CN117103949A - Automobile heat management system and control method thereof - Google Patents
Automobile heat management system and control method thereof Download PDFInfo
- Publication number
- CN117103949A CN117103949A CN202311260585.6A CN202311260585A CN117103949A CN 117103949 A CN117103949 A CN 117103949A CN 202311260585 A CN202311260585 A CN 202311260585A CN 117103949 A CN117103949 A CN 117103949A
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- Prior art keywords
- condenser
- refrigerant
- cooler
- cooling liquid
- management system
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- 238000000034 method Methods 0.000 title claims abstract description 25
- 239000003507 refrigerant Substances 0.000 claims abstract description 162
- 239000000110 cooling liquid Substances 0.000 claims abstract description 99
- 238000010438 heat treatment Methods 0.000 claims abstract description 37
- 230000005494 condensation Effects 0.000 claims abstract description 14
- 238000009833 condensation Methods 0.000 claims abstract description 14
- 239000002826 coolant Substances 0.000 claims description 25
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 17
- 230000008020 evaporation Effects 0.000 abstract description 6
- 238000001704 evaporation Methods 0.000 abstract description 6
- 238000010586 diagram Methods 0.000 description 11
- 238000001816 cooling Methods 0.000 description 5
- 230000005514 two-phase flow Effects 0.000 description 5
- 238000004378 air conditioning Methods 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 230000008707 rearrangement Effects 0.000 description 1
- 238000005057 refrigeration Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
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
- B60H1/32—Cooling devices
- B60H1/3204—Cooling devices using compression
- B60H1/3205—Control means therefor
- B60H1/3216—Control means therefor for improving a change in operation duty of a compressor in a vehicle
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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
- B60H1/32—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
Abstract
The embodiment of the invention discloses an automobile thermal management system and a control method thereof. In the technical scheme of the invention, the cooling liquid outlet of the cooler is communicated with the cooling liquid inlet of the condenser in the low-temperature heating mode, so that the cooling liquid absorbs the condensation heat of the refrigerant gas to be heated, and then reaches the cooler after radiating in the warm air core, thereby the cooling liquid can provide heat for the evaporation of the refrigerant in the cooler, and the cooling liquid returns to the condenser after the cooler absorbs heat and is cooled. After the refrigerant is output from the compressor, the refrigerant can be evaporated into gas to return to the compressor after the cooler is evaporated, so that the evaporator is not required to participate in work, and the heating of the interior of the vehicle can be realized under the low-temperature condition.
Description
Technical Field
The embodiment of the invention relates to the technical field of thermal management, in particular to an automobile thermal management system and a control method thereof.
Background
A thermal management system is a solution covering the overall cold and hot control of air conditioning, battery, motor electric control, and a heat pump is an essential part of the thermal management system, generally referred to as the architecture of the air conditioning system.
In the current new energy automobile management system, the problem that the system cannot work normally at low temperature and the heating rate is slow in the initial working stage exists.
Disclosure of Invention
The invention provides an automobile thermal management system and a control method thereof, which are used for ensuring the normal operation of the automobile thermal management system at low temperature and improving the heating rate in the initial stage of operation.
In a first aspect, an embodiment of the present invention provides an automotive thermal management system, including: comprises a compressor, a condenser, a cooler and a warm air core body;
the refrigerant outlet of the compressor is connected with the refrigerant inlet of the condenser through a first pipeline, and a first throttle valve is arranged in the first pipeline;
the refrigerant outlet of the condenser is connected with the refrigerant inlet of the cooler, and the refrigerant outlet of the cooler is connected with the refrigerant inlet of the compressor;
the cooling liquid outlet of the condenser is connected with the cooling liquid inlet of the cooler through the warm air core body, and the cooling liquid outlet of the cooler is connected with the cooling liquid inlet of the condenser.
Optionally, the cooling liquid inlet of the condenser is connected with the cooling liquid outlet of the cooler through a second pipeline, and a first switch valve is arranged in the second pipeline;
the cooling liquid outlet of the warm air core body is also connected with the cooling liquid inlet of the condenser.
Optionally, the automobile thermal management system further comprises an evaporator, wherein a refrigerant inlet of the evaporator is connected with a refrigerant outlet of the condenser, the refrigerant outlet of the evaporator is connected with a refrigerant inlet of the cooler through a third pipeline, and a second throttle valve is arranged in the third pipeline.
Optionally, the refrigerant outlet of the condenser comprises a first main pipeline and a first branch pipeline which are connected with the inlet of the cooler;
the refrigerant outlet of the condenser is connected with the refrigerant inlet of the evaporator through a first main pipeline and a second branch pipeline;
the first branch pipeline is provided with a third throttle valve, and the second branch pipeline is provided with a fourth throttle valve.
Optionally, a second switch valve is arranged in a connecting pipeline between the warm air core and the cooler, and a third switch valve is arranged in a connecting pipeline between the warm air core and a cooling liquid inlet of the condenser; the refrigerant outlet of the evaporator is also connected with the refrigerant inlet of the compressor through a fourth pipeline, and a fourth switch valve is arranged in the fourth pipeline.
Optionally, the automobile thermal management system further comprises a heat source and a first water pump, one end of the heat source is connected with the cooling liquid inlet of the cooler through the first water pump, and the other end of the heat source is connected with the cooling liquid outlet of the cooler;
a second water pump is arranged in a connecting pipeline between a cooling liquid outlet of the condenser and the warm air core body.
Optionally, the automobile thermal management system further comprises a radiator, wherein the first end of the radiator is connected with the cooling liquid outlet of the condenser, and a third water pump is arranged in a connecting pipeline between the first end of the radiator and the cooling liquid outlet of the condenser; the second end of the radiator is connected with the cooling liquid inlet of the condenser.
In a second aspect, an embodiment of the present invention further provides a method for controlling an automotive thermal management system, including:
when the temperature of the cooling liquid in the condenser is lower than a first set temperature, controlling the opening of the first throttle valve to be the first opening to throttle the refrigerant gas output by the compressor, and increasing the exhaust pressure of the compressor; wherein the first opening is less than 100%;
controlling the refrigerant output from the refrigerant outlet of the condenser to return to the compressor through the cooler;
after the gas output by the compressor is condensed by the condenser, controlling the cooling liquid in the condenser to return to the condenser through the warm air core body and the cooler; the refrigerant heats the interior of the vehicle through the warm air core, and the refrigerant absorbs heat and evaporates in the cooler.
Optionally, the control method of the automobile thermal management system further includes: when the temperature of the cooling liquid in the condenser is larger than or equal to the first set temperature, controlling the opening degree of the first throttle valve to be equal to a second opening degree, wherein the second opening degree is larger than the first opening degree.
Optionally, the control method of the automobile thermal management system further includes:
when the temperature of cooling liquid in the condenser is lower than a second set temperature, a second throttle valve in a third pipeline connected with a refrigerant inlet of the evaporator and the cooler is controlled to be opened, the evaporator is communicated with the cooler, a refrigerant outlet of the condenser is controlled to be communicated with the refrigerant inlet of the evaporator, so that the refrigerant is condensed in the condenser and then enters the evaporator to be condensed again, and then the refrigerant is evaporated in the cooler;
the condensation heat of the refrigerant condensed in the evaporator is used for heating the interior of the vehicle;
after the gas output by the compressor is condensed by the condenser, the cooling liquid in the condenser is controlled to return to the condenser by the warm air core body, and the refrigerant heats the interior of the vehicle by the warm air core body.
According to the automobile heat management system and the control method thereof, the first throttle valve is arranged in the first pipeline, wherein the refrigerant outlet of the compressor is connected with the refrigerant inlet of the condenser, so that the exhaust pressure of the compressor is increased, the output power of the compressor is increased, the temperature of the refrigerant is increased, and the heating of the interior of the automobile under the low-temperature condition is realized. In addition, in the technical scheme, the refrigerant outlet of the condenser is communicated with the refrigerant inlet of the cooler in a low-temperature heating mode, so that the cooling liquid absorbs the condensation heat of the refrigerant gas to heat up and then reaches the cooler, the cooling liquid can provide heat for the evaporation of the refrigerant in the cooler, the refrigerant can be evaporated into gas to return to the compressor after being output from the compressor, and therefore the evaporator is not required to participate in working, the heating of the interior of the vehicle can be realized under the low-temperature condition, and the normal working of the automobile thermal management system under the low-temperature condition is ensured.
