CN218197822U - Hybrid vehicle type thermal management system - Google Patents
Hybrid vehicle type thermal management system Download PDFInfo
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- CN218197822U CN218197822U CN202222743998.7U CN202222743998U CN218197822U CN 218197822 U CN218197822 U CN 218197822U CN 202222743998 U CN202222743998 U CN 202222743998U CN 218197822 U CN218197822 U CN 218197822U
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Abstract
The utility model discloses a hybrid vehicle type heat management system, which comprises an engine main body, an engine radiating piece and a warm air subsystem, wherein the warm air subsystem comprises a plate heat exchanger, and the plate heat exchanger is also connected with a power driving subsystem; the warm air subsystem comprises a plate heat exchanger, a PTC water pump and a PTC heater, the engine main body is connected with the PTC heater through a first three-way valve, and a liquid channel communicated to the engine main body is also arranged between the PTC water pump and the PTC heater; the power driving subsystem comprises a battery cooler, an outlet of the battery cooler is connected with the plate type heat exchanger, and the other valve port of the second three-way valve is indirectly connected between the plate type heat exchanger and the outlet of the battery cooler. Through the design, the effect of adjusting the high-temperature cooling liquid circulation passage of the engine, further optimizing the service environment of the PTC according to the condition and improving the safety and durability of the whole vehicle heat management system is achieved.
Description
Technical Field
The utility model relates to a mix motor car type car technical field, specifically, relate to a mix motor car type thermal management system.
Background
The overall vehicle thermal management system of a common hybrid vehicle type often adopts a waterway arrangement form that an engine is directly connected with a PTC (PTC on the vehicle is mainly used for preheating the engine in winter and warming a cab), and particularly, as shown in figure 1, the engine, a warm air core body, a plate heat exchanger, a PTC water pump and a W-PTC are directly connected in series, so that the system cannot be completely suitable for the use requirements of the PTC of different suppliers. When the temperature of the engine coolant exceeds 85 ℃, the PTC of some manufacturers is seriously affected to reduce the life.
SUMMERY OF THE UTILITY MODEL
To the above-mentioned prior art, the utility model aims to overcome among the prior art water route that engine and PTC directly link to each other and arrange the form and lead to the fact its life-span reduction scheduling problem to PTC that adaptation parameter is low relatively easily to provide one kind based on adjust engine high temperature coolant liquid circulation route, and then can optimize PTC's service environment according to the condition, promote the mixed motor car type heat management system of whole car heat management system's security and durability.
In order to achieve the purpose, the utility model provides a hybrid vehicle type heat management system, which comprises an engine main body, an engine heat radiating piece matched with the engine main body and a warm air subsystem which is connected with the engine main body and can form a loop, wherein the warm air subsystem comprises a plate heat exchanger which is also connected with a power driving subsystem which can form a loop; wherein the content of the first and second substances,
the warm air subsystem at least comprises a plate heat exchanger, a PTC water pump and a PTC heater which are sequentially communicated from the engine main body and matched with the engine main body to form a loop, the engine main body is connected with the PTC heater through a first three-way valve, two valve ports of the first three-way valve are respectively communicated with the engine main body and the PTC heater, the other valve port of the first three-way valve is indirectly communicated between the engine main body and the plate heat exchanger through a warm air core, and a liquid channel communicated to the engine main body is also arranged between the PTC water pump and the PTC heater;
the power driving subsystem comprises a battery cooler, an inlet of the battery cooler is connected with the plate type heat exchanger through a second three-way valve, an outlet of the battery cooler is connected with the plate type heat exchanger, and the other valve port of the second three-way valve is connected between the plate type heat exchanger and an outlet of the battery cooler through a power battery and a battery water pump which are connected in sequence.
Preferably, the engine main body is further connected with a first expansion kettle, and the liquid channel arranged between the PTC water pump and the PTC heater is communicated between the engine main body and an inlet of the first expansion kettle.
Preferably, the power driving subsystem further comprises a second expansion kettle, an inlet of the second expansion kettle is communicated between the second three-way valve and the power battery, and an outlet of the second expansion kettle is communicated between the battery water pump and the plate heat exchanger.
Preferably, a first blower is further arranged on the warm air core body in a matching manner;
the engine radiator at least comprises an engine radiator and a mechanical cooling fan which are arranged in a matched mode.
Preferably, the air conditioner cooling system further comprises an air conditioner cooling medium circulation subsystem, wherein the air conditioner cooling medium circulation subsystem comprises an air conditioner compressor, an air conditioner condenser and a battery cooling SOV valve which are sequentially connected from the battery cooler and can be formed into a loop; wherein the content of the first and second substances,
the air-conditioning refrigerant circulation subsystem further comprises a thermal regulation assembly formed by matching an evaporator, an air-conditioning thermal expansion valve and an air-conditioning SOV valve which are connected in sequence, one end of the thermal regulation assembly is connected between the battery cooler and the air-conditioning compressor, and the other end of the thermal regulation assembly is connected between the battery cooling SOV valve and the air-conditioning condenser.
Preferably, a second blower is further arranged on the evaporator in a matching manner.
Preferably, the system further comprises a PEU water cooling subsystem and an oil cooling subsystem.
Preferably, the PEU water cooling subsystem comprises a PEU controller, a PEU radiator and a PEU water pump which are sequentially communicated to form a loop; wherein the content of the first and second substances,
the PEU water-cooling subsystem further comprises a third expansion kettle, one end of the third expansion kettle is connected between the PEU controller and the PEU radiator, and the other end of the third expansion kettle is connected between the PEU radiator and the PEU water pump.
Preferably, the oil cooling subsystem comprises a hybrid transmission main body and a hybrid transmission oil cooler which are connected to form a loop.
Preferably, an electronic fan is further arranged on the hybrid transmission oil cooler in a matching mode.
Through the technical scheme, the first three-way valve is introduced based on the optimization of the liquid passage between the engine main body and the PTC heater, the high-temperature coolant generated by the engine main body can be adjusted to not directly pass through the liquid passage of the PTC heater, and the optimization of the second three-way valve on the further liquid passage of the power driving subsystem is combined, so that the further heating effect of the high-temperature coolant generated by the engine main body on the PTC heater is reduced, the service environment of the PTC heater is improved, and the safety and the durability of a heat management system of the whole vehicle are improved.
Other features and advantages of the present invention will be described in detail in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the principles of the invention. In the drawings:
FIG. 1 is a schematic diagram of a thermal management system of a vehicle in the prior art;
fig. 2 is a schematic structural diagram of a hybrid vehicle-type thermal management system provided by the present invention.
Description of the reference numerals
1-an engine body; 2-a warm air subsystem; 3-a power drive subsystem; 4-air conditioning refrigerant circulation subsystem; 5-a PEU water cooling subsystem; 6-oil cooling subsystem;
11-a first expansion tank; 12-an engine radiator; 13-mechanical cooling fans;
21-a plate heat exchanger; 22-PTC water pump; 23-a PTC heater; 24-a first three-way valve; 25-warm air core body; 26-a liquid channel; 27-a first blower;
31-a second three-way valve; 32-a battery cooler; 33-a power cell; 34-a battery water pump; 35-a second expansion kettle;
41-air-conditioning compressor; 42-air conditioning condenser; 43-battery cooled SOV valve; 44-an evaporator; 45-air conditioning thermostatic expansion valve; 46-air conditioning SOV valve; 47-a second blower; 48-air conditioner condenser fan;
51-a PEU controller; 52-PEU heat sink; 53-PEU water pump; 54-a third expansion kettle;
61-hybrid transmission main body; 62-hybrid transmission oil cooler; 63-electronic fan.
Detailed Description
The following describes the embodiments of the present invention in detail. It is to be understood that the description of the embodiments herein is for purposes of illustration and explanation only and is not intended to limit the invention.
The following is a detailed description of specific examples.
As shown in fig. 2, the utility model provides a mix motor car type thermal management system, specifically, including engine subject 1, warm braw subsystem 2, power drive subsystem 3, air conditioner refrigerant circulation subsystem 4, PEU water cooling subsystem 5 and oil cooling subsystem 6.
Wherein, the waterway connection mode of engine main part 1 and warm braw subsystem 2 is: the warm air water pipe of the engine main body 1 divides the water path into two branches through a three-way pipeline (the three-way pipeline is specifically positioned at the intersection position of the engine main body 1, the warm air core body 25 and the plate heat exchanger 21), one branch is connected with the inlet of the warm air core body 25, and the outlet of the warm air core body 25 is connected with the A port of the first three-way valve 24; one way is connected with an inlet of the plate heat exchanger 21, an outlet of the plate heat exchanger 21 is connected with an inlet of the PTC water pump 22, an outlet of the PTC water pump 22 is connected with an inlet of the PTC heater 23, and an outlet of the PTC heater 23 is connected with a C interface of the first three-way valve 24. The B interface of the first three-way valve 24 is connected with a water return pipe of the engine main body 1, and the first expansion kettle 11 on the engine main body 1 is connected with a branch of the warm air core 25 in parallel and used for exhausting and supplementing liquid to a water path where the warm air core 25 is located and a water path where the PTC heater 23 is located.
The battery water path connection mode of the power driving subsystem 3 is as follows: the outlet of the battery water pump 34 is connected with the water inlet of the power battery 33, the water outlet of the power battery 33 is connected with the interface A of the second three-way valve 31, the battery water path is divided into two branches through the second three-way valve 31, one branch is the interface B of the second three-way valve 31 and is connected with the inlet of a giller (namely, the battery cooler 32), and the outlet of the giller is connected with the inlet of the battery water pump 34; the other path is that a C interface of the second three-way valve 31 is connected with a cold water side inlet of the plate type heat exchanger 21, and a cold water side outlet of the plate type heat exchanger 21 is connected with an inlet of the battery water pump 34. And the second expansion kettle 35 is connected with the second three-way valve 31 and the plate heat exchanger 21 in parallel and is used for exhausting and replenishing liquid for the battery water path.
The connection mode of the air-conditioning refrigerant circulation subsystem 4 is as follows: the outlet of the air-conditioning compressor 41 is connected with the inlet of an air-conditioning condenser 42, the outlet of the air-conditioning condenser 42 is divided into two branches by a three-way pipeline (the three-way pipeline is specifically positioned at the intersection position of the air-conditioning condenser 42, a battery cooling SOV valve 43 and an air-conditioning SOV valve 46), one branch is connected with the inlet of the battery cooling SOV valve 43, and the outlet of the battery cooling SOV valve 43 is connected with the inlet of a beller; one path of the air conditioner is connected with an inlet of an air conditioner SOV valve 46, an outlet of the air conditioner SOV valve 46 is connected with an inlet of an air conditioner thermostatic expansion valve 45, and an outlet of the air conditioner thermostatic expansion valve 45 is connected with an inlet of an evaporator 44. The outlet of the condenser and the outlet of the evaporator 44 are connected to the inlet of the air conditioner compressor 41 after being merged by a three-way pipeline.
The connection mode of the PEU water cooling subsystem 5 is as follows: the outlet of the PEU water pump 53 is connected with the water inlet of the PEU controller 51, the water outlet of the PEU controller 51 is connected to the inlet of the PEU radiator 52, and the outlet of the PEU radiator 52 is connected to the inlet of the PEU water pump 53. The third expansion kettle 54 is connected with the PEU radiator 52 in parallel for exhausting and supplementing liquid.
The connection mode of the oil cooling subsystem 6 is as follows: an oil outlet of the hybrid transmission case main body 61 is connected with an inlet of the hybrid transmission case oil cooler 62, and an outlet of the hybrid transmission case oil cooler 62 is connected with an oil inlet of the hybrid transmission case main body 61.
The specific use process for different working conditions is as follows:
1) When the passenger compartment is cooled by the air conditioner and the battery is cooled:
when the highest temperature of the battery body is too high, a battery cooling request signal sent by the BMS is sent to the HCU, the HCU controls the first three-way valve 24 to be in a state that the valve ports A and C are in a passage state, the second three-way valve 31 is in a state that the valve ports A and B are in a passage state, the battery water pump 34 runs at the highest rotating speed of 85 percent, the PTC heater 23 is turned off and heated, the PTC water pump 22 stops, and the air-conditioning compressor 41, the air-conditioning thermal expansion valve 45 and the air-conditioning condenser fan 48 run according to the requirements of the rotating speed of the air-conditioning compressor 41, the state of the air-conditioning thermal expansion valve 45 and the state of the air-conditioning condenser fan 48 requested by the BMS, so that the battery cooling function is realized. The BMS sends a battery athermal management request signal until the maximum battery body temperature decreases to a temperature threshold at which battery cooling can be exited.
In the whole battery cooling function starting process, the HCU controls the first three-way valve 24 to be always in the state that an A-C passage is opened, high-temperature cooling liquid generated when the engine main body 1 runs can directly return to the first expansion water pot 11 from a three-way pipeline in front of an inlet of the PTC heater 23, and the heating effect on the PTC heater 23 can be reduced. It should be noted that the arrows in the drawings indicate the pumping lines when the PTC pump 22 is turned on, and do not indicate that the reverse path is not open. The liquid passage can be selectively operated by opening the pipe line without turning on the PTC water pump 22.
In the process, the first three-way valve is in the state that the A-C path is communicated and the A-B path is cut off; the second three-way valve 31 is in the on state of the a-B path and the off state of the a-C path.
The waterway cycle of the power driving subsystem 3 is as follows: the power battery 33 → the a-B interface of the second three-way valve 31 → the giller (i.e., the battery cooler 32) → the battery water pump 34 → the power battery 33.
The waterway circulation of the engine main body 1 and the partial warm air subsystem 2 is as follows: the engine main body 1 → the warm air core 25 → the a-B port of the first three-way valve 24, and at the same time,
the water circuit circulation related to the PTC heater 23 in the warm air subsystem 2 is: the engine main body 1 → the plate heat exchanger 21 → the PTC water pump 22 → the exhaust tee (passing through the liquid passage 26 at this time) → the first expansion tank 11 → the engine main body 1.
The high-temperature coolant when the engine main body 1 operates can directly return to the first expansion tank 11 from the three-way pipeline in front of the inlet of the PTC heater 23, and the heating effect on the PTC heater 23 can be reduced.
2) When the passenger compartment is air-conditioned and battery-heated:
when the low temperature of the battery body is too low, a battery heating request signal sent by the BMS is sent to the HCU, the HCU controls the first three-way valve 24 to be in a state that the A and C valve ports are in a passage state, the second three-way valve 31 is in a state that the A and C valve ports are in a passage state, the PTC heater 23 is started to heat, the battery water pump 34 runs at 85% of the highest rotating speed, the PTC water pump 22 runs at 85% of the highest rotating speed, the air-conditioning compressor 41, the air-conditioning thermal expansion valve 45 and the air-conditioning condenser fan 48 are stopped, and the functions of simultaneously starting air-conditioning heating of the passenger compartment and heating of the battery are realized. The BMS transmits a battery non-heat management request signal until the lowest temperature of the battery body rises to a temperature threshold at which the battery heating can be exited. At this time, the HCU continuously controls the operating states of the first three-way valve 24, the PTC heater 23, and the PTC water pump 22 based on two factors, i.e., the key state of the air conditioner in the passenger compartment and the starting state of the engine body 1:
when the battery is not heated and only the passenger compartment is used for air-conditioning heating, if the HCU detects the starting state of the engine, the first three-way valve 24 is controlled to be in the state that the A and B valve ports are in the passage state, the PTC heater 23 is closed, and the PTC water pump 22 is stopped.
When the battery is not heated and only the passenger compartment is used for air-conditioning heating, if the HBU detects that the engine is stopped, the first three-way valve 24 is controlled to be in a state that the ports A and C are open, the PTC heater 23 is started, and the PTC water pump 22 operates at the maximum rotation speed of 85 percent, so that the passenger compartment is used for air-conditioning heating by only one heat source as far as possible, the energy consumption is saved, and the heating effect on the PTC heater 23 can be reduced.
In this process, the first three-way valve 24 is in the state where the port A-C is on, the port A-B is off, the second three-way valve 31 is in the state where the port A-C is on, and the port A-B is off. The waterway cycle of the power driving subsystem 3 is as follows: the power battery 33 → the a-C interface of the second three-way valve 31 → the plate heat exchanger 21 → the battery water pump 34 → the power battery 33. Waterway circulation of the warm air subsystem 2: the PTC heater 23 → the PTC water pump 22 → the plate heat exchanger 21 → the heater core 25 → the first three-way valve a-C passage → the PTC heater 23. At this time, the PTC heater 23 simultaneously heats the warm air core 25 and the plate heat exchanger 21.
The above detailed description describes the preferred embodiments of the present invention, but the present invention is not limited to the details of the above embodiments, and the technical idea of the present invention can be within the scope of the present invention, and can be right to the technical solution of the present invention, and these simple modifications all belong to the protection scope of the present invention.
It should be noted that the various technical features described in the above embodiments can be combined in any suitable manner without contradiction, and in order to avoid unnecessary repetition, the present invention does not need to describe any combination of the features.
In addition, various embodiments of the present invention can be combined arbitrarily, and the disclosed content should be regarded as the present invention as long as it does not violate the idea of the present invention.
Claims (10)
1. A hybrid vehicle type heat management system comprises an engine main body (1) and an engine heat dissipation member matched with the engine main body (1), and is characterized by further comprising a warm air subsystem (2) which is connected with the engine main body (1) and can form a loop, wherein the warm air subsystem (2) comprises a plate type heat exchanger (21), and the plate type heat exchanger (21) is further connected with a power driving subsystem (3) which can form a loop; wherein, the first and the second end of the pipe are connected with each other,
the warm air subsystem (2) at least comprises a plate type heat exchanger (21), a PTC water pump (22) and a PTC heater (23) which are sequentially communicated from the engine main body (1) and matched with the engine main body (1) to form a loop, the engine main body (1) and the PTC heater (23) are connected through a first three-way valve (24), two valve ports of the first three-way valve (24) are respectively communicated with the engine main body (1) and the PTC heater (23), the other valve port of the first three-way valve (24) is indirectly communicated between the engine main body (1) and the plate type heat exchanger (21) through a warm air core body (25), and a liquid channel (26) communicated to the engine main body (1) is further arranged between the PTC water pump (22) and the PTC heater (23);
the power driving subsystem (3) comprises a battery cooler (32) with an inlet connected with the plate type heat exchanger (21) through a second three-way valve (31), an outlet of the battery cooler (32) is connected with the plate type heat exchanger (21), and the other valve port of the second three-way valve (31) is indirectly connected between the plate type heat exchanger (21) and the outlet of the battery cooler (32) through a power battery (33) and a battery water pump (34) which are sequentially connected.
2. A hybrid vehicle type thermal management system according to claim 1, wherein a first expansion pot (11) is further connected to the engine body (1), and the liquid passage (26) provided between the PTC water pump (22) and the PTC heater (23) is communicated between the engine body (1) and an inlet of the first expansion pot (11).
3. Hybrid vehicle type thermal management system according to claim 1 or 2, characterized in that said power drive subsystem (3) further comprises a second expansion tank (35), the inlet of said second expansion tank (35) being connected between said second three-way valve (31) and said power battery (33), the outlet of said second expansion tank (35) being connected between said battery water pump (34) and said plate heat exchanger (21).
4. A hybrid vehicle type thermal management system according to claim 1 or 2, wherein said warm air core (25) is further provided with a first blower (27);
the engine radiator at least comprises an engine radiator (12) and a mechanical cooling fan (13) which are arranged in a matched mode.
5. The hybrid vehicle type thermal management system according to claim 1 or 2, further comprising an air-conditioning refrigerant circulation subsystem (4), wherein the air-conditioning refrigerant circulation subsystem (4) comprises an air-conditioning compressor (41), an air-conditioning condenser (42) and a battery cooling SOV valve (43) which are connected in sequence from the battery cooler (32) and can be formed into a loop; wherein the content of the first and second substances,
the air-conditioning refrigerant circulation subsystem (4) further comprises a thermal regulation assembly formed by matching an evaporator (44), an air-conditioning thermal expansion valve (45) and an air-conditioning SOV valve (46) which are connected in sequence, one end of the thermal regulation assembly is connected between the battery cooler (32) and the air-conditioning compressor (41), and the other end of the thermal regulation assembly is connected between the battery cooling SOV valve (43) and the air-conditioning condenser (42).
6. A hybrid vehicle type thermal management system according to claim 5, characterized in that a second blower (47) is further provided in cooperation with said evaporator (44).
7. A hybrid vehicle type thermal management system according to claim 1 or 2, further comprising a PEU water cooling subsystem (5) and an oil cooling subsystem (6).
8. The hybrid vehicle type thermal management system of claim 7, wherein the PEU water cooling subsystem (5) comprises a PEU controller (51), a PEU radiator (52) and a PEU water pump (53) which are sequentially communicated to form a loop; wherein the content of the first and second substances,
the PEU water-cooling subsystem (5) further comprises a third expansion water tank (54), one end of the third expansion water tank is connected between the PEU controller (51) and the PEU radiator (52), and the other end of the third expansion water tank is connected between the PEU radiator (52) and the PEU water pump (53).
9. Hybrid vehicle type thermal management system according to claim 7, characterized in that said oil cooling subsystem (6) comprises a hybrid gearbox body (61) and a hybrid gearbox oil cooler (62) connected in a circuit.
10. The hybrid vehicle type thermal management system of claim 9, wherein an electronic fan (63) is further cooperatively disposed on the hybrid transmission case oil cooler (62).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222743998.7U CN218197822U (en) | 2022-10-18 | 2022-10-18 | Hybrid vehicle type thermal management system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222743998.7U CN218197822U (en) | 2022-10-18 | 2022-10-18 | Hybrid vehicle type thermal management system |
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| Publication Number | Publication Date |
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| CN218197822U true CN218197822U (en) | 2023-01-03 |
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| CN202222743998.7U Active CN218197822U (en) | 2022-10-18 | 2022-10-18 | Hybrid vehicle type thermal management system |
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| CN (1) | CN218197822U (en) |
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- 2022-10-18 CN CN202222743998.7U patent/CN218197822U/en active Active
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