CN216231795U

CN216231795U - Thermal management system

Info

Publication number: CN216231795U
Application number: CN202122949958.3U
Authority: CN
Inventors: 张国华; 曾方; 姜利民; 王峰
Original assignee: Weilai Automobile Technology Anhui Co Ltd
Current assignee: Weilai Automobile Technology Anhui Co Ltd
Priority date: 2021-11-29
Filing date: 2021-11-29
Publication date: 2022-04-08
Anticipated expiration: 2031-11-29

Abstract

The application discloses a thermal management system. The thermal management system is provided with a station end loop and a vehicle end loop, wherein the station end loop is arranged in a charging station, the vehicle end loop is arranged in a vehicle, a cooling liquid plug is communicated in the station end loop, a cooling liquid socket is communicated in the vehicle end loop, and the cooling liquid plug is matched with the cooling liquid socket for transferring cooling liquid. The heat management system can meet the cooling requirement under the condition of high-power charging.

Description

Thermal management system

Technical Field

The utility model relates to the field of vehicle thermal management, in particular to a thermal management system.

Background

The conventional thermal management system cannot meet the cooling requirement under the condition of super fast charging (high-power charging), limits the charging power, has long charging time and cannot further improve the charging experience of a user; particularly, when the vehicle is in a stop state during high-temperature quick charging, the refrigeration of the conventional heat management system is limited, the refrigeration requirements of the battery and the passenger compartment cannot be met simultaneously, and the user experience is poor.

In order to meet the requirement of super fast charging, hardware such as a compressor, a heat exchanger and the like in some existing thermal management systems are large, so that the existing thermal management systems do not have the cost advantage, and when super fast charging is carried out, components such as an in-vehicle compressor run under a large load, so that a series of problems such as noise, vibration and the like exist, and the user experience is poor; meanwhile, the high-power system is in a low-load operation state in a non-super quick charging stage, and the whole system has no advantages in energy efficiency, cost efficiency, weight space and the like.

Therefore, it is necessary to sufficiently study the existing problems or disadvantages including the above-mentioned cases so as to improve them.

SUMMERY OF THE UTILITY MODEL

The utility model provides a thermal management system which can meet the cooling requirement under the condition of high-power charging.

According to one aspect of the utility model, a thermal management system is provided, comprising a station-side circuit arranged in a charging station and a vehicle-side circuit arranged in a vehicle, wherein a coolant plug is communicated with the station-side circuit, and a coolant socket is communicated with the vehicle-side circuit, and the coolant plug is matched with the coolant socket for transmitting coolant.

According to the thermal management system proposed by an aspect of the present invention, the coolant plug is integrated with a charging plug in a charging station, and the coolant socket is integrated with a charging socket in a vehicle.

According to the heat management system provided by one aspect of the utility model, the station-end loop is provided with a first refrigeration branch, a first cooling branch and a first heat exchanger, refrigerant in the first refrigeration branch exchanges heat with cooling liquid in the first cooling branch through the first heat exchanger, and the first cooling branch is communicated with the cooling liquid plug.

According to the thermal management system provided by one aspect of the utility model, a first compressor, a first dryer, a first valve and a first condenser are communicated with the first refrigeration branch, the first compressor is used for compressing refrigerant, the first dryer is used for drying refrigerant, and the first valve is used for controlling the on-off and throttling degree of the first refrigeration branch.

According to the heat management system provided by the aspect of the utility model, the first pump and the first expansion kettle are communicated in the first cooling branch.

According to the thermal management system provided by one aspect of the utility model, the vehicle-end loop is provided with a second refrigeration branch, a second cooling branch and a second heat exchanger, the second cooling branch is communicated with the battery cooling system, refrigerant in the second refrigeration branch exchanges heat with cooling liquid in the second cooling branch through the second heat exchanger, and the second cooling branch is communicated with the cooling liquid socket.

According to the thermal management system provided by one aspect of the utility model, a second compressor, a second dryer, a second valve and a second condenser are communicated with the second refrigeration branch, the second compressor is used for compressing the refrigerant, the second dryer is used for drying the refrigerant, and the second valve is used for controlling the on-off and throttling degree of the second refrigeration branch.

According to the heat management system provided by one aspect of the utility model, a second pump and a second expansion kettle are communicated in the second cooling branch.

According to the thermal management system provided by the aspect of the utility model, the vehicle-end loop is provided with a third heat exchanger used for exchanging heat with the surrounding environment of the vehicle, and the third heat exchanger can be communicated with the second cooling branch circuit so that the battery cooling system can exchange heat with the surrounding environment of the vehicle.

According to the thermal management system provided by the aspect of the utility model, the second refrigeration branch is provided with a cooling compensator connected with a battery cooling system in parallel, and the battery cooling system can be communicated with the cooling compensator for heat exchange.

The beneficial effects of the utility model include: the station end loop is communicated with the cooling liquid plug and the vehicle end loop is communicated with the cooling liquid socket, and the cooling liquid plug and the cooling liquid socket are matched for transferring cooling liquid, so that components needing to be cooled in the charging process can be cooled by adopting the refrigerating capacity in the charging station, and the cooling requirement under the condition of high-power charging is met.

Drawings

The disclosure of the present invention is illustrated with reference to the accompanying drawings. It is to be understood that the drawings are designed solely for the purposes of illustration and not as a definition of the limits of the utility model. In the drawings, like reference numerals are used to refer to like parts unless otherwise specified. Wherein:

fig. 1 schematically shows a proposed thermal management system according to an embodiment of the utility model.

Detailed Description

It is easily understood that according to the technical solution of the present invention, a person skilled in the art can propose various alternative structures and implementation ways without changing the spirit of the present invention. Therefore, the following detailed description and the accompanying drawings are merely illustrative of the technical aspects of the present invention, and should not be construed as all of the present invention or as limitations or limitations on the technical aspects of the present invention.

An embodiment according to the utility model is shown in connection with fig. 1, where it can be seen that: the thermal management system has a station-side circuit 11 (shown by a dashed-line box in the figure) disposed in the charging station and a vehicle-side circuit 10 (shown by a solid-line box in the figure) disposed in the vehicle. A coolant plug 42 is communicated with the station-side circuit 11, and a coolant socket 41 is communicated with the vehicle-side circuit 10. The coolant plug 42 cooperates with the coolant socket 41 for transferring coolant so that coolant in the station-side circuit 11 in the charging station can be transferred to the vehicle-side circuit 10 in the vehicle.

In the thermal management system according to this embodiment, by communicating the cooling liquid plug 42 in the station-side loop 11 and communicating the cooling liquid socket 41 in the vehicle-side loop 10, the cooling liquid plug 42 and the cooling liquid socket 41 cooperate to transfer the cooling liquid, so that the cooling capacity in the charging station can be used to cool the components (such as the charging plug 52, the charging socket 51, the charging cable, and the battery) that need to be cooled during the charging process, thereby meeting the cooling requirement in the case of high-power charging. If necessary, the heating quantity in the charging station can also be used to heat the component to be heated.

For example, the coolant plug 42 and the charging plug 52 in the charging station may be integrated, for example, in a charging cooling plug (also referred to as a charging cooling gun) in the charging station; the coolant receptacle 41 and the charging receptacle 51 in the vehicle may be integrated together, for example, in a charging cooling receptacle (also referred to as a charging cooling socket) of the vehicle. On the one hand, the charging plug 52 in the charging station forms a charging interface with the charging socket 51 in the vehicle; on the other hand, the coolant plug 42 in the station-side circuit 11 forms a coolant interface with the coolant socket 41 in the vehicle-side circuit 10. In other words, the charging interface between the vehicle and the charging station and the coolant interface can be integrated.

Specifically, the station-side loop 11 has a first refrigeration branch, a first cooling branch, and a first heat exchanger 173, and the refrigerant in the first refrigeration branch exchanges heat with the coolant in the first cooling branch through the first heat exchanger 173. The first cooling branch may be in communication with the coolant plug 42. In this way, the cooling or heating power generated by the first cooling branch is transferred (and stored) in the first cooling branch through the first heat exchanger 173 and transferred to the coolant plug 42 and the coolant socket 41 through the first cooling branch.

Further, a first compressor 142, a first dryer 152, a first valve 163 and a first condenser 122 are communicated with the first refrigeration branch, the first compressor 142 is used for compressing the refrigerant, the first dryer 152 is used for drying the refrigerant, the first valve 163 is used for controlling the on-off and throttling degree of the first refrigeration branch, and the first condenser 122 is used for condensing the gaseous refrigerant into the liquid refrigerant.