Drawings
FIG. 1 is a schematic diagram of an automobile thermal management system according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of another thermal management system for an automobile according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of an automotive thermal management system according to an embodiment of the present invention operating in an enhanced heat pump mode;
FIG. 4 is a schematic diagram of an automotive thermal management system according to an embodiment of the present invention operating in a heat pump heating mode;
FIG. 5 is a schematic diagram of an automotive thermal management system according to an embodiment of the present invention operating in a heat pump heating mode;
FIG. 6 is a flowchart of a control method of an automobile thermal management system according to an embodiment of the present invention;
fig. 7 is a flowchart of another control method of the thermal management system of the automobile according to the embodiment of the invention.
Detailed Description
The invention is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present invention are shown in the drawings.
An embodiment of the present invention provides an automobile thermal management system, fig. 1 is a schematic structural diagram of an automobile thermal management system provided by the embodiment of the present invention, and referring to fig. 1, the automobile thermal management system includes: comprises a compressor 1, a condenser 2, a cooler 3 and a warm air core 4; the refrigerant outlet of the compressor 1 and the refrigerant inlet of the condenser 2 are connected by a first pipe 10, and a first throttle valve 100 is provided in the first pipe 10; the refrigerant outlet of the condenser 2 is connected with the refrigerant inlet of the cooler 3, and the refrigerant outlet of the cooler 3 is connected with the refrigerant inlet of the compressor 1; the cooling liquid outlet of the condenser 2 is connected with the cooling liquid inlet of the cooler 3 through the warm air core 4, and the cooling liquid outlet of the cooler 3 is connected with the cooling liquid inlet of the condenser 2.
The compressor 1 is a driven fluid machine that lifts low-pressure gas into high-pressure gas, and the compressor 1 sucks low-temperature low-pressure refrigerant gas from an intake pipe, compresses the gas, and then discharges the high-temperature high-pressure refrigerant gas through an exhaust pipe to power a refrigeration cycle. Wherein the discharge line may be a first line 10 connecting the compressor 1 with the condenser 2. Wherein the condenser 2 may be a liquid condenser 2.
The automobile thermal management system of the present embodiment can operate in a low temperature heating mode, wherein the automobile thermal management system of fig. 1 is a schematic diagram of the automobile thermal management system in the low temperature heating mode. Referring to fig. 1, the automotive thermal management system in the low temperature heating mode, the refrigerant circulation circuit is as follows: the compressor 1 compresses a refrigerant into a high-temperature high-pressure refrigerant gas, and the refrigerant gas is discharged from the compressor 1, reaches the condenser 2 through the first line 10, and is throttled by the first throttle valve 100 to become a high-temperature medium-pressure gas when passing through the first line 10. The refrigerant gas condenses in the condenser 2 and then enters the cooler 3, wherein a throttle valve may be provided at the inlet of the cooler so that the refrigerant is throttled into a low pressure two-phase flow before entering the cooler 3, and the refrigerant evaporates in the cooler 3 after entering the cooler and finally returns to the compressor 1.
The coolant flow circuit of the automobile thermal management system of the present embodiment is as follows: the cooling liquid in the condenser 2 takes away the condensation heat of the refrigerant gas condensed in the condenser 2, and the cooling liquid is heated to raise the temperature. The warmed cooling liquid can heat the interior of the vehicle through the warm air core 4. The cooling liquid passes through the warm air core 4, then passes through the cooler 3 and returns to the condenser 2.
In the existing automobile thermal management system, because the condensing pressure is influenced by the water temperature of the cooling liquid, when the automobile is just started in an environment with low air temperature, the initial water temperature of the cooling liquid is low, so that the compressor 1 is difficult to output work, and the automobile thermal management system cannot work normally at low temperature. In addition, under the environment of lower temperature, when the automobile is just started, the refrigerant in the evaporator cannot absorb enough heat, so that the automobile thermal management system cannot work normally. Compared to the existing automotive thermal management system, the automotive thermal management system of the present embodiment has the first throttle valve 100 disposed in the first pipeline 10 connecting the refrigerant outlet of the compressor 1 with the refrigerant inlet of the condenser 2, and the discharge pressure of the compressor 1 can be increased by the throttling of the first throttle valve 100, thereby increasing the output power of the compressor 1. Because the heat of the refrigerant loop and the cooling liquid loop are output through the work done by the compressor 1 in the low-temperature heating mode, the temperature of the refrigerant output by the compressor can be increased by increasing the output power of the compressor 1 through increasing the first throttle valve 100, thereby realizing the heating of the interior of the automobile under the low-temperature condition and ensuring that the automobile thermal management system can work normally under the low-temperature condition. In addition, in the automobile heat management system of the embodiment, in the low-temperature heating mode, the cooling liquid outlet of the cooler 3 is communicated with the cooling liquid inlet of the condenser 2, so that the cooling liquid absorbs the condensation heat of the condensation of the refrigerant gas, heats up and then reaches the cooler after radiating by the warm air core 4, and the cooling liquid can provide heat for the evaporation of the refrigerant in the cooler 3, and returns to the condenser after the cooling liquid absorbs heat and cools down. After the refrigerant is output from the compressor 1, the refrigerant can be evaporated into gas to return to the compressor 1 after the cooler 3, so that the evaporator is not required to participate in work, and the heating of the interior of the vehicle can be realized under the low-temperature condition.
According to the automobile heat management system, the first throttling valve is arranged in the first pipeline, the refrigerant outlet of the compressor is connected with the refrigerant inlet of the condenser, the exhaust pressure of the compressor is increased, the output power of the compressor is increased, the temperature of the refrigerant is increased, and therefore heating of the interior of an automobile under a low-temperature condition is achieved. In addition, in the automobile heat management system of the embodiment, in the low-temperature heating mode, the cooling liquid outlet of the cooler is communicated with the cooling liquid inlet of the condenser, so that the cooling liquid absorbs the condensation heat of the condensation of the refrigerant gas, and reaches the cooler after being heated up and radiated by the warm air core, the cooling liquid can provide heat for the evaporation of the refrigerant in the cooler, and the cooling liquid returns to the condenser after the cooler absorbs heat and cools down. After the refrigerant is output from the compressor, the refrigerant can be evaporated into gas to return to the compressor after the cooler is evaporated, so that the evaporator is not required to participate in work, and the heating of the interior of the vehicle can be realized under the low-temperature condition.
With continued reference to fig. 1, on the basis of the above technical solution, optionally, the coolant inlet of the condenser 2 is connected to the coolant outlet of the cooler 3 through a second pipe 20, and a first switch valve 200 is disposed in the second pipe 20.
Specifically, in the low-temperature heating mode, the first switch valve 200 may be opened to communicate the coolant inlet of the condenser 2 with the coolant outlet of the cooler 3, and in other operation modes of the thermal management system of the automobile, the first switch valve 200 may be closed to shut off the communication between the coolant inlet of the condenser 2 and the coolant outlet of the cooler 3.
Fig. 2 is a schematic structural diagram of another thermal management system for an automobile according to an embodiment of the present invention, referring to fig. 2, optionally, the thermal management system for an automobile further includes an evaporator 5, a refrigerant inlet of the evaporator 5 is connected to a refrigerant outlet of the condenser 2, a refrigerant outlet of the evaporator 5 is connected to a refrigerant inlet of the cooler 3 through a third pipeline 30, and a second throttle valve 300 is disposed in the third pipeline 30.
Wherein, the cooling liquid outlet of the warm air core body 4 is also connected with the cooling liquid inlet of the condenser 2.
The automotive thermal management system of the present embodiment may also operate in an enhanced heat pump mode. Fig. 3 is a schematic diagram of an automotive thermal management system according to an embodiment of the present invention operating in an enhanced heat pump mode. Referring to fig. 3, in the enhanced heat pump mode, the refrigerant flow circuit is: the compressor 1 compresses a refrigerant into a high-temperature high-pressure refrigerant gas, and the refrigerant gas is discharged from the compressor 1, reaches the condenser 2 through the first line 10, and is throttled by the first throttle valve 100 to become a high-temperature medium-pressure gas when passing through the first line 10. After the refrigerant gas is condensed in the condenser 2, the refrigerant is throttled again into a low-pressure two-phase flow by a throttle valve at the refrigerant inlet of the evaporator 5, and enters the evaporator 5 to be condensed again. In the heat pump boost mode, the second throttle valve 300 in the third line 30 is opened, the refrigerant is discharged from the evaporator 5, reaches the cooler 3, absorbs heat in the cooler 3, evaporates, and returns to the compressor 1. The refrigerant is condensed in the evaporator 5, and heat exchange in the evaporator 5 is realized, so that the interior of the vehicle can be heated by utilizing the heat exchange area of the evaporator 5.
In the enhanced heat pump mode, the coolant circulation loop is: the cooling liquid in the condenser 2 takes away the condensation heat of the refrigerant gas condensed in the condenser 2, and the cooling liquid is heated to raise the temperature. The warmed cooling liquid can heat the interior of the vehicle through the warm air core 4. The cooling liquid returns to the condenser 2 after passing through the warm air core 4, and the cooling liquid which absorbs heat and heats up in the condenser 2 can heat the interior of the vehicle after passing through the warm air core 4.
In summary, in the enhanced heat pump mode, the heat exchange area of the evaporator 5 is utilized to heat the interior of the vehicle through the condensation of the refrigerant in the evaporator 5, and the cooling liquid is utilized to heat the interior of the vehicle through the warm air core 4, so that the two heat exchanges are realized, the heating capacity of the automobile thermal management system to the interior environment of the vehicle at low temperature can be improved, and accordingly, the problem of weak heating capacity at low temperature can be solved.
With continued reference to fig. 2 and 3, optionally, the refrigerant outlet of the condenser 2 comprises a first main line 40 and a first branch line 41 connected to the refrigerant inlet of the cooler 3; the refrigerant outlet of the condenser 2 is connected to the refrigerant inlet of the evaporator 5 through a first main line 40 and a second branch line 42; a third throttle valve 410 is provided in the first branch line 41, and a fourth throttle valve 510 is provided in the second branch line 42.
Specifically, in the low temperature heating mode, the third throttle valve 410 may be opened and the fourth throttle valve 510 may be closed such that the refrigerant outlet of the condenser 2 is in communication with the refrigerant inlet of the cooler 3, and the refrigerant outlet of the condenser 2 is not in communication with the refrigerant inlet of the evaporator 5. In the intensive heat pump mode, the third throttle valve 410 may be turned off and the fourth throttle valve 510 may be turned on such that the refrigerant outlet of the condenser 2 is not communicated with the refrigerant inlet of the cooler 3, and the refrigerant outlet of the condenser 2 is communicated with the refrigerant inlet of the evaporator 5.
With continued reference to fig. 2, optionally, a second on-off valve 600 is disposed in a connection pipeline between the warm air core 4 and the cooler 3, and a third on-off valve 700 is disposed in a connection pipeline between the warm air core 4 and the coolant inlet of the condenser 2.
In the low-temperature heating mode, the second switch valve 600 is opened, and the third switch valve 700 is closed, so that the warm air core 4 is communicated with the cooler 3, and the cooling liquid can enter the cooler 3 after being discharged from the warm air core 4; in the intensive heat pump mode, the second switching valve 600 is turned off and the third switching valve 700 is turned on so that the warm air core 4 communicates with the cooling liquid inlet of the condenser 2.
With continued reference to fig. 2, the refrigerant outlet of the evaporator 5 is also connected to the refrigerant inlet of the compressor 1 by a fourth line in which a fourth switching valve 800 is provided. Wherein, in both the low temperature heating mode and the intensive heat pump mode, the fourth switching valve 800 is turned off.
With continued reference to fig. 2, the automotive thermal management system optionally further includes a heat source 6 and a first water pump 11, one end of the heat source 6 is connected to the coolant inlet of the cooler 3 through the first water pump 11, and the other end of the heat source 6 is connected to the coolant outlet of the cooler 3; a second water pump 12 is arranged in a connecting pipeline between the cooling liquid outlet of the condenser 2 and the warm air core 4.
The heat source 6 may include a battery and/or a motor of the automobile, and may also include other structures capable of generating heat in the automobile. In the enhanced heat pump mode, the refrigerant absorbs heat by evaporation in the cooler 3, so that the cooling liquid is cooled by absorbing heat, and the cooled cooling liquid can enter the heat source 6 to recover heat.
The automotive thermal management system shown in fig. 2 may also operate in a heat pump heating mode. Fig. 4 is a schematic diagram of an automotive thermal management system according to an embodiment of the present invention operating in a heat pump heating mode. Referring to fig. 4, in the heat pump heating mode, the refrigerant circulation circuit is: the compressor 1 compresses a refrigerant into a high-temperature and high-pressure refrigerant gas, and the refrigerant gas is discharged from the compressor 1 and then reaches the condenser 2 through the first line 10 to be condensed. The refrigerant discharged from the condenser 2 is throttled by the third throttle valve 410 to be a low-pressure two-phase flow, and enters the cooler 3 to evaporate, and finally returns to the compressor 1.
