CN112046242A - Thermal management system and electric automobile - Google Patents

Thermal management system and electric automobile Download PDF

Info

Publication number
CN112046242A
CN112046242A CN202010817609.3A CN202010817609A CN112046242A CN 112046242 A CN112046242 A CN 112046242A CN 202010817609 A CN202010817609 A CN 202010817609A CN 112046242 A CN112046242 A CN 112046242A
Authority
CN
China
Prior art keywords
heat exchanger
circulation subsystem
coolant
battery
refrigerant circulation
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202010817609.3A
Other languages
Chinese (zh)
Inventor
于艳翠
赵桓
沈军
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Gree Electric Appliances Inc of Zhuhai
Original Assignee
Gree Electric Appliances Inc of Zhuhai
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Gree Electric Appliances Inc of Zhuhai filed Critical Gree Electric Appliances Inc of Zhuhai
Priority to CN202010817609.3A priority Critical patent/CN112046242A/en
Publication of CN112046242A publication Critical patent/CN112046242A/en
Pending legal-status Critical Current

Links

Images

Classifications

    • 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
    • B60H1/00321—Heat exchangers for air-conditioning devices
    • B60H1/00342—Heat exchangers for air-conditioning devices of the liquid-liquid type
    • 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
    • B60H1/00485—Valves for air-conditioning devices, e.g. thermostatic valves
    • 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
    • B60H1/00507—Details, e.g. mounting arrangements, desaeration devices
    • B60H1/00557—Details of ducts or cables
    • B60H1/00571—Details of ducts or cables of liquid ducts, e.g. for coolant liquids or refrigerants
    • 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
    • B60H1/04—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant from cooling liquid of the plant
    • B60H1/06—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant from cooling liquid of the plant directly from main radiator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
    • 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
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/63—Control systems
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
    • H01M10/663—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
    • B60K2001/005—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric storage means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
    • B60K2001/006—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric motors
    • 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using 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
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Thermal Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Physics & Mathematics (AREA)
  • Manufacturing & Machinery (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention provides a heat management system and an electric automobile, wherein the heat management system comprises a compartment refrigerant circulation subsystem, a battery secondary refrigerant circulation subsystem and a motor secondary refrigerant circulation subsystem, the compartment refrigerant circulation subsystem comprises a first heat exchanger, a second heat exchanger and a third heat exchanger, the first heat exchanger, the second heat exchanger and the third heat exchanger are connected in parallel through pipelines, the third heat exchanger is connected in series with the first heat exchanger and the second heat exchanger through pipelines, the battery secondary refrigerant circulation subsystem and the compartment refrigerant circulation subsystem form heat exchange through the second heat exchanger, and the motor secondary refrigerant circulation subsystem and the compartment refrigerant circulation subsystem form heat exchange through the third heat exchanger. According to the thermal management system and the electric automobile, on one hand, the defects of carriage heating capacity under the low-temperature working condition can be compensated by fully utilizing the waste heat of the motor and the battery, on the other hand, the temperature control precision and speed of the battery can be improved, the energy efficiency of the battery is improved, and the temperature difference of the battery is reduced.

Description

Thermal management system and electric automobile
Technical Field
The invention belongs to the technical field of air conditioning, and particularly relates to a thermal management system and an electric automobile.
Background
The pure electric vehicle has zero fuel consumption, low use cost and good market prospect, and is favored by numerous enterprises. The existing pure electric vehicle has the problems of short endurance mileage and the fundamental reason that the working temperature of the battery influences the charge-discharge capacity and the service life of the battery, and particularly under the condition of lower temperature, the performance is seriously attenuated, and the pure electric vehicle cannot output enough power to drive a motor to normally work. Meanwhile, the temperature of the driving motor cannot be too high, the efficiency of the motor can be reduced due to the fact that the internal temperature of the motor is too high, the coil in the motor can be ablated even due to the fact that the coil is short-circuited under severe conditions, and the problem that the low-temperature heating capacity of the automobile air conditioner is insufficient is solved. Therefore, a set of efficient whole vehicle thermal management system is urgently needed to be developed, an air conditioning system, a battery thermal management system and a driving motor cooling system are integrated into the whole vehicle thermal management system, the energy utilization rate is improved, and the endurance mileage is increased.
Disclosure of Invention
Therefore, the technical problem to be solved by the invention is to provide a thermal management system and an electric vehicle, wherein a battery secondary refrigerant circulation subsystem and a motor secondary refrigerant circulation subsystem respectively form heat exchange with a compartment refrigerant circulation subsystem through a second heat exchanger and a third heat exchanger, so that on one hand, the deficiency of compartment heating capacity under a low-temperature working condition can be compensated by fully utilizing the residual heat of a motor and a battery, on the other hand, the temperature control precision and speed of the battery can be improved, the energy efficiency of the battery is improved, and the temperature difference of the battery is reduced.
In order to solve the above problems, the present invention provides a thermal management system, which includes a vehicle cabin refrigerant circulation subsystem, a battery secondary refrigerant circulation subsystem, and a motor secondary refrigerant circulation subsystem, wherein the vehicle cabin refrigerant circulation subsystem includes a first heat exchanger, a second heat exchanger, and a third heat exchanger, which are connected in parallel via pipelines, and are connected in series via pipelines, the battery secondary refrigerant circulation subsystem forms heat exchange with the vehicle cabin refrigerant circulation subsystem via the second heat exchanger, and the motor secondary refrigerant circulation subsystem forms heat exchange with the vehicle cabin refrigerant circulation subsystem via the third heat exchanger.
Preferably, the pipelines of the battery coolant circulation subsystem and the motor coolant circulation subsystem are in a through connection through a first four-way valve, and when the first four-way valve is in a first switching position, the coolant of the battery coolant circulation subsystem and the coolant of the motor coolant circulation subsystem respectively and independently flow; and when the first four-way valve is positioned at a second switching position, the secondary refrigerant of the battery secondary refrigerant circulation subsystem and the secondary refrigerant of the motor secondary refrigerant circulation subsystem flow in a penetrating way.
Preferably, the motor secondary refrigerant circulation subsystem comprises a motor to-be-cooled part and a first water pump, and the first water pump, a first secondary refrigerant pipeline, a first four-way valve, a second secondary refrigerant pipeline, a third heat exchanger, a third secondary refrigerant pipeline, the motor to-be-cooled part and a fourth secondary refrigerant pipeline are sequentially connected end to form the motor secondary refrigerant circulation subsystem; and/or the battery secondary refrigerant circulation subsystem comprises a battery and a second water pump, and the second water pump, a fifth secondary refrigerant pipeline, a first four-way valve, a sixth secondary refrigerant pipeline, a second heat exchanger, a seventh secondary refrigerant pipeline, the battery and an eighth secondary refrigerant pipeline are sequentially connected end to form the battery secondary refrigerant circulation subsystem; and or, the cabin refrigerant circulation subsystem further comprises a compressor, a second four-way valve, a first throttling element and a second throttling element, so that the cabin refrigerant circulation subsystem is configured to be a refrigerating and heating system, and the first throttling element and the second throttling element are respectively arranged in a one-to-one correspondence manner with the first heat exchanger and the second heat exchanger.
Preferably, a gas-liquid separator is arranged at the air suction port of the compressor.
Preferably, the motor secondary refrigerant circulation subsystem further comprises a three-way valve and an external heat exchanger, wherein the three-way valve is located on the second secondary refrigerant pipeline, so that secondary refrigerant in the motor secondary refrigerant circulation subsystem can pass through the second secondary refrigerant pipeline or pass through the external heat exchanger to communicate the third heat exchanger with the first four-way valve.
Preferably, an expansion water tank is further arranged on a pipeline between the third heat exchanger and the three-way valve.
Preferably, the component to be cooled by the motor comprises at least one of a driving motor, a motor driver and a charger.
