CN113997753A - New energy automobile thermal management system - Google Patents
New energy automobile thermal management system Download PDFInfo
- Publication number
- CN113997753A CN113997753A CN202111423187.2A CN202111423187A CN113997753A CN 113997753 A CN113997753 A CN 113997753A CN 202111423187 A CN202111423187 A CN 202111423187A CN 113997753 A CN113997753 A CN 113997753A
- Authority
- CN
- China
- Prior art keywords
- interface
- circulation loop
- motor
- battery
- heat
- 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
- 238000004378 air conditioning Methods 0.000 claims abstract description 45
- 239000007788 liquid Substances 0.000 claims description 80
- 238000001816 cooling Methods 0.000 claims description 25
- 238000010438 heat treatment Methods 0.000 claims description 24
- 238000005057 refrigeration Methods 0.000 claims description 22
- 230000001502 supplementing effect Effects 0.000 claims description 6
- 230000008901 benefit Effects 0.000 abstract description 5
- 239000003507 refrigerant Substances 0.000 description 67
- 239000012530 fluid Substances 0.000 description 8
- 238000010586 diagram Methods 0.000 description 7
- 238000001802 infusion Methods 0.000 description 7
- 238000000034 method Methods 0.000 description 6
- 239000000110 cooling liquid Substances 0.000 description 4
- 238000013461 design Methods 0.000 description 4
- 230000000694 effects Effects 0.000 description 4
- 230000009471 action Effects 0.000 description 3
- 238000005265 energy consumption Methods 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 3
- 239000002826 coolant Substances 0.000 description 2
- 208000002925 dental caries Diseases 0.000 description 2
- 238000005485 electric heating Methods 0.000 description 2
- 239000007789 gas Substances 0.000 description 2
- HEZMWWAKWCSUCB-PHDIDXHHSA-N (3R,4R)-3,4-dihydroxycyclohexa-1,5-diene-1-carboxylic acid Chemical compound O[C@@H]1C=CC(C(O)=O)=C[C@H]1O HEZMWWAKWCSUCB-PHDIDXHHSA-N 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000011217 control strategy Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000007791 dehumidification Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000020169 heat generation Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
- 239000002918 waste heat Substances 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00271—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
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
-
- 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
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
- B60H2001/00307—Component temperature regulation using a liquid flow
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Air-Conditioning For Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention relates to the technical field of automobile thermal management, in particular to a thermal management system of a new energy automobile, which comprises: the air conditioner circulation loop and the motor circulation loop are connected through a condenser in a heat exchange mode, an evaporator is arranged on the air conditioner circulation loop, and a radiator is arranged on the motor circulation loop. When the cab is refrigerated, the condenser radiates heat through the motor circulation loop, the evaporator absorbs heat from the cab, the motor circulation loop absorbs heat of the condenser, and the radiator radiates heat for the motor circulation loop. When the cab heats, the evaporator transfers heat to the cab, the condenser absorbs the heat through the motor circulation loop, and the motor circulation loop absorbs the heat generated by the motor and transfers the heat to the condenser. The problem that in the prior art, a motor heat management system, a battery heat management system and an air conditioning system are mutually independent in an independent heat management system of the new energy automobile, so that the heat energy of the whole automobile cannot be effectively utilized, and the economic benefit is low can be solved.
Description
Technical Field
The invention relates to the technical field of automobile thermal management, in particular to a new energy automobile thermal management system.
Background
At present, most of new energy automobile motors and battery thermal management systems are independent of each other. The motor cooling basically adopts a liquid cooling scheme, a radiator is used for radiating and cooling the cooling liquid, and the cooled cooling liquid radiates the motor and the motor controller. The battery cooling adopts two schemes of forced air cooling and liquid cooling.
The forced air cooling scheme utilizes cold air in the vehicle body to dissipate heat of the power battery. The scheme has poor refrigeration effect. The liquid cooling scheme utilizes a heat exchanger giller to dissipate heat and reduce temperature through heat exchange between an air conditioning refrigerant and cooling liquid. The battery heating mainly adopts an electric heating mode, including electric heating film heating and PTC heater heating.
In the existing technology, a motor thermal management system, a battery thermal management system and an air conditioning system in an independent thermal management system of a new energy automobile are independent and not related to each other, so that the system is large in occupied space and high in cost, heat energy of the whole automobile cannot be effectively utilized, energy consumption of the system is high, and economic benefit is low.
Disclosure of Invention
Aiming at the defects in the prior art, the invention aims to provide a new energy automobile heat management system, which can solve the problems that in the prior art, a motor heat management system, a battery heat management system and an air conditioning system in an independent heat management system of a new energy automobile are independent and not related to each other, so that the system occupies a large space, is high in cost, cannot effectively utilize the heat energy of the whole automobile, is high in system energy consumption and is low in economic benefit.
In order to achieve the above object, the present invention provides a new energy automobile thermal management system, including: the air conditioner circulation loop and the motor circulation loop are in heat exchange connection through a condenser, an evaporator is arranged on the air conditioner circulation loop, and a radiator is arranged on the motor circulation loop;
when a cab is refrigerated, the condenser radiates heat through the motor circulation loop, the evaporator absorbs heat from the cab, the motor circulation loop absorbs heat of the condenser, and the radiator radiates heat for the motor circulation loop;
when heating the cab, the evaporator transfers heat to the cab, the condenser absorbs heat from the motor circulation loop, and the motor circulation loop absorbs heat generated by the motor and transfers the heat to the condenser.
In some optional schemes, a three-way reversing valve is arranged on the motor circulation loop, and the radiator can be disconnected when the cab is heated.
In some optional schemes, the three-way reversing valve comprises a P interface, a0 interface and a b0 interface, the P interface can be communicated with the a0 interface or the b0 interface, the P interface and the b0 interface are connected on a motor circulation loop, and the a0 interface is connected with a short-circuit loop arranged on the motor circulation loop between the radiator and the condenser;
when the cab is refrigerated, the P interface is communicated with the b0 interface, the radiator and the condenser form a passage, and the radiator radiates heat for the motor circulation loop;
when the cab is heated, the P interface is communicated with the a1 interface, the radiator forms an open circuit, and the motor circulation loop absorbs heat generated by the motor and transfers the heat to the condenser (3).
In some optional schemes, a first four-way reversing valve is arranged on the air-conditioning circulation loop, the first four-way reversing valve comprises a1 interface, a b1 interface, a c1 interface and a d1 interface, the first four-way reversing valve is connected into the air-conditioning circulation loop through the b1 interface and the d1 interface, when the a1 interface and the b1 interface are conducted, the c1 interface and the d1 interface are conducted, and when the a1 interface and the d1 interface are conducted, the c1 interface and the b1 interface are conducted;
the air conditioner circulation loop is also provided with a compressor, the inlet of the compressor is connected with the c1 interface, and the outlet of the compressor is connected with the a1 interface;
when the cab is refrigerated, the a1 interface is conducted with the d1 interface, and the c1 interface is conducted with the b1 interface;
when the cab is heated and cooled, the a1 interface and the b1 interface are conducted, and the c1 interface and the d1 interface are conducted.
In some optional schemes, the air conditioner further comprises a battery circulation loop, the air conditioner circulation loop is further provided with a refrigeration plate connected with the evaporator in parallel, the battery circulation loop is in heat exchange connection with the air conditioner circulation loop through the refrigeration plate, and the air conditioner circulation loop is used for cooling the battery circulation loop through the refrigeration plate.
In some optional schemes, the evaporator and the refrigeration plate are respectively provided with a first parallel pipeline and a second parallel pipeline, and the first parallel pipeline and the second parallel pipeline are respectively provided with a first valve and a second valve, when the air-conditioning circulation loop cools the cab, the second valve is closed, and when the air-conditioning circulation loop cools the battery, the first valve is closed.
In some optional schemes, the battery circulation loop and the motor circulation loop are connected through a second four-way reversing valve, so that the battery circulation loop and the motor circulation loop can form a series loop, and the motor circulation loop is used for cooling or heating a battery.
In some optional schemes, the second four-way reversing valve comprises an a2 interface, a b2 interface, a c2 interface and a d2 interface, the battery circulation loop is accessed through the a2 interface and the b2 interface, and the motor circulation loop is accessed through the c2 interface and the d2 interface;
when the a2 interface and the b2 interface are conducted, and the c2 interface and the d2 interface are conducted, the battery circulation loop and the motor circulation loop are independent;
when the a2 interface and the d2 interface are conducted, and the c2 interface and the b2 interface are conducted, the battery circulation loop and the motor circulation loop form a series loop:
when the battery is cooled, the P port of the three-way reversing valve is communicated with the b0 port, the radiator and the battery circulation loop form a passage, and the radiator radiates heat for the battery circulation loop;
when the battery is heated, the P port of the three-way reversing valve is communicated with the a0 port, the radiator forms an open circuit, and the motor circulation loop absorbs the heat generated by the motor and transfers the heat to the battery circulation loop.
In some optional schemes, a liquid replenishing box is connected to both the motor circulation loop and the battery circulation loop.
In some optional schemes, the same integrated liquid replenishing tank is connected to the motor circulation loop and the battery circulation loop, the integrated liquid replenishing tank comprises two cavities, the two cavities are respectively communicated with the motor circulation loop and the battery circulation loop, and the two cavities are communicated at a set height.
Compared with the prior art, the invention has the advantages that: when the cab is heated, heat in the motor circulation loop is skillfully transferred to the air conditioner circulation loop for effective utilization, and a radiator in the motor circulation loop can be closed to save electric energy; when the driver cab is refrigerated, the radiator of the motor circulation loop is utilized, the liquid refrigerant compressed into high temperature and high pressure in the air conditioner circulation loop can be quickly cooled, under the conditions that other electric energy is not consumed and other accessories are arranged, the temperature of the liquid refrigerant with high temperature and high pressure after passing through the condenser becomes lower, so that the liquid refrigerant with low temperature and high pressure absorbs more heat when passing through the evaporator, and the driver cab has better refrigeration effect.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
Fig. 1 is a general structural schematic diagram of a thermal management system of a new energy vehicle in an embodiment of the invention;
FIG. 2 is a schematic diagram of an air conditioning cycle for cooling a battery according to an embodiment of the present disclosure;
FIG. 3 is a schematic diagram of a battery cooling system using a motor cycle according to an embodiment of the present invention;
FIG. 4 is a schematic view of cooling a cab according to an embodiment of the invention;
FIG. 5 is a schematic diagram of cooling a motor according to an embodiment of the present invention;
FIG. 6 is a schematic view of cab heating in an embodiment of the invention;
FIG. 7 is a schematic diagram of an embodiment of the present invention utilizing a motor circulation loop to heat the battery;
FIG. 8 is a schematic diagram of a battery cycle loop self-cycling in accordance with an embodiment of the present invention;
fig. 9 is a schematic control principle diagram of a thermal management system of a new energy vehicle in an embodiment of the invention.
In the figure: 1. an air conditioning circulation loop; 11. an evaporator; 111. a first valve; 12. a first four-way reversing valve; 13. a compressor; 14. replacing a refrigerating plate; 141. a second valve; 2. a motor circulation loop; 21. a heat sink; 22. a three-way reversing valve; 23. a short circuit loop; 24. a first circulation pump; 3. a condenser; 4. a motor; 5. a battery circulation loop; 51. a second circulation pump; 6. a battery; 7. a second four-way reversing valve; 8. a liquid replenishing box; 91. a pressure sensor; 92. a temperature and pressure sensor; 93. a first temperature sensor; 94. a second temperature sensor; 95. a third temperature sensor; 96. a fourth temperature sensor.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
Embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.
As shown in fig. 1, 4, 5 and 6, the present invention provides a new energy vehicle thermal management system, including: the air conditioner circulation loop 1 and the motor circulation loop 2 are connected through a condenser 3 in a heat exchange mode, the air conditioner circulation loop 1 is provided with an evaporator 11, and the motor circulation loop 2 is provided with a radiator 21.
When cooling the cab, the condenser 3 dissipates heat through the motor circulation circuit 2, the evaporator 11 absorbs heat from the cab, the motor circulation circuit 2 absorbs heat from the condenser 3, and the radiator 21 dissipates heat for the motor circulation circuit 2.
When heating the cab, the evaporator 11 transfers heat to the cab, the condenser 3 absorbs heat from the motor circulation circuit 2, and the motor circulation circuit 2 absorbs heat generated by the motor 4 and transfers the heat to the condenser 3.
In this embodiment, when the driver's cabin needs to be refrigerated, the refrigerant in the air conditioning circulation loop 1 is compressed into a high-temperature and high-pressure liquid refrigerant, the high-temperature and high-pressure liquid refrigerant passes through the condenser 3 first, the liquid refrigerant transfers heat to the motor circulation loop 2, the motor circulation loop 2 dissipates heat through the radiator 21 arranged thereon, the high-temperature and high-pressure liquid refrigerant is changed into a low-temperature and high-pressure liquid refrigerant after being cooled by the condenser 3, the low-temperature and high-pressure liquid refrigerant evaporates and absorbs heat in the evaporator 11, absorbs heat from the driver's cabin and is changed into a gaseous refrigerant, the gaseous refrigerant is compressed again and then is changed into a high-temperature and high-pressure liquid refrigerant, and the liquid refrigerant is cooled by the condenser 3, and the cycle is adopted to cool the driver's cabin.
When heating a cab, the refrigerant in the air-conditioning circulation loop 1 is compressed into a high-temperature high-pressure liquid refrigerant, the high-temperature high-pressure liquid refrigerant passes through the evaporator 11, the high-temperature high-pressure liquid refrigerant transfers heat to the cab through the evaporator 11, the high-temperature high-pressure liquid refrigerant is changed into a low-temperature high-pressure liquid refrigerant through the evaporator 11, the low-temperature high-pressure liquid refrigerant passes through the condenser 3, the condenser 3 serves as a radiator in the motor circulation loop 2 at the moment, the radiator 21 in the motor circulation loop 2 is opened or closed, the low-temperature high-pressure liquid refrigerant in the condenser 3 absorbs heat generated by the motor 4 from the motor circulation loop 2, and the low-temperature high-pressure liquid refrigerant is heated through the condenser 3, the refrigerant gas is compressed again and then becomes a high-temperature and high-pressure liquid refrigerant, and the heat is transferred to the cab through the evaporator 11, so that the temperature of the cab is raised by circulation. In the scheme, when the cab is heated, heat in the loop of the motor circulation loop 2 is skillfully transferred to the air-conditioning circulation loop 1 for effective utilization, and the radiator 21 in the motor circulation loop 2 can be closed to save electric energy; when the driver's cab is refrigerated, the radiator 21 of the motor circulation loop 2 is utilized to quickly cool the high-temperature and high-pressure liquid refrigerant compressed in the air conditioner circulation loop 1, and the temperature of the high-temperature and high-pressure liquid refrigerant after passing through the condenser 3 is lower under the conditions of not consuming other electric energy and arranging other accessories, so that the low-temperature and high-pressure liquid refrigerant absorbs more heat when passing through the evaporator 11, and the driver's cab has better refrigeration effect.
Referring again to fig. 5, the motor circulation loop 2 in this example also self-circulates to cool the motor 4.
Referring again to fig. 4 and 6, in some alternative embodiments, the motor circulation loop 2 is provided with a three-way reversing valve 22 to shut off the radiator 21 when heating the cab.
In this embodiment, the three-way reversing valve 22 is provided on the motor circulation loop 2, and when the cab is heated, the radiator 21 is disconnected by the three-way reversing valve 22, so that the heat generated by the motor 4 in the motor circulation loop 2 does not pass through the radiator 21, thereby avoiding heat loss.
In some optional embodiments, the three-way directional valve 22 includes a P port, a0 port and a b0 port, the P port can be communicated with the a0 port or the b0 port, the P port and the b0 port are connected to the motor circulation loop 2, and the a0 port is connected to the short-circuit loop 23 arranged on the motor circulation loop 2 between the radiator 21 and the condenser 3.
When the cab is cooled, the P interface is communicated with the b0 interface, the radiator 21 and the condenser 3 form a passage, and the radiator 21 radiates heat for the motor circulation loop 2; when the cab is heated, the P port is conducted to the a1 port, the radiator 21 is disconnected, and the motor circulation circuit 2 absorbs heat generated by the motor 4 and transfers the heat to the condenser 3.
In this embodiment, the motor circulation loop 2 is sequentially provided with a first circulation pump 24, a motor cooling pipeline for cooling the motor 4, a three-way reversing valve 22, a radiator 21 and a condenser 3. A short circuit loop 23 is arranged between the radiator 21 and the condenser 3, a P interface and a b0 interface of the three-way reversing valve 22 are connected on the motor circulation loop 2, and an a0 interface is connected with the short circuit loop 23.
When the motor 4 is cooled and/or the condenser 3 is cooled (the cab is cooled through the air-conditioning circulation loop 1), the P interface is communicated with the b0 interface, the radiator 21 and the condenser 3 form a passage, the motor cooling pipeline brings heat generated by the motor into the motor circulation loop 2, the air-conditioning circulation loop 1 carries out heat exchange between the heat generated by compression and the motor circulation loop 2 at the condenser 3, and the radiator 21 radiates heat for the motor circulation loop 2 to realize cooling of the condenser 3 and the battery.
When the cab is heated, the P port is conducted to the a1 port, the radiator 21 is disconnected, and the motor circulation circuit 2 absorbs heat generated by the motor 4 and transfers the heat to the condenser 3. The low-temperature high-pressure liquid refrigerant in the condenser 3 absorbs heat generated by the motor 4 from the motor circulation loop 2, the low-temperature high-pressure liquid refrigerant is heated by the condenser 3 and then changed into a gaseous refrigerant, and the gaseous refrigerant is compressed again to generate heat.
In other embodiments, the three-way reversing valve 22 may be disposed between the radiator 21 and the condenser 3, and the short-circuit may be connected to the motor circulation circuit between the motor cooling circuit and the radiator 21, to achieve the same effect. When heating the cab, it is also possible to switch off the radiator 21, but this results in a partial loss of heat from the radiator 21 and inefficient use thereof.
In some optional embodiments, a first four-way reversing valve 12 is arranged on the air-conditioning circulation loop 1, the first four-way reversing valve 12 comprises a port 1 a, a port b1, a port c1 and a port d1, the first four-way reversing valve 12 is connected into the air-conditioning circulation loop 1 through the port b1 and the port d1, when the port a1 and the port b1 are connected, the port c1 and the port d1 are connected, and when the port a1 and the port d1 are connected, the port c1 and the port b1 are connected; the air-conditioning circulation loop 1 is also provided with a compressor 13, the inlet of the compressor 13 is connected with the interface c1, and the outlet of the compressor 13 is connected with the interface a 1; when the cab is refrigerated, the a1 interface is conducted with the d1 interface, and the c1 interface is conducted with the b1 interface; when the cab is heated and cooled, the a1 interface and the b1 interface are conducted, and the c1 interface and the d1 interface are conducted.
In this embodiment, the compressor 13 is configured to compress a gaseous refrigerant in the air-conditioning circulation circuit 1 to change the refrigerant into a high-temperature high-pressure liquid state, and the high-temperature high-pressure liquid refrigerant is selectively sent to the condenser 3 through the first four-way selector valve 12 to be cooled, and then sent to the evaporator 11 to be evaporated and absorbed by heat of the cab, or sent to the evaporator 11 to be radiated to the cab, and then sent to the condenser 3 to be heated.
When the driver's cab needs to be refrigerated, the refrigerant in the air-conditioning circulation loop 1 is compressed into a high-temperature and high-pressure liquid refrigerant, the a1 interface and the b1 interface of the first four-way reversing valve 12 are communicated, and the c1 interface and the b1 interface are communicated; the high-temperature high-pressure liquid refrigerant firstly passes through the condenser 3, the liquid refrigerant transfers heat to the motor circulation loop 2, the motor circulation loop 2 dissipates heat through the radiator 21 arranged on the motor circulation loop, the high-temperature high-pressure liquid refrigerant is cooled through the condenser 3 and then becomes low-temperature high-pressure liquid, the low-temperature high-pressure liquid refrigerant evaporates and absorbs heat in the evaporator 11, the heat is absorbed from the cab and becomes gaseous refrigerant, the gaseous refrigerant is compressed again and then becomes the high-temperature high-pressure liquid refrigerant, the temperature is reduced through the condenser 3, and the cab is cooled through the circulation.
When heating a cab, refrigerant in the air-conditioning circulation loop 1 is compressed into high-temperature and high-pressure liquid refrigerant, an a1 interface is communicated with a b1 interface, a c1 interface is communicated with a d1 interface, the high-temperature and high-pressure liquid refrigerant firstly passes through the evaporator 11, the high-temperature and high-pressure liquid refrigerant transfers heat to the cab through the evaporator 11, the high-temperature and high-pressure liquid refrigerant is changed into low-temperature and high-pressure liquid refrigerant after passing through the evaporator 11 and then passes through the condenser 3, the condenser 3 is used as a radiator in the motor circulation loop 2 at the moment, the radiator 21 in the motor circulation loop 2 is opened or closed, the low-temperature and high-pressure liquid refrigerant in the condenser 3 absorbs heat generated by the motor 4 from the motor circulation loop 2, the low-temperature and high-pressure liquid refrigerant is heated by the condenser 3 and then changed into gaseous refrigerant, the gaseous refrigerant is compressed again and then changed into high-temperature and high-pressure liquid refrigerant, the heat is transferred to the cab through the evaporator 11, and the cab is heated by the circulation. By controlling the efficiency of the motor 4, the heating amount of the motor 4 can be controlled to meet the heating requirement of the cab.
As shown in fig. 1 and fig. 2, in some optional embodiments, the thermal management system of the new energy vehicle further includes a battery circulation loop 5, the air-conditioning circulation loop 1 is further provided with a refrigeration plate exchanger 14 connected in parallel with the evaporator 11, the battery circulation loop 5 and the air-conditioning circulation loop 1 are in heat exchange connection through the refrigeration plate exchanger 14, and the air-conditioning circulation loop 1 cools the battery circulation loop 5 through the refrigeration plate exchanger 14.
In this embodiment, the battery can be cooled by the air conditioning circulation loop 1, and when the battery is cooled by the air conditioning circulation loop 1, the evaporator 11 is turned off or the evaporator 11 is short-circuited, and the refrigeration plate 14 replaces the function of the evaporator 11. Refrigerant in the air-conditioning circulation loop 1 is compressed into high-temperature and high-pressure liquid refrigerant, an a1 interface and a b1 interface of the first four-way reversing valve 12 are communicated, and a c1 interface and a b1 interface are communicated; the high-temperature high-pressure liquid refrigerant firstly passes through the condenser 3, the liquid refrigerant transfers heat to the motor circulation loop 2, the motor circulation loop 2 dissipates heat through the radiator 21 arranged on the motor circulation loop, the high-temperature high-pressure liquid refrigerant is cooled through the condenser 3 and then becomes low-temperature high-pressure liquid, the low-temperature high-pressure liquid refrigerant is evaporated and absorbed in the refrigeration plate exchanging device 14 and exchanges heat with the battery circulation loop 5, the heat is absorbed from the battery circulation loop 5 and becomes gaseous refrigerant, the gaseous refrigerant is compressed again and then becomes the high-temperature high-pressure liquid refrigerant, the temperature is reduced through the condenser 3, and the battery circulation loop 5 is cooled in such a circulating mode. The circulating liquid in the battery circulating loop 5 is cooled and then cools the battery.
In this embodiment, the battery circulation loop 5 is further provided with a second circulation pump 51 and a battery temperature control pipeline, the battery temperature control pipeline is connected in series in the battery circulation loop 5 and is connected to each battery pack, the second circulation pump 51 can drive the circulation liquid in the battery circulation loop 5 to self-circulate, and when the heat generation of each battery block in the battery is uneven, the circulation liquid can be driven to self-circulate by the second circulation pump 51, so that the heat balance of each battery block is realized.
In some alternative embodiments, the evaporator 11 and the cooling plate 14 are respectively provided on the first parallel line and the second parallel line, and the first valve 111 and the second valve 141 are respectively provided on the first parallel line and the second parallel line, and the second valve 141 is closed when the air-conditioning cycle 1 cools the cab, and the first valve 111 is closed when the air-conditioning cycle 1 cools the battery 6.
In this embodiment, the first valve 111 and the second valve 141 are both electronic expansion valves, the evaporator 11 and the refrigeration plate 14 are respectively provided with a first parallel pipeline and a second parallel pipeline, and then the first parallel pipeline and the second parallel pipeline are connected in series to the air-conditioning circulation loop 1.
When the air-conditioning circulation loop 1 is started to refrigerate the cab, the second valve 141 is closed, the first valve 111 is opened, and even if the second parallel pipeline is disconnected, the evaporator 11 is used for cooling the cab; when the air-conditioning circulation circuit 1 is started to cool the battery, the first valve 111 is closed, the second valve 141 is opened, even if the first parallel pipeline is broken, the liquid refrigerant is evaporated and absorbs heat in the refrigeration plate 14, the liquid refrigerant exchanges heat with the battery circulation circuit 5, the heat is absorbed from the battery circulation circuit 5, and the temperature of the circulation liquid in the battery circulation circuit 5 is reduced, so that the temperature of the battery is lowered.
As shown in fig. 1, 3, 7 and 8, in some alternative embodiments, the battery circulation loop 5 and the motor circulation loop 2 are connected through a second four-way reversing valve 7, so that the battery circulation loop 5 and the motor circulation loop 2 form a series loop, and the motor circulation loop 2 is used for cooling or heating the battery 6.
In this embodiment, the battery circulation circuit 5 is connected to the motor circulation circuit 2 through the second four-way selector valve 7, and when the battery circulation circuit 5 is self-circulating, the internal pipe connection of the second four-way selector valve 7 can be adjusted to make the battery circulation circuit 5 and the motor circulation circuit 2 independent from each other. When the motor circulation loop 2 is needed to heat or cool the battery, the battery circulation loop 5 and the motor circulation loop 2 can be connected in series by adjusting the internal pipeline connection of the second four-way reversing valve 7. The battery is heated by the heat generated by the motor or cooled by a heat sink 21 in the motor circulation loop 2.
In some alternative embodiments, the second four-way selector valve 7 includes a port 2, a port 2, a port c2, and a port d2, and is connected to the battery circulation loop 5 through a port 2 and a port b2, and is connected to the motor circulation loop 2 through a port c2 and a port d 2.
When the a2 interface and the b2 interface are conducted, and the c2 interface and the d2 interface are conducted, the battery circulation loop 5 and the motor circulation loop 2 are independent.
When the a2 interface and the d2 interface are conducted, and the c2 interface and the b2 interface are conducted, the battery circulation loop 5 and the motor circulation loop 2 form a series loop: when the battery 6 is cooled, the P interface is communicated with the b0 interface, the radiator 21 and the battery circulation loop 5 form a passage, and the radiator 21 radiates heat for the battery circulation loop 5; when the battery 6 is heated, the P interface is conducted with the a0 interface, the radiator 21 forms an open circuit, and the motor circulation loop 2 absorbs the heat generated by the motor 4 and transmits the heat to the battery circulation loop 5. When the heat generated by the motor 4 is too large, part of the cooling liquid can flow to the radiator 21 through the b0 interface to dissipate the heat by adjusting the opening degree of the P interface and the a0 interface of the three-way reversing valve 22.
In the embodiment, when the battery circulation loop 5 is self-circulated or the air-conditioning circulation loop 1 is started to cool the battery, the a2 interface and the b2 interface of the second four-way reversing valve 7 are conducted, the c2 interface and the d2 interface are conducted, and the battery circulation loop 5 and the motor circulation loop 2 are independent.
When the motor circulation loop 2 cools the battery, the a2 interface and the d2 interface of the second four-way reversing valve 7 are conducted, the c2 interface and the b2 interface are conducted, the battery circulation loop 5 is connected with the motor circulation loop 2 in series, the P interface of the three-way reversing valve 22 is conducted with the b0 interface, the radiator 21, the motor circulation loop 2 and the battery circulation loop 5 form a passage, and the radiator 21 radiates the heat of the battery circulation loop 5.
When the motor circulation loop 2 heats the battery, the a2 interface and the d2 interface of the second four-way reversing valve 7 are conducted, the c2 interface and the b2 interface are conducted, and the battery circulation loop 5 and the motor circulation loop 2 are connected in series; in addition, the P interface of the three-way reversing valve 22 is communicated with the a1 interface, the radiator 21 forms an open circuit, and the motor circulation loop 2 absorbs the heat generated by the motor 4 and transmits the heat to the battery circulation loop 5 to heat the battery.
In some optional embodiments, a liquid supplementing tank is connected to the motor circulation loop 2 and the battery circulation loop 5.
In this embodiment, the liquid replenishing tank stores circulating liquid for replenishing the circulating liquid on the motor circulating loop 2 and the battery circulating loop 5, so as to ensure that the circulating liquid is always sufficient.
In some optional embodiments, the same integrated fluid infusion tank 8 is connected to the motor circulation loop 2 and the battery circulation loop 5, the integrated fluid infusion tank 8 includes two cavities, the two cavities are respectively communicated with the motor circulation loop 2 and the battery circulation loop 5, and the two cavities are communicated at a set height.
In this embodiment, when the a2 interface and the d2 interface are conducted, and the c2 interface and the b2 interface are conducted, and the battery circulation loop 5 and the motor circulation loop 2 form a series loop, the fluid flowing phenomenon of the system can occur due to the fact that the flow resistances of the two battery circulation loops 5 and the motor circulation loop 2 are not completely consistent. The scheme of the same integrated liquid replenishing tank 8 is adopted, so that the problem can be well solved. Integrated fluid infusion case 8 integrates the design with motor circulation circuit 2's fluid infusion case and battery circulation circuit 5's fluid infusion case, and integrated fluid infusion case 8 is cut apart into two independent cavitys, and every cavity all has independent fluid infusion mouth, annotates liquid mouth and gas vent, makes two cavitys switch on at the trompil of highest liquid level line position simultaneously, is connected with motor circulation circuit 2 with battery circulation circuit 5 respectively. The design scheme of the integrated liquid supplementing box 8 can ensure that liquid is not mixed with each other when the battery circulation loop 5 and the motor circulation loop 2 are independent from each other; when battery circulation circuit 5 and motor circulation circuit 2 establish ties, if the liquid condition of crossing appears, the coolant liquid can flow to another cavity from a cavity, and the coolant liquid overflow problem can not appear.
The integrated liquid supplementing tank 8 is divided into two independent cavities, and the joints of the two independent cavities, which are respectively connected with the battery circulation loop 5 and the motor circulation loop 2, are respectively positioned at the inlets of the first circulation pump 24 and the second circulation pump 51.
In addition, in the present embodiment, a pressure sensor 91 is provided on an outlet pipe of the compressor 13, and a temperature and pressure sensor 92 is provided on an inlet pipe; a first temperature sensor 93 is arranged on an outlet pipeline of the battery temperature control pipeline, and a second temperature sensor 94 is arranged on an inlet pipeline; a third temperature sensor 95 is provided in the outlet line of the motor cooling line, and a fourth temperature sensor 96 is provided in the inlet line.
Referring to fig. 9, the new energy vehicle thermal management system further includes a battery demand management control module, an electric drive system demand management control module, a cab demand management control module, and a cooperative decision management control module. The control requirements of the battery demand management control module, the electric drive system demand management control module and the cab demand management control module on the thermal management components are input into the cooperative decision management control module to carry out final decision, and the cooperative decision management control module can judge the final requirements of the thermal management components according to the state and the operating condition of the whole vehicle. And when the cooperative decision management control module only receives the requirement of one of the battery requirement management control module, the electric drive system requirement management control module and the cab requirement management control module, outputting according to the requirement of the control module. When the cooperative decision management control module receives the requirements of two or three control modules of the battery demand management control module, the electric drive system demand management control module and the cab demand management control module at the same time, the requirements of the modules are comprehensively decided according to the state and the operating condition of the whole vehicle.
The battery demand management control module judges whether the battery needs heating, refrigerating or temperature equalization self-circulation by receiving information such as the highest temperature, the average temperature, the lowest temperature, the battery current and the like of the battery. It is determined from the ambient temperature whether the battery is cooled by the air-conditioning circuit 1 or the radiator 21 of the motor circuit 2. In general, when the ambient temperature is less than 0 ℃, the radiator 21 of the motor circulation loop 2 is adopted to cool the battery, and when the ambient temperature is more than 0 ℃, the air-conditioning circulation loop 1 is adopted to cool the battery.
When the battery and the cab have refrigeration demands at the same time, the cooperative decision management control module needs to judge whether the battery refrigeration is prior or the cab refrigeration is prior, and the refrigeration amount is distributed by adjusting the first valve 111 and the second valve 141.
When the battery and the cab have heating requirements at the same time, the cooperative decision management control module needs to judge whether the battery heating is prior or the cab heating is prior, and the heating amount is distributed by adjusting the rotating speed of the compressor 13 and the first valve 111. Besides performing decision distribution on energy, the cooperative decision management control module needs to detect whether the system and the thermal management components work excessively or abnormally through signals of the pressure sensor 91, the temperature and pressure sensor 92, the first temperature sensor 93, the second temperature sensor 94, the third temperature sensor 95 and the fourth temperature sensor 96 and states of the thermal management components so as to protect the thermal management system.
The demand management control module of the electric drive system judges whether the electric drive system needs to dissipate heat by receiving temperature and current information of the motor, the motor controller, the DCDC, the PDU and the like, and collects temperature signals of the third temperature sensor 95 and the fourth temperature sensor 96, so that control demands on the radiator 21, the second four-way reversing valve 7, the first circulating pump 24, the three-way reversing valve 22 and other components are output. The driver's cab demand management control module judges whether the driver's cab needs refrigeration, heating, dehumidification or demisting by receiving the driver's demand, and outputs control over the compressor 13, the first four-way reversing valve 12, the radiator 21, the evaporator 11, the first valve 111, the second valve 141, the first circulating pump 24, the electric drive system assembly and the three-way reversing valve 22 after the judgment is finished.
In conclusion, the integrated heat management system is adopted, so that the air conditioning system, the battery heat management system and the motor heat management system work cooperatively, the waste heat utilization of the whole vehicle can be realized, and the energy consumption of the whole vehicle can be reduced; the heat pump type air conditioning system scheme is adopted, a water-cooled condenser is adopted, and the cab is heated by extracting heat of an electric driving system and a battery. The effective utilization of the heat energy of the whole vehicle is realized. The heating value of the motor is controlled by controlling the efficiency of the motor. The heating of the cab and the battery is realized by utilizing the heat productivity of the motor, so that the water PTC is eliminated, and the cost is reduced; the design scheme of the integrated expansion water tank is adopted, the battery and the motor expansion water tank are designed in an integrated mode, the assembly space of the whole vehicle is saved, the assembly efficiency is improved, the cost is reduced, and meanwhile the problem of liquid leakage of the system is solved through the design scheme of forming holes above the separation cavities; a reliable energy management control strategy of the thermal management system is adopted, and a reasonable control module is formulated, so that a thermal management control program is simplified, and the reliability of thermal management control software is improved.
In the description of the present application, it should be noted that the terms "upper", "lower", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, which are only for convenience in describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and operate, and thus, should not be construed as limiting the present application. Unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are intended to be inclusive and mean, for example, that they may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
It is noted that, in the present application, relational terms such as "first" and "second", and the like, are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The above description is merely exemplary of the present application and is presented to enable those skilled in the art to understand and practice the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (10)
1. The new energy automobile thermal management system is characterized by comprising: the air conditioner circulation loop (1) and the motor circulation loop (2) are connected in a heat exchange mode through a condenser (3), an evaporator (11) is arranged on the air conditioner circulation loop (1), and a radiator (21) is arranged on the motor circulation loop (2);
when a cab is refrigerated, the condenser (3) dissipates heat through the motor circulation loop (2), the evaporator (11) absorbs heat from the cab, the motor circulation loop (2) absorbs heat of the condenser (3), and the radiator (21) dissipates heat for the motor circulation loop (2);
when heating the cab, the evaporator (11) transfers heat to the cab, the condenser (3) absorbs heat from the motor circulation loop (2), and the motor circulation loop (2) absorbs heat generated by the motor (4) and transfers the heat to the condenser (3).
2. The thermal management system of the new energy automobile according to claim 1, characterized in that a three-way reversing valve (22) is arranged on the motor circulation loop (2) and can enable the radiator (21) to be disconnected when a cab is heated.
3. The thermal management system of the new energy automobile, according to claim 2, characterized in that the three-way reversing valve (22) comprises a P interface, a0 interface and a b0 interface, the P interface can be communicated with the a0 interface or the b0 interface, the P interface and the b0 interface are connected to the motor circulation loop (2), and the a0 interface is connected to a short circuit loop (23) arranged on the motor circulation loop (2) between the radiator (21) and the condenser (3);
when the cab is cooled, the P interface is communicated with the b0 interface, the radiator (21) and the condenser (3) form a passage, and the radiator (21) radiates heat for the motor circulation loop (2);
when the cab is heated, the P interface is communicated with the a1 interface, the radiator (21) forms an open circuit, and the motor circulation loop (2) absorbs heat generated by the motor (4) and transmits the heat to the condenser (3).
4. The new energy automobile thermal management system according to claim 1, wherein a first four-way reversing valve (12) is arranged on the air-conditioning circulation loop (1), the first four-way reversing valve (12) comprises an a1 interface, a b1 interface, a c1 interface and a d1 interface, the first four-way reversing valve (12) is connected to the air-conditioning circulation loop (1) through the b1 interface and the d1 interface, when the a1 interface and the b1 interface are conducted, the c1 interface and the d1 interface are conducted, and when the a1 interface and the d1 interface are conducted, the c1 interface and the b1 interface are conducted;
the air-conditioning circulation loop (1) is also provided with a compressor (13), the inlet of the compressor (13) is connected with the c1 interface, and the outlet of the compressor (13) is connected with the a1 interface;
when the cab is refrigerated, the a1 interface is conducted with the d1 interface, and the c1 interface is conducted with the b1 interface;
when the cab is heated and cooled, the a1 interface and the b1 interface are conducted, and the c1 interface and the d1 interface are conducted.
5. The thermal management system of the new energy automobile, according to claim 3, further comprising a battery circulation loop (5), wherein the air-conditioning circulation loop (1) is further provided with a refrigeration plate exchanger (14) connected in parallel with the evaporator (11), the battery circulation loop (5) is in heat exchange connection with the air-conditioning circulation loop (1) through the refrigeration plate exchanger (14), and the air-conditioning circulation loop (1) cools the battery circulation loop (5) through the refrigeration plate exchanger (14).
6. The thermal management system of the new energy automobile, according to claim 5, characterized in that the evaporator (11) and the refrigerating plate (14) are respectively provided with a first parallel pipeline and a second parallel pipeline, and a first valve (111) and a second valve (141) are respectively provided on the first parallel pipeline and the second parallel pipeline, the second valve (141) is closed when the air-conditioning circulation loop (1) cools the cab, and the first valve (111) is closed when the air-conditioning circulation loop (1) cools the battery (6).
7. The thermal management system of the new energy automobile according to claim 6, wherein the battery circulation loop (5) and the motor circulation loop (2) are connected through a second four-way reversing valve (7), so that the battery circulation loop (5) and the motor circulation loop (2) form a series circuit, and the motor circulation loop (2) is used for cooling or heating the battery (6).
8. The thermal management system of the new energy automobile, as claimed in claim 7, wherein the second four-way reversing valve (7) comprises an a2 interface, a b2 interface, a c2 interface and a d2 interface, and is connected to the battery circulation loop (5) through the a2 interface and the b2 interface, and is connected to the motor circulation loop (2) through the c2 interface and the d2 interface;
when the a2 interface and the b2 interface are conducted, and the c2 interface and the d2 interface are conducted, the battery circulation loop (5) and the motor circulation loop (2) are independent;
when the a2 interface and the d2 interface are conducted, and the c2 interface and the b2 interface are conducted, the battery circulation loop (5) and the motor circulation loop (2) form a series loop:
-when the battery (6) is cooled, the P port of the three-way reversing valve (22) is communicated with the b0 port, the radiator (21) and the battery circulation loop (5) form a passage, and the radiator (21) radiates heat for the battery circulation loop (5);
-when the battery (6) is heated, the P port of the three-way reversing valve (22) is communicated with the a0 port, the radiator (21) forms an open circuit, and the motor circulation loop (2) absorbs the heat generated by the motor (4) and transfers the heat to the battery circulation loop (5).
9. The thermal management system of the new energy automobile according to claim 7, characterized in that a liquid supplementing tank is connected to each of the motor circulation loop (2) and the battery circulation loop (5).
10. The thermal management system of the new energy automobile according to claim 7, wherein the motor circulation loop (2) and the battery circulation loop (5) are connected to the same integrated liquid supplementing box (8), the integrated liquid supplementing box (8) comprises two cavities, the two cavities are respectively communicated with the motor circulation loop (2) and the battery circulation loop (5), and the two cavities are communicated at a set height.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111423187.2A CN113997753A (en) | 2021-11-26 | 2021-11-26 | New energy automobile thermal management system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111423187.2A CN113997753A (en) | 2021-11-26 | 2021-11-26 | New energy automobile thermal management system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN113997753A true CN113997753A (en) | 2022-02-01 |
Family
ID=79930526
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111423187.2A Pending CN113997753A (en) | 2021-11-26 | 2021-11-26 | New energy automobile thermal management system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113997753A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114991249A (en) * | 2022-05-25 | 2022-09-02 | 徐州徐工挖掘机械有限公司 | Thermal management control system and control method for electric excavator |
| WO2024065154A1 (en) * | 2022-09-27 | 2024-04-04 | 上海汽车集团股份有限公司 | Thermal management system of vehicle, and vehicle |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109649119A (en) * | 2018-12-23 | 2019-04-19 | 上海思致汽车工程技术有限公司 | A kind of entire new energy automobile heat management system making full use of waste heat |
| CN110345658A (en) * | 2018-12-30 | 2019-10-18 | 浙江吉智新能源汽车科技有限公司 | A kind of heat pump system and vehicle for new energy vehicle |
| CN110774863A (en) * | 2019-11-20 | 2020-02-11 | 泰铂（上海）环保科技股份有限公司 | Whole car thermal management system of integrated indirect heat pump for electric automobile |
| CN111216515A (en) * | 2020-02-25 | 2020-06-02 | 中国第一汽车股份有限公司 | Electric automobile thermal management system |
| CN111251832A (en) * | 2020-03-12 | 2020-06-09 | 奇瑞汽车股份有限公司 | Heat pump air conditioning system of electric automobile |
| CN112193014A (en) * | 2020-09-18 | 2021-01-08 | 河南科技大学 | Electric tractor integrated thermal management system and control method |
| CN212517260U (en) * | 2020-10-12 | 2021-02-09 | 一汽-大众汽车有限公司 | Thermal management system of fuel cell automobile |
| CN113525018A (en) * | 2020-04-17 | 2021-10-22 | 浙江清华长三角研究院 | New energy automobile air conditioning system and control method thereof |
-
2021
- 2021-11-26 CN CN202111423187.2A patent/CN113997753A/en active Pending
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109649119A (en) * | 2018-12-23 | 2019-04-19 | 上海思致汽车工程技术有限公司 | A kind of entire new energy automobile heat management system making full use of waste heat |
| CN110345658A (en) * | 2018-12-30 | 2019-10-18 | 浙江吉智新能源汽车科技有限公司 | A kind of heat pump system and vehicle for new energy vehicle |
| CN110774863A (en) * | 2019-11-20 | 2020-02-11 | 泰铂（上海）环保科技股份有限公司 | Whole car thermal management system of integrated indirect heat pump for electric automobile |
| CN111216515A (en) * | 2020-02-25 | 2020-06-02 | 中国第一汽车股份有限公司 | Electric automobile thermal management system |
| CN111251832A (en) * | 2020-03-12 | 2020-06-09 | 奇瑞汽车股份有限公司 | Heat pump air conditioning system of electric automobile |
| CN113525018A (en) * | 2020-04-17 | 2021-10-22 | 浙江清华长三角研究院 | New energy automobile air conditioning system and control method thereof |
| CN112193014A (en) * | 2020-09-18 | 2021-01-08 | 河南科技大学 | Electric tractor integrated thermal management system and control method |
| CN212517260U (en) * | 2020-10-12 | 2021-02-09 | 一汽-大众汽车有限公司 | Thermal management system of fuel cell automobile |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114991249A (en) * | 2022-05-25 | 2022-09-02 | 徐州徐工挖掘机械有限公司 | Thermal management control system and control method for electric excavator |
| CN114991249B (en) * | 2022-05-25 | 2024-02-27 | 徐州徐工挖掘机械有限公司 | Thermal management control method for electric excavator |
| WO2024065154A1 (en) * | 2022-09-27 | 2024-04-04 | 上海汽车集团股份有限公司 | Thermal management system of vehicle, and vehicle |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN111216515B (en) | Electric automobile thermal management system | |
| CN111016737B (en) | Electric automobile thermal management system, control method and electric automobile | |
| US20230158856A1 (en) | Heat pump system for vehicle | |
| CN110422082A (en) | A kind of hybrid vehicle integrated heat management system and its control method | |
| CN206664199U (en) | A kind of multi-functional pump type heat electric air-conditioning system of multiple | |
| CN208576388U (en) | The temperature controlled electrombile thermal management system of integrated battery | |
| CN111605379B (en) | Electric automobile heat management system based on heat pump double air-conditioning boxes and control method thereof | |
| CN108099544B (en) | Whole-vehicle thermal management system and management method for pure electric vehicle | |
| CN115675013A (en) | Multi-working-condition finished automobile thermal management system and method for new energy electric automobile | |
| CN113997753A (en) | New energy automobile thermal management system | |
| CN114435075A (en) | Finished automobile thermal management system and method for pure electric commercial vehicle | |
| CN114683804A (en) | Multisource heat pump system of electric vehicle | |
| CN216659503U (en) | Vehicle thermal management system | |
| CN111251807B (en) | Whole car thermal management system and have its vehicle | |
| CN215153791U (en) | Thermal management system and electric automobile | |
| CN114851802A (en) | Integrated heat management device and system | |
| CN218400117U (en) | Vehicle thermal management system and vehicle | |
| CN214564757U (en) | Whole-vehicle thermal management system of pure electric truck | |
| CN115489262A (en) | Indirect multi-level waste heat recovery heat pump air conditioning system and control method thereof | |
| CN114407611A (en) | Heat pump-based finished automobile heat management system and control method thereof | |
| CN112297757B (en) | Electric automobile thermal management system with concentrated circulation of cooling liquid and application method thereof | |
| CN112693363A (en) | Whole-vehicle thermal management system of pure electric truck | |
| CN220555302U (en) | Direct cooling and direct heating type heat management system and automobile | |
| CN218400116U (en) | Vehicle thermal management system and vehicle | |
| CN217863624U (en) | Thermal management system and vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |