CN212579558U - Temperature control governing system in electric motor car - Google Patents
Temperature control governing system in electric motor car Download PDFInfo
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- CN212579558U CN212579558U CN202020716661.5U CN202020716661U CN212579558U CN 212579558 U CN212579558 U CN 212579558U CN 202020716661 U CN202020716661 U CN 202020716661U CN 212579558 U CN212579558 U CN 212579558U
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Abstract
The utility model discloses a control by temperature change governing system in electric motor car, governing system include the air-conditioning cabinet, outdoor heat exchanger, indoor heat exchanger, heating device and fluid circuit to and control system, it is configured to when carrying out various modes, and operation governing system makes the refrigerant circulate and adjusts heating device and realize the function of various modes in fluid circuit. The utility model discloses a different positions department of indoor heat exchanger in air conditioner case and air conditioner case sets up thermoelectric device TED's cold junction and hot junction in temperature control governing system in the electric motor car, is showing the heating and the refrigeration function that have promoted heat pump type air conditioning system at system's operation in-process. Through the cooperation between the thermoelectric device TED and the air door, cold air or hot air is discharged out of the air conditioning box through the air door, so that the low-load heating, refrigerating and heating dehumidification functions are realized.
Description
Technical Field
The utility model belongs to the technical field of the electric motor car technique and specifically relates to a temperature control governing system in electric motor car is related to.
Background
New energy automobiles are taken as the strategic direction of the development of the automobile industry in all countries in the world. The cost, the capacity and the weight of the battery as a core component restrict the development of new energy automobiles.
Compared with the traditional fuel vehicle air conditioning system, the automobile air conditioning system of the electric automobile/new energy automobile mainly has the following differences in the loading conditions of the whole automobile:
firstly, because the engine is not provided, the air conditioner compressor is not driven by the engine, and only the electric compressor can be adopted, and the electric compressor is completely driven by electric energy.
And secondly, because an engine is not provided, the waste heat of the engine is not available during heating, the electric energy is completely relied on, or an electric heating mode (large power consumption and low efficiency) is adopted, or a heat pump type air conditioning system is adopted for heating.
The current automobile air conditioning system of the electric automobile/new energy automobile has two defects:
1. the automobile air conditioner is started to greatly influence the driving mileage of the automobile, particularly in low-temperature and low-cold areas.
2. In a non-efficient system, especially in a low temperature environment, the contradiction is more prominent, namely the system has no heat pump function or the heat pump function can not work or has insufficient heating capacity at a low temperature (minus 10 ℃ or lower), thereby affecting the comfort of the whole vehicle and affecting the use range of the whole vehicle (a non-all-weather system).
In addition to the two major drawbacks mentioned above, the following problems need to be solved or improved:
a non-heat pump type system, namely an electric heating system, has large power consumption and low efficiency; the heat pump type air conditioning system has the advantages of complex structure, complex control, long development period, high system cost and incomplete or unreasonable system function.
For an electric heating system, if air heating type heating is adopted, high-voltage electricity enters a passenger compartment; if the water heating type heating is adopted, an independent waterway system is needed besides the heater, the structure is complex, the control is complex, and the cost is higher.
In the case of low load (low load cooling, low load heating, low load dehumidification, etc.), there are cases where two high-pressure loads (electric compressor, electric heater) operate simultaneously, power consumption is large, and control is complicated. For adopting the heat pump air conditioning system, the problem of difficult realization also exists at the low load, for example, the defogging function is not good.
Therefore, the utility model provides a temperature control governing system in electric motor car especially is with natural carbon dioxide as the refrigerant, aims at solving foretell all problems, is real simple, high-efficient, environmental protection, all-weather, full-function, low-cost heat pump type air conditioning system.
SUMMERY OF THE UTILITY MODEL
The utility model provides a technical problem be prior art's electric automobile/new energy automobile's vehicle air conditioning system can not work or heating capacity not enough under low temperature environment, and heat pump type air conditioning system structure is complicated, and control is complicated, and development cycle is long, and the system is with high costs, and defogging function is poor when the low-load.