Preferably, when the cabin refrigerant circulation subsystem and the battery coolant circulation subsystem operate simultaneously, and the cabin refrigerant circulation subsystem operates in a heating mode, the refrigerant in the second heat exchanger flows in the opposite direction to the coolant; when the compartment refrigerant circulation subsystem operates in a cooling mode, the refrigerant in the second heat exchanger and the secondary refrigerant flow in the same direction.
Preferably, when the cabin refrigerant circulation subsystem and the motor-driven refrigerant circulation subsystem operate simultaneously, and the cabin refrigerant circulation subsystem operates in a heating mode, the refrigerant in the third heat exchanger flows in the opposite direction to the secondary refrigerant; when the compartment refrigerant circulation subsystem operates in a cooling mode, the refrigerant in the third heat exchanger and the secondary refrigerant flow in the same direction.
The invention further provides an electric automobile which comprises the thermal management system.
The battery secondary refrigerant circulating subsystem and the motor secondary refrigerant circulating subsystem respectively form heat exchange with the compartment refrigerant circulating subsystem through the second heat exchanger and the third heat exchanger, so that on one hand, the deficiency of the compartment heating capacity under the low-temperature working condition can be compensated by fully utilizing the residual heat of the motor and the battery, the heating efficiency and the heating comfort of air-conditioning heating (namely heating in the compartment) can be further improved, on the other hand, the battery can be heated or cooled by starting the compartment refrigerant circulating subsystem under some conditions, the temperature control precision and speed of the battery can be improved, the battery energy efficiency is improved, and the temperature difference of the battery is reduced, and further, the heat management system realizes the organic integration of thermal coupling (heat exchange) of the compartment refrigerant circulating subsystem, the battery secondary refrigerant circulating subsystem and the motor secondary refrigerant circulating subsystem, the cost, weight and occupied volume can be greatly reduced.
Drawings
FIG. 1 is a schematic structural diagram of a thermal management system according to an embodiment of the present invention;
FIG. 2 is a coolant flow diagram of a thermal management system employing an exterior heat exchanger according to an embodiment of the present invention, wherein the coolant in the battery coolant circulation subsystem and the motor coolant circulation subsystem are independent of each other;
FIG. 3 is a coolant flow diagram of the thermal management system of an embodiment of the present invention without the use of an exterior heat exchanger, wherein the coolant in the battery coolant circulation subsystem and the motor coolant circulation subsystem are independent of one another;
FIG. 4 is a coolant flow diagram of the thermal management system of the embodiment of the present invention when an external heat exchanger is employed, wherein the battery coolant circulation subsystem is in communication with the coolant in the motor coolant circulation subsystem;
fig. 5 is a coolant flow diagram of the thermal management system of an embodiment of the present invention without the use of an exterior heat exchanger, where the battery coolant circulation subsystem is in communication with the coolant in the electric motor coolant circulation subsystem.
The reference numerals are represented as:
11. a first heat exchanger; 12. a second heat exchanger; 13. a third heat exchanger; 14. a compressor; 15. a second four-way valve; 16. a first throttling element; 17. a second throttling element; 18. a gas-liquid separator; 2. a first four-way valve; 31. a first water pump; 32. a three-way valve; 33. an exterior heat exchanger; 34. an expansion tank; 35. a drive motor; 36. a motor driver; 37. a charger; 41. a battery; 42. a second water pump; 301. a first coolant line; 302. a second coolant line; 303. a third coolant line; 304. a fourth coolant line; 305. a fifth coolant line; 306. a sixth coolant line; 307. a seventh secondary refrigerant line; 308. an eighth coolant line.
Detailed Description
Referring collectively to fig. 1-5, in accordance with an embodiment of the present invention, there is provided a thermal management system comprising a cabin refrigerant circulation subsystem, a battery coolant circulation subsystem, an electric motor coolant circulation subsystem, wherein, the compartment refrigerant circulating subsystem (also referred to as an air-conditioning operation system) comprises a first heat exchanger 11 and a second heat exchanger 12 which are connected in parallel by pipelines (when the compartment refrigerant circulating subsystem is in a cooling mode, the first heat exchanger 11 and the second heat exchanger 12 can be used as evaporators), and a third heat exchanger 13 which is connected with the first heat exchanger 11 and the second heat exchanger 12 in series by pipelines, the battery coolant circulation subsystem is in heat exchange with the cabin coolant circulation subsystem via the second heat exchanger 12, the motor secondary refrigerant circulation subsystem and the compartment refrigerant circulation subsystem form heat exchange through the third heat exchanger 13. In the technical scheme, the battery secondary refrigerant circulation subsystem and the motor secondary refrigerant circulation subsystem respectively form heat exchange with the compartment refrigerant circulation subsystem through the second heat exchanger 12 and the third heat exchanger 13, so that on one hand, the waste heat of the motor and the battery can be fully utilized to compensate the deficiency of the compartment heating capacity under the low-temperature working condition, and further the heating efficiency and the heating comfort of air-conditioning heating (namely heating in the compartment) can be improved, on the other hand, the compartment refrigerant circulation subsystem can be started to heat or cool the battery under some conditions, the accuracy and the speed of battery temperature control can be improved, the battery energy efficiency is improved, and the battery temperature difference is reduced, and further, the heat management system of the invention realizes the organic integration of thermal coupling (heat exchange) of the compartment refrigerant circulation subsystem, the battery secondary refrigerant circulation subsystem and the motor secondary refrigerant circulation subsystem, the cost, weight and occupied volume can be greatly reduced.
