CN221023691U - Comprehensive thermal management system assembly of energy storage type railway vehicle and energy storage type railway vehicle - Google Patents

Abstract

The utility model provides an integrated heat management system assembly of an energy storage type railway vehicle and the energy storage type railway vehicle, which comprise a waterway system and a refrigerant system, wherein heat exchange is carried out between the waterway system and the refrigerant system through a plurality of heat exchangers, the waterway system is integrated with the vehicle, and the refrigerant system is installed on the vehicle after the external assembly of the vehicle is completed. The waterway system comprises a carriage air conditioning system and a power radiating system, and the carriage air conditioning system and the power radiating system are mutually isolated. The utility model integrates a plurality of air conditioners and heat dissipation devices which are separated originally, saves the cost for the whole vehicle design, and the total component of the integrated heat management system of the energy storage type railway vehicle is divided into a water path system and a refrigerant system, the water path system and the vehicle are integrated into a whole, the refrigerant system is installed on the vehicle after the external assembly of the vehicle is completed, and the whole air conditioner system completes refrigerant filling at an air conditioner manufacturer without the work of refrigerant filling and the like during the assembly of the vehicle.

Description

Comprehensive thermal management system assembly of energy storage type railway vehicle and energy storage type railway vehicle

Technical Field

The utility model belongs to the technical field of vehicle thermal management, and particularly relates to a comprehensive thermal management system assembly of an energy storage type railway vehicle and the energy storage type railway vehicle.

Background

At present, an electric automobile starts to use a comprehensive heat management air conditioner, but an energy storage type railway vehicle has not popularized a comprehensive heat management system. The independent systems of the carriage air conditioner, the battery thermal management air conditioner and the motor electric control heat dissipation system are generally operated, and the cost, the volume and the weight are not advantageous. In addition, some factories begin to use integrated cabin air conditioning and battery thermal management air conditioning, but without more integration, energy is not comprehensively utilized. At present, most of the carriage of the railway vehicle is heated by PTC (Positive temperature coefficient) heating, so that more energy is consumed, the heat pump technology adopted by the scheme heats the carriage by a compressor heat pump, and the heat in the electric control motor and the battery is recovered by a pipeline design, so that the carriage is heated, and the energy and the electricity consumption are saved.

Disclosure of utility model

The utility model mainly aims to solve the technical problems and provides an integrated heat management system assembly of an energy storage type railway vehicle and the energy storage type railway vehicle.

In order to achieve the above purpose, the technical scheme of the utility model is as follows:

The first technical scheme of the utility model is a comprehensive thermal management system assembly of an energy storage type railway vehicle, which comprises a waterway system and a refrigerant system, wherein the waterway system comprises a compartment air conditioning system and a power radiating system which are isolated from each other, and the power radiating system comprises a battery radiating system and a motor electric control radiating system which are communicated with each other;

The carriage air conditioning system comprises a first water pump, a carriage radiator, a carriage water tank and an evaporation fan.

Further, the method comprises the steps of,

The refrigerant system and the carriage air conditioning system exchange heat through a first heat exchanger;

The refrigerant system and the motor electric control heat dissipation system exchange heat through a second heat exchanger;

And heat exchange is performed between the refrigerant system and the battery heat dissipation system through a third heat exchanger.

Further, the carriage air conditioning system exchanges heat with the power radiating system through the fourth heat exchanger.

Further, a heat radiation water tank shared by the battery heat radiation system and the motor electric control heat radiation system is arranged in the power heat radiation system, and a heat radiation fan is shared by the heat radiation water tank and a condenser in the refrigerant system.

Further, the refrigerant system comprises a compressor system, the compressor system comprises a compressor and a gas-liquid separator, and the compressor system is connected to a refrigerant circulation pipeline through a four-way valve.

Further, an outlet of the compressor is connected to a first port of the four-way valve, an inlet of the gas-liquid separator is connected to a third port of the four-way valve, and a second port and a fourth port of the four-way valve are connected to a refrigerant circulation pipeline.

Further, the refrigerant system comprises a first circulating pipeline, a second circulating pipeline and a third circulating pipeline which are mutually connected in parallel, the first circulating pipeline exchanges heat with the carriage air conditioning system, the second circulating pipeline exchanges heat with the electric control heat dissipation system of the motor, and the third circulating pipeline exchanges heat with the battery heat dissipation system.

Further, the battery cooling system comprises a battery pack, a PTC heating module, a battery water tank and a second water pump.

Further, the motor electric control heat dissipation system comprises a motor electric control system and a third water pump.

A second aspect of the present utility model is an energy storage rail vehicle comprising an integrated thermal management system assembly for an energy storage rail vehicle as described above.

The utility model has the beneficial effects that:

1. The integrated heat management system assembly of the energy storage type railway vehicle integrates a plurality of originally separated air conditioners and heat dissipation equipment, saves cost, reduces weight, saves space and saves more energy for the whole vehicle design, and the integrated heat management system of the energy storage type railway vehicle is divided into a water path system and a refrigerant system, wherein the water path system and the vehicle are integrated into a whole, the refrigerant system is installed on the vehicle after the outside of the vehicle is assembled, the whole air conditioning system completes refrigerant filling at an air conditioner manufacturer, and the work of filling refrigerant and the like is not needed when the vehicle is assembled, so that the assembly time is saved.

2. The integrated heat management system assembly of the energy storage type railway vehicle can realize the integrated heat management function of energy, reasonably utilizes the heat and the cold generated by a refrigerant system to improve the integrated energy efficiency ratio of the whole machine, and saves energy and cost.

3. The waste heat recovery mode can be directly recovered through a waterway or through a compressor system. The recovery mode is many, and heat recovery is more thorough, avoids the waste of heat.

4. The integrated heat management system assembly of the energy storage type railway vehicle realizes that the electric control cooling system of the motor and the battery cooling system share one radiating water tank through the special waterway circulation design, saves the cost, and can realize the electric control of the motor and the natural heat dissipation of the battery and save the electric energy.

5. The integrated thermal management system assembly of the energy storage type railway vehicle shares a compressor, a condenser, a condensing fan and the like. Cost, vehicle space and weight are saved.

6. According to the integrated heat management system assembly of the energy storage type railway vehicle, all working modes can be carried out simultaneously or independently, intelligent control is achieved, control is more flexible, and the use requirements of the vehicle under all working conditions are met.

Drawings

The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the utility model. It is evident that the drawings in the following description are only examples, from which other drawings can be obtained by a person skilled in the art without the inventive effort. In the drawings:

FIG. 1 is a logic schematic diagram of an integrated thermal management system assembly of an energy storage rail vehicle of the present utility model;

FIG. 2 is a schematic diagram of an integrated thermal management system assembly operating mode 1 of an energy storage rail vehicle of the present utility model;

FIG. 3 is a schematic diagram of an integrated thermal management system assembly operating mode 2 of the energy storage rail vehicle of the present utility model;

FIG. 4 is a schematic diagram of an integrated thermal management system assembly operating mode 3 of the energy storage rail vehicle of the present utility model;

FIG. 5 is a schematic diagram of an integrated thermal management system assembly operational mode 4 of the energy storage rail vehicle of the present utility model;

FIG. 6 is a schematic diagram of an integrated thermal management system assembly operational mode 5 of the energy storage rail vehicle of the present utility model;

FIG. 7 is a schematic diagram of an integrated thermal management system assembly operating mode 6 of the energy storage rail vehicle of the present utility model;

FIG. 8 is a schematic diagram of an integrated thermal management system assembly operational mode 7 of the energy storage rail vehicle of the present utility model;

FIG. 9 is a schematic diagram of an integrated thermal management system assembly operating mode 8 of the energy storage rail vehicle of the present utility model;

FIG. 10 is a schematic diagram of an integrated thermal management system assembly operational mode 9 of the energy storage rail vehicle of the present utility model;

FIG. 11 is a schematic illustration of an integrated thermal management system assembly operational mode 10 of an energy storage rail vehicle of the present utility model;

FIG. 12 is a schematic view of an integrated thermal management system assembly operational mode 11 of the energy storage rail vehicle of the present utility model;

FIG. 13 is a schematic illustration of an integrated thermal management system assembly operating mode 12 of an energy storage rail vehicle of the present utility model;

FIG. 14 is a schematic view of an integrated thermal management system assembly operational mode 13 of the energy storage rail vehicle of the present utility model;

FIG. 15 is a schematic view of an integrated thermal management system assembly operational mode 14 of the energy storage rail vehicle of the present utility model;

FIG. 16 is a schematic view of an integrated thermal management system assembly operational mode 15 of an energy storage rail vehicle of the present utility model;

FIG. 17 is a schematic diagram of an integrated thermal management system assembly operational mode 16 of an energy storage rail vehicle of the present utility model.

Reference numerals illustrate:

100. A refrigerant system; 101. a compressor; 102. a gas-liquid separator; 103. a four-way valve; 1031. a first interface; 1032. a second interface; 1033. a third interface; 1034. a fourth interface; 104. a condenser; 105. a heat radiation fan; 106. a first expansion valve; 107. a second expansion valve; 108. a third expansion valve; 109. a fourth expansion valve; 110. a first one-way valve; 111. a second one-way valve; 112. a first heat exchanger; 113. a second heat exchanger; 114. a third heat exchanger;

200. A cabin air conditioning system; 201. a carriage water tank; 202. a first water pump; 203. a cabin radiator; 204. an evaporation fan; 205. a fourth heat exchanger;

300. A power heat dissipation system; 301. a battery pack; 302. a PTC heating module; 303. a second water pump; 304. a battery water tank; 305. a motor electric control system; 306. a third water pump; 307. a heat radiation water tank; 308. a first electromagnetic valve; 309. a second electromagnetic valve; 310. a third electromagnetic valve; 311. a fourth electromagnetic valve; 312. a fifth electromagnetic valve; 313. and a sixth electromagnetic valve.

It should be noted that these drawings and the written description are not intended to limit the scope of the inventive concept in any way, but to illustrate the inventive concept to those skilled in the art by referring to the specific embodiments.

Detailed Description

The present utility model will be described in further detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present utility model more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the utility model.

Example 1

As shown in fig. 1 and 2, the present embodiment provides an integrated thermal management system assembly of an energy storage type railway vehicle, which includes a water path system and a refrigerant system 100, wherein heat exchange is performed between the water path system and the refrigerant system 100 through a plurality of heat exchangers, the water path system is integrated with the vehicle, and the refrigerant system 100 is installed on the vehicle after the external assembly of the vehicle is completed.

The total components of the integrated heat management system of the energy storage type railway vehicle are a waterway system and a refrigerant system 100, the waterway system is integrated with the vehicle, the refrigerant system 100 is installed on the vehicle after the external assembly of the vehicle is completed, the whole air conditioning system is filled with the refrigerant by an air conditioner manufacturer, the work of filling the refrigerant and the like is not needed during the assembly of the vehicle, and the assembly time is saved.

Further, the waterway system comprises a compartment air conditioning system 200 and a power heat dissipation system 300 which are isolated from each other and circulate independently, wherein the power heat dissipation system 300 comprises a battery heat dissipation system and a motor electric control heat dissipation system which are communicated with each other.

Further, heat exchange is performed between the refrigerant system 100 and the cabin air conditioning system 200 through the first heat exchanger 112; the refrigerant system 100 and the motor electric control heat dissipation system exchange heat through the second heat exchanger 113; heat exchange is performed between the refrigerant system 100 and the battery heat dissipation system through the third heat exchanger.

Further, the cabin air conditioning system 200 exchanges heat with the power radiating system 300 through the fourth heat exchanger.

Further, in the present embodiment, the heat exchange between the water channel system and the refrigerant system 100 is controlled by changing the flow direction of the refrigerant in the refrigerant system 100 and the on-off state of the pipeline.

In this embodiment, the cabin air conditioning system 200, the battery heat dissipation system and the motor electric control heat dissipation system all circulate heat in a waterway circulation manner, and the three systems exchange heat with the refrigerant system 100 through different heat exchangers respectively, and by changing the flow direction of the refrigerant in the refrigerant system 100 and the on-off of the pipelines, whether the systems exchange heat and transfer heat between the three systems can be controlled, so that high efficiency, energy saving and comprehensive heat management and control are truly achieved.

In particular, the cabin air conditioning system 200 adopts an unconventional waterway circulation mode, is not connected through the refrigerant system 100, is convenient for a vehicle factory to assemble an air conditioner, and the whole air conditioning system completes refrigerant filling at an air conditioner manufacturer, does not need to perform work such as refrigerant filling during vehicle assembly, and saves assembly time.

Further, a heat dissipating water tank 307 shared by the battery heat dissipating system and the motor electric control heat dissipating system is provided in the power heat dissipating system 300, and the heat dissipating water tank 307 and the condenser 104 in the refrigerant system 100 share a heat dissipating fan. Because the water paths of the battery cooling system and the motor electric control cooling system are communicated, the cooling water tank 307 which can be shared can effectively cool the two systems at the same time, and the efficiency is improved. The shared radiator 307 and the condenser 104 in the refrigerant system 100 share the radiator fan, so that the number and the volume of the radiator are effectively reduced, the structure is compact, the space is saved, and the cost is reduced.

Further, the refrigerant system 100 includes a compressor 101 system, including a compressor 101 and a gas-liquid separator 102, where the compressor 101 system is connected to a refrigerant circulation line through a four-way valve 103.

Further, an outlet of the compressor 101 is connected to a first port of the four-way valve 103, an inlet of the gas-liquid separator 102 is connected to a third port of the four-way valve 103, and a second port and a fourth port of the four-way valve 103 are connected to a refrigerant circulation pipeline.

Further, the refrigerant system 100 includes a first circulation line, a second circulation line and a third circulation line connected in parallel, where the first circulation line exchanges heat with the cabin air conditioning system 200, the second circulation line exchanges heat with the electric control heat dissipation system of the motor, and the third circulation line exchanges heat with the battery heat dissipation system.

Through the mode of circulation line break-make and direction change, the waste heat recovery mode of energy storage type rail vehicle's comprehensive thermal management system assembly in this embodiment both can directly retrieve through the water route, also can retrieve through compressor 101 system, and recovery mode is many, and heat recovery is more thorough, avoids the waste of heat. Meanwhile, all working modes can be carried out simultaneously or independently, intelligent control is realized, control is more flexible, and the use requirements of the vehicle under all working conditions are met.

Specifically, the second port of the four-way valve 103 is connected to the condenser 104, and the first circulation pipeline, the second circulation pipeline and the third circulation pipeline share the same set of compressor 101 system and condenser 104, so that the weight and the volume of the thermal management system are reduced.

The outlet pipeline of the condenser 104 is divided into two paths, one path is provided with a first expansion valve 106, the other path is provided with a first one-way valve, the rear loop is also divided into two paths, one path is provided with a second expansion valve 107, the other path is provided with a second one-way valve, and the flow direction of the refrigerant can be controlled by opening the four-way valve 103 and opening the electronic expansion valve and the one-way valve in combination, so that the refrigerating or heating function of the refrigerant system 100 can be switched.

The second circulation pipeline is provided with a third expansion valve 108, the third circulation pipeline is provided with a fourth expansion valve 109, the opening and closing of the third expansion valve 108 and the fourth expansion valve 109 are controlled to control the on-off of the second circulation pipeline and the third circulation pipeline, and the opening of the third circulation pipeline is used for controlling the temperature.

The cabin air conditioning system 200 is provided with a cabin water tank 201, a first water pump, a cabin radiator 203 and an evaporation fan 204, and in this embodiment, the cabin radiator 203 preferably adopts a small evaporator, which can play a role in auxiliary refrigeration. The water in the pipeline circulates under the drive of the first water pump, and can exchange heat with the refrigerant system 100 through the first heat exchanger 112 or the power heat dissipation system 300 through the fourth heat exchanger according to the running state. The circulating water in the cabin off air conditioning system is replenished or replaced by the cabin water tank 201.

The power heat dissipation system 300 comprises a battery heat dissipation system and a motor electric control heat dissipation system, wherein a battery pack 301, a battery water tank 304, a second water pump 303 and a PTC heating module 302 are arranged in the battery heat dissipation system, and the battery heat dissipation system exchanges heat with a third circulation pipeline of the refrigerant system 100 through a third heat exchanger; the motor electric control module and the third water pump are arranged in the motor electric control heat dissipation system, heat exchange is carried out between the motor electric control module and the second circulation pipeline of the refrigerant system 100 through the second heat exchanger 113, heat exchange is carried out between the motor electric control heat dissipation system and the carriage air conditioning system 200 through the fourth heat exchanger, further, the battery heat dissipation system is communicated with the motor electric control heat dissipation system through the circulation pipeline of the heat dissipation water tank 307, the flow direction of circulating water is controlled through the on-off of the first electromagnetic valve to the sixth electromagnetic valve as shown in the figure, and then the specific heat exchange working mode of the power heat dissipation system 300 is controlled. It should be noted that, only one PTC heating module 302 is provided in the whole waterway system, so that the battery can be heated and the cabin can be synchronously heated by the heat exchanger.

Example 2

The embodiment specifically describes 16 working modes which can be realized by the integrated thermal management system assembly of the energy storage type railway vehicle.

Working mode 1: heat pump air conditioner for heating carriage

As shown in fig. 2, the gas refrigerant is compressed by the compressor 101 and becomes high-temperature and high-pressure gas to be discharged, the first port 1031 and the fourth port 1034 of the four-way valve 103 are communicated, the second port 1032 and the third port 1033 are communicated, and the refrigerant enters the first heat exchanger 112 through the four-way valve 103 to be cooled into high-temperature and high-pressure liquid.

The cooled liquid refrigerant enters the condenser 104 after being throttled and cooled by the first expansion valve 106 through the second one-way valve 111, and after heat exchange with outdoor air through the cooling fan 105, the cooled liquid refrigerant absorbs heat in the air and returns to the gas-liquid separator 102 through the four-way valve 103.

The refrigerant enters the suction port of the compressor 101 to complete one refrigeration cycle. In this process, the second check valve 111 and the first expansion valve 106 are turned on, and the first check valve 110, the second expansion valve 107, the third expansion valve 108, and the fourth expansion valve 109 are closed.

The first water pump 202 and the third water pump 306 work, the fourth heat exchanger 205 does not exchange heat, and the carriage radiator 203 exchanges heat in the system to the carriage under the action of the evaporating fan 204.

Working mode 2: PTC heating module heats carriage and battery pack (auxiliary heating)

As shown in fig. 3, when the cabin and the battery have a heating requirement in a low temperature environment, the PTC heating module 302 operates, and the battery pack 301 is heated by the water circulation through the second water pump 303, the fifth solenoid valve 312, the second solenoid valve 309, and the third solenoid valve 310. Heat is transferred to the cabin air conditioning system 200 through the fourth heat exchanger 205. The first water pump 202 and the third water pump 306 are operated, and the cabin radiator 203 transmits heat to the cabin under the operation of the evaporation fan 204.

Other devices such as the compressor 101 are not operated.

Working mode 3: in the charging mode, the heat generated by the battery is recovered into the carriage (battery waste heat recovery during charging)

As shown in fig. 4, in the low-temperature charging mode, the battery pack 301 emits heat when charged, and the second water pump 303, the fifth electromagnetic valve 312, the second electromagnetic valve 309, the third electromagnetic valve 310, and the third electromagnetic valve 310 are operated to heat the fourth heat exchanger 205 by the water circuit circulation. Heat is transferred out to the cabin waterway system through the fourth heat exchanger 205. The first water pump 202 and the third water pump 306 are operated, and the cabin radiator 203 transmits heat to the cabin under the operation of the evaporation fan 204.

Other devices such as the compressor 101 are not operated.

Working mode 4: in the charging mode, the heat productivity of the battery is recovered and stored in the motor electric control system (the waste heat of the battery is recovered during charging)

As shown in fig. 5, in the low temperature charging mode, when the heating of the vehicle cabin is completed or is not required, the battery pack 301 emits heat when charged, and the second water pump 303, the fifth electromagnetic valve 312, the third electromagnetic valve 310 and the fourth electromagnetic valve 311 are operated to heat the water in the motor electric control system 305 through the water circuit. And the heat is stored, so that waste is avoided.

Other devices such as the compressor 101 are not operated.

Working mode 5: running mode, all heat sources heat the carriage

As shown in fig. 6, the gas refrigerant is compressed by the compressor 101 and then becomes high-temperature and high-pressure gas to be discharged, the first interface 1031 and the fourth interface 1034 of the four-way valve 103 are communicated, the second interface 1032 and the third interface 1033 are communicated, the refrigerant enters the first heat exchanger 112 through the four-way valve 103, exchanges heat with the cabin air conditioning system 200, emits heat, and the cabin radiator 203 exchanges heat in the system into the cabin under the action of the evaporating fan 204, so as to realize heating of the cabin.

The cooled liquid refrigerant is divided into two paths through the second one-way valve 111, one path is throttled and cooled through the first expansion valve 106 and then enters the condenser 104, and after heat exchange is carried out between the cooled liquid refrigerant and the outdoor air through the cooling fan 105, heat in the air is absorbed and then returned to the gas-liquid separator 102 through the four-way valve 103.

The other path of refrigerant enters the third heat exchanger 114 after being throttled by the fourth expansion valve 109, exchanges heat with high-temperature cooling liquid flowing back from the battery system, cools the cooling liquid and directly returns to the gas-liquid separator 102. After the two refrigerant parts are converged by the gas-liquid separator 102, the two refrigerant parts enter the air suction port of the compressor 101 to complete one refrigeration cycle. In the process, the second check valve 111 is conducted, the first check valve 110 is closed, and the second expansion valve 107 and the third expansion valve 108 are closed; the sixth solenoid valve 313 operates and the fifth solenoid valve 312 closes.

The battery electric control waterway circulation system works, the third water pump 306, the fourth electromagnetic valve 311, the second electromagnetic valve 309, the third electromagnetic valve 310 and the fourth heat exchanger 205 work, and the independent water cooling circulation transfers the heat of the motor electric control system 305 to the carriage air conditioning system 200 through the fourth heat exchanger 205. And heating the carriage.

Working mode 6: mode of driving at low temperature

As shown in fig. 7, the gas refrigerant is compressed by the compressor 101 and then becomes high-temperature and high-pressure gas to be discharged, the first interface 1031 and the fourth interface 1034 of the four-way valve 103 are communicated, the second interface 1032 and the third interface 1033 are communicated, the refrigerant enters the first heat exchanger 112 through the four-way valve 103, and exchanges heat with the cabin air conditioning system 200 to release heat, and the cabin radiator 203 exchanges heat in the system into the cabin under the action of the evaporating fan 204 to realize heating of the cabin.

The cooled liquid refrigerant is throttled and cooled by the first expansion valve 106 through the second check valve 111, enters the condenser 104, exchanges heat with outdoor air through the cooling fan 105, absorbs heat in the air, and returns to the gas-liquid separator 102 through the four-way valve 103.

The motor electric control heat dissipation system and the battery heat dissipation system work, and the third water pump 306, the second water pump 303, the fourth electromagnetic valve 311, the third electromagnetic valve 310, the fifth electromagnetic valve 312 and the fourth heat exchanger 205 work to heat the battery pack 301 by heat generated by the motor electric control system 305. The first solenoid valve 308, the second solenoid valve 309, the sixth solenoid valve 313, the fourth heat exchanger 205, and the radiator 307 are not operated.

Working mode 7: low temperature park mode: compressor heat pump to heat the cabin and battery pack

As shown in fig. 8, the gas refrigerant is compressed by the compressor 101 and then becomes high-temperature and high-pressure gas to be discharged, the first interface 1031 and the fourth interface 1034 of the four-way valve 103 are communicated, the second interface 1032 and the third interface 1033 are communicated, the refrigerant enters the first heat exchanger 112 through the four-way valve 103, and exchanges heat with the cabin air conditioning system 200 to release heat, and the cabin radiator 203 exchanges heat in the system into the cabin under the action of the evaporating fan 204 to realize heating of the cabin.

The cooled liquid refrigerant is throttled and cooled by the first expansion valve 106 through the second check valve 111, enters the condenser 104, exchanges heat with outdoor air through the cooling fan 105, absorbs heat in the air, and returns to the gas-liquid separator 102 through the four-way valve 103.

The battery cooling system works, and the second water pump 303, the second electromagnetic valve 309, the third electromagnetic valve 310, the fifth electromagnetic valve 312 and the fourth heat exchanger 205 work to heat the battery pack 301 by heat in the fourth heat exchanger 205. The first solenoid valve 308, the fourth solenoid valve 311, and the sixth solenoid valve 313 are not operated.

Working mode 8: all heat sources heat the carriage (except PTC heating module)

As shown in fig. 9, the gas refrigerant is compressed by the compressor 101 and then becomes high-temperature and high-pressure gas to be discharged, the first interface 1031 and the fourth interface 1034 of the four-way valve 103 are communicated, the second interface 1032 and the third interface 1033 are communicated, the refrigerant enters the first heat exchanger 112 through the four-way valve 103, and exchanges heat with the cabin air conditioning system 200 to release heat, and the cabin radiator 203 exchanges heat in the system into the cabin under the action of the evaporating fan 204 to realize heating of the cabin.

The cooled liquid refrigerant is divided into two paths through the second one-way valve 111, one path is throttled and cooled through the first expansion valve 106 and then enters the condenser 104, and after heat exchange is carried out between the cooled liquid refrigerant and the outdoor air through the cooling fan 105, heat in the air is absorbed and then returned to the gas-liquid separator 102 through the four-way valve 103.

The other path of refrigerant enters the third heat exchanger 114 after being throttled by the fourth expansion valve 109, exchanges heat with high-temperature cooling liquid flowing back from the battery system, cools the cooling liquid and directly returns to the gas-liquid separator 102. After the two refrigerant parts are converged by the gas-liquid separator 102, the two refrigerant parts enter the air suction port of the compressor 101 to complete one refrigeration cycle. In the process, the second check valve 111 is conducted, the first check valve 110 is closed, and the second expansion valve 107 and the third expansion valve 108 are closed; the sixth solenoid valve 313 operates, the second water pump 303 operates, and the fifth solenoid valve 312 closes.

The motor electric control heat dissipation system works, the third water pump 306, the fourth electromagnetic valve 311, the second electromagnetic valve 309 and the fourth heat exchanger 205 work, the first electromagnetic valve 308 and the third electromagnetic valve 310 are closed, and the independent water cooling circulation is carried out, so that the heat generated by the motor electric control system 305 is transferred into the carriage air conditioning system 200 through the fourth heat exchanger 205 to heat the carriage.

Working mode 9: compressor heating battery (energy-saving mode for battery heating)

As shown in fig. 10, the gas refrigerant is compressed by the compressor 101 and becomes high-temperature and high-pressure gas to be discharged, the first interface 1031 and the fourth interface 1034 of the four-way valve 103 are communicated, the second interface 1032 and the third interface 1033 are communicated, the refrigerant enters the first heat exchanger 112 through the four-way valve 103, and the first water pump 202 works by exchanging heat with the cabin air conditioning system 200, so that heat in the fourth heat exchanger 205 is transferred to the battery cooling system.

The cooled liquid refrigerant is throttled and cooled by the first expansion valve 106 through the second check valve 111, enters the condenser 104, exchanges heat with outdoor air through the cooling fan 105, absorbs heat in the air, and returns to the gas-liquid separator 102 through the four-way valve 103.

The battery cooling system works, and the second water pump 303, the second electromagnetic valve 309, the third electromagnetic valve 310, the fifth electromagnetic valve 312 and the fourth heat exchanger 205 work to heat the battery by the heat in the fourth heat exchanger 205. The first solenoid valve 308, the fourth solenoid valve 311, and the sixth solenoid valve 313 are not operated.

Operation mode 10: driving mode, electric control heat of motor heats carriage

As shown in fig. 11, in the driving mode, when the vehicle cabin has a heating requirement, the heat of the motor electric control system 305 is preferentially used for heating the vehicle cabin, and when the water temperature meets the requirement, the third water pump 306, the fourth electromagnetic valve 311 and the second electromagnetic valve 309 work, and the fourth heat exchanger 205 is heated by water circulation. Heat is transferred to the cabin air conditioning system 200 through the fourth heat exchanger 205. The first water pump 202 is operated, and the cabin radiator 203 transfers heat into the cabin under the operation of the evaporation fan 204.

Other devices such as the compressor 101 are not operated.

Operation mode 11: demisting mode

As shown in fig. 12, the gas refrigerant is compressed by the compressor 101 and becomes high-temperature and high-pressure gas to be discharged, the first port 1031 and the second port 1032 of the four-way valve 103 are communicated, the third port 1033 and the fourth port 1034 are communicated, and the refrigerant passes through the four-way valve 103 and enters the condenser 104 to be cooled into high-temperature and high-pressure liquid.

The liquid refrigerant enters the first heat exchanger 112 after being throttled and cooled by the first check valve 110 and the second expansion valve 107, and the refrigerant rapidly evaporates and absorbs heat in the carriage air conditioning system 200 and then returns to the gas-liquid separator 102 through the four-way valve 103.

The refrigerant enters the suction port of the compressor 101 to complete one refrigeration cycle. In this process, the first check valve 110 and the second expansion valve 107 are turned on, and the second check valve 111, the first expansion valve 106, the third expansion valve 108, and the fourth expansion valve 109 are closed.

The first water pump 202 works, the fourth heat exchanger 205 does not exchange heat, and the carriage radiator 203 blows cold air to glass through air door control under the action of a fan to defog the glass.

Operating mode 12: defrosting mode

As shown in fig. 13, the gas refrigerant is compressed by the compressor 101 and becomes high-temperature and high-pressure gas to be discharged, and the gas refrigerant passes through the four-way valve 103 and enters the first heat exchanger 112 to be cooled into high-temperature and high-pressure liquid.

The cooled liquid refrigerant enters the condenser 104 after being throttled and cooled by the first expansion valve 106 through the second one-way valve 111, and after heat exchange with outdoor air through the cooling fan 105, the cooled liquid refrigerant absorbs heat in the air and returns to the gas-liquid separator 102 through the four-way valve 103.

The refrigerant enters the suction port of the compressor 101 to complete one refrigeration cycle. In the process, the second check valve 111 is conducted, the check valve 3 is conducted, the first check valve 110 is closed, and the second expansion valve 107, the third expansion valve 108 and the fourth expansion valve 109 are closed.

The first water pump 202 works, the fourth heat exchanger 205 does not exchange heat, and the carriage radiator 203 blows hot air to glass through air door control under the action of a fan to defrost the glass.

Operation mode 13: super-charging mode

As shown in fig. 14, the gas refrigerant is compressed by the compressor 101 and becomes high-temperature and high-pressure gas to be discharged, the first port 1031 and the second port 1032 of the four-way valve 103 are communicated, the third port 1033 and the fourth port 1034 are communicated, and the refrigerant passes through the four-way valve 103 and enters the condenser 104 to be cooled into high-temperature and high-pressure liquid.

The liquid refrigerant enters the first heat exchanger 112 after being throttled and cooled by the first check valve 110 and the second expansion valve 107, and the refrigerant rapidly evaporates and absorbs heat in the carriage air conditioning system 200 and then returns to the gas-liquid separator 102 through the four-way valve 103.

The refrigerant enters the suction port of the compressor 101 to complete one refrigeration cycle. In the process, the first check valve 110 is conducted, the second check valve 111 is closed, and the second expansion valve 107, the third expansion valve 108 and the first expansion valve 106 are closed;

the second water pump 303 is operated, the sixth electromagnetic valve 313 is turned on, the third electromagnetic valve 310 and the fifth electromagnetic valve 312 are turned off, and heat in the battery is transferred to the board through the battery cooling system. And (5) completing the refrigeration of the battery.

Operating mode 14: non-overcharge mode

As shown in fig. 15, in the non-overcharge mode, when the outside ambient temperature is low, heat exchange is preferentially performed by the radiator 307 according to the outdoor temperature judgment. The compressor 101 circuit is not operating at this time.

The first electromagnetic valve 308, the third electromagnetic valve 310 and the fifth electromagnetic valve 312 work, the second electromagnetic valve 309, the fourth electromagnetic valve 311 and the sixth electromagnetic valve 313 do not work, the second water pump 303 works, and after the water path circulates, the heat is taken away from the heat dissipating water tank 307 by the heat dissipating fan 105, so that the temperature of the battery is reduced.

Operation mode 15: carriage refrigeration mode

As shown in fig. 16, the refrigerant is compressed by the compressor 101 and becomes high-temperature and high-pressure gas to be discharged, the first port 1031 and the second port 1032 of the four-way valve 103 are communicated, the third port 1033 and the fourth port 1034 are communicated, and the refrigerant passes through the four-way valve 103 and enters the condenser 104 to be cooled into high-temperature and high-pressure liquid.

The liquid refrigerant enters the evaporator after being throttled and cooled by the first check valve 110 and the fourth expansion valve 109, and after being subjected to heat exchange with the battery circulating waterway by the third heat exchanger 114, absorbs heat in the battery and returns to the gas-liquid separator 102 by the four-way valve 103.

The refrigerant enters the suction port of the compressor 101 to complete one refrigeration cycle. In the process, the first check valve 110 is conducted, the second check valve 111 is closed, and the second expansion valve 107, the third expansion valve 108 and the fourth expansion valve 109 are closed;

The first water pump 202 works, the fourth heat exchanger 205 does not exchange heat, and the carriage radiator 203 cools the carriage under the action of the fan.

Operation mode 16: full vehicle refrigeration mode

As shown in fig. 16, the gas refrigerant is compressed by the compressor 101 and becomes high-temperature and high-pressure gas to be discharged, the first port 1031 and the second port 1032 of the four-way valve 103 are communicated, the third port 1033 and the fourth port 1034 are communicated, and the refrigerant passes through the four-way valve 103 and enters the condenser 104 to be cooled into high-temperature and high-pressure liquid.

The liquid refrigerant enters the first heat exchanger 112 after being throttled and cooled by the first check valve 110 and the second expansion valve 107, and the refrigerant rapidly evaporates and absorbs heat in the carriage air conditioning system 200 and then returns to the gas-liquid separator 102 through the four-way valve 103.

The refrigerant enters the suction port of the compressor 101 to complete one refrigeration cycle. In this process, the first check valve 110 is turned on, the second check valve 111 is closed, and the second expansion valve 107, the third expansion valve 108, and the fourth expansion valve 109 are closed.

The first water pump 202 works, the fourth heat exchanger 205 does not exchange heat, and the carriage radiator 203 cools the carriage under the action of the fan.

The other path of refrigerant enters the third heat exchanger 114 after being throttled by the fourth expansion valve 109, exchanges heat with high-temperature cooling liquid flowing back from the battery system, cools the cooling liquid and directly returns to the gas-liquid separator 102. After the two refrigerant parts are converged by the gas-liquid separator 102, the two refrigerant parts enter the air suction port of the compressor 101 to complete one refrigeration cycle. In the process, the first check valve 110 is closed by conducting the second check valve 111, the second expansion valve 107 is closed, and the fourth expansion valve 109 is opened.

When the motor is in electric control and heat dissipation is needed, the third water pump 306 is started, the first electromagnetic valve 308 and the fourth electromagnetic valve 311 are started, the second electromagnetic valve 309 and the third electromagnetic valve 310 are closed, heat in the motor is in electric control and dissipated through the heat dissipating water tank 307 and the heat dissipating fan 105 in the outdoor environment, when the water temperature cannot be reduced, the third expansion valve 108 can be started, and heat in the motor electric control system is absorbed through the second heat exchanger 113 to reduce the temperature. The refrigerant directly returns to the gas-liquid separator 102 and enters the air suction port of the compressor 101 to complete one refrigeration cycle.

Example 3

The embodiment provides an energy storage type railway vehicle, which comprises the integrated heat management system assembly of the energy storage type railway vehicle.

In the description of the present utility model, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium. The specific meaning of the above terms in the present utility model will be understood in specific cases by those of ordinary skill in the art.

In the description of the present utility model, it should be noted that the directions or positional relationships indicated by the terms "upper", "lower", "front", "rear", "left", "right", "inner", "outer", "top", "bottom", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of describing the present utility model and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present utility model.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the present utility model, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.

In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present utility model. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.

As mentioned above, similar technical solutions can be derived from the solution content presented in connection with the figures. However, any simple modification, equivalent variation and modification of the above embodiments according to the technical substance of the present utility model still fall within the scope of the technical solution of the present utility model.

Claims (10)

1. The utility model provides an energy storage type rail vehicle's comprehensive thermal management system assembly, includes waterway system and refrigerant system, its characterized in that: the waterway system comprises a carriage air conditioning system and a power radiating system which are isolated from each other, and the power radiating system comprises a battery radiating system and a motor electric control radiating system which are communicated with each other;

The carriage air conditioning system comprises a first water pump, a carriage radiator, a carriage water tank and an evaporation fan.

2. The integrated thermal management system assembly of an energy storage rail vehicle of claim 1, wherein: the refrigerant system and the carriage air conditioning system exchange heat through a first heat exchanger;

The refrigerant system and the motor electric control heat dissipation system exchange heat through a second heat exchanger;

And heat exchange is performed between the refrigerant system and the battery heat dissipation system through a third heat exchanger.

3. The integrated thermal management system assembly of an energy storage rail vehicle of claim 2, wherein: and the carriage air conditioning system exchanges heat with the power radiating system through the fourth heat exchanger.

4. The integrated thermal management system assembly of an energy storage rail vehicle of claim 2, wherein: the power heat dissipation system is internally provided with a heat dissipation water tank shared by the battery heat dissipation system and the motor electric control heat dissipation system, and the heat dissipation water tank and a condenser in the refrigerant system share a heat dissipation fan.

5. The integrated thermal management system assembly of an energy storage rail vehicle of claim 2, wherein: the refrigerant system comprises a compressor system, and comprises a compressor and a gas-liquid separator, and the compressor system is connected to a refrigerant circulation pipeline through a four-way valve.

6. The integrated thermal management system assembly for an energy storage rail vehicle of claim 5, wherein: the outlet of the compressor is connected with the first port of the four-way valve, the inlet of the gas-liquid separator is connected with the third port of the four-way valve, and the second port and the fourth port of the four-way valve are connected with the refrigerant circulation pipeline.

7. The integrated thermal management system assembly for an energy storage rail vehicle of claim 6, wherein: the refrigerant system comprises a first circulating pipeline, a second circulating pipeline and a third circulating pipeline which are mutually connected in parallel, wherein the first circulating pipeline exchanges heat with the carriage air conditioning system, the second circulating pipeline exchanges heat with the motor electric control heat dissipation system, and the third circulating pipeline exchanges heat with the battery heat dissipation system.

8. The integrated thermal management system assembly of an energy storage rail vehicle of claim 1, wherein: the battery cooling system comprises a battery pack, a PTC heating module, a battery water tank and a second water pump.

9. The integrated thermal management system assembly of an energy storage rail vehicle of claim 1, wherein: the motor electric control heat dissipation system comprises a motor electric control system and a third water pump.

10. An energy storage type rail vehicle, characterized in that: an integrated thermal management system assembly comprising the energy storage rail vehicle of any one of claims 1-9.