In addition, a first pump 182 and a first expansion kettle 32 can be communicated with the first cooling branch, the first pump 182 is used for providing flowing power for the cooling liquid in the first cooling branch, and the first expansion kettle 32 is used for accommodating the expansion amount of the cooling liquid in the first cooling branch and can play a role in keeping the pressure constant and facilitating the supplement of the cooling liquid.

Specifically, the vehicle-end circuit 10 has a second cooling branch, and a second heat exchanger 171, and the second cooling branch communicates with the battery cooling system 21. The battery cooling system 21 is provided at a battery of the vehicle for cooling the battery of the vehicle. The refrigerant in the second refrigeration branch exchanges heat with the cooling liquid in the second cooling branch through the second heat exchanger 171. The second cooling branch may communicate with the cooling fluid socket 41. In this way, the cooling or heating amount generated by the second cooling branch is transferred (and stored) in the second cooling branch through the second heat exchanger 171, and is transferred to the battery cooling system 21 through the second cooling branch. Furthermore, the cooling or heating quantity originating from the charging station (for example transferred to the coolant plug 42 via the first cooling branch in the station-side circuit 11) is transferred via the coolant socket 41 to the second cooling branch and in turn to the battery cooling system 21.

Further, a second compressor 141, a second dryer 151, a second valve 162, and a second condenser 121 are communicated with the second refrigeration branch, the second compressor 141 is used for compressing the refrigerant, the second dryer 151 is used for drying the refrigerant, the second valve 162 is used for controlling the on/off and throttling degree of the second refrigeration branch, and the second condenser 121 is used for condensing the gaseous refrigerant into the liquid refrigerant.

In addition, a second pump 181 and a second expansion kettle 31 can be communicated with the second cooling branch, the second pump 181 is used for providing flowing power for the cooling liquid in the second cooling branch, and the second expansion kettle 31 is used for accommodating the expansion amount of the cooling liquid in the second cooling branch and can play a role in keeping the pressure constant and facilitating the supplement of the cooling liquid.

Further, the vehicle-end circuit 10 has a third heat exchanger 111 for exchanging heat with the surroundings of the vehicle, and the third heat exchanger 111 can communicate with the second cooling branch so that the battery cooling system 21 can exchange heat with the surroundings of the vehicle.

Further, the second refrigeration branch has a cooling compensator 172 connected in parallel with the battery cooling system 21, and the battery cooling system 21 can communicate with the cooling compensator 172 for heat exchange. For example, the cooling capacity generated by the second cooling branch is transferred to and stored in the cooling compensator 172, and the cooling capacity stored in the cooling compensator 172 is transferred to the battery cooling system 21 when necessary. Cooling compensator 172 is, for example, embedded with PCM phase change material, i.e. phase change material releases heat from a liquid to a solid at T temperature, absorbs heat from a solid to a liquid at T temperature; the temperature range of T is-5 ℃ to 15 DEG C

Reference herein to "first valve" is to a valve member intended to provide two types of different flow control functions for use in a pipe system, irrespective of its product form. The corresponding valve elements capable of performing the aforementioned functions are available to those skilled in the art and are only listed in small numbers in this application for illustrative purposes. For example, a class of valves of interest in such systems is directed to simultaneously switching and adjusting (i.e., throttling) the cross-sectional area of the pipeline; specifically, a well-established electronic valve can be employed as the aforementioned valve member. As another example, another class of valve elements of interest in such systems is directed to enabling on-off control of the line; specifically, a mature electromagnetic valve can be used as the valve element, and at this time, the electromagnetic valve can be in a type of being powered on and powered off, or in a type of being powered on and powered off. Of course, an electronic valve may be used as any of the valve members described above.

The thermal management system may be implemented in a number of different modes, combining the connection of the various components of any one or more of the embodiments described above with the possibility of switching the lines. The function of the various components of the thermal management system to operate in different modes and their control methods will be described below in conjunction with the actions of the various components.