Furthermore, the pipelines of the battery secondary refrigerant circulation subsystem and the motor secondary refrigerant circulation subsystem are in through connection through a first four-way valve 2, and when the first four-way valve 2 is at a first switching position, secondary refrigerants of the battery secondary refrigerant circulation subsystem and the motor secondary refrigerant circulation subsystem respectively and independently flow; when the first four-way valve 2 is in a second switching position, the secondary refrigerant of the battery secondary refrigerant circulation subsystem and the secondary refrigerant of the motor secondary refrigerant circulation subsystem flow in a penetrating way. In the technical scheme, the design of the first four-way valve 2 enables the battery secondary refrigerant circulation subsystem and the motor secondary refrigerant circulation subsystem to form different arrangement modes, for example, the battery secondary refrigerant circulation subsystem and the motor secondary refrigerant circulation subsystem are independent or communicated with each other, so that the battery is cooled or heated to form a double-loop design, and the safety of the battery can be remarkably guaranteed. It can be further understood that the dual-loop design in this embodiment can be adapted to different cooling requirements or working conditions to a greater extent, for example, in a transitional season, the vehicle compartment may not have a cooling or heating requirement, and at this time, the first four-way valve 2 is controlled to be in the second switching position, so that the large circulation of the coolant can be used to form effective temperature adjustment for the battery, and in a winter season or a summer season, the vehicle compartment needs to be heated or cooled, and at this time, the first four-way valve 2 is controlled to be in the first switching position, so that the coolant can be used to form effective temperature adjustment for the battery.
Specifically, referring to fig. 1, the motor secondary refrigerant circulation subsystem includes a component to be cooled by the motor and a first water pump 31, and the first water pump 31, a first secondary refrigerant pipeline 301, a first four-way valve 2, a second secondary refrigerant pipeline 302, a third heat exchanger 13, a third secondary refrigerant pipeline 303, the component to be cooled by the motor and a fourth secondary refrigerant pipeline 304 are sequentially connected end to form the motor secondary refrigerant circulation subsystem; and/or the battery coolant circulation subsystem comprises a battery 41 and a second water pump 42, and the second water pump 42, a fifth coolant pipeline 305, a first four-way valve 2, a sixth coolant pipeline 306, a second heat exchanger 12, a seventh coolant pipeline 307, the battery 41 and an eighth coolant pipeline 308 are sequentially connected end to form the battery coolant circulation subsystem; and or, the cabin refrigerant circulation subsystem further comprises a compressor 14, a second four-way valve 15, a first throttling element 16, a second throttling element 17, so as to configure the cabin refrigerant circulation subsystem as a cooling and heating system, wherein the first throttling element 16 (for example, an electronic expansion valve) and the second throttling element 17 (for example, an electronic expansion valve) are respectively arranged in one-to-one correspondence with the first heat exchanger 11 and the second heat exchanger 12. The second four-way valve 15 switches different flow paths to realize the switching between cooling and heating of the vehicle compartment refrigerant circulation subsystem, and the first throttling element 16 and the second throttling element 17 are respectively arranged corresponding to the first heat exchanger 11 and the second heat exchanger 12, so that whether the refrigerants in the first heat exchanger 11 and the second heat exchanger 12 circulate or not can be effectively controlled, for example, when the vehicle compartment temperature does not need to be adjusted and the battery temperature needs to be adjusted, the compressor 14 can be operated, meanwhile, the opening degree of the first throttling element 16 is reduced to 0, so that only the heat or the cold of the compressor 14 is utilized to exchange heat with the secondary refrigerant in the battery secondary refrigerant circulation subsystem, the efficient temperature control of the battery is realized, and similarly, when the vehicle compartment temperature needs to be adjusted and the battery temperature does not need to be adjusted, the compressor 14 can be operated, and simultaneously, the opening degree of the second throttling element 17 is reduced to 0, so that only the temperature control function of the secondary refrigerant in the battery secondary refrigerant circulation subsystem is utilized instead of utilizing the heat or cold of the compressor 14 to carry out heat exchange with the secondary refrigerant in the battery secondary refrigerant circulation subsystem.
In order to prevent the phenomenon of liquid entrainment in the air suction of the compressor 14, it is preferable that a gas-liquid separator 18 is provided at the air suction of the compressor 14.