The coolant flow circuit is: the cooling liquid in the condenser 2 takes away the condensation heat of the refrigerant gas condensed in the condenser 2, and the cooling liquid is heated to raise the temperature. The warmed cooling liquid can heat the interior of the vehicle through the warm air core 4. The cooling liquid returns to the condenser 2 after passing through the warm air core 4, and the cooling liquid which absorbs heat and heats up in the condenser 2 can heat the interior of the vehicle after passing through the warm air core 4.
In the heat pump heating mode, the refrigerant absorbs heat by evaporation in the cooler 3, so that the cooling liquid is cooled by absorbing heat, and the cooled cooling liquid can enter the heat source 6 to recover heat.
With continued reference to fig. 2, optionally, the automotive thermal management system further includes a radiator 7, a first end of the radiator 7 is connected to the coolant outlet of the condenser 2, and a third water pump 13 is disposed in a connection pipeline between the first end of the radiator 7 and the coolant outlet of the condenser 2; a second end of the radiator 7 is connected to a coolant inlet of the condenser 2.
The automotive thermal management system shown in fig. 2 may also operate in a cooling mode. Fig. 5 is a schematic diagram of an automotive thermal management system according to an embodiment of the present invention operating in a heat pump heating mode. Referring to fig. 5, in the cooling mode, the refrigerant circulation circuit is: the compressor 1 compresses a refrigerant into a high-temperature and high-pressure refrigerant gas, and the refrigerant gas is discharged from the compressor 1 and then reaches the condenser 2 through the first line 10 to be condensed. The refrigerant discharged from the condenser 2 is throttled by the third throttle valve 410 to be a low-pressure two-phase flow, and then enters the cooler 3 to evaporate, and is throttled by the fourth throttle valve 510 to be a low-pressure two-phase flow, and then enters the evaporator 5 to evaporate, and finally returns to the compressor 1.
The coolant flow circuit is: the cooling liquid in the condenser 2 takes away the condensation heat of the refrigerant gas condensed in the condenser 2, and the cooling liquid is heated to raise the temperature. The warmed coolant is pumped into the radiator 7 by the third water pump 13, and is returned to the condenser 2 after being radiated by the radiator 7.
In the cooling mode, in the cooler 3, the refrigerant evaporates to absorb heat, the cooling liquid is cooled down, and then enters the heat source 6 to cool down. In the evaporator 5, the refrigerant evaporates to absorb heat, cooling the air for cooling the environment inside the vehicle.
The throttle valve in the above embodiments of the present invention may be an electronic expansion valve.
The embodiment of the invention also provides a control method of the automobile thermal management system, which can be applied to the automobile thermal management system of any embodiment of the invention, and fig. 6 is a flowchart of the control method of the automobile thermal management system provided by the embodiment of the invention, and referring to fig. 6, the control method of the automobile thermal management system comprises:
step 210, when the temperature of the cooling liquid in the condenser is lower than a first set temperature, controlling the opening degree of the first throttle valve to be the first opening degree to throttle the refrigerant gas output by the compressor, and increasing the discharge pressure of the compressor; wherein the first opening is less than 100%.
Specifically, when the temperature of the cooling liquid in the condenser is lower than the first set temperature, the automobile thermal management system can be controlled to work in a low-temperature heating mode. In the low-temperature heating mode, the exhaust pressure of the compressor is increased by controlling the opening of the first throttle valve to be a first opening smaller than 100%, so that the output power of the compressor is increased, the temperature of the refrigerant discharged by the compressor can be further increased, and the automobile thermal management system can work normally at low temperature.
Step 220, controlling the refrigerant output from the refrigerant outlet of the condenser to return to the compressor through the cooler.
For example, for the automotive thermal management system shown in fig. 2, the third throttle valve may be controlled to open.
Step 230, after the gas output by the compressor is condensed by the condenser, controlling the cooling liquid in the condenser to return to the condenser through the warm air core and the cooler; the refrigerant heats the interior of the vehicle through the warm air core, and the refrigerant absorbs heat and evaporates in the cooler.
For example, for the automobile thermal management system shown in fig. 2, the second water pump may be controlled to pump the cooling liquid from the condenser to the warm air core, and the second switch valve in the connecting pipeline of the warm air core and the cooler may be controlled to be opened, and the second throttle valve in the second pipeline of the cooling liquid outlet of the cooler and the cooling liquid inlet of the condenser may be controlled to be opened.
The control method of the automobile thermal management system of the present embodiment may correspond to a method for controlling the automobile thermal management system to operate in the low-temperature heating mode in the above embodiment.
The control method of the automobile thermal management system of the embodiment can be applied to the automobile thermal management system of any embodiment of the invention, and has the beneficial effects of the automobile thermal management system of any embodiment of the invention.
On the basis of the above technical solution, optionally, the control method of the automobile thermal management system further includes: when the temperature of the cooling liquid in the condenser is larger than or equal to the first set temperature, controlling the opening degree of the first throttle valve to be equal to a second opening degree, wherein the second opening degree is larger than the first opening degree.
Specifically, when the temperature of the cooling liquid in the condenser is greater than or equal to the first set temperature, the temperature of the cooling liquid in the condenser is increased, and at the moment, the opening degree of the first throttle valve can be controlled to be equal to the second opening degree, so that the flow rate of the refrigerant passing through the first throttle valve in unit time is increased, the output power of the compressor can be reduced, and the power consumption of the automobile thermal management system is reduced.
Fig. 7 is a flowchart of another control method of an automotive thermal management system according to an embodiment of the present invention, and referring to fig. 7, the control method of the automotive thermal management system includes:
step 310, when the temperature of the cooling liquid in the condenser is lower than a first set temperature, controlling the opening degree of the first throttle valve to be the first opening degree to throttle the refrigerant gas output by the compressor, and increasing the discharge pressure of the compressor; wherein the first opening is less than 100%; this step is the same as the step 210 in the above embodiment, and will not be described here again.
Step 320, controlling the refrigerant output from the refrigerant outlet of the condenser to return to the compressor through the cooler; this step is the same as the step 220 in the above embodiment, and will not be described here again.
Step 330, after the gas output by the compressor is condensed by the condenser, controlling the cooling liquid in the condenser to return to the condenser through the warm air core and the cooler; the refrigerant heats the interior of the vehicle through the warm air core body, and absorbs heat and evaporates in the cooler; this step is the same as the step 230 in the above embodiment, and will not be described here again.
Step 340, when the temperature of the cooling liquid in the condenser is lower than a second set temperature, controlling a second throttle valve in a third pipeline connected with a refrigerant inlet of the evaporator and the cooler to be opened, communicating the evaporator with the cooler, and controlling a refrigerant outlet of the condenser to be communicated with the refrigerant inlet of the evaporator so as to enable the refrigerant to be condensed in the condenser and then enter the evaporator to be condensed again, and then enabling the refrigerant to be evaporated in the cooler; the heat of condensation of the refrigerant at the evaporator is used to warm the interior of the vehicle.
Alternatively, the second set temperature may be greater than the first set temperature, and this step may correspond to a case where the temperature of the cooling liquid in the condenser is lower than the second set temperature and higher than the first set temperature. For the automotive thermal management system shown in fig. 2, a second throttle valve may be opened to communicate the evaporator with the cooler, and a fourth throttle valve may be opened to communicate the refrigerant outlet of the condenser with the refrigerant inlet of the evaporator.
And 350, after the gas output by the compressor is condensed by the condenser, controlling the cooling liquid in the condenser to return to the condenser by the warm air core, and heating the interior of the vehicle by the refrigerant by the warm air core.
For example, for the automotive thermal management system shown in fig. 2, the second water pump may be controlled to pump coolant from the condenser to the warm air core, and the third switch valve in the connection line of the warm air core and the coolant inlet of the condenser may be controlled to open.
In the method for controlling the thermal management system of the present embodiment, steps 340 to 350 may correspond to a method for controlling the thermal management system of the vehicle to operate in the enhanced heat pump mode in the above embodiment.
Note that the above is only a preferred embodiment of the present invention and the technical principle applied. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, while the invention has been described in connection with the above embodiments, the invention is not limited to the embodiments, but may be embodied in many other equivalent forms without departing from the spirit or scope of the invention, which is set forth in the following claims.
Claims (10)
1. An automotive thermal management system, comprising: comprises a compressor, a condenser, a cooler and a warm air core body;
the refrigerant outlet of the compressor is connected with the refrigerant inlet of the condenser through a first pipeline, and a first throttle valve is arranged in the first pipeline;
the refrigerant outlet of the condenser is connected with the refrigerant inlet of the cooler, and the refrigerant outlet of the cooler is connected with the refrigerant inlet of the compressor;
the cooling liquid outlet of the condenser is connected with the cooling liquid inlet of the cooler through the warm air core body, and the cooling liquid outlet of the cooler is connected with the cooling liquid inlet of the condenser.