1) Heat exchange device mode for daily natural circulation

The functions are as follows: the cooling device is used for natural circulation cooling of the battery in daily life, and the cooling capacity is general but energy-saving;

functional element switching conditions: the valve 191 is opened, the valve 192 is opened, the compressor 141 is closed, the fan 131 is opened, and the water pump 181 is opened;

a refrigeration branch circuit: closing;

cooling branch circuits:

a cooling water circulation path: the cooling liquid is driven by the water pump 181 to enter the battery cooling system 21, the cooling liquid flows out of the battery cooling system 21 to enter the expansion kettle 31, then flows into the heat exchange device 111 through the pipeline, and the low-temperature cooling liquid enters the pump 181 again to start circulation;

cooling water heat transfer path: the coolant is cooled by the heat exchanger 111 by radiating heat to the vehicle surroundings by the action of the fan 131, lowering the temperature, and releasing cold to the battery in the battery cooling system 21.

2) Vehicle end compressor cooling cycle mode

The functions are as follows: the method is used for normal operation working condition and quick charging working condition;

functional element switching conditions: valve 191 is closed, valve 192 is opened, valve 193 is closed, valve 161 is opened, valve 162 is closed, fan 131 is opened, and water pump 181 is opened;

a refrigeration branch circuit:

a refrigerant circulation path: compressor 141 → condenser 121 → dryer 151 → valve 161 → heat exchange device 171 → compressor 141;

refrigerant heat transfer path: the refrigerant condenses (from a gaseous state to a liquid state) in the condenser 121, bringing heat to the external environment through the fan 131; the cold is released by evaporation in the heat exchange device 171 and is transferred to the water side by the heat exchange device 171;

cooling branch circuits:

a cooling water circulation path: water pump 181 → battery cooling system 21 → valve 192 → expansion tank 31 → heat exchange device 171 → water pump 181;

cooling water heat transfer path: the cooling water absorbs the cooling energy on the refrigerant side in the heat exchange device 171, and releases the cooling energy in the battery cooling system 21.

3) Cooling compensator cold accumulation mode

The functions are as follows: the compressor is used for only storing cold for the cooling compensator;

functional element switching conditions: valve 191 is closed, valve 192 is closed, valve 193 is closed, valve 161 is closed, valve 162 is opened, fan 131 is opened, and water pump 181 is closed;

a refrigeration branch circuit:

a refrigerant circulation path: compressor 141 → condenser 121 → dryer 151 → valve 162 → cooling compensator 172 → compressor 141;

refrigerant heat transfer path: the refrigerant condenses (from a gaseous state to a liquid state) in the condenser 121, bringing heat to the external environment through the fan 131; the cold energy is released in the cooling compensator 172 through evaporation, and is transmitted to the built-in PCM phase change material through the cooling compensator 172, and the phase change material is changed from a liquid state to a solid state to absorb the cold energy of the refrigerant;

cooling branch circuits: and off.

4) Cooling compensator cold accumulation and vehicle-end compressor refrigeration mode

The functions are as follows: the cold accumulation can be realized while the battery is cooled;

functional element switching conditions: valve 191 is closed, valve 192 is opened, valve 193 is closed, valve 161 is opened, valve 162 is opened, fan 131 is opened, and water pump 181 is opened;

a refrigeration branch circuit:

a refrigerant circulation path:

compressor 141 → condenser 121 → dryer 151 → valve 162 → cooling compensator 172 → compressor 141;

compressor 141 → condenser 121 → dryer 151 → valve 161 → heat exchange device 171 → compressor 141;

refrigerant heat transfer path:

the refrigerant condenses (from a gaseous state to a liquid state) in the condenser 121, bringing heat to the external environment through the fan 131; the cold energy is released in the cooling compensator 172 through evaporation, and is transmitted to the built-in PCM phase change material through the cooling compensator 172, and the phase change material is changed from a liquid state to a solid state to absorb the cold energy of the refrigerant;

the refrigerant condenses (from a gaseous state to a liquid state) in the condenser 121, bringing heat to the external environment through the fan 131; the cold is released by evaporation in the heat exchange device 171, and is transferred to the battery end cooling water side by the heat exchange device 171;

cooling branch circuits:

cooling water heat transfer path: the cooling water absorbs the cooling energy on the refrigerant side in the heat exchange device 171, and releases the cooling energy in the battery cooling system 21, thereby cooling the battery.

