CN210821736U - Integrated pure electric load vehicle heat management system - Google Patents
Integrated pure electric load vehicle heat management system Download PDFInfo
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- CN210821736U CN210821736U CN201921775585.9U CN201921775585U CN210821736U CN 210821736 U CN210821736 U CN 210821736U CN 201921775585 U CN201921775585 U CN 201921775585U CN 210821736 U CN210821736 U CN 210821736U
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Abstract
The utility model discloses an integrated form electricelectric moves whole car thermal management system of load-carrying vehicle, including compressor, condenser, expansion valve, fan coil, electromagnetism, battery cold drawing, motor cold drawing, machine controller you, machine controller cold drawing and heat radiation water tank, its characterized in that: the plate heat exchanger is divided into a refrigerant side and a secondary refrigerant side, and the fan coil is arranged in the cab; the utility model provides a whole car thermal management system has adopted the full liquid cooling mode, only needs one set of compressor refrigeration, can satisfy the demand of single part or space cooling or cooling, also can satisfy the demand of different parts and driver's cabin cooling simultaneously. The utility model provides a system has realized the biggest integration of whole car heat management, has realized the biggest sharing of spare part, has improved the utilization efficiency of part, has reduced the purchase and the operation cost of whole car when satisfying cooling efficiency.
Description
Technical Field
The utility model belongs to electricelectric moves the truck field, concretely relates to whole car thermal management system of electricelectric moves the truck of integrated form.
Background
With the deep development of automobile electromotion, the automobile electromotion gradually expands from buses, passenger cars to the fields of trucks, heavy-duty vehicles and the like; on the other hand, as the energy density of the power battery increases and the battery life is considered, a proper temperature environment needs to be provided for the battery. The whole vehicle is also provided with a motor, a motor controller and a cab which need to be thermally managed; thirdly, with the aggravation of industry competition, the whole automobile needs a set of efficient, highly integrated and cost-optimized whole automobile thermal management system.
The cooling scheme of present pure electric truck is: firstly, a cab air conditioner, a battery thermal management system and a motor controller of the pure electric heavy-duty truck are independent systems and are respectively and independently controlled, the cab air conditioner is an independent direct evaporative air conditioning system, the battery thermal management system mostly adopts a liquid cooling battery thermal management system, the motor and the motor controller adopt a forced liquid cooling mode, and a cooling fan is shared; the second step is as follows: the air conditioner in the cab is an independent system, and the battery heat management part and the motor cooling part are integrated. However, the current cooling scheme requires two compressors and two sets of condenser systems to cool the battery side and the cab side, and the two technical schemes have the disadvantages of low system integration degree, low component utilization rate, high cost and the like.
SUMMERY OF THE UTILITY MODEL
To the shortcoming that exists among the above-mentioned prior art scheme, the utility model aims at providing a whole car thermal management system of pure electric load car of integrated form can satisfy the demand of the motor and the machine controller of pure electric load car, battery cooling and driver's cabin cooling simultaneously.
The purpose of the utility model is realized through the following technical scheme.
The integrated thermal management system for the whole pure electric load-carrying vehicle comprises a compressor, a condenser, an expansion valve, a fan coil, a battery cold plate, a motor cold plate, a motor controller cold plate, a heat dissipation water tank and a plate heat exchanger, wherein the plate heat exchanger is divided into a refrigerant side and a secondary refrigerant side;
the outlet of the compressor is communicated with the inlet of the condenser, the outlet of the condenser is communicated with the inlet of the refrigerant side through an expansion valve, and the outlet of the refrigerant side is communicated with the inlet of the compressor;
the outlet of the secondary refrigerant side is communicated with the inlet of a first water pump, the secondary refrigerant is divided into two paths after passing through the first water pump, one path is communicated with the inlet of a fan coil through a first electromagnetic valve, the outlet of the fan coil is communicated with the inlet of the secondary refrigerant side, the other path is communicated with the inlet of a battery cold plate through a second electromagnetic valve, and the outlet of the battery cold plate is communicated with the inlet of the secondary refrigerant side through a third electromagnetic valve;
the outlet of the heat dissipation water tank is communicated with the inlet of the cold plate of the motor controller, the outlet of the cold plate of the motor controller is communicated with the inlet of the cold plate of the motor, the outlet of the cold plate of the motor is communicated with the inlet of a second water pump through a fourth electromagnetic valve, and the outlet of the second water pump is communicated with the inlet of the heat dissipation water tank;
the third electromagnetic valve is also communicated with an inlet of the second water pump, and the fourth electromagnetic valve is also communicated with an inlet at the secondary refrigerant side.