Further, the motor coolant circulation subsystem further comprises a three-way valve 32 and an exterior heat exchanger 33, wherein the three-way valve 32 is located on the second coolant pipeline 302, so that the coolant in the motor coolant circulation subsystem can pass through the second coolant pipeline 302 or pass through the exterior heat exchanger 33 to connect the third heat exchanger 13 with the first four-way valve 2. In this technical solution, by providing the exterior heat exchanger 33 and by switching the three-way valve 32, the thermal management system can select whether to use the exterior heat exchanger 33 to release or absorb heat from the coolant in the system according to actual requirements.
An expansion water tank 34 is further arranged on a pipeline between the third heat exchanger 13 and the three-way valve 32, so that an expansion space can be provided when the temperature of the secondary refrigerant in the motor secondary refrigerant circulation subsystem is high, and further, the secondary refrigerant in the secondary refrigerant pipeline is prevented from being over-high in pressure and damaging parts along the pipeline.
The motor to-be-cooled part comprises at least one of a driving motor 35, a motor driver 36 and a charger 37.
The problem that the ordinary pure electric vehicle has is that the endurance mileage is low due to low temperature of the battery in winter, so that the system focuses on the condition of heating the battery in winter; as compared to summer, the problem of downstream flow is less, and based on this phenomenon, it is preferable that the refrigerant in the second heat exchanger 12 flows in the opposite direction to the coolant when the cabin refrigerant circulation subsystem operates in the heating mode while the cabin refrigerant circulation subsystem operates simultaneously with the battery coolant circulation subsystem; when the compartment refrigerant circulation subsystem operates in a cooling mode, the refrigerant in the second heat exchanger 12 and the secondary refrigerant flow in the same direction; when the compartment refrigerant circulation subsystem and the motor-driven refrigerant circulation subsystem operate simultaneously and the compartment refrigerant circulation subsystem operates in a heating mode, the refrigerant in the third heat exchanger 13 and the secondary refrigerant flow in opposite directions; when the cabin refrigerant circulation subsystem operates in a cooling mode, the refrigerant in the third heat exchanger 13 flows in the same direction as the coolant. That is, when the refrigerant circulation subsystem of the vehicle compartment operates in the heating mode, the second heat exchanger 12 and the third heat exchanger 13 both perform countercurrent heat exchange, so that the heat exchange efficiency between the secondary refrigerant and the refrigerant can be improved.
The technical solution of the present invention is further described below with reference to the accompanying drawings.
As shown in fig. 1, in the vehicle compartment refrigerant circulation subsystem, the opening degrees of the first throttle element 16 and the second throttle element 17 are controlled in the cooling mode and the heating mode, and the first heat exchanger 11 and the second heat exchanger 12 → the gas-liquid separator 18 → the compressor 14 can be operated at different times by controlling the opening degrees of the first throttle element 16 and the second throttle element 17 in the cooling mode and the heating mode, so that the first heat exchanger 11 and the second heat exchanger 12 can be operated at different times, while the refrigerant flows in the cooling mode from the suction port of the compressor 14, to the compressor 14 → the second four-way valve 15 → the third heat exchanger 13 → the first throttle element 16 and the second throttle element 17 → the first heat exchanger 11 and the second heat exchanger 12 → the second four-way valve 15 → the gas-liquid separator 18 → the compressor 14.
As shown in fig. 2 and 3, the battery coolant circulation subsystem can be understood as having 2 circuits for internal circulation and external circulation. The internal circulation is used for carrying out thermal management on the battery 41, and the flow direction of the secondary refrigerant is the second water pump 42 → the first four-way valve 2 → the second heat exchanger 12 → the battery 41 → the second water pump 42 by taking the inlet of the second water pump 42 as a starting point; the external circulation performs thermal management on the driving motor 35, the motor driver 36 and the charger 37, and the flow direction of the coolant is the first water pump 31 → the charger 37 → the motor controller 36 → the driving motor 35 → the third heat exchanger 13 → the expansion tank 34 → the three-way valve 32 → the exterior heat exchanger 33 (or the second coolant pipeline 302) → the first four-way valve 2 → the first water pump 31, with the inlet of the first water pump 31 as a starting point.
Referring specifically to fig. 2, the heat pipes of the batteries 41 exchange heat between the coolant and the refrigerant to maintain the temperature of the batteries within a reasonable range. If the temperature of the internal circulation battery exceeds the upper limit of the normal working temperature, the air conditioner operates in a refrigeration mode, the flow direction of media on two sides in the second heat exchanger 12 is concurrent flow, and the flow rates of the refrigerant and the secondary refrigerant are respectively adjusted by controlling the opening degree of the second throttling element 17 and the frequency of the second water pump 42, so that the temperature of the secondary refrigerant is reduced to a target value to cool the battery. At this time, the third heat exchanger 13 is cooled by the externally circulated coolant, and then heat is released by the externally installed heat exchanger 33, and then the motor system (including the above-mentioned driving motor 35, the motor driver 36, and the charger 37) is cooled. If the temperature of the internal circulation battery is lower than the lower limit of the normal working temperature, the air conditioner operates in a heating mode, the flow directions of media on two sides in the second heat exchanger 12 are in counter flow, and the flow rates of the refrigerant and the secondary refrigerant are respectively adjusted by controlling the opening degree of the second throttling element 17 and the frequency of the second water pump 42, so that the temperature of the secondary refrigerant is increased to a target value to heat the battery. At this time, the external circulation coolant transfers the heat dissipating capacity of the motor system and the heat of the external heat source to the third heat exchanger 13, and the waste heat is utilized.
As shown in fig. 3, the externally circulated coolant exits the three-way valve 32 without passing through the exterior heat exchanger 33, but bypasses the first four-way valve 2 to enter the motor system branch. The circulation is suitable for the condition that the requirement of the carriage heating capacity and the battery heating capacity is small, namely, the waste heat recovery of the motor system meets the requirement of the carriage heating capacity and the battery heating capacity, and heat is not required to be taken from the environment.
As shown in fig. 4 and 5, showing the situation where the coolant in the battery coolant circulation subsystem and the motor coolant circulation subsystem is connected in series, the coolant flows from the inlet of the second water pump 42 as a starting point, and the second water pump 42 → the first four-way valve 2 → the first water pump 31 → the charger 37 → the motor controller 36 → the driving motor 35 → the third heat exchanger 13 → the expansion tank 34 → the three-way valve 32 → the exterior heat exchanger 33 (or bypass) → the first four-way valve 2 → the second heat exchanger 12 → the battery 41 → the second water pump 42.
Referring specifically to fig. 4, the battery 41 and the motor system are thermally managed in series, and the coolant exchanges heat with the coolant only at the third heat exchanger 13, maintaining the normal temperature of the battery and the motor system. If the temperature of the battery exceeds the upper limit of the normal working temperature, the battery needs to be cooled, and the flow direction of the secondary refrigerant is as above, so that the heat productivity of the battery 41 and the heat of the heat source of the environment outside the vehicle are transmitted to the third heat exchanger 13, and the heating capacity in the vehicle compartment is improved for heat recovery; in addition, if the motor works, the heat productivity of the battery, the heat dissipation capacity of the motor system and the heat of the heat source outside the vehicle are transmitted to the third heat exchanger 13, so that the heating capacity in the vehicle compartment is further improved, and the condition is suitable for transition seasons. The calorific value of the battery can also be transmitted to the exterior heat exchanger 33, i.e. the third heat exchanger 13 does not work, which is the case for summer charging; in addition, if the motor is operated, the heat generation amount of the battery and the heat dissipation amount of the motor system are transmitted to the exterior heat exchanger 33, that is, the third heat exchanger 13 is not operated, which is suitable for the transition season. If the battery temperature is below the lower limit of normal operating temperature, the battery needs to be heated and coolant flows as described above. The secondary refrigerant absorbs heat from the motor system, releases heat through the third heat exchanger 13, absorbs ambient heat through the heat exchanger 33 outside the vehicle, and then enters the battery branch to heat the battery through the reversing of the first four-way valve 2.
Referring specifically to fig. 5, the externally circulated coolant exits the three-way valve 32 without passing through the exterior heat exchanger 33, but bypasses the first four-way valve 2 to enter the battery branch. If the battery 41 needs to be cooled, the heat generation amount of the battery 41 and the heat dissipation amount of the motor system are transmitted to the third heat exchanger 13, and the heating amount in the vehicle compartment is further increased. This condition is applicable to the little condition of carriage heating capacity demand, and battery and motor system's waste heat recovery satisfies the carriage heating capacity promptly, need not get the heat from the environment again. If the battery needs to be heated, the secondary refrigerant absorbs heat from the motor system and then enters the battery branch circuit through a series of parts after being reversed by the first four-way valve 2 to heat the battery, and at the moment, the third heat exchanger 13 does not work. The condition is suitable for the heat dissipation capacity of the motor system to meet the heating capacity of the battery, and the motor system is applied to the initial starting stage of the pure electric vehicle in winter.
According to an embodiment of the invention, an electric automobile is also provided, which comprises the thermal management system.
It is readily understood by a person skilled in the art that the advantageous ways described above can be freely combined, superimposed without conflict.
The present invention is not limited to the above preferred embodiments, and any modifications, equivalent substitutions and improvements made within the spirit and principle of the present invention should be included in the protection scope of the present invention. The above is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, several improvements and modifications can be made without departing from the technical principle of the present invention, and these improvements and modifications should also be regarded as the protection scope of the present invention.

