CN214083776U - Hybrid vehicle's thermal management system and vehicle - Google Patents
Hybrid vehicle's thermal management system and vehicle Download PDFInfo
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- CN214083776U CN214083776U CN202023311569.XU CN202023311569U CN214083776U CN 214083776 U CN214083776 U CN 214083776U CN 202023311569 U CN202023311569 U CN 202023311569U CN 214083776 U CN214083776 U CN 214083776U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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Abstract
The utility model discloses a hybrid vehicle's thermal management system and vehicle, thermal management system include first water pump, the integrated, battery package of machine DCDC that charges, first water pump the battery package and the integrated first circulation circuit that establishes ties in proper order of machine DCDC that charges, the feed liquor end of first water pump with the integrated play liquid end intercommunication of machine DCDC that charges, the play liquid end of first water pump with the feed liquor end intercommunication of battery package, the play liquid end of battery package with the integrated feed liquor end intercommunication of machine DCDC that charges, the engine communicate in on the first circulation circuit. Compared with the prior art, the utility model discloses with passenger cabin PTC heater cancellation, link together battery cooling circuit and engine circuit, in addition with the integrated design of machine that charges DCDC at battery cooling circuit, can reduce the electric quantity consumption, save battery power, reach economize on fuel and economize on electricity the purpose.
Description
Technical Field
The utility model relates to a hybrid vehicle technical field, especially a hybrid vehicle's thermal management system and vehicle.
Background
At present, in a heat management system of an existing market vehicle type, two heaters are provided, one is a passenger compartment heater and the other is a battery heater, and a charger DCDC is integrally arranged in a cooling loop of a driving system, so that when the charger charges a battery pack in winter, the charger needs to consume part of electric quantity to heat the battery pack, and on the other hand, the heat generated by the charger is lost in vain, so that double loss on energy is caused, and the power consumption in winter is high.
SUMMERY OF THE UTILITY MODEL
The utility model aims at providing a hybrid vehicle's thermal management system and vehicle to solve the technical problem among the prior art.
The utility model provides a hybrid vehicle's thermal management system, including first water pump, the integrated, battery package of machine DCDC that charges DCDC and engine, first water pump the battery package and the integrated first circulation circuit of establishing ties in proper order of machine DCDC that charges, the feed liquor end of first water pump with the integrated play liquid end intercommunication of machine DCDC that charges, the play liquid end of first water pump with the feed liquor end intercommunication of battery package, the play liquid end of battery package with the integrated feed liquor end intercommunication of machine DCDC that charges, the engine communicate in on the first circulation circuit.
The above thermal management system for a hybrid vehicle is preferably further provided with a first tee joint, a second tee joint, a third tee joint, a fourth tee joint, a first water valve, a second water valve and a second water pump, wherein:
a first end of the first tee joint is communicated with a liquid outlet end of the charger DCDC integration, a second end of the first tee joint is communicated with a liquid inlet end of the first water valve, and a third end of the first tee joint is communicated with a first end of the second tee joint;
the second end of the second tee joint is communicated with the liquid inlet end of the first water pump; the third end of the second tee joint is communicated with the liquid outlet end of the second water valve;
a first end of the third tee is communicated with a liquid outlet end of the first water valve, a second end of the third tee is communicated with a liquid inlet end of the engine, and a third end of the third tee is communicated with a liquid outlet end of the second water pump;
the first end of the fourth tee is communicated with the liquid outlet end of the engine, the second end of the fourth tee is communicated with the liquid inlet end of the second water pump, and the third end of the fourth tee is communicated with the liquid inlet end of the second water valve.
The hybrid vehicle thermal management system preferably further comprises a fifth tee joint and a sixth tee joint, wherein the first end of the fifth tee joint is communicated with the second end of the third tee joint, the second end of the fifth tee joint is communicated with the liquid inlet end of the engine, the third end of the fifth tee joint is communicated with the first end of the sixth tee joint, the second end of the sixth tee joint is communicated with the liquid outlet end of the engine, and the third end of the sixth tee joint is communicated with the first end of the fourth tee joint.
Preferably, a warm air device is further provided, a liquid inlet end of the warm air device is communicated with the third end of the sixth tee joint, and a liquid outlet end of the warm air device is communicated with the first end of the fourth tee joint.
Preferably, the first circulation loop is further provided with a PTC heater, a liquid inlet end of the PTC heater is communicated with a liquid outlet end of the charger DCDC assembly, and a liquid outlet end of the PTC heater is communicated with a first end of the first tee joint.
Preferably, the first circulation loop is further provided with a heat exchanger, a first liquid inlet end of the heat exchanger is communicated with a second end of the second tee joint, a first liquid outlet end of the heat exchanger is communicated with a liquid inlet end of the first water pump, and the heat exchanger is further connected with a second circulation loop for providing a refrigerant for the heat exchanger.
The above thermal management system for hybrid vehicles, preferably, the second circulation loop includes an electric compressor and a condenser connected in series in sequence, a liquid inlet end of the electric compressor is communicated with the second liquid outlet end of the heat exchanger, a liquid outlet end of the electric compressor is communicated with a liquid inlet end of the condenser, and a liquid outlet end of the condenser is communicated with the second liquid inlet end of the heat exchanger.
The thermal management system of a hybrid vehicle as described above, preferably, the second circulation circuit further includes a seventh tee joint, an eighth tee joint, and an evaporator, a first end of the seventh tee joint is communicated with the second liquid outlet end of the heat exchanger, a second end of the seventh tee joint is communicated with the liquid inlet end of the electric compressor, and a third end of the seventh tee joint is communicated with the liquid outlet end of the evaporator; the first end of the eighth tee is communicated with the liquid outlet end of the condenser, the second end of the eighth tee is communicated with the second liquid inlet end of the heat exchanger, and the third end of the eighth tee is communicated with the liquid inlet end of the evaporator.
The heat management system of the hybrid vehicle is characterized by further comprising a third circulation loop, wherein the third circulation loop comprises a radiator, a third water pump, a generator and a driving motor, the liquid outlet end of the radiator is communicated with the liquid inlet end of the third water pump, the liquid outlet end of the third water pump is sequentially connected in series through the generator and the driving motor through pipelines, and the liquid outlet end of the driving motor is communicated with the liquid inlet end of the radiator.
The utility model also provides a vehicle, including the automobile body, still include thermal management system, thermal management system with the body coupling.
Compared with the prior art, the utility model discloses with passenger cabin PTC heater cancellation, link together battery cooling circuit and engine circuit, will charge machine DCDC integrated design in battery cooling circuit in addition, when the battery package charges winter, can keep warm for the battery package through the heat that charges machine DCDC is integrated self and send, can reduce the electric quantity consumption, save battery power, reach economize on fuel and economize on electricity the purpose.
Drawings
Fig. 1 is a schematic block diagram of the present invention.
Description of reference numerals: the method comprises the following steps of 1-a first water pump, 2-a charger DCDC integration, 3-a battery pack, 4-an engine, 5-a first tee joint, 6-a second tee joint, 7-a third tee joint, 8-a fourth tee joint, 9-a first water valve, 10-a second water valve, 11-a second water pump, 12-a fifth tee joint, 13-a sixth tee joint, 14-a warm air device, 15-a PTC heater, 16-a heat exchanger, 17-an electric compressor, 18-a condenser, 19-a seventh tee joint, 20-an eighth tee joint, 21-an evaporator, 22-a radiator, 23-a third water pump, 24-a generator and 25-a driving motor.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below by referring to the drawings are exemplary only for explaining the present invention, and should not be construed as limiting the present invention.
As shown in fig. 1, the embodiment of the utility model provides a hybrid vehicle's thermal management system, including first water pump 1, the integrated 2 of machine that charges DCDC, battery package 3 and engine 4, first water pump 1 battery package 3 and the integrated 2 of machine that charges DCDC establishes ties in proper order and forms first circulation circuit, first water pump 1's feed liquor end with the integrated 2 play liquid end intercommunication of machine that charges DCDC, first water pump 1 play liquid end with the feed liquor end intercommunication of battery package 3, the play liquid end of battery package 3 with the integrated 2's of machine that charges feed liquor end intercommunication, engine 4 communicate in on the first circulation circuit.
The cooling liquid in the first circulation loop sequentially passes through the first water pump 1, the battery pack 3 and the charger DCDC integration 2 and then returns to the first water pump 1, so that when the battery pack 3 is charged in winter, the battery pack 3 can be kept warm by heat generated by the charger DCDC integration 2, and the heater is not required to heat the battery pack 3 independently.
Meanwhile, as the battery cooling circuit and the engine 4 circuit are connected together, the electric quantity is saved mainly in the following way.
1. Under pure electric mode, engine 4 does not start, can let battery package 3 cool off in 4 return circuits of engine, has just so reached the purpose of the saving electric quantity under pure electric mode.