An expansion water tank is connected in parallel between the outlet of the secondary refrigerant side and the inlet of the first water pump.
And a drying filter is arranged between the condenser and the expansion valve.
The first electromagnetic valve and the second electromagnetic valve are two-position two-way electromagnetic valves, and the third electromagnetic valve and the fourth electromagnetic valve are two-position three-way electromagnetic valves.
The condenser and the heat dissipation water tank share a heat dissipation fan, and the heat dissipation fan is a variable-frequency heat dissipation fan.
The compressor is a variable frequency compressor.
Compared with the prior art, the utility model provides a whole car thermal management system has adopted the full liquid cooling mode, only needs one set of compressor refrigeration, can satisfy the demand of single part or space cooling or cooling, also can satisfy the demand of different parts and driver's cabin cooling simultaneously. The utility model provides a system has realized the biggest integration of whole car heat management, has realized the biggest sharing of spare part, has improved the utilization efficiency of part, has reduced the purchase and the operation cost of whole car when satisfying cooling efficiency.
Drawings
Fig. 1 is a schematic diagram of the present invention.
In the figure, 1 is a compressor, 2 is a heat radiation fan, 3 is a condenser, 4 is a heat radiation water tank, 5 is an expansion valve, 6 is a plate heat exchanger, 7 is a first solenoid valve, 8 is a second solenoid valve, 9 is a fan coil, 10 is a battery, 11 is a first water pump, 12 is a third solenoid valve, 13 is a fourth solenoid valve, 14 is a second water pump, 15 is a motor, 16 is a motor controller, 17 is an expansion water tank, 18 is a battery cold plate, 19 is a motor cold plate, 20 is a motor controller cold plate, and 21 is a drying filter.
Detailed Description
As shown in fig. 1, the integrated thermal management system for the pure electric heavy truck is used for the pure electric heavy truck, meets the requirements of cooling a motor, a motor controller, a battery and a cab of the pure electric heavy truck, can meet the requirements of cooling a single component or a space, and can also meet the requirements of cooling different components and the cab simultaneously.
The system comprises a compressor 1, a condenser 3, an expansion valve 5, a fan coil 9, a battery 10, a battery cold plate 18, a motor 15, a motor cold plate 19, a motor controller 16, a motor controller cold plate 20, a heat radiation water tank 4, a heat radiation fan 2 and a plate type heat exchanger 6. The battery 10 is disposed on a battery cold plate 18, the motor 15 is disposed on a motor cold plate 19, and the motor controller 16 is disposed on a motor controller cold plate 20. The fan coil 9 is arranged in the cab, a cab fan is arranged at the fan coil 9 and used for supplying air to the cab, and the air supplied by the cab fan is cooled after passing through the fan coil 9 and is blown out of the cooled air for the cab. The condenser 3 and the heat radiation water tank 4 share the heat radiation fan 2, and the heat radiation fan 2 is equivalent to a condensation fan at the condenser 3. Preferably, the compressor 1 is a variable frequency compressor, and the heat dissipation fan 2 is a variable frequency heat dissipation fan.
It should be noted that the battery cold plate 18, the motor cold plate 19, and the motor controller cold plate 20 are cooling plates of the same principle and different specifications, each cooling plate includes a coolant inlet and a coolant outlet, and a cooling fin is disposed in a cooling pipe between the coolant inlet and the coolant outlet, and the cooling fin may be divided into a plurality of portions along the direction of the cooling pipe. The cooling plate in the present invention is disclosed in the patent publication CN 101950822B.
The plate heat exchanger 6 is divided into a refrigerant side and a secondary refrigerant side, the refrigerant side is used for circulating and circulating a refrigerant, the refrigerant and the secondary refrigerant are subjected to heat exchange at the plate heat exchanger 6, and the secondary refrigerant is cooled, wherein the plate heat exchanger 6 is equivalent to an evaporator in an air conditioning system.
The compressor 1, the condenser 3 and the refrigerant side and the corresponding piping constitute a refrigerant circulation circuit. An outlet of the compressor 1 is communicated with an inlet of a condenser 3, an outlet of the condenser 3 is communicated with an inlet of a refrigerant side through an expansion valve 5, an outlet of the refrigerant side is communicated with an inlet of the compressor 1, and a drying filter 21 is arranged between the condenser 3 and the expansion valve 5. The refrigerant circulates through the compressor 1, the condenser 3, the filter drier 21, the expansion valve 5, and the refrigerant side in this order, exchanges heat with the secondary refrigerant in the plate heat exchanger 6, and cools the secondary refrigerant.
The outlet of the secondary refrigerant side is communicated with the inlet of a first water pump 11, and the secondary refrigerant is divided into two paths after passing through the first water pump 11: one path is communicated with an inlet of a fan coil 9 through a first electromagnetic valve 7, and an outlet of the fan coil 9 is communicated with an inlet at the secondary refrigerant side; the two paths are communicated with the inlet of the battery cold plate 18 through a second electromagnetic valve 8, and the outlet of the battery cold plate 18 is communicated with the inlet of the secondary refrigerant side through a third electromagnetic valve 12.
An expansion water tank 17 is connected in parallel between the outlet of the coolant side and the inlet of the first water pump 11, and the expansion water tank 17 is used for supplementing the coolant in the coolant circulation circuit.
Preferably, the first solenoid valve 7 and the second solenoid valve 8 are both two-position two-way solenoid valves.
The heat dissipation water tank 2 is used for taking away heat generated by the motor 15 and the motor controller 16, and blowing air through the heat dissipation water tank 2 by the heat dissipation fan 2 to take away the heat in the heat dissipation water tank 2. The outlet of the heat radiation water tank 2 is communicated with the inlet of the motor controller cold plate 20, the outlet of the motor controller cold plate 20 is communicated with the inlet of the motor cold plate 19, the outlet of the motor cold plate 19 is communicated with the inlet of a second water pump 14 through a fourth electromagnetic valve 13, and the outlet of the second water pump 14 is communicated with the inlet of the heat radiation water tank 4.
The third electromagnetic valve 12 is also communicated with an inlet of a second water pump 14, and the fourth electromagnetic valve 13 is also communicated with an inlet on the secondary refrigerant side.
Preferably, the third solenoid valve 12 and the fourth solenoid valve 13 are two-position three-way solenoid valves.
Naturally, the system also comprises a controller for thermal management, wherein the first electromagnetic valve 7, the second electromagnetic valve 8, the third electromagnetic valve 12, the fourth electromagnetic valve 13, the first water pump 11, the second water pump 14 and the like are all connected with the controller, the controller is used for controlling the starting and stopping of the above components, and the controller is in the prior art.
The utility model discloses a working method does: when the cab needs to be cooled, the compressor 1 works to prepare low-temperature secondary refrigerant through the heat exchange effect of the plate heat exchanger 6, at the moment, the first electromagnetic valve 7 used for controlling the flow of the secondary refrigerant in the cab is in an open state, the first water pump 11 is in a working state, the fan coil 9 in the cab is in the working state, hot air in the cab realizes heat exchange through the low-temperature secondary refrigerant entering the fan coil 9 and in the fan coil 9, and the cooling of the cab is realized.