5) Vehicle-end compressor + cooling compensator mode for high-temperature quick-charging working condition

The functions are as follows: the purpose of cooling the vehicle-end compressor and the cooling compensator for the battery at the same time can be realized, and the high-temperature high-power quick-charging working condition is met;

functional element switching conditions: valve 191 is closed, valve 192 is opened, valve 193 is opened, valve 161 is opened, valve 162 is closed, fan 131 is opened, and water pump 181 is opened;

a refrigeration branch circuit:

a refrigerant circulation path:

refrigerant heat transfer path:

cooling branch circuits:

a cooling water circulation path:

water pump 181 → battery cooling system 21 → valve 192 → expansion tank 31 → heat exchange device 171 → water pump 181;

water pump 181 → battery cooling system 21 → valve 192 → expansion tank 31 → cooling compensator 172 → water pump 181;

cooling water heat transfer path:

the cooling water absorbs the cold energy on the refrigerant side in the heat exchange device 171, and releases the cold energy in the battery cooling system 21 to realize the battery cooling;

the cooling water absorbs the cold energy released by the PCM phase change material due to phase change in the cooling compensator 172, and the cold energy is released in the battery cooling system 21, so that the battery cooling is realized.

6) Super-charging station cooling mode, super-fast-charging working condition

The functions are as follows: the purpose that the super-charge pile end compressor cools the battery can be achieved, the high-power super-quick-charge working condition is met, the problem that the refrigerating capacity of the vehicle end is insufficient in the stagnation state of the vehicle is solved, the vehicle end compressor can refrigerate the passenger compartment to meet the comfortableness, and the vehicle end compressor and the fan do not work or are low in load in the quick-charge process, so that the vibration noise is low, and the user comfortableness is strong;

functional element switching conditions:

valve 191 is closed, valve 192 is closed, valve 193 is closed, valve 161 is closed, valve 162 is closed, fan 131 is closed, and water pump 181 is closed;

the water-cooling plug 42 is combined with the water-cooling socket 41 to realize the communication between the cooling water channel at the super-charging pile end and the cooling water channel of the battery at the vehicle end; after the super charging is finished, the water-cooling plug 42 is separated from the water-cooling socket 41;

valve 163 is on, fan 132 is on, water pump 182 is on;

a refrigeration branch circuit:

a refrigerant circulation path:

compressor 142 → condenser 122 → dryer 152 → valve 163 → heat exchange device 173 → compressor 142;

refrigerant heat transfer path:

the refrigerant condenses (from a gaseous state to a liquid state) in the condenser 122, carrying heat to the outside environment via the fan 132; the cold energy is released by evaporation in the heat exchange device 173 and is transferred to the battery end cooling water side through the heat exchange device 173;

cooling branch circuits:

a cooling water circulation path:

the water pump 182 → the water-cooled plug 42 → the water-cooled socket 41 → the battery cooling system 21 → the water-cooled socket 41 → the charging stand 51 → the water-cooled plug 42 → the charging gun 52 → the charging cable 61 → the expansion tank 32 → the heat exchanging device 173 → the water pump 182;

cooling water heat transfer path:

the cooling water absorbs the cold energy of the refrigerant side in the heat exchange device 173, and the cold energy is released in the battery cooling system 21 to realize the battery cooling; the charging stand 51, the charging gun 52, and the charging cable 61 carry away heat, respectively, to realize cooling thereof.

7) Super-charging station + vehicle-end compressor cooling mode, storm super-quick-charging working condition

The functions are as follows: the purpose that the super-charging pile-end compressor and the vehicle-end compressor cool the battery at the same time can be achieved, the super-quick-charging working condition of a high-power storm mode is met, the refrigerating performances of the super-charging station and the vehicle-end compressor are superposed, and the battery cooling effect is better;

functional element switching conditions:

valve 191 is closed, valve 192 is closed, valve 193 is opened, valve 161 is opened, valve 162 is closed, fan 131 is opened, and water pump 181 is opened;

valve 163 is on, fan 132 is on, water pump 182 is on;

a refrigeration branch circuit:

a refrigerant circulation path:

refrigerant heat transfer path:

the refrigerant condenses (from a gaseous state to a liquid state) in the condenser 122, carrying heat to the outside environment via fan 132; the cold energy is released by evaporation in the heat exchange device 173 and is transferred to the battery end cooling water side through the heat exchange device 173;

cooling branch circuits:

a cooling water circulation path:

the water pump 181 → the battery cooling system 21 → the valve 192 → the expansion tank 32 → the heat exchanging device 171 → the water pump 181;

cooling water heat transfer path:

By adopting the thermal management system, for example, under the condition of super quick charge, the battery can be cooled quickly, and meanwhile, the requirement of a passenger compartment (such as comfort) can be better met; the heat management system on the vehicle can work under the standard load for a long time, the utilization rate is high, and the cost is high; the later charging power improvement can not bring great changes and upgrades to the thermal management system on the vehicle, and only needs to carry out refrigerating capacity adjustment and hardware upgrade at the charging station.

In the present application, the terms "coolant plug" and "coolant socket" should not be construed restrictively with respect to their structure. That is, the cooling fluid plug may be inserted into the cooling fluid socket to deliver cooling fluid, or the cooling fluid socket may be inserted into the cooling fluid plug to deliver cooling fluid, or there may be other mating structures between the two to deliver cooling fluid. In addition, the "vehicle" referred to herein includes various types of new energy vehicles such as an electric only vehicle, a hybrid vehicle, and the like.

The technical scope of the present application is not limited to the contents in the above description, and those skilled in the art can make various changes and modifications to the above embodiments without departing from the technical spirit of the present application, and these changes and modifications should fall within the protective scope of the present application.

Claims

1. A thermal management system, characterized in that it has a station-side circuit (11) arranged in a charging station and a vehicle-side circuit (10) arranged in a vehicle, in which station-side circuit (11) there is a coolant plug (42) communicating, in which vehicle-side circuit (10) there is a coolant socket (41) communicating, said coolant plug (42) cooperating with said coolant socket (41) for delivering coolant.

2. Thermal management system according to claim 1, characterized in that the coolant plug (42) is integrated with a charging plug (52) in a charging station and the coolant socket (41) is integrated with a charging socket (51) in a vehicle.

3. The thermal management system of claim 1, wherein the station-side loop (11) has a first refrigeration leg, a first cooling leg, and a first heat exchanger (173), the refrigerant in the first refrigeration leg exchanging heat with the coolant in the first cooling leg through the first heat exchanger (173), the first cooling leg communicating with the coolant plug (42).

4. The thermal management system according to claim 3, wherein a first compressor (142), a first dryer (152), a first valve (163) and a first condenser (122) are communicated in the first refrigeration branch, the first compressor (142) is used for compressing refrigerant, the first dryer (152) is used for drying refrigerant, and the first valve (163) is used for controlling the on-off and throttling degree of the first refrigeration branch.

5. A thermal management system according to claim 3, characterized in that a first pump (182) and a first expansion tank (32) are connected in the first cooling branch.

6. The thermal management system of claim 1, wherein the vehicle-end circuit (10) has a second cooling branch in communication with the battery cooling system (21), a second cooling branch in heat exchange with the coolant in the second cooling branch via a second heat exchanger (171), and a second heat exchanger (171), the second cooling branch being in communication with the coolant receptacle (41).

7. The thermal management system according to claim 6, characterized in that a second compressor (141), a second dryer (151), a second valve (162) and a second condenser (121) are communicated in the second refrigeration branch, the second compressor (141) is used for compressing the refrigerant, the second dryer (151) is used for drying the refrigerant, and the second valve (162) is used for controlling the on-off and throttling degree of the second refrigeration branch.

8. The thermal management system according to claim 6, characterized in that a second pump (181) and a second expansion tank (31) are connected in said second cooling branch.

9. The thermal management system according to claim 6, characterized in that the vehicle-end circuit (10) has a third heat exchanger (111) for heat exchange with the surroundings of the vehicle, the third heat exchanger (111) being communicable with the second cooling branch so that the battery cooling system (21) can exchange heat with the surroundings of the vehicle.

10. The thermal management system according to claim 6, characterized in that the second refrigeration branch has a cooling compensator (172) connected in parallel with a battery cooling system (21), the battery cooling system (21) being communicable with the cooling compensator (172) for heat exchange.