CN220429801U

CN220429801U - Automobile and heat pump system thereof

Info

Publication number: CN220429801U
Application number: CN202321293950.9U
Authority: CN
Inventors: 牛凤仙; 王孝宏; 潘乐燕; 赵志宇; 周健
Original assignee: SAIC Motor Corp Ltd
Current assignee: SAIC Motor Corp Ltd
Priority date: 2023-05-25
Filing date: 2023-05-25
Publication date: 2024-02-02
Anticipated expiration: 2033-05-25

Abstract

The application provides an automobile and a heat pump system thereof, wherein the heat pump system comprises a cooling liquid heating loop, a refrigerant circulation loop and a power battery assembly heat management loop; the cooling liquid in the cooling liquid heat supply loop and the refrigerant in the refrigerant circulation loop are in heat exchange through the condenser; the power battery assembly heat management loop and the cooling liquid heat supply loop are connected with the same heat exchanger together, and the cooling liquid in the power battery assembly heat management loop exchanges heat with the cooling liquid in the cooling liquid heat supply loop through the heat exchanger; the power battery assembly heat management loop and the refrigerant circulation loop are connected with the same cooler together, and cooling liquid in the power battery assembly heat management loop exchanges heat with the refrigerant in the refrigerant circulation loop through the cooler. The device can be used in a low-temperature environment lower than-10 ℃, and has the advantages of high energy consumption ratio coefficient, simple structure, high reliability of the compressor and low control difficulty.

Description

Automobile and heat pump system thereof

Technical Field

The application relates to the technical field of automobiles, in particular to a heat pump system of an automobile.

Background

The market share of new energy automobiles (mixed, extended range, pure electricity, etc.) is improved year by year. New energy automobiles require the configuration of a heat pump system because there is insufficient engine waste heat to meet the heating demand of the passenger compartment.

The basic heat pump system (see fig. 1) needs to absorb heat from the environment during heating, when the ambient temperature is lower than-10 ℃, the suction pressure of the compressor is reduced, so that the suction density is reduced, the flow rate of the refrigerant of the system is insufficient, and the heating capacity of the system is reduced, so that the system is not suitable for the low-temperature environment below-10 ℃.

An upgraded heat pump system (see figure 2) adopts a gas supplementing and enthalpy increasing technology to heat, and the heating process still needs to absorb heat from the external environment, so that high-pressure PTC auxiliary heat is also needed to achieve a better low-temperature (the ambient temperature is below-10 ℃), and the heat pump system has a complex structure due to the need of arranging the high-pressure PTC auxiliary heat.

Another type of upgraded heat pump system (see fig. 3) heats by adopting a compressor heating technology, the high-temperature and high-pressure refrigerant from the compressor is divided into two paths, (1) enters a passenger cabin for heating,

(2) the gaseous refrigerant is bypassed and then mixed with the liquid refrigerant in the path (1) to return to the compressor. In the heating process of the heat pump system, the flow of the refrigerant in two paths needs to be accurately controlled, the control difficulty is high, the compressor needs to be operated at an extremely high rotating speed, the requirement on the compressor is high, and the energy consumption of a power battery needs to be consumed, so that the energy consumption of the system is high (the specific coefficient of energy consumption COP is about 0.7-08).

In view of this, how to make the heat pump system of the automobile suitable for the low temperature environment below-10 ℃, and the energy consumption ratio coefficient is high, simple structure, easy control, be the technical problem that needs the technical staff of the field to solve.

Disclosure of Invention

In order to solve the technical problems, the application provides a heat pump system of an automobile, which comprises a cooling liquid heating loop, a refrigerant circulation loop and a power battery assembly thermal management loop; the power battery assembly of the automobile is connected to the power battery assembly thermal management loop;

the cooling liquid heat supply loop and the refrigerant circulation loop are connected with the same condenser together, and the cooling liquid in the cooling liquid heat supply loop exchanges heat with the refrigerant in the refrigerant circulation loop through the condenser;

the power battery assembly heat management loop and the cooling liquid heat supply loop are connected with the same heat exchanger together, and the cooling liquid in the power battery assembly heat management loop exchanges heat with the cooling liquid in the cooling liquid heat supply loop through the heat exchanger;

and the power battery assembly thermal management loop and the refrigerant circulation loop are connected with the same cooler, and the cooling liquid in the power battery assembly thermal management loop exchanges heat with the refrigerant in the refrigerant circulation loop through the cooler.

In one embodiment of the heat pump system, the cooling liquid heat supply loop is connected with a warm air core and a first valve device, the warm air core is connected in series with the cooling liquid outlet side of the condenser, the cooling liquid heat supply loop comprises a heat exchanger branch and a heat exchanger bypass branch, the heat exchanger branch and the heat exchanger bypass branch are connected in series between the cooling liquid outlet side of the warm air core and the cooling liquid inlet side of the condenser, the heat exchanger is connected with the heat exchanger branch, and the first valve device is used for switching on and off the heat exchanger branch or the heat exchanger bypass branch.

In one embodiment of the heat pump system, the cooling liquid heat supply loop is connected with a second valve device, the cooling liquid heat supply loop comprises an engine branch and an engine bypass branch, the engine branch and the engine bypass branch are connected in series between the cooling liquid outlet side of the warm air core and the cooling liquid inlet side of the condenser, the engine of the automobile is connected to the engine branch, and the second valve device is used for switching on and off the engine branch or the engine bypass branch.

In one embodiment of the heat pump system, the first valve device and the second valve device are each three-way valves.

In one embodiment of the heat pump system, the heat pump system comprises an engine thermal management loop, an engine of an automobile is connected to the engine thermal management loop, a high-temperature radiator is connected to the engine thermal management loop, and cooling liquid in the engine thermal management loop exchanges heat with the external environment through the high-temperature radiator.

In one embodiment of the heat pump system, the heat pump system comprises a motor assembly thermal management loop, a motor assembly of the automobile is connected to the motor assembly thermal management loop, a low-temperature radiator is connected to the motor assembly thermal management loop, and cooling liquid in the motor assembly thermal management loop exchanges heat with the external environment through the low-temperature radiator.

In one embodiment of the heat pump system, the heat pump system includes a heat dissipation loop, the heat dissipation loop and the refrigerant circulation loop are connected together to form a same water-cooled condenser, the water-cooled condenser is connected in series to an outlet side of the condenser, and the refrigerant in the refrigerant circulation loop exchanges heat with the cooling liquid in the heat dissipation loop through the water-cooled condenser.

In one embodiment of the heat pump system, the low-temperature radiator is further connected to the heat dissipation loop, and the cooling liquid in the heat dissipation loop exchanges heat with the external environment through the low-temperature radiator;

in one embodiment of the heat pump system, an evaporator is connected to the refrigerant circulation circuit, and the evaporator is connected in series to a refrigerant outlet side of the compressor, and the evaporator is connected in parallel to the cooler.

In addition, the application also provides an automobile comprising the heat pump system.

When the heat pump system provided by the application heats in a low-temperature environment (the environment temperature is lower than-10 ℃), the refrigerant does not absorb heat from the external environment, so that the heating effect is not affected by the low-temperature environment, the heat pump system is suitable for the low-temperature environment, and the high-pressure PTC auxiliary heat is not required to be arranged, so that the heat pump system is simple in structure.

In addition, when the heat pump system heats in a low-temperature environment (the environment temperature is lower than-10 ℃), the heat absorbed by the refrigerant from the power battery component heat management loop is equally returned to the power battery component heat management loop, and the refrigerant realizes self circulation, so that the low-temperature heating process does not absorb heat from the power battery, and the compressor does not work at a very high rotating speed, so that the reliability of the compressor is higher, the service life is longer, and the difficulty of system control is lower.

Drawings

FIG. 1 is a thermodynamic cycle diagram of a prior art basic heat pump system;

FIG. 2 is a thermodynamic cycle diagram of a prior art heat pump system employing a supplemental air enthalpy technique;

FIG. 3 is a thermodynamic cycle diagram of a prior art heat pump system employing compression refrigeration technology;

FIG. 4 is a schematic flow chart of an embodiment of a heat pump system provided herein;

FIG. 5 is a schematic flow chart of the heat pump system shown in FIG. 4 in a low temperature heating mode;

fig. 6 is a thermodynamic cycle diagram of the heat pump system shown in fig. 4.

The reference numerals are explained as follows:

a cooling liquid heating loop, a heat exchanger branch, a heat exchanger bypass branch, a 13 engine branch, a 14 engine bypass branch, a 15 first valve device, a 16 second valve device, a 17 electronic expansion valve and a 18 switchable thermal expansion valve;

2 a refrigerant circulation loop, 21 a compressor, 22 a pressure sensor and 23 a temperature sensor;

3 a thermal management loop for the power cell assembly,

4 engine thermal management loop

5 motor assembly thermal management loop

6, a heat dissipation loop;

the device comprises a cooler A, a heat exchanger B, a condenser C and a water-cooled condenser D.

Detailed Description

In order to make those skilled in the art better understand the technical solutions of the present application, the technical solutions of the present application are further described in detail below with reference to the accompanying drawings and the detailed description.

As shown in fig. 4, the heat pump system of the automobile provided by the application comprises a cooling liquid heating circuit 1, a refrigerant circulation circuit 2 and a power battery assembly heat management circuit 3. The power cell assembly is connected to a power cell assembly thermal management circuit 3. The power battery assembly includes a power battery, a charge control unit, and the like.

The same condenser C is connected to the coolant heat supply circuit 1 and the refrigerant circulation circuit 2 in common. The coolant in the coolant heat supply circuit 1 exchanges heat with the refrigerant in the refrigerant circulation circuit 2 through the condenser C.

The power battery assembly heat management loop 3 and the cooling liquid heat supply loop 1 are connected with the same heat exchanger B. The cooling liquid in the power battery management loop exchanges heat with the cooling liquid in the cooling liquid heating loop 1 through the heat exchanger B.

The power battery pack heat management circuit 3 and the refrigerant circulation circuit 2 are connected to the same cooler a. The cooler a is connected in series to the refrigerant outlet side of the condenser C. The coolant in the power battery management circuit exchanges heat with the refrigerant in the refrigerant circulation circuit 2 through the cooler a.

The refrigerant circulation circuit 2 is further connected to a compressor 21, and the compressor 21 is connected in series to the refrigerant inlet side of the condenser C.

And the cooling liquid heat supply loop 1 is also connected with a warm air core body which is connected in series at the cooling liquid outlet side of the condenser C.

The heating process of the heat pump system in a low temperature environment (the ambient temperature is lower than-10 ℃ C.) (see FIG. 5) is described as follows:

in the refrigerant cycle 2, the compressor 21 performs work, the refrigerant absorbs heat in the cooler a, and the refrigerant releases heat in the condenser C;

in the coolant heating circuit 1, the coolant absorbs heat in the condenser C, the coolant releases heat in the warm air core, the heat is blown away into the passenger compartment via a blower or other wind power device, and the coolant releases heat in the heat exchanger B.

In the power battery thermal management circuit, the cooling liquid absorbs heat in the heat exchanger B, and the cooling liquid releases heat in the cooler A.

According to the principle of conservation of heat, the heating process has the following heat relationship:

(1) In the refrigerant circulation circuit 2, the heat release amount of the refrigerant in the condenser c=the heat absorption amount of the refrigerant in the cooler a+the work amount of the compressor 21;

(2) In the coolant heat supply circuit 1, the amount of heat absorption of the coolant in the condenser c=the amount of heat release of the coolant in the warm air core+the amount of heat release of the coolant in the heat exchanger B.

(3) In the power cell assembly thermal management circuit 3, the amount of heat absorption of the coolant in the heat exchanger b=the amount of heat release of the coolant in the cooler a.

(4) Heat absorption amount of refrigerant in cooler a = heat release amount of coolant in cooler a;

(5) Heat release amount of refrigerant in the condenser c=heat absorption amount of the coolant in the condenser C;

(6) Heat release amount of the coolant in the heat exchanger b=heat absorption amount of the coolant in the heat exchanger B.

The following six formulas can be obtained:

(7) The amount of heat released from the coolant in the warm air core, i.e., the amount of heat obtained by the passenger compartment=the amount of work done by the compressor 21.

As can be seen from the above description, when the heat pump system provided by the application heats under the low-temperature environment with the environment temperature lower than-10 ℃, the refrigerant does not absorb heat from the external environment, so that the heating effect is not affected by the low-temperature environment, the heat pump system can be suitable for the low-temperature environment, and the high-pressure PTC auxiliary heat is not required, so that the heat pump system has a simple structure.

And, when the heat pump system heats under the environment temperature lower than-10 ℃, the heat absorbed by the refrigerant from the power battery component heat management loop 3 is equally returned to the power battery component heat management loop 3, and the refrigerant realizes self circulation, so that the heat absorbed by the power battery is not absorbed in the low-temperature heating process (compared with fig. 3 and 6, the energy consumption ratio coefficient of the heat pump system is increased by about 10% compared with that of the heat pump system shown in fig. 3), and the compressor 21 does not work at a very high rotating speed, so that the reliability of the compressor 21 is higher, the service life is longer, and the system control difficulty is lower.

In particular, as shown in fig. 4, the coolant heating circuit 1 may comprise a heat exchanger branch 11 and a heat exchanger bypass branch 12. The heat exchanger bypass 11 and the heat exchanger bypass 12 are both connected in series between the cooling fluid outlet side of the warm air core and the cooling fluid inlet side of the condenser C. The heat exchanger B is connected to the heat exchanger branch 11. The cooling liquid heating circuit 1 is connected with a first valve device 15, and the first valve device 15 is used for switching on and off the heat exchanger branch 11 or the heat exchanger bypass branch 12.

Specifically, as shown in fig. 4, the coolant heating circuit 1 may include an engine bypass 13 and an engine bypass 14. The engine branch 13 and the engine bypass branch 14 are each connected in series between the coolant outlet side of the warm air core and the coolant inlet side of the condenser C. The engine of the vehicle is connected to the engine branch 13. The coolant heating circuit 1 is connected with a second valve device 16, and the second valve device 16 is used for switching on and off the engine branch 13 or the engine bypass branch 14.

In the illustrated embodiment, the first valve device 15 and the second valve device 16 are three-way valves, but of course, the present utility model is not limited to three-way valves, and for example, the first valve device 15 may be two-way valves connected to the heat exchanger branch 11 and the heat exchanger bypass branch 12, respectively, and the second valve device 16 may be two-way valves connected to the engine branch 13 and the engine bypass branch 14, respectively.

By switching on and off the heat exchanger branch 11 or the heat exchanger bypass branch 12 and by switching on and off the engine branch 13 or the engine bypass branch 14, the coolant heating circuit 1 can realize the following three operation modes:

the first mode of operation is: the heat exchanger branch 11 is opened, the heat exchanger bypass branch 12 is closed (in fig. 4, by communicating the (2) port and the (3) port of the first valve device 15), the engine branch 13 is closed, and the engine bypass branch 14 is opened (in fig. 4, by communicating the (2) port and the (3) port of the second valve device 16), at which time the coolant flows out of the condenser C, then flows through the warm air core and the heat exchanger B in this order, and then returns to the condenser C.

The second mode of operation is: the heat exchanger branch 11 is closed, the heat exchanger bypass branch 12 is opened (in fig. 4, by making the (1) port and the (3) port of the first valve device 15 communicate), the engine branch 13 is closed, and the engine bypass branch 14 is opened (in fig. 4, by making the (2) port and the (3) port of the second valve device 16 communicate), at which time the coolant flows out of the condenser C, then flows through the warm air core, and then returns to the condenser C.

The third mode of operation is: the heat exchanger branch 11 is closed, the heat exchanger bypass branch 12 is opened (in fig. 4, by making the (1) port and the (3) port of the first valve device 15 communicate), the engine branch 13 is opened, and the engine bypass branch 14 is closed (in fig. 4, by making the (1) port and the (3) port of the second valve device 16 communicate), at which time the coolant flows out from the engine, then flows through the condenser C, the warm air core, and then returns to the engine in this order.

Further, as shown in fig. 4, the heat pump system may further be provided with an engine heat management circuit 4, the engine is connected to the engine heat management circuit 4, and a high-temperature radiator is connected to the engine heat management circuit 4. The cooling liquid in the engine thermal management loop 4 absorbs heat when flowing through the engine, so that the temperature of the engine can be reduced, heat is released when flowing through the high-temperature radiator, and the heat is blown into the external environment by wind power equipment such as a fan, so that the temperature of the cooling liquid is reduced.

Further, the heat pump system may also be provided with a motor assembly thermal management circuit 5. The motor assembly of the automobile is connected to the motor assembly thermal management loop 5, and the motor assembly comprises a motor controller, a water-cooling intercooler and the like.

The motor assembly heat management loop 5 is connected with a low-temperature radiator, cooling liquid in the motor assembly heat management loop 5 absorbs heat when flowing through the motor assembly, so that the motor assembly can be cooled, heat is released when flowing through the low-temperature radiator, and the heat is blown into the external environment by wind power equipment such as a fan, so that the temperature of the cooling liquid is reduced. The low temperature radiator and the high temperature radiator may be arranged side by side so as to be able to share the same wind power plant.

Furthermore, the heat pump system may further be provided with a heat dissipation loop 6, and the heat dissipation loop 6 and the refrigerant circulation loop 2 are connected to the same water-cooled condenser D. The water-cooled condenser D is connected in series to the refrigerant outlet side of the condenser C. The refrigerant in the refrigerant circulation circuit 2 can exchange heat with the coolant in the radiator circuit 6 through the water-cooled condenser D.

Specifically, the low-temperature radiator can be further connected to the heat dissipation loop 6, so that the cooling liquid in the heat dissipation loop 6 can be cooled through heat dissipation of the low-temperature radiator, and the low-temperature radiator not only plays a role in cooling the motor assembly, but also plays a role in cooling the refrigerant, so that the motor assembly is multipurpose, and the system structure is more facilitated to be simplified.

In a low-temperature environment (the environment temperature is lower than-10 ℃), the wind power equipment blowing the air to the low-temperature radiator is in a closed state, so that when heating is performed in the low-temperature environment, the heat absorbed by the refrigerant in the refrigerant circulation loop 2 from the environment through the water-cooled condenser D and the low-temperature radiator is reduced to be negligible, and therefore, under the condition that the water-cooled condenser D and the low-temperature radiator are arranged, the refrigerant does not absorb heat from the environment basically in the low-temperature heating process, and the heating effect is still not influenced by the low-temperature environment.

Specifically, the refrigerant circulation loop 2 is further connected with an evaporator, the evaporator is connected with the cooler a in parallel, and in the low-temperature heating process, the evaporator is in a closed state, and the refrigerant does not flow through the evaporator. The evaporator may be arranged in parallel with the warm air core so that both may share the same wind power plant.

Specifically, the refrigerant circulation loop 2 is further connected with an expansion valve, and specifically, the expansion valve is connected in series with the refrigerant inlet side of the evaporator, the refrigerant inlet side of the cooler a, and the refrigerant inlet side of the water-cooled condenser D. In the illustrated embodiment, the expansion valves connected in series to the refrigerant inlet side of the cooler a and the refrigerant inlet side of the water-cooled condenser D are large-diameter electronic expansion valves 17, and the expansion valve connected in series to the refrigerant inlet side of the evaporator is a openable and closable thermal expansion valve 18.

Specifically, the refrigerant circulation circuit 2 is further connected with a pressure sensor 22 and a temperature sensor 23, and in the illustrated embodiment, one pressure sensor 22 is connected to each of the refrigerant inlet side of the compressor 21 and the refrigerant outlet side of the condenser C, and one temperature sensor 23 is connected to each of the refrigerant inlet side of the condenser C and the refrigerant inlet side of the warm air core.

Specifically, each circuit is connected with a power component, and the power component can be a pump, a turbine and the like. In addition, each loop for flowing the cooling liquid is connected with a liquid storage part which is used for storing the cooling liquid and can be a water tank, a kettle and the like.

In summary, the core idea of the application is that the cooling liquid heating loop 1, the refrigerant circulation loop 2 and the power battery component heat management loop 3 are subjected to high-efficiency coupling heat exchange, so that the refrigerant forms self-circulation in the low-temperature heating process of the heat pump system, and heat is not absorbed from the external environment or the power battery.

The foregoing has outlined the principles and embodiments of the present application with the understanding that the present application is directed to a method and core idea of the present application. It should be noted that it would be obvious to those skilled in the art that various improvements and modifications can be made to the present application without departing from the principles of the present application, and such improvements and modifications fall within the scope of the claims of the present application.

Claims

1. A heat pump system of an automobile, characterized in that the heat pump system comprises a cooling liquid heating loop (1), a refrigerant circulation loop (2) and a power battery assembly heat management loop (3); the power battery assembly of the automobile is connected to the power battery assembly thermal management loop (3);

the cooling liquid heat supply loop (1) and the refrigerant circulation loop (2) are connected with the same condenser (C), and the cooling liquid in the cooling liquid heat supply loop (1) exchanges heat with the refrigerant in the refrigerant circulation loop (2) through the condenser (C);

the power battery assembly heat management loop (3) and the cooling liquid heat supply loop (1) are connected with the same heat exchanger (B), and cooling liquid in the power battery assembly heat management loop exchanges heat with cooling liquid in the cooling liquid heat supply loop (1) through the heat exchanger (B);

the power battery assembly heat management loop (3) and the refrigerant circulation loop (2) are connected with the same cooler (A), and cooling liquid in the power battery assembly heat management loop exchanges heat with the refrigerant in the refrigerant circulation loop (2) through the cooler (A).

2. Heat pump system of a vehicle according to claim 1, characterized in that the cooling liquid heating circuit (1) is connected with a warm air core and a first valve device (15), the warm air core is connected in series with the cooling liquid outlet side of the condenser (C), the cooling liquid heating circuit (1) comprises a heat exchanger branch (11) and a heat exchanger bypass branch (12), the heat exchanger branch (11) and the heat exchanger bypass branch (12) are connected in series between the cooling liquid outlet side of the warm air core and the cooling liquid inlet side of the condenser (C), the heat exchanger (B) is connected with the heat exchanger branch (11), and the first valve device (15) is used for switching on and off the heat exchanger branch (11) or the heat exchanger bypass branch (12).

3. Heat pump system of a vehicle according to claim 2, characterized in that the coolant heating circuit (1) is connected with a second valve device (16), the coolant heating circuit (1) comprises an engine branch (13) and an engine bypass branch (14), the engine branch (13) and the engine bypass branch (14) are connected in series between the coolant outlet side of the warm air core and the coolant inlet side of the condenser (C), the engine of the vehicle is connected to the engine branch (13), and the second valve device (16) is used for switching on and off the engine branch (13) or the engine bypass branch (14).

4. A heat pump system of a vehicle according to claim 3, characterized in that the first valve device (15) and the second valve device (16) are both three-way valves.

5. A heat pump system of a vehicle according to claim 3, characterized in that the heat pump system comprises an engine thermal management circuit (4), the engine being connected to the engine thermal management circuit (4), a high temperature radiator being connected to the engine thermal management circuit (4), the cooling fluid in the engine thermal management circuit (4) being in heat exchange with the external environment via the high temperature radiator.

6. The heat pump system of claim 5, wherein the heat pump system comprises a motor assembly thermal management circuit (5), a motor assembly of the vehicle is connected to the motor assembly thermal management circuit (5), a low-temperature radiator is connected to the motor assembly thermal management circuit (5), and the cooling liquid in the motor assembly thermal management circuit (5) exchanges heat with the external environment through the low-temperature radiator.

7. Heat pump system according to claim 6, characterized in that the heat pump system comprises a heat-dissipating circuit (6), wherein the heat-dissipating circuit (6) and the refrigerant circulation circuit (2) are connected together to the same water-cooled condenser (D), the water-cooled condenser (D) is connected in series to the outlet side of the condenser (C), and the refrigerant in the refrigerant circulation circuit (2) exchanges heat with the cooling liquid in the heat-dissipating circuit (6) through the water-cooled condenser (D).

8. The heat pump system of claim 7, wherein the low-temperature radiator is further connected to the heat-radiating circuit (6), and the coolant in the heat-radiating circuit (6) exchanges heat with the external environment through the low-temperature radiator.

9. Heat pump system according to any one of claims 1-8, characterized in that an evaporator is connected to the refrigerant circuit (2), which evaporator is connected in series to the refrigerant outlet side of the compressor (21), which evaporator is connected in parallel to the cooler (a).

10. An automobile, characterized in that it comprises a heat pump system according to any one of claims 1-9.