When the battery 10 needs to be cooled, the battery 10 has two modes of cooling, when the ambient temperature is greater than a set value, a compressor refrigeration mode is adopted, and the compressor 1 prepares low-temperature secondary refrigerant to cool the battery 10; when the ambient temperature is lower than the set value, the battery 10 is forced to be blown and cooled by the heat dissipation water tank 4 of the motor and the motor controller, and the compressor 1 does not work at the moment. In addition, the battery 10 also has a self-circulation mode, and the cold carrier of the battery 10 at normal temperature circulates through the first water pump 11, the second electromagnetic valve 8, the battery cold plate 18 and the cold carrier side to remove the heat generated by the battery 10, and at this time, the compressor 1 and the radiator tank 4 do not work.
When the battery 10 needs to be cooled and the ambient temperature is greater than the set value, the compressor 1 works to prepare the low-temperature secondary refrigerant through the plate heat exchanger 6, at this time, the second electromagnetic valve 8 for controlling the flow of the battery secondary refrigerant is in an open state, the first water pump 11 is in a working state, and the battery 10 realizes heat exchange with the low-temperature secondary refrigerant through the battery cold plate 18 to realize cooling of the battery 10.
When the battery 10 needs to be cooled and the environmental temperature is lower than the set value, the compressor 1 does not work, but the battery 10 is naturally cooled by the heat dissipation water tank 4, so that the battery 10 is cooled; at this time, the second electromagnetic valve 8 for controlling the flow of the battery coolant is in an open state, the first water pump 11 is in a working state, the heat dissipation fan 2 is in a working state, the third electromagnetic valve 12 is communicated with the battery cold plate 18 and the second water pump 11, the fourth electromagnetic valve 13 is communicated with the motor cold plate 19 and the plate heat exchanger 6, and the coolant in the heat dissipation water tank 4 takes away heat generated by the battery 10 and blows air to dissipate heat of the coolant through the heat dissipation fan 2.
When the motor 15 and the motor controller 16 need to be cooled down, the motor 15 and the motor controller 16 are naturally cooled down through the heat dissipation water tank 4, so that the motor 15 and the motor controller 15 are cooled down, at the moment, the fourth electromagnetic valve 13 is communicated with the motor cold plate 19 and the second water pump 14, and the third electromagnetic valve 12 is communicated with the battery cold plate 18 and the plate heat exchanger 6.
When both the battery 10 and the cab need to be cooled, the compressor 1 works to prepare low-temperature secondary refrigerant through the plate heat exchanger 6, at the moment, the first electromagnetic valve 7 for controlling the flow of the secondary refrigerant in the cab and the second electromagnetic valve 8 for controlling the flow of the secondary refrigerant in the battery are both in an open state, the first water pump 11 is in a working state, and the low-temperature secondary refrigerant exchanges heat with a cooled object through the battery cold plate 18 and the fan coil 9, so that cooling is realized.
Naturally, the utility model provides a system can satisfy the demand of single part or space cooling, also can satisfy the demand of different parts and driver's cabin cooling simultaneously, and is right through the following table the utility model discloses a system is illustrated, wherein, digit "1" stands to open, and digit "0" stands to stop, and "1" indicates battery cold plate and second water pump intercommunication in the third solenoid valve, "0" indicates battery cold plate and secondary refrigerant side intercommunication, and "1" indicates motor cold plate and secondary refrigerant side intercommunication in the fourth solenoid valve, "0" indicates motor cold plate and second water pump intercommunication.
In the following table, it should be noted that: the cab refrigeration represents that the cab needs to be refrigerated; the battery self-circulation represents that the heat generated by the battery is only taken away by the battery side through the circulation of the normal-temperature secondary refrigerant; the natural cooling of the battery represents that the battery side is cooled by a heat radiation water tank; the refrigeration of the battery compressor represents that the battery side is cooled by preparing low-temperature secondary refrigerant through the compressor; the motor cooling means that the motor and the motor controller are cooled by a heat radiation water tank.
The above description is only a preferred embodiment of the present invention, and is not a limitation to the technical solution of the present invention, it should be noted that, further improvements and changes can be made by those skilled in the art on the premise of the technical solution of the present invention, and all such improvements and changes should be covered in the protection scope of the present invention.