For solving the technical problem, the utility model discloses technical scheme provides a temperature control governing system in electric motor car, wherein, governing system includes:
an air conditioning box configured to deliver an air flow into the electric vehicle;
an outdoor heat exchanger provided with a wind power driving device;
an indoor heat exchanger provided with a wind power driving device;
a heating device disposed in the air conditioning box;
a fluid circuit configured to circulate refrigerant between the outdoor heat exchanger and the indoor heat exchanger; the fluid loop comprises an electric compressor, a gas-liquid separator, a control valve and a throttle valve, wherein the gas-liquid separator is integrated with a subcooler, the gas-liquid separator is respectively connected with the electric compressor, the outdoor heat exchanger and the indoor heat exchanger, the control valve is connected between the outdoor heat exchanger and the electric compressor, the control valve is connected between the electric compressor and the indoor heat exchanger, the throttle valve is connected between the outdoor heat exchanger and the indoor heat exchanger, the throttle valve is connected between the gas-liquid separator and the indoor heat exchanger, the control valve is connected between the indoor heat exchanger and the gas-liquid separator, and the control valve is connected between the throttle valve and the gas-liquid separator; and
a control system configured to operate the conditioning system to circulate the refrigerant in the fluid circuit and to condition the heating device to perform heating, cooling, low load heating, low load cooling, dehumidification and/or heating boost when heating, cooling, low load heating, low load cooling, dehumidification and/or heating boost are performed.
Optionally, the refrigerant is in the same direction in the heating circuit and the cooling circuit in the conditioning system.
Optionally, the heating Device is a ceramic heater element (PTC) or a Thermo-Electric Device (TED).
Optionally, a subcooler is integrated in the gas-liquid separator, and the subcooler cools the refrigerant in the fluid circuit, and cools or heats the refrigerant by adding the thermoelectric device TED.
Optionally, the subcooler is an Intermediate Heat Exchanger (IHX) or a thermoelectric device TED.
Optionally, the subcooler is integrated on the outdoor heat exchanger, the gas-liquid separator or the electric compressor, or is installed in front of or behind the gas-liquid separator, or is installed between the electric compressor and the gas-liquid separator.
The utility model discloses technical scheme's beneficial effect is:
1) the utility model discloses a system only is the system architecture of two heat exchangers (be indoor heat exchanger and outdoor heat exchanger), simple structure, and is with low costs.
2) The utility model discloses a different positions department of indoor heat exchanger in air-conditioning box and air-conditioning box set up PTC or thermoelectric device TED in temperature control governing system in the electric motor car, is showing the heating function that has promoted heat pump type air conditioning system at system operation in-process, has reduced the low-load and has heated, the control complexity of dehumidification.
3) The utility model discloses a set the fluid circuit to the refrigerant in governing system heat the return circuit the same and make the refrigerant not commutate with refrigeration circuit's direction, be favorable to the oil return of compressor, improve its reliability, the refrigerant is not commuted, when flowing through indoor heat exchanger, forms the countercurrent direction with the air current that passes the indoor heat exchanger surface, improves system efficiency.
4) The utility model discloses a system integrates the subcooler on vapour and liquid separator or electric compressor or outdoor heat exchanger, to the refrigerant increase super-cooled rate or the superheat degree in the pipeline and further improve heating or the refrigeration performance of system.
Drawings
Fig. 1 is a schematic structural diagram of a heating device in a temperature control and regulation system in an electric vehicle according to an embodiment of the present invention, which is a TED;
fig. 2 is a schematic structural view of the embodiment of the present invention when the heating device is a PTC in the temperature control adjusting system in the electric vehicle.
The specific implementation mode is as follows:
the present invention will be further described with reference to the accompanying drawings and specific embodiments, but the present invention is not limited thereto.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically limited otherwise.
In the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "fixed" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.
In the present disclosure, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may comprise direct contact between the first and second features, or may comprise contact between the first and second features not directly. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly above and obliquely above the second feature, or simply meaning that the first feature is at a lesser level than the second feature.
