CN112158053A - Vehicle thermal management system and vehicle - Google Patents

Vehicle thermal management system and vehicle Download PDF

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Publication number
CN112158053A
CN112158053A CN202011052432.9A CN202011052432A CN112158053A CN 112158053 A CN112158053 A CN 112158053A CN 202011052432 A CN202011052432 A CN 202011052432A CN 112158053 A CN112158053 A CN 112158053A
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CN
China
Prior art keywords
flow path
coolant flow
port
way valve
coolant
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Pending
Application number
CN202011052432.9A
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Chinese (zh)
Inventor
尤古塔纳·贝努利
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Mind Electronics Appliance Co Ltd
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Mind Electronics Appliance Co Ltd
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Publication date
Application filed by Mind Electronics Appliance Co Ltd filed Critical Mind Electronics Appliance Co Ltd
Priority to CN202011052432.9A priority Critical patent/CN112158053A/en
Publication of CN112158053A publication Critical patent/CN112158053A/en
Pending legal-status Critical Current

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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00321—Heat exchangers for air-conditioning devices
    • 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
    • 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
    • B60H1/00485—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
    • B60H1/22—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The present disclosure relates to a vehicle thermal management system in which a first end of a first coolant flow path, a first end of a second coolant flow path, and a first end of a third coolant flow path communicate with each other, and a second end of the first coolant flow path selectively communicates with a second end of the third coolant flow path or a second end of the third coolant flow path; the heat exchanger is arranged in the air conditioning system and the first cooling liquid flow path at the same time, the first water pump, the heater and the battery pack are connected in series on the second cooling liquid flow path, and the second water pump and the equipment to be cooled of the vehicle are connected in series on the third cooling liquid flow path; the fourth cooling liquid flow path is provided with a warm air core body, the port A of the first three-way valve and the port B of the first three-way valve are positioned on the second cooling liquid flow path, the first end of the fourth cooling liquid flow path is communicated with the port C of the first three-way valve, and the second end of the fourth cooling liquid flow path is connected to the first cooling liquid flow path or the second cooling liquid flow path in a bypass mode.

Description

Vehicle thermal management system and vehicle
Technical Field
The disclosure relates to the technical field of vehicle thermal management, in particular to a vehicle thermal management system and a vehicle using the same.
Background
In vehicle thermal management systems, an air conditioning thermal management system, an electric machine and/or engine thermal management system, and a battery thermal management system are typically included. For an air-conditioning heat management system, when the ambient temperature is low, the air-conditioning heating capacity is poor, and the heating requirement of a passenger compartment is usually difficult to meet; for a motor or a thermal management system of the motor and an engine, the motor or the engine can generate heat in the process of driving a vehicle to run, and the motor or the engine needs to be cooled in a heat dissipation manner in order to ensure the normal running of the motor or the engine; for a battery thermal management system, in order to ensure that a battery pack can work in a proper temperature range, the battery pack with an excessively high temperature needs to be cooled, and the battery pack with an excessively low temperature needs to be heated.
Because the existing air conditioner thermal management system, the motor or the motor and engine thermal management system and the battery thermal management system operate independently, on one hand, the heat collection planning of the vehicle thermal management system is unreasonable, energy waste is caused, and on the other hand, the number of parts such as pipelines, valves and joints of the vehicle thermal management system is increased, and the cost is increased.
Disclosure of Invention
An object of the present disclosure is to provide a vehicle thermal management system and a vehicle using the same to overcome the problems in the related art.
In order to achieve the above object, the present disclosure provides a vehicle thermal management system including a first coolant flow path, a second coolant flow path, a third coolant flow path, a fourth coolant flow path, a first three-way valve, and a heat exchanger;
a first end of the first coolant flow path, a first end of the second coolant flow path, and a first end of the third coolant flow path are in communication with each other, and a second end of the first coolant flow path is selectively in communication with a second end of the third coolant flow path or a second end of the third coolant flow path;
the heat exchanger is arranged in an air conditioning system and the first cooling liquid flow path at the same time, the second cooling liquid flow path is connected with a first water pump, a heater and a battery pack in series, and the third cooling liquid flow path is connected with a second water pump and equipment to be cooled of a vehicle in series;
the fourth cooling liquid flow path is provided with a warm air core body, the port A of the first three-way valve and the port B of the first three-way valve are positioned on the second cooling liquid flow path, the first end of the fourth cooling liquid flow path is communicated with the port C of the first three-way valve, and the second end of the fourth cooling liquid flow path is connected to the first cooling liquid flow path or the second cooling liquid flow path in a bypass mode, so that the warm air core body, the first water pump and the heater can be connected in series to form a loop and are connected with the battery pack in parallel.
Optionally, the vehicle thermal management system further comprises a second three-way valve, the port a of the second three-way valve being in communication with the second end of the first coolant flow path, the port B of the second three-way valve being in communication with the second end of the second coolant flow path, and the port C of the second three-way valve being in communication with the second end of the third coolant flow path.
Optionally, the vehicle thermal management system further includes a fifth coolant flow path and a third three-way valve, and a radiator is disposed on the fifth coolant flow path;
the port a of the third three-way valve communicates with a first end of the fifth coolant flow path, the port B of the third three-way valve communicates with a first end of the third coolant flow path, the port C of the third three-way valve communicates with a first end of the first coolant flow path and a first end of the second coolant flow path, and the second end of the fifth coolant flow path communicates with a second end of the third coolant flow path and a port C of the second three-way valve.
Optionally, the second end of the fourth coolant flow path is connected to the first coolant flow path, the outlet of the first water pump is communicated with the inlet of the heater, the outlet of the heater is communicated with the port a of the first three-way valve, the port B of the first three-way valve is communicated with the inlet of the battery pack, the port C of the first three-way valve is communicated with the inlet of the warm air core, the warm air core outlet is connected to the downstream of the heat exchanger, and the outlet of the warm air core, the first end of the third coolant flow path and the inlet of the first water pump are communicated with each other.
Optionally, the second end of the fourth coolant flow path is connected to the second coolant flow path, the port a of the first three-way valve is communicated with the inlet of the first water pump, the outlet of the first water pump is communicated with the inlet of the heater, the outlet of the heater is communicated with the inlet of the warm air core and the inlet of the battery pack, the outlet of the warm air core is communicated with the port C of the first three-way valve, and the first end of the first coolant flow path, the first end of the third coolant flow path, and the port B of the first three-way valve are communicated with each other.
Optionally, a second end of the fourth coolant flow path is bypassed around the second coolant flow path, an outlet of the first water pump is communicated with an inlet of the heater, an outlet of the heater is communicated with the port a of the first three-way valve, the port B of the first three-way valve is communicated with an inlet of the battery pack, the port C of the first three-way valve is communicated with an inlet of the warm air core, and a second end of the first coolant flow path is selectively communicated with an outlet of the warm air core and an outlet of the battery pack, or communicated with a second end of the third coolant flow path.
Optionally, the device to be cooled comprises at least one of a motor, a charger, a motor controller, a DC-converter, and an engine.
Optionally, the first water pump is arranged to be able to pump coolant within the second coolant flow path from a first end of the second coolant flow path towards a second end of the second coolant flow path;
the second water pump is provided to be able to pump the coolant in the third coolant flow path from the first end of the third coolant flow path toward the second end of the third coolant flow path.
Optionally, the heat exchanger is a plate heat exchanger.
Through the technical scheme, the vehicle heat management system provided by the disclosure can realize cooling or heating for the battery pack by utilizing the cold quantity or the heat quantity of the air conditioning system so as to ensure that the battery pack can work in a suitable temperature range, and can utilize the heat quantity of the equipment to be cooled to increase the enthalpy of the refrigerant of the air conditioning system so as to improve the heating capacity of the air conditioning system in a low-temperature environment, so that the vehicle heat collection planning is reasonable, and the energy waste is avoided.
In addition, the first water pump, the heater and the warm air core body can be connected in series to form a loop by controlling the first three-way valve so as to realize heating of the passenger compartment; or the first water pump, the heater and the battery pack are connected in series to form a loop, so that the battery pack is heated by the heater; or the first water pump, the heater and the warm air core body are connected in series to form a loop, and the first water pump, the heater and the battery pack are connected in series to form another loop, so that heating of the passenger compartment and heating of the battery pack are achieved simultaneously. For a pure electric vehicle, the pure electric vehicle is not provided with an engine, so that the heating of the passenger compartment can not be realized by utilizing the waste heat of the engine, and the function of realizing the heating of the passenger compartment by the pure electric vehicle can be realized by arranging a heater and a warm air core body.
According to another aspect of the disclosure, a vehicle is provided that includes the vehicle thermal management system described above.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
FIG. 1 is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present disclosure, wherein an air conditioning system is not shown;
FIG. 2 is a schematic structural diagram of a vehicle thermal management system provided in another embodiment of the present disclosure, wherein an air conditioning system is not shown;
FIG. 3 is a schematic structural diagram of a vehicle thermal management system according to yet another embodiment of the present disclosure, wherein an air conditioning system is not shown;
FIG. 4 is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present disclosure, wherein the vehicle thermal management system is in an electric machine cooling mode, and thick solid lines and arrows indicate a flow path and a flow direction of a coolant in the mode;
FIG. 5 is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present disclosure, wherein the vehicle thermal management system is in a battery pack cooling mode, and thick solid lines and arrows indicate a flow path and a flow direction of a coolant in the battery pack cooling mode;
FIG. 6 is a schematic structural diagram of a vehicle thermal management system according to an embodiment of the present disclosure, wherein the vehicle thermal management system is in an electric machine and battery pack cooling mode, and thick solid lines and arrows indicate a flow path and a flow direction of a coolant in the cooling mode;
FIG. 7 is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present disclosure, wherein the vehicle thermal management system is in a battery pack active cooling or battery pack heating mode, and wherein thick solid lines and arrows indicate the flow path and direction of the coolant in this mode;
FIG. 8 is a schematic structural diagram of a vehicle thermal management system according to an embodiment of the present disclosure, wherein the vehicle thermal management system is in an electric machine cooling and battery pack active cooling mode, and thick solid lines and arrows indicate a flow path and a flow direction of a coolant in the mode;
FIG. 9 is a schematic structural diagram of a vehicle thermal management system provided by one embodiment of the present disclosure, wherein the vehicle thermal management system is in a passenger compartment heating mode, and wherein the bold solid lines and arrows indicate the flow paths and directions of the coolant in this mode;
FIG. 10 is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present disclosure, wherein the vehicle thermal management system is in a battery pack and passenger compartment heating mode, and wherein bold solid lines and arrows indicate the flow paths and directions of coolant in this mode;
fig. 11 is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the disclosure, wherein the vehicle thermal management system is in a waste heat recovery mode, and thick solid lines and arrows in the diagram indicate a flow path and a flow direction of a coolant in the waste heat recovery mode.
Description of the reference numerals
101-a first coolant flow path; 102-a second coolant flow path; 103-a third coolant flow path; 104-a fourth coolant flow path; 105-a heat exchanger; 106-a first water pump; 107-battery pack; 108-a second water pump; 109-equipment to be cooled; 1091-a motor; 1092-a charger; 110-a first three-way valve; 111-a heat sink; 112-a second three-way valve; 113-a heater; 114-a third three-way valve; 115-fifth coolant flow path; 116-warm air core.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
As shown in fig. 1-11, the present disclosure provides a vehicle thermal management system that includes a first coolant flow path 101, a second coolant flow path 102, a third coolant flow path 103, and a heat exchanger 105; a first end of the first cooling liquid flow path 101, a first end of the second cooling liquid flow path 102 and a first end of the third cooling liquid flow path 103 are communicated with each other, and a second end of the first cooling liquid flow path 101 is selectively communicated with a second end of the third cooling liquid flow path 103 or a second end of the third cooling liquid flow path 103; the heat exchanger 105 is provided in both the air conditioning system and the first coolant flow path 101, the first water pump 106, the heater 113, and the battery pack 107 are connected in series to the second coolant flow path 102, and the second water pump 108 and the equipment to be cooled 109 of the vehicle are connected in series to the third coolant flow path 103. That is, the first coolant flow path 101 may selectively form a circuit with the second coolant flow path 102 or a circuit with the third coolant flow path 103, so that the heat exchanger 105 located on the first coolant flow path 101 can be selectively connected in series to a circuit with the first water pump 106 and the battery pack 107 located on the second coolant flow path 102 or connected in series to a circuit with the equipment to be cooled 109 and the second water pump 108 located on the third coolant flow path 103.
Referring to fig. 7, when the second end of the first coolant flow path 101 communicates with the second end of the second coolant flow path 102, the first coolant flow path 101 and the second coolant flow path 102 form a circuit, and the first water pump 106 allows the coolant to circulate through the first coolant flow path 101 and the second coolant flow path 102. Because the heat exchanger 105 arranged on the first coolant flow path 101 is also simultaneously positioned in the air conditioning system, the coolant in the first coolant flow path 101 can exchange heat with a refrigerant in the air conditioning system through the heat exchanger 105, that is, the coolant in the first coolant flow path 101 can absorb heat of the refrigerant or release heat to the refrigerant in the heat exchanger 105, so that a coolant outlet of the heat exchanger 105 flows out low-temperature coolant or high-temperature coolant, and the low-temperature coolant or the high-temperature coolant flows into the second coolant flow path 102 under the action of the first water pump 106, so that the battery pack 107 arranged on the second coolant flow path 102 can be cooled or heated, and the purpose of cooling or heating the battery pack 107 by using the cold or heat of the air conditioning system is achieved.
Referring to fig. 11, when the second end of the first coolant flow path 101 communicates with the second end of the third coolant flow path 103, the first coolant flow path 101 and the third coolant flow path 103 form a single circuit, and the second water pump 108 allows the coolant to circulate through the first coolant flow path 101 and the third coolant flow path 103. When the cooling liquid in the third cooling liquid flow path 103 flows through the device to be cooled 109, the cooling liquid absorbs heat of the device to be cooled 109, so that the temperature of the device to be cooled 109 is reduced, the temperature of the cooling liquid is increased, the high-temperature cooling liquid with the increased temperature can flow into the first cooling liquid flow path 101 and enter the heat exchanger 105 under the action of the second water pump 108, and because the heat exchanger 105 is also simultaneously positioned in the air conditioning system, the high-temperature cooling liquid entering the heat exchanger 105 can release heat to a refrigerant of the air conditioning system in the heat exchanger 105, so that enthalpy of the refrigerant is increased, and the temperature of the refrigerant is increased. When the ambient temperature is low, the heat absorbed by the refrigerant from the environment is limited, and the enthalpy of the refrigerant is increased by using the heat of the equipment to be cooled 109, so that the temperature of the refrigerant can be increased, and the heating capacity of the air conditioning system in a low-temperature environment is improved.
In other words, through the technical scheme, the vehicle thermal management system provided by the disclosure can cool or heat the battery pack 107 by using the cold or heat of the air conditioning system to ensure that the battery pack 107 can work in a proper temperature range, and can increase the enthalpy of the refrigerant of the air conditioning system by using the heat of the equipment to be cooled 109 to improve the heating capacity of the air conditioning system in a low-temperature environment, so that the vehicle heat collection planning is reasonable, and the energy waste is avoided.
Here, it should be noted that the above-mentioned device to be cooled 109 refers to a device other than the battery pack 107 that needs to be cooled due to heat generation during operation. Alternatively, as an embodiment, the device to be cooled 109 may include at least one of a motor 1091, a charger 1092, a motor controller, a DC-DC converter, and an engine. In the case where the device to be cooled 109 includes one of the motor 1091, the charger 1092, the motor controller, the DC-DC converter, and the engine, the one device to be cooled 109 and the second water pump 108 may be connected in series with each other, and in the case where the device to be cooled 109 includes a plurality of the motor 1091, the charger 1092, the motor controller, the DC-DC converter, and the engine, the plurality of devices to be cooled 109 and the second water pump 108 may be connected in series with each other, or the plurality of devices to be cooled 109 may be connected in parallel with each other and then connected in series with the second water pump 108, as long as the coolant in the third coolant flow path 103 can flow through each device to be cooled 109, which is not limited by the present disclosure.
When the vehicle thermal management system provided by the disclosure is used for a pure electric vehicle, in the running process of the pure electric vehicle, the motor 1091 converts the electric energy of the battery pack 107 into mechanical energy to drive the vehicle to run, and the motor 1091 generates heat in the running process; during the charging of the battery pack 107, the charger 1092, the motor controller, and the DC-DC converter for charging the battery pack 107 generate heat, so for a pure electric vehicle, the device to be cooled 109 in the third coolant flow path 103 may include at least one of the motor 1091, the charger 1092, the motor controller, and the DC-DC converter.
When the vehicle thermal management system provided by the present disclosure is used for a hybrid vehicle, during the hybrid vehicle runs with the electric energy of the battery pack 107 as a power source, the electric motor 1091 converts the electric energy of the battery pack 107 into mechanical energy to drive the vehicle to run, the electric motor 1091 generates heat, and during the hybrid vehicle runs with fuel (e.g., gasoline, compressed natural gas, etc.) as a power source, the engine generates heat; during charging of the battery pack 107 of the hybrid vehicle, the charger 1092, the motor controller, the DC-DC converter generate heat, and thus, for the hybrid vehicle, the device to be cooled 109 in the third coolant flow path 103103 may include at least one of the motor 1091, the charger 1092, the motor controller, the DC-DC converter, and the engine. The present disclosure herein is not limited as to whether the vehicle thermal management system is used in a purely electric vehicle or a hybrid vehicle.
Furthermore, as shown in fig. 1 to 3, the vehicle thermal management system provided by the present disclosure may further include a fourth coolant flow path 104 and a first three-way valve 110, the fourth coolant flow path 104 is provided with a warm air core 116, an a port of the first three-way valve 110 and a B port of the first three-way valve 110 are located on the second coolant flow path 102, a first end of the fourth coolant flow path 104 communicates with a C port of the first three-way valve 110, and a second end of the fourth coolant flow path 104 bypasses the first coolant flow path 101 or the second coolant flow path 102, so that the warm air core 116 can be connected in series with the first water pump 106 and the heater 113 into a loop and connected in parallel with the battery pack 107. The first water pump 106, the heater 113 and the warm air core 116 can be connected in series to form a loop by controlling the first three-way valve 110, so as to realize heating of the passenger compartment; or the first water pump 106, the heater 113 and the battery pack 107 are connected in series to form a loop, so that the battery pack 107 is heated by the heater 113; or the first water pump 106, the heater 113 and the warm air core 116 are connected in series to form a loop, and the first water pump 106, the heater 113 and the battery pack 107 are connected in series to form another loop, so that the heating of the passenger compartment and the heating of the battery pack 107 are realized simultaneously.
Here, it should be noted that the above-mentioned ability of the warm air core 116 to be connected in series with the first water pump 106 and the heater 113 to form a loop means that the warm air core 116, the first water pump 106 and the heater 113 are included in the series loop, and does not mean that the series loop is composed of the warm air core 116, the first water pump 106 and the heater 113, that is, only the warm air core 116, the first water pump 106 and the heater 113 are included.
In specific implementation, as a first embodiment provided by the present disclosure, as shown in fig. 3, the second end of the fourth coolant flow path 104 is bypassed around the first coolant flow path 101, the outlet of the first water pump 106 is communicated with the inlet of the heater 113, the outlet of the heater 113 is communicated with the port a of the first three-way valve 110, the port B of the first three-way valve 110 is communicated with the inlet of the battery pack 107, the port C of the first three-way valve 110 is communicated with the inlet of the warm air core 116, the outlet of the warm air core 116 is connected downstream of the heat exchanger 105 (i.e., the outlet of the heat exchanger 105 and the outlet of the warm air core 116 are communicated with the inlet of the first water pump 106), and the outlet of the warm air core 116, the first end of the third coolant flow path 103, and the inlet of the first water pump 106 are communicated with each.
In this embodiment, when the port a and the port B of the first three-way valve 110 are communicated, and the second end of the first coolant flow path 101 communicates with the second end of the second coolant flow path 102, the first coolant flow path 101 and the second coolant flow path 102 are connected in series in a single circuit, that is, the first water pump 106, the heater 113, the battery pack 107, and the heat exchanger 105 are connected in series in this order, the first water pump 106 circulates the coolant in the loop formed by connecting the first coolant flow path 101 and the second coolant flow path 102 in series, the heater 113 heats the coolant in the second coolant flow path 102, the heated coolant flows into the battery pack 107 and radiates heat to the battery pack 107, the temperature of the battery pack 107 is raised, and the battery pack 107 is heated by the heater 113, the temperature of the coolant having released heat at the battery pack 107 decreases, and the low-temperature coolant having decreased temperature flows through the heat exchanger 105 and the first water pump 106 in this order, returns to the heater 113, and is heated again. Here, the heat exchanger 105 does not exchange heat with the air conditioning system when the low-temperature coolant flows through the heat exchanger 105, i.e., the heat exchanger 105 is used as a through-flow passage at this time.
When the port a and the port C of the first three-way valve 110 are communicated, the first water pump 106, the heater 113 and the warm air core 116 are connected in series to form a loop, the high-temperature coolant heated by the heater 113 flows into the warm air core 116, and by blowing air to the warm air core 116, the air passing through the warm air core 116 can be heated and flows into the passenger compartment, so that the passenger compartment is heated. When the ambient temperature is low and the air conditioning system cannot meet the heating requirement of the passenger compartment, the heating requirement of the passenger compartment can be met by heating the coolant in the warm air core body 116 through the heater 113. For the pure electric vehicle, because the pure electric vehicle is not provided with an engine, the heating of the passenger compartment can not be realized by utilizing the waste heat of the engine, and the pure electric vehicle can be favorably realized by arranging the heater 113 and the warm air core body 116.
When the port a of the first three-way valve 110 is communicated with the port B, the port a of the first three-way valve 110 is communicated with the port C, and the second end of the first coolant flow path 101 is communicated with the second end of the second coolant flow path 102, the first water pump 106, the heater 113, and the warm air core 116 are connected in series to form one circuit, the first water pump 106, the heater 113, the battery pack 107, and the heat exchanger 105 are connected in series to form another circuit, and the warm air core 116, the battery pack 107, and the heat exchanger 105 are connected in parallel to each other. The coolant heated by the heater 113 is divided into two streams, one stream flows into the warm air core 116, and the other stream flows into the battery pack 107, so that the functions of heating the passenger compartment and heating the battery pack 107 can be simultaneously realized.
In the first embodiment, the outlet of the heater core 116 may be connected upstream of the heat exchanger 105, that is, the outlet of the heater core 116 communicates with the inlet of the heat exchanger 105, and the outlet of the heat exchanger 105 communicates with the inlet of the first water pump 106.
In the second embodiment provided by the present disclosure, as shown in fig. 1, the second end of the fourth coolant flow path 104 is bypassed to the second coolant flow path 102, the port a of the first three-way valve 110 is communicated with the inlet of the first water pump 106, the outlet of the first water pump 106 is communicated with the inlet of the heater 113, the outlet of the heater 113 is communicated with the inlet of the warm air core 116 and the inlet of the battery pack 107, the outlet of the warm air core 116 is communicated with the port C of the first three-way valve 110, and the first end of the first coolant flow path 101, the first end of the third coolant flow path 103, and the port B of the first three-way valve 110 are communicated with each other.
In this embodiment, when the port a of the first three-way valve 110 is communicated with the port B, and the second end of the first cooling liquid flow path 101 is communicated with the second end of the second cooling liquid flow path 102, as shown in fig. 7, the first water pump 106, the heater 113, the battery pack 107, and the heat exchanger 105 are sequentially connected in series to form a circuit, so as to heat the battery pack 107 by the heater 113; as shown in fig. 9, when the port a and the port C of the first three-way valve 110 are communicated, the first water pump 106, the heater 113 and the warm air core 116 are sequentially connected in series to form a loop, so as to heat the passenger compartment; as shown in fig. 10, when the port a of the first three-way valve 110 is communicated with the port B, the port a of the first three-way valve 110 is communicated with the port C, and the second end of the first coolant flow path 101 is communicated with the second end of the second coolant flow path 102, the first water pump 106, the heater 113, and the warm air core 116 are sequentially connected in series to form one loop, and the first water pump 106, the heater 113, the battery pack 107, and the heat exchanger 105 are sequentially connected in series to form another loop, so as to simultaneously achieve the heating of the passenger compartment and the heating of the battery pack 107.
In the third embodiment provided by the present disclosure, as shown in fig. 2, the second end of the fourth coolant flow path 104 is bypassed to the second coolant flow path 102, the outlet of the first water pump 106 is communicated with the inlet of the heater 113, the outlet of the heater 113 is communicated with the port a of the first three-way valve 110, the port B of the first three-way valve 110 is communicated with the inlet of the battery pack 107, the port C of the first three-way valve 110 is communicated with the inlet of the warm air core 116, and the second end of the first coolant flow path 101 is selectively communicated with the outlet of the warm air core 116 and the outlet of the battery pack 107, or communicated with the second end of the third coolant flow path 103.
In this embodiment, when the port a of the first three-way valve 110 is in communication with the port B, and the second end of the first coolant flow path 101 is in communication with the outlet of the warm air core 116 and the outlet of the battery pack 107, since the port C of the first three-way valve 110 is disconnected from the port a and the port B, the coolant cannot flow from the inlet of the warm air core 116 toward the outlet of the warm air core 116, the first water pump 106, the heater 113, the battery pack 107, and the heat exchanger 105 form a loop, and the coolant circulates in the loop, and the heater 113 heats the coolant, so that the battery pack 107 can be heated; when the port a of the first three-way valve 110 is communicated with the port C, and the second end of the first coolant flow path 101 is communicated with the outlet of the warm air core 116 and the outlet of the battery pack 107, because the port B of the first three-way valve 110 is disconnected from the port a and the port C, the coolant cannot flow from the heater 113 to the battery pack 107, the first water pump 106, the heater 113 and the warm air core 116 form a loop, and the coolant circularly flows in the loop, and the warm air core 116 can be heated by heating the coolant by the heater 113, so that the wind blowing through the warm air core 116 can be heated and flows into the passenger compartment, and the passenger compartment can be heated; when the port a of the first three-way valve 110 is communicated with the port B, the port a of the first three-way valve 110 is communicated with the port C, and the second end of the first coolant flow path 101 is communicated with the outlet of the warm air core 116 and the outlet of the battery pack 107, the first water pump 106, the heater 113, the battery pack 107 and the heat exchanger 105 form a loop, the first water pump 106, the heater 113 and the warm air core 116 form another loop, the coolant heated by the heater 113 is divided into two streams, one stream flows into the battery pack 107, and the other stream flows into the warm air core 116, so as to simultaneously realize heating of the battery pack 107 and the passenger compartment.
Here, it should be noted that, in the process of heating the battery pack 107 and/or the warm air core 116 by the heater 113, although the coolant may flow through the heat exchanger 105 in some embodiments, at this time, the coolant in the heat exchanger 105 does not exchange heat with the coolant in the air conditioning system, that is, the coolant in the air conditioning system may not flow through the heat exchanger 105 by controlling the air conditioning system, at this time, the coolant flows through the heat exchanger 105 but does not exchange heat with the air conditioning system in the heat exchanger 105, and the heat exchanger 105 serves as a through flow channel.
Alternatively, the heater 113 may be any type of heater 113 capable of heating the coolant. For example, the heater 113 may be a PTC heater or an HVCH heater (high pressure coolant heater), and the specific type of the heater 113 is not limited by the present disclosure.
In order to achieve the above-mentioned selective communication between the second end of the first coolant flow path 101 and the second end of the second coolant flow path 102 or the second end of the third coolant flow path 103, as shown in fig. 1 to 3, in an exemplary embodiment provided by the present disclosure, the vehicle thermal management system further includes a second three-way valve 112, an a port of the second three-way valve 112 is communicated with the second end of the first coolant flow path 101, a B port of the second three-way valve 112 is communicated with the second end of the second coolant flow path 102, and a C port of the second three-way valve 112 is communicated with the second end of the third coolant flow path 103.
In this way, the communication between the second end of the first coolant flow path 101 and the second end of the second coolant flow path 102 can be achieved by communicating the port a and the port B of the second three-way valve 112, and the communication between the second end of the first coolant flow path 101 and the second end of the third coolant flow path 103 can be achieved by communicating the port a and the port C of the second three-way valve 112.
In another embodiment, on-off valves may be provided between the second end of the first coolant flow path 101 and the second end of the second coolant flow path 102, and between the second end of the first coolant flow path 101 and the second end of the third coolant flow path 103, and the on-off valves may be opened and closed to allow communication or blocking between the flow paths connected thereto.
