenger cabin and a battery, an electric drive heat management unit for exchanging heat with the electric drive system, and a battery heat management unit for carrying out supplementary heating on the passenger cabin and the battery, wherein the heat pump unit comprises a compressor, a passenger cabin heat exchanger communicated with the compressor, a fan arranged beside the passenger cabin heat exchanger and a plate heat exchanger communicated with the compressor, the plate heat exchanger is connected in series in the battery heat management unit, and the electric drive heat management unit is communicated with the battery heat management unit; in the refrigerating mode or the heating mode, the electric drive heat management unit and the battery heat management unit are connected in series or in parallel, and one or more of the heat pump unit, the electric drive heat management unit and the battery heat management unit is controlled to be started, so that the refrigerating or heating requirements of the passenger cabin, the battery and the electric drive system are met.
The heat pump unit further comprises a reversing valve, a first electronic expansion valve and a second electronic expansion valve, wherein the passenger cabin heat exchanger comprises a first passenger cabin heat exchanger and a second passenger cabin heat exchanger, an inlet of the compressor is connected with a first interface of the reversing valve, and an outlet of the compressor is connected with a second interface of the reversing valve; the third port of the reversing valve is divided into two paths, the first path sequentially passes through the plate heat exchanger and the second electronic expansion valve and then is connected to the first end of the first passenger cabin heat exchanger, and the second path sequentially passes through the second passenger cabin heat exchanger and the first electronic expansion valve and then is connected to the first end of the first passenger cabin heat exchanger; the second end of the first passenger cabin heat exchanger is connected with a fourth interface of the reversing valve.
The electric drive heat management unit comprises an electric drive heat exchange component arranged on the electric drive system, an air cooling radiator arranged beside the passenger cabin and a second water pump, wherein the electric drive heat exchange component, the air cooling radiator and the second water pump are connected in series to form an electric drive heat exchange closed loop.
Further specifically, the battery thermal management unit comprises a battery heat exchange assembly, a water heating heater, a catalytic burner and a first water pump which are arranged on the battery, wherein the battery heat exchange assembly, the water heating heater, the catalytic burner, the first water pump and the plate heat exchanger are connected in series to form a battery heat exchange closed loop.
The electric drive heat management unit comprises an electric drive heat exchange component arranged on the electric drive system, an air cooling radiator arranged beside the passenger cabin and a second water pump, wherein the electric drive heat exchange component, the air cooling radiator and the second water pump are connected in series to form an electric drive heat exchange closed loop; the battery heat management unit comprises a battery heat exchange assembly, a water heating heater, a catalytic combustor and a first water pump which are arranged on a battery, wherein the battery heat exchange assembly, the water heating heater, the catalytic combustor, the first water pump and the plate heat exchanger are connected in series to form a battery heat exchange closed loop; a four-way electromagnetic valve is arranged on the electric drive heat exchange closed loop, and a three-way electromagnetic valve is arranged on the battery heat exchange closed loop; the first interface and the second interface of the four-way electromagnetic valve are connected to the electric drive heat exchange closed loop, the third interface is connected to the first end of the battery heat exchange assembly, and the fourth interface is connected to the second end of the battery heat exchange assembly; the first interface and the second interface of the three-way electromagnetic valve are connected to the battery heat exchange closed loop, and the third interface is connected to the electric drive heat exchange closed loop.
Further specifically, a series loop is formed by controlling the three-way electromagnetic valve and the four-way electromagnetic valve, and the series loop sequentially comprises a first water pump, a plate heat exchanger, a catalytic combustor, a water heating heater, a battery heat exchange assembly, the four-way electromagnetic valve, an air cooling heat exchanger, an electric drive heat exchange assembly, a second water pump and the three-way electromagnetic valve.
Further specifically, a series loop is formed by controlling the three-way electromagnetic valve and the four-way electromagnetic valve, and the series loop sequentially comprises a first water pump, a plate heat exchanger, a catalytic burner, a water heating heater, the four-way electromagnetic valve, an air cooling radiator, an electric drive heat exchange assembly, a second water pump and the three-way electromagnetic valve.