Claims (10)

1. The heat management system is characterized by comprising a compartment refrigerant circulation subsystem, a battery secondary refrigerant circulation subsystem and a motor secondary refrigerant circulation subsystem, wherein the compartment refrigerant circulation subsystem comprises a first heat exchanger (11), a second heat exchanger (12) and a third heat exchanger (13), pipelines of the first heat exchanger (11) and the second heat exchanger (12) are connected in parallel, the third heat exchanger (13) is connected in series with the first heat exchanger (11) and the second heat exchanger (12) in a pipeline mode, the battery secondary refrigerant circulation subsystem and the compartment refrigerant circulation subsystem form heat exchange through the second heat exchanger (12), and the motor secondary refrigerant circulation subsystem and the compartment refrigerant circulation subsystem form heat exchange through the third heat exchanger (13).
2. The thermal management system according to claim 1, wherein the conduits of the battery coolant circulation subsystem and the motor coolant circulation subsystem are in a through connection via a first four-way valve (2), and when the first four-way valve (2) is in a first switching position, the coolant of the battery coolant circulation subsystem and the coolant of the motor coolant circulation subsystem flow independently; when the first four-way valve (2) is in a second switching position, the secondary refrigerant of the battery secondary refrigerant circulation subsystem and the secondary refrigerant of the motor secondary refrigerant circulation subsystem flow in a penetrating way.
3. The thermal management system of claim 2, wherein the electric motor coolant circulation subsystem comprises an electric motor component to be cooled and a first water pump (31), and the first water pump (31), a first coolant pipeline (301), a first four-way valve (2), a second coolant pipeline (302), a third heat exchanger (13), a third coolant pipeline (303), the electric motor component to be cooled and a fourth coolant pipeline (304) are sequentially connected end to form the electric motor coolant circulation subsystem; and/or the battery coolant circulation subsystem comprises a battery (41) and a second water pump (42), wherein the second water pump (42), a fifth coolant pipeline (305), a first four-way valve (2), a sixth coolant pipeline (306), a second heat exchanger (12), a seventh coolant pipeline (307), the battery (41) and an eighth coolant pipeline (308) are sequentially connected end to form the battery coolant circulation subsystem; and or the compartment refrigerant circulation subsystem further comprises a compressor (14), a second four-way valve (15), a first throttling element (16) and a second throttling element (17) so as to configure the compartment refrigerant circulation subsystem into a refrigerating and heating system, wherein the first throttling element (16) and the second throttling element (17) are respectively arranged corresponding to the first heat exchanger (11) and the second heat exchanger (12) one by one.
4. A thermal management system according to claim 3, characterized in that a gas-liquid separator (18) is provided at the suction of the compressor (14).
5. The thermal management system of claim 3, wherein the electric coolant circulation subsystem further comprises a three-way valve (32), an offboard heat exchanger (33), the three-way valve (32) being positioned on the second coolant line (302) such that coolant in the electric coolant circulation subsystem can pass the third heat exchanger (13) through the second coolant line (302) or through the offboard heat exchanger (33) to communicate with the first four-way valve (2).
6. The thermal management system according to claim 5, characterized in that an expansion tank (34) is also provided on the line between the third heat exchanger (13) and the three-way valve (32).
7. The thermal management system according to claim 3, wherein the electric machine component to be cooled comprises at least one of a drive motor (35), a motor driver (36), and a charger (37).
8. The thermal management system of claim 1 wherein the cabin refrigerant circulation subsystem is operating simultaneously with the battery coolant circulation subsystem, and wherein the refrigerant in the second heat exchanger (12) flows in a direction opposite to the coolant flow when the cabin refrigerant circulation subsystem is operating in the heating mode; when the cabin refrigerant circulation subsystem operates in a cooling mode, the refrigerant in the second heat exchanger (12) flows in the same direction as the secondary refrigerant.
9. The thermal management system of claim 1 wherein the cabin refrigerant circulation subsystem is operated simultaneously with the electric cabin refrigerant circulation subsystem, and wherein refrigerant in the third heat exchanger (13) flows in a direction opposite to the coolant flow when the cabin refrigerant circulation subsystem is operating in the heating mode; when the cabin refrigerant circulation subsystem operates in a cooling mode, the refrigerant in the third heat exchanger (13) and the secondary refrigerant flow in the same direction.
10. An electric vehicle comprising a thermal management system, wherein the thermal management system is according to any one of claims 1 to 9.
CN202010817609.3A 2020-08-14 2020-08-14 Thermal management system and electric automobile Pending CN112046242A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202010817609.3A CN112046242A (en) 2020-08-14 2020-08-14 Thermal management system and electric automobile