2. In the hybrid mode (engine 4 is started), the battery pack 3 and the engine 4 each circulate in their own independent closed environments without interfering with each other.
3. In the charging mode, if the water temperature of the engine 4 is higher, the water pump and the fan can be directly operated until the water temperature is reduced to an acceptable value. Then, the charger DCDC integration 2 can cool the engine 4 loop, thus saving the electric quantity.
4. Compared with the PTC of the existing 517EVR passenger compartment, the PTC of the passenger compartment is eliminated, if the passenger compartment needs to be heated, the engine 4 is directly started, so that the passenger compartment can be heated as a fuel tank, and the heating requirement is met.
Further, still be equipped with first tee bend 5, second tee bend 6, third tee bend 7, fourth tee bend 8, first water valve 9, second water valve 10 and second water pump 11, wherein:
a first end of the first tee joint 5 is communicated with a liquid outlet end of the charger DCDC assembly 2, a second end of the first tee joint 5 is communicated with a liquid inlet end of the first water valve 9, and a third end of the first tee joint 5 is communicated with a first end of the second tee joint 6;
the second end of the second tee joint 6 is communicated with the liquid inlet end of the first water pump 1; the third end of the second tee joint 6 is communicated with the liquid outlet end of the second water valve 10;
a first end of the third tee joint 7 is communicated with a liquid outlet end of the first water valve 9, a second end of the third tee joint 7 is communicated with a liquid inlet end of the engine 4, and a third end of the third tee joint 7 is communicated with a liquid outlet end of the second water pump 11;
the first end of the fourth tee joint 8 is communicated with the liquid outlet end of the engine 4, the second end of the fourth tee joint 8 is communicated with the liquid inlet end of the second water pump 11, and the third end of the fourth tee joint 8 is communicated with the liquid inlet end of the second water valve 10.
Through setting up first water valve 9 and second water valve 10 to control whether the intercommunication of engine 4 return circuit and battery package 3 return circuit reaches following mesh:
1. in the pure electric mode, the first water valve 9 and the second water valve 10 are opened, the engine 4 is not started, the battery pack 3 can be cooled in a loop of the engine 4, and therefore the compressor does not need to be started to refrigerate the battery, and the purpose of saving electric quantity in the pure electric mode is achieved.
2. In the hybrid mode (when the engine 4 is started), the first water valve 9 and the second water valve 10 are closed, the battery pack 3 and the engine 4 respectively circulate in independent closed environments without mutual interference, and the compressor is started to cool the battery when the battery pack 3 is over-heated.
3. In the charging mode, if the water temperature of the engine 4 is higher, the water pump and the fan can be directly operated until the water temperature is reduced to an acceptable value. Then, the charger DCDC integration 2 can cool the loop of the engine 4, so that the compressor does not need to be started to refrigerate the battery in summer, and the electric quantity is saved. In winter, the first water valve 9 and the second water valve 10 can be closed, so that the charger and the battery pack 3 are in a loop, the battery pack 3 can be heated by waste heat of the charger, and the charging electric quantity is saved.
4. Compared with the PTC of the existing 517EVR passenger compartment, the PTC of the passenger compartment is eliminated in the embodiment, if the passenger compartment needs to be heated, the engine 4 is directly started, and the first water valve 9 and the second water valve 10 are closed, so that the passenger compartment can be heated as a fuel truck, and the heating requirement is met.
Further, still be equipped with fifth tee joint 12 and sixth tee joint 13, the first end of fifth tee joint 12 with the second end intercommunication of third tee joint 7, the second end of fifth tee joint 12 with the feed liquor end intercommunication of engine 4, the third end of fifth tee joint 12 with the first end intercommunication of sixth tee joint 13, the second end of sixth tee joint 13 with the play liquid end intercommunication of engine 4, the third end of sixth tee joint 13 with the first end intercommunication of fourth tee joint 8. The coolant returns to the engine 4 through the engine 4, the sixth three-way pipe 13, and the fifth three-way pipe 12.
Furthermore, a warm air device 14 is further arranged, a liquid inlet end of the warm air device 14 is communicated with a third end of the sixth tee 13, and a liquid outlet end of the warm air device 14 is communicated with a first end of the fourth tee 8. The coolant returns to the engine 4 after passing through the engine 4, the heater 14 and the second water pump 11, so as to provide warm air by using heat of the engine 4.
Further, the first circulation loop is further provided with a PTC heater 15, a liquid inlet end of the PTC heater 15 is communicated with a liquid outlet end of the charger DCDC assembly 2, and a liquid outlet end of the PTC heater 15 is communicated with a first end of the first tee joint 5. When the heat of the charger DCDC integration 2 is not enough to meet the heating requirement of the battery pack 3, the heat of the PTC heater 15 can be utilized to heat the battery pack 3, so that the requirement of severe conditions in winter is met.
In order to meet the cooling requirement of the battery pack 3 in summer, a heat exchanger 16 is further arranged on the first circulation loop, a first liquid inlet end of the heat exchanger 16 is communicated with a second end of the second tee joint 6, a first liquid outlet end of the heat exchanger 16 is communicated with a liquid inlet end of the first water pump 1, and the heat exchanger 16 is further connected with a second circulation loop which is used for providing a refrigerant for the heat exchanger 16. The cooling liquid returns to the first water pump 1 after sequentially passing through the first water pump 1, the battery pack 3, the charger DCDC integration 2, the PTC heater 15 and the heat exchanger 16, and in summer, when the battery pack 3 is charged, if the battery pack 3 needs to be refrigerated, the heat of the battery pack 3 can be taken away by starting the second circulation loop to transfer the refrigerant to the heat exchanger 16.
Further, the second circulation circuit includes electric compressor 17 and the condenser 18 that establish ties in proper order, electric compressor 17's inlet end with heat exchanger 16's second goes out liquid end intercommunication, electric compressor 17's play liquid end with the inlet end intercommunication of condenser 18, condenser 18 go out liquid end with heat exchanger 16's second inlet end intercommunication. The coolant passes through the electric compressor 17, the condenser 18, and the heat exchanger 16, and then returns to the electric compressor 17.
Further, the second circulation loop further comprises a seventh tee 19, an eighth tee 20 and an evaporator 21, a first end of the seventh tee 19 is communicated with a second liquid outlet end of the heat exchanger 16, a second end of the seventh tee 19 is communicated with a liquid inlet end of the electric compressor 17, and a third end of the seventh tee 19 is communicated with a liquid outlet end of the evaporator 21; a first end of the eighth tee 20 is communicated with a liquid outlet end of the condenser 18, a second end of the eighth tee 20 is communicated with a second liquid inlet end of the heat exchanger 16, and a third end of the eighth tee 20 is communicated with a liquid inlet end of the evaporator 21. On the one hand, the coolant may be returned to the electric compressor 17 after passing through the electric compressor 17, the condenser 18, and the heat exchanger 16, and on the other hand, the coolant may be returned to the electric compressor 17 after passing through the electric compressor 17, the condenser 18, and the evaporator 21.
Further, the high-pressure component heat dissipation device further comprises a third circulation loop, the third circulation loop comprises a radiator 22, a third water pump 23, a generator 24 and a driving motor 25, a cooling fan is arranged on the side portion of the radiator 22, and when the heat dissipation requirement of the high-pressure component is large, the cooling fan can be started to accelerate heat dissipation. The liquid outlet end of the radiator 22 is communicated with the liquid inlet end of the third water pump 23, the liquid outlet end of the third water pump 23 is sequentially connected in series through the generator 24 and the driving motor 25 through pipelines, and the liquid outlet end of the driving motor 25 is communicated with the liquid inlet end of the radiator 22. The coolant returns to the radiator 22 after passing through the radiator 22, the third water pump 23, the generator 24, and the drive motor 25.
In addition, in another embodiment of the present invention, a vehicle is further provided, which includes a vehicle body and further includes the thermal management system, and the thermal management system is connected to the vehicle body.
The structure, features and effects of the present invention have been described in detail above according to the embodiment shown in the drawings, and the above description is only the preferred embodiment of the present invention, but the present invention is not limited to the implementation scope shown in the drawings, and all changes made according to the idea of the present invention or equivalent embodiments modified to the same changes should be considered within the protection scope of the present invention when not exceeding the spirit covered by the description and drawings.
Claims (10)
1. The utility model provides a hybrid vehicle's thermal management system, its characterized in that, includes first water pump, the integrated, battery package of machine DCDC that charges DCDC and engine, first water pump the battery package and the integrated first circulation circuit that forms of establishing ties in proper order of machine DCDC, the feed liquor end of first water pump with the integrated play liquid end intercommunication of machine DCDC that charges, the play liquid end of first water pump with the feed liquor end intercommunication of battery package, the play liquid end of battery package with the integrated feed liquor end intercommunication of machine DCDC, the engine communicate in on the first circulation circuit.