2. The automotive thermal management system of claim 1, wherein the coolant inlet of the condenser and the coolant outlet of the cooler are connected by a second conduit, the second conduit having a first on-off valve disposed therein.
3. The automotive thermal management system of claim 2, further comprising an evaporator, a refrigerant inlet of the evaporator being connected to a refrigerant outlet of the condenser, the refrigerant outlet of the evaporator being connected to the refrigerant inlet of the cooler through a third conduit, the third conduit having a second throttle valve disposed therein;
and the cooling liquid outlet of the warm air core body is also connected with the cooling liquid inlet of the condenser.
4. A thermal management system for a vehicle according to claim 3 wherein the refrigerant outlet of the condenser comprises a first main line and a first branch line connected to the chiller inlet of the chiller;
the refrigerant outlet of the condenser is connected with the refrigerant inlet of the evaporator through the first main pipeline and the second branch pipeline;
the first branch pipeline is provided with a third throttle valve, and the second branch pipeline is provided with a fourth throttle valve.
5. The automobile heat management system according to claim 3, wherein a second switch valve is arranged in a connecting pipeline of the warm air core and the cooler, and a third switch valve is arranged in a connecting pipeline of the warm air core and a cooling liquid inlet of the condenser; the refrigerant outlet of the evaporator is also connected with the refrigerant inlet of the compressor through a fourth pipeline, and a fourth switch valve is arranged in the fourth pipeline.
6. The automotive thermal management system of claim 1, further comprising a heat source and a first water pump, one end of the heat source being connected to the coolant inlet of the cooler by the first water pump, the other end of the heat source being connected to the coolant outlet of the cooler;
and a second water pump is arranged in a connecting pipeline between the cooling liquid outlet of the condenser and the warm air core body.
7. The automotive thermal management system of claim 1, further comprising a radiator, a first end of the radiator being connected to the coolant outlet of the condenser, and a third water pump being disposed in a connection line of the first end of the radiator to the coolant outlet of the condenser; the second end of the radiator is connected with the cooling liquid inlet of the condenser.
8. A control method of an automotive thermal management system, characterized by comprising:
when the temperature of cooling liquid in the condenser is lower than a first set temperature, controlling the opening of a first throttle valve to be the first opening to throttle the refrigerant gas output by the compressor, and increasing the discharge pressure of the compressor; wherein the first opening is less than 100%;
controlling the refrigerant output from the refrigerant outlet of the condenser to return to the compressor through a cooler;
after the gas output by the compressor is condensed by the condenser, controlling the cooling liquid in the condenser to return to the condenser through the warm air core body and the cooler; the refrigerant heats the interior of the vehicle through the warm air core body, and absorbs heat and evaporates in the cooler.
9. The control method of an automotive thermal management system according to claim 8, characterized by further comprising: and when the temperature of the cooling liquid in the condenser is greater than or equal to a first set temperature, controlling the opening degree of the first throttle valve to be equal to a second opening degree, wherein the second opening degree is greater than the first opening degree.
10. The control method of an automotive thermal management system according to claim 8, characterized by further comprising:
when the temperature of the cooling liquid in the condenser is lower than a second set temperature, a third throttle valve in a third pipeline connected with a refrigerant inlet of the evaporator and the cooler is controlled to be opened, the evaporator is communicated with the cooler, a refrigerant outlet of the condenser is controlled to be communicated with the refrigerant inlet of the evaporator, so that the refrigerant is condensed in the condenser and enters the evaporator to be condensed again, and then the refrigerant is evaporated in the cooler;
the condensation heat of the refrigerant condensed by the evaporator is used for heating the interior of the vehicle;
after the gas output by the compressor is condensed by the condenser, controlling the cooling liquid in the condenser to return to the condenser by the warm air core, and heating the interior of the vehicle by the refrigerant through the warm air core.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311260585.6A CN117103949A (en) | 2023-09-26 | 2023-09-26 | Automobile heat management system and control method thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311260585.6A CN117103949A (en) | 2023-09-26 | 2023-09-26 | Automobile heat management system and control method thereof |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117103949A true CN117103949A (en) | 2023-11-24 |
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ID=88794904
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202311260585.6A Pending CN117103949A (en) | 2023-09-26 | 2023-09-26 | Automobile heat management system and control method thereof |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN117103949A (en) |
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2023
- 2023-09-26 CN CN202311260585.6A patent/CN117103949A/en active Pending
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