A control method of a vehicle thermal management system comprises the following steps of,
the battery has a cooling requirement, the battery thermal management unit is connected with the electric drive thermal management unit in series, and the air cooling radiator in the electric drive thermal management unit radiates heat to the battery; or cooling the battery through a plate heat exchanger in a refrigeration mode of the heat pump unit;
the battery has a heating requirement, and after the battery thermal management unit is connected in series with the electric drive thermal management unit, the battery is heated by the heat generated by the movement of the electric drive system, or the battery is heated by the heat generated by the movement of the electric drive system combined with the heat generated by the heat pump unit and the heat generated by the water heating heater; after the battery thermal management unit is connected with the electric drive thermal management unit in series or in parallel, the battery is heated by the heat of combustion of the catalytic burner.
A control method of a vehicle thermal management system comprises the following steps of,
the passenger cabin has a cooling requirement, and is cooled through a refrigerating mode of the heat pump unit;
the passenger cabin is heated by using the waste heat of the battery and the air cooling radiator in the electric heat management unit and the heating mode of the heat pump unit after the battery heat management unit is connected with the electric heat management unit in series, or by using the waste heat of the battery and the air cooling radiator in the electric heat management unit to heat the passenger cabin by using the heat generated by the movement of the electric heat management system, or by using the air cooling radiator and the heating mode of the heat pump unit by using the heat generated by the movement of the electric heat management system and the water heating heater, or by using the air cooling radiator to heat the passenger cabin by using the heat generated by the combustion of the catalytic burner; after the battery thermal management unit is connected with the electric drive thermal management unit in parallel, the passenger cabin is directly heated by heat generated by movement of the electric drive system, or is heated by the heat generated by movement of the electric drive system by utilizing a heating mode of the air cooling radiator and the heat pump unit.
The control method of the vehicle thermal management system is that after the battery thermal management unit and the electric thermal management unit are connected in series or in parallel, heat generated by movement of the electric drive system is dissipated to the external environment or the passenger cabin through the air-cooled radiator.
The beneficial effects of the invention are as follows: the invention can not only independently utilize the heat pump unit, the electric drive thermal management unit and the battery thermal management unit to cool and heat, but also utilize the combination of the three to cool and heat, fully utilize the waste heat of the electric drive thermal management unit and the battery thermal management unit to heat, and can operate with high efficiency; meanwhile, the heating requirement under the working conditions of extremely low temperature or low temperature and long-distance running requirement can be met.
Drawings
FIG. 1 is a schematic diagram of the structure of the present invention;
FIG. 2 is a schematic diagram of the heat pump unit refrigeration mode of the present invention;
FIG. 3 is a schematic diagram of the heating mode of the heat pump unit of the present invention;
FIG. 4 is a schematic diagram of the heat pump unit refrigeration mode + parallel circuit configuration of the present invention;
FIG. 5 is a schematic diagram of the heat pump unit heating mode + parallel circuit configuration of the present invention;
FIG. 6 is a schematic diagram of the first series circuit of the present invention (heat pump unit is not operating);
fig. 7 is a schematic diagram of the structure of the parallel circuit of the present invention (heat pump unit, battery thermal management unit are not operating);
FIG. 8 is a schematic diagram of the structure of a second series circuit of the present invention (heat pump unit is not operating);
FIG. 9 is a schematic diagram of the heat pump unit heating mode+first series circuit configuration of the present invention;
FIG. 10 is a schematic diagram of the heat pump unit heating mode + second series circuit configuration of the present invention;
fig. 11 is a schematic diagram of the heat pump unit cooling mode + first series circuit configuration of the present invention.
In the figure: 1. a compressor; 2. a reversing valve; 3. a blower; 4. a first passenger compartment heat exchanger; 5. a second passenger compartment heat exchanger; 6. a first electronic expansion valve; 7. a plate heat exchanger; 8. a second electronic expansion valve; 9. a battery; 10. a first thermometer; 11. a water heating heater; 12. a catalytic burner; 13. a first water pump; 14. a three-way electromagnetic valve; 15. a second water pump; 16. an electric drive system; 17. a second thermometer; 18. an air-cooled radiator; 19. a passenger compartment; 20. a third thermometer; 21. a four-way electromagnetic valve; 22. and a fourth thermometer.
Detailed Description
The present invention will be described in detail with reference to the accompanying drawings.
The vehicle thermal management system as shown in fig. 1 comprises a heat pump unit for ensuring the temperature of a passenger cabin 19 and a battery 9, an electric drive thermal management unit for exchanging heat with an electric drive system 16 and a battery thermal management unit for carrying out supplementary heating on the passenger cabin 19 and the battery 9, wherein the heat pump unit comprises a compressor 1, a passenger cabin heat exchanger communicated with the compressor 1, a fan 3 arranged beside the passenger cabin heat exchanger and a plate heat exchanger 7 communicated with the compressor 1, the plate heat exchanger 7 is connected in series in the battery thermal management unit, and the electric drive thermal management unit is communicated with the battery thermal management unit; in the cooling mode or the heating mode, the requirements for cooling or heating the passenger cabin 19, the battery 9 and the electric drive system 16 are realized by connecting the electric drive thermal management unit and the battery thermal management unit in series or in parallel and controlling one or more of the heat pump unit, the electric drive thermal management unit and the battery thermal management unit to be started; the system can fully utilize the heat generated by the movement of the electric drive system 16 and the heat emitted by the battery 9, and can reasonably distribute and heat for use, thereby saving energy.
The heat pump unit further comprises a reversing valve 2, a first electronic expansion valve 6 and a second electronic expansion valve 8, wherein the passenger cabin heat exchanger comprises a first passenger cabin heat exchanger 4 and a second passenger cabin heat exchanger 5, the inlet of the compressor 1 is connected with a first interface of the reversing valve 2, and the outlet of the compressor 1 is connected with a second interface of the reversing valve 2; the third port of the reversing valve 2 is divided into two paths, the first path sequentially passes through the plate heat exchanger 7 and the second electronic expansion valve 8 and then is connected to the first end of the first passenger cabin heat exchanger 4, and the second path sequentially passes through the second passenger cabin heat exchanger 5 and the first electronic expansion valve 6 and then is connected to the first end of the first passenger cabin heat exchanger 4; the second end of the first passenger cabin heat exchanger 4 is connected with a fourth interface of the reversing valve 2; the first passenger compartment heat exchanger 4 and the second passenger compartment heat exchanger 5 can each switch between the passenger compartment 19 and the external environment through a damper.
When the heat pump unit is in the cooling mode as shown in fig. 2, the refrigerant flows into the reversing valve 2 from the outlet of the compressor 1, flows to the first passenger cabin heat exchanger 4 after passing through the reversing valve 2, exchanges heat with the external environment, and then can be divided into two paths, wherein the first path returns to the compressor 1 through the first electronic expansion valve 6, the second passenger cabin heat exchanger 5 and the reversing valve 2, and the second path returns to the compressor 1 through the second electronic expansion valve 8, the plate heat exchanger 7 and the reversing valve 2; opening and closing the first electronic expansion valve 6 realizes the refrigeration requirement of the second passenger cabin heat exchanger 5 on the passenger cabin 19; the opening and closing of the second electronic expansion valve 8 realizes the refrigeration requirement of the plate heat exchanger 7 on the battery 9.
When the heat pump unit is in the heating mode as shown in fig. 3, the refrigerant flows into the reversing valve 2 from the outlet of the compressor 1, is split into two paths after passing through the reversing valve 2, the first path returns to the compressor 1 through the second passenger compartment heat exchanger 5, the first electronic expansion valve 6, the first passenger compartment heat exchanger 4 and the reversing valve 2, and the second path returns to the compressor 1 through the plate heat exchanger 7, the second electronic expansion valve 8, the first passenger compartment heat exchanger 4 and the reversing valve 2; the opening and closing of the first electronic expansion valve 6 realizes the heating requirement of the second passenger cabin heat exchanger 5 on the passenger cabin 19; the opening and closing of the second electronic expansion valve 6 realizes the heating requirement of the plate heat exchanger 7 on the battery 9.
The battery thermal management unit shown in fig. 4 and 5 comprises a battery heat exchange assembly, a water heating heater 11, a catalytic burner 12 and a first water pump 13 which are arranged on a battery 9, wherein the battery heat exchange assembly, the water heating heater 11, the catalytic burner 12, the first water pump 13 and the plate heat exchanger 7 are connected in series to form a battery heat exchange closed loop. The refrigeration of the battery 9 is realized by heat exchange with the plate heat exchanger 7 in the heat pump unit; the heating of the battery 9 can be realized by heat exchange with the plate heat exchanger 7 in the heat pump unit, or can be realized by heating of the water heating heater 11 and the catalytic burner 12; the battery heat exchange closed loop can be used independently.
As shown in fig. 4 and fig. 5, the electric heat management unit includes an electric heat exchange component disposed on the electric heat exchange system 16, an air-cooled radiator 18 disposed in the passenger cabin 19, and a second water pump 15, where the electric heat exchange component, the air-cooled radiator 18, and the second water pump 15 are connected in series to form an electric heat exchange closed loop. Because the electric drive system 16 only needs to dissipate heat after moving, the second water pump 15 exchanges heat between the electric drive heat exchange assembly and the electric drive system 16, and then the cooling medium dissipates heat in the air cooling radiator 18, and the heat of the air cooling radiator 18 can be directly dissipated to the external environment, and can be dissipated into the passenger cabin 19 through the air door to heat the passenger cabin 19.
Based on the loops of the battery thermal management unit and the electric drive thermal management unit, a four-way electromagnetic valve 21 is arranged on the electric drive heat exchange closed loop, and a three-way electromagnetic valve 14 is arranged on the battery heat exchange closed loop; the first interface and the second interface of the four-way electromagnetic valve 21 are connected to the electric drive heat exchange closed loop, the third interface is connected to the first end of the battery heat exchange assembly, and the fourth interface is connected to the second end of the battery heat exchange assembly; the first interface and the second interface of the three-way electromagnetic valve 14 are connected to the battery heat exchange closed loop, and the third interface is connected to the electric drive heat exchange closed loop.
Two series circuits can be formed by controlling the three-way electromagnetic valve 14 and the four-way electromagnetic valve 21, wherein the first series circuit (shown in fig. 6, 9 and 11) comprises a first water pump 13, a plate heat exchanger 7, a catalytic burner 12, a water heating heater 11, a battery heat exchange component, the four-way electromagnetic valve 21, an air cooling heat exchanger 18, an electric drive heat exchange component, a second water pump 15 and the three-way electromagnetic valve 14 in sequence, and the series circuit can realize the refrigeration and the heating of the battery 9 through the battery heat exchange component; the second series circuit (as shown in fig. 8 and 10) includes, in order, a first water pump 13, a plate heat exchanger 7, a catalytic burner 12, a water heater 11, a four-way solenoid valve 21, an air-cooled radiator 18, an electrically driven heat exchange unit, a second water pump 15, and a three-way solenoid valve 14, and the series circuit cannot cool and heat the battery 9 because it does not pass through the battery heat exchange unit.
Based on the parallel and series circuits, the waste heat of the battery 9 and the waste heat generated by the movement of the electric drive system 16 can be fully utilized, and the temperature of the battery 9, the temperature of the passenger cabin 19 and the temperature of the electric drive system 16 can be controlled.
The temperature of the battery 9 is controlled in such a way that,
the battery 9 has a cooling requirement, and there are two modes, namely, a battery thermal management unit is connected in series with an electric drive thermal management unit and dissipates heat to the battery 9 through an air cooling radiator 18 inside the electric drive thermal management unit, and a first series loop is adopted; the second type of cooling mode of the heat pump unit cools the battery 9 by the plate heat exchanger 7, where the battery thermal management unit and the electric drive thermal management unit may be either a parallel circuit or a first type of series circuit.
The battery 9 has a heating requirement, and there are four modes, namely, the first mode is that the battery 9 is heated by heat generated by the movement of the electric drive system 16, and a first mode of series circuit is adopted; second, the heat generated by the movement of the electric drive system, combined with the heat generated by the heat pump unit, heats the battery 9, here using a first series circuit; thirdly, the heat generated by the movement of the electric drive system 16 is combined with the heat generated by the heat pump unit and the heat generated by the water heating heater 11 to heat the battery 9, and a first series loop is adopted; fourth, the battery 9 is heated by the heat of combustion of the catalytic burner 12, where either a parallel circuit or a first series circuit may be used.
The temperature of the passenger compartment 19 is controlled in such a way that,
the passenger cabin 19 has a cooling requirement, and the passenger cabin 19 is cooled through a refrigerating mode of the heat pump unit;
the passenger cabin 19 has a heating requirement, and there are seven modes, firstly, the passenger cabin 19 is heated by using the waste heat of the battery 9 through the air-cooled radiator 18 in the electric drive thermal management unit and the heating mode of the heat pump unit, and a first series loop is adopted here; second, the passenger cabin 19 is heated by the waste heat of the battery 9 and the heat generated by the movement of the electric drive system 16 through the air-cooled radiator 18 in the electric drive thermal management unit, and a first series loop is adopted; thirdly, the passenger cabin 19 is heated by the water heating heater 11 through the heat generated by the movement of the electric drive system 16 by utilizing the heating modes of the air cooling radiator 18 and the heat pump unit, and a second series circuit is adopted; fourth, the heat generated by combustion in the catalytic combustor 12 heats the passenger compartment 19 using an air-cooled radiator 18, where a second series loop is used; fifth, the heat generated by the movement of the electric drive system 16 directly heats the passenger compartment 19, where a parallel circuit is employed; sixth, the passenger compartment 19 is heated by the heat generated by the movement of the electric drive system 16 using the heating mode of the air-cooled radiator 18 and the heat pump unit, where a parallel mode is employed; seventh, the passenger compartment 19 is directly heated using the heating mode of the heat pump unit.
The heat dissipation of the electro-drive system 16 is controlled in such a way that,
after the battery thermal management unit and the electric drive thermal management unit are connected in series or in parallel, heat generated by movement of the electric drive system 16 is dissipated to the external environment or the passenger cabin 19 through the air-cooled radiator 18; with the first series circuit, the heat generated by the movement of the electric drive system 16 can be used to heat the battery 9.
The parallel and series modes are combined with the temperature requirements of the battery 9, the passenger cabin 19 and the electric drive system 16, a first thermometer 10 is arranged at the battery 9, a second thermometer 17 is arranged at the electric drive system 16, a third thermometer 20 is arranged at the passenger cabin 19, a fourth thermometer 22 is arranged on the vehicle body, the fourth thermometer 22 is used for detecting the ambient temperature, and 9 working modes are mainly used in combination with specific practical conditions and the utilization of residual heat:
in the first working mode (as shown in fig. 4), when the passenger cabin 19, the battery 9 and the electric drive system 16 all have cooling requirements, a parallel circuit is adopted at this time, heat generated by movement of the electric drive system 16 is dissipated to the external environment through an air-cooled radiator 18 in the electric drive heat exchange closed circuit, the cooling mode of the heat pump unit is opened, the first electronic expansion valve 6 is opened to cool the passenger cabin 19 through the second passenger cabin heat exchanger 5, the cooling mode of the heat pump unit is opened, the second electronic expansion valve 8 is opened to exchange heat with the battery heat exchange closed circuit in the plate heat exchanger 7, and the battery heat exchange closed circuit realizes cooling of the battery 9; when the battery 9 is cooled, the temperature of the battery 9 detected by the first thermometer 10 is required to be determined, when the temperature of the battery 9 is higher than 32 ℃, the second electronic expansion valve 8 and the first water pump 13 are opened to exchange heat, and when the temperature of the battery 9 is lower than 30 ℃, the second electronic expansion valve 8 and the first water pump 13 are closed to stop heat exchange.
In the second working mode (as shown in fig. 5), under the condition that the battery 9 is in the fast charge mode and the ambient temperature is high, no heat is generated when the electric drive system 16 does not move, the electric drive heat exchange closed loop does not work, the ambient temperature is measured by the fourth thermometer 22, the refrigeration mode of the heat pump unit is started, the first electronic expansion valve 6 is closed, the second electronic expansion valve 8 is opened, and the battery heat exchange closed loop exchanges heat with the plate heat exchanger 7 to cool the battery 9; when the passenger cabin 19 has a refrigerating requirement, the first electronic expansion valve 6 is opened, and the passenger cabin 19 is refrigerated through the second passenger cabin heat exchanger 5; the cooling demand of the passenger compartment 19 may be controlled manually or by measurement with a third thermometer 20 and by setting a corresponding threshold value.
In the third working mode (as shown in fig. 6), when the battery 9 is in the fast charge mode and the ambient temperature is low, the electric drive system 16 does not move and does not generate heat, the ambient temperature is measured by the fourth thermometer 22, the first series circuit is adopted to dissipate heat of the battery 9 through the air-cooled radiator 18, if the air-cooled radiator 18 cannot effectively control the temperature of the battery 9, the refrigeration mode of the heat pump unit is started, the second electronic expansion valve 8 is opened, and the cooling effect is further enhanced through the plate heat exchanger 7; when the passenger cabin 19 has a heating requirement, the air-cooled radiator 18 can be used to radiate the heat of the battery 9 into the passenger cabin 19, and the first passenger cabin heat exchanger 4 of the heat pump unit in the cooling mode is used to radiate the collected heat of the battery 9 into the passenger cabin 19, as shown in fig. 5.
In the fourth working mode (as shown in fig. 7), when the battery 9 and the passenger cabin 19 have no heating or refrigerating requirements during the running process of the vehicle, only the electric drive system 16 needs to be cooled, and the electric drive heat exchange closed loop can realize the cooling of the electric drive system 16 through the air cooling radiator 18; at this time, the heat pump unit and the battery heat exchange closed loop do not work.
In a fifth mode of operation (as shown in fig. 6), when the ambient temperature is below-15 ℃, the battery 9 and the passenger compartment 19 need to be heated simultaneously, and because of the lower temperature, the efficiency of the heat pump unit is lower and the power consumption of the water heating heater 11 is larger, so that the heat pump unit and the water heating heater 11 do not work, at this time, the first series circuit is adopted, the first water pump 13 or the second water pump 15 is started, the catalytic burner 12 is used for heating the internal liquid, the heated liquid flows through the battery 9 for heating the battery 9, and the air cooling radiator 18 can be used for heating the passenger compartment 19; when the first thermometer 10 detects that the temperature of the battery 9 is higher than the heating demand threshold (5 deg.c), at which time the battery does not need to be heated, the system switches to the second series circuit (as shown in fig. 8).
In a sixth mode of operation (as shown in fig. 8), when the ambient temperature is around-5 ℃, and the vehicle is in long distance driving demand, the passenger compartment 19 is in heating demand, and at this time, the second series circuit is adopted, the passenger compartment 19 is heated by the liquid heated by the catalytic burner 12 and the heat generated by the movement of the electric drive system 16 through the air-cooled radiator 18, and at this time, the temperature of the battery 9 can be ensured by the heat of the battery 9, and in this mode, the heat pump unit and the water heater 11 do not work, so that the electric energy is saved, and the maximum driving distance of the vehicle is ensured.
A seventh working mode (as shown in fig. 9), when the ambient temperature is near-10 ℃, the battery 9 and the passenger cabin 19 have heating requirements, the ambient temperature is measured by the fourth thermometer 22, at this time, a first series circuit is adopted, the heating mode of the heat pump unit is started, the second electronic expansion valve 8 is opened to exchange heat with the battery heat exchange closed circuit through the plate heat exchanger 7, and the battery 9 is heated by combining heat generated by the movement of the electric drive system 16; opening the first electronic expansion valve 6, and heating the passenger cabin 19 through the second passenger cabin heat exchanger 5; if the heating capacity can not meet the requirement, the water heating heater 11 is started to provide more heat energy for the system, and the air cooling radiator 18 is started to heat the passenger cabin 19; when the first thermometer 10 detects that the battery temperature is higher than the heating requirement threshold (5 ℃), the system is switched to the second series loop (as shown in fig. 10), the battery is not heated any more, and the passenger cabin 19 is heated by the heat generated by the heating mode of the heat pump unit and the movement of the electric drive system 16, if the heat requirement cannot be met, the water heating heater 11 is started to provide more heat energy.
In the eighth operation mode (as shown in fig. 7), when the passenger compartment 19 has a heating requirement and the heat generated by the electric drive system 16 can meet the requirement, a parallel circuit is adopted at this time, and the passenger compartment is heated by the air-cooled radiator 18, and the heat pump unit and the battery heat exchange closed circuit do not work at this time; when the heat fully meets the heat demand of the passenger compartment 19 and there is a margin, the first series circuit (as shown in fig. 6) is switched to store part of the heat into the battery 9 for other heating demands.
A ninth working mode (as shown in fig. 11), when the passenger cabin 19 has a heating requirement, in the quick charge mode or after the last stroke is finished, the battery 9 is at a higher temperature, about 30 ℃, a first series circuit is adopted, the heat pump unit is started to be in a refrigeration mode, the second electronic expansion valve 8 is started, the plate heat exchanger 7 takes heat of the battery 9 to the first passenger cabin heat exchanger 4 through the battery heat exchange closed circuit (the first water pump 13 is started) to release, the first electronic expansion valve 6 is started, the second passenger cabin heat exchanger 5 takes external environment heat and takes the external environment heat to the first passenger cabin heat exchanger 4 to release, and the first passenger cabin heat exchanger 4 is switched to the passenger cabin 19 through the air door control and heats the passenger cabin 19; at this time, the catalytic burner 12 and the water heating heater 11 do not operate.
In summary, the thermal management system of the present invention reasonably utilizes a plurality of heating modes and combinations thereof based on an energy efficient utilization mechanism, and reduces energy consumption of the thermal management system by energy transfer among subsystems and loop optimization combination of energy transfer.
It is emphasized that: the above embodiments are merely preferred embodiments of the present invention, and the present invention is not limited in any way, and any simple modification, equivalent variation and modification made to the above embodiments according to the technical substance of the present invention still fall within the scope of the technical solution of the present invention.
Claims (4)
1. The vehicle thermal management system is characterized by comprising a heat pump unit for guaranteeing the temperature of a passenger cabin (19) and a battery (9), an electric drive thermal management unit for exchanging heat with an electric drive system (16) and a battery thermal management unit for carrying out supplementary heating on the passenger cabin (19) and the battery (9), wherein the heat pump unit comprises a compressor (1), a passenger cabin heat exchanger communicated with the compressor (1), a fan (3) arranged beside the passenger cabin heat exchanger and a plate heat exchanger (7) communicated with the compressor (1), the plate heat exchanger (7) is connected in series in the battery thermal management unit, and the electric drive thermal management unit is communicated with the battery thermal management unit; in a refrigerating mode or a heating mode, the electric drive thermal management unit and the battery thermal management unit are connected in series or in parallel, and one or more of the heat pump unit, the electric drive thermal management unit and the battery thermal management unit is controlled to be started, so that the refrigerating or heating requirements of the passenger cabin, the battery and the electric drive system are met;
the heat pump unit also comprises a reversing valve (2), a first electronic expansion valve (6) and a second electronic expansion valve (8), wherein the passenger cabin heat exchanger comprises a first passenger cabin heat exchanger (4) and a second passenger cabin heat exchanger (5), an inlet of the compressor (1) is connected with a first interface of the reversing valve (2), and an outlet of the compressor (1) is connected with a second interface of the reversing valve (2); the third port of the reversing valve (2) is divided into two paths, the first path sequentially passes through the plate heat exchanger (7) and the second electronic expansion valve (8) and then is connected to the first end of the first passenger cabin heat exchanger (4), and the second path sequentially passes through the second passenger cabin heat exchanger (5) and the first electronic expansion valve (6) and then is connected to the first end of the first passenger cabin heat exchanger (4); the second end of the first passenger cabin heat exchanger (4) is connected with a fourth interface of the reversing valve (2);
the electric drive heat management unit comprises an electric drive heat exchange component arranged on the electric drive system (16), an air-cooled radiator (18) arranged beside the passenger cabin (19) and a second water pump (15), wherein the electric drive heat exchange component, the air-cooled radiator (18) and the second water pump (15) are connected in series to form an electric drive heat exchange closed loop; the battery heat management unit comprises a battery heat exchange assembly, a water heating heater (11), a catalytic burner (12) and a first water pump (13) which are arranged on a battery (9), wherein the battery heat exchange assembly, the water heating heater (11), the catalytic burner (12), the first water pump (13) and the plate heat exchanger (7) are connected in series to form a battery heat exchange closed loop; a four-way electromagnetic valve (21) is arranged on the electric drive heat exchange closed loop, and a three-way electromagnetic valve (14) is arranged on the battery heat exchange closed loop; the first interface and the second interface of the four-way electromagnetic valve (21) are connected to the electric drive heat exchange closed loop, the third interface is connected to the first end of the battery heat exchange assembly, and the fourth interface is connected to the second end of the battery heat exchange assembly; the first interface and the second interface of the three-way electromagnetic valve (14) are connected to the battery heat exchange closed loop, and the third interface is connected to the electric drive heat exchange closed loop;
a series loop is formed by controlling the three-way electromagnetic valve (14) and the four-way electromagnetic valve (21), and the series loop sequentially comprises a first water pump (13), a plate heat exchanger (7), a catalytic burner (12), a water heating heater (11), a battery heat exchange component, the four-way electromagnetic valve (21), an air cooling radiator (18), an electric drive heat exchange component, a second water pump (15) and the three-way electromagnetic valve (14);
a series loop is formed by controlling the three-way electromagnetic valve (14) and the four-way electromagnetic valve (21), and the series loop sequentially comprises a first water pump (13), a plate heat exchanger (7), a catalytic burner (12), a water heating heater (11), the four-way electromagnetic valve (21), an air cooling radiator (18), an electric drive heat exchange assembly, a second water pump (15) and the three-way electromagnetic valve (14).
2. A control method based on the vehicle thermal management system according to claim 1, characterized in that the control method for the temperature of the battery (9) is,
the battery (9) has a cooling requirement, the battery thermal management unit is connected in series with the electric drive thermal management unit by adjusting the three-way electromagnetic valve and the four-way electromagnetic valve, and the air cooling radiator (18) in the electric drive thermal management unit is used for radiating heat of the battery (9); or the battery (9) is cooled by the plate heat exchanger (7) through the refrigeration mode of the heat pump unit;
the battery (9) has a heating requirement, and after the three-way electromagnetic valve and the four-way electromagnetic valve are adjusted to enable the battery thermal management unit to be connected in series with the electric drive thermal management unit, the battery (9) is heated by heat generated by movement of the electric drive system (16), or the battery (9) is heated by heat generated by movement of the electric drive system (16) combined with heat generated by the heat pump unit, or the battery (9) is heated by heat generated by movement of the electric drive system combined with heat generated by the heat pump unit and heat generated by the water heating heater (11); the battery thermal management unit and the electric drive thermal management unit are connected in series or in parallel by adjusting the three-way electromagnetic valve and the four-way electromagnetic valve, and then the battery (9) is heated by the heat generated by combustion of the catalytic burner (12).
3. A control method based on the vehicle thermal management system according to claim 1, wherein the control method for the temperature of the passenger compartment (19) is,
the passenger cabin (19) has a cooling requirement, and the passenger cabin (19) is cooled through a refrigerating mode of the heat pump unit;
the passenger cabin (19) is provided with a heating requirement, after the battery thermal management unit is connected in series with the electric drive thermal management unit through the three-way electromagnetic valve and the four-way electromagnetic valve, the passenger cabin (19) is heated by using the air-cooled radiator (18) in the electric drive thermal management unit and the heating mode of the heat pump unit through the waste heat of the battery (9), or the passenger cabin (19) is heated by using the air-cooled radiator (18) in the electric drive thermal management unit through the waste heat of the battery (9) and the heat generated by the movement of the electric drive system (16), or the passenger cabin (19) is heated by using the air-cooled radiator (18) and the heating mode of the heat pump unit through the water heating heater (11), or the passenger cabin (19) is heated by using the air-cooled radiator (18) through the heat generated by the combustion of the catalytic burner (12); after the battery thermal management unit and the electric drive thermal management unit are connected in parallel by adjusting the three-way electromagnetic valve and the four-way electromagnetic valve, the passenger cabin (19) is directly heated by heat generated by movement of the electric drive system (16), or the passenger cabin (19) is heated by heat generated by movement of the electric drive system (16) by utilizing a heating mode of the air cooling radiator (18) and the heat pump unit.
4. The control method based on the vehicle thermal management system according to claim 1, wherein the control method for heat dissipation of the electric drive system (16) is that after the battery thermal management unit and the electric drive thermal management unit are connected in series or in parallel by adjusting the three-way electromagnetic valve and the four-way electromagnetic valve, heat generated by movement of the electric drive system (16) dissipates heat to the external environment or the passenger cabin (19) through the air cooling radiator (18).
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| CN113386523B (en) * | 2021-07-08 | 2022-06-17 | 东风汽车集团股份有限公司 | Heat source selectable heat management system capable of reducing energy consumption |
| CN113547890B (en) * | 2021-07-30 | 2022-05-03 | 重庆长安新能源汽车科技有限公司 | Thermal management system, thermal management system control method and automobile |
| CN114179588B (en) * | 2021-11-30 | 2023-08-18 | 莱顿汽车部件（苏州）有限公司 | Heat management system of new energy automobile |
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| CN108482064B (en) * | 2018-04-18 | 2023-07-14 | 上海加冷松芝汽车空调股份有限公司 | Integrated passenger cabin air conditioner and battery pack thermal management heat pump system for new energy vehicle |
| CN108482067B (en) * | 2018-05-21 | 2019-11-29 | 上海思致汽车工程技术有限公司 | A kind of energy-saving multiloop thermal management system of electric automobile |
| CN109941065A (en) * | 2019-04-11 | 2019-06-28 | 上海理工大学 | Biquadratic circuit Gas-supplying enthalpy-increasing electric automobile air conditioner heat pump system |
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| CN110525169B (en) * | 2019-09-05 | 2022-08-23 | 上海理工大学 | Integrated passenger cabin heat pump air conditioner and three-electric heating management system for pure electric vehicle |
| CN110816208A (en) * | 2019-10-31 | 2020-02-21 | 上海思致汽车工程技术有限公司 | Multi-loop electric automobile thermal management system |
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