2. The hybrid vehicle thermal management system of claim 1, further comprising a first tee, a second tee, a third tee, a fourth tee, a first water valve, a second water valve, and a second water pump, wherein:
a first end of the first tee joint is communicated with a liquid outlet end of the charger DCDC integration, a second end of the first tee joint is communicated with a liquid inlet end of the first water valve, and a third end of the first tee joint is communicated with a first end of the second tee joint;
the second end of the second tee joint is communicated with the liquid inlet end of the first water pump; the third end of the second tee joint is communicated with the liquid outlet end of the second water valve;
a first end of the third tee is communicated with a liquid outlet end of the first water valve, a second end of the third tee is communicated with a liquid inlet end of the engine, and a third end of the third tee is communicated with a liquid outlet end of the second water pump;
the first end of the fourth tee is communicated with the liquid outlet end of the engine, the second end of the fourth tee is communicated with the liquid inlet end of the second water pump, and the third end of the fourth tee is communicated with the liquid inlet end of the second water valve.
3. The hybrid vehicle thermal management system according to claim 2, further comprising a fifth tee and a sixth tee, wherein a first end of the fifth tee is communicated with a second end of the third tee, a second end of the fifth tee is communicated with a liquid inlet end of the engine, a third end of the fifth tee is communicated with a first end of the sixth tee, a second end of the sixth tee is communicated with a liquid outlet end of the engine, and a third end of the sixth tee is communicated with a first end of the fourth tee.
4. The hybrid vehicle thermal management system of claim 3, further comprising a heater device, wherein an inlet end of the heater device is communicated with the third end of the sixth tee, and an outlet end of the heater device is communicated with the first end of the fourth tee.
5. The hybrid vehicle thermal management system according to claim 2, wherein the first circulation loop is further provided with a PTC heater, a liquid inlet end of the PTC heater is communicated with a liquid outlet end of the charger DCDC integration, and a liquid outlet end of the PTC heater is communicated with a first end of the first tee joint.
6. The thermal management system of the hybrid vehicle according to claim 3, wherein a heat exchanger is further disposed on the first circulation loop, a first liquid inlet end of the heat exchanger is communicated with a second end of the second tee joint, a first liquid outlet end of the heat exchanger is communicated with a liquid inlet end of the first water pump, and the heat exchanger is further connected with a second circulation loop which is used for providing a refrigerant for the heat exchanger.
7. The hybrid vehicle thermal management system of claim 6, wherein the second circulation loop comprises a motor-driven compressor and a condenser connected in series, a liquid inlet end of the motor-driven compressor is communicated with a second liquid outlet end of the heat exchanger, a liquid outlet end of the motor-driven compressor is communicated with a liquid inlet end of the condenser, and a liquid outlet end of the condenser is communicated with a second liquid inlet end of the heat exchanger.
8. The hybrid vehicle thermal management system of claim 7, wherein the second circulation loop further comprises a seventh tee, an eighth tee, and an evaporator, a first end of the seventh tee communicates with the second liquid outlet of the heat exchanger, a second end of the seventh tee communicates with the liquid inlet of the electric compressor, and a third end of the seventh tee communicates with the liquid outlet of the evaporator; the first end of the eighth tee is communicated with the liquid outlet end of the condenser, the second end of the eighth tee is communicated with the second liquid inlet end of the heat exchanger, and the third end of the eighth tee is communicated with the liquid inlet end of the evaporator.
9. The hybrid vehicle thermal management system according to claim 1, further comprising a third circulation loop, wherein the third circulation loop comprises a radiator, a third water pump, a generator and a driving motor, a liquid outlet end of the radiator is communicated with a liquid inlet end of the third water pump, a liquid outlet end of the third water pump is sequentially connected in series through the generator and the driving motor through a pipeline, and a liquid outlet end of the driving motor is communicated with the liquid inlet end of the radiator.
10. A vehicle comprising a body, further comprising a thermal management system of any of claims 1-9, the thermal management system coupled to the body.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202023311569.XU CN214083776U (en) | 2020-12-31 | 2020-12-31 | Hybrid vehicle's thermal management system and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202023311569.XU CN214083776U (en) | 2020-12-31 | 2020-12-31 | Hybrid vehicle's thermal management system and vehicle |
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| Publication Number | Publication Date |
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| CN214083776U true CN214083776U (en) | 2021-08-31 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202023311569.XU Active CN214083776U (en) | 2020-12-31 | 2020-12-31 | Hybrid vehicle's thermal management system and vehicle |
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| CN (1) | CN214083776U (en) |
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- 2020-12-31 CN CN202023311569.XU patent/CN214083776U/en active Active
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