CN114940047A

CN114940047A - Integrated thermal management system

Info

Publication number: CN114940047A
Application number: CN202210727127.8A
Authority: CN
Inventors: 万星荣; 林务田; 苏建云; 魏丹
Original assignee: GAC Aion New Energy Automobile Co Ltd
Current assignee: GAC Aion New Energy Automobile Co Ltd
Priority date: 2022-06-24
Filing date: 2022-06-24
Publication date: 2022-08-26

Abstract

The application provides an integrated form thermal management system relates to electric automobile technical field. The compressor, the indoor condenser, the outdoor condenser and the battery cooler of the heat pump system are sequentially connected to form a refrigerant loop; a circuit switching mechanism having a multi-way valve; the second interface is connected with at least one part of the structure of the water pump mechanism, the structure of the part of the structure of the water pump mechanism is connected with the electric drive mechanism, the third interface is connected with the radiator, the fourth interface is connected with the radiator, the fifth interface is connected with the tenth interface, and the ninth interface is connected with the electric drive mechanism to form a cooling loop; the battery temperature control system is provided with a heater and a power battery, a first interface is connected with a battery cooler, a sixth interface is connected with the power battery through a water pump mechanism, an eighth interface is connected with the battery cooler, a seventh interface is connected with a twelfth interface through the heater, and an eleventh interface is connected with the power battery to form a battery temperature control loop.

Description

Integrated thermal management system

Technical Field

The application relates to the technical field of electric automobiles, in particular to an integrated heat management system.

Background

The new energy automobile mainly comprises a pure electric vehicle and a hybrid electric vehicle, and the vehicle endurance mileage is short compared with that of a traditional diesel locomotive due to the fact that the energy density of a lithium battery adopted by the new energy automobile is low.

At present, a thermal management system on a new energy automobile mainly comprises a vehicle-mounted air conditioning system, an electric drive cooling system and a battery temperature control system, wherein the vehicle-mounted air conditioning system is used for heating or cooling a passenger compartment; the electric drive cooling system heats or cools the electric drive system consisting of the motor and the electric control system through cooling liquid circulation heat dissipation, and the battery temperature control system is used for cooling or heating the power battery. The vehicle-mounted air conditioning system can also heat or cool the electric drive cooling system and the battery temperature control system, so that the battery, the motor and the electric control work at respective proper working temperatures.

In a common integrated thermal management system: the coupling of the electric drive cooling system, the power battery temperature control system and the air conditioning system can be realized only by switching the complex water cooling loops, and the coupling has high cost and heavy weight.

Disclosure of Invention

The integrated heat management system is beneficial to coupling of an electric drive cooling system, a battery temperature control system and a heat pump system, reasonable energy flow is achieved, and input cost is reduced.

In order to achieve the purpose, the following technical scheme is adopted in the application:

in a first aspect, the present application provides an integrated thermal management system comprising: the heat pump system is provided with a compressor, an indoor condenser, an outdoor condenser, an evaporator and a battery cooler, wherein the compressor, the indoor condenser, the outdoor condenser and the battery cooler are sequentially connected, one end of the evaporator is respectively connected between the indoor condenser and the outdoor condenser and between the outdoor condenser and the battery cooler, and the other end of the evaporator is connected between the battery cooler and the compressor to form a refrigerant loop; the loop switching mechanism is provided with a multi-way valve, and the multi-way valve is provided with a first interface, a second interface, a third interface, a fourth interface, a fifth interface, a sixth interface, a seventh interface, an eighth interface, a ninth interface, a tenth interface, an eleventh interface and a twelfth interface; the electric drive cooling system is provided with a water pump mechanism, a radiator and an electric drive mechanism, the second interface is connected with at least one part of the structure of the water pump mechanism, the structure of the part of the structure of the part of the structure of the part of the structure of the part of the structure of; the battery temperature control system is provided with a heater and a power battery, the first interface is connected with the battery cooler, the sixth interface is connected with the power battery through the water pump mechanism, the eighth interface is connected with the battery cooler, the seventh interface is connected with the twelfth interface through the heater, and the eleventh interface is connected with the power battery to form a battery temperature control loop.

In the process of the realization, the compressor, the indoor condenser, the outdoor condenser and the battery cooler are sequentially connected, the required cold quantity and heat quantity can be provided for the passenger cabin, the comfort requirement is met, the battery cooler, the heater, the water pump mechanism, the electric drive mechanism, the radiator and the power battery are communicated through the multi-way valve, the coupling between the heat pump system and the electric drive cooling system and the battery temperature control system is realized, the cooling, heating, temperature equalizing or heat preserving functions of all systems are met under different environmental temperatures and driving working conditions, the cost input is reduced, and the integral integration level is improved.

In some embodiments, the water pump mechanism includes a first water pump and a second water pump, the first water pump is connected between the electric drive mechanism and the second interface, and the second water pump is connected between the sixth interface and the power battery.

In the implementation process, the first water pump is arranged between the electric driving mechanism and the second structure, and the second water pump is arranged between the sixth structure and the power battery, so that the improvement of the fluidity of the cooling liquid in the cooling loop is facilitated, and the coupling of the heat pump system and the electric driving cooling system is realized.

In some embodiments, the electrically driven cooling system further includes a first temperature sensor connected between the first water pump and the second interface.

At the in-process of above-mentioned realization, first temperature sensor can be used to detect the coolant temperature of the pipeline between first water pump and the second structure, can conveniently be to electric drive cooling system's control.

In some embodiments, the electrically driven cooling system further comprises an expansion tank connected to the piping between the first water pump and the first temperature sensor.

In the implementation process, the expansion tank can be used for storing and filling cooling liquid, accommodating air overflowing from the electrically-driven cooling system and adjusting the limit pressure of the electrically-driven cooling system, so that the control on the electrically-driven cooling system is realized.

In some embodiments, the battery temperature control system further comprises a second temperature sensor connected between the sixth interface and the power battery.

In the implementation process, the second temperature sensor can be used for detecting the temperature of the cooling liquid of the pipeline between the sixth interface and the power battery, and the electric drive cooling system can be conveniently controlled.

In some embodiments, the heat pump system includes an expansion line connected between the outdoor condenser and the compressor, and the expansion line has a first expansion branch and a second expansion branch, the first expansion branch being connected in parallel with the second expansion branch, the second expansion branch having the battery cooler disposed thereon.

In some embodiments, the first expansion branch has a first expansion valve and a first sensor, the first expansion valve, the evaporator and the first sensor are sequentially connected in a refrigerant flowing direction of the refrigerant circuit, the first expansion valve is connected to a pipeline between the indoor condenser and the outdoor condenser, and the first expansion valve can actively control decompression and expansion of the refrigerant and detect parameters such as temperature and pressure of the refrigerant through the first sensor, so as to better control the heat pump system.

In some embodiments, the second expansion branch has a second expansion valve and a second sensor, and the second expansion valve, the battery cooler and the second sensor are sequentially connected in a refrigerant flowing direction of the refrigerant circuit, and the second expansion valve can actively control decompression and expansion of the refrigerant and detect parameters such as temperature and pressure of the refrigerant through the second sensor, so as to better control the heat pump system.

In some embodiments, the heat pump system further includes a gas-liquid separator connected between the battery cooler and the compressor, and the gas-liquid separator can ensure superheat degree of a refrigerant at a suction port of the compressor and prevent liquid slugging.

In some embodiments, the heat pump system further includes a check valve connected between the battery cooler and the outdoor condenser, and the check valve can ensure that the refrigerant only flows in one direction.

In some embodiments, the heat pump system further includes a third sensor connected between the compressor and the indoor condenser, and configured to detect parameters such as temperature and pressure of the refrigerant, so as to control the heat pump system better.

Additional features and advantages of the present application will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by the practice of the embodiments of the present application. The objectives and other advantages of the application may be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present application and therefore should not be considered as limiting the scope, and for a user of ordinary skill in the art, other related drawings can be obtained according to the drawings without inventive efforts.

FIG. 1 is a schematic diagram of a first mode of communication for an integrated thermal management system according to embodiments of the present disclosure.

FIG. 2 is a schematic diagram of a second mode of communication of an integrated thermal management system according to an embodiment of the disclosure.

FIG. 3 is a third mode communication schematic diagram of an integrated thermal management system according to embodiments of the present disclosure.

FIG. 4 is a schematic communication diagram illustrating a fourth mode of an integrated thermal management system according to embodiments of the present disclosure.

FIG. 5 is a schematic communication diagram illustrating a fifth mode of an integrated thermal management system according to embodiments of the present disclosure.

FIG. 6 is a schematic communication diagram illustrating a sixth mode of an integrated thermal management system according to embodiments of the present disclosure.

Reference numerals

101. A compressor; 102. a first sensor; 103. an indoor condenser; 104. a refrigerant three-way valve; 105. an outdoor condenser; 106. a reservoir; 107. a one-way valve; 108. a first electronic expansion valve; 109. an evaporator 1; 110. a second sensor; 111. a second electronic expansion valve; 112. a battery cooler; 113. a third sensor; 114. a gas-liquid separator; 115. a twelve-way valve; 1151. a first interface; 1152. a second interface; 1153. a third interface; 1154. a fourth interface; 1155. a fifth interface; 1156. a sixth interface; 1157. a seventh interface; 1158. an eighth interface; 1159. a ninth interface; 1160. a tenth interface; 1161. an eleventh interface; 1162. a twelfth interface; 116. a heater; 117. a first temperature sensor; 118. an expansion tank; 119. a first water pump; 120. a charger; 121. an electric drive assembly; 122. a second temperature sensor; 123; a second water pump; 124. a power battery; 125. a heat sink.

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. The components of the embodiments of the present application, generally described and illustrated in the figures herein, can be arranged and designed in a wide variety of different configurations.

Thus, the following detailed description of the embodiments of the present application, presented in the accompanying drawings, is not intended to limit the scope of the claimed application, but is merely representative of selected embodiments of the application. All other embodiments obtained by a user of ordinary skill in the art without any inventive work based on the embodiments in the present application are within the scope of the present application.

It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.

In the description of the present application, the terms "first," "second," "third," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.

In the description of the present application, it should also be noted that, unless expressly stated or limited otherwise, the terms "disposed," "mounted," "connected," and "connected" are to be construed broadly and can include, for example, fixed connections, detachable connections, or integral connections; 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 in a specific case to a user of ordinary skill in the art.

Examples

With the development of economy and technology, electric automobiles gradually become the main development direction of the automobile industry; the thermal management system is gradually developing to miniaturization and integration as a key component of the electric automobile.

A common thermal management system for electric vehicles comprises three separate systems: in a common integrated thermal management system, in order to realize switching of a complex water cooling loop, a complex water valve system is generally required to be designed, and a common water valve is a two-way valve and a three-way valve.

In view of the above, as shown in fig. 1, fig. 1 is a schematic communication diagram of a first mode of an integrated thermal management system disclosed in an embodiment of the present application; in a first aspect, the present application provides an integrated management system applicable to electric devices such as a general electric Vehicle/Electric Vehicle (EV), a pure electric Vehicle (PV/BEV), a Hybrid Electric Vehicle (HEV), a range-extended electric Vehicle (REEV), a plug-in hybrid electric Vehicle (PHEV), a New Energy Vehicle (New Energy Vehicle), an electric bus, and an electric motorcycle, the integrated management system including: the heat pump system, the electric drive cooling system and the battery temperature control system are coupled, wherein the heat pump system can provide required cold quantity and heat quantity for a passenger cabin, comfort requirements are met, the electric drive cooling system and the battery temperature control system can also be utilized as low-temperature heat sources when the heat pump system heats properly, the energy efficiency utilization rate of the whole vehicle can be improved, and the cruising range of the electric device is increased.

Specifically, the heat pump system includes a compressor 101, an indoor condenser 103, an outdoor condenser 105, an evaporator, and a battery cooler 112, wherein the compressor 101, the indoor condenser 103, the outdoor condenser 105, and the battery cooler 112 are sequentially connected, one end of the evaporator is respectively connected between the indoor condenser 103 and the outdoor condenser 105 and between the outdoor condenser 105 and the battery cooler 112, and the other end of the evaporator is connected between the battery cooler 112 and the compressor 101 to form a refrigerant circuit; the circuit switching mechanism is provided with a multi-way valve which is provided with a first port 1151, a second port 1152, a third port 1153, a fourth port 1154, a fifth port 1155, a sixth port 1156, a seventh port 1157, an eighth port 1158, a ninth port 1159, a tenth port 1160, an eleventh port 1161 and a twelfth port 1162; an electrically driven cooling system having a water pump mechanism, a heat sink 125, and an electrically driven mechanism (including a charger 120 and an electrically driven assembly 121), wherein the second port 1152 is connected to at least a portion of the water pump mechanism and the portion of the water pump mechanism is connected to the electrically driven mechanism, the third port 1153 is connected to the heat sink 125, the fourth port 1154 is connected to the heat sink 125, the fifth port 1155 is connected to the tenth port 1160, and the ninth port 1159 is connected to the electrically driven mechanism to form a cooling circuit; the battery temperature control system comprises a heater 116 and a power battery 124, wherein the first port 1151 is connected with the battery cooler 112, the sixth port 1156 is connected with the power battery 124 through the water pump mechanism, the eighth port 1158 is connected with the battery cooler 112, the seventh port 1157 is connected with the twelfth port 1162 through the heater 116, and the eleventh port 1161 is connected with the power battery 124 to form a battery temperature control loop.

Illustratively, the refrigerant circuit is used for flowing a refrigerant to realize heating or cooling of the heat pump system, and the cooling circuit and the battery temperature control circuit are used for flowing a cooling liquid to realize heat exchange among the heat pump system, the electrically-driven cooling system and the battery temperature control system, so as to improve the service life of the three-phase motor.

The multi-way valve includes, but is not limited to, twelve-way valve 115, a ball valve is taken as an example to illustrate the working principle of twelve-way valve 115, but the specific implementation mode of twelve-way valve 115 can be other types, that is, the interfaces of the multi-way valve can be communicated pairwise through flow channels on the valve core, the valve core can rotate around the axis, and the communication mode of the interfaces is changed after rotation, so that the communication mode of the heat pump system, the electric drive cooling system and the battery temperature control system is changed, and the cost can be reduced on the premise of realizing the energy flow of the whole system through the design of the multi-way valve.

The compressor 101 is used for compressing a refrigerant and pushing the refrigerant to flow in the system, and is a core component of the heat pump system; the indoor condenser 103 is used for condensing a refrigerant in the heat pump system, and heat in the refrigerant is transferred to air in the passenger compartment in the condensing process, so that heating of the passenger compartment is realized; the outdoor condenser 105 is used for releasing heat released by a refrigerant in the heat pump system in a condensation process to the environment so as to realize heat dissipation of the heat pump system; a liquid storage tank can be arranged on the outdoor condenser 105 and used for storing liquid refrigerant and ensuring the supercooling degree before the valve, wherein a drying agent, a filter screen, a safety valve and the like are usually arranged in the liquid storage tank and can play roles in absorbing redundant moisture in a heat pump system, filtering impurities and protecting overpressure; the evaporator is used in a place where the refrigerant evaporates to absorb heat, and the evaporator can cool air in the passenger compartment, so that the function of refrigerating and cooling the passenger compartment is realized; the battery cooler 112 can exchange heat between a coolant and a cooling liquid, after the coolant and the cooling liquid pass through the battery cooler 112, the coolant absorbs heat of the cooling liquid to increase the temperature, the temperature of the cooling liquid is reduced, and the cooled cooling liquid flows into the power battery 124 to cool the power battery; the heater 116 may be heated by electric energy of an electric device to increase the temperature of the coolant flowing through the heater, and the heated coolant may be used to heat the passenger compartment or the power battery 124; the radiator 125 includes, but is not limited to, a gas-liquid heat exchanger, and can transfer heat of the coolant therein to air flowing over the surface thereof, thereby cooling the coolant.

In the implementation process, the compressor 101, the indoor condenser 103, the outdoor condenser 105 and the battery cooler 112 are connected in sequence, so that the required cold and heat can be provided for the passenger compartment, the comfort requirement is met, the battery cooler 112, the heater 116, the water pump mechanism, the electric driving mechanism, the radiator 125 and the power battery 124 are communicated through the multi-way valve, the coupling among the heat pump system, the electric driving cooling system and the battery temperature control system is achieved, and the cooling, heating, temperature equalizing or heat preserving functions of all the systems are met under different environmental temperatures and driving working conditions.

In some embodiments, the water pump mechanism includes a first water pump 119 and a second water pump 123, the first water pump 119 is connected between the electric drive mechanism and the second port 1152, and the second water pump 123 is connected between the sixth port 1156 and the power battery 124. Illustratively, the first water pump 119 is turned on to allow the coolant to flow from the second port 1152 to the electric drive mechanism, and the second water pump 123 is turned on to allow the coolant to flow from the sixth structure to the power battery 124.

In the implementation process, the first water pump 119 is arranged between the electric driving mechanism and the second structure, and the second water pump 123 is arranged between the sixth structure and the power battery 124, so that the improvement of the fluidity of the cooling liquid in the cooling loop is facilitated, and the coupling of the heat pump system and the electric driving cooling system is realized.

In some embodiments, the electrically-driven cooling system further includes a first temperature sensor 117, the first temperature sensor 117 including, but not limited to, a temperature sensor, the first temperature sensor 117 connected between the first water pump 119 and the second interface 1152.

In the process of the above implementation, the first temperature sensor 117 may be used to detect the temperature of the coolant in the pipeline between the first water pump 119 and the second structure, which may facilitate control of the electrically driven cooling system.

In some embodiments, the electrically driven cooling system further comprises an expansion tank 118, the expansion tank 118 being connected to the piping between the first water pump 119 and the first temperature sensor 117. The expansion tank 118 may be used to store and fill coolant, contain air that may escape the electrically driven cooling system, and regulate the ultimate pressure of the electrically driven cooling system to effect control of the electrically driven cooling system.

In some embodiments, the battery temperature control system further comprises a second temperature sensor 122, the second temperature sensor 122 includes, but is not limited to, a temperature sensor, and the second temperature sensor 122 is connected between the sixth interface 1156 and the power battery 124.

In the implementation described above, the second temperature sensor 122 may be used to detect the temperature of the coolant in the pipeline between the sixth port 1156 and the power battery 124, which may facilitate the control of the electrically driven cooling system.

In some embodiments, the heat pump system includes an expansion line connected between the outdoor condenser 105 and the compressor 101, and the expansion line has a first expansion branch and a second expansion branch, the first expansion branch and the second expansion branch being connected in parallel, and the battery cooler 112 being disposed on the second expansion branch.

Illustratively, one end of an expansion pipeline is connected to a pipeline between the outdoor condenser 105 and the compressor 101, the other end of the expansion pipeline is connected between the outdoor condenser 105 and a gas-liquid separator 114 of the heat pump system, a refrigerant three-way valve 104 is arranged on the pipeline between the outdoor condenser 105 and the compressor 101, and one end of the expansion pipeline is connected to the refrigerant three-way valve 104; of course, in other embodiments, two refrigerant two-way valves may be used instead of the refrigerant three-way valve 104.

In some embodiments, the first expansion branch has a first expansion valve and a first sensor 102, the first sensor 102 includes but is not limited to a temperature and pressure sensor, the first expansion valve includes but is not limited to a first electronic expansion valve 108, the first expansion valve, the evaporator and the first sensor 102 are connected in sequence along a refrigerant flowing direction of the refrigerant circuit, and the first expansion valve is connected to a pipeline between the indoor condenser 103 and the outdoor condenser 105, the first expansion valve can actively control decompression and expansion of the refrigerant, and detect parameters such as temperature and pressure of the refrigerant through the first sensor 102, so as to better control the heat pump system.

In some embodiments, the second expansion branch has a second expansion valve and a second sensor 110, the second sensor 110 includes but is not limited to a temperature and pressure sensor, the second expansion valve includes but is not limited to a second electronic expansion valve 111, and the second expansion valve, the battery cooler 112 and the second sensor 110 are connected in sequence along a flow direction of the refrigerant in the refrigerant circuit, the second expansion valve can actively control decompression and expansion of the refrigerant, and detect parameters such as temperature and pressure of the refrigerant through the second sensor 110, so as to better control the heat pump system.

In some embodiments, the heat pump system further includes a gas-liquid separator 114, and the gas-liquid separator 114 is connected between the battery cooler 112 and the compressor 101, so as to ensure a superheat degree of a refrigerant at a suction port of the compressor 101 and prevent liquid slugging.

In some embodiments, the heat pump system further includes a check valve 107, and the check valve 107 is connected between the battery cooler 112 and the outdoor condenser 105, so as to ensure that the refrigerant only flows in one direction.

In some embodiments, the heat pump system further includes a third sensor 113, the third sensor 113 includes but is not limited to a temperature and pressure sensor, and the third sensor 113 is connected between the compressor 101 and the indoor condenser 103 and can be used to detect parameters such as temperature and pressure of the refrigerant, so as to control the heat pump system better.

As shown in fig. 1, in this mode, the battery circuit (including the second temperature sensor 122, the second water pump 123, the power battery 124), the battery cooler 112 circuit (the battery cooler 112) and the heater 116 circuit (the heater 116) are connected in series, the electric drive circuit (including the first temperature sensor 117, the first water pump 119, the charger 120, and the electric drive assembly 121) and the radiator 125 circuit (including the radiator 125) are connected in series, and the heat pump system is in the cooling mode. This mode may be used for the following conditions: in a high temperature environment, the passenger compartment needs to be cooled, the power battery 124 needs to be cooled by the battery cooler 112, and the charger 120 and the electric drive assembly 121 need to be cooled by the radiator 125.

In the cooling loop, a first water pump 119 drives the cooling liquid to circulate in the electrically-driven cooling system, and the cooling liquid flows through a charger 120 and an electrically-driven assembly 121 to absorb heat emitted by the charger and the electrically-driven assembly; the coolant having the increased temperature passes through the twelve way valve 115 and then flows through the radiator 125, and the heat in the coolant is taken away by the air through the radiator 125; the cooled coolant passes through the twelve-way valve 115 and returns to the first water pump 119 through the first temperature sensor 117, completing the cycle.

In the battery temperature control loop, the second water pump 123 drives the cooling liquid to circulate in the battery temperature control system, and the cooling liquid flows through the power battery 124 to absorb the heat emitted by the power battery; the coolant with the increased temperature passes through the twelve-way valve 115 and then flows through the battery cooler 112, and the heat in the coolant is taken away by the battery cooler 112; the cooled coolant passes through the heater 116, and then returns to the second water pump 123 through the twelve-way valve 115 and the second temperature sensor 122, completing the cycle.

In the refrigerant loop, a low-temperature and low-pressure refrigerant is compressed by the compressor 101 and then is changed into high-temperature and high-pressure gas, the high-temperature and high-pressure gas flows through the indoor condenser 103, enters the outdoor condenser 105, is condensed and releases heat in the indoor condenser, and the heat is taken away by air in the surrounding environment; the cooled refrigerant is changed into medium-temperature high-pressure liquid, and is divided into two parts after passing through a one-way valve 107: the first part is expanded and decompressed by the first electronic expansion valve 108, and then enters the evaporator to be gasified and absorb heat, so that the air in the passenger compartment flowing through the surface of the first part is cooled; the second part is expanded and decompressed by a second electronic expansion valve 111, and then enters a battery cooler 112 to be gasified and absorb heat, so that the cooling liquid flowing through the inside of the battery cooler is cooled; the refrigerant then flows back to the compressor 101 through the gas-liquid separator 114, completing the cycle.

As shown in fig. 2, in this mode, the battery circuit (including the second temperature sensor 122, the second water pump 123, and the power battery 124) operates independently, the electric drive circuit (including the first temperature sensor 117, the first water pump 119, the charger 120, the electric drive assembly 121), the heater 116 circuit (the heater 116), and the battery cooler 112 circuit (the battery cooler 112) are connected in series, and the heat pump system is in the heat pump heating mode. This mode may be used for the following conditions: in a low-temperature environment, the passenger compartment needs to be heated by using a heat pump system, the power battery 124 does not need to be heated and cooled, and the battery cooler 112 uses the waste heat of the electric drive assembly 121 and the heater 116 to heat.

In the cooling loop, a first water pump 119 drives cooling liquid to circulate in the electric drive cooling system, and the cooling liquid flows through a charger 120 and an electric drive assembly 121 in sequence to absorb heat of the cooling liquid and increase the temperature; the coolant then flows through heater 116 via twelve way valve 115, and the temperature continues to rise; the coolant then enters the battery cooler 112 through the twelve-way valve 115, where it is heated, and the reduced-temperature coolant finally returns to the first water pump 119, completing the cycle. The coolant is heated by the charger 120, the electric drive assembly 121 and the heater 116 in sequence in the cycle, so that the temperature of the coolant rises, and finally the absorbed heat is used for heating the battery cooler 112, thereby realizing the heat transfer to the heat pump system.

In the battery temperature control loop, the second water pump 123 drives the cooling liquid to circulate in the battery temperature control system, and the cooling liquid flows through the power battery 124, the twelve-way valve 115 and the second temperature sensor 122 in sequence and finally returns to the second water pump 123 to complete circulation. The cooling fluid is not heated or cooled significantly during the circulation, but it flows within the power battery 124 to reduce the cell temperature difference therein, and maintain the temperature uniformity.

In the refrigerant circuit, a low-temperature and low-pressure refrigerant is compressed by the compressor 101 and then turns into a high-temperature and high-pressure gas, and the gas flows through the interior condenser 103, where the gas is condensed and released, and the released heat is absorbed by the surrounding air, so that the hot air heats the passenger compartment. The cooled refrigerant is changed into medium-temperature high-pressure liquid, flows through the refrigerant three-way valve 104, is expanded and decompressed through the first electronic expansion valve 108, and then enters the battery cooler 112 to be gasified and absorb heat, so as to cool the cooling liquid flowing through the battery cooler; the refrigerant then flows back to the compressor 101 through the gas-liquid separator 114, completing the cycle.

The second mode may also be used for the following conditions: 1) when the heat pump system is operating and the charger 120 and the electric drive assembly 121 are not generating heat, but the heater 116 is generating heat, the battery cooler 112 only absorbs the heat of the heater 116. For example, in an extremely low ambient temperature, when the electric device (e.g., a vehicle) is in a stationary state (at this time, the charger 120 and the electric drive assembly 121 do not generate heat), the passenger compartment needs to be heated by the heat pump system. 2) When the heat pump system is operating and the charger 120 and the electric drive assembly 121 are heating while the heater 116 is not heating, the battery cooler 112 only absorbs heat from the charger 120 and the electric drive assembly 121. If the temperature is extremely low, the vehicle is in a running state, and the passenger compartment is heated by the heat pump system. 3) The heat pump system is not operating and the heater 116 is not. At this time, the charger 120 and the electric drive assembly 121 are in the heat preservation mode. If the ambient temperature is low, the vehicle is in a low-load running condition, and the temperature in the system is maintained to be constant and uniform by the charger 120 and the electric drive assembly 121 through circulation of the cooling liquid in an internal circulation mode.

As shown in fig. 3, in this mode, the battery circuit (including the second temperature sensor 122, the second water pump 123, the power battery 124) and the heater 116 circuit (the heater 116) are connected in series, the electric drive circuit (including the first temperature sensor 117, the first water pump 119, the charger 120, the electric drive assembly 121), the battery cooler 112 circuit (the battery cooler 112) and the radiator 125 circuit (the radiator 125) are connected in series, and the heat pump system is in the heat pump heating mode. This mode may be used for the following conditions: in a low-temperature environment, the passenger compartment needs to be heated by a heat pump system, the power battery 124 is heated by the heater 116, and the battery cooler 112 is heated by the waste heat of the electric drive assembly 121 and the radiator 125.

In the cooling loop, the first water pump 119 drives the cooling liquid to circulate in the electric drive cooling system, and the cooling liquid flows through the charger 120 and the electric drive assembly 121 in sequence to absorb heat of the cooling liquid and increase temperature; the coolant then flows through battery cooler 112 through twelve-way valve 115, heating it; the cooled coolant enters the radiator 125 through the twelve-way valve 115, and is heated by the surrounding air, so that the temperature is increased; the coolant then returns to the first water pump 119 through the twelve way valve 115, completing the cycle. The coolant is heated by the radiator 125, the charger 120 and the electric drive assembly 121 in sequence in the cycle, the temperature rises, and finally the absorbed heat is used for heating the battery cooler 112, thereby realizing the heat transfer to the heat pump system.

In the battery temperature control loop, the second water pump 123 drives the cooling liquid to circulate in the battery temperature control system, and the high-temperature cooling liquid flows through the power battery 124 to heat the power battery; the cooled coolant then enters the heater 116 through the twelve-way valve 115, and the heated coolant enters the twelve-way valve 115, the second temperature sensor 122, and finally returns to the second water pump 123, completing the cycle.

The refrigerant circuit is in the heat pump heating mode, which is described above and will not be described again.

The third mode may also be used for the following conditions: when the heat pump system is operating and the charger 120 and the electric drive assembly 121 are not generating heat, the battery cooler 112 only absorbs ambient heat through the heat sink 125. In a low temperature environment, when the vehicle is at a standstill (when the charger 120 and the electric drive assembly 121 are not generating heat), the passenger compartment needs to absorb heat from the environment by using the radiator 125.

As shown in fig. 4, in this mode, four circuits of the battery circuit (including the second temperature sensor 122, the second water pump 123, and the power battery 124), the electric drive circuit (including the first temperature sensor 117, the first water pump 119, the charger 120, and the electric drive assembly 121), the battery cooler 112 circuit (the battery cooler 112), and the heater 116 circuit (the heater 116) are connected in series. This mode may be used for the following conditions: in a very low temperature environment, the power battery 124 and the passenger compartment are heated by the residual heat of the heater 116 and the electric drive assembly 121. The first water pump 119 drives the coolant to circulate in the electrically driven cooling system, and the coolant flows through the charger 120 and the electric drive assembly 121 to absorb heat given off by the two. The increased temperature coolant flows through twelve-way valve 115 into battery cooler 112, releasing heat to battery cooler 112, which is then heated by heater 116. The warmed coolant then enters twelve way valve 115, second temperature sensor 122, second electric water pump, and then heats power cell 124. Finally, the coolant returns to the first electric water pump through the twelve way valve 115 and the first temperature sensor 117, completing the cycle.

When the refrigerant circuit is in the heat pump heating mode, the above description is omitted.

Mode four may also be used for the following conditions: when the heat pump system is operating, heater 116 is not operating, and battery cooler 112 absorbs heat from power battery 124 and electric drive assembly 121. For example, in a low temperature environment, the vehicle is in a driving condition (at this time, the electric drive assembly 121 has residual heat), and at the same time, the power battery 124 has residual heat (for example, immediately after the completion of the quick charging), and the passenger compartment needs to absorb heat from the power battery 124 and the electric drive assembly 121.

As shown in fig. 5, in this mode, the battery circuit (including the second temperature sensor 122, the second water pump 123, and the power battery 124), the heater 116 circuit (including the heater 116), the battery cooler 112 circuit (the battery cooler 112), the electric drive circuit (including the first temperature sensor 117, the first water pump 119, the charger 120, the electric drive assembly 121), and the radiator 125 circuit (including the radiator 125) are all connected in series.

This mode may be used for the following conditions: in a normal temperature environment, the power battery 124 and the electric drive assembly 121 dissipate heat through the radiator 125 at the same time; the first water pump 119 drives the cooling liquid to circulate in the system, and the cooling liquid flows through the charger 120 and the electric drive assembly 121 to absorb heat emitted by the charger and the electric drive assembly; the increased temperature coolant flows through twelve-way valve 115 and then into radiator 125. In which the cooling liquid is cooled and the temperature is lowered. The cooled coolant flows through the twelve-way valve 115 and the second temperature sensor 122, is pressurized by the second water pump 123, and then enters the power battery 124 to be cooled. The coolant then enters a twelve way valve 115, a first temperature sensor 117, and finally a first water pump 119, ending the cycle.

As shown in fig. 6, in this mode, the battery circuit (including the second temperature sensor 122, the second water pump 123, the power battery 124) and the heater 116 circuit (the heater 116) are connected in series, the electric drive circuit (including the first temperature sensor 117, the first water pump 119, the charger 120, the electric drive assembly 121), the battery cooler 112 circuit (the battery cooler 112) and the battery cooler 112 circuit (the battery cooler 112) are connected in series, and the air conditioning system is in the heat pump heating mode. This mode may be used for the following conditions: in a low-temperature environment, the passenger compartment needs to be heated by the heat pump system, the power battery 124 is heated by the heater 116, and the battery cooler 112 is heated by the residual heat of the electric drive assembly 121.

In the cooling loop, a first water pump 119 drives the coolant to circulate in the system, and the coolant flows through a charger 120 and an electric drive assembly 121 in sequence, absorbs heat of the coolant and increases the temperature of the coolant. The coolant then flows through the battery cooler 112 through a twelve-way valve 115, heating it. The cooled coolant returns to the first water pump 119 through the twelve-way valve 115 to complete circulation; the coolant is heated by the charger 120 and the electric drive assembly 121 in a cycle, the temperature rises, and finally the absorbed heat is used for heating the battery cooler 112, so that the heat is transferred to the heat pump system.

In the battery temperature control loop, a second water pump 123 drives the coolant to circulate in the system, and the coolant flows through the power battery 124 to heat the coolant. The cooled coolant then enters the heater 116 through the twelve-way valve 115, and after heating, the coolant enters the twelve-way valve 115, the second temperature sensor 122, and finally returns to the second water pump 123, thereby completing the cycle.

It should be noted that the integrated thermal management system is not limited to the above six operation modes, and the integrated thermal management system can also be applied to the fields of household appliances, buildings, aircrafts, ships and the like.

The above description is only a preferred embodiment of the present application and is not intended to limit the present application, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. An integrated thermal management system, comprising:

the heat pump system is provided with a compressor, an indoor condenser, an outdoor condenser, an evaporator and a battery cooler, wherein the compressor, the indoor condenser, the outdoor condenser and the battery cooler are sequentially connected, one end of the evaporator is respectively connected between the indoor condenser and the outdoor condenser and between the outdoor condenser and the battery cooler, and the other end of the evaporator is connected between the battery cooler and the compressor to form a refrigerant loop;

the loop switching mechanism is provided with a multi-way valve, and the multi-way valve is provided with a first interface, a second interface, a third interface, a fourth interface, a fifth interface, a sixth interface, a seventh interface, an eighth interface, a ninth interface, a tenth interface, an eleventh interface and a twelfth interface;

the electric drive cooling system is provided with a water pump mechanism, a radiator and an electric drive mechanism, the second interface is connected with at least one part of the structure of the water pump mechanism, the structure of the part of the structure of the water pump mechanism is connected with the electric drive mechanism, the third interface is connected with the radiator, the fourth interface is connected with the radiator, the fifth interface is connected with the tenth interface, and the ninth interface is connected with the electric drive mechanism to form a cooling loop;

the battery temperature control system is provided with a heater and a power battery, the first interface is connected with the battery cooler, the sixth interface is connected with the power battery through the water pump mechanism, the eighth interface is connected with the battery cooler, the seventh interface is connected with the twelfth interface through the heater, and the eleventh interface is connected with the power battery to form a battery temperature control loop.

2. The integrated thermal management system of claim 1, wherein the water pump mechanism comprises a first water pump and a second water pump, the first water pump being connected between the electric drive mechanism and the second interface, the second water pump being connected between the sixth interface and the power cell.

3. The integrated thermal management system of claim 2, wherein the electrically-driven cooling system further comprises a first temperature sensor connected between the first water pump and the second interface.

4. The integrated thermal management system of claim 3, wherein the electrically driven cooling system further comprises an expansion tank connected to a conduit between the first water pump and the first temperature sensor.

5. The integrated thermal management system of claim 2 or 3, wherein the battery temperature control system further comprises a second temperature sensor connected between the sixth interface and the power cell.

6. The integrated thermal management system according to claim 1, wherein the heat pump system comprises an expansion line connected between the outdoor condenser and the compressor, and the expansion line has a first expansion branch and a second expansion branch, the first expansion branch being connected in parallel with the second expansion branch, the battery cooler being disposed on the second expansion branch.

7. The integrated thermal management system according to claim 6, wherein the first expansion branch comprises a first expansion valve and a first sensor, the first expansion valve, the evaporator and the first sensor are sequentially connected along a refrigerant flowing direction of the refrigerant circuit, and the first expansion valve is connected to a pipeline between the indoor condenser and the outdoor condenser.

8. The integrated thermal management system of claim 6, wherein the second expansion branch comprises a second expansion valve and a second sensor, and the second expansion valve, the battery cooler and the second sensor are connected in sequence along a refrigerant flowing direction of the refrigerant circuit.

9. The integrated thermal management system of claim 1 or 6, wherein the heat pump system further comprises a gas-liquid separator connected between the battery cooler and the compressor.

10. The integrated thermal management system of claim 1 or 6, wherein the heat pump system further comprises a one-way valve connected between the battery cooler and the outdoor condenser.

11. The integrated thermal management system of claim 1, wherein the heat pump system further comprises a third sensor connected between the compressor and the indoor condenser.