Claims (6)
1. The utility model provides an integrated form electricelectric moves whole car thermal management system of truck, includes compressor, condenser, expansion valve, fan coil, battery cold drawing, motor cold drawing, machine controller cold drawing and heat radiation water tank, its characterized in that: the electric vehicle is characterized by further comprising a plate heat exchanger, wherein the plate heat exchanger is divided into a refrigerant side and a secondary refrigerant side, the fan coil is arranged in the cab, the battery is arranged on the battery cold plate, the motor is arranged on the motor cold plate, and the motor controller is arranged on the motor controller cold plate;
the outlet of the compressor is communicated with the inlet of the condenser, the outlet of the condenser is communicated with the inlet of the refrigerant side through an expansion valve, and the outlet of the refrigerant side is communicated with the inlet of the compressor;
the outlet of the secondary refrigerant side is communicated with the inlet of a first water pump, the secondary refrigerant is divided into two paths after passing through the first water pump, one path is communicated with the inlet of a fan coil through a first electromagnetic valve, the outlet of the fan coil is communicated with the inlet of the secondary refrigerant side, the other path is communicated with the inlet of a battery cold plate through a second electromagnetic valve, and the outlet of the battery cold plate is communicated with the inlet of the secondary refrigerant side through a third electromagnetic valve;
the outlet of the heat dissipation water tank is communicated with the inlet of the cold plate of the motor controller, the outlet of the cold plate of the motor controller is communicated with the inlet of the cold plate of the motor, the outlet of the cold plate of the motor is communicated with the inlet of a second water pump through a fourth electromagnetic valve, and the outlet of the second water pump is communicated with the inlet of the heat dissipation water tank;
the third electromagnetic valve is also communicated with an inlet of the second water pump, and the fourth electromagnetic valve is also communicated with an inlet at the secondary refrigerant side.
2. The integrated thermal management system of the pure electric load vehicle as claimed in claim 1, wherein: an expansion water tank is connected in parallel between the outlet of the secondary refrigerant side and the inlet of the first water pump.
3. The integrated thermal management system of the pure electric load vehicle as claimed in claim 1, wherein: and a drying filter is arranged between the condenser and the expansion valve.
4. The integrated thermal management system of the pure electric load vehicle as claimed in claim 1, wherein: the first electromagnetic valve and the second electromagnetic valve are two-position two-way electromagnetic valves, and the third electromagnetic valve and the fourth electromagnetic valve are two-position three-way electromagnetic valves.
5. The integrated thermal management system of the pure electric load vehicle as claimed in claim 1, wherein: the condenser and the heat dissipation water tank share a heat dissipation fan, and the heat dissipation fan is a variable-frequency heat dissipation fan.
6. The integrated thermal management system of the pure electric load vehicle as claimed in claim 1, wherein: the compressor is a variable frequency compressor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921775585.9U CN210821736U (en) | 2019-10-22 | 2019-10-22 | Integrated pure electric load vehicle heat management system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921775585.9U CN210821736U (en) | 2019-10-22 | 2019-10-22 | Integrated pure electric load vehicle heat management system |
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| Publication Number | Publication Date |
|---|---|
| CN210821736U true CN210821736U (en) | 2020-06-23 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201921775585.9U Active CN210821736U (en) | 2019-10-22 | 2019-10-22 | Integrated pure electric load vehicle heat management system |
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| Country | Link |
|---|---|
| CN (1) | CN210821736U (en) |
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- 2019-10-22 CN CN201921775585.9U patent/CN210821736U/en active Active
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Effective date of registration: 20220412 Address after: 450000 No. 8 Changchun Road, Zhengzhou High-tech Development Zone, Henan Province Patentee after: Henan Haiwei New Energy Technology Co.,Ltd. Address before: 450000 No.8, Changchun Road, national high tech Industrial Development Zone, Zhengzhou City, Henan Province Patentee before: ZHENGZHOU KELIN VEHICLE AIR CONDITIONING Co.,Ltd. |