Referring to fig. 1, a temperature control system in an electric vehicle according to an embodiment is shown, wherein the temperature control system includes:
an air conditioning box 1 configured to deliver an air flow into an electric vehicle (i.e., in a cockpit or passenger cabin or at various locations in the vehicle);
an outdoor heat exchanger 3 provided with a wind power driving device (first fan 10);
an indoor heat exchanger 2 provided with a wind power driving device (second fan 11);
a heating device 4 provided in the air conditioning case 1;
a fluid circuit (in the dotted line region) configured to circulate a refrigerant (in the present embodiment, the specific carbon dioxide is a refrigerant, but in other embodiments, other kinds of refrigerants are possible, such as R134a) between the outdoor heat exchanger 3 and the indoor heat exchanger 2; and
a control system configured to operate the regulating system to circulate refrigerant in the fluid circuit and to regulate the heating device 4 to perform the functions of heating, cooling, low load heating, low load cooling, dehumidifying and/or heating boosting when heating, cooling, low load heating, low load cooling, dehumidifying and/or heating boosting is performed.
In this embodiment, the refrigerant is in the same direction in the heating circuit and the cooling circuit in the conditioning system.
In this embodiment, the heating device 4 is a ceramic heater element PTC or a thermoelectric device TED; when the thermoelectric device is adopted, besides the functions, the heating device 4 can be arranged behind the indoor heat exchanger or at the defrosting air door of the system, and the dehumidifying function when the compressor does not work and the refrigerating and lifting function when the compressor works can be realized.
In this embodiment, the gas-liquid separator 7 is integrated with the subcooler 71, and the subcooler 71 cools the refrigerant in the fluid circuit, or cools or heats the refrigerant by the additional thermoelectric device TED, and controls the degree of subcooling and the degree of superheat by controlling the power of the thermoelectric device TED.
In this embodiment, the subcooler 71 is an intermediate heat exchanger IHX or a thermoelectric device TED.
In this embodiment, the subcooler 71 is integrated with the outdoor heat exchanger 3, the gas-liquid separator 7, or the electric compressor 5, or is installed in front of or behind the gas-liquid separator 7, or is installed between the electric compressor 5 and the gas-liquid separator 7.
The features and functions of the present invention will be further understood from the following description.
With continued reference to fig. 1, the fluid circuit in this embodiment specifically includes an electric compressor 5, a gas-liquid separator 7 (the gas-liquid separator 7 has an A, B, C, D interface), control valves (including a first control valve 61, a second control valve 62, a third control valve 63, and a fourth control valve 64), and throttle valves (including a first throttle valve 8 and a second throttle valve 9) connected by a pipeline 14, respectively, a subcooler 71 is integrated on the gas-liquid separator 7, an interface a, an interface C, and an interface D of the gas-liquid separator 7 are connected with the electric compressor 5, the outdoor heat exchanger 3, and the indoor heat exchanger 2, respectively, the first control valve 61 is connected between the outdoor heat exchanger 3 and the electric compressor 5, the second control valve 62 is connected between the electric compressor 5 and the indoor heat exchanger 2, the first throttle valve 8 is connected between the outdoor heat exchanger 3 and the indoor heat exchanger 2, the second throttle valve 9 is connected between the interface D of the gas-liquid separator, a fourth control valve 64 is connected between the indoor heat exchanger 2 and the B port of the gas-liquid separator 7, and a third control valve 63 is connected between the second throttle valve 9 and the gas-liquid separator 7.
The heating loop comprises an electric compressor 5, a second control valve 62, an indoor heat exchanger 2, a first throttling valve 61, an outdoor heat exchanger 3, a third control valve 63, a gas-liquid separator 7 and the electric compressor 5; the refrigeration loop comprises an electric compressor 5, a first control valve 61, an outdoor heat exchanger 3, a gas-liquid separator 7, a second throttling valve 9, an indoor heat exchanger 2, a fourth control valve 64, a gas-liquid separator 7 and the electric compressor 5. The direction of the heating loop and the direction of the refrigerating loop of the refrigerant in the adjusting system are the same, but the specific paths are different, and the fluid loop is set to ensure that the direction of the heating loop and the direction of the refrigerating loop of the refrigerant in the adjusting system are the same, so that the refrigerant is not reversed, and lubricating oil of the system can return to the compressor; the refrigerant is not reversed, so that the air inlet of the refrigerant and the air inlet of the radiator are always in the reverse direction, and the high heat exchange efficiency can be ensured. Of course, in other embodiments, the control valve 61/62/63/64 may be a combination of various valve bodies such as a single valve, a combination valve, a three-way valve, a four-way valve, etc., and is arranged in a F, G loop at the E node of the pipeline 14, as long as the direction of the heating loop and the direction of the cooling loop of the system are the same, and the switch of each valve body is controlled by the control system.