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202010817609.3A CN112046242A (en) 2020-08-14 2020-08-14 Thermal management system and electric automobile

Publications (1)

Publication Number Publication Date
CN112046242A true CN112046242A (en) 2020-12-08

Family

ID=73599080

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202010817609.3A Pending CN112046242A (en) 2020-08-14 2020-08-14 Thermal management system and electric automobile

Country Status (1)

Country Link
CN (1) CN112046242A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113942425A (en) * 2021-11-23 2022-01-18 应雪汽车科技(常熟)有限公司 Electric automobile coupling thermal management system and working method thereof

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113942425A (en) * 2021-11-23 2022-01-18 应雪汽车科技(常熟)有限公司 Electric automobile coupling thermal management system and working method thereof

Similar Documents

Publication Publication Date Title
CN113442679B (en) Engineering machine and integrated thermal management system
CN113173050B (en) Thermal management system
CN112455180B (en) Hybrid vehicle thermal management system
CN112339614B (en) Collaborative management method suitable for fuel cell automobile thermal system
CN113237249B (en) Heat pump system, energy-saving control method of heat pump system and vehicle
CN111319514A (en) Thermal management system and new energy automobile
KR20220040791A (en) Heat pump system for vehicle
WO2023284356A1 (en) Thermal management system and electric vehicle
CN113173049B (en) Thermal management system
CN112046236A (en) Thermal management system, thermal management method and electric automobile
CN114683804A (en) Multisource heat pump system of electric vehicle
CN114435075A (en) Finished automobile thermal management system and method for pure electric commercial vehicle
CN114161997A (en) Double-electric-pile high-power hydrogen fuel cell automobile heat management system
CN116373531A (en) Electric automobile thermal management system and working method thereof
CN215153791U (en) Thermal management system and electric automobile
CN212289440U (en) Thermal management system and electric vehicle
CN216033622U (en) Integrated thermal management system and vehicle
CN112046239A (en) Thermal management system and electric automobile
CN112046237A (en) Thermal management system, control method and electric vehicle
CN212289436U (en) Thermal management system and electric automobile
CN111251807A (en) Whole car thermal management system and have its vehicle
CN113784859A (en) Thermal management system of vehicle and vehicle
CN112046242A (en) Thermal management system and electric automobile
CN218400117U (en) Vehicle thermal management system and vehicle
CN112158054A (en) Vehicle thermal management system and vehicle

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination