CN114872512A - Carbon dioxide air conditioning system for electric vehicle and thermal management method - Google Patents
Carbon dioxide air conditioning system for electric vehicle and thermal management method Download PDFInfo
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- CN114872512A CN114872512A CN202210657490.7A CN202210657490A CN114872512A CN 114872512 A CN114872512 A CN 114872512A CN 202210657490 A CN202210657490 A CN 202210657490A CN 114872512 A CN114872512 A CN 114872512A
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- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 title claims abstract description 82
- 238000004378 air conditioning Methods 0.000 title claims abstract description 55
- 229910002092 carbon dioxide Inorganic materials 0.000 title claims abstract description 41
- 239000001569 carbon dioxide Substances 0.000 title claims abstract description 41
- 238000007726 management method Methods 0.000 title claims abstract description 15
- 239000003507 refrigerant Substances 0.000 claims abstract description 80
- 238000001816 cooling Methods 0.000 claims abstract description 31
- 238000010438 heat treatment Methods 0.000 claims abstract description 22
- 238000005057 refrigeration Methods 0.000 claims abstract description 9
- 238000007791 dehumidification Methods 0.000 claims description 8
- 238000000034 method Methods 0.000 claims description 7
- 230000005855 radiation Effects 0.000 claims description 3
- 239000013589 supplement Substances 0.000 claims description 2
- 238000004781 supercooling Methods 0.000 abstract description 6
- 239000007788 liquid Substances 0.000 description 9
- 239000003570 air Substances 0.000 description 6
- 230000005494 condensation Effects 0.000 description 3
- 238000009833 condensation Methods 0.000 description 3
- 239000000110 cooling liquid Substances 0.000 description 3
- 230000007613 environmental effect Effects 0.000 description 2
- 238000009423 ventilation Methods 0.000 description 2
- 239000012080 ambient air Substances 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000017525 heat dissipation Effects 0.000 description 1
- 230000001502 supplementing effect Effects 0.000 description 1
- 238000010792 warming Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
- B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
- B60H1/00899—Controlling the flow of liquid in a heat pump system
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
- B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00321—Heat exchangers for air-conditioning devices
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
- B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
- B60H1/00392—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for electric vehicles having only electric drive means
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00485—Valves for air-conditioning devices, e.g. thermostatic valves
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/32—Cooling devices
- B60H1/3204—Cooling devices using compression
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/32—Cooling devices
- B60H1/3204—Cooling devices using compression
- B60H1/3227—Cooling devices using compression characterised by the arrangement or the type of heat exchanger, e.g. condenser, evaporator
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/32—Cooling devices
- B60H1/3204—Cooling devices using compression
- B60H1/3228—Cooling devices using compression characterised by refrigerant circuit configurations
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- 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)
Abstract
The invention relates to a carbon dioxide air conditioning system for an electric vehicle and a heat management method, wherein the system comprises a refrigerant loop and an air conditioning module, wherein the refrigerant loop takes carbon dioxide as a refrigerant, the refrigerant loop is internally provided with a compressor, an internal condenser, an intermediate heat exchanger, an external heat exchanger, an evaporator, a control valve and a throttle valve, and the evaporator and the internal condenser are constructed in the air conditioning module and are respectively used for absorbing and releasing heat; the system combines a carbon dioxide refrigerant loop with an air conditioning module, an external heat exchanger and an intermediate heat exchanger of a vehicle to realize the functions of refrigeration/heating/battery cooling and the like in a carriage, fully considers the characteristics of a carbon dioxide working medium, can fully utilize each heat exchanger to increase the cooling degree of the refrigerant, namely the supercooling degree of the system before throttling through the gating of a related control valve and the opening and closing of a throttle valve, can synchronously improve the superheat degree of the system through the switching of the intermediate heat exchanger and the related control valve, and further improves the heat exchange quantity.
Description
Technical Field
The invention relates to an air conditioning system of a new energy automobile, in particular to a carbon dioxide air conditioning system for an electric vehicle and an electric vehicle heat management method.
Background
Most of existing air conditioners for electric vehicles adopt R134a refrigerant, but the GWP value (global warming potential) of the refrigerant is high, so that the environmental friendliness is to be improved, and the lowest operation environment temperature of a heat pump air conditioning system adopting the R134a refrigerant is-7 ℃, but the lowest temperature in winter in most northern areas is about-20 ℃, so that the use requirements of customers cannot be met. The GWP of the carbon dioxide refrigerant is far lower than that of the R134a refrigerant used for the traditional automobile air conditioner, so the carbon dioxide refrigerant has the advantage of environmental protection. However, the air conditioning system using the carbon dioxide refrigerant needs to adopt a transcritical refrigeration cycle mode, the outlet pressure of the compressor is large, the temperature is high, and if the heat exchange capacity of the cooler (condenser) is insufficient, the heating capacity and the energy efficiency of the carbon dioxide heat pump system are restricted. For this reason, in the prior art, a scheme of adding an "intermediate heat exchanger" to achieve "supercooling" is proposed, for example, in the "auxiliary supercooling carbon dioxide heat pump air conditioning system for automobiles disclosed in chinese patent publication No. CN109551996A, an intermediate heat exchanger is added to the system, and the intermediate heat exchanger has two paths, one is a high-pressure path before a throttle valve through which a high-pressure high-temperature refrigerant flows, and the other is a low-pressure path after the throttle valve through which a low-pressure low-temperature refrigerant flows, and the low-pressure path can absorb heat from the high-pressure path, so that the temperature of the carbon dioxide refrigerant after flowing through the intermediate heat exchanger is further reduced and" supercooled "to reduce the dryness thereof, and reduce the decrease in the heat efficiency of the heat exchange caused by the gaseous carbon dioxide entering an evaporator of a Heating Ventilation Air Conditioner (HVAC), thereby improving the refrigeration performance of the air conditioning system.
However, the refrigeration loop of the carbon dioxide air conditioning system is only suitable for common fuel vehicles, the heat management idea of designers still stays in the concept of priority of heating, ventilation and air conditioning which mainly heats the carriage, and a new configuration which gives consideration to the heat management requirement of the power battery of the electric vehicle is not developed yet, so that the requirement of the electric vehicle cannot be met, and the carbon dioxide air conditioning system which can be suitable for the electric vehicle does not appear in the market.
Disclosure of Invention
The invention aims to provide a carbon dioxide air conditioning system for an electric vehicle, which can refrigerate/heat a carriage and simultaneously meet the cooling requirement of a power battery. Meanwhile, an electric vehicle heat management method using the heat pump air-conditioning system for the electric vehicle is provided.
The invention relates to a carbon dioxide air conditioning system for an electric vehicle, which comprises a refrigerant loop and an air conditioning module, wherein the refrigerant loop takes carbon dioxide as a refrigerant, the refrigerant loop is internally provided with a compressor, an internal condenser, an intermediate heat exchanger, an external heat exchanger, an evaporator, a control valve and a throttle valve, the intermediate heat exchanger is provided with a high-pressure passage and a low-pressure passage, and the evaporator and the internal condenser are constructed in the air conditioning module and are respectively used for absorbing and releasing heat; also included is a battery cooling circuit having a battery heat exchanger; the downstream of the outlet of the internal condenser is divided into a first input branch and a second input branch, the tail end of the first input branch is connected with a high-pressure inlet of the intermediate heat exchanger, and the tail end of the second input branch is connected with an inlet of the external heat exchanger (11); the outlet downstream of the external heat exchanger is divided into a first output branch and a second output branch, the tail end of the first output branch is connected with the high-pressure inlet of the intermediate heat exchanger, and the tail end of the second output branch is connected with the low-pressure inlet of the intermediate heat exchanger; the control valve includes: the input control valve is used for gating the first input branch and the second input branch, and the output control valve is used for gating the first output branch and the second output branch; the downstream of the high-pressure outlet of the intermediate heat exchanger is divided into a first throttling branch, a second throttling branch and a third throttling branch; the throttle valve comprises a first throttle valve, a second throttle valve, a third throttle valve and a fourth throttle valve, wherein the first throttle valve, the second throttle valve and the third throttle valve are respectively arranged in a first throttling branch, a second throttling branch and a third throttling branch, and the tail end of the first throttling branch is connected with an inlet of the heat exchanger outside the vehicle; the evaporator is arranged at the downstream of a second throttling valve in the second throttling branch, the battery heat exchanger is arranged at the downstream of a third throttling valve in the third throttling branch, and the tail end of the second throttling branch and the tail end of the third throttling branch are both connected with a low-pressure inlet of the intermediate heat exchanger; the carbon dioxide air conditioning system for the electric vehicle is provided with: (a) if the input control valve gates the second input branch and the output control valve gates the first output branch, the internal condenser does not work and the external heat exchanger serves as a condenser, the refrigerant before throttling flows through the external heat exchanger and the intermediate heat exchanger to release heat outwards; furthermore, if the second throttle valve and/or the third throttle valve are/is opened, the throttled refrigerant flows through the evaporator and/or the battery heat exchanger and then enters the intermediate heat exchanger; (b) if the input control valve gates the first input branch, the output control valve gates the second output branch and the first throttle valve is opened, the internal condenser is used as a condenser, the external heat exchanger is used as an evaporator, and the refrigerant before throttling flows through the internal condenser and the intermediate heat exchanger to release heat outwards; meanwhile, if the third throttle valve is opened, the throttled refrigerant flows through the battery heat exchanger and then enters the intermediate heat exchanger.
The carbon dioxide air conditioning system for the electric vehicle provided by the invention combines a carbon dioxide refrigerant loop with an air conditioning module, a heat exchanger outside the vehicle and an intermediate heat exchanger of the vehicle to realize the functions of refrigeration/heating/battery cooling and the like in a carriage, fully considers the characteristics of a carbon dioxide working medium (high-temperature and high-pressure gas from a compressor cannot be completely liquefied in the condensation process), can fully utilize each heat exchanger to increase the cooling degree of the refrigerant, namely the supercooling degree of the system before throttling through the gating of a related control valve and the opening and closing of a throttle valve, can synchronously improve the superheat degree of the system through the switching of the intermediate heat exchanger and the related control valve, and further improve the heat exchange amount.
Further, the input control valve comprises a first control valve and a second control valve, the first control valve is arranged in the first input branch, and the second control valve is arranged in the second input branch.
Further, the output control valve is a third control valve, and a third control valve is arranged in the first output branch.
Further, a heat radiation fan outside the vehicle is arranged at the position of the heat exchanger outside the vehicle.
Further, a filter is arranged at the outlet of the condenser in the vehicle.
Further, the carbon dioxide air conditioning system for the electric vehicle is also configured to: (c) if the input control valve is used for gating the first input branch, the first throttle valve is closed, the second throttle valve is opened, the internal condenser is used as a condenser, the refrigerant before throttling flows through the internal condenser and the intermediate heat exchanger to release heat outwards, the throttled refrigerant flows through the evaporator and the intermediate heat exchanger to absorb heat, and the air conditioning module dehumidifies.
Further, the air conditioning module includes an auxiliary PTC heater.
The invention discloses an electric vehicle thermal management method based on the carbon dioxide air conditioning system for the electric vehicle, which works in at least one mode of the following modes:
(a) system cooling and/or battery cooling: the input control valve gates the second input branch, the output control valve gates the first output branch, and the internal condenser does not work, the external heat exchanger is used as a condenser, and the refrigerant before throttling flows through the external heat exchanger and the intermediate heat exchanger to release heat outwards; furthermore, by opening the second throttle valve and/or the third throttle valve, the throttled refrigerant flows through the evaporator and/or the battery heat exchanger and then enters the intermediate heat exchanger, so that system refrigeration and/or battery cooling are realized;
(b) heating the system: the input control valve gates the first input branch, the output control valve gates the second output branch, and the first throttle valve is opened, the internal condenser is used as a condenser, the external heat exchanger is used as an evaporator, and the refrigerant before throttling flows through the internal condenser and the intermediate heat exchanger to release heat outwards so as to realize system heating;
(c) the system heats and cools the battery, the input control valve gates the first input branch, the output control valve gates the second output branch, the first throttle valve is opened, the third throttle valve is opened, the condenser in the vehicle is used as a condenser, the heat exchanger outside the vehicle is used as an evaporator, the refrigerant before throttling flows through the condenser in the vehicle and the intermediate heat exchanger to release heat outwards, and the refrigerant after throttling flows through the battery heat exchanger and then enters the intermediate heat exchanger, so that the system heats and the battery cools.
The electric vehicle heat management method provided by the invention is based on the carbon dioxide air conditioning system for the electric vehicle, combines a carbon dioxide refrigerant loop with an air conditioning module, a heat exchanger outside the vehicle and an intermediate heat exchanger of the vehicle, realizes the functions of refrigeration/heating/battery cooling and the like in a carriage, fully considers the characteristics of a carbon dioxide working medium (high-temperature and high-pressure gas from a compressor cannot be completely liquefied in the condensation process), can fully utilize each heat exchanger to increase the cooling degree of the refrigerant, namely the supercooling degree of the system before throttling through gating of a related control valve and opening and closing of a throttle valve, and can synchronously improve the superheat degree of the system through switching of the intermediate heat exchanger and the related control valve, thereby further improving the heat exchange quantity.
Further, the method also comprises the following steps: (d) and (3) system dehumidification: the input control valve gates the first input branch, the first throttle valve is closed, the second throttle valve is opened, the internal condenser is used as a condenser, the refrigerant before throttling flows through the internal condenser and the intermediate heat exchanger to release heat outwards, the throttled refrigerant flows through the evaporator and the intermediate heat exchanger to absorb heat, and the air conditioning module dehumidifies. Therefore, the electric vehicle heat management method can realize the dehumidification function.
Further, the air conditioning module comprises an auxiliary PTC heater for supplementing heat in the system heating operation mode. When the ambient temperature is low, the heating capacity of the compressor system is insufficient or the heating system is frosted, the auxiliary PTC heater can ensure the running of the system and the stability of the temperature of the carriage.
Drawings
FIG. 1 is a schematic structural diagram of an embodiment of the present invention;
FIG. 2 is a schematic view of the refrigerant flow path of the embodiment of FIG. 1 in a cooling mode (refrigerant non-flow path omitted);
FIG. 3 is a schematic view of a refrigerant flow path in the heating mode of the embodiment of FIG. 1 (refrigerant non-flow path omitted);
FIG. 4 is a schematic view of a refrigerant flow path (refrigerant non-flow path omitted) in the embodiment of FIG. 1 in a dehumidification mode;
in the figure:
1. a compressor; 2. a blower; 3. a condenser in the vehicle; 4. an auxiliary PTC heater; 5. an evaporator; 6. an air conditioning module; 7. a filter; 8. a first control valve; 9. a first throttle valve; 10. a second control valve; 11. an exterior heat exchanger; 12. a heat dissipation fan outside the vehicle; 13. a second throttle valve; 14. a third throttle valve; 15. a third control valve; 16. an intermediate heat exchanger; 17. a battery heat exchanger; 18. gas-liquid separator, 19, battery cooling circuit.
Detailed Description
One embodiment of the present invention, as shown in FIG. 1, includes a refrigerant circuit with carbon dioxide as the refrigerant, a battery cooling circuit, and an air conditioning module 6 (HVAC). The battery cooling circuit has a battery heat exchanger 17 therein, and the battery heat exchanger and battery cooling circuit 19 are used for exchanging heat with the power battery of the vehicle.
The refrigerant circuit includes a compressor 1, an interior condenser 3, an intermediate heat exchanger 16, an exterior heat exchanger 11, an evaporator 5, a battery heat exchanger 17, a plurality of throttle valves, a plurality of control valves, and a gas-liquid separator 18. I.e. the battery heat exchanger 17 is simultaneously in the refrigerant circuit. The heat exchanger 11 outside the vehicle is provided with a heat radiation fan 12 outside the vehicle.
The intermediate heat exchanger 16 has a high-pressure passage through which the refrigerant before throttling passes, and a low-pressure passage through which the refrigerant after throttling passes, the high-pressure passage having a high-pressure inlet and a high-pressure outlet, and the low-pressure passage having a low-pressure inlet and a low-pressure outlet. The low-pressure outlet of the intermediate heat exchanger 16 is connected to the outlet of the compressor 1 via a gas-liquid separator 18.
The outlet of the compressor 1 is connected with the internal condenser 3, the outlet of the internal condenser 3 is connected with the filter 7, and the downstream of the outlet of the internal condenser 3 is divided into two branches: the first input branch and the second input branch.
A first control valve 8 (i.e., an input control valve, see explanation later) is provided in the first input branch, and the end of the first input branch is connected to the high-pressure inlet of the intermediate heat exchanger 16. A second control valve 10 (i.e., an input control valve, see explanation later) is provided in the second input branch, and the second input branch end is connected to an inlet of the exterior heat exchanger 11. The first control valve 8 and the second control valve 10 are open-close opposite solenoid valves, and have the function of selecting and gating two branches: one of the first input branch and the second input branch. Of course, in other embodiments, the first control valve 8 and the second control valve 10 may be replaced by a two-position three-way valve, which also functions to gate two branches: one of the first and second input branches, and therefore the first and second control valves 8, 10, belongs to the specific example of providing one valve in each of the two branches, which should be summarized as "input control valve".
The outlet downstream of the exterior heat exchanger 11 is divided into two branches: the tail end of the first output branch is connected with a high-pressure inlet of the intermediate heat exchanger 16, and the tail end of the second output branch is connected with a low-pressure inlet of the intermediate heat exchanger 16; a third control valve 15 (i.e. an output control valve, see the explanation later) is arranged in the first output branch, the third control valve 15 is used for gating (i.e. the abbreviation of selective communication, the "gating" appearing hereinafter has the same meaning as the "selective communication") the first output branch or the second output branch, namely, the outlet of the external heat exchanger is selected to be communicated with the high-pressure inlet of the intermediate heat exchanger 16 through the first output branch, or the outlet of the external heat exchanger is selected to be communicated with the low-pressure inlet of the intermediate heat exchanger 16 through the second output branch, and it should be noted here that when the third control valve 15 is opened, only the second output branch can be communicated without being communicated with the first output branch at the same time, because the high-pressure inlet of the intermediate heat exchanger 16 is connected with the first output branch, and the refrigerant will flow to the low-pressure inlet of the intermediate heat exchanger 16 with lower pressure.
Of course, in other embodiments, the third control valve 15 may also be replaced by a three-way reversing valve, which is disposed at the front end of the first output branch and the second output branch, and gates the first output branch or the second output branch by reversing, or of course, the third control valve 15 may also be two switching valves, which are respectively disposed in the first output branch and the second output branch, and gates one of the two branches by controlling to open and close the other branch. The third control valve 15 belongs to a specific example in which one valve is provided in one of the two branches, which should be summarized as "output control valve".
Downstream of the high-pressure outlet of the intermediate heat exchanger 16, three branches are provided: the automobile heat exchanger comprises a first throttling branch, a second throttling branch and a third throttling branch, wherein a first throttling valve 9 is arranged in the first throttling branch, and the tail end of the first throttling branch is connected with an inlet of an automobile exterior heat exchanger 11.
A second throttling valve 13 is arranged in the second throttling branch, the evaporator 5 is arranged at the downstream of the second throttling valve 13 in the second throttling branch, and the tail end of the second throttling branch is connected with a low-pressure inlet of the intermediate heat exchanger 16.
A second throttle valve 14 is arranged in the third throttling branch, a battery heat exchanger 17 is arranged downstream of the third throttle valve 14 in the third throttling branch, and the tail end of the third throttling branch is connected with a low-pressure inlet of the intermediate heat exchanger 16. The battery heat exchanger 17 is also located in a battery cooling circuit 19 of the vehicle, and the battery heat exchanger 17 and the battery cooling circuit 19 are used for exchanging heat with a power battery of the vehicle.
The air conditioning module includes a blower, an auxiliary PTC heater, and a duct, the evaporator in the second throttling branch being configured in the air conditioning module to provide cooling energy to the passenger compartment, and the internal condenser being configured in the air conditioning module to provide heat to the passenger compartment. The air conditioning module integrates a blower, an in-vehicle condenser, an evaporator, a water heating core and an auxiliary PTC heater.
The above-described embodiment of the present invention can be operated in various ways as will be described later, and is also an embodiment of the electric vehicle thermal management method of the present invention, that is, an embodiment of the electric vehicle thermal management method of the present invention, which is operated in at least one of the following ways:
1) refrigerating the system: the input control valve (second control valve 10 open, first control valve 8 closed) gates the second input branch and the output control valve (control valve 15 closed) gates the first output branch. The second throttle 13 is opened and the third throttle 14 is closed. The exterior heat exchanger 11 is a condenser.
As shown in fig. 2, after passing through the internal condenser 3 and the filter 7, the high-temperature and high-pressure refrigerant from the compressor 1 passes through the control valve 10, is cooled by the external heat exchanger 11, enters the intermediate heat exchanger 16, opens the second throttle valve 13, evaporates and absorbs heat in the evaporator 5, enters the intermediate heat exchanger 16 again for heat exchange, and then returns to the compressor 1 through the gas-liquid separator 18, thereby completing one cycle.
2) Cooling the battery: the input control valve (second control valve 10 open, first control valve 8 closed) gates the second input branch and the output control valve (third control valve 15 closed) gates the first output branch. The second throttle 13 is closed and the third throttle 14 is opened.
As shown in fig. 2, after passing through the condenser 3 and the filter 7 in the vehicle, the high-temperature and high-pressure refrigerant from the compressor 1 passes through the control valve 10, is cooled by the heat exchanger 11 outside the vehicle, enters the intermediate heat exchanger 16, is opened by the third throttle valve 14, passes through the battery heat exchanger 17, exchanges heat with the battery cooling liquid in the battery cooling circuit 19, enters the intermediate heat exchanger 16 again for heat exchange, then returns to the compressor 1 through the gas-liquid separator 18, and completes a cycle.
3) System cooling and battery cooling: the input control valve (second control valve 10 open, first control valve 8 closed) gates the second input branch and the output control valve (third control valve 15 closed) gates the first output branch. The second throttle 13 and the third throttle 14 are both opened.
As shown in fig. 2, after passing through the condenser 3 and the filter 7 in the vehicle, the high-temperature and high-pressure refrigerant from the compressor 1 is controlled to open the control valve 10, and after being cooled by the heat exchanger 11 outside the vehicle, the refrigerant enters the intermediate heat exchanger 16 to be divided into two paths, the second throttle valve 13 and the third throttle valve 14 are both opened, the refrigerant is evaporated and absorbs heat in the evaporator 4, and meanwhile, the refrigerant exchanges heat with the battery cooling liquid of the battery cooling loop through the battery heat exchanger 17, then the refrigerant is gathered and enters the intermediate heat exchanger 16 again to exchange heat, and then the refrigerant returns to the compressor 1 through the gas-liquid separator 18, so that a cycle is completed.
4) Heating the system: the input control valve (second control valve 10 closed, first control valve 8 open) gates the first input branch and the output control valve (control valve 15 open) gates the second output branch. The first throttle 9 is open and the second 13 and third 14 throttles are both closed.
As shown in fig. 3, the high-temperature and high-pressure refrigerant coming out of the compressor 1 is cooled by the in-vehicle condenser 3, then passes through the filter 7, the control valve 8 is opened, enters the intermediate heat exchanger 16, the throttle valve 9 is opened, the control valve 10 is closed, is evaporated and absorbs heat by the out-vehicle heat exchanger 11, the control valve 15 is opened, enters the intermediate heat exchanger 16 again for heat exchange, and then returns to the compressor 1 through the gas-liquid separator 18, thereby completing the system heating cycle. The heat radiated by the condenser 3 in the vehicle is sent into the carriage through the blower 2 in the air-conditioning module 6 to heat or defrost the carriage. In the circulation, the auxiliary PTC heater 4 is mainly used for heat supplement, and is started when the ambient temperature is low, the heating capacity of the compressor system is insufficient or the heating system is frosted, so that the operation of the system and the stability of the temperature of the compartment are ensured.
5) Heating the system and cooling the battery at the same time: the input control valve (second control valve 10 closed, first control valve 8 open) gates the first input branch and the output control valve (third control valve 15 open) gates the second output branch. The first throttle 9 is opened, the second throttle 13 is closed and the third throttle 14 is opened.
As shown in fig. 3, the high-temperature and high-pressure refrigerant from the compressor 1 is cooled by the internal condenser 3 and then passes through the filter 7, the first control valve 8 is opened to enter the intermediate heat exchanger 16, and the high-pressure outlet of the intermediate heat exchanger 16 is divided into two paths: one path is a first throttling branch, the first throttling branch is evaporated and absorbs heat through a first throttling valve 9 and an external heat exchanger 11 (the first throttling valve 9 is opened, a second control valve 10 is closed), the heat returns to a low-pressure inlet of an intermediate heat exchanger 16 through a third control valve 15 (opened), the other path is a third throttling branch, the heat exchanges heat with battery cooling liquid through a third throttling valve 14 (opened) and a battery heat exchanger 17, the heat exchanges heat after being converged in the low-pressure inlet of the intermediate heat exchanger 16, and the heat returns to the compressor 1 through a gas-liquid separator 18 to complete system circulation.
6) And (3) system dehumidification: the input control valve (second control valve 10 closed, first control valve 8 open) gates the first input branch. The first throttle 9 is closed, the second throttle 13 is closed and the third throttle 14 is opened. Because the first throttle valve 9 is closed, the refrigerant no longer flows through the exterior heat exchanger 11, and the output control valve does not affect the system operation regardless of the opening and closing.
As shown in fig. 4, the high-temperature and high-pressure refrigerant from the compressor 1 is cooled by the internal condenser 3, then passes through the filter 7, the first control valve 8 opens the high-pressure inlet of the intermediate heat exchanger 16, the second throttle valve 13 opens, and the refrigerant is evaporated by the evaporator 5 to absorb heat, enters the intermediate heat exchanger 16 again for heat exchange, and then returns to the compressor through the gas-liquid separator 18, thus completing the system cycle. In the circulation, the condenser 3 in the vehicle releases heat in the working process, the evaporator 5 absorbs the heat of the ambient air in the working process, the wet air is cooled and dehumidified firstly and then heated to a certain temperature, and finally the wet air is sent into the carriage by the blower 2, so that the requirements of humidity reduction and temperature stability of the air in the carriage are met, and the comfort requirements of passengers are met.
The invention realizes the functions of refrigeration/heating/battery cooling and dehumidification in the carriage by combining the three-heat-exchanger air-conditioning box structure of the air-conditioning module through the system principle of carbon dioxide refrigerant circulation. Because of the characteristics of the carbon dioxide working medium, the high-temperature and high-pressure gas from the compressor can not be completely liquefied in the condensation process, and a new part intermediate heat exchanger is added in the system for increasing the cooling degree of the refrigerant, namely the supercooling degree of the system, so that the superheat degree of the system can be synchronously improved, and the heat exchange quantity is further improved.
In addition, in other embodiments of the present invention, the form of the control valve is as described above, and the control valve may be a switch valve or a multi-way reversing valve, as long as the gating of the corresponding branch can be realized. In addition, the throttle valve may employ a thermostatic expansion valve, an electronic expansion valve, and a capillary tube.
Claims (10)
1. A carbon dioxide air conditioning system for an electric vehicle comprises a refrigerant loop taking carbon dioxide as a refrigerant, an air conditioning module (6), a compressor (1), an internal condenser (3), an intermediate heat exchanger (16), an external heat exchanger (11), an evaporator (5), a control valve and a throttle valve, wherein the intermediate heat exchanger (16) is provided with a high-pressure passage and a low-pressure passage, and the evaporator (5) and the internal condenser (3) are constructed in the air conditioning module (6) and are used for absorbing and releasing heat respectively; characterized in that it further comprises a battery cooling circuit (19) having a battery heat exchanger (17); the downstream of the outlet of the internal condenser (3) is divided into a first input branch and a second input branch, the tail end of the first input branch is connected with a high-pressure inlet of the intermediate heat exchanger (16), and the tail end of the second input branch is connected with an inlet of the external heat exchanger (11);
the outlet downstream of the external heat exchanger (11) is divided into a first output branch and a second output branch, the tail end of the first output branch is connected with a high-pressure inlet of the intermediate heat exchanger (16), and the tail end of the second output branch is connected with a low-pressure inlet of the intermediate heat exchanger (16);
the control valve includes: the input control valve is used for gating the first input branch and the second input branch, and the output control valve is used for gating the first output branch and the second output branch;
the downstream of the high-pressure outlet of the intermediate heat exchanger (16) is divided into a first throttling branch, a second throttling branch and a third throttling branch; the throttle valve comprises a first throttle valve, a second throttle valve, a third throttle valve and a fourth throttle valve, wherein the first throttle valve, the second throttle valve and the third throttle valve are respectively arranged in a first throttle branch, a second throttle branch and a third throttle branch, and the tail end of the first throttle branch is connected with an inlet of the heat exchanger (11) outside the vehicle; the evaporator (5) is arranged at the downstream of a second throttling valve (13) in the second throttling branch, the battery heat exchanger (17) is arranged at the downstream of a third throttling valve (14) in the third throttling branch, and the tail end of the second throttling branch and the tail end of the third throttling branch are both connected with a low-pressure inlet of the intermediate heat exchanger (16);
the carbon dioxide air conditioning system for the electric vehicle is provided with: (a) if the input control valve gates the second input branch and the output control valve gates the first output branch, the internal condenser (3) does not work and the external heat exchanger (11) is used as a condenser, the refrigerant before throttling flows through the external heat exchanger (11) and the intermediate heat exchanger (16) to release heat outwards; furthermore, if the second throttle valve (13) and/or the third throttle valve (14) is/are opened, the throttled refrigerant flows through the evaporator (5) and/or the battery heat exchanger (17) and then enters the intermediate heat exchanger (16); (b) if the input control valve gates the first input branch, the output control valve gates the second output branch and the first throttle valve (9) is opened, the internal condenser (3) is used as a condenser, and the external heat exchanger (11) is used as an evaporator (5), the refrigerant before throttling flows through the internal condenser (3) and the intermediate heat exchanger (16) to release heat outwards; meanwhile, if the third throttle valve (14) is opened, the throttled refrigerant flows through the battery heat exchanger (17) and enters the intermediate heat exchanger (16).
2. The carbon dioxide air conditioning system for electric vehicles as claimed in claim 1, wherein the input control valve comprises a first control valve (8), a second control valve (10), the first control valve (8) being disposed in the first input branch, the second control valve (10) being disposed in the second input branch.
3. The carbon dioxide air conditioning system for electric vehicles according to claim 1, wherein the output control valve is a third control valve (15), and the third control valve (15) is provided in the first output branch.
4. The carbon dioxide air conditioning system for the electric vehicle as claimed in claim 1, wherein an external heat radiation fan (12) is provided at the external heat exchanger (11).
5. Carbon dioxide air conditioning system for electric vehicles according to claim 1, characterized in that a filter (7) is provided at the outlet of the internal condenser (3).
6. The carbon dioxide air conditioning system for electric vehicles according to any one of claims 1 to 5, further configured to: (c) if the input control valve gates the first input branch, the first throttle valve (9) is closed, the second throttle valve (13) is opened, and the internal condenser (3) is used as a condenser, the refrigerant before throttling flows through the internal condenser (3) and the intermediate heat exchanger (16) to release heat outwards, the throttled refrigerant flows through the evaporator (5) and the intermediate heat exchanger (16) to absorb heat, and the air conditioning module (6) performs dehumidification.
7. Carbon dioxide air conditioning system for electric vehicles according to any of claims 1 to 5, characterized in that the air conditioning module (6) comprises an auxiliary PTC heater (4).
8. The electric vehicle thermal management method is characterized by being based on the carbon dioxide air conditioning system for the electric vehicle as claimed in any one of claims 1 to 5, and the method is operated in at least one mode of the following modes:
(a) system cooling and/or battery cooling: the input control valve gates the second input branch, the output control valve gates the first output branch, and the internal condenser (3) does not work, the external heat exchanger (11) is used as a condenser, and the refrigerant before throttling flows through the external heat exchanger (11) and the intermediate heat exchanger (16) to release heat outwards; furthermore, by opening the second throttling valve (13) and/or the third throttling valve (14), the throttled refrigerant flows through the evaporator (5) and/or the battery heat exchanger (17) and then enters the intermediate heat exchanger (16) to realize system refrigeration and/or battery cooling;
(b) heating the system: the input control valve gates the first input branch, the output control valve gates the second output branch, and the first throttle valve (9) is opened, the internal condenser (3) is used as a condenser, the external heat exchanger (11) is used as an evaporator (5), and the refrigerant before throttling flows through the internal condenser (3) and the intermediate heat exchanger (16) to release heat outwards, so that the system heating is realized;
(c) the system heats and cools the battery at the same time, the input control valve gates the first input branch, the output control valve gates the second output branch, the first throttle valve (9) is opened, the third throttle valve (14) is opened, the internal condenser (3) is used as a condenser, the external heat exchanger (11) is used as an evaporator (5), the refrigerant before throttling flows through the internal condenser (3) and the intermediate heat exchanger (16) to release heat outwards, and the throttled refrigerant flows through the battery heat exchanger (17) and then enters the intermediate heat exchanger (16), so that the system heats and cools the battery.
9. The electric vehicle thermal management method of claim 8, further comprising operating as follows: (d) and (3) system dehumidification: the input control valve is used for gating the first input branch, the first throttling valve (9) is closed, the second throttling valve (13) is opened, the internal condenser (3) serves as a condenser, the refrigerant before throttling flows through the internal condenser (3) and the intermediate heat exchanger (16) to release heat outwards, the refrigerant after throttling flows through the evaporator (5) and the intermediate heat exchanger (16) to absorb heat, and the air conditioning module (6) performs dehumidification.
10. The electric vehicle thermal management method according to claim 9, characterized in that the air conditioning module (6) comprises an auxiliary PTC heater (4), and in the system heating mode of operation, the auxiliary PTC heater (4) is used to supplement heat.
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