The control method when the heating device 4 in the temperature control adjustment system in the electric vehicle of the present embodiment is the thermoelectric device TED is as follows:
when a cooling mode is required: the low-temperature low-pressure gaseous refrigerant (e.g., carbon dioxide) is compressed by the electric compressor 5, and then is converted into a high-temperature high-pressure gaseous refrigerant, which is discharged, and then is guided to the outdoor heat exchanger 3 through the first control valve 61, where it is cooled, and the heat is discharged to the atmosphere through the air (driven by the first fan 10). The cooled refrigerant stream, passing in direction E, enters the gas-liquid separator 7 where it is further cooled in a subcooler 71 integrated therein (to increase the refrigeration capacity of the system). The cooled refrigerant enters the second throttle valve 8, is throttled into low-temperature low-pressure liquid, enters the indoor heat exchanger 2, absorbs heat in air (driven by the second fan 11) flowing across the surface of the indoor heat exchanger 2, cools the air, and is sent into a passenger compartment (as shown by an arrow in the air conditioning box 1 in fig. 1, the outlet direction of the defroster damper 13 is the passenger compartment) to achieve the purpose of refrigeration, the cooled refrigerant is changed into low-temperature low-pressure gas, and the low-temperature low-pressure gas enters the gas-liquid separator 7 to be subjected to gas-liquid separation through the guidance of the fourth control valve 64, and the gas flows back to the electric compressor 5. And the process is circulated. In the circulation mode, the third control valve 63, the second control valve 62, and the first throttle valve 8 are in a closed state.
When a heating mode is required: a low-temperature and low-pressure gaseous refrigerant (e.g., carbon dioxide) is compressed by the compressor 5, then is changed into a high-temperature and high-pressure gaseous refrigerant, is discharged, is guided to the indoor heat exchanger 2 through the second control valve 62, is cooled therein, and is supplied with heat to the passenger compartment (thereby heating the air for heating) by air (driven by the second fan 11) flowing across the surface of the indoor heat exchanger 2. The cooled refrigerant enters the second throttle valve 8, is changed into low-temperature low-pressure liquid through the throttle, enters the outdoor heat exchanger 3, absorbs heat in air (driven by the first fan 10) flowing through the surface of the outdoor heat exchanger (thereby realizing a heat pump function), is changed into low-temperature low-pressure gas, flows to the third control valve 63 along the direction G, F or G, F (different flow direction selections are combined with different working modes, the pressure drop of the system refrigerant can be reduced, the system efficiency is further improved), enters the gas-liquid separator 7 for gas-liquid separation, and the gas flows back to the electric compressor 5. And the process is circulated. In this circulation mode, the first control valve 61, the second throttle 9, and the fourth control valve 64 are in a closed state.
When a low load refrigeration (refrigeration dehumidification) mode is required, there are two options:
1. in the cooling mode, the electric compressor 5 is operated at a lower speed. When the electric compressor works at the lowest rotating speed, if the lowest refrigerating capacity of the electric compressor is still surplus, the control system stops the work of the electric compressor at the moment, the fluctuation of the air outlet temperature of the air conditioner is caused, and the comfort is influenced.
2. A semiconductor refrigeration mode: i.e. to let the system operate only in the semiconductor cooling mode of the thermoelectric device TED. Hot air generated at the hot end of the thermoelectric device TED is discharged to the outside of the vehicle through the damper 12.
When a low-load heating mode is required, two options are available:
1. in the heating mode, the electric compressor 5 is operated at a lower speed. When the electric compressor works at the lowest rotating speed, if the lowest heating capacity of the electric compressor is still surplus, the control system stops the work of the electric compressor at the moment, the fluctuation of the air outlet temperature of the air conditioner is caused, and the comfort is influenced.
2. Semiconductor heating mode: i.e. to let the system operate only in the semiconductor heating mode of the thermoelectric device TED. Cold air generated at the cold side of the thermoelectric device TED is discharged to the outside of the vehicle through the damper 12. The heating capacity of the thermoelectric device TED is calculated by design. The heating efficiency is higher than the efficiency of the electric compressor 5 working at a low rotating speed, and the comfort is improved while the energy is saved; and simultaneously, the service life of the electric compressor 5 and the reliability of the system are improved. In addition, most of the usage time of the customer during heating is in a low load state, which further indicates the usage efficiency (EER) of the system.
When a low-load heating dehumidification (demisting) mode is required, two options are available:
1. the system operates in a cooling mode while the thermoelectric device TED operates in a heating mode. In such an operating state, the two power consuming components (the electric compressor 5 and the thermoelectric device TED) operate simultaneously, and the power consumption is high, which is contrary to the design principle of low load and low power consumption. Moreover, if the electric compressor 5 works at the lowest rotation speed, the refrigerating (dehumidifying) capacity is still surplus, so that the air outlet temperature is too low, and discomfort is caused; if the solution is to be achieved by increasing the heating capacity of the TED4, the size of the TED4 must be increased, which makes it difficult to arrange the TED4 in the space of the air-conditioning case 1, and the external size of the air-conditioning case 1 must be increased, which makes it difficult to arrange the TED4 in the space of the entire vehicle. Meanwhile, the design cost of the product may also increase.
2. Semiconductor full mode. I.e., the cold side of the TED4 cools and dehumidifies and the hot side of the TED4 heats, at which time the damper 12 is closed or off in design.
When a cooling boost mode is required: the system operates in a cooling mode and the thermoelectric device TED4 operates in a cooling mode. The size of the components of the system, such as the electric compressor 5, the outdoor heat exchanger 3, the air conditioning box 1 and the like, can be designed to be smaller, so that the design cost of the system is further reduced.
When a heating lifting mode is required: the system operates in a heating mode and the thermoelectric device TED4 operates in a heating mode. The size of the components of the system, such as the electric compressor 5, the outdoor heat exchanger 3, the air conditioning box 1 and the like, can be designed to be smaller, so that the design cost of the system is further reduced. Or the application range of the system in low-temperature and low-cold areas is further enlarged.
The control method when the heating device 4 in the temperature control adjustment system in the electric vehicle of the present embodiment is the ceramic heater element PTC is as follows:
as shown in fig. 2, when the heating device is a ceramic heater element PTC, the various functional modes of the system are substantially the same as when the heating device is a thermoelectric device TED4, except that in the mode when the heating device is a ceramic heater element PTC, there is no cooling-lifting mode in the system, and the low-load heating dehumidification (defogging) mode is changed to the low-load heating defogging mode, which can be selected from two options:
1. the system operates in a cooling mode while the ceramic heater element PTC operates in a heating mode. In such an operating state, the two power consuming elements (the electric compressor 5 and the ceramic heater element PTC) operate simultaneously, and the power consumption is high, which is contrary to the design principle of low load and low power consumption. Moreover, if the electric compressor 5 works at the lowest rotation speed, the refrigerating (dehumidifying) capacity is still surplus, so that the air outlet temperature is too low, and discomfort is caused; if the heating capability of the ceramic heater element PTC is increased, the size of the ceramic heater element PTC must be increased, which makes it difficult to arrange the ceramic heater element PTC in the space of the air-conditioning case 1, and the external size of the air-conditioning case 1 is increased, which makes it difficult to arrange the ceramic heater element PTC in the space of the entire vehicle. Meanwhile, the design cost of the product may also increase.
2. In the heating mode of the ceramic heater element PTC, air is directly heated by the ceramic heater element PTC, and hot air is guided to a vehicle interior glass or the like by the defroster damper 13 to remove mist on the surface thereof.
To sum up, the utility model discloses a different positions department of indoor heat exchanger in air conditioner case and air conditioner case sets up thermoelectric device TED's cold junction and hot junction in temperature control governing system in the electric motor car, is showing the heating and the refrigeration function that have promoted heat pump type air conditioning system at system's operation in-process. The cooperation between the thermoelectric device TED and the air door enables cold air or hot air to be discharged out of the air conditioning box or not through the air door, so that the functions of low-load heating, refrigerating, heating and dehumidifying are realized. The lubricating oil in the system flows with the refrigerant; the parts in the system have more or less residual lubricating oil. Therefore, the fluid loop is set to ensure that the direction of the refrigerant in the heating loop and the direction of the refrigerant in the refrigerating loop in the regulating system are the same, so that the refrigerant is not reversed, and lubricating oil of the system can return to the compressor; the refrigerant is not reversed, so that the air inlet of the refrigerant and the air inlet of the radiator are always in the reverse direction, and the high heat exchange efficiency can be ensured. The utility model discloses a system is integrated subcooler on vapour and liquid separator or electric compressor or outdoor heat exchanger, is used for promoting refrigeration performance or increases the superheat degree to the refrigerant increase super-cooled rate in the process pipeline and is used for promoting the performance of heating.
The above is only a preferred embodiment of the present invention, and not intended to limit the scope of the invention, and it should be appreciated by those skilled in the art that various equivalent substitutions and obvious changes made in the specification and drawings should be included within the scope of the present invention.
Claims (6)
1. An in-vehicle temperature control adjustment system, comprising:
an air conditioning box configured to deliver an air flow into the electric vehicle;
an outdoor heat exchanger provided with a wind power driving device;
an indoor heat exchanger provided with a wind power driving device;
a heating device disposed in the air conditioning box;
a fluid circuit configured to circulate refrigerant between the outdoor heat exchanger and the indoor heat exchanger; the fluid loop comprises an electric compressor, a gas-liquid separator, a control valve and a throttle valve, wherein the gas-liquid separator is integrated with a heat exchanger, the gas-liquid separator is respectively connected with the electric compressor, the outdoor heat exchanger and the indoor heat exchanger, the control valve is connected between the outdoor heat exchanger and the electric compressor, the control valve is connected between the electric compressor and the indoor heat exchanger, the throttle valve is connected between the outdoor heat exchanger and the indoor heat exchanger, the throttle valve is connected between the gas-liquid separator and the indoor heat exchanger, the control valve is connected between the indoor heat exchanger and the gas-liquid separator, and the control valve is connected between the throttle valve and the gas-liquid separator; and
a control system configured to operate the conditioning system to circulate the refrigerant in the fluid circuit and to condition the heating device to perform heating, cooling, low load heating, low load cooling, dehumidification and/or heating boost when heating, cooling, low load heating, low load cooling, dehumidification and/or heating boost are performed.
2. The system of claim 1, wherein the refrigerant is in the same direction in the heating circuit and the cooling circuit of the conditioning system.
3. The system of claim 1, wherein the heating device is a ceramic heater element (PTC) or a thermoelectric device (TED).
4. The system as claimed in claim 3, wherein a subcooler is integrated in the gas-liquid separator, and cools or heats the refrigerant in the fluid circuit by adding the thermoelectric device TED.
5. The system of claim 4, wherein the subcooler is an intermediate heat exchanger IHX or a thermoelectric device TED.
6. The system of claim 5, wherein the subcooler is integrated into the outdoor heat exchanger, the gas-liquid separator, or the electric compressor, or is installed in front of or behind the gas-liquid separator, or is installed between the electric compressor and the gas-liquid separator.
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| CN202020716661.5U CN212579558U (en) | 2020-05-06 | 2020-05-06 | Temperature control governing system in electric motor car |
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| CN113418256A (en) * | 2021-07-15 | 2021-09-21 | 重庆金康赛力斯新能源汽车设计院有限公司 | Heat pump air conditioning system and working method thereof |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN113418256A (en) * | 2021-07-15 | 2021-09-21 | 重庆金康赛力斯新能源汽车设计院有限公司 | Heat pump air conditioning system and working method thereof |
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