In addition, in order to provide a heat dissipation and cooling manner for the device to be cooled 109 and the battery pack 107, as shown in fig. 1 to 3, the vehicle thermal management system further includes a fifth coolant flow path 115 and a third three-way valve 114, wherein a radiator 111 is arranged on the fifth coolant flow path 115; the port a of the third three-way valve 114 communicates with a first end of the fifth coolant flow path 115, the port B of the third three-way valve 114 communicates with a first end of the third coolant flow path 103, the port C of the third three-way valve 114 communicates with a first end of the first coolant flow path 101 and a first end of the second coolant flow path 102, and the second end of the fifth coolant flow path 115 communicates with a second end of the third coolant flow path 103 and a port C of the second three-way valve 112. The device to be cooled 109 and/or the battery pack 107 can be made to dissipate heat through the radiator 111 by controlling the first three-way valve 110, the second three-way valve 112, and the third three-way valve 114.
Specifically, as shown in fig. 4, the ports a, B, and C of the first three-way valve 110 are disconnected from each other, the ports a, B, and C of the second three-way valve 112 are disconnected from each other, and the ports a and B of the third three-way valve 114 are connected, so that the third coolant flow path 103 and the fifth coolant flow path 115 form a loop, and when there is no enthalpy increase demand in the air conditioning system, the devices to be cooled 109 (e.g., the motor 1091, the charger 1092, and the like) in the third coolant flow path 103 can dissipate heat through the radiator 111.
As shown in fig. 5, the second coolant flow path 102 and the fifth coolant flow path 115 can be formed as a single circuit by communicating the port a of the first three-way valve 110 with the port B, the port B of the second three-way valve 112 with the port C, and the port a of the third three-way valve 114 with the port C, so that the heat of the battery pack 107 placed on the second coolant flow path 102 can be dissipated by the heat sink 111. In specific implementation, when the temperature value of the battery pack 107 is higher than the first preset value and lower than the second preset value, the port a of the first three-way valve 110 is communicated with the port B, the port B of the second three-way valve 112 is communicated with the port C, and the port a of the third three-way valve 114 is communicated with the port C, so that the heat dissipation of the battery pack 107 through the heat sink 111 is realized; when the temperature value of the battery pack 107 is higher than the second preset value, the port a of the first tee joint can be communicated with the port B, the port a of the second tee joint 112 can be communicated with the port B, and the port a of the third tee joint 114 is disconnected from the port B and the port C, so that the first cooling liquid flow path 101 and the second cooling liquid flow path 102 are connected in series to form a loop, and therefore the battery pack 107 arranged on the second cooling liquid flow path 102 can utilize the heat exchanger 105 arranged on the first cooling liquid flow path 101 to exchange heat with an air conditioning system, and the battery pack 107 can be cooled by the cold energy of the air conditioning system. That is, when the difference between the current temperature value of the battery pack 107 and the suitable operating temperature value is small, the battery pack 107 can be cooled by the radiator 111, so that the air conditioning system can be prevented from being started, and the electric energy of the vehicle can be saved; when the difference between the current temperature value of the battery pack 107 and the suitable operating temperature value is large, the battery pack 107 can be cooled by the cold energy of the air conditioning system, so that the temperature of the battery pack 107 can be rapidly reduced. Alternatively, when the temperature increase rate of the battery pack 107 is low, the heat of the battery pack 107 may be dissipated through the heat sink 111, and when the temperature increase rate of the battery pack 107 is high, the battery pack 107 may be cooled by the cooling energy of the air conditioning system.
As shown in fig. 6, by conducting the port a of the first three-way valve 110 with the port B, conducting the port B of the second three-way valve 112 with the port C, conducting the port a of the third three-way valve 114 with the port B and conducting the port a with the port C, the second coolant flow path 102 and the fifth coolant flow path 115 can be made to form one circuit, the third coolant flow path 103 and the fifth coolant flow path 115 can be made to form the other circuit, and the second coolant flow path 102 and the third coolant flow path 103 are connected in parallel with each other. In this way, the low-temperature coolant flowing out of the heat sink 111 can be divided into two streams, one stream flows into the third coolant flow path 103 and cools the device to be cooled 109 provided on the third coolant flow path 103, the other stream flows into the second coolant flow path 102 and cools the battery pack 107 provided on the second coolant flow path 102, the heat-absorbed high-temperature coolant flowing out of the device to be cooled 109 and the battery pack 107 merges and flows back into the heat sink 111, and heat is released to the external environment in the heat sink 111, so that the device to be cooled 109 and the battery pack 107 can simultaneously dissipate heat through the heat sink 111.
As shown in fig. 8, the first coolant flow path 101 and the second coolant flow path 102 can be formed as one circuit, and the third coolant flow path 103 and the fifth coolant flow path 115 can be formed as another circuit, independent of each other, without affecting each other by conducting the port a of the first three-way valve 110 to the port B, conducting the port a of the second three-way valve 112 to the port B, and conducting the port a of the third three-way valve 114 to the port B. In this way, the device to be cooled 109 can dissipate heat through the heat sink 111, and the battery pack 107 can be cooled by the heat exchanger 105 using the cooling capacity of the air conditioning system.
Alternatively, as shown in fig. 1 to 3, the first water pump 106 is provided so as to be able to pump the coolant in the second coolant flow path 102 from the first end of the second coolant flow path 102 toward the second end of the second coolant flow path 102; the second water pump 108 is provided to be able to pump the coolant in the third coolant flow path 103 from the first end of the third coolant flow path 103 toward the second end of the third coolant flow path 103. In this way, when the above-mentioned battery pack 107 and the device to be cooled 109 simultaneously dissipate heat through the radiator 111, the flow direction of the coolant in the circuit formed by the second coolant flow path 102 and the fifth coolant flow path 115 can be the same as the flow direction in the circuit formed by the third coolant flow path 103 and the fifth coolant flow path 115, that is, the coolant can flow clockwise (as shown in fig. 6) both in the circuit formed by the second coolant flow path 102 and the fifth coolant flow path 115 and in the circuit formed by the third coolant flow path 103 and the fourth fifth coolant flow path, so that the coolant flowing out from the second end of the second coolant flow path 102 can flow into the inlet of the radiator 111 after merging with the coolant flowing out from the second end of the third coolant flow path 103, and the two coolant flowing out from the outlet of the radiator 111 can be divided into two streams, which flow into the second coolant from the first end of the second coolant flow path 102 and the first end of the third coolant flow path 103 from the second end of the second coolant flow path 102 and the first end of the third coolant flow path 103, respectively 102 and a third coolant flow path 103.
Alternatively, in the second coolant flow path 102, the first water pump 106, the heater 113, and the battery pack 107 may be connected in series in any suitable series order. For example, the first water pump 106, the heater 113, and the battery pack 107 may be connected in series in this order, the heater 113, the first water pump 106, and the battery pack 107 may be connected in series in this order, or the battery pack 107, the first water pump 106, and the heater 113 may be connected in series in this order from the first end of the first coolant flow path 101 to the second end thereof, and the order of connecting the first water pump 106, the heater 113, and the battery pack 107 in series in the second flow path is not limited in the present disclosure.
