WO2015139662A1 - 增程序电动巴士的循环系统 - Google Patents

增程序电动巴士的循环系统 Download PDF

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Publication number
WO2015139662A1
WO2015139662A1 PCT/CN2015/074803 CN2015074803W WO2015139662A1 WO 2015139662 A1 WO2015139662 A1 WO 2015139662A1 CN 2015074803 W CN2015074803 W CN 2015074803W WO 2015139662 A1 WO2015139662 A1 WO 2015139662A1
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WO
WIPO (PCT)
Prior art keywords
flow path
switching device
motor
flow
cooling
Prior art date
Application number
PCT/CN2015/074803
Other languages
English (en)
French (fr)
Inventor
杨安陶
陈铮铮
Original Assignee
台湾立凯绿能移动股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 台湾立凯绿能移动股份有限公司 filed Critical 台湾立凯绿能移动股份有限公司
Priority to CA2943304A priority Critical patent/CA2943304C/en
Priority to JP2017500120A priority patent/JP6279142B2/ja
Priority to CN201580014072.4A priority patent/CN106457969B/zh
Priority to KR1020167029212A priority patent/KR101921807B1/ko
Priority to US15/127,500 priority patent/US20180170144A1/en
Priority to EP15764700.9A priority patent/EP3121043B1/en
Publication of WO2015139662A1 publication Critical patent/WO2015139662A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • B60H1/00392—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for electric vehicles having only electric drive means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00371—Air-conditioning arrangements specially adapted for particular vehicles for vehicles carrying large numbers of passengers, e.g. buses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • B60H1/004—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for vehicles having a combustion engine and electric drive means, e.g. hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00485—Valves for air-conditioning devices, e.g. thermostatic valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00507—Details, e.g. mounting arrangements, desaeration devices
    • B60H1/00557—Details of ducts or cables
    • B60H1/00571—Details of ducts or cables of liquid ducts, e.g. for coolant liquids or refrigerants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H1/00885—Controlling the flow of heating or cooling liquid, e.g. valves or pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
    • B60H1/14—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit
    • B60H1/143—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the heat being derived from cooling an electric component, e.g. electric motors, electric circuits, fuel cells or batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P9/00—Cooling having pertinent characteristics not provided for in, or of interest apart from, groups F01P1/00 - F01P7/00
    • F01P9/06—Cooling having pertinent characteristics not provided for in, or of interest apart from, groups F01P1/00 - F01P7/00 by use of refrigerating apparatus, e.g. of compressor or absorber type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H2001/00307—Component temperature regulation using a liquid flow
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/18—Buses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/46—Heat pumps, e.g. for cabin heating
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/14—Trucks; Load vehicles, Busses
    • B60Y2200/143—Busses
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P2007/146—Controlling of coolant flow the coolant being liquid using valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2050/00—Applications
    • F01P2050/24—Hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/18—Heater

Definitions

  • the invention relates to a circulation system of an extended program electric bus, in particular to a temperature circulation system of a power system dedicated to an electric bus, which controls a cooling fluid circulation direction and power of each component to switch an operation mode, so that It adjusts the operating mode according to ambient temperature and system cooling requirements.
  • the existing cooling method of the electric bus is to use the heat-dissipating water tank to volatilize the waste heat in the air, but the cooling power is limited by the ambient temperature. Therefore, when the climate is hot and high-power output, the temperature of the cooling fluid may be better than the ideal operating temperature. Above 20 degrees Celsius, it is easy to shorten the service life of the motor drive and motor system.
  • the outlet temperature of the radiator tank may rise to 50 degrees Celsius to 60 degrees Celsius depending on the motor power, and is equivalent to a motor drive with an ideal operating temperature of 40 degrees Celsius or less. It is easy to cause performance degradation or even unstable output, which shortens the service life of the motor system.
  • the object of the present invention is to provide an circulatory system for an electric bus with an increased program, so that the waste heat generated by the motor and the motor driver of the extended electric bus can be recovered in a cold environment to provide the air conditioning heating in the interior, and also to the air conditioner of the electric bus.
  • the cooling power of the system can be used to reduce the operating temperature of the motor system in hot environments.
  • Another object of the present invention is to provide an circulatory system for an extended program electric bus, which uses two sets of cooling circulation systems to work together, and utilizes a control cycle direction, a setting of a four-port flow switch, an engine power, and a liquid temperature adjusting device.
  • the cooling power, the setting of the cabin heat exchanger, and the power of the heat sink are performed in six different operating modes: normal cooling mode, auxiliary cooling mode, low temperature mode, highest temperature mode, high temperature mode, and common cooling mode.
  • a generalized embodiment of the present invention provides a circulation system for an extended-program electric bus, comprising: a cooling fluid; a first flow path including a cabin heat exchanger, and a cabin heat exchanger for adjusting the temperature inside the cabin
  • the first end of the first flow path is connected to the first end of the cabin heat exchanger, the second end of the first flow path is connected to the second end of the cabin heat exchanger; and the second flow path includes a liquid temperature adjusting device and First pump, liquid temperature adjustment
  • the device is configured to control the temperature of the cooling fluid outputted by the first pump, and the first pump is configured to control the flow of the cooling fluid output by the liquid temperature regulating device, wherein the first end of the second flow path is connected to the first end of the liquid temperature adjusting device, and the liquid a second end of the thermostat is coupled to the first end of the first pump, a second end of the first pump is coupled to a second end of the second flow path, and a third flow path includes an engine cooling line and a second pump, An
  • FIG. 1 is a structural diagram of a normal cooling mode of a circulation system of an extended-program electric bus according to a preferred embodiment of the present invention.
  • FIG. 2 is a structural diagram of an auxiliary cooling mode of a circulation system of an extended-program electric bus according to a preferred embodiment of the present invention.
  • FIG. 3 is a structural diagram of a low temperature mode of a circulation system of an extended electric bus according to a preferred embodiment of the present invention.
  • FIG. 4 is a structural diagram of a high temperature mode of a circulation system of an extended-program electric bus according to a preferred embodiment of the present invention.
  • FIG. 5 is a structural diagram of a medium temperature mode of a circulation system of an extended-program electric bus according to a preferred embodiment of the present invention.
  • Fig. 6 is a structural diagram showing a common cooling mode of a circulation system of an extended electric bus according to a preferred embodiment of the present invention.
  • FIG. 1 is a structural diagram of a normal cooling mode of a circulating system of an extended-program electric bus according to a preferred embodiment of the present invention.
  • the circulation system 1 of the incremental electric bus of the present embodiment includes a first flow path 21, a second flow path 22, a third flow path 23, a fourth flow path 24, a fifth flow path 25, and a sixth flow path 26, wherein
  • the first-class road 21, the second flow path 22, the third flow path 23, the fourth flow path 24, the fifth flow path 25, and the sixth flow path 26 may be, but are not limited to, a line having a liquid flow line, and the inside thereof is further
  • a cooling fluid which may be, but is not limited to, water.
  • the second flow path 22 includes a liquid temperature adjusting device 221 and a first pump 222 for controlling the temperature of the cooling fluid outputted by the liquid temperature adjusting device 221, and the first end 22a of the second flow path 22 and the liquid temperature adjusting device 221
  • the first end 221a is connected
  • the second end 221b of the liquid temperature adjusting device 221 is connected to the first end 222a of the first pump 222
  • the second end 222b of the first pump 222 is connected to the second end 22b of the second flow path 22
  • the liquid temperature adjusting device 221 can be, but is not limited to, a cold water supply machine that uses a cold coal compression cycle system to achieve refrigeration purposes.
  • the third flow path 23 includes an engine cooling line 231 for controlling the temperature of the cooling fluid outputted by the engine, and an engine cooling line 231 for controlling the temperature of the cooling fluid outputted by the first end 23a of the third flow path 23 and the engine cooling line 231
  • the first end 231a is connected
  • the second end 231b of the engine cooling line 231 is connected to the first end 232a of the second pump 232
  • the second end 232b of the second pump 232 is connected to the second end 23b of the third flow path 23.
  • the engine cooling circuit 231 can be, but is not limited to, a cooling fluid circulation line inside the incremental program generator for conducting waste heat generated during power generation to the cooling fluid, or can be a fuel cell or a heat pump.
  • the fourth flow path 24 includes an engine heat sink 241 for adjusting the temperature of the engine, and the first end 24a of the fourth flow path 24 is connected to the first end 241a of the engine heat sink 241, and the fourth flow path 241 is The second end 241b is coupled to the second end 241b of the engine heat sink 241, wherein the engine heat sink 241 can be, but is not limited to, a water tank that reduces the temperature of the cooling fluid with ambient air, primarily for cooling the cooling circulated by the engine cooling line 231. fluid.
  • the engine cooling circuit 231 and the engine heat sink 232 may be a petrochemical fuel boiler and a bypass pipe, respectively, but not limited thereto.
  • the fifth flow path 25 includes a motor cooling line 251 for controlling the temperature of the cooling fluid outputted by the motor, and a third cooling circuit 251 for controlling the temperature of the cooling fluid outputted by the first end 25a of the fifth flow path 25 and the motor cooling line 251
  • the first end 251a is connected
  • the second end 251b of the motor cooling line 251 is connected to the first end 252a of the third pump 252
  • the second end 25b of the fifth flow path 25 is connected to the second end 252b of the third pump 252.
  • the motor cooling circuit 251 can be, but is not limited to, circulating in the horse A system (not shown) and a motor drive (not shown) are used to circulate the cooling circuit for waste heat.
  • the sixth flow path 26 includes a motor heat sink 261 for adjusting the temperature of the motor, and the first end 26a of the sixth flow path 26 is connected to the first end 261a of the motor heat sink 261, and the sixth flow path 26 is The second end 26b is coupled to the second end 261b of the motor heat sink 261, wherein the motor heat sink 261 can be, but is not limited to, a water tank that reduces the temperature of the cooling fluid with ambient air, primarily for cooling the cooling circulated by the motor cooling line 251 fluid.
  • the first flow path switching device 11 is connected to the first end 21a of the first flow path 21, the second end 22b of the second flow path 22, the second end 23b of the third flow path 23, and the first end 24a of the fourth flow path 24.
  • the first end 21a of the first flow path 21 and the first end 24a of the fourth flow path 24 are selectively and selectively connected to the second end 22b of the second flow path 22, respectively, according to a user's setting or other demand conditions.
  • the second end 23b of the third flow path 23 is connected.
  • the first flow path switching device 11 can control the first end 21a of the first flow path 21 to be connected to the second end 22b of the second flow path 22 and the fourth flow path.
  • the first end 24a of the second flow path 24 is connected to the second end 23b of the third flow path 23, or the first end 21a of the first flow path 21 is connected to the second end 23b of the third flow path 23 and the fourth flow path 24 is One end 24a is connected to the second end 22b of the second flow path 22.
  • the first end 26a of the sixth flow path 26 is connected to the second end 25b of the fifth flow path 25, or the first end 23a of the third flow path 23 is connected to the second end 25b of the fifth flow path 25.
  • the first end 26a of the six flow path 26 is connected to the second end 24b of the fourth flow path 24.
  • the third flow path switching device 13 is connected to the first end 25a of the fifth flow path 25, the second end 26b of the sixth flow path 26, the second end 21b of the first flow path 21, and the first end of the second flow path 22.
  • 22a for controlling the first end 25a of the fifth flow path 25 and the first end 22a of the second flow path 22 to selectively contact the second end of the sixth flow path 26, respectively, according to a user's setting or other demand conditions.
  • 26b and the second end 21b of the first flow path 21 are connected.
  • the third flow path switching device 13 can control the first end 25a of the fifth flow path 25 to be connected to the second end 26b of the sixth flow path 26 Second-flow road 22
  • the first end 22a is connected to the second end 21b of the first flow path 21, or the first end 25a of the control fifth flow path 25 is connected to the second end 21b of the first flow path 21 and the first end 22a of the second flow path 22 Connected to the second end 26b of the sixth flow path 26.
  • the circulation system 1 of the incremental electric bus of the present embodiment controls the first flow path 21, the second flow path 22, and the third not only by the first flow path switching device 11, the second flow path switching device 12, and the third flow path switching device 13.
  • the connection manner of the flow path 23, the fourth flow path 24, the fifth flow path 25, and the sixth flow path 26 can further control the flow path of the internal heat dissipation fluid, so that the circulation system 1 of the extended program electric bus operates in various types.
  • the operation mode wherein the plurality of operation modes may be, but not limited to, the following: a normal cooling mode, an auxiliary cooling mode, a low temperature mode, a high temperature mode, a medium temperature mode, and a common cooling mode as exemplary.
  • the first flow switching device 11 controls the first end 21a and the second flow path 22 of the first flow path 21.
  • the two ends 22b are connected, and the second end 23b of the third flow path 23 is controlled to be connected to the first end 24a of the fourth flow path 24, and the second flow path switching device 12 controls the first end 23a of the third flow path 23 and the first end
  • the second end 24b of the fourth flow path 24 is connected, and controls the second end 25b of the fifth flow path 25 to be connected to the first end 26a of the sixth flow path 26, and the third flow path switching device 13 controls the fifth flow path 25
  • the one end 25a is connected to the second end 26b of the sixth flow path 26, and controls the second end 21b of the first flow path 21 to be connected to the first end 22a of the second flow path 22, so that the circulation system 1 of the extended electric bus is formed.
  • FIG. 2 is a structural diagram of an auxiliary cooling mode of an circulatory system of an extended electric bus according to a preferred embodiment of the present invention.
  • the first flow switching device 11 controls the first end 21a of the first flow path 21 to be connected to the second end 22b of the second flow path 22, and
  • the second end 23b of the third flow path 23 is connected to the first end 24a of the fourth flow path 24, and the second flow path switching device 12 controls the third flow.
  • the first end 23a of the road 23 is connected to the second end 24b of the fourth flow path 24, and controls the second end 25b of the fifth flow path 25 to be connected to the first end 26a of the sixth flow path 26, and the third flow path is switched.
  • the device 13 controls the first end 22a of the second flow path 22 to be connected to the second end 26b of the sixth flow path 26, and controls the second end 21b of the first flow path 21 to be connected to the first end 25a of the fifth flow path 25,
  • the circulation system 1 of the increased electric bus is formed into two circulation loops.
  • the first circulation circuit is composed of a first flow path 21, a second flow path 22, a fifth flow path 25, and a sixth flow path 26, and the first pump 222 and the third pump 252 are used to circulate the cooling fluid to the cabin heat.
  • the high-temperature cooling fluid that absorbs the waste heat of the motor cooling line 251 can be cooled before the motor heat sink 261, and then adjusted to the liquid temperature.
  • the device 221 cools down, circulates through the cabin heat exchanger 211 to provide cold air, and finally circulates back to the motor cooling line 251.
  • the inlet water temperature of the cooling fluid in the motor cooling line 251 can be controlled to an ideal operation. temperature.
  • the second circulation loop circulates the cooling fluid between the engine cooling line 231 and the engine heat sink 241 using the second pump 232.
  • the circulation system 1 of the incremental electric bus can be adjusted to the cycle setting of FIG. 2 to perform the operation of the auxiliary cooling mode.
  • the high-temperature cooling fluid after the waste heat is absorbed in the motor cooling pipe 251 is effectively absorbed by the cold coal compression cycle system when the liquid temperature adjusting device 221 is introduced, so that the temperature of the cooling fluid is lowered to below the ambient temperature, and then After the third flow path switching device 13 is circulated back to the motor cooling line 251, the temperature of the water entering the motor cooling line 251 is kept low to protect the motor system and the motor driver, even if the ambient temperature rises to 40 degrees Celsius, the temperature of the auxiliary cooling mode
  • the control method can ensure that the motor system can run between about 20 degrees Celsius and 40 degrees Celsius, so that the motor system and the motor driver can work stably for a long time.
  • FIG. 3 is a structural diagram of a low temperature mode of an circulatory system of an extended electric bus according to a preferred embodiment of the present invention.
  • the first flow switching device 11 controls the first end 21a of the first flow path 21 to be connected to the second end 23b of the third flow path 23, and
  • the second end 22b of the second flow path 22 is connected to the first end 24a of the fourth flow path 24, and the second flow path switching device 12 controls the first end 23a and the fourth flow path 24 of the third flow path 23.
  • the two ends 24b are connected, and the second end 25b of the fifth flow path 25 is controlled to be connected to the first end 26a of the sixth flow path 26, and the third flow path switching device 13 controls the first end 22a of the second flow path 22
  • the second end 26b of the six flow path 26 is connected, and the second end 21b of the first flow path 21 is controlled to be connected to the first end 25a of the fifth flow path 25, so that the circulation system 1 of the extended electric bus forms a circulation loop.
  • the high-temperature cooling fluid discharged from the motor cooling line 251 is cooled after circulating through the motor heat sink 261, the liquid temperature adjusting device 221, and the engine heat sink 241, and the cooled cooling fluid is redirected to the engine cooling line.
  • waste heat is volatilized in the cabin heat exchanger 211 to provide heating, and finally circulated back to the motor cooling line 251, at this time, the motor heat sink 261, Both the engine heat sink 241 and the cabin heat exchanger 211 can volatilize waste heat.
  • part of the waste heat is used to provide in-vehicle heating, and the liquid temperature adjusting device 221 is in a shutdown state in this mode and does not provide refrigeration.
  • the circulation system 1 of the increased electric bus can be adjusted to the cycle setting of FIG. 3 to perform the operation in the low temperature mode.
  • the cooling fluid after the waste heat is absorbed in the motor cooling line 251 and the engine cooling line 231 can be introduced into the cabin heat exchanger 211 to generate the heating, and the motor heat sink 261 and the engine heat sink 241 work together to maintain the cooling fluid ideally. Operating temperature.
  • FIG. 4 is a structural diagram of a high temperature mode of an circulatory system of an extended electric bus according to a preferred embodiment of the present invention.
  • the first flow path switching device 11 controls the first end 21a of the first flow path 21 to be connected to the second end 23b of the third flow path 23, and controls The second end 22b of the second flow path 22 is connected to the first end 24a of the fourth flow path 24, and the second flow path switching device 12 controls the first end 23a of the third flow path 23 and the second end of the fifth flow path 25.
  • the end 25b is connected, and controls the second end 24b of the fourth flow path 24 to be connected to the first end 26a of the sixth flow path 26, and the third flow path switching device 13 controls the first end 22a and the sixth end of the second flow path 22.
  • the second end 26b of the flow path 26 is connected, and the second end 21b of the first flow path 21 is controlled to be connected to the first end 25a of the fifth flow path 25, so that the circulation system 1 of the extended electric bus forms two circulation circuits.
  • the high-temperature cooling fluid discharged from the motor cooling line 251 is directed to the engine cooling line 231 for two degrees of heating, and then introduced into the cabin heat exchanger 211 to dissipate heat to provide heating, and finally circulated back to the motor cooling line 251. .
  • the second loop is a circuit in a shutdown state, which includes a motor heat sink 261, an engine heat sink 241, and a liquid temperature adjustment device 221.
  • all of the waste heat absorbed by the motor cooling line 251 and the engine cooling line 231 is heated by the cabin heat exchanger 211 to achieve the effect of completely utilizing the waste heat to provide the interior heating.
  • the circulation system 1 of the increased electric bus can be adjusted to the cycle setting of Fig. 4 to operate in the high temperature mode.
  • the cooling fluid after the waste heat is absorbed in the motor cooling line 251 and the engine cooling line 231 is introduced into the cabin heat exchanger 211 to volatilize heat energy to generate heat, and the motor heat sink 261, the liquid temperature adjusting device 221, and the engine heat dissipation.
  • the device 241 is isolated from the other circulation loop, and the heating power of the cabin heat exchanger 211 at this time must be maximized to ensure that the inlet water temperature of the motor cooling line 251 and the engine cooling line 231 is within a operable temperature range.
  • FIG. 5 is a structural diagram of a medium temperature mode of a circulating system of an extended electric bus according to a preferred embodiment of the present invention.
  • the first flow path switching device 11 controls the first end 21a of the first flow path 21 to be connected to the second end 23b of the third flow path 23, and controls The second end 22b of the second flow path 22 is connected to the first end 24a of the fourth flow path 24, and the second flow path switching device 12 controls the first end 23a of the third flow path 23 and the second end of the fifth flow path 25.
  • the end 25b is connected, and controls the second end 24b and the sixth flow path of the fourth flow path 24
  • the first end 26a of the 26 is connected, and the third flow switching device 13 controls the first end 25a of the fifth flow path 25 to be connected to the second end 26b of the sixth flow path 26, and controls the second end 21b of the first flow path 21.
  • the first end 22a of the second flow path 22 is connected to form a circulation loop of the circulatory system 1 of the extended electric bus.
  • the cooling fluid absorbs the waste heat before the motor cooling line 251 and the engine cooling line 231, and then is introduced into the cabin heat exchanger 211 to volatilize the heat energy to provide the heating, and then the liquid temperature adjusting device 221 and the engine heat sink 241 are sequentially introduced.
  • the motor heat sink 261 cools to adjust the temperature of the cooling fluid and finally circulates back to the motor cooling line 251.
  • the medium temperature mode provides a lower heating power of the air conditioner, but the temperature of the cooling fluid can be maintained at a desired operating temperature.
  • the circulation system 1 of the increased electric bus can be adjusted to the cycle setting of FIG. 5 to perform the operation in the medium temperature mode.
  • the cooling fluid after the waste heat is absorbed in the motor cooling line 251 and the engine cooling line 231 is first directed to the cabin heat exchanger 211 to volatilize the heat energy to generate the heating, and then the motor heat sink 261 and the engine heat sink 241 are adjusted for cooling.
  • the fluid enters the water temperature of the motor cooling line 251 to ensure that a large amount of heating is provided while maintaining the state of the motor system in a system that can provide heavy loads at any time.
  • FIG. 6 is a structural diagram of a common cooling mode of a circulating system of an extended-program electric bus according to a preferred embodiment of the present invention.
  • the first flow switching device 11 controls the first end 21a of the first flow path 21 to be connected to the second end 22b of the second flow path 22, and
  • the second end 23b of the third flow path 23 is connected to the first end 24a of the fourth flow path 24, and the second flow path switching device 12 controls the first end 23a and the fifth flow path 25 of the third flow path 23.
  • the two ends 25b are connected, and the second end 24b of the fourth flow path 24 is controlled to be connected to the first end 26a of the sixth flow path 26, and the third flow path switching device 13 controls the first end 25a of the fifth flow path 25 and the first end
  • the second end 26b of the six flow path 26 is connected, and the second end 21b of the first flow path 21 is controlled to be connected to the first end 22a of the second flow path 22, so that the circulation system 1 of the extended electric bus forms two circulation circuits.
  • the engine In the first circulation loop, the engine is in a stopped state, and the engine cooling line 231 does not dissipate heat energy.
  • the cooling fluid first absorbs waste heat in the motor cooling line 251, and then is introduced into the engine heat sink 241, and then introduced into the motor heat sink 261 to dissipate heat.
  • the cooling fluid circulates between the liquid temperature regulating device 221 and the cabin heat exchanger 211 to provide in-vehicle cooling.
  • the circulation system 1 of the incremental electric bus is adjusted to the cycle setting of FIG. 6, and the operation of the common cooling mode is performed.
  • the cooling fluid after the waste heat is absorbed in the motor cooling line 251 can be dissipated by the engine heat sink 241 and the motor heat sink 261, so that the circulating temperature of the cooling fluid is lower and more stable.
  • the circulatory system of the extended program electric bus of the present invention can control the first flow path, the second flow path, and the third flow path by the first flow path switching device, the second flow path switching device, and the third flow path switching device.
  • the electric bus of the invention is increased.

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Abstract

一种增程序电动巴士的循环系统（1），包括冷却流体、第一至第六流路以及第一至第三流路切换装置；第一流路（21）包括座舱热交换器（211）；第二流路（22）包括液温调节装置（221）与第一泵（222）；第三流路（23）包括引擎冷却管路（231）与第二泵（232）；第四流路（24）包括引擎散热装置（241）；第五流路（25）包括马达冷却管路（251）与第三泵（252）；第六流路（26）包括马达散热装置（261）；第一流路切换装置（11）连接于第一至第四流路；第二流路切换装置（12）连接于第三至第六流路；第三流路切换装置（13）连接于第五、六、一、二流路；第一至第三流路切换装置控制第一至第六流路的连接方式与冷却流体的流通方式，以运作于多种操作模式。该循环系统使得电动巴士的动力系统在多种气温条件下均能有效保持功率。

Description

增程序电动巴士的循环系统 技术领域
本发明有关于一种增程序电动巴士的循环系统，尤指一种增程序电动巴士专用的动力系统的温度循环系统，该循环系统控制冷却流体循环方向及各组件的功率以切换操作模式，使其依照环境气温和系统冷却需求调整操作模式。
背景技术
现有增程序电动巴士的冷却手段是采用散热水箱使废热挥发于空气中，但其冷却功率受限于环境气温，因此在气候炎热进行大功率输出时，其冷却流体的温度可能较理想作业温度高出摄氏20度以上，容易造成马达驱动器和马达系统的使用寿命缩短。
以实际状况而言，当环境气温上升至摄氏35度时，散热水箱的出水温度视马达功率可能上升至摄氏50度至60度，对于理想作业温度为摄氏40度以下的马达驱动器而言，相当容易造成效能衰退甚至输出不稳定，使得马达系统的使用寿命缩短。
因此，现有的电动巴士的动力系统需要一种能够在各种气候下均有效保持冷却功率的温控手段。
发明内容
本发明的目的为提供一种增程序电动巴士的循环系统，使增程序电动巴士的马达及马达驱动器所产生的废热在寒冷环境中可被回收以提供车内空调暖气，亦使电动巴士的空调系统的冷却功率在炎热环境中可被用于降低马达系统的作业温度。
本发明的另一目的为提供一种增程序电动巴士的循环系统，其系使用两组冷却循环系统共同作业，利用控制循环方向、四端口流量开关的设定、引擎的功率、液温调节装置的冷却功率、座舱热交换器的设定、散热装置的功率以进行六种不同的操作模式：常态冷却模式、辅助冷却模式、低温模式、最高温模式、高温模式以及共通冷却模式。
为达上述目的，本发明的一较广义实施形式为提供一种增程序电动巴士的循环系统，包括：冷却流体；第一流路，包括座舱热交换器，座舱热交换器用于调节座舱内部的温度，其中第一流路的第一端系与座舱热交换器的第一端连接，第一流路的第二端与座舱热交换器的第二端连接；第二流路，包括液温调节装置与第一泵，液温调节 装置用于控制其输出的冷却流体的温度，第一泵用于控制液温调节装置输出的冷却流体之流量，其中第二流路的第一端与液温调节装置的第一端连接，液温调节装置的第二端与第一泵的第一端连接，第一泵的第二端与第二流路的第二端连接；第三流路，包括引擎冷却管路与第二泵，引擎冷却管路用于控制其输出的冷却流体的温度，第二泵用于控制引擎冷却管路输出的冷却流体的流量，其中第三流路的第一端与引擎冷却管路的第一端连接，引擎冷却管路的第二端与第二泵的第一端连接，第二泵的第二端与第三流路的第二端连接；第四流路，包括引擎散热装置，引擎散热装置用于调节引擎的温度，其中第四流路的第一端与引擎散热装置的第一端连接，第四流路的第二端与引擎散热装置的第二端连接；第五流路，包括马达冷却管路与第三泵，马达冷却管路用于控制其输出的冷却流体的温度，第三泵用于控制马达冷却管路输出的冷却流体的流量，其中第五流路的第一端与马达冷却管路的第一端连接，马达冷却管路的第二端与第三泵的第一端连接，第五流路的第二端与第三泵的第二端连接；第六流路，包括马达散热装置，马达散热装置用于调节马达的温度，其中第六流路的第一端与马达散热装置的第一端连接，第六流路的第二端与马达散热装置的第二端连接；第一流路切换装置，连接于第一流路的第一端、第二流路的第二端、第三流路的第二端以及第四流路的第一端，用以控制第一流路的第一端以及第四流路的第一端分别选择性地与第二流路的第二端以及第三流路的第二端连接；第二流路切换装置，连接于第三流路的第一端、第四流路的第二端、第五流路的第二端以及第六流路的第一端，用以控制第三流路的第一端以及第六流路的第一端分别选择性地与第四流路的第二端以及第五流路的第二端连接；以及第三流路切换装置，连接于第五流路的第一端、第六流路的第二端、第一流路的第二端以及第二流路的第一端，用以控制第五流路的第一端以及第二流路的第一端分别选择性地与第六流路的第二端以及第一流路的第二端连接；其中第一流路切换装置、第二流路切换装置以及第三流路切换装置控制第一流路、第二流路、第三流路、第四流路、第五流路以及第六流路的连接方式与冷却流体的流通方式，以运作于多种操作模式。
附图说明
图1为本发明较佳实施例的增程序电动巴士的循环系统的常态冷却模式结构图。
图2为本发明较佳实施例的增程序电动巴士的循环系统的辅助冷却模式结构图。
图3为本发明较佳实施例的增程序电动巴士的循环系统的低温模式结构图。
图4为本发明较佳实施例的增程序电动巴士的循环系统的高温模式结构图。
图5为本发明较佳实施例的增程序电动巴士的循环系统的中温模式结构图。
图6为本发明较佳实施例的增程序电动巴士的循环系统的共通冷却模式结构图。
附图标记说明：
1：增程序电动巴士的循环系统
11：第一流路切换装置
12：第二流路切换装置
13：第三流路切换装置
21：第一流路
211：座舱热交换器
22：第二流路
221：液温调节装置
222：第一泵
23：第三流路
231：引擎冷却管路
232：第二泵
24：第四流路
241：引擎散热装置
25：第五流路
251：马达冷却管路
252：第三泵
26：第六流路
261：马达散热装置
21a、221a、22a、221a、222a、23a、231a、232a、24a、241a、25a、251a、252a、26a、261a：第一端
21b、221b、22b、221b、222b、23b、231b、232b、24b、241b、25b、251b、252b、26b、261b：第二端
具体实施方式
体现本发明特征与优点的一些典型实施例将在后段的说明中详细叙述。应理解的是本 发明能够在不同的形式上具有各种的变化，其皆不脱离本发明的范围，且其中的说明及图式在本质上系当作说明之用，而非架构于限制本发明。
请参阅图1，其为为本发明较佳实施例的增程序电动巴士的循环系统的常态冷却模式结构图。本实施例的增程序电动巴士的循环系统1包括第一流路21、第二流路22、第三流路23、第四流路24、第五流路25以及第六流路26，其中第一流路21、第二流路22、第三流路23、第四流路24、第五流路25以及第六流路26可为但不限于具有液体流通管路的管线，且其内部更具有冷却流体，冷却流体可为但不限于水。
第一流路21包括座舱热交换器211，第一流路21的第一端21a与座舱热交换器211的第一端211a连接，第一流路21的第一端21b则与座舱热交换器211的第一端211b连接，其中座舱热交换器211可为但不限于利用冷却流体降低或提供座舱内空气温度的热交换器。第二流路22包括液温调节装置221与第一泵222，液温调节装置221用于控制其输出的冷却流体的温度，第二流路22的第一端22a与液温调节装置221的第一端221a连接，液温调节装置221的第二端221b与第一泵222的第一端222a连接，第一泵222的第二端222b与第二流路22的第二端22b连接，其中液温调节装置221可为但不限于利用冷煤压缩循环系统达到致冷目的的冷水供应机。
第三流路23包括引擎冷却管路231与第二泵232，引擎冷却管路231用于控制其输出的冷却流体的温度，第三流路23的第一端23a与引擎冷却管路231的第一端231a连接，引擎冷却管路231的第二端231b与第二泵232的第一端232a连接，第二泵232的第二端232b与第三流路23的第二端23b连接，其中引擎冷却管路231可为但不限于增程序发电机内部的冷却流体循环管路，用以传导发电时所产生的废热至冷却流体，或可为燃料电池或热泵。第四流路24包括引擎散热装置241，引擎散热装置241用于调节引擎的温度，第四流路24的第一端24a与引擎散热装置241的第一端241a连接，第四流路241的第二端241b与引擎散热装置241的第二端241b连接，其中引擎散热装置241可为但不限于利用环境空气降低冷却流体温度的水箱，主要用于冷却由引擎冷却管路231所循环的冷却流体。此外，引擎冷却管路231与引擎散热装置232更可同时分别为石化燃料锅炉与旁通管，但不以此为限。
第五流路25包括马达冷却管路251与第三泵252，马达冷却管路251用于控制其输出的冷却流体的温度，第五流路25的第一端25a与马达冷却管路251的第一端251a连接，马达冷却管路251的第二端251b与第三泵252的第一端252a连接，第五流路25的第二端25b与第三泵252的第二端252b连接，其中马达冷却管路251可为但不限于循环于马 达系统(未图示)和马达驱动器(未图示)以吸收废热的循环冷却管路。第六流路26包括马达散热装置261，马达散热装置261用于调节马达的温度，第六流路26的第一端26a与马达散热装置261的第一端261a连接，第六流路26的第二端26b与马达散热装置261的第二端261b连接，其中马达散热装置261可为但不限于利用环境空气降低冷却流体温度的水箱，主要用于冷却由马达冷却管路251所循环的冷却流体。
其中，第一泵222、第二泵232以及第三泵252可为但不限于水泵，且第一泵222系用以控制液温调节装置221的冷却流体流量，第二泵232用以控制引擎冷却管路231的冷却流体流量，第三泵252用以控制马达冷却管路251的冷却流体流量。
在本实施例中，增程序电动巴士的循环系统1更包括第一流路切换装置11、第二流路切换装置12以及第三流路切换装置13，其中第一流路切换装置11、第二流路切换装置12以及第三流路切换装置13可为但不限于四端口之双切换开关。
第一流路切换装置11连接于第一流路21的第一端21a、第二流路22的第二端22b、第三流路23的第二端23b以及第四流路24的第一端24a，用以根据使用者的设定或其他需求条件控制第一流路21的第一端21a以及第四流路24的第一端24a分别选择性地与第二流路22的第二端22b以及第三流路23的第二端23b连接，举例而言，第一流路切换装置11可控制第一流路21的第一端21a连接于第二流路22的第二端22b而第四流路24的第一端24a连接于第三流路23的第二端23b，或控制第一流路21的第一端21a连接于第三流路23的第二端23b而第四流路24的第一端24a连接于第二流路22的第二端22b。
第二流路切换装置12连接于第三流路23的第一端23a、第四流路24的第二端24b、第五流路25的第二端25b以及第六流路26的第一端26a，用以根据使用者之设定或其他需求条件控制第三流路23的第一端23a以及第六流路26的第一端26a分别选择性地与第四流路24的第二端24b以及第五流路25的第二端25b连接，举例而言，第二流路切换装置12可控制第三流路23的第一端23a连接于第四流路24的第二端24b而第六流路26的第一端26a连接于第五流路25的第二端25b，或控制第三流路23的第一端23a连接于第五流路25的第二端25b而第六流路26的第一端26a连接于第四流路24的第二端24b。
第三流路切换装置13连接于第五流路25的第一端25a、第六流路26的第二端26b、第一流路21的第二端21b以及第二流路22的第一端22a，用以根据使用者的设定或其他需求条件控制第五流路25的第一端25a以及第二流路22的第一端22a分别选择性地与第六流路26的第二端26b以及第一流路21的第二端21b连接，举例而言，第三流路切换装置13可控制第五流路25的第一端25a连接于第六流路26的第二端26b而第二流路22的 第一端22a连接于第一流路21的第二端21b，或控制第五流路25的第一端25a连接于第一流路21的第二端21b而第二流路22的第一端22a连接于第六流路26的第二端26b。
本实施例的增程序电动巴士的循环系统1不仅通过第一流路切换装置11、第二流路切换装置12以及第三流路切换装置13控制第一流路21、第二流路22、第三流路23、第四流路24、第五流路25以及第六流路26的连接方式，更可控制内部的散热流体的流通路径，以使增程序电动巴士的循环系统1运作于多种操作模式，其中多种操作模式可为但不限于以下作为示范例的常态冷却模式、辅助冷却模式、低温模式、高温模式、中温模式以及共通冷却模式。
请再参阅图1，当本实施例的增程序电动巴士的循环系统1运作于常态冷却模式时，第一流路切换装置11控制第一流路21的第一端21a与第二流路22的第二端22b连接，并控制第三流路23的第二端23b与第四流路24的第一端24a连接，第二流路切换装置12控制第三流路23的第一端23a与第四流路24的第二端24b连接，并控制第五流路25的第二端25b与第六流路26第一端26a连接，第三流路切换装置13控制第五流路25的第一端25a与第六流路26的第二端26b连接，并控制第一流路21的第二端21b与第二流路22的第一端22a连接，使增程序电动巴士的循环系统1形成三个循环回路。第一个循环回路由第一流路21以及第二流路22所构成，其利用第一泵222将冷却流体循环于座舱热交换器211与液温调节装置221。第二个循环回路由第三流路23以及第四流路24所构成，其利用第二泵232将冷却流体循环于引擎冷却管路231与引擎散热装置241。第三个循环回路由第五流路25以及第六流路26所构成，其利用第三泵252将冷却流体循环于马达冷却管路251与马达散热装置261。
当增程序电动巴士运行于气温适中的环境时，增程序电动巴士的循环系统1便调整为图1的循环设定，进行常态冷却模式的运转，液温调节装置221视使用者的需求提供低温的冷却流体至座舱热交换器211以冷却座舱内部的空气。引擎冷却管路231和引擎散热装置241则需在引擎开启充电时循环冷却流体，使引擎可藉由循环的散热流体获得散热能力。马达冷却管路251内的高温的冷却流体将导向马达散热装置261并尽量使冷却流体维持低温循环以确保马达系统和马达驱动器的效能。
请参阅图2，其为本发明较佳实施例的增程序电动巴士的循环系统的辅助冷却模式结构图。当本实施例的增程序电动巴士的循环系统1运作于辅助冷却模式时，第一流路切换装置11控制第一流路21的第一端21a与第二流路22的第二端22b连接，并控制第三流路23的第二端23b与第四流路24的第一端24a连接，第二流路切换装置12控制第三流 路23的第一端23a与第四流路24的第二端24b连接，并控制第五流路25的第二端25b与第六流路26的第一端26a连接，第三流路切换装置13控制第二流路22的第一端22a与第六流路26的第二端26b连接，并控制第一流路21的第二端21b与第五流路25的第一端25a连接，使增程序电动巴士的循环系统1形成二个循环回路。第一个循环回路系由第一流路21、第二流路22、第五流路25以及第六流路26所构成，其利用第一泵222及第三泵252将冷却流体循环于座舱热交换器211、液温调节装置221、马达冷却管路251以及马达散热装置261之间，使吸收马达冷却管路251的废热的高温冷却流体能先于马达散热装置261降温，再至液温调节装置221降温，循环过座舱热交换器211提供冷气，最后循环回马达冷却管路251，此时不论环境气温是否过高，冷却流体于马达冷却管路251的入水温度均可控制在理想的作业温度。第二个循环回路利用第二泵232将冷却流体循环于引擎冷却管路231与引擎散热装置241之间。
当环境气温提高或马达系统的废热过多导致马达系统无法维持于理想的作业温度时，增程序电动巴士的循环系统1可调整为图2的循环设定，进行辅助冷却模式的运转。在辅助冷却模式中，马达冷却管路251中吸收废热后之高温冷却流体于导入液温调节装置221时通过冷煤压缩循环系统有效地吸收热能，使冷却流体的温度降低至环境气温以下，再经过第三流路切换装置13循环回马达冷却管路251，使马达冷却管路251的入水温度维持低温，以保护马达系统和马达驱动器，即使环境气温上升至摄氏40度，辅助冷却模式的温控方式较传统温控手段更能确保马达系统能在约摄氏20度至40度之间运转，因此能让马达系统和马达驱动器能长期稳定的作业。
请参阅图3，其为本发明较佳实施例的增程序电动巴士的循环系统的低温模式结构图。当本实施例的增程序电动巴士的循环系统1运作于低温模式时，第一流路切换装置11系控制第一流路21的第一端21a与第三流路23的第二端23b连接，并控制第二流路22的第二端22b与第四流路24的第一端24a连接，第二流路切换装置12控制第三流路23的第一端23a与第四流路24的第二端24b连接，并控制第五流路25的第二端25b与第六流路26的第一端26a连接，第三流路切换装置13控制第二流路22的第一端22a与第六流路26的第二端26b连接，并控制第一流路21的第二端21b与第五流路25的第一端25a连接，使增程序电动巴士的循环系统1形成一个循环回路。在此循环回路中，马达冷却管路251所排出的高温冷却流体在循环过马达散热装置261、液温调节装置221、引擎散热装置241后降温，而降温后的冷却流体再导向引擎冷却管路231升温，之后又在座舱热交换器211挥发废热以提供暖气，最后循环回马达冷却管路251，此时马达散热装置261、 引擎散热装置241以及座舱热交换器211均可挥发废热，在此模式中，部份的废热用以提供车内暖气，而液温调节装置221在此模式中为关机状态并不提供致冷。
当环境气温降低，使用者欲操作车内空调系统以提供暖气时，增程序电动巴士的循环系统1可调整为图3的循环设定，进行低温模式的运转。马达冷却管路251与引擎冷却管路231中吸收废热后的冷却流体可导入座舱热交换器211中以产生暖气，而马达散热装置261与引擎散热装置241系共同作业以维持冷却流体于理想的作业温度。
请参阅图4，其系为本发明较佳实施例的增程序电动巴士的循环系统的高温模式结构图。当本实施例的增程序电动巴士的循环系统1运作于高温模式时，第一流路切换装置11控制第一流路21的第一端21a与第三流路23的第二端23b连接，并控制第二流路22的第二端22b与第四流路24的第一端24a连接，第二流路切换装置12控制第三流路23的第一端23a与第五流路25的第二端25b连接，并控制第四流路24的第二端24b与第六流路26的第一端26a连接，第三流路切换装置13控制第二流路22的第一端22a与第六流路26的第二端26b连接，并控制第一流路21的第二端21b与第五流路25的第一端25a连接，使增程序电动巴士的循环系统1形成二个循环回路。在第一个循环回路中，马达冷却管路251所排出的高温冷却流体导向引擎冷却管路231二度加温，然后导入座舱热交换器211散热以提供暖气，最后循环回马达冷却管路251。第二个循环回路为一关机状态之回路，其包括马达散热装置261、引擎散热装置241以及液温调节装置221。在此高温模式中，所有于马达冷却管路251以及引擎冷却管路231所吸收的废热皆系利用座舱热交换器211进行致热作业，达到完全利用废热提供车内暖气的效果。
当环境气温极低，增程序电动巴士需要最高的致热功率提供暖气之时，增程序电动巴士的循环系统1可调整为图4的循环设定，进行高温模式之运转。在此模式中，马达冷却管路251与引擎冷却管路231中吸收废热后的冷却流体仅导入座舱热交换器211挥发热能以产生暖气，而马达散热装置261、液温调节装置221以及引擎散热装置241则被隔离于另一个循环回路，而座舱热交换器211此时的致热功率必须为最大，以确保马达冷却管路251与引擎冷却管路231的入水温度在可作业的温度范围。
请参阅图5，其为本发明较佳实施例的增程序电动巴士的循环系统之中温模式结构图。当本实施例的增程序电动巴士的循环系统1运作于中温模式时，第一流路切换装置11控制第一流路21的第一端21a与第三流路23的第二端23b连接，并控制第二流路22的第二端22b与第四流路24的第一端24a连接，第二流路切换装置12控制第三流路23的第一端23a与第五流路25的第二端25b连接，并控制第四流路24的第二端24b与第六流路 26的第一端26a连接，第三流路切换装置13控制第五流路25的第一端25a与第六流路26的第二端26b连接，并控制第一流路21的第二端21b与第二流路22的第一端22a连接，使增程序电动巴士的循环系统1形成一个循环回路。在此循环回路中，冷却流体先于马达冷却管路251以及引擎冷却管路231吸收废热，再导入座舱热交换器211挥发热能以提供暖气，之后依次导入液温调节装置221、引擎散热装置241、马达散热装置261降温以调节冷却流体的温度，最后循环回马达冷却管路251。相较于图4所述的高温模式，中温模式所提供的空调致热功率较低，但冷却流体的温度较能保持在理想的作业温度。
当环境气温低，增程序电动巴士需要较高的致热功率且需要提供较大的动力输出时，增程序电动巴士的循环系统1可调整为图5的循环设定，进行中温模式的运转。于此模式中，马达冷却管路251与引擎冷却管路231中吸收废热后的冷却流体先导向座舱热交换器211挥发热能以产生暖气，之后再导向马达散热装置261以及引擎散热装置241调节冷却流体于马达冷却管路251的入水温度，以确保提供大量暖气的同时亦能维持马达系统于可随时提供重负载的系统状态。
请参阅图6，其为本发明较佳实施例的增程序电动巴士的循环系统之共通冷却模式结构图。当本实施例的增程序电动巴士的循环系统1运作于共通冷却模式时，第一流路切换装置11控制第一流路21的第一端21a与第二流路22的第二端22b连接，并控制第三流路23的第二端23b与第四流路24的第一端24a连接，第二流路切换装置12控制第三流路23的第一端23a与第五流路25的第二端25b连接，并控制第四流路24的第二端24b与第六流路26的第一端26a连接，第三流路切换装置13控制第五流路25的第一端25a与第六流路26的第二端26b连接，并控制第一流路21的第二端21b与第二流路22的第一端22a连接，使增程序电动巴士的循环系统1形成二个循环回路。在第一个循环回路中，引擎为停机状态，引擎冷却管路231不散发热能，因此冷却流体首先于马达冷却管路251吸收废热，再导入引擎散热装置241，接着导入马达散热装置261散热。在第二个循环回路中，冷却流体在液温调节装置221以及座舱热交换器211之间循环以提供车内冷气。
当环境气温偏高但引擎不运转时，增程序电动巴士的循环系统1调整为图6的循环设定，进行共通冷却模式的运转。在此模式中，马达冷却管路251中吸收废热后的冷却流体可利用引擎散热装置241以及马达散热装置261进行散热，使冷却流体的循环温度更低且更稳定。
工业实用性
综上所述，本发明的增程序电动巴士的循环系统可通过第一流路切换装置、第二流路切换装置以及第三流路切换装置控制第一流路、第二流路、第三流路、第四流路、第五流路以及第六流路之连接关系，以此控制内部冷却流体的循环路径，以使增程序电动巴士内部的马达系统所产生的废热于寒冷之外在环境中可被回收于提供车内空调的暖气，亦使增程序电动巴士的空调系统的冷却功率在炎热之外在环境中可被用于降低马达系统的作业温度，此外，本发明的增程序电动巴士的循环系统更可通过控制内部冷却流体的循环路径以及流路切换装置的设定运作于多种操作模式中，以使增程序电动巴士的循环系统满足不同的环境条件以及内部需求，更可提升内部废热以及外部温度的运用效率。

Claims (10)

  1. 一种增程序电动巴士的循环系统，其特征在于，包括：
    一冷却流体；
    一第一流路，包括一座舱热交换器，该座舱热交换器用于调节座舱内部的温度，其中该第一流路的第一端与该座舱热交换器的第一端连接，该第一流路的第二端与该座舱热交换器的第二端连接；
    一第二流路，包括一液温调节装置与一第一泵，该液温调节装置用于控制其输出的该冷却流体的温度，该第一泵用于控制该液温调节装置输出的该冷却流体的流量，其中该第二流路的第一端与该液温调节装置的第一端连接，该液温调节装置的第二端与该第一泵的第一端连接，该第一泵的第二端与该第二流路的第二端连接；
    一第三流路，包括一引擎冷却管路与一第二泵，该引擎冷却管路用于控制其输出的该冷却流体的温度，该第二泵用于控制该引擎冷却管路输出的该冷却流体的流量，其中该第三流路的第一端与该引擎冷却管路的第一端连接，该引擎冷却管路的第二端与该第二泵的第一端连接，该第二泵的第二端与该第三流路的第二端连接；
    一第四流路，包括一引擎散热装置，该引擎散热装置用于调节引擎的温度，其中该第四流路的第一端与该引擎散热装置的第一端连接，该第四流路的第二端与该引擎散热装置的第二端连接；
    一第五流路，包括一马达冷却管路与一第三泵，该马达冷却管路用于控制其输出的该冷却流体的温度，该第三泵用于控制该马达冷却管路输出的该冷却流体的流量，其中该第五流路的第一端与该马达冷却管路的第一端连接，该马达冷却管路的第二端与该第三泵的第一端连接，该第五流路的第二端与该第三泵的第二端连接；
    一第六流路，包括一马达散热装置，该马达散热装置用于调节马达的温度，其中该第六流路的第一端与该马达散热装置的第一端连接，该第六流路的第二端与该马达散热装置的第二端连接；
    一第一流路切换装置，连接于该第一流路的该第一端、该第二流路的该第二端、该第三流路的该第二端以及该第四流路的该第一端，用以控制该第一流路的该第一端以及该第四流路的该第一端分别选择性地与该第二流路的该第二端以及该第三流路的该第二端连接；
    一第二流路切换装置，连接于该第三流路的该第一端、该第四流路的该第二端、该第五流路的该第二端以及该第六流路的该第一端，用以控制该第三流路的该第一端以及该第 六流路的该第一端分别选择性地与该第四流路的该第二端以及该第五流路的该第二端连接；以及
    一第三流路切换装置，连接于该第五流路的该第一端、该第六流路的该第二端、该第一流路的该第二端以及该第二流路的该第一端，用以控制该第五流路的该第一端以及该第二流路的该第一端分别选择性地与该第六流路的该第二端以及该第一流路的该第二端连接；
    其中该第一流路切换装置、该第二流路切换装置以及该第三流路切换装置控制该第一流路、该第二流路、该第三流路、该第四流路、该第五流路以及该第六流路的连接方式与该冷却流体的流通方式，以运作于多种操作模式。
  2. 如权利要求1所述的增程序电动巴士的循环系统，其特征在于，该多种操作模式包括一常态冷却模式，该常态冷却模式为该第一流路切换装置控制该第一流路的该第一端与该第二流路的该第二端连接以及控制该第三流路的该第二端与该第四流路的该第一端连接，该第二流路切换装置控制该第三流路的该第一端与该第四流路的该第二端连接以及控制该第五流路的该第二端与该第六流路的该第一端连接，该第三流路切换装置控制该第五流路的该第一端与该第六流路的该第二端连接以及控制该第一流路的该第二端与该第二流路的该第一端连接。
  3. 如权利要求1所述的增程序电动巴士的循环系统，其特征在于，该多种操作模式包括一辅助冷却模式，该辅助冷却模式为该第一流路切换装置控制该第一流路的该第一端与该第二流路的该第二端连接以及控制该第三流路的该第二端与该第四流路的该第一端连接，该第二流路切换装置控制该第三流路的该第一端与该第四流路的该第二端连接以及控制该第五流路的该第二端与该第六流路的该第一端连接，该第三流路切换装置控制该第二流路的该第一端与该第六流路的该第二端连接以及控制该第一流路的该第二端与该第五流路的该第一端连接，以使该液温调节装置接收并冷却输出自该马达冷却管路的该冷却流体。
  4. 如权利要求1所述的增程序电动巴士的循环系统，其特征在于，该多种操作模式包括一低温模式，该低温模式为该第一流路切换装置控制该第一流路的该第一端与该第三流路的该第二端连接以及控制该第二流路的该第二端与该第四流路的该第一端连接，该第二流路切换装置控制该第三流路的该第一端与该第四流路的该第二端连接以及控制该第五流路的该第二端与该第六流路的该第一端连接，该第三流路切换装置控制该第二流路的该第一端与该第六流路的该第二端连接以及控制该第一流路的该第 二端与该第五流路的该第一端连接，以使该座舱热交换机接收并冷却输出自引擎冷却管路的该冷却流体。
  5. 如权利要求1所述的增程序电动巴士的循环系统，其特征在于，该多种操作模式包括一高温模式，该高温模式为该第一流路切换装置控制该第一流路的该第一端与该第三流路的该第二端连接以及控制该第二流路的该第二端与该第四流路的该第一端连接，该第二流路切换装置控制该第三流路的该第一端与该第五流路的该第二端连接以及控制该第四流路的该第二端与该第六流路的该第一端连接，该第三流路切换装置控制该第二流路的该第一端与该第六流路的该第二端连接以及控制该第一流路的该第二端与该第五流路的该第一端连接，以使该座舱热交换机对该马达冷却管路与该引擎冷却管路的废热进行散热。
  6. 如权利要求1所述的增程序电动巴士的循环系统，其特征在于，该多种操作模式包括一中温模式，该中温模式为该第一流路切换装置控制该第一流路的该第一端与该第三流路的该第二端连接以及控制该第二流路的该第二端与该第四流路的该第一端连接，该第二流路切换装置控制该第三流路的该第一端与该第五流路的该第二端连接以及控制该第四流路的该第二端与该第六流路的该第一端连接，该第三流路切换装置控制该第五流路的该第一端与该第六流路的该第二端连接以及控制该第一流路的该第二端与该第二流路的该第一端连接，以使该马达冷却管路与该引擎冷却管路中的该冷却流体循环流通于该座舱热交换器、该液温调节装置、该引擎散热装置与该马达散热管路。
  7. 如权利要求1所述的增程序电动巴士的循环系统，其特征在于，该多种操作模式包括一共通冷却模式，该共通冷却模式为该第一流路切换装置控制该第一流路的该第一端与该第二流路的该第二端连接以及控制该第三流路的该第二端与该第四流路的该第一端连接，该第二流路切换装置控制该第三流路的该第一端与该第五流路的该第二端连接以及控制该第四流路的该第二端与该第六流路的该第一端连接，该第三流路切换装置控制该第五流路的该第一端与该第六流路的该第二端连接以及控制该第一流路的该第二端与该第二流路的该第一端连接，以使该马达冷却管路将该冷却流体排至该引擎散热装置与该马达散热装置以进行散热。
  8. 如权利要求1所述的增程序电动巴士的循环系统，其特征在于，该引擎冷却管路为燃料电池或热泵。
  9. 如权利要求1所述的增程序电动巴士的循环系统，其特征在于，该引擎冷却管 路为石化燃料锅炉。
  10. 如权利要求9所述的增程序电动巴士的循环系统，其特征在于，该引擎散热装置为旁通管。
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