CN111923683A - 车辆热力方法和系统 - Google Patents

车辆热力方法和系统 Download PDF

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CN111923683A
CN111923683A CN202010400711.3A CN202010400711A CN111923683A CN 111923683 A CN111923683 A CN 111923683A CN 202010400711 A CN202010400711 A CN 202010400711A CN 111923683 A CN111923683 A CN 111923683A
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vehicle
cabin
battery
refrigerant
battery pack
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CN111923683B (zh
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谭建南
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Aikal Technology Co ltd
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Abstract

一种车辆的热力系统，其特征在于：包括热交换器；蓄能器；压缩机；机舱蒸发器；机舱冷凝器；和电池；所述热交换器，蓄能器，压缩机，机舱蒸发器，机舱冷凝器和电池相互连接，以允许制冷剂加热并直接在单个封闭且连接的回路中冷却车辆客舱和电池，而无需任何专用热交换器；并且通过多个阀的设置来控制车厢和电池的加热和冷却。

Description

车辆热力方法和系统
技术领域
本发明总体上与车辆热力系统和方法有关，更具体地与基于制冷剂的直接加热和冷却热力系统和方法有关。
背景技术
包括混合动力，插电式汽车和电动汽车的混合动力汽车正在普及。这些类型的车辆通常包括一个或多个电池。电池可以是作为车辆的主要或辅助电源的高压电池。为了使电池正常工作，适当的冷却和/或加热是需要的。另外，车辆的车厢中的温度也需要调节以为车辆乘员提供舒适的环境。因此，低复杂性的能用于加热和冷却车辆的乘员舱及电池组的车辆热力系统是可取的。
发明内容
本申请与车辆热力系统和方法有关。具体地说，本申请中披露的实施例有关于能够提供车辆的电池(和其他动力总成部件)和乘客舱两者的热力管理(例如，加热和冷却)的集成热力系统和方法。本公开系统可以省去现有热力管理系统中的一些常见的组件。
附图说明
图1显示了根据本申请的实施例提供的一列用于电动车的热力循环线路。
图2是示出根据本申请的实施例提供的一列显示车辆热力控制系统组件的框图。
具体实施方式
在以下优选实施例的描述参考形成其一部分的附图，并且在附图中通过图示的方式显示出了可以实践的一些特定实施例。应当理解的是在不脱离本申请的实施例的范围的情况下，可以使用其他实施例并且可以进行结构改变。
总体上，本申请的实施例与车辆热力系统和方法有关。具体地公开了可以提供电池(和其他动力总成组件)和车辆的乘客舱的热力管理(例如，加热和冷却)的集成热力系统的实施例。车辆可以是电动车，燃料电动车，混合动力汽车，混合动力插入式汽车或利用一个或多个电池的任何其他类型的车辆(在下文中通常称为“电动车”)。作为其动力来源。车辆可以具有任何车身样式，例如跑车，轿跑车，轿车，轻型货车，旅行车，运动型多用途车(SUV)，小型货车或转换货车。车辆可以包括作为车辆能源的至少一个电池组(或“电池”)。电池组可以包括一个或多个电池单元。电池组可以是高压电池或适用于车辆的任何其他类型的电池。大多数(如果不是全部)电动车电池组通常需要在特定温度范围内运行。当温度过高或过低时，电池组可能无法正常工作，甚至在极端情况下可能会造成安全隐患。这样，将电池的温度保持在正常的范围内是至关重要的。
电动车与大多数其他车辆一样，也具有暖通空调(加热，通风和空调)系统，该系统可以自动地或根据用户的输入来调节乘员舱(或驾驶室)的温度。在包括电动车在内的大多数现有车辆中，用于监视，维护和调节电池(和/或其他动力总成组件)温度的热力系统需要的组件(例如，电阻加热器或正热系数加热器等)不与车辆的暖通空调系统(即管理乘员舱温度的热力系统)共享。以导致用于车辆的整个热管理系统过于复杂。
本公开的实施例试图提供一种用于管理电动车电池和乘员室两者的集成热力系统，其消除了对在现有热力系统中发现的某些组件的需求。
图1显示了根据本申请实施例中的一例用于电动车(图1中未示出)的热力循环线路100。热力循环线路100可包括室外热交换器104，空调压缩机108，蓄能器110，机舱蒸发器112，机舱冷凝器114和电池组102。如图1所示，多个阀可以位于热力循环线路100的各个位置，并选择性地将连接在热力循环线路100的上述的两个或多个部件之间的制冷剂路径。不同类型的阀都可使用，包括例如位于热力循环线路100的不同位置的电子膨胀阀121、122、123，电磁阀131、132、133、134、135、136和可调节的气体/蒸汽控制阀141.
风扇106可以连接到室外热交换器104，并且在打开时，将空气从车辆外部吹入室外热交换器104。这有效地将室外热交换器104变成了热泵使用。压缩机108可以对制冷剂加压，将其转变成高温高压气体。机舱冷凝器114可以通过冷却将高压气体从气态冷凝为液态，从而将热量释放到乘客舱。另一方面，机舱蒸发器112可以将制冷剂从液态转变成气态，同时从诸如车辆的乘客舱之类的封闭区域吸收热量，从而冷却乘客舱。电池组102可以包括一个或多个电池单元(图1中未示出)。循环通过热力循环线路100的制冷剂可以穿过电池组102或在电池组102周围流动，以向电池组102提供加热或冷却。
在第一操作模式中，热力循环线路100可以提供车厢加热和电池组加热。在该第一模式中，可以将电磁阀132、134、136设置为打开(或打开)位置。电磁阀131、133、135可以设置为关闭(或关闭)位置。可以将电子膨胀阀121设置为打开(或打开)位置。可以将电子膨胀阀122、123设置为关闭(或关闭)位置。可调节的气体/蒸汽控制阀141可以设置在打开(或打开)位置。
室外热交换器104可以使用由风扇106吹入的外部热空气来加热制冷剂。由于电磁阀133和135是关闭的，因此加热的制冷剂可以通过打开的电磁阀132沿热力循环线路100(沿顺时针方向)行进。制冷剂进入蓄能器110，然后通过吸入压缩机108，使制冷剂处于高压状态。然后，压缩的制冷剂通过敞开的电磁阀134到达机舱冷凝器114。冷凝器114将热的高压制冷剂从气态冷凝为液态，并因此将热量释放到乘客舱。在离开客舱之后，制冷剂可通过敞开的电子膨胀阀121(电磁阀131关闭)循环回到室外热交换器104。
并行地，来自压缩机108的热的压缩制冷剂还可以通过打开的可调节气体/蒸汽控制阀141到达电池组102并加热电池组102。离开电池的制冷剂也可以被引导通过打开的电磁阀136(关闭电子膨胀阀123)和电子膨胀阀121(关闭电磁阀131)返回室外热交换器104。在这种模式下，室外热交换器104基本上可以用作换热器，该换热器通过所示的热力循环线路将热量提供给乘客舱和电池组102。
在第二操作模式中，热力循环线路100可以向客舱和电池102提供冷却。在该第二模式中，电磁阀131、133、135设置为打开(或打开)位置。电磁阀132、134、136设置为关闭(或关闭)位置。电子膨胀阀121设置为关闭(或关闭)位置。电子膨胀阀122、123设置为打开(或打开)位置。可调的气体/蒸汽控制阀141设置在关闭位置。本质上，第二模式中的阀均被设置为与第一模式中的相反的设置。
当在该第二冷却模式下操作时，制冷剂流过敞开的电磁阀133(电磁阀132关闭)，然后以与上述第一模式相同的相反方向流经压缩机108和蓄能器110。电磁阀134和可调节的气体/蒸汽控制阀141均关闭，从而阻塞了另外可行的路径。离开压缩机108的制冷剂以液体形式蓄积在蓄能器110中。液体制冷剂然后通过敞开的电磁阀135到达机舱蒸发器112，该蒸发器将制冷剂从液态转变为气态，同时从封闭区域(例如车辆的乘客舱)吸收热量，从而冷却乘客舱。
并行地，液态制冷剂在通过电磁阀135之后也到达电池组102。类似地，通过变成气态，
制冷剂还可以在通过或围绕电池组时降低电池组102的温度
在离开机舱蒸发器112和电池组102之后，制冷剂被引导分别通过开放的电子膨胀阀122、123。电磁阀136关闭，从而在制冷剂离开电池后阻塞了制冷剂另外可行的路径。来自电子膨胀阀122、123的制冷剂然后可以汇聚并通过开放式电磁阀131返回室外热交换器104。在第二种模式下，热力循环线路100可以冷却客舱和电池组102。
在第三模式中，热力循环线路100可以在为乘员舱提供热量的同时冷却电池。在该第三模式中，电磁阀134、135被设置为打开(或打开)位置。电磁阀131、132、133、136设置为关闭(或关闭)位置。电子膨胀阀121、122设置为关闭(或关闭)位置。电子膨胀阀123设置为打开(或打开)位置。可调的气体/蒸汽控制阀141设置在关闭(或关闭)位置。
当在第三模式下操作时，制冷剂被压缩机112压缩为高温高压气体。由于可调节的气体/蒸汽控制阀141关闭，因此压缩的制冷剂被迫通过打开的电磁阀134进入机舱冷凝器114，通过释放热量来加热机舱。离开冷凝器114后，由于封闭的电磁阀131、136和电子膨胀阀122导致另外可行的路线被阻塞，制冷剂被引导通过开放的电子膨胀阀123。电子膨胀阀123膨胀制冷剂以吸收电池组102的热量，从而降低电池组102的温度。
此后，由于关闭的电子膨胀阀122防止制冷剂流过机舱蒸发器112，制冷剂通过电磁阀135送回到蓄能器110和压缩机108。当设置为第三模式时，热力循环线路100可以在冷却电池组102的同时向车厢提供热量。
第四操作模式是第三模式的替代(或增强)模式。在第四操作模式下，热电路还可以在冷却电池组102的同时加热乘客舱。在该第四模式下，电磁阀S 131、133、134，135设置为打开(或打开)位置。电磁阀132和136设置为关闭(或关闭)位置。电子膨胀阀121和122关闭，而电子膨胀阀123打开。可调的气体/蒸汽控制阀141设置在关闭(或关闭)位置
当在第四操作中时，离开压缩机112的热的压缩制冷剂不仅通过开放式电磁阀134输送到机舱冷凝器114以加热机舱，而且还通过开放式电磁阀133输送到室外热交换器104。室外热交换器104穿过敞开的电磁阀131(电子膨胀阀121处于关闭位置)以与来自机舱冷凝器114的输出会聚，然后通过电子膨胀阀123(电磁阀136处于关闭位置)膨胀。膨胀吸收来自电池组120的热量，从而对电池组120上实现冷却效果。与在上述第三模式下工作的热力循环线路100相比,在该(第四种)模式下，制冷剂通过开放式电磁阀133，室外热交换器104，开放式电磁阀131的附加路线可以提高冷却效果。
在第四操作模式下冷却了电池组102之后的制冷剂的路径与第三操作模式下的相同。具体地，制冷剂通过敞开的电磁阀135送回到蓄能器110和压缩机108。电子膨胀阀122在这种模式下关闭，以防止制冷剂流过机舱蒸发器112。
应该理解的是，以上实施例中的热力循环线路的阀，压缩机，室外热交换器，机舱蒸发器，机舱冷凝器可以由适于实现相同功能的其他机构/部件代替。应当理解的是在上述实施例中使用的制冷剂可以是任何合适的制冷剂，例如R134a，R1234yf，R744。还应当理解的是热力循环线路可以包括适合于促进制冷剂流动的任何类型的管道，并且取决于阀的设置，制冷剂可以在热力循环线路内沿不同方向流动。尽管在图1的示例中未示出，热力循环线路100还可在回路的期望位置处包括一个或多个温度/压力传感器，以在制冷剂穿过这些位置时监视制冷剂的温度和/或压力。
该温度/压力信息可以被发送到诸如下面将详细讨论的图2中控制器200的控制器进行处理。
尽管上述热电路的实施例是针对电池组102的热管理的，但是应该理解，同一实施例还可以提供对其他需要冷却和/或加热的动力总成组件(例如，变速器，逆变器，电机)的热管理。例如，图1中的电池组102可以用电机代替，并且热力循环线路100可以使用在以上四个操作模式中讨论的相同设置来加热和/或冷却电机。或者可以将诸如电机和逆变器的一个或多个动力总成部件添加到图1的热电路100，与图1所示的电池组102平行，并有类似于电磁阀136和电子膨胀阀123的其自己的一对电磁阀和电子膨胀阀，以控制进出电池组102的制冷剂的流动。
图2是示出根据本申请的实施例提供的一列显示车辆热力控制系统组件的框图。车辆热控制系统包括热控器200。热控器200可以包括以下组件中的一个或多个：存储器202，处理器204，存储器206和通信接口208。热控器200的这些组件中的至少一些组件可以在彼此之间传送数据并发送或接收指令。组件的示例性结构和功能概述如下。
处理器204可以包括任何适当类型的通用或专用微处理器，数字信号处理器或微控制器。处理器204可以被专用于控制和致动车辆的热力循环线路的部件的单独的处理器模块。或者，处理器204可以被配置为共享处理器模块，也可用于执行与操作热电路无关的其他功能。
处理器204可以被用于从车辆的各种组件(例如，传感器)接收数据和/或信号，并处理该数据和/或信号以确定车辆的一种或多种状况。例如，处理器204可以通过例如车载网络210经由通信接口208接收由电池温度传感器220产生的信号。处理器204还可以从另一传感器222接收与车辆的车厢温度有关的信息。该信息还可以通过网络210并通过热控器200的通信接口208进行传输。
另外，热控器200还可以从一个或多个用户界面224接收信息。用户界面的示例可以是车辆中的温度控制，该温度控制允许车辆的乘员调节温度或在客舱中设置特定温度。但是应当理解的是，尽管图2仅显示了两个传感器220、222和一个用户界面224，任意数量的传感器和用户界面结合到图2的热控制系统中。
热控器200还可以通过网络210与热热力循环线路100'通信。热力循环线路100'可以具有与图1的热力循环线路100相同的组件和配置。控制器200可以将控制信号发送到热力循环线路100以调节热力循环线路100的操作模式。
处理器204可以执行存储在存储器202和/或存储器206中的计算机指令(程序代码)，并且可以根据本公开中描述的示例性技术执行功能。存储器202和存储器206可以是任何适当类型的包括用于存储处理器204可能需要操作的任何类型的信息的大容量存储器。存储器202和存储器206可以是易失性或非易失性的，磁性的，半导体的，磁带存储，光存储器，卸除式存储器，非卸除式存储器或其他类型的存储设备或有形的(即，非暂时性的)计算机可读介质，包括但不限于：ROM，快闪存储器，动态RAM和静态RAM。存储器202和/或存储器206可以被用于存储可以由处理器204执行以执行本申请中公开的示例性热管理功能的一个或多个计算机程序。例如，存储器202和/或存储器206可以被用于存储可以由处理器204执行以确定热力循环线路100'的操作模式并且特别是热力循环线路中的阀的设置的程序。这些程序也可以由处理器204执行，以基于控制器200从一个或多个传感器220、222和用户界面224接收的信息，根据热力循环线路100'的一种操作模式将阀设置为设定值。
在一些实施例中，处理器200可以控制热电路100'进入所公开的操作模式之一。例如，当电池的温度传感器220检测到电池过热时，它可以通过网络210向控制器100发送信号。然后，控制器100中的处理器202可以确定电池组需要冷却，并且，继而，通过网络210向热电路100'发送命令，以将热电路100'设置为上述第二，第三或第四操作模式之一。
作为另一个示例，车辆需要在寒冷的天气下启动。特征之一可以是车辆在近端或从远程源(例如，便携式信息终端)接收启动信号。为了确保电池处于理想的工作温度范围内，并确保客舱足够温暖以供占用。热控制器200可以响应于启动信号将热电路设置为第一操作模式。如上所述，第一操作模式为电池组和乘客舱提供热量。
如图2所示，存储器202和/或存储器206可以进一步被用于存储处理器204所使用的信息和数据。存储器202和/或存储器206可以被用于存储指定期望的加热或冷却量的一个或多个功能以及各种数据。在一些实施例中，存储器202和/或存储器206还可以在热力循环线路中存储由温度/压力传感器产生的传感器数据，该数据可以由处理器204进一步处理以用于其他用途。
通信接口208可被用于促进热控制器200与集成驱动器/制动系统的其他组件之间的通信。例如，通信接口208可以接收由传感器220、222生成的信号，并且将该信号发送到处理器204以进行进一步处理。通信接口208还可将命令输出到热力循环线路100′或热力系统的其他组件，以调节阀和其他组件的设置。
车载网络210可以是有线网络，无线局域网(例如，蓝牙，WiFi，近场通信(NFC)等)。在一些实施例中，车载网络210还可以连接到诸如蜂窝网络，因特网等的外部网络，以与车辆外部的设备通信信息。还可以考虑提供用于传输数据的介质的其他已知通信方法。
尽管已经参考附图充分描述了本申请的实施例，但是应当注意的是各种改变和修改对于本领域技术人员将变得显而易见。这样的改变和修改应被理解为包括在由所附权利要求限定的本公开的实施例的范围内。

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1.一种车辆的热力系统，其特征在于：包括热交换器(104)；蓄能器(110)；压缩机(108)；机舱蒸发器(112)；机舱冷凝器(114)；和电池(102)；所述热交换器(104)，蓄能器(110)，压缩机(108)，机舱蒸发器(112)，机舱冷凝器(114)和电池(102)相互连接，以允许制冷剂加热并直接在单个封闭且连接的回路中冷却车辆客舱和电池(102)，而无需任何专用热交换器；并且通过多个阀的设置来控制车厢和电池的加热和冷却。
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