CN112238733A - Electric automobile heat regulation and control system - Google Patents
Electric automobile heat regulation and control system Download PDFInfo
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- CN112238733A CN112238733A CN202011127719.3A CN202011127719A CN112238733A CN 112238733 A CN112238733 A CN 112238733A CN 202011127719 A CN202011127719 A CN 202011127719A CN 112238733 A CN112238733 A CN 112238733A
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- water pump
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
- B60H1/14—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit
- B60H1/143—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the heat being derived from cooling an electric component, e.g. electric motors, electric circuits, fuel cells or batteries
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
Abstract
The invention belongs to the technical field of electric automobiles, and discloses an electric automobile heat regulation system which comprises a motor loop, a battery loop and a first reversing valve, wherein the motor loop comprises a driving motor, a first water pump and a radiator which are sequentially communicated in a circulating manner through a fluid pipeline, the battery loop comprises a battery and a second water pump which are communicated in a circulating manner through the fluid pipeline, the first reversing valve is respectively communicated with the motor loop and the battery loop, the first reversing valve has a first reversing state and a second reversing state, the motor loop and the battery loop are mutually independent in the first reversing state, and the driving motor, the first water pump, the battery and the second water pump form a circulating loop through the fluid pipeline and the first reversing valve in the second reversing state. According to the invention, the motor loop and the battery loop are subjected to reversing adjustment through the first reversing valve, so that when the temperature of the battery is too low, the heat of the motor loop can be transferred to the battery loop, the service performance of the battery can be ensured, and the endurance mileage of the vehicle in a low-temperature environment can be improved.
Description
Technical Field
The invention relates to the technical field of electric automobiles, in particular to a thermal regulation and control system of an electric automobile.
Background
The existing electric automobile generates power through the matching of a battery and a driving motor, wherein the battery determines the endurance mileage of the electric automobile, and the discharge capacity of the battery is only about 50% at ordinary times under the low-temperature environment, so that the endurance mileage of the electric automobile is greatly reduced, and the use experience of a user is influenced.
In addition, when the electric automobile is started in a low-temperature environment, the battery discharge power is low, and the motor power is insufficient, so that the electric automobile runs very slowly, and the driving feeling is seriously influenced.
In the existing electric automobile, a motor system and a battery system are mutually independent, and the motor system is provided with a radiator for radiating heat, so that the working waste heat of the motor system cannot be effectively utilized.
Disclosure of Invention
The invention aims to provide a thermal regulation and control system of an electric automobile, which can heat a battery system by utilizing heat generated by the work of a motor system so as to improve the endurance mileage in a low-temperature environment.
In order to achieve the purpose, the invention adopts the following technical scheme:
an electric vehicle thermal regulation system comprising:
the motor loop comprises a driving motor, a first water pump and a radiator which are sequentially communicated in a circulating manner through a fluid pipeline;
a battery circuit comprising a battery and a second water pump in circulating communication through a fluid line;
the first reversing valve is respectively communicated with the motor loop and the battery loop and has a first reversing state and a second reversing state, the motor loop and the battery loop are mutually independent in the first reversing state, and the driving motor, the first water pump, the battery and the second water pump form a circulation loop through a fluid pipeline and the first reversing valve in the second reversing state.
Preferably, the first direction valve further has a third direction state in which the drive motor, the first water pump, the radiator, the battery, and the second water pump form a circulation circuit through a fluid line and the first direction valve.
Preferably, the first reversing valve is provided with a first port, a second port, a third port, a fourth port and a fifth port, the first port is communicated with the driving motor through a fluid pipeline, the second port is communicated with the first water pump through a fluid pipeline, the third port is communicated with the radiator through a fluid pipeline, the fourth port is communicated with the battery through a fluid pipeline, and the fifth port is communicated with the second water pump through a fluid pipeline;
in the first reversing state, the first interface is communicated with the third interface, and the fourth interface is communicated with the fifth interface;
in the second reversing state, the first interface is communicated with the fifth interface, and the second interface is communicated with the fourth interface;
and in the third reversing state, the first interface is communicated with the fifth interface, and the third interface is communicated with the fourth interface.
Preferably, the motor circuit further comprises a first expansion water tank, a water replenishing pipe of the first expansion water tank is communicated with the upstream of the first water pump, and a gas return pipe of the first expansion water tank is communicated with a water inlet of the radiator.
Preferably, the motor circuit further includes:
a dc converter provided in a circulation flow path of the motor circuit;
and the charger is arranged in the circulating flow path of the motor loop.
Preferably, the battery circuit further includes a second expansion tank provided in the circulation flow path of the battery circuit.
Preferably, the battery circuit further includes:
an air conditioning system;
and a fluid passage of the battery cooler is arranged in a circulating flow path of the battery loop, and a refrigerant passage of the battery cooler is communicated with a refrigerant of the air conditioning system.
Preferably, the method further comprises the following steps:
the warm air loop comprises a warm air system, an electric heater and a third water pump which are sequentially communicated through a fluid pipeline;
the heat exchanger is provided with a first heat exchange flow channel and a second heat exchange flow channel, and the first heat exchange flow channel is arranged in a circulating flow path of the battery loop;
the second reversing valve is respectively communicated with the warm air loop and the second heat exchange runner, the first reversing valve is provided with a first reversing mode and a second reversing mode, the warm air loop and the heat exchanger are mutually independent in the first reversing mode, and the warm air system, the electric heater, the third water pump and the second heat exchange runner form a circulating loop through a fluid pipeline and the second reversing valve in the second reversing mode.
Preferably, the second reversing valve is provided with a first end interface, a second end interface and a third end interface, the first end interface is communicated with the warm air system through a fluid pipeline, the second end interface and the third end interface are respectively communicated with the second heat exchange runner through fluid pipelines, and the third water pump is respectively communicated with the third end interface and the second heat exchange runner through fluid pipelines;
in the first commutation mode, the first end interface is communicated with the third end interface, and in the second commutation mode, the first end interface is communicated with the second end interface.
Preferably, the warm air loop further comprises a third expansion water tank, a water replenishing pipe of the third expansion water tank is communicated with the upstream of the third water pump, and a gas return pipe of the third expansion water tank is communicated with a water outlet of the warm air system.
The invention has the beneficial effects that:
the motor loop and the battery loop are adjusted through the reversing of the first reversing valve, and the second reversing state is set, so that when the temperature of the battery is too low, the heat of the motor loop can be transmitted to the battery loop, the heat generated by the work of the driving motor can be transmitted to the battery through the motor loop and the battery loop, the service performance of the battery is ensured, and the cruising mileage of the vehicle in a low-temperature environment is improved.
The third reversing state is set, so that when the temperature of the battery is too low, the driving motor and the battery can be subjected to heat dissipation treatment by using the heat radiator in the motor loop, and at the moment, heat generated by the working of the driving motor and the working of the battery is dissipated by the heat radiator in the whole circulation loop together, so that the purposes of reducing the starting of the air conditioner compressor and saving electric energy are achieved.
On the basis of the warm air loop, a heat exchanger and a second reversing valve are arranged, so that the warm air loop and the battery loop can share one electric heater to heat fluid in the warm air loop and the battery loop in a second reversing mode.
The first end interface is communicated with the second end interface and the third end interface simultaneously by controlling the opening of the valve body of the second reversing valve, and the difference of the fluid temperature in the warm air loop and the battery loop is realized by adjusting the communication opening between the first end interface and the second end interface and the communication opening between the first end interface and the third end interface, so that the different temperature requirements of the warm air loop and the battery loop are met.
Drawings
Fig. 1 is a schematic structural diagram of an electric vehicle thermal regulation system according to an embodiment of the present invention.
In the figure:
1. a motor loop; 11. a drive motor; 12. a first water pump; 13. a heat sink; 14. a first expansion tank; 15. a DC converter; 16. a charger;
2. a battery circuit; 21. a battery; 22. a second water pump; 23. a second expansion tank; 24. an air conditioning system; 25. a battery cooler;
3. a warm air loop; 31. a warm air system; 32. an electric heater; 33. a third water pump; 34. a third expansion tank;
100. a first direction changing valve; 101. a first interface; 102. a second interface; 103. a third interface; 104. a fourth interface; 105. a fifth interface;
200. a heat exchanger;
300. a second directional control valve; 301. a first end interface; 302. a second end interface; 303. and a third end interface.
Detailed Description
Reference will now be made in detail to the embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar parts throughout or parts having the same or similar functions. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
In the description of the present invention, unless otherwise expressly specified or limited, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning a fixed connection, a removable connection, a mechanical connection, an electrical connection, a direct connection, an indirect connection via an intermediary, a connection between two elements, or an interaction between two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the description of the present invention, unless otherwise expressly specified or limited, the first feature "on" or "under" the second feature may include the first feature and the second feature being in direct contact, or may include the first feature and the second feature being in contact not directly but with another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
The technical scheme of the invention is further explained by the specific implementation mode in combination with the attached drawings.
As shown in fig. 1, the present invention provides an electric vehicle thermal regulation system, which includes a motor circuit 1, a battery circuit 2, and a first direction valve 100. The motor loop 1 comprises a driving motor 11, a first water pump 12 and a radiator 13 which are sequentially communicated in a circulating manner through a fluid pipeline, the first water pump 12 drives fluid in the fluid pipeline to circularly flow through the driving motor 11 and the radiator 13, the battery loop 2 comprises a battery 21 and a second water pump 22 which are communicated in the circulating manner through the fluid pipeline, the second water pump 22 drives the fluid in the fluid pipeline to circularly flow through the battery 21, the first reversing valve 100 is respectively communicated with the motor loop 1 and the battery loop 2, the first reversing valve 100 has a first reversing state and a second reversing state, the motor loop 1 and the battery loop 2 are mutually independent in the first reversing state, and the driving motor 11, the first water pump 12, the battery 21 and the second water pump 22 form a circulating loop through the fluid pipeline and the first reversing valve 100 in the second reversing state.
In the invention, the motor loop 1 and the battery loop 2 are adjusted by reversing the first reversing valve 100, so that when the temperature of the battery 21 is too low, the heat of the motor loop 1 can be transferred to the battery loop 2, and the heat generated by the operation of the driving motor 11 can be transferred to the battery 21 through the motor loop 1 and the battery loop 2, thereby ensuring the service performance of the battery 21 and improving the endurance mileage of the vehicle in a low-temperature environment.
In this embodiment, the heat sink 13 is further provided with a fan, which is used in cooperation with the heat sink 13 to improve the heat dissipation efficiency of the heat sink 13.
Alternatively, the first direction valve 100 further has a third direction change state in which the drive motor 11, the first water pump 12, the radiator 13, the battery 21, and the second water pump 22 constitute a circulation circuit through the fluid line and the first direction valve 100. The third commutation state is set, so that when the temperature of the battery 21 is too low, the radiator 13 in the motor loop 1 can be used for radiating the driving motor 11 and the battery 21, and at the moment, the heat generated by the operation of the driving motor 11 and the battery 21 is radiated by the radiator 13 in the whole circulation loop together, so that the purposes of reducing the starting of the air conditioner compressor and saving the electric energy are achieved.
In this embodiment, the first direction valve 100 is a five-way valve, and is provided with a first port 101, a second port 102, a third port 103, a fourth port 104 and a fifth port 105, the first port 101 is connected to the driving motor 11 through a fluid pipeline, the second port 102 is connected to the first water pump 12 through a fluid pipeline, the third port 103 is connected to the radiator 13 through a fluid pipeline, the fourth port 104 is connected to the battery 21 through a fluid pipeline, and the fifth port 105 is connected to the second water pump 22 through a fluid pipeline. In the first reversing state, the first port 101 is communicated with the third port 103, and the fourth port 104 is communicated with the fifth port 105; in the second commutation state, the first port 101 is communicated with the fifth port 105, and the second port 102 is communicated with the fourth port 104; in the third commutation state, the first port 101 communicates with the fifth port 105, and the third port 103 communicates with the fourth port 104. Besides the arrangement, other valve body structures can be arranged to realize the adjustment of the reversing state.
Specifically, the motor circuit 1 further includes a first expansion tank 14, a water replenishing pipe of the first expansion tank 14 is communicated with an upstream of the first water pump 12, and a gas return pipe of the first expansion tank 14 is communicated with a water inlet of the radiator 13. Due to the arrangement, bubbles generated in the fluid pipeline in the operation process of the motor loop 1 can be discharged into the expansion water tank through the air return pipe.
Optionally, the motor circuit 1 further includes a dc converter 15 and a charger 16 disposed in a circulation flow path of the motor circuit 1, and the first water pump 12 drives the fluid in the fluid pipeline to circulate through the driving motor 11, the radiator 13, the dc converter 15 and the charger 16, wherein the first water pump 12 is disposed between the radiator 13 and the dc converter 15.
Specifically, a first water temperature sensor is further provided in the circulation flow path of the motor circuit 1, for detecting the temperature of the fluid in the circulation flow path of the motor circuit 1.
More specifically, the battery circuit 2 further includes a second expansion tank 23, and the second expansion tank 23 is provided in the circulation flow path of the battery circuit 2, and is arranged in series. The above arrangement makes it possible to fill the second expansion tank 23 with the coolant, and also to absorb and buffer the amount of expansion of the fluid in the circulation flow path in the battery circuit 2 after absorbing the heat of the battery 21.
Specifically, a second water temperature sensor is also provided in the circulation flow path of the battery circuit 2 for detecting the temperature of the fluid in the circulation flow path of the battery circuit 2.
More specifically, the battery circuit 2 further includes an air conditioning system 24 and a battery cooler 25. The fluid passage of the battery cooler 25 is provided in the circulation flow path of the battery circuit 2, and is connected in series, and the refrigerant passage of the battery cooler 25 is communicated with the refrigerant of the air conditioning system 24. The air conditioning system 24 and the battery cooler 25 are conventional in the art, and the specific structure and the operation principle thereof are not described herein again, and when the battery loop 2 operates independently, the air conditioning system 24 can cool the fluid in the battery loop 2 by the battery cooler 25. The air conditioning system 24 and the battery cooler 25 are conventional in the art, and the detailed structure and operation thereof are not described herein.
Optionally, the electric vehicle thermal regulation system further comprises a warm air loop 3, a heat exchanger 200 and a second reversing valve 300. The warm air loop 3 comprises a warm air system 31, an electric heater 32 and a third water pump 33 which are sequentially communicated through a fluid pipeline, the third water pump 33 drives fluid in the fluid pipeline to circularly flow through the warm air system 31 and the electric heater 32, the heat exchanger 200 is provided with a first heat exchange flow channel and a second heat exchange flow channel, the first heat exchange flow channel is arranged in a circulation flow channel of the battery loop 2, the second reversing valve 300 is respectively communicated with the warm air loop 3 and the second heat exchange flow channel, the first reversing valve 100 is provided with a first reversing mode and a second reversing mode, the warm air loop 3 and the heat exchanger 200 are mutually independent in the first reversing mode, and the warm air system 31, the electric heater 32, the third water pump 33 and the second heat exchange flow channel form a circulation loop through the fluid pipeline and the second reversing valve 300 in the second reversing mode. The heat exchanger 200 and the second direction-changing valve 300 are provided on the basis of the warm air circuit 3, so that the warm air circuit 3 and the battery circuit 2 can share the electric heater 32 to heat the fluid therein in the second direction-changing mode. The above-mentioned warm air system 31 is a warm air system for a cockpit on a vehicle, and is a conventional arrangement in the art, and the specific structure and operation principle thereof are not described herein again.
Specifically, the second directional valve 300 is a three-way valve, and is provided with a first end interface 301, a second end interface 302 and a third end interface 303, the first end interface 301 is communicated with the warm air system 31 through a fluid pipeline, the second end interface 302 and the third end interface 303 are respectively communicated with the second heat exchange flow channel through a fluid pipeline, the third water pump 33 is respectively communicated with the third end interface 303 and the second heat exchange flow channel through a fluid pipeline, wherein the second end interface 302 is communicated with a liquid inlet of the second heat exchange flow channel, and the third water pump 33 and the third end interface 303 are communicated with a liquid outlet of the second heat exchange flow channel. In the first commutation mode, the first port 301 and the third port 303 communicate with each other, and in the second commutation mode, the first port 301 and the second port 302 communicate with each other. The three-way valve can be set by controlling the opening of the valve body, so that the first end interface 301 is simultaneously communicated with the second end interface 302 and the third end interface 303, and at the moment, the temperature difference between the fluids in the warm air loop 3 and the battery loop 2 is realized by adjusting the communication opening between the first end interface 301 and the second end interface 302 and the communication opening between the first end interface 301 and the third end interface 303, so as to meet the different temperature requirements of the warm air loop 3 and the battery loop 2.
More specifically, the warm air circuit 3 further includes a third expansion water tank 34, a water replenishing pipe of the third expansion water tank 34 is communicated with an upstream of the third water pump 33, and a gas return pipe of the third expansion water tank 34 is communicated with a water outlet of the warm air system 31. The above arrangement allows air bubbles generated in the fluid line during operation of the motor circuit 1 to be discharged to the third expansion tank 34 through the return pipe.
In the present embodiment, a third water temperature sensor is further provided in the circulation flow path of the warm air circuit 3, and is configured to detect the temperature of the fluid in the circulation flow path of the warm air circuit 3.
The following explains the working states of the electric vehicle thermal regulation system in various modes during the actual operation and use process:
the first mode is as follows: the motor circuit 1 and the battery circuit 2 are independently cooled
In a high-temperature environment, when the vehicle runs, the motor circuit 1 and the battery circuit 2 are independent of each other, the motor circuit 1 is cooled by the radiator 13, and the battery circuit 2 is cooled by the air conditioning system 24. The first port 101 and the third port 103 of the first direction valve 100 are communicated, and the fourth port 104 and the fifth port 105 are communicated. The first water pump 12 and the second water pump 22 are operated according to their respective requirements.
And a second mode: common radiator 13 cooling for motor circuit 1 and battery circuit 2
When the ambient temperature is in the range of 15 to 25 c and the battery 21 is at a high temperature while the vehicle is running, cooling can be performed by the radiator 13.
At this time, the spool of the first direction valve 100 operates to: the first port 101 and the fifth port 105 are communicated, the third port 103 and the fourth port 104 are communicated, the first water pump 12 is operated, and the second water pump 22 is not operated. At this time, battery 21 is cooled by radiator 13, and can save at least 3KW compared to cooling by air conditioning system 24.
And a third mode: the battery 21 is heated by the residual heat generated by the operation of the driving motor 11
In an environment where the temperature is less than 15 ℃, the temperature of the battery 21 is lower than the optimum temperature of the battery 21 when the vehicle is running, which is disadvantageous in terms of the life and discharge capacity of the battery 21.
When the motor is operated in this environment, the temperature of the fluid in the motor circuit 1 is generally not higher than 40 ℃, so that the fluid in the motor circuit 1 can be used for heating the battery 21, and the temperature of the battery 21 is ensured to be in a proper range of 20-25 ℃.
At this time, the spool of the first direction valve 100 operates to: the first port 101 communicates with the fifth port 105, the second port 102 communicates with the fourth port 104, the first water pump 12 is operated, and the second water pump 22 is not operated.
At this time, the warm air loop 3 can be operated as required, and the valve core of the second reversing valve 300 is operated to: the first port 301 and the third port 303 communicate. At this time, the operation of the warm air system 31 has no influence on the driving motor 11 and the battery 21 system.
And a fourth mode: low temperature drive battery 21 heating mode
When the ambient temperature is lower than 0 ℃, the temperature of the fluid in the motor circuit 1 is lower when the vehicle starts to operate, the heating effect on the battery 21 is not obvious, the discharge capacity and the discharge power of the battery 21 are much lower than those in a normal condition at the low temperature, and the influence on the endurance mileage and the dynamic performance of the vehicle is obvious.
At this time, the electric heater 32 is turned on to heat, and the valve body of the second direction valve 300 is operated: the first end interface 301 and the second end interface 302 are communicated; the spool of the first directional valve 100 is adjusted to: the first port 101 communicates with the third port 103, and the fourth port 104 communicates with the fifth port 105. The first water pump 12, the second water pump 22, and the third water pump 33 are operated according to their respective needs.
The heat generated by the operation of the electric heater 32 is transferred to the battery circuit 2 through the heat exchanger 200 to heat the battery 21. Through adjusting the intercommunication aperture between first end interface 301 and the second end interface 302, and the intercommunication aperture between first end interface 301 and the third end interface 303, realize that warm braw return circuit 3 is different with battery return circuit 2 temperature, can guarantee that warm braw return circuit 3 water temperature is about 80 ℃ and guarantee cabin heating, battery 21 system return circuit temperature is about 40 ℃, satisfies respective temperature demand.
And a fifth mode: remote preheating
When the ambient temperature is low, the cabin is heated or both the cabin and the battery 21 are heated at the same time about ten minutes before the vehicle is driven, so that the driver and the battery 21 are both in a comfortable range during the driving. The heating of the cab is carried out through the cooperation of the warm air system 31 and the electric heater 32, and meanwhile, the opening degree of the passage of the first end interface 301 and the second end interface 302 is controlled, so that the heating of the cab and the heating of the battery 21 are guaranteed.
Mode six: rechargeable battery 21 heating
In a low temperature environment, the battery 21 needs to be heated to about 15 ℃ to complete the rapid charging. The electric heater 32 is started, meanwhile, the valve core of the second reversing valve 300 is controlled to be adjusted to the following state, the first end interface 301 is communicated with the second end interface 302, the second water pump 22 and the third water pump 33 are operated, and the valve core of the first reversing valve 100 is adjusted to: the first port 101 communicates with the third port 103, and the fourth port 104 communicates with the fifth port 105.
If the charging and heating are simultaneously required by the heating of the cockpit, only the proportion of the communication opening degree between the first end interface 301 and the second end interface 302 and the communication opening degree between the first end interface 301 and the third end interface 303 needs to be controlled to realize the distribution of heat between the cockpit and the battery 21.
The control component of the electric vehicle thermal regulation and control system comprises a Motor Controller (MCU), a battery controller (BMS), an air conditioner controller (AC), a Vehicle Control Unit (VCU) and control components connected with the controllers. The vehicle controller is connected with each controller through a Controller Area Network (CAN) bus, and signals are communicated through the controller area network. The control component is connected with the whole vehicle controller through a controller local area network (CAN) or a Local Interconnect Network (LIN).
The basic principle of system control is as follows: the controllers send out heat management work requests (such as motor system cooling requests, battery system cooling or heating requests and air conditioning system heating requests) to the whole vehicle controller by monitoring the fluid temperature measured by the sensors in the heat management system and the temperatures of other components, the whole vehicle controller judges the temperature and the working state of each component to enter preset working modes, and sends commands to the heat management system through the controller local area network bus according to preset control strategies under different working modes. And each controller responds after receiving the command, controls the opening state, the rotating speed and the opening degree of each component and feeds the running state of each component back to the whole vehicle controller, so that closed-loop control is realized, and the correct and stable running of the thermal management system is ensured.
It should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.
Claims (10)
1. The utility model provides an electric automobile thermal regulation and control system which characterized in that includes:
the water pump system comprises a motor loop (1), wherein the motor loop (1) comprises a driving motor (11), a first water pump (12) and a radiator (13) which are sequentially communicated in a circulating manner through a fluid pipeline;
a battery circuit (2), the battery circuit (2) comprising a battery (21) and a second water pump (22) in circulating communication through a fluid line;
the first reversing valve (100) is communicated with the motor loop (1) and the battery loop (2) respectively, the first reversing valve (100) is provided with a first reversing state and a second reversing state, the motor loop (1) and the battery loop (2) are mutually independent in the first reversing state, and the driving motor (11), the first water pump (12), the battery (21) and the second water pump (22) form a circulation loop through a fluid pipeline and the first reversing valve (100) in the second reversing state.
2. The thermal regulation system of an electric vehicle according to claim 1, wherein the first directional valve (100) further has a third directional state in which the drive motor (11), the first water pump (12), the radiator (13), the battery (21), and the second water pump (22) form a circulation loop with the first directional valve (100) through a fluid line.
3. The thermal regulation and control system of the electric vehicle as claimed in claim 2, wherein the first direction valve (100) is provided with a first port (101), a second port (102), a third port (103), a fourth port (104) and a fifth port (105), the first port (101) is communicated with the driving motor (11) through a fluid pipeline, the second port (102) is communicated with the first water pump (12) through a fluid pipeline, the third port (103) is communicated with the radiator (13) through a fluid pipeline, the fourth port (104) is communicated with the battery (21) through a fluid pipeline, and the fifth port (105) is communicated with the second water pump (22) through a fluid pipeline;
in the first reversing state, the first port (101) is communicated with the third port (103), and the fourth port (104) is communicated with the fifth port (105);
in the second commutation state, the first port (101) is communicated with the fifth port (105), and the second port (102) is communicated with the fourth port (104);
in the third commutation state, the first port (101) is communicated with the fifth port (105), and the third port (103) is communicated with the fourth port (104).
4. The thermal regulation and control system of the electric vehicle as claimed in claim 1, wherein the motor circuit (1) further comprises a first expansion tank (14), a water replenishing pipe of the first expansion tank (14) is communicated with the upstream of the first water pump (12), and a gas return pipe of the first expansion tank (14) is communicated with a water inlet of the radiator (13).
5. The thermal regulation system of an electric vehicle according to claim 1, characterized in that the electric machine circuit (1) further comprises:
a DC converter (15) provided in the circulation flow path of the motor circuit (1);
and a charger (16) disposed in the circulation flow path of the motor circuit (1).
6. The thermal regulation system of an electric vehicle according to claim 1, characterized in that the battery circuit (2) further comprises a second expansion tank (23), the second expansion tank (23) being disposed in the circulation flow path of the battery circuit (2).
7. The electric vehicle thermal regulation system of claim 1, wherein the battery circuit (2) further comprises:
an air conditioning system (24);
and a battery cooler (25), wherein a fluid passage of the battery cooler (25) is arranged in a circulating flow path of the battery loop (2), and a refrigerant passage of the battery cooler (25) is communicated with a refrigerant of the air conditioning system (24).
8. The electric vehicle thermal regulation system of any one of claims 1-7, further comprising:
the warm air loop (3), the warm air loop (3) comprises a warm air system (31), an electric heater (32) and a third water pump (33) which are sequentially communicated through a fluid pipeline;
a heat exchanger (200) having a first heat exchange flow channel and a second heat exchange flow channel, the first heat exchange flow channel being disposed in a circulation flow path of the battery circuit (2);
the second reversing valve (300) is respectively communicated with the warm air loop (3) and the second heat exchange flow channel, the first reversing valve (100) is provided with a first reversing mode and a second reversing mode, the warm air loop (3) and the heat exchanger (200) are mutually independent in the first reversing mode, and the warm air system (31), the electric heater (32), the third water pump (33) and the second heat exchange flow channel form a circulation loop through a fluid pipeline and the second reversing valve (300) in the second reversing mode.
9. The electric vehicle thermal regulation system of claim 8, wherein the second directional valve (300) is provided with a first end interface (301), a second end interface (302) and a third end interface (303), the first end interface (301) is communicated with the warm air system (31) through a fluid pipeline, the second end interface (302) and the third end interface (303) are respectively communicated with the second heat exchange flow channel through a fluid pipeline, and the third water pump (33) is respectively communicated with the third end interface (303) and the second heat exchange flow channel through a fluid pipeline;
in the first commutation mode, the first port (301) is in communication with the third port (303), and in the second commutation mode, the first port (301) is in communication with the second port (302).
10. The electric vehicle thermal regulation system according to claim 8, wherein the warm air circuit (3) further comprises a third expansion water tank (34), a water replenishing pipe of the third expansion water tank (34) is communicated with the upstream of the third water pump (33), and a return pipe of the third expansion water tank (34) is communicated with a water outlet of the warm air system (31).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011127719.3A CN112238733A (en) | 2020-10-20 | 2020-10-20 | Electric automobile heat regulation and control system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011127719.3A CN112238733A (en) | 2020-10-20 | 2020-10-20 | Electric automobile heat regulation and control system |
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| CN112238733A true CN112238733A (en) | 2021-01-19 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202011127719.3A Pending CN112238733A (en) | 2020-10-20 | 2020-10-20 | Electric automobile heat regulation and control system |
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Application publication date: 20210119 |