Alternatively, in the third coolant flow path 103, the device to be cooled 109 may be located upstream of the second water pump 108 (i.e., the outlet of the device to be cooled 109 is communicated with the inlet of the second water pump 108), or may be located downstream of the second water pump 108 (i.e., the outlet of the second water pump 108 is communicated with the inlet of the device to be cooled 109), and the present disclosure does not limit the series order of the device to be cooled 109 and the second water pump 108 on the third coolant flow path 103.
As mentioned above, the heat exchanger 105 is located in both the air conditioning system and the first cooling fluid channel 101, and in order to cool the battery pack 107 by using the cooling capacity of the air conditioning system and increase the enthalpy of the refrigerant of the air conditioning system by using the heat of the device to be cooled 109 (e.g., the motor 1091 and the charger 1092), the heat exchanger 105 and the evaporator of the air conditioning system may be connected in parallel.
Specifically, as an exemplary embodiment, the air conditioning system may include a compressor, an indoor condenser, an outdoor heat exchanger, and an indoor evaporator, an outlet of the compressor being in communication with an inlet of the indoor condenser, an outlet of the indoor condenser being in communication with an inlet of the outdoor heat exchanger, an outlet of the outdoor heat exchanger being in communication with an inlet of the indoor evaporator or a refrigerant inlet of the heat exchanger 105 selectively, and an outlet of the indoor evaporator and a refrigerant outlet of the heat exchanger 105 being in communication with an inlet of the compressor. Thus, when the battery pack needs to be cooled by using the cooling capacity of the air conditioner, a low-temperature and low-pressure liquid refrigerant may flow into the heat exchanger 105 from the refrigerant inlet of the heat exchanger 105 to absorb the heat of the coolant in the heat exchanger 105. When the heat of the device to be cooled 109 (e.g., the motor 1091 and the charger 1092) is required to increase the enthalpy of the refrigerant of the air conditioning system, the refrigerant outlet of the heat exchanger 105 is communicated with the inlet of the compressor, so that the refrigerant can absorb the heat of the coolant in the heat exchanger 105, thereby increasing the temperature of the refrigerant at the inlet of the compressor.
In another embodiment, if it is necessary to heat the battery pack 107 by using heat of the air conditioning system, the heat exchanger 105 and the indoor condenser 203 may be connected in parallel.
Alternatively, the heat exchanger 105 mentioned above may be any type of heat exchanger capable of exchanging heat between two fluids, for example, a plate heat exchanger, a shell-and-tube heat exchanger, a double-tube heat exchanger, etc., and the specific type of the heat exchanger 105 is not limited by the present disclosure.
The cycle process and principle of the main operation mode of the vehicle thermal management system provided by the present disclosure will be described with reference to fig. 4 to 11 by taking the embodiment in fig. 1 as an example. The cycle and principle of the system under other embodiments (e.g., fig. 2 and 3) are similar to those of fig. 1 and 11, and are not repeated here.
The first mode is as follows: motor cooling mode. As shown in fig. 4, in this mode, the ports a, B, and C of the first three-way valve 110 are all disconnected from each other, the ports a, B, and C of the second three-way valve 112 are all disconnected from each other, the port a and the port B of the third three-way valve 114 are connected to each other, and the second water pump 108 is turned on so that the coolant circulates through the third coolant flow path 103 and the fifth coolant flow path 115. The low-temperature coolant flowing out from the outlet of the radiator 111 enters the third coolant flow path 103 through the ports a and B of the third three-way valve 114, and when the low-temperature coolant flows through the motor 1091 provided in the third coolant flow path 103, the low-temperature coolant absorbs heat of the motor 1091 to lower the temperature of the motor 1091, thereby cooling the motor 1091, and the heat-absorbed high-temperature coolant is pumped back to the radiator 111 by the second water pump 108, and releases heat to the outside air in the radiator 111, thereby allowing the low-temperature coolant to flow out from the outlet of the radiator 111. Here, the cycle and principle of the charger 1092 cooling mode are similar to those of the motor 1091 cooling mode, and will not be described herein.
And a second mode: battery pack cooling mode. As shown in fig. 5, in this mode, the port a of the first three-way valve 110 is communicated with the port B, the port B of the second three-way valve 112 is communicated with the port C, the port a of the third three-way valve 114 is communicated with the port C, the first water pump 106 is turned on to circulate the coolant through the second coolant flow path 102 and the fifth coolant flow path 115, and the heater 113 is turned off (that is, the heater 113 is used as a flow path). The low-temperature coolant flowing out from the outlet of the radiator 111 enters the second coolant flow path 102 through the ports a and C of the third three-way valve 114, absorbs heat of the battery pack 107 to lower the temperature of the battery pack 107 when the low-temperature coolant flows through the battery pack 107 provided in the second coolant flow path 102, and returns the heat-absorbed high-temperature coolant to the radiator 111 through the ports B and C of the second three-way valve 112, and the high-temperature coolant releases heat to the outside air in the radiator 111 to allow the low-temperature coolant to flow out from the outlet of the radiator 111.
And a third mode: motor and battery pack cooling mode. As shown in fig. 6, in this mode, the port a of the first three-way valve 110 is communicated with the port B, the port B of the second three-way valve 112 is communicated with the port C, the port a of the third three-way valve 114 is communicated with the port B, the port a of the third three-way valve 114 is communicated with the port C, the first water pump 106 is turned on to circulate the coolant in the second coolant flow path 102 and the fifth coolant flow path 115, the second water pump 108 is turned on to circulate the coolant in the third coolant flow path 103 and the fifth coolant flow path 115, and the heater 113 is turned off (that is, the heater 113 is used as a flow path). The low-temperature coolant flowing out of the outlet of the radiator 111 is divided into two streams, one stream flows into the second coolant flow path 102 via the ports a and C of the third three-way valve 114, the other stream flows into the third coolant via the ports a and B of the third three-way valve 114, the low-temperature coolant in the second coolant flow path 102 absorbs heat of the battery pack 107 when flowing through the battery pack 107 provided in the second coolant flow path 102 to lower the temperature of the battery pack 107, the low-temperature coolant in the third coolant flow path 103 absorbs heat of the motor 1091 when flowing through the motor 1091 provided in the third coolant flow path 103 to lower the temperature of the motor 1091, the high-temperature coolant flowing out of the second coolant flow path 102 and absorbing heat of the battery pack 107 and the high-temperature coolant flowing out of the third coolant and absorbing heat of the motor 1091 are merged and returned to the radiator 111, and the high-temperature coolant releases heat to the outside air in the radiator 111, so that the outlet of the radiator 111 can flow out the low-temperature coolant.
And a fourth mode: battery pack active cooling mode. In this mode, referring to fig. 7, the port a of the first three-way valve 110 is connected to the port B, the port a of the second three-way valve 112 is connected to the port B, the ports a, B, and C of the second three-way valve 112 are all disconnected from each other, the first water pump 106 is turned on, and the heater 113 is turned off. In this mode, a low-temperature low-pressure liquid refrigerant in the air conditioning system flows into the heat exchanger 105, and as shown in fig. 7, the low-temperature low-pressure liquid refrigerant absorbs heat of the coolant in the heat exchanger 105 to cause the coolant outlet of the heat exchanger 105 to flow out of the low-temperature coolant, and the low-temperature coolant flows from the first coolant flow path 101 into the second coolant flow path 102 to absorb heat of the battery pack 107 provided in the second coolant flow path 102, thereby cooling the battery pack 107. It should be noted that, for the embodiment in which the heat exchanger 105 and the indoor evaporator of the air conditioning system are connected in parallel, the active cooling mode of the battery pack may be operated simultaneously with the passenger compartment cooling mode of the air conditioning system, that is, the passenger compartment may be cooled while the battery pack 107 is cooled, that is, the refrigerant flowing out of the outlet of the outdoor heat exchanger of the air conditioning system is divided into two streams and enters the indoor evaporator and the heat exchanger 105, respectively.
And a fifth mode: battery pack heating mode. In this mode, as shown in fig. 7, the port a of the first three-way valve 110 is connected to the port B, the port a of the second three-way valve 112 is connected to the port B, the port a, the port B, and the port C of the third three-way valve 114 are disconnected from each other, the first water pump 106 is turned on, the heater 113 is turned on, and the heat exchanger 105 does not exchange heat with the air conditioning system, that is, the heat exchanger 105 is used as a flow path. The heater 113 heats the coolant to raise the temperature of the coolant, and when the coolant with the raised temperature flows through the battery pack 107, heat is released from the battery pack 107, the temperature of the battery pack 107 is raised, the temperature of the coolant is lowered, and the low-temperature coolant flowing out of the outlet of the battery pack 107 is returned to the heater 113 via the ports a and B of the second three-way valve 112, the heat exchanger 105, the ports B and a of the first three-way valve 110, and the first water pump 106 in this order to be heated again. It should be noted that the flow paths of the cooling liquid are the same in the mode four and the mode five, and the mode four is different from the mode five in that the heater 113 is turned off and the heat exchanger 105 exchanges heat with the air conditioning system in the mode four, and the heater 113 is turned on and the heat exchanger 105 does not exchange heat with the air conditioning system in the mode five.
Mode six: motor cooling and battery pack active cooling modes. In this mode, as shown in fig. 8, the port a of the first three-way valve 110 is communicated with the port B, the port a of the second three-way valve 112 is communicated with the port B, the port a of the third three-way valve 114 is communicated with the port B, the first water pump 106 is turned on to circulate the coolant in the circuit formed by the first coolant flow path 101 and the second coolant flow path 102, the second water pump 108 is turned on to circulate the coolant in the circuit formed by the third coolant flow path 103 and the fifth coolant flow path 115, and the heater 113 is turned off (that is, the heater 113 is used as a flow path). In this mode, a low-temperature low-pressure liquid refrigerant in the air conditioning system flows into the heat exchanger 105, and as shown in fig. 8, the low-temperature low-pressure liquid refrigerant absorbs heat of the coolant in the heat exchanger 105 to cause the coolant outlet of the heat exchanger 105 to flow out of the low-temperature coolant, and the low-temperature coolant flows from the first coolant flow path 101 into the second coolant flow path 102 to absorb heat of the battery pack 107 provided in the second coolant flow path 102, thereby cooling the battery pack 107. Referring to fig. 8, the low-temperature coolant flowing out of the outlet of the radiator 111 enters the third coolant flow path 103 through the ports a and B of the third three-way valve 114, and when the low-temperature coolant flows through the motor 1091 provided in the third coolant flow path 103, the low-temperature coolant absorbs heat of the motor 1091 to lower the temperature of the motor 1091, thereby cooling the motor 1091, and the heat-absorbed high-temperature coolant is pumped back to the radiator 111 by the second water pump 108, and releases heat to the outside air in the radiator 111, thereby allowing the low-temperature coolant to flow out of the outlet of the radiator 111.
In the sixth mode, the cooling of the motor 1091 and the cooling of the battery pack 107 are performed independently of each other and do not interfere with each other.
Mode seven: a passenger compartment heating mode. In this mode, as shown in fig. 9, the port a and the port C of the first three-way valve 110 are connected, the ports a, B, and C of the second three-way valve 112 are disconnected from each other, the ports a, B, and C of the third three-way valve 114 are disconnected from each other, the first water pump 106 is turned on, and the heater 113 is turned on. In this mode, the coolant flowing out of the outlet of the first water pump 106 is heated by the heater 113 and flows into the warm air core 116, the coolant in the warm air core 116 is a high-temperature coolant heated by the heater 113, and by blowing air to the warm air core 116, the high-temperature coolant in the warm air core 116 releases heat to the air, so as to raise the temperature of the air, the air with the raised temperature flows into the passenger compartment, so as to raise the temperature of the passenger compartment, thereby heating the passenger compartment, and the low-temperature coolant flowing out of the warm air core 116 returns to the heater 113 through the ports C and a of the first three-way valve 110 to be heated again.
And a mode eight: battery pack and passenger compartment heating modes. In this mode, as shown in fig. 10, the port B of the first three-way valve 110 is connected to the port C, the port B of the first three-way valve 110 is connected to the port a, the ports a, B, and C of the second three-way valve 112 are disconnected from each other, the ports a, B, and C of the third three-way valve 114 are disconnected from each other, the first water pump 106 is turned on, the heater 113 is turned on, and the heat exchanger 105 does not exchange heat with the air conditioning system, that is, the heat exchanger 105 serves as a flow passage. In this mode, the coolant flowing out of the outlet of the first water pump 106 is heated by the heater 113 and then divided into two streams, one stream flows into the warm air core 116, the coolant in the warm air core 116 is a high-temperature coolant heated by the heater 113, and by blowing air to the warm air core 116, the high-temperature coolant in the warm air core 116 can release heat to the air, so as to increase the temperature of the air, the air with increased temperature flows into the passenger compartment, so as to increase the temperature of the passenger compartment, so as to heat the passenger compartment, the other stream flows into the battery pack 107, so as to release heat to the battery pack 107, so as to increase the temperature of the battery pack 107, and the low-temperature coolant flowing out of the warm air core 116 and the low-temperature coolant flowing out of the battery pack 107 are merged and then returned to the heater 113 to be heated.
The mode nine: and (4) a waste heat recovery mode. In this mode, as shown in fig. 11, the port a of the second three-way valve 112 is communicated with the port C, the port B of the third three-way valve 114 is communicated with the port C, and the second water pump 108 is turned on so that the coolant circulates through the first coolant flow path 101 and the third coolant flow path 103. In this mode, in the heat exchanger 105, the low-temperature and low-pressure liquid refrigerant exchanges heat with the high-temperature coolant absorbing heat of the motor 1091, the temperature of the low-temperature and low-pressure liquid refrigerant rises, and the low-temperature and low-pressure liquid refrigerant flows out of the refrigerant outlet of the heat exchanger 105 and returns to the compressor 201, so that the purpose of heating the refrigerant of the air conditioning system by using heat of the device to be cooled 109 is achieved. When the ambient temperature is low, the residual heat of the motor 1091 is utilized to heat the refrigerant of the air conditioning system, so that the air suction temperature and the air suction amount of the compressor 201 can be increased, the heating capacity of the air conditioning system in a low-temperature environment is improved, and the heat released by the refrigerant at the indoor condenser can meet the heating requirement of the passenger compartment.
In summary, the vehicle thermal management system provided by the present disclosure can implement a plurality of operation modes, such as the motor 1091 and/or the battery pack 107 dissipating heat through the radiator 111, the battery pack 107 cooling using the cooling capacity of the air conditioning system, the battery pack 107 and/or the heater core 116 heating through the heater 113, and the residual heat of the motor 1091 increasing enthalpy of the refrigerant of the air conditioning system. The whole vehicle heat collection planning is reasonable, the energy waste can be avoided, the system loop is simple, the number of parts such as pipelines, valves and joints can be effectively reduced, and the cost is reduced.
According to another aspect of the disclosure, a vehicle is also provided, including the vehicle thermal management system described above.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims (10)

1. A vehicle thermal management system characterized by comprising a first coolant flow path (101), a second coolant flow path (102), a third coolant flow path (103), a fourth coolant flow path (104), a first three-way valve (110), and a heat exchanger (105);
a first end of the first coolant flow path (101), a first end of the second coolant flow path (102), and a first end of the third coolant flow path (103) communicate with each other, and a second end of the first coolant flow path (101) selectively communicates with a second end of the third coolant flow path (103) or a second end of the third coolant flow path (103);
the heat exchanger (105) is arranged in an air conditioning system and the first cooling liquid flow path (101) at the same time, a first water pump (106), a heater (113) and a battery pack (107) are connected in series on the second cooling liquid flow path (102), and a second water pump (108) and a device to be cooled (109) of the vehicle are connected in series on the third cooling liquid flow path (103);
the fourth cooling liquid flow path (104) is provided with a warm air core body (116), the port A of the first three-way valve (110) and the port B of the first three-way valve (110) are positioned on the second cooling liquid flow path (102), a first end of the fourth cooling liquid flow path (104) is communicated with the port C of the first three-way valve (110), and a second end of the fourth cooling liquid flow path (104) is connected to the first cooling liquid flow path (101) or the second cooling liquid flow path (102) in a bypass mode, so that the warm air core body (116), the first water pump (106) and the heater (113) can be connected in series to form a loop and are connected with the battery pack (107) in parallel.
2. The vehicle thermal management system of claim 1, further comprising a second three-way valve (112), an a port of the second three-way valve (112) being in communication with a second end of the first coolant flow path (101), a B port of the second three-way valve (112) being in communication with a second end of the second coolant flow path (102), and a C port of the second three-way valve (112) being in communication with a second end of the third coolant flow path (103).
3. The vehicle thermal management system according to claim 2, further comprising a fifth coolant flow path (115), a third three-way valve (114), the fifth coolant flow path (115) having a radiator (111) disposed thereon;
a port A of the third three-way valve (114) communicates with a first end of the fifth coolant flow path (115), a port B of the third three-way valve (114) communicates with a first end of the third coolant flow path (103), a port C of the third three-way valve (114) communicates with a first end of the first coolant flow path (101) and a first end of the second coolant flow path (102), and a second end of the fifth coolant flow path (115) communicates with a second end of the third coolant flow path (103) and a port C of the second three-way valve (112).
4. The vehicle thermal management system according to any one of claims 1 to 3, characterized in that a second end of the fourth coolant flow path (104) is bypassed to the first coolant flow path (101), an outlet of the first water pump (106) is communicated with an inlet of the heater (113), an outlet of the heater (113) is communicated with an A port of the first three-way valve (110), a B port of the first three-way valve (110) is communicated with an inlet of the battery pack (107), a C port of the first three-way valve (110) is communicated with an inlet of the warm air core (116), the outlet of the warm air core (116) is connected downstream of the heat exchanger (105), and the outlet of the warm air core (116), the first end of the third coolant flow path (103), and the inlet of the first water pump (106) are communicated with each other.
5. The vehicle thermal management system according to any one of claims 1 to 3, characterized in that a second end of the fourth coolant flow path (104) is bypassed to the second coolant flow path (102), an A port of the first three-way valve (110) is communicated with an inlet of the first water pump (106), an outlet of the first water pump (106) is communicated with an inlet of the heater (113), an outlet of the heater (113) is communicated with an inlet of the warm air core (116) and an inlet of the battery pack (107), an outlet of the warm air core (116) is communicated with a C port of the first three-way valve (110), and a first end of the first coolant flow path (101), a first end of the third coolant flow path (103), and a B port of the first three-way valve (110) are communicated with each other.
6. The vehicle thermal management system according to any one of claims 1 to 3, characterized in that a second end of the fourth coolant flow path (104) is bypassed to the second coolant flow path (102), an outlet of the first water pump (106) is communicated with an inlet of the heater (113), an outlet of the heater (113) is communicated with an A port of the first three-way valve (110), a B port of the first three-way valve (110) is communicated with an inlet of the battery pack (107), a C port of the first three-way valve (110) is communicated with an inlet of the warm air core (116), and a second end of the first coolant flow path (101) is selectively communicated with an outlet of the warm air core (116) and an outlet of the battery pack (107), or with a second end of the third coolant flow path (103).
7. The vehicle thermal management system of any of claims 1-3, characterized in that the device to be cooled (109) comprises at least one of an electric motor (1091), a charger (1092), a motor controller, a DC-DC-converter, and an engine.
8. The vehicle thermal management system according to any of claims 1-3, characterized in that the first water pump (106) is arranged to be able to pump coolant in the second coolant flow path (102) from a first end of the second coolant flow path (102) towards a second end of the second coolant flow path (102);
the second water pump (108) is provided so as to be able to pump the coolant in the third coolant flow path (103) from the first end of the third coolant flow path (103) toward the second end of the third coolant flow path (103).
9. The vehicle thermal management system of any of claims 1-3, wherein the heat exchanger (105) is a plate heat exchanger.
10. A vehicle comprising the vehicle thermal management system of any of claims 1-9.
CN202011052432.9A 2020-09-29 2020-09-29 Vehicle thermal management system and vehicle Pending CN112158053A (en)

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Application Number Priority Date Filing Date Title
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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112895886A (en) * 2021-03-11 2021-06-04 东风汽车集团股份有限公司 Electric automobile thermal management system
CN113370750A (en) * 2021-07-19 2021-09-10 浙江银轮机械股份有限公司 Water route thermal management system and vehicle
CN113442701A (en) * 2021-06-29 2021-09-28 东风汽车集团股份有限公司 Liquid cooling control method and system suitable for electric automobile
CN114312226A (en) * 2022-01-18 2022-04-12 合创汽车科技有限公司 Vehicle, vehicle thermal management system and control method and device thereof
WO2022247602A1 (en) * 2021-05-25 2022-12-01 曼德电子电器有限公司 Vehicle thermal management system and vehicle

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112895886A (en) * 2021-03-11 2021-06-04 东风汽车集团股份有限公司 Electric automobile thermal management system
WO2022247602A1 (en) * 2021-05-25 2022-12-01 曼德电子电器有限公司 Vehicle thermal management system and vehicle
CN113442701A (en) * 2021-06-29 2021-09-28 东风汽车集团股份有限公司 Liquid cooling control method and system suitable for electric automobile
CN113370750A (en) * 2021-07-19 2021-09-10 浙江银轮机械股份有限公司 Water route thermal management system and vehicle
CN114312226A (en) * 2022-01-18 2022-04-12 合创汽车科技有限公司 Vehicle, vehicle thermal management system and control method and device thereof
CN114312226B (en) * 2022-01-18 2024-03-29 合创汽车科技有限公司 Vehicle, vehicle thermal management system, control method and device thereof

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