CN113432339A - Multi-heat-source heat pump type electric automobile heat management system based on phase change heat storage - Google Patents
Multi-heat-source heat pump type electric automobile heat management system based on phase change heat storage Download PDFInfo
- Publication number
- CN113432339A CN113432339A CN202110794294.XA CN202110794294A CN113432339A CN 113432339 A CN113432339 A CN 113432339A CN 202110794294 A CN202110794294 A CN 202110794294A CN 113432339 A CN113432339 A CN 113432339A
- Authority
- CN
- China
- Prior art keywords
- heat
- way valve
- pipeline
- proportional
- vehicle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000005338 heat storage Methods 0.000 title claims abstract description 32
- 230000017525 heat dissipation Effects 0.000 claims abstract description 28
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 89
- 230000001105 regulatory effect Effects 0.000 claims description 22
- 238000009825 accumulation Methods 0.000 claims description 7
- 238000010438 heat treatment Methods 0.000 abstract description 35
- 238000005057 refrigeration Methods 0.000 abstract description 11
- 230000010354 integration Effects 0.000 abstract description 3
- 239000002826 coolant Substances 0.000 description 31
- 239000003507 refrigerant Substances 0.000 description 31
- 238000001816 cooling Methods 0.000 description 16
- 239000007789 gas Substances 0.000 description 12
- 239000007788 liquid Substances 0.000 description 12
- 239000000110 cooling liquid Substances 0.000 description 9
- 230000009194 climbing Effects 0.000 description 8
- 238000007791 dehumidification Methods 0.000 description 7
- 239000002918 waste heat Substances 0.000 description 7
- 238000010586 diagram Methods 0.000 description 4
- 238000005516 engineering process Methods 0.000 description 4
- 238000001704 evaporation Methods 0.000 description 3
- 230000008020 evaporation Effects 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 2
- 239000000306 component Substances 0.000 description 2
- 230000007547 defect Effects 0.000 description 2
- 230000007613 environmental effect Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 238000004378 air conditioning Methods 0.000 description 1
- 230000005494 condensation Effects 0.000 description 1
- 238000009833 condensation Methods 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 239000008358 core component Substances 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 125000004122 cyclic group Chemical group 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 238000004146 energy storage Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 239000012782 phase change material Substances 0.000 description 1
- 238000010257 thawing Methods 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
- F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
- F25B30/00—Heat pumps
- F25B30/06—Heat pumps characterised by the source of low potential heat
-
- 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
- B60H1/00357—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
- B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
- B60H1/04—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant from cooling liquid of the plant
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
- F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
- F25B41/00—Fluid-circulation arrangements
- F25B41/20—Disposition of valves, e.g. of on-off valves or flow control valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
- F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
- F25B41/00—Fluid-circulation arrangements
- F25B41/30—Expansion means; Dispositions thereof
- F25B41/31—Expansion valves
- F25B41/325—Expansion valves having two or more valve members
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/61—Types of temperature control
- H01M10/613—Cooling or keeping cold
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/61—Types of temperature control
- H01M10/615—Heating or keeping warm
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
- H01M10/625—Vehicles
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
- H01M10/663—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
- F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
- F25B2400/00—General features or devices for refrigeration machines, plants or systems, combined heating and refrigeration systems or heat-pump systems, i.e. not limited to a particular subgroup of F25B
- F25B2400/24—Storage receiver heat
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
- F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
- F25B2600/00—Control issues
- F25B2600/25—Control of valves
- F25B2600/2513—Expansion valves
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using batteries
Abstract
The invention provides a multi-heat-source heat pump type electric automobile heat management system based on phase change heat storage, wherein a phase change heat storage unit is additionally arranged in a power assembly heat dissipation pipeline, so that the difference of quantity, form and time of energy in supply and demand is overcome, and the high-efficiency heating and refrigeration of an electric automobile can be realized. According to the invention, three electric automobile heat management subsystems are organically integrated, the valve control operability is strong, the structure of the components is compact, and the integration level is high; the heat management of the passenger compartment adopts a water-cooled condenser as a heat release device of a refrigeration loop, so that the problems of large size and large occupied space commonly existing in the existing condenser can be solved; in addition, the area of a front-end radiator can be reduced by the phase change heat accumulator, so that the windward area can be reduced, the wind resistance can be reduced, and the endurance mileage can be improved.
Description
Technical Field
The invention relates to an electric automobile heat management system, in particular to a multi-heat-source heat pump type electric automobile heat management system based on phase change heat storage.
Background
The electric automobile is a main trend of future development of the automobile industry, and at present, the endurance mileage of the electric automobile, especially the endurance problem in winter, becomes an important factor for the development of the elbow-controlled electric automobile. As the core component parts of the electric automobile, the battery, the motor, the electric control unit and the air conditioning system are closely related to the problems, and the factor which has the greatest influence on the performance of the electric automobile is the temperature, so that one set of high-performance thermal management system plays a decisive role in increasing the endurance mileage, prolonging the service life of the battery, reducing the energy consumption of the battery and improving the reliability and the comfort of the whole automobile.
For the thermal management module of the passenger compartment of the electric automobile, low-temperature heating in winter is a key difficulty. Unlike traditional fuel vehicles, electric vehicles do not have engine waste heat to provide a heat source for the heating system. At present, most electric automobiles adopt wind-heat PTC electric heaters for heating, the energy efficiency of PTC schemes is low, in order to solve the problem, a heat pump technology is gradually introduced into the electric automobiles at present, the heat pump technology is mainly divided into an air source heat pump and a water loop heat pump, the existing scheme adopting an air source heat pump has the problems of poor low-temperature performance, easy frosting and the like, and the water loop heat pump can cause the problems of increased heat transfer resistance at the high-pressure side, increased condensation temperature, reduced heat efficiency and the like.
And if the two heat pumps are simply combined, the overall volume of the heat management system is too large, and the utilization rate of the space in the vehicle is low.
Disclosure of Invention
The invention aims to provide a phase-change heat storage-based multi-heat-source heat pump type electric vehicle heat management system, which realizes an air source heat pump through a first combined heat exchange module, integrates passenger compartment heat management and battery heat management through a second combined heat exchange module, integrates battery heat management and power assembly heat management through a water-cooled condenser, overcomes the difference of quantity, form and time of energy supply and demand by using a phase-change heat storage technology, overcomes the defects of the traditional single air source heat pump and a water-loop heat pump, and reduces the volume, thereby saving the space and increasing the space of a passenger compartment.
The purpose of the invention can be realized by the following technical scheme:
a multi-heat-source heat pump type electric automobile heat management system based on phase change heat storage comprises:
a power assembly heat dissipation pipeline, a battery heat exchange pipeline and a passenger compartment heat management module,
a first combined heat exchange module, a second combined heat exchange module, a phase change heat storage unit and a water-cooled condenser,
the first combined heat exchange module comprises a front end radiator, an external evaporator and a second proportional three-way valve, and the front end radiator and the external evaporator realize heat exchange;
the second combined heat exchange module comprises an external cooler;
the output end of the power assembly heat dissipation pipeline is connected to the input end of the phase change heat storage unit, the output end of the phase change heat storage unit and the output end of the battery heat exchange pipeline are both connected to the input end of the second proportional three-way valve, the first output end of the second proportional three-way valve is connected to the input ends of the power assembly heat dissipation pipeline and the battery heat exchange pipeline through the first pipeline of the water-cooled condenser, the second output end of the second proportional three-way valve is connected to the input end of the front end radiator, the output end of the front end radiator is connected to the input ends of the power assembly heat dissipation pipeline and the battery,
and the passenger compartment heat management module is respectively connected with a second pipeline of the water-cooled condenser and the evaporator outside the vehicle and exchanges heat through a battery heat exchange pipeline of the cooler outside the vehicle.
The phase change heat storage unit comprises a phase change heat accumulator and a first proportional three-way valve, the output end of the power assembly heat dissipation pipeline is connected to the input end of the first proportional three-way valve, the first output end of the first proportional three-way valve is connected to the phase change heat accumulator, the second output end of the first proportional three-way valve is connected to the input end of the second proportional three-way valve, and the phase change heat accumulator is connected to the input end of the second proportional three-way valve.
The passenger compartment heat management module comprises a compressor, a three-way valve, an in-vehicle evaporator, an in-vehicle condenser, a first electronic expansion valve, an out-vehicle cooler and a third proportion three-way valve;
the output end of the in-vehicle heat exchange module is connected to the input end of the compressor, the input end of the in-vehicle heat exchange module is connected to the output end of a second pipeline of the water-cooled condenser through a first electronic expansion valve, the input end of the in-vehicle condenser is connected to the second output end of the three-way valve, the output end of the in-vehicle condenser is connected to the first end of a third proportion three-way valve, the second end of the third proportion three-way valve is connected to the input end of a second pipeline of the out-vehicle cooler, the third end of the third proportion three-way valve is connected to the input end of the out-vehicle evaporator, the output end of the second pipeline of the out-vehicle cooler is connected to the input end of the compressor, and the first pipeline of the out-vehicle cooler is connected to the battery heat exchange pipeline.
The system further comprises a flow regulating valve, one end of the flow regulating valve is connected to the interior evaporator through a first electronic expansion valve, and the other end of the flow regulating valve is connected to the output end of the interior condenser and the first end of the third proportional three-way valve.
The passenger compartment heat management module comprises a compressor, a three-way valve, an in-vehicle heat exchanger, a first electronic expansion valve, an out-vehicle cooler, a third proportion three-way valve and a second electromagnetic valve;
the first end of heat exchanger is connected to the input of compressor through the second solenoid valve in the car, and the second end is connected to the output of water cooled condenser's second pipeline through first electronic expansion valve, and the first end of heat exchanger is still connected to in the car the second output of three-way valve, the second end still are connected to the first end of third proportion three-way valve, the second end of third proportion three-way valve is connected to the input of the second pipeline of outer cooler, and the third end is connected to the input of outer evaporimeter of car, the output of compressor is connected to the input of three-way valve, the first output of three-way valve is connected to the input of water cooled condenser's second pipeline, the output of outer cooler's second pipeline is connected to the input of compressor, and the first tube coupling of outer cooler is to battery heat transfer pipeline.
And a third electronic expansion valve is arranged between the third proportional three-way valve and the evaporator outside the vehicle.
And a second electronic expansion valve is arranged between the third proportional three-way valve and the cooler outside the vehicle.
The passenger compartment thermal management module further comprises a hot wind electric heater.
The system also includes an expansion tank.
The first combined heat exchange module further comprises a fan.
Compared with the prior art, the invention has the following beneficial effects:
1) the air source heat pump is realized through the first combined heat exchange module, the heat management of the passenger cabin and the heat management of the battery are integrated through the second combined heat exchange module, and the heat management of the battery and the heat management of the power assembly are integrated through the water-cooled condenser, so that the integration of three subsystems is realized, the defects of a traditional single air source heat pump and a traditional water-loop heat pump are overcome, the size is reduced, the space of the passenger cabin is saved, and the space of the passenger cabin is increased.
2) Due to the fact that the phase change heat storage unit is additionally arranged, the load of a front-end radiator can be reduced, and the area of the front-end radiator can be reduced, so that the windward area is reduced, the wind resistance is reduced, and the endurance mileage is improved.
3) The phase change heat storage technology can overcome the difference of quantity, form and time of energy in supply and demand, and in addition, the phase change material has the advantages of high phase change latent heat and high heat conductivity, high-efficiency energy storage and release, no need of consuming extra energy such as electric energy and the like, nearly constant temperature in the phase change process and the like. Therefore, the phase change heat storage unit can efficiently recover the waste heat generated by each component in the system, release the waste heat when appropriate, fully utilize the heat source in the vehicle and realize the high efficiency and energy saving of the electric vehicle.
4) The flow regulating valve can realize defrosting.
5) The system also comprises an expansion tank to realize pressure balance.
6) The mode of combining an air source heat pump with a water ring heat pump is adopted, and a low-temperature heat source is provided by an air source, system waste heat and a small amount of electric energy, so that the multi-heat-source heat pump is formed. Under the working condition of low temperature in winter, three modes of an air source heat pump, an air source-water ring multi-heat source heat pump and a water ring heat pump can be switched through valve control according to the environmental temperature, and the energy utilization maximization is realized. Under the extreme low-temperature working condition, the operation mode is switched into the water-ring heat pump mode, so that a series of problems caused by the air source heat pump can be avoided. In addition, the phase change heat storage unit can efficiently store the heat productivity of the motor and the battery at high temperature in summer, and reduces the load of a front-end radiator and a refrigeration system.
7) And each mode of each working condition can be flexibly switched only by controlling six simple valves, and the valves have strong control operability, compact component structure and high integration level. Secondly, the heat management module of the passenger compartment adopts a water-cooled condenser as a heat release device of a refrigeration loop, and can solve the problems that the existing condenser is large in size, large in occupied space and not beneficial to storage. In addition, due to the fact that the phase change heat storage unit is additionally arranged, the load of the front-end radiator can be reduced, and the area of the front-end radiator can be reduced, so that the windward area is reduced, the wind resistance is reduced, and the endurance mileage is improved.
Drawings
FIG. 1 is a schematic structural diagram of a first embodiment of the present invention;
FIG. 2 is a schematic view of a first embodiment under normal temperature conditions;
FIG. 3 is a schematic view of the high temperature condition of the first embodiment;
FIG. 4 is a schematic diagram of a first embodiment under extreme high temperature conditions;
FIG. 5 is a schematic view of the low temperature condition of the first embodiment;
FIG. 6 is a schematic view of a lower temperature condition of the first embodiment;
FIG. 7 is a schematic diagram of the first embodiment under extreme low temperature conditions;
FIG. 8 is a schematic structural diagram of a second embodiment of the present invention;
wherein: 1. the system comprises an expansion water tank, a first water pump, a second water pump, a third water pump, a motor module, a fourth water pump, a fifth water pump, a sixth water pump, a fifth water pump, a sixth water pump, a fifth water pump, a sixth water pump, a fourth water pump, a sixth water pump, a fourth water pump, a sixth water pump, a 17, a sixth water pump, a gas valve, a gas-liquid separator, a-liquid-.
Detailed Description
The invention is described in detail below with reference to the figures and specific embodiments. The present embodiment is implemented on the premise of the technical solution of the present invention, and a detailed implementation manner and a specific operation process are given, but the scope of the present invention is not limited to the following embodiments.
A multi-heat-source heat pump type electric vehicle heat management system based on phase change heat storage, as shown in fig. 1, comprising:
a power assembly heat dissipation pipeline, a battery heat exchange pipeline and a passenger compartment heat management module,
a first combined heat exchange module, a second combined heat exchange module, a phase change heat storage unit and a water-cooled condenser 10,
the first combined heat exchange module comprises a front end radiator 8, an external evaporator 26 and a second proportional three-way valve 7, and the front end radiator 8 and the external evaporator 26 realize heat exchange;
the second combined heat exchange module comprises an external cooler 15;
the output end of the power assembly heat dissipation pipeline is connected to the input end of the phase change heat storage unit, the output end of the phase change heat storage unit and the output end of the battery heat exchange pipeline are both connected to the input end of the second proportional three-way valve 7, the first output end of the second proportional three-way valve 7 is connected to the input ends of the power assembly heat dissipation pipeline and the battery heat exchange pipeline through the first pipeline of the water-cooled condenser 10, the second output end is connected to the input end of the front-end radiator 8, the output end of the front-end radiator 8 is connected to the input ends of the power assembly heat dissipation pipeline and the battery heat exchange pipeline through the first pipeline of the water-cooled condenser 10,
the passenger compartment heat management module is respectively connected with a second pipeline of the water-cooled condenser 10 and the evaporator 26 outside the vehicle, and exchanges heat through the battery heat exchange pipeline of the cooler 15 outside the vehicle.
The phase change heat storage unit comprises a phase change heat accumulator 6 and a first proportional three-way valve 5, the output end of the power assembly heat dissipation pipeline is connected to the input end of the first proportional three-way valve 5, the first output end of the first proportional three-way valve 5 is connected to the phase change heat accumulator 6, the second output end of the first proportional three-way valve 5 is connected to the input end of a second proportional three-way valve 7, and the phase change heat accumulator 6 is connected to the input end of the second proportional three-way valve 7.
The passenger compartment thermal management module comprises a compressor 18, a three-way valve 19, an internal evaporator 21, an internal condenser 23, a first electronic expansion valve 20, an external cooler 15 and a third proportional three-way valve 24;
the output end of the in-vehicle heat exchange module is connected to the input end of the compressor 18, the input end is connected to the output end of the second pipeline of the water-cooled condenser 10 through the first electronic expansion valve 20, the input end of the in-vehicle condenser 23 is connected to the second output end of the three-way valve 19, the output end is connected to the first end of the third proportional three-way valve 24, the second end of the third proportional three-way valve 24 is connected to the input end of the second pipeline of the out-vehicle cooler 15, the third end is connected to the input end of the out-vehicle evaporator 26, the output end of the compressor 18 is connected to the input end of the three-way valve 19, the first output end of the three-way valve 19 is connected to the input end of the second pipeline of the water-cooled condenser 10, the output end of the second pipeline of the out-vehicle cooler 15 is connected to the input end of the compressor 18, and the first pipeline of the out-vehicle cooler 15 is connected to the battery heat exchange pipeline.
A third electronic expansion valve 25 is arranged between the third proportional three-way valve 24 and the evaporator 26 outside the vehicle, a second electronic expansion valve 27 is arranged between the third proportional three-way valve 24 and the cooler 15 outside the vehicle, and the passenger compartment heat management module further comprises a hot wind electric heater 28.
In addition, the system also comprises an expansion water tank 1, and the first combined heat exchange module also comprises a fan 9.
In order to achieve dehumidification, the system further comprises a flow regulating valve 22, one end of the flow regulating valve 22 is connected to the interior evaporator 21 through a first electronic expansion valve 20, and the other end is connected to an output end of the interior condenser 23 and a first end of a third proportional three-way valve 24.
The power assembly heat dissipation pipeline comprises a first water pump 2, an electric control module 3 and a motor module 4 which are connected in sequence, and the power assembly heat dissipation pipeline comprises a battery module 13, a hot water electric heater 14, a third water pump 12, a second water pump 11 and an electromagnetic valve 16.
Specifically, the passenger compartment thermal management module can be considered to include a first refrigeration circuit, a second refrigeration circuit, a first heating circuit, a second heating circuit, a third heating circuit, and a dehumidification branch; a first refrigeration loop is formed by a gas-liquid separator 17, a compressor 18, a three-way valve 19, a water-cooled condenser 10, a first electronic expansion valve 20, an in-vehicle evaporator 21 and a flow regulating valve 22; a second refrigeration loop is formed by a gas-liquid separator 17, a compressor 18, a three-way valve 19, a water-cooled condenser 10, a first electronic expansion valve 20, an in-vehicle evaporator 21, a flow regulating valve 22, a second electronic expansion valve 27, an out-vehicle cooler 15 and a third proportional three-way valve 24; a first heating loop is formed by a gas-liquid separator 17, a compressor 18, a three-way valve 19, an internal condenser 23, a third proportional three-way valve 24, a third electronic expansion valve 25, an external evaporator 26, a flow regulating valve 22 and a hot air electric heater 28; a second heating loop is formed by the gas-liquid separator 17, the compressor 18, the three-way valve 19, the internal condenser 23, the third proportional three-way valve 24, the second electronic expansion valve 27, the external cooler 15, the flow regulating valve 22 and the hot air electric heater 28; a third heating loop is formed by the gas-liquid separator 17, the compressor 18, the three-way valve 19, the internal condenser 23, the third proportional three-way valve 24, the second electronic expansion valve 27, the external cooler 15, the third electronic expansion valve 25, the external evaporator 26, the flow regulating valve 22 and the hot air electric heater 28; the first electronic expansion valve 20 and the in-vehicle evaporator 21 constitute a dehumidification branch. The three-way valve 19 controls the switching between the cooling mode and the heating mode; in the cooling mode, the flow regulating valve 22 controls the first cooling circuit and the second cooling circuit to be switched; in the heating mode, the third proportional three-way valve 24 controls the first heating circuit, the second heating circuit and the third heating circuit to be switched, and the flow regulating valve 22 controls the dehumidification branch to be started or stopped.
The following describes the first embodiment with respect to six environmental conditions, i.e., normal temperature, high temperature, extreme high temperature, low temperature, lower temperature, and extreme low temperature.
As shown in fig. 2, under normal temperature conditions, the passenger compartment does not need to be temperature-regulated, and the passenger compartment thermal management module is closed. If the vehicle is in a medium-low speed running working condition, the battery has low heating power and does not need cooling, the motor only needs to be cooled, namely, only the power assembly heat dissipation pipeline is operated, the first water pump 2 is started, the second water pump 11 and the electromagnetic valve 16 are closed (the third water pump 12 is closed), a cooling medium enters the electric control module 3 and the motor module 4 through the first water pump 2 to take away heat, then enters the phase change heat accumulator 6 to perform high-efficiency heat accumulation, the load of the front-end heat radiator 8 is reduced, and the flow of the cooling medium entering the phase change heat accumulator 6 is adjusted by using the first proportional three-way. And then enters a front end radiator 8, is cooled by convection heat exchange of a fan 9, enters the motor module again through the first water pump 2, and circularly reciprocates. If the vehicle is in a climbing or high-speed driving working condition, the heating power of the battery is increased, namely the battery and a power assembly heat dissipation pipeline need to be operated, the first water pump 2, the second water pump 11 and the electromagnetic valve 16 are started (the third water pump 12 is started and closed), one path of cooling medium enters the electric control module 3 and the motor module 4 through the first water pump 2 to take away heat, then enters the phase change heat accumulator 6 to carry out efficient heat accumulation, one path of cooling medium enters the battery module 13 through the second water pump 11, then the two paths of cooling medium are converged and then enter the front end radiator 8, and are cooled through convection heat exchange of the fan 9, and then the two paths of cooling medium are continuously divided into two paths and are circulated and reciprocated.
As shown in fig. 3, in the heat management module of the passenger compartment under high temperature conditions, the high temperature and high pressure refrigerant gas compressed by the electronic compressor 18 (started) releases heat in the water-cooled condenser 10, the refrigerant after heat release and cooling is throttled and expanded by the first electronic expansion valve 20, the throttled low temperature refrigerant gas absorbs heat in the in-vehicle evaporator 21 to realize passenger compartment refrigeration, and then the refrigerant returns to the electronic compressor 18 after passing through the gas-liquid separator 17 to circulate back and forth. If the vehicle is in a medium-low speed running working condition, the battery has low heating power and does not need cooling, the motor is only required to be cooled, namely, the power assembly heat dissipation pipeline and the passenger compartment heat management module are operated, the first water pump 2 is started, the second water pump 11 and the electromagnetic valve 16 are closed, a cooling medium enters the electric control module 3 and the motor module 4 through the first water pump 2 to take away heat, then enters the phase change heat accumulator 6 to carry out high-efficiency heat accumulation, and the flow of the cooling medium entering the phase change heat accumulator 6 is adjusted by using the first proportional three-way valve 5. Then the water enters a front end radiator 8, is cooled through convection heat exchange of a fan 9, enters the motor module through the first water pump 2 again after heat exchange in a water-cooled condenser 10, and circulates and reciprocates. If the vehicle is in a climbing or high-speed running working condition, the heating power of the battery is increased, and three systems need to be operated; for a power assembly heat dissipation pipeline and a battery heat exchange pipeline, a first water pump 2, a second water pump 11 and an electromagnetic valve 16 are started, one path of cooling medium enters an electric control module 3 and a motor module 4 through the first water pump 2 to take away heat, enters a phase change heat accumulator 6 to carry out high-efficiency heat accumulation, one path of cooling medium enters a battery module 13 through the second water pump 11, then two paths of cooling medium are converged and then enter a front end radiator 8, and are cooled by convection heat exchange of a fan 9, and then are continuously divided into two paths after heat exchange in a water-cooled condenser 10, and the circulation is repeated.
As shown in fig. 4, in an extreme high temperature condition, for the passenger compartment thermal management module, the high temperature and high pressure refrigerant gas compressed by the electronic compressor 18 releases heat in the water-cooled condenser 10, the refrigerant after heat release and cooling is throttled and expanded by the first electronic expansion valve 20, the throttled low temperature refrigerant gas absorbs heat in the in-vehicle evaporator 21 to realize passenger compartment refrigeration, and then the refrigerant returns to the electronic compressor 18 after passing through the gas-liquid separator 17 to circulate back and forth. If the vehicle is in a medium-low speed running working condition, the heating power of the battery is low, the first water pump 2, the third water pump 12 and the electromagnetic valve 16 are started, the flow regulating valve 22 is closed, one path of cooling medium enters the electric control module 3 and the motor module 4 through the first water pump 2 to take away heat, then enters the phase change heat accumulator 6 to carry out efficient heat accumulation, one path of cooling medium enters the battery module 13 through the third water pump 12, then enters the front end radiator 8 after being converged, is cooled by convection heat exchange of the fan 9, then is continuously divided into two paths after heat exchange in the water-cooled condenser 10, and is circulated and reciprocated, so that the thermal management of the battery and the power assembly is completed. If the vehicle is in a climbing or high-speed driving working condition, the heating power of the battery is increased, the first water pump 2 and the third water pump 12 are started for a power assembly heat dissipation pipeline, the electromagnetic valve 16 and the second water pump 11 are closed, a cooling medium enters the electric control module 3 and the motor module 4 through the first water pump 2 to take away heat, then enters the phase change heat accumulator 6 to perform high-efficiency heat accumulation, then enters the front-end radiator 8 to perform convective heat exchange and cooling through the fan 9, and cooling water enters the motor module through the first water pump 2 again after exchanging heat in the water-cooled condenser 10 to perform cyclic reciprocation; for a battery heat exchange pipeline and a passenger compartment system, refrigerant after heat release and cooling in a water-cooled condenser 10 is divided into two paths, one path of refrigerant is throttled and expanded through a first electronic expansion valve 20, throttled low-temperature refrigerant gas absorbs heat in an in-vehicle evaporator 21 to realize passenger compartment refrigeration, the other path of refrigerant is throttled and expanded through a second electronic expansion valve 27, the throttled low-temperature refrigerant gas absorbs heat in an out-vehicle cooler 15 to realize battery loop cooling, a flow regulating valve 22 regulates the flow of the refrigerant entering the out-vehicle cooler 15, and then the two paths of refrigerant are converged, pass through a gas-liquid separator 17, return to an electronic compressor 18 and circulate back and forth.
As shown in fig. 5, in the low-temperature operating condition, for the passenger compartment heat management module, the high-temperature and high-pressure refrigerant gas compressed by the electronic compressor 18 releases heat in the internal condenser 23 to realize passenger compartment heating, the refrigerant after heat release and cooling is throttled and expanded by the third electronic expansion valve 25, the throttled low-temperature refrigerant gas absorbs heat in the external evaporator 26, and then the refrigerant returns to the electronic compressor 18 after passing through the gas-liquid separator 17 to circulate; the flow regulating valve 22 is opened, so that a part of the refrigerant after heat release and cooling enters the interior evaporator 21 through the first electronic expansion valve 20, and dehumidification is realized. If the vehicle is in a climbing or high-speed running working condition, the heating power of the motor and the battery is high, and the waste heat can be recovered; for a battery and power assembly heat dissipation pipeline, a first water pump 2, a second water pump 11 and an electromagnetic valve 16 are started, one path of cooling medium enters an electric control module 3 and a motor module 4 through the first water pump 2 to take away heat, then the flow of the cooling medium entering a phase change heat accumulator 6 is regulated by utilizing a first proportional three-way valve 5, waste heat is stored in the phase change heat accumulator 6, one path of cooling medium enters a battery module 13 through the second water pump 11, then the two paths of cooling medium are converged and then pass through a second proportional three-way valve 7, so that all cooling liquid enters a front end radiator 8, the cooling liquid and an external evaporator 26 exchange heat in a convection mode through a fan 9, the evaporation temperature of an air source heat pump is increased, the heating efficiency of the air source heat pump is increased, then the cooling liquid is continuously divided into two paths, and the circulation is repeated. If the heat pump is in a medium-low speed working condition, the heating power of the motor and the battery is low, and if the heat productivity of the battery can meet the self-heating requirement, only the heat management module of the passenger compartment and the heat dissipation pipeline of the power assembly need to be operated, for the power assembly heat dissipation pipeline, the first water pump 2 is started, the second water pump 11 and the electromagnetic valve 16 are closed, the cooling medium enters the electronic control module 3 and the motor module 4 through the first water pump 2 to take away heat, then, the flow of the cooling medium entering the phase change heat accumulator 6 and the bypass pipeline is adjusted by using the first proportional three-way valve 5, the heat stored under the working condition of climbing or high-speed running is released, the cooling liquid completely enters the front end radiator 8 by adjusting the second proportional three-way valve 7, the heat exchange is carried out by convection between the fan 9 and an evaporator 26 outside the vehicle, the evaporation temperature of the air source heat pump is increased, and then the air source heat pump enters the motor module through the first water pump 2 again to circularly reciprocate; if the calorific value of the battery cannot meet the self-heating requirement, the second water pump 11 and the electromagnetic valve 16 are started, the flow of the cooling liquid entering the bypass pipeline and the front end radiator is adjusted by adjusting the second proportional three-way valve 7, so that the cooling medium of the heat dissipation pipeline of the power assembly enters the battery module 13, and the battery is heated.
As shown in fig. 6, in the low-temperature working condition, for the passenger compartment thermal management module, the high-temperature and high-pressure refrigerant gas compressed by the electronic compressor 18 releases heat in the internal condenser 23, the cooled refrigerant is divided into two paths through the third proportional three-way valve 24, one path of the refrigerant is throttled by the third electronic expansion valve 25 and enters the external evaporator 26 to absorb heat, the other path of the refrigerant is throttled by the second electronic expansion valve 27 and enters the external cooler 15 to absorb heat, and then the two paths of the refrigerant are converged and return to the electronic compressor 18 after passing through the gas-liquid separator 17, and the cycle is repeated; the flow regulating valve 22 is opened, so that a part of the refrigerant after heat release and cooling enters the interior evaporator 21 through the first electronic expansion valve 20, and dehumidification is realized. If the vehicle is in a climbing or high-speed running working condition, the heating power of the battery is high, and the heating of the hot water electric heater 14 is not needed; for the heat management of the battery heat exchange pipeline and the power assembly, a first water pump 2, a second water pump 11, a third water pump 12 and an electromagnetic valve 16 are started, one path of cooling medium enters an electric control module 3 and a motor module 4 through the first water pump 2 to take away heat, then the flow of the cooling medium entering a phase change heat accumulator 6 is adjusted by using a first proportional three-way valve 5, waste heat is stored in the phase change heat accumulator 6, the other path of cooling medium enters a battery module 13 through the second water pump 11, then the two paths of cooling medium are converged and then subjected to convection heat exchange with an evaporator 26 outside a vehicle through a fan 9 by adjusting a second proportional three-way valve 7, the flow of the cooling liquid entering a bypass and a front end radiator 8 is adjusted, the cooling liquid passing the front end radiator 8 is subjected to convection heat exchange with the evaporator 26 outside the vehicle through the fan 9, the evaporation temperature of an air source heat pump is increased, and the heating efficiency of the air source heat pump is improved, and then the two paths are continuously divided and circulated and reciprocated. If the battery is in a medium-low speed working condition, the heating power of the battery is low, and the hot water electric heater 14 is needed for heating; for the battery heat exchange pipeline, the second water pump 12 and the hot water electric heater 14 are started, the second electronic water pump 11 and the electromagnetic valve 16 are closed, the cooling liquid passes through the battery module 13, the cooler 15 outside the vehicle, the hot water electric heater 14 and the third electronic water pump 12, and the circulation is repeated; for a power assembly heat dissipation pipeline, a cooling medium in a motor loop enters an electric control module 3 and a motor module 4 through a first water pump 2 to take away heat, then the flow of the cooling medium entering a phase change heat accumulator 6 and a bypass pipeline is adjusted by a first proportional three-way valve 5, the heat stored under the working condition of climbing or high-speed running is released, then the cooling medium is enabled to completely enter a front end radiator 8 by adjusting a second proportional three-way valve 7, heat is convected with an evaporator 26 outside a vehicle through a fan 9, and then the cooling medium returns to an electronic water pump 2 to circulate and reciprocate.
As shown in fig. 7, under an extreme low temperature condition, for the passenger compartment heat management module, the high-temperature and high-pressure refrigerant gas compressed by the electronic compressor 18 releases heat in the internal condenser 23 to realize passenger compartment heating, the refrigerant after heat release and cooling is throttled and expanded by the second electronic expansion valve 27, the throttled low-temperature refrigerant gas absorbs heat of the power assembly heat management and the hot water electric heater 14 in the external cooler 15, and then the refrigerant returns to the electronic compressor 18 after passing through the gas-liquid separator 17 to circulate back and forth, and in addition, the hot air electric heater 28 is started to assist in heating; the flow regulating valve 22 is opened, so that a part of the refrigerant after heat release and cooling enters the interior evaporator 21 through the first electronic expansion valve 20, and dehumidification is realized. Under this operating mode, the battery heat has been unable to satisfy self heating demand, needs to heat the battery. Therefore, for the heat management of the battery heat exchange pipeline and the power assembly, the first water pump 2, the second water pump 12, the hot water electric heater 14 and the electromagnetic valve 16 are started, the cooling medium enters the electronic control module 3 and the motor module 4 through the first water pump 2 to take away heat, then the heat accumulator is bypassed through the first proportional three-way valve 5, the cooling liquid in the battery loop enters the battery module 13 through the third water pump 12 to be converged with the cooling medium of the heat management loop of the power assembly, the heat is released in the condenser 15 outside the vehicle and is divided into two paths through the hot water electric heater 14, one path enters the motor module again through the first water pump 2, and the other path enters the battery module 13 through the third water pump 12 to circulate repeatedly.
In the second embodiment, the passenger compartment thermal management module includes a compressor 18, a three-way valve 19, an in-vehicle heat exchanger 30, a first electronic expansion valve 20, an out-vehicle cooler 15, a third proportional three-way valve 24, and a second solenoid valve 29; the first end of the in-vehicle heat exchanger 30 is connected to the input end of the compressor 18 through the second electromagnetic valve 29, the second end is connected to the output end of the second pipeline of the water-cooled condenser 10 through the first electronic expansion valve 20, the first end of the in-vehicle heat exchanger 30 is further connected to the second output end of the three-way valve 19, the second end is further connected to the first end of the third proportional three-way valve 24, the second end of the third proportional three-way valve 24 is connected to the input end of the second pipeline of the out-vehicle cooler 15, the third end is connected to the input end of the out-vehicle evaporator 26, the output end of the compressor 18 is connected to the input end of the three-way valve 19, the first output end of the three-way valve 19 is connected to the input end of the second pipeline of the water-cooled condenser 10, the output end of the second pipeline of the out-vehicle cooler 15 is connected to the input end of the compressor 18, and the first pipeline of the out-vehicle cooler 15 is connected to the battery heat exchange pipeline.
The main difference between this embodiment and the first embodiment is that in this embodiment, the interior condenser 23 and the interior evaporator 21 are replaced by the interior heat exchanger 30, so that the full-condition requirements corresponding to five environment conditions of normal temperature, high temperature, extreme high temperature, low temperature and extreme low temperature and three driving conditions of climbing, high speed and medium and low speed can be realized.
Claims (10)
1. The utility model provides a multi-heat source heat pump type electric automobile thermal management system based on phase change heat accumulation which characterized in that includes:
a power assembly heat dissipation pipeline, a battery heat exchange pipeline and a passenger compartment heat management module,
a first combined heat exchange module, a second combined heat exchange module, a phase change heat storage unit and a water-cooled condenser (10),
the first combined heat exchange module comprises a front end radiator (8), an external evaporator (26) and a second proportional three-way valve (7), and the front end radiator (8) and the external evaporator (26) realize heat exchange;
the second combined heat exchange module comprises an external cooler (15);
the output end of the power assembly heat dissipation pipeline is connected to the input end of the phase change heat storage unit, the output end of the phase change heat storage unit and the output end of the battery heat exchange pipeline are both connected to the input end of a second proportional three-way valve (7), the first output end of the second proportional three-way valve (7) is connected to the input end of the power assembly heat dissipation pipeline and the input end of the battery heat exchange pipeline through the first pipeline of a water-cooled condenser (10), the second output end of the front end radiator (8) is connected to the input end of the power assembly heat dissipation pipeline and the input end of the battery heat exchange pipeline through the first pipeline of the water-cooled condenser (10),
the passenger compartment thermal management module is respectively connected with a second pipeline of the water-cooled condenser (10) and the evaporator (26) outside the vehicle, and exchanges heat through a battery heat exchange pipeline of the cooler (15) outside the vehicle.
2. The heat management system of the phase-change heat storage-based multi-heat-source heat pump type electric automobile according to claim 1, characterized in that the phase-change heat storage unit comprises a phase-change heat accumulator (6) and a first proportional three-way valve (5), an output end of the powertrain heat dissipation pipeline is connected to an input end of the first proportional three-way valve (5), a first output end of the first proportional three-way valve (5) is connected to the phase-change heat accumulator (6), a second output end of the first proportional three-way valve (5) is connected to an input end of a second proportional three-way valve (7), and the phase-change heat accumulator (6) is connected to an input end of the second proportional three-way valve (7).
3. The heat management system for the electric vehicle based on the phase-change heat storage and the multi-heat-source heat pump type is characterized in that the heat management module for the passenger compartment comprises a compressor (18), a three-way valve (19), an internal evaporator (21), an internal condenser (23), a first electronic expansion valve (20), an external cooler (15) and a third proportional three-way valve (24);
the output end of the in-vehicle heat exchange module is connected to the input end of a compressor (18), the input end of the in-vehicle heat exchange module is connected to the output end of a second pipeline of the water-cooled condenser (10) through a first electronic expansion valve (20), the input end of the in-vehicle condenser (23) is connected to the second output end of the three-way valve (19), the output end of the in-vehicle heat exchange module is connected to the first end of a third proportional three-way valve (24), the second end of the third proportional three-way valve (24) is connected to the input end of a second pipeline of the external cooler (15), the third end of the third proportional three-way valve is connected to the input end of an external evaporator (26), the output end of the compressor (18) is connected to the input end of the three-way valve (19), the first output end of the three-way valve (19) is connected to the input end of the second pipeline of the water-cooled condenser (10), and the output end of the second pipeline of the external cooler (15) is connected to the input end of the compressor (18), a first line of the external cooler (15) is connected to the battery heat exchange line.
4. The phase-change heat storage based multi-heat-source heat pump type electric vehicle heat management system according to claim 1, further comprising a flow regulating valve (22), wherein one end of the flow regulating valve (22) is connected to the internal evaporator (21) through a first electronic expansion valve (20), and the other end is connected to an output end of the internal condenser (23) and a first end of a third proportional three-way valve (24).
5. The phase-change heat storage based multi-heat-source heat pump type electric vehicle heat management system according to claim 1, wherein the passenger compartment heat management module comprises a compressor (18), a three-way valve (19), an in-vehicle heat exchanger (30), a first electronic expansion valve (20), an out-of-vehicle cooler (15), a third proportional three-way valve (24) and a second solenoid valve (29);
the first end of the heat exchanger (30) in the vehicle is connected to the input end of the compressor (18) through a second electromagnetic valve (29), the second end of the heat exchanger (30) in the vehicle is connected to the output end of the second pipeline of the water-cooled condenser (10) through a first electronic expansion valve (20), the first end of the heat exchanger (30) in the vehicle is also connected to the second output end of the three-way valve (19), the second end of the three-way valve (24) is connected to the first end of a third proportional three-way valve (24), the second end of the third proportional three-way valve (24) is connected to the input end of the second pipeline of the cooler (15) outside the vehicle, the third end of the three-way valve is connected to the input end of the evaporator (26) outside the vehicle, the output end of the compressor (18) is connected to the input end of the three-way valve (19), the first output end of the three-way valve (19) is connected to the input end of the second pipeline of the water-cooled condenser (10), the output end of the second pipeline of the cooler (15) outside the vehicle is connected to the input end of the compressor (18), a first line of the external cooler (15) is connected to the battery heat exchange line.
6. The heat management system for the electric vehicle based on the phase-change heat storage multi-heat-source heat pump type is characterized in that a third electronic expansion valve (25) is arranged between the third proportional three-way valve (24) and an evaporator (26) outside the vehicle.
7. The heat management system for the electric vehicle based on the phase-change heat storage multi-heat-source heat pump type is characterized in that a second electronic expansion valve (27) is arranged between the third proportional three-way valve (24) and the cooler (15) outside the vehicle.
8. The phase-change thermal storage based multi-heat-source heat pump type electric vehicle heat management system according to claim 3 or 5, characterized in that the passenger compartment heat management module further comprises a hot air electric heater (28).
9. The phase-change thermal storage based multi-heat-source heat pump type electric vehicle thermal management system according to claim 1, further comprising an expansion water tank (1).
10. The phase-change thermal-storage-based multi-heat-source heat pump type electric vehicle heat management system according to claim 1, wherein the first combined heat exchange module further comprises a fan (9).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110794294.XA CN113432339A (en) | 2021-07-14 | 2021-07-14 | Multi-heat-source heat pump type electric automobile heat management system based on phase change heat storage |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110794294.XA CN113432339A (en) | 2021-07-14 | 2021-07-14 | Multi-heat-source heat pump type electric automobile heat management system based on phase change heat storage |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN113432339A true CN113432339A (en) | 2021-09-24 |
Family
ID=77760318
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110794294.XA Pending CN113432339A (en) | 2021-07-14 | 2021-07-14 | Multi-heat-source heat pump type electric automobile heat management system based on phase change heat storage |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113432339A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114475149A (en) * | 2022-01-04 | 2022-05-13 | 奇瑞汽车股份有限公司 | Electric automobile heat pump system and electric automobile |
| CN114654962A (en) * | 2022-02-28 | 2022-06-24 | 河南科技大学 | Electric automobile heat management system, heat management method and electric automobile |
Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105977573A (en) * | 2016-06-24 | 2016-09-28 | 天津三电汽车空调有限公司 | Battery heat management system for electromobile |
| US20180178615A1 (en) * | 2016-12-27 | 2018-06-28 | Bordrin Motor Corporation | Intelligent multi-loop thermal management system for an electric vehicle |
| CN108638787A (en) * | 2018-05-09 | 2018-10-12 | 贾宏涛 | A kind of water circulation type heat integration heat management system for electric vehicle |
| CN109228824A (en) * | 2018-10-30 | 2019-01-18 | 珠海格力电器股份有限公司 | A kind of integrated battery based on heat pump air conditioner, motor, automatically controlled integrated thermal management system and method |
| CN110077285A (en) * | 2019-04-28 | 2019-08-02 | 上海理工大学 | Electric car secondary circuit heat management system |
| CN110525169A (en) * | 2019-09-05 | 2019-12-03 | 上海理工大学 | Pure electric automobile integrated crew module's heat pump air conditioner and three electric heating management systems |
| WO2020242096A1 (en) * | 2019-05-31 | 2020-12-03 | Hanon Systems | Refrigeration system and heat pump arrangement for battery-powered vehicles and processes for operating the arrangement |
| CN112339525A (en) * | 2020-11-10 | 2021-02-09 | 中国科学院广州能源研究所 | Electric automobile synthesizes thermal management system |
| CN216048480U (en) * | 2021-07-14 | 2022-03-15 | 同济大学 | Multi-heat-source heat pump type electric automobile heat management system based on phase change heat storage |
-
2021
- 2021-07-14 CN CN202110794294.XA patent/CN113432339A/en active Pending
Patent Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105977573A (en) * | 2016-06-24 | 2016-09-28 | 天津三电汽车空调有限公司 | Battery heat management system for electromobile |
| US20180178615A1 (en) * | 2016-12-27 | 2018-06-28 | Bordrin Motor Corporation | Intelligent multi-loop thermal management system for an electric vehicle |
| CN108638787A (en) * | 2018-05-09 | 2018-10-12 | 贾宏涛 | A kind of water circulation type heat integration heat management system for electric vehicle |
| CN109228824A (en) * | 2018-10-30 | 2019-01-18 | 珠海格力电器股份有限公司 | A kind of integrated battery based on heat pump air conditioner, motor, automatically controlled integrated thermal management system and method |
| CN110077285A (en) * | 2019-04-28 | 2019-08-02 | 上海理工大学 | Electric car secondary circuit heat management system |
| WO2020242096A1 (en) * | 2019-05-31 | 2020-12-03 | Hanon Systems | Refrigeration system and heat pump arrangement for battery-powered vehicles and processes for operating the arrangement |
| CN110525169A (en) * | 2019-09-05 | 2019-12-03 | 上海理工大学 | Pure electric automobile integrated crew module's heat pump air conditioner and three electric heating management systems |
| CN112339525A (en) * | 2020-11-10 | 2021-02-09 | 中国科学院广州能源研究所 | Electric automobile synthesizes thermal management system |
| CN216048480U (en) * | 2021-07-14 | 2022-03-15 | 同济大学 | Multi-heat-source heat pump type electric automobile heat management system based on phase change heat storage |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114475149A (en) * | 2022-01-04 | 2022-05-13 | 奇瑞汽车股份有限公司 | Electric automobile heat pump system and electric automobile |
| CN114475149B (en) * | 2022-01-04 | 2024-04-09 | 奇瑞汽车股份有限公司 | Electric automobile heat pump system and electric automobile |
| CN114654962A (en) * | 2022-02-28 | 2022-06-24 | 河南科技大学 | Electric automobile heat management system, heat management method and electric automobile |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN108638787B (en) | Water circulation type heat energy comprehensive utilization and heat management system for electric automobile | |
| CN106985632B (en) | Multi-connected multifunctional heat pump type electric air conditioning system and working method thereof | |
| US11407273B2 (en) | Heat pump system for vehicle | |
| CN111216515A (en) | Electric automobile thermal management system | |
| CN108790681B (en) | Water circulation type heat management and air conditioning system for electric automobile | |
| US20220088991A1 (en) | Heat pump system for vehicle | |
| CN211280561U (en) | New energy automobile thermal management system | |
| CN110588280A (en) | New energy automobile thermal management system integrating three thermal management functions and waste heat recovery function | |
| CN110588279A (en) | Whole-vehicle thermal management system with waste heat utilization function for new energy automobile | |
| CN109760484B (en) | Electric automobile thermal management system | |
| KR20220003351A (en) | Heat pump system for vehicle | |
| KR20220021200A (en) | Heat pump system for vehicle | |
| CN113432339A (en) | Multi-heat-source heat pump type electric automobile heat management system based on phase change heat storage | |
| CN109849617B (en) | Thermal management system for electric automobile | |
| CN113432340A (en) | Multi-heat-source heat pump type electric automobile heat management system | |
| CN114683804A (en) | Multisource heat pump system of electric vehicle | |
| CN216048480U (en) | Multi-heat-source heat pump type electric automobile heat management system based on phase change heat storage | |
| CN216048481U (en) | Multi-heat-source heat pump type electric automobile heat management system | |
| CN216011331U (en) | Air source heat pump type electric automobile heat management system based on phase change heat storage | |
| CN218400117U (en) | Vehicle thermal management system and vehicle | |
| CN113503660A (en) | Air source heat pump type electric automobile heat management system based on phase change heat storage | |
| CN115716395A (en) | Thermal management system and thermal management method for electric vehicle and electric vehicle | |
| CN115489262A (en) | Indirect multi-level waste heat recovery heat pump air conditioning system and control method thereof | |
| CN115416444A (en) | Heat pump heat management system for new energy automobile and working method of heat pump heat management system | |
| CN114435075A (en) | Finished automobile thermal management system and method for pure electric commercial vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |