WO2022267477A1 - 热管理系统和具有该热管理系统的电动汽车 - Google Patents

热管理系统和具有该热管理系统的电动汽车 Download PDF

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Publication number
WO2022267477A1
WO2022267477A1 PCT/CN2022/074609 CN2022074609W WO2022267477A1 WO 2022267477 A1 WO2022267477 A1 WO 2022267477A1 CN 2022074609 W CN2022074609 W CN 2022074609W WO 2022267477 A1 WO2022267477 A1 WO 2022267477A1
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WO
WIPO (PCT)
Prior art keywords
condenser
cooling circuit
management system
thermal management
evaporator
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/CN2022/074609
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English (en)
French (fr)
Inventor
李晓辉
杨琴
杨博智
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group Co Ltd
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Filing date
Publication date
Application filed by Guangzhou Automobile Group Co Ltd filed Critical Guangzhou Automobile Group Co Ltd
Priority to CN202280001149.4A priority Critical patent/CN116829390A/zh
Publication of WO2022267477A1 publication Critical patent/WO2022267477A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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 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 devices
    • B60H1/00007—Combined heating, ventilating, or cooling devices
    • B60H1/00021—Air flow details of HVAC devices
    • B60H1/00035—Air flow details of HVAC devices for sending an air stream of uniform temperature into the passenger compartment
    • 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 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 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 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
    • B60H1/00899—Controlling the flow of liquid in a heat pump system
    • B60H1/00907—Controlling the flow of liquid in a heat pump system where the flow direction of the refrigerant changes and an evaporator becomes condenser
    • 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 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
    • B60H1/00899—Controlling the flow of liquid in a heat pump system
    • B60H1/00921—Controlling the flow of liquid in a heat pump system where the flow direction of the refrigerant does not change and there is an extra subcondenser, e.g. in an air duct
    • 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 devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3228—Cooling devices using compression characterised by refrigerant circuit configurations
    • B60H1/32281—Cooling devices using compression characterised by refrigerant circuit configurations comprising a single secondary circuit, e.g. at evaporator or condenser side
    • 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 devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/323—Cooling devices using compression characterised by comprising auxiliary or multiple systems, e.g. plurality of evaporators, or by involving auxiliary cooling devices
    • 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
    • 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 devices
    • B60H1/00007—Combined heating, ventilating, or cooling devices
    • B60H1/00021—Air flow details of HVAC devices
    • B60H1/00035—Air flow details of HVAC devices for sending an air stream of uniform temperature into the passenger compartment
    • B60H1/0005—Air flow details of HVAC devices for sending an air stream of uniform temperature into the passenger compartment the air being firstly cooled and subsequently heated or vice versa
    • 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 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
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
    • B60K2001/005—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric storage means
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
    • B60K2001/006—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric motors
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/425—Temperature
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present invention relates to thermal management systems and electric vehicles with thermal management systems.
  • the electric motor in an electric vehicle receives power from the battery and outputs power to drive the electric vehicle.
  • Electric cars emit very little carbon dioxide and produce very little noise. Electric motors in electric vehicles are more energy efficient than internal combustion engines.
  • a thermal management system applied to an electric vehicle comprising:
  • a refrigeration circuit comprising a compressor, a condenser, an evaporator, and a heat exchanger, the compressor selectively communicating with at least two of the condenser, the evaporator, and the heat exchanger to facilitate the flow of refrigerant in circulation in the refrigeration circuit;
  • a battery cooling circuit comprising a power system and a first bypass path connected to said heat exchanger
  • an electric motor cooling circuit comprising a powertrain, a radiator, and a second bypass path connected to the radiator;
  • a multi-way valve for connecting the refrigeration circuit, the battery cooling circuit and the motor cooling circuit includes ten outer ports and eight inner channels; three of the ten outer ports are connected to the heat exchange One of the external ports is connected to the first bypass path; two of the ten external ports are connected to the power system; two of the ten external ports are connected to the power transmission system; three of ten said external ports are connected to said radiator, one of which is connected to said second bypass path; a multi-way valve is arranged to allow eight of ten said external ports to select operatively communicates with four of the eight said internal passages to facilitate circulation of coolant in the battery cooling circuit and the motor cooling circuit.
  • An electric vehicle including a passenger cabin and the above thermal management system.
  • the multi-way valve in the above thermal management system can be switched between different states to change the direction of coolant flow in the battery cooling circuit and the motor cooling circuit, so that the cabin and/or the battery can reach the desired temperature.
  • waste heat from the power system and drivetrain can be absorbed by heat exchangers to preheat the cabin and/or batteries, and heat from the surrounding environment can also be absorbed by radiators to preheat the cabin and/or batteries . In this way, less electrical energy is used to optimize the temperature of the passenger cabin or the battery, thereby increasing the driving range of the electric vehicle.
  • FIG. 1 is a schematic diagram of an embodiment of a thermal management system provided by the present invention.
  • FIG. 2 is a schematic diagram of an HVAC box in the thermal management system of FIG. 1 .
  • FIG. 3 is a schematic diagram of the multi-way valve of the thermal management system of FIG. 1 in a first state.
  • FIG. 4 is a schematic diagram of the multi-way valve of the thermal management system of FIG. 1 in a second state.
  • FIG. 5 is a schematic diagram of the multi-way valve of the thermal management system of FIG. 1 in a third state.
  • FIG. 6 is a schematic diagram of the multi-way valve of the thermal management system of FIG. 1 in a fourth state.
  • FIG. 7 is a schematic diagram of the multi-way valve of the thermal management system of FIG. 1 in a fifth state.
  • FIG. 8 is a schematic diagram of the multi-way valve of the thermal management system of FIG. 1 in a sixth state.
  • FIG. 9A is a schematic diagram of the thermal management system of FIG. 1 operating in a first heating mode.
  • FIG. 9B is a schematic diagram of an HVAC box in the thermal management system of FIG. 9A.
  • FIG. 10 is a schematic diagram of the thermal management system of FIG. 1 operating in a second heating mode.
  • FIG. 11 is a schematic diagram of the thermal management system of FIG. 1 operating in a third heating mode.
  • FIG. 12 is a schematic diagram of the thermal management system of FIG. 1 operating in a fourth heating mode.
  • FIG. 13A is a schematic diagram of the thermal management system of FIG. 1 operating in a fifth heating mode.
  • FIG. 13B is a schematic diagram of an HVAC box in the thermal management system of FIG. 13A.
  • FIG. 14A is a schematic diagram of the thermal management system of FIG. 1 operating in a sixth heating mode.
  • FIG. 14B is a schematic diagram of an HVAC box in the thermal management system of FIG. 14A.
  • FIG. 15 is a schematic diagram of the thermal management system of FIG. 1 operating in a seventh heating mode.
  • FIG. 16 is a schematic diagram of the thermal management system of FIG. 1 operating in an eighth heating mode.
  • 17A is a schematic diagram of the thermal management system of FIG. 1 operating in a ninth heating mode.
  • FIG. 17B is a schematic diagram of an HVAC box in the thermal management system of FIG. 17A.
  • FIG. 18 is a schematic diagram of the thermal management system of FIG. 1 operating in a first cooling mode.
  • FIG. 19 is a schematic diagram of the thermal management system of FIG. 1 operating in a second cooling mode.
  • 20A is a schematic diagram of the thermal management system of FIG. 1 operating in a third cooling mode.
  • FIG. 20B is a schematic illustration of the HVAC box in the thermal management system of FIG. 20A.
  • 21A is a schematic diagram of the thermal management system of FIG. 1 operating in a fourth cooling mode.
  • 21B is a schematic diagram of the HVAC box in the thermal management system of FIG. 21A.
  • FIG. 22 is a schematic illustration of the thermal management system of FIG. 1 operating in a first supplemental mode.
  • FIG. 23 is a schematic illustration of the thermal management system of FIG. 1 operating in a second supplementary mode.
  • FIG. 24 is a schematic illustration of the thermal management system of FIG. 1 operating in a third supplementary mode.
  • 25 is a schematic illustration of the thermal management system of FIG. 1 operating in a fourth supplemental mode.
  • Fig. 27 is a schematic diagram of an electric vehicle provided by the present invention.
  • thermal management system 100 Heat pump air conditioning system 101 refrigeration circuit 10 main road 11
  • valve body 41 first external port 42a second external port 42b third outer port 42c fourth external port 42d inner channel 43 Motion transfer system A Power Systems B electric car 1 cabin 2
  • FIG. 1 is a schematic diagram of an embodiment of a thermal management system 100 provided by the present invention, which can be applied to an electric vehicle 1 (as shown in FIG. 27 ).
  • the thermal management system 100 includes a heat pump air conditioning system 101 and an HVAC box 102 .
  • the heat pump air conditioning system 101 includes a refrigeration circuit 10 .
  • the refrigeration circuit 10 includes a main circuit 11 , a first branch circuit 12 , a second branch circuit 13 and a third branch circuit 14 .
  • the main circuit 11 includes a compressor 110 capable of compressing refrigerant.
  • the first branch 12 includes a condenser 120 to condense refrigerant and release heat.
  • the second branch 13 includes an evaporator 130 to evaporate refrigerant and absorb heat.
  • the third branch 14 includes a heat exchanger 140 which may act as an evaporator or a condenser.
  • the thermal management system 100 also includes a battery cooling circuit 20 and a motor cooling circuit 30 .
  • the heat exchanger 140 can also exchange heat with the coolant flowing through the battery cooling circuit 20 and the motor cooling circuit 30 .
  • the HVAC box 102 may be arranged in front of the cabin 2 (as shown in FIG. 27 ).
  • a condenser 120 and an evaporator 130 are arranged in the HVAC box 102, hot air from the condenser 120 or cold air from the evaporator 130 can be released into the passenger cabin 2 or sprayed into the surrounding environment.
  • the HVAC box 102 includes a first vent 1021 communicating the condenser 120 with the cabin 2 , a second vent 1022 communicating the evaporator 130 with the ambient environment, and a second vent 1022 connecting the evaporator 130 with the ambient environment.
  • the connected third vent 1023 The connected third vent 1023.
  • the hot air from the condenser 120 may be released to the passenger cabin 2 through the first vent 1021 or ejected to the surrounding environment through the second vent 1022 .
  • Cool air from the evaporator 130 may be sprayed into the surrounding environment through the third vent 1023 .
  • the HVAC box 102 also includes a blower 1024 .
  • the blower 1024 can blow the air in the HVAC box 102 into the passenger cabin 2 or the surrounding environment, thereby promoting the flow of air from the HVAC box 102 to the passenger cabin 2 or the surrounding environment.
  • the refrigeration circuit 10 further includes a plurality of first shut-off valves 15 (for simplicity, FIG. 1 only shows one first shut-off valve 15 ).
  • Each first shut-off valve 15 is operable between opening and closing to selectively communicate the main path 11 with at least two of the first branch path 12 , the second branch path 13 and the third branch path 14 .
  • the main path 11 may communicate with the first branch path 12 and the third branch path 14, so that the refrigerant may circulate in the compressor 110, the condenser 120, and the heat exchanger 140 in sequence.
  • the main circuit 11 can also communicate with the first branch circuit 12 and the second branch circuit 13 , so that the refrigerant can circulate in the compressor 110 , the condenser 120 and the evaporator 130 in sequence.
  • each of the first branch 12 , the second branch 13 and the third branch 14 further includes an expansion valve 16 .
  • the expansion valve 16 is disposed between the condenser 120 and the evaporator 130 , or between the condenser 120 and the heat exchanger 140 . Expansion valve 16 may control the flow rate of refrigerant entering condenser 120 , evaporator 130 or heat exchanger 140 .
  • At least each of the main circuit 11 , the second branch circuit 13 and the third branch circuit 14 further includes a temperature and pressure sensor 17 .
  • the temperature and pressure sensor 17 senses the temperature and pressure of the refrigerant flowing through the main path 11 , the second branch path 13 or the third branch path 14 .
  • the motor cooling circuit 30 includes a power train A, a radiator 34 and a liquid storage tank 35 .
  • the power transmission system A includes a motor 31 , an inverter 32 and a DC/DC converter 33 .
  • FIG. 1 shows a motor 31 , an inverter 32 and a DC/DC converter 33 connected in series.
  • the positions of the motor 31 , the inverter 32 and the DC/DC converter 33 may be changed.
  • the motor 31 and the inverter 32 may be connected in parallel.
  • the liquid storage tank 35 may store heat transfer fluid (eg, cooling liquid).
  • the motor cooling circuit 30 can circulate the cooling liquid through the motor 31 , the inverter 32 , the DC/DC converter 33 and the radiator 34 under the action of the pump 36 .
  • the coolant flows through the motor 31 , the inverter 32 , the DC/DC converter 33 and the radiator 34 , heat generated by the motor 31 , the inverter 32 and the DC/DC converter 33 is transferred to the coolant.
  • the location of the heat sink 34 is such that it absorbs heat from the surrounding environment and releases heat into the surrounding environment.
  • the battery cooling circuit 20 includes a power supply system B.
  • the power system B includes a battery 21 and an autopilot electronic control unit (ECU) 22 .
  • Figure 1 shows a battery 21 and an autopilot electronic control unit 22 connected in series.
  • the locations of the battery 21 and the autopilot ECU 22 can also be changed, and the autopilot ECU 22 can also be omitted.
  • the battery 21 outputs electric energy.
  • the inverter 32 of the motor cooling circuit 30 obtains electric energy from the battery 21 to drive the motor 31 .
  • the motor 31 outputs power to the wheels of the electric vehicle 1 .
  • the battery cooling circuit 20 can circulate cooling fluid through the battery 21 and the autopilot electronic control unit 22 under the action of another pump 26 . When the coolant flows through the battery 21 and the autopilot ECU 22, heat generated by the battery 21 and the autopilot ECU 22 is transferred into the coolant.
  • both the battery cooling circuit 20 and the motor cooling circuit 30 further include a temperature sensor 24 .
  • the temperature sensor 24 can sense the temperature of the coolant passing through the battery cooling circuit 20 or the motor cooling circuit 30 .
  • the thermal management system 100 also includes a multi-way valve 40 for connecting the refrigeration circuit 10 , the battery cooling circuit 20 and the motor cooling circuit 30 together.
  • the multi-way valve 40 functions as an eight-way valve.
  • the multi-way valve 40 includes a valve body 41 , ten external ports arranged outside the valve body 41 and arranged on the valve body. Eight internal channels 43 inside 41 .
  • the ten external ports include three first external ports 42a connected to the heat exchanger 140, two second external ports 42b connected to the power system B, two third external ports 42c connected to the powertrain A and Three fourth outer ports 42d connected to the heat sink 34 .
  • valve body 41 includes an external rotary handle (not shown), and the user can rotate the external rotary handle to rotate the valve body 41 to switch the multi-way valve 40 between different states.
  • the battery cooling circuit 20 further includes a first bypass path 23 connected to the heat exchanger 140 .
  • One of the first external ports 42 a is connected to the first bypass path 23 .
  • the coolant may bypass the heat exchanger 140 as needed. Integrating the separate bypass valves of the first bypass path 23 into a single multi-way valve 40 can save costs.
  • the motor cooling circuit 30 also includes a second bypass path 37 connected to the radiator 34 .
  • One of the fourth outer ports 42d is connected to the second bypass path 37 . When the fourth outer port 42d connecting the second bypass path 37 is in fluid communication with the inner passage 43, the coolant can bypass the radiator 34 as desired. Bypassing radiator 34 saves pump 36 power.
  • the battery cooling circuit 20 and the motor cooling circuit 30 are connected in parallel.
  • the coolant is divided into two separate circuits. One circuit is that the coolant can flow sequentially through the heat exchanger 140 , the autopilot electronic control unit 22 and the battery 21 . Another circuit is that the coolant can flow through the DC/DC converter 33 , the inverter 32 , the motor 31 and the radiator 34 in sequence.
  • the battery cooling circuit 20 and the motor cooling circuit 30 are connected in series.
  • the coolant may flow sequentially through the heat exchanger 140 , the autopilot ECU 22 , the battery 21 , the DC/DC converter 33 , the inverter 32 , the motor 31 and the radiator 34 .
  • the battery cooling circuit 20 and the motor cooling circuit 30 are connected in series.
  • the coolant may flow sequentially through the heat exchanger 140 , the autopilot ECU 22 , the battery 21 , the DC/DC converter 33 , the inverter 32 and the motor 31 .
  • the heat sink 34 is bypassed.
  • the battery cooling circuit 20 and the motor cooling circuit 30 are connected in parallel.
  • the coolant is divided into two separate circuits. One circuit is that coolant may flow sequentially through heat exchanger 140 and radiator 34 . Another circuit is that the coolant can flow sequentially through the electric motor 31 , the inverter 32 , the DC/DC converter 33 , the battery 21 and the autopilot electronic control unit 22 .
  • the battery cooling circuit 20 and the motor cooling circuit 30 are connected in parallel.
  • the coolant is divided into two separate circuits. One circuit is that coolant can flow sequentially through the autopilot ECU 22 and the battery 21 . Another circuit is that the coolant can flow through the radiator 34 , the DC/DC converter 33 , the inverter 32 and the motor 31 in sequence. Heat exchanger 140 is bypassed.
  • the battery cooling circuit 20 and the motor cooling circuit 30 are connected in series.
  • the coolant may flow sequentially through the autopilot electronic control unit 22 , the battery 21 , the DC/DC converter 33 , the inverter 32 , the motor 31 and the radiator 34 .
  • Heat exchanger 140 is bypassed.
  • the motor cooling circuit 30 also includes a third bypass path 38 connected to the DC/DC converter 33 .
  • the third bypass path 38 includes a second shut-off valve 380 that is operable between open and closed to allow coolant to pass or bypass the DC/DC converter 33 as desired. In this way, the power of the pump 36 can be reduced.
  • the battery cooling circuit 20 may also include a third bypass path 25 connected to the autopilot electronic control unit 22 .
  • the third bypass path 25 includes a second shut-off valve 250 that is operable between open and closed to allow coolant to pass or bypass the autopilot ECU 22 as desired. In this way, the power of the pump 26 can be reduced.
  • the thermal management system 100 can operate in multiple modes according to the ambient temperature, and the flow directions of the three fluids (ie air, refrigerant and coolant) in the thermal management system 100 are different when operating in the multiple modes. For example, when the ambient temperature is low, the thermal management system 100 may operate in multiple heating modes to provide warm air to the passenger cabin 2 . In at least one embodiment, nine heating modes are included. The operation principle of each heating mode will be described below with reference to FIGS. 9A to 17B .
  • the solid lines and dotted lines in the figure indicate the channels of the corresponding fluids, and the dashed lines indicate the channels without fluids.
  • the thermal management system 100 can switch to the first heating mode at an ambient temperature higher than -10°C and lower than 20°C.
  • the compressor 110 , the condenser 120 and the heat exchanger 140 are sequentially communicated so that the refrigerant can circulate in the compressor 110 , the condenser 120 and the heat exchanger 140 in sequence.
  • the compressor 110 compresses the low-temperature and low-pressure refrigerant vapor contained in the refrigeration circuit 10 into high-temperature and high-pressure vapor. After passing through the condenser 120, the refrigerant changes from vapor to liquid and releases heat.
  • the refrigerant further changes from liquid to vapor after passing through the heat exchanger 140 , that is, the heat exchanger 140 acts as an evaporator, and then the vapor circulates back to the compressor 110 .
  • the first vent 1021 is opened, the second vent 1022 and the third vent 1023 are closed, and the blower 1024 blows the heat of the condenser 120 into the passenger compartment 2 , thereby preheating the passenger compartment 2 .
  • the coolant flows through the heat exchanger 140, the autopilot electronic control unit 22, the battery 21, the DC/DC converter 33, the inverter 32 and the motor 31 in sequence, and at the same time
  • the heat sink 34 is bypassed.
  • the waste heat of the coolant is absorbed by the refrigerant flowing through the heat exchanger 140 , and is further released into the passenger compartment 2 through the condenser 120 . In this way, both the waste heat of the power system B and the power train A can be used to heat the cabin 2 .
  • the thermal management system 100 can switch to the second heating mode at ambient temperatures above -10°C and below 20°C.
  • the multi-way valve 40 is switched to a fourth state so that the coolant is divided into two separate circuits.
  • One circuit is for coolant to flow sequentially through heat exchanger 140 and radiator 34 .
  • Another circuit is that the coolant flows sequentially through the motor 31 , the inverter 32 , the DC/DC converter 33 , the battery 21 and the autopilot electronic control unit 22 .
  • the coolant flowing through the radiator 34 can absorb heat from the surrounding environment. Heat is absorbed by the refrigerant flowing through the heat exchanger 140 and then released to the passenger compartment 2 by the condenser 120 .
  • the residual heat of power system B and power train A is retained.
  • one or more fans 341 are located in front of heat sink 34 . One or more fans 341 may increase the amount of ambient air passing through radiator 34 .
  • the thermal management system 100 can switch to the third heating mode at ambient temperatures below -10°C.
  • the compressor 110 , the condenser 120 and the evaporator 130 communicate with each other such that refrigerant may circulate in the compressor 110 , the condenser 120 and the evaporator 130 in sequence.
  • the compressor 110 compresses low-temperature and low-pressure refrigerant vapor contained in the refrigeration circuit 10 into high-temperature and high-pressure vapor.
  • the refrigerant changes from vapor to liquid and releases heat.
  • the blower 1024 blows heat through the cabin 2 .
  • the refrigerant further changes from liquid to vapor after passing through the evaporator 130 .
  • the vapor is then cycled back to compressor 110 .
  • the refrigerant absorbs little heat passing through the heat exchanger 140 . Almost 100% of the electrical energy of the compressor 110 is converted into heat to preheat the cabin 2 .
  • the multi-way valve 40 is switched to the fourth state, but the coolant only flows through the circuit, including the electric motor 31 , inverter 32 , DC/DC converter 33 , battery 21 and autopilot ECU 22 .
  • No cooling liquid flows through the circuit including the heat exchanger 140 and the radiator 34 , that is, the cooling liquid does not exchange heat with the refrigerant flowing through the heat exchanger 140 . In this case, the residual heat of power system B and power train A is retained.
  • the thermal management system 100 can switch to a fourth heating mode at ambient temperatures below -20°C.
  • the HVAC box 102 of the third heating mode further includes at least one heater 1025 .
  • At least one heater 1025 is provided in front of the blower 1024 or the condenser 120 and can heat the air blown into the passenger compartment 2 .
  • This mode can be combined with other heating modes, eg first to third heating modes.
  • heater 1025 is a positive temperature coefficient (PTC) thermistor.
  • PTC positive temperature coefficient
  • the thermal management system 100 can switch to the fifth heating mode.
  • the compressor 110 and the condenser 120 communicate with each of the evaporator 130 and the heat exchanger 140 , and the evaporator 130 and the heat exchanger 140 are connected in parallel.
  • the refrigerant at the downstream end of the condenser 120 is divided into two parts, one part is guided to the evaporator 130 and the other part is guided to the heat exchanger 140 .
  • the first vent 1021 is opened, and the heat from the condenser 120 is released to the passenger compartment 2 through the first vent 1021 .
  • the third vent 1023 is open and cool air from the downstream end of the evaporator 130 is drawn into the environment through the third vent 1023 instead of flowing through the passenger cabin 2 . That is, the evaporator 130 functions as an external heat exchanger.
  • the refrigerant flowing through the heat exchanger 140 can not only absorb the waste heat of the power system B and the power transmission system A, but also absorb heat in the ambient air. This heat can then be used to heat the cabin 2 .
  • the thermal management system 100 can switch to the sixth heating mode at ambient temperatures above -10°C and below 5°C.
  • the first vent 1021 is still open, but the third vent 1023 is closed so that cool air from the evaporator 130 is not drawn to the surrounding environment.
  • An air path is formed between the HVAC box 102 and the passenger cabin 2 , and internal circulation of air is realized between the evaporator 130 , the condenser 120 and the passenger cabin 2 . As such, heat transfer between the evaporator 130 and the condenser 120 is enhanced.
  • the thermal management system 100 can switch to a seventh heating mode at ambient temperatures above -30°C and below 10°C.
  • the condenser 120 and the heat exchanger 140 are connected in parallel.
  • the compressor 110 communicates with the condenser 120 and the upstream end of the heat exchanger 140 .
  • the evaporator 130 communicates with the condenser 120 and the downstream end of the heat exchanger 140 . In this way, the refrigerant at the downstream end of the compressor 110 is divided into two parts, one part is guided to the condenser 120 , and the other part is guided to the heat exchanger 140 .
  • each of the condenser 120 and the heat exchanger 140 functions as a condenser for changing refrigerant from vapor to liquid and releasing heat.
  • the refrigerant further changes from liquid to vapor and absorbs heat after passing through the condenser 120 .
  • the first vent 1021 is opened, and the heat from the condenser 120 is released to the passenger compartment 2 through the first vent 1021 .
  • the third vent 1023 is open and cool air from the downstream end of the evaporator 130 is drawn into the environment through the third vent 1023 instead of flowing through the passenger cabin 2 .
  • the heat from the heat exchanger 140 may be released into the cooling liquid flowing through the heat exchanger 140 to preheat the battery 21 .
  • the thermal management system 100 may switch to an eighth heating mode at ambient temperatures below 0°C.
  • the compressor 110 , the heat exchanger 140 and the evaporator 130 are sequentially communicated so that the refrigerant can circulate in the compressor 110 , the heat exchanger 140 and the evaporator 130 in sequence.
  • the compressor 110 compresses the low-temperature and low-pressure refrigerant vapor contained in the refrigeration circuit 10 into high-temperature and high-pressure vapor.
  • the refrigerant changes from vapor to liquid and releases heat. That is, the heat exchanger 140 functions as a condenser.
  • the refrigerant further changes from liquid to vapor after passing through the evaporator 130 .
  • the vapor is then cycled back to compressor 110 .
  • the cool air from the evaporator 130 is ejected into the surrounding environment through the third vent 1023 instead of flowing through the passenger cabin 2 .
  • the multi-way valve 40 is switched to the first state, and the battery cooling circuit 20 and the motor cooling circuit 30 are connected in parallel.
  • the coolant is divided into two separate circuits. One circuit is that the coolant can flow sequentially through the heat exchanger 140 , the autopilot electronic control unit 22 and the battery 21 . Another circuit is that the coolant can flow through the DC/DC converter 33 , the inverter 32 and the motor 31 in sequence.
  • the heat sink 34 is bypassed. In this way, the heat from the heat exchanger 140 can be further released into the coolant flowing through the heat exchanger 140 , thereby preheating the battery 21 . In this way, when the thermal management system 100 is switched to the eighth heating mode, it can facilitate the preconditioning of the battery 21 in cold weather.
  • the thermal management system 100 may switch to a ninth heating mode at ambient temperatures below 0°C.
  • the evaporator 130 and the condenser 120 are connected in parallel to the downstream end of the heat exchanger 140 .
  • the refrigerant at the downstream end of the heat exchanger 140 is divided into two parts, one part is guided to the evaporator 130 and the other part is guided to the condenser 120 .
  • each of the condenser 120 and the evaporator 130 functions as an evaporator.
  • Cool air from each of the condenser 120 and the evaporator 130 may be drawn into the ambient through the second vent 1022 and the third vent 1023 .
  • the heat from the heat exchanger 140 may be further released into the coolant flowing through the heat exchanger 140 , thereby preheating the battery 21 . Since the refrigeration circuit 10 comprises two evaporators operating in parallel, the preconditioning time of the battery 21 in cold weather can be minimized.
  • thermal management system 100 can also work in multiple cooling modes, so as to provide cool air to the passenger cabin 2 .
  • thermal management system 100 includes four cooling modes. The operation principle of each cooling mode will be described below with reference to FIGS. 18 to 21B.
  • the solid lines and dotted lines in the figure indicate the channels of the corresponding fluids, and the dashed lines indicate the channels without fluids.
  • the thermal management system 100 can switch to the first cooling mode at ambient temperatures above 20°C and below 50°C.
  • the compressor 110 , the heat exchanger 140 and the evaporator 130 are sequentially communicated so that the refrigerant can circulate in the compressor 110 , the heat exchanger 140 and the evaporator 130 in sequence.
  • the compressor 110 compresses the low-temperature and low-pressure refrigerant vapor contained in the refrigeration circuit 10 into high-temperature and high-pressure vapor.
  • the heat exchanger 140 acts as a condenser, changing the refrigerant from vapor to liquid and releasing heat to the ambient air.
  • the refrigerant further changes from liquid to vapor and absorbs heat after passing through the evaporator 130 .
  • the blower 1024 blows cool air from the evaporator 130 through the passenger cabin 2 . In this way, the passenger cabin 2 is cooled, and then the steam is circulated back to the compressor 110 .
  • the battery cooling circuit 20 and the motor cooling circuit 30 are connected in parallel.
  • the coolant is divided into two separate circuits. One circuit is that coolant may flow sequentially through heat exchanger 140 and radiator 34 . Another circuit is that the coolant can flow sequentially through the electric motor 31 , the inverter 32 , the DC/DC converter 33 , the battery 21 and the autopilot electronic control unit 22 . Heat from the refrigerant flowing through the heat exchanger 140 may be further released to the surrounding environment through the radiator 34 .
  • the thermal management system 100 can switch to the second cooling mode at ambient temperatures above 20°C and below 50°C.
  • the battery cooling circuit 20 and the motor cooling circuit 30 are connected in series.
  • the coolant flows sequentially through the heat exchanger 140 , the autopilot ECU 22 , the battery 21 , the DC/DC converter 33 , the inverter 32 , the motor 31 and the radiator 34 .
  • Heat from the refrigerant flowing through heat exchanger 140 may also be dissipated to the surrounding environment through radiator 34 .
  • the thermal management system 100 can switch to the third cooling mode during charging of the battery 21 .
  • the compressor 110 and the condenser 120 communicate in sequence, and the evaporator 130 and the heat exchanger 140 are connected in parallel to the downstream end of the condenser 120 .
  • the refrigerant at the downstream end of the condenser 120 is divided into two parts, one part is guided to the evaporator 130 and the other part is guided to the heat exchanger 140 .
  • the second vent 1022 is opened and the heat released by the condenser 120 is drawn to the surrounding environment. That is, the condenser 120 functions as an external heat exchanger.
  • the first vent 1021 is opened, and cool air from the evaporator 130 is released into the passenger cabin 2 to cool the passenger cabin 2 .
  • the refrigerant passing through the heat exchanger 140 also absorbs waste heat of the coolant passing through the heat exchanger 140 , thereby cooling the battery 21 .
  • the thermal management system 100 may switch to the fourth cooling mode during charging of the battery 210 .
  • 21A and 21B the condenser 120 and the evaporator 130 are connected in parallel.
  • the compressor 110 communicates with the upstream ends of the condenser 120 and the evaporator 130 .
  • the heat exchanger 140 communicates with downstream ends of the condenser 120 and the evaporator 130 .
  • both the condenser 120 and the evaporator 130 function as condensers for changing refrigerant from vapor to liquid and releasing heat.
  • the refrigerant further changes from liquid to vapor and absorbs heat after passing through the heat exchanger 140 .
  • the vapor is then cycled back to compressor 110 .
  • the second vent 1022 is opened and the heat released by the condenser 120 and evaporator 130 is drawn to the surrounding environment. That is, both the condenser 120 and the evaporator 130 function as external heat exchangers.
  • the multi-way valve 40 is switched to the first state, and the battery cooling circuit 20 and the motor cooling circuit 30 are connected in parallel.
  • the coolant is divided into two separate circuits. One circuit is that the coolant can flow sequentially through the heat exchanger 140 , the autopilot electronic control unit 22 and the battery 21 . Another circuit is that the coolant can flow through the DC/DC converter 33 , the inverter 32 , the motor 31 and the radiator 34 in sequence. Accordingly, the heat exchanger 140 may absorb waste heat from the coolant flowing through the heat exchanger 140 , thereby cooling the battery 21 .
  • the thermal management system 100 can switch to the fourth cooling mode to charge the battery 21 quickly.
  • thermal management system 100 can operate in a variety of supplemental modes.
  • the working principle of each supplementary mode will be described below with reference to FIGS. 22-26.
  • the solid lines and dotted lines in the figure indicate the channels of the corresponding fluids, and the dashed lines indicate the channels without fluids.
  • the thermal management system 100 can switch to the first supplementary mode at ambient temperatures above 5°C and below 30°C. Referring to FIG. 22 , refrigerant does not circulate in the refrigeration circuit 10 .
  • the multi-way valve 40 switches to the fifth state, so that the battery cooling circuit 20 and the motor cooling circuit 30 are connected in parallel.
  • the heat exchanger 140 is bypassed, ie the heat exchanger 140 does not exchange heat with the cooling fluid flowing through the battery cooling circuit 20 . In this way, the temperature of the battery 21 becomes uniform.
  • the thermal management system 100 can switch to the second supplementary mode at ambient temperatures above 5°C and below 30°C.
  • the multi-way valve 40 is switched to the first state, so that a circuit of coolant can pass through the heat exchanger 140 , the autopilot ECU 22 and the battery 21 in sequence.
  • a 4/2-way valve 27 is connected to the battery 21 .
  • the two-position four-way valve 27 can change the flow direction of the cooling liquid in the battery cooling circuit 20 , so as to make the heating or cooling rate of the battery 21 uniform.
  • the heat exchanger 140 can exchange heat with the cooling liquid flowing through the battery cooling circuit 20 .
  • the thermal management system 100 can switch to the third supplementary mode at ambient temperatures above 20°C and below 30°C. Referring to FIG. 24 , different from the first supplementary mode, the multi-way valve 40 is switched to the sixth state, so that the battery cooling circuit 20 and the motor cooling circuit 30 are connected in series. In this case, the residual heat of the coolant is slowly released to the surrounding environment through the radiator 34 .
  • the thermal management system 100 can switch to the fourth supplementary mode at ambient temperatures above 5°C and below 30°C.
  • the multi-way valve 40 is switched to the fourth state, so that the battery cooling circuit 20 and the motor cooling circuit 30 are connected in parallel.
  • the coolant flows sequentially through the electric motor 31 , the inverter 32 , the DC/DC converter 33 , the battery 21 and the autopilot electronic control unit 22 .
  • the battery 21 acts as a radiator to store waste heat from the powertrain A.
  • the thermal management system 100 can switch to the fifth supplementary mode at ambient temperatures above 15°C and below 30°C.
  • the condenser 120 and the heat exchanger 140 are connected in parallel.
  • the compressor 110 communicates with the condenser 120 and the upstream end of the heat exchanger 140 .
  • the evaporator 130 communicates with the condenser 120 and the downstream end of the heat exchanger 140 .
  • the refrigerant at the downstream end of the compressor 110 is divided into two parts, one part is guided to the condenser 120, and the other part is guided to the heat exchanger 140.
  • the air in the passenger cabin 2 may change from vapor to liquid while passing through the evaporator 130 and then be discharged out of the passenger cabin 2 , so that the fifth supplementary mode may dehumidify the air in the passenger cabin 2 .
  • the multi-way valve 40 is switched to the second state, and the battery cooling circuit 20 and the motor cooling circuit 30 are connected in series. Heat from the heat exchanger 140 may be released into the coolant flowing through the heat exchanger 140 and further released to the surrounding environment through the radiator 34 .
  • FIG. 27 shows an embodiment of an electric vehicle 1 comprising a thermal management system 100 .
  • waste heat generated by the power system B and the power transmission system A may be absorbed by the heat exchanger 140 to preheat the cabin 2 and/or the battery 21 .
  • Heat from the surrounding environment can also be absorbed by the radiator 34 to preheat the passenger cabin 2 and/or the battery 21 .
  • the multi-way valve 40 can be switched between different states to change the flow direction of the coolant in the battery cooling circuit 20 and the motor cooling circuit 30 , so that the passenger compartment 2 and/or the battery 21 can reach the desired temperature.
  • the heat exchanger 140 is multifunctional, and it has the advantages of cost saving, light weight, and small volume compared with existing coolers.
  • the condenser 120 and the evaporator 130 may operate in series or in parallel. Condenser 120 and evaporator 130 operating in parallel can heat or cool passenger cabin 2 faster.

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Abstract

一种热管理系统(100)及使用它的电动汽车，包括制冷回路(10)、电池冷却回路(20)、电机冷却回路(30)和多通阀(40)。制冷回路(10)包括选择性地与冷凝器(120)、蒸发器(130)和热交换器(140)中的至少两个连通的压缩机(110)。电池冷却回路(20)包括连接至热交换器(140)的第一旁通路径(23)。电机冷却回路(30)包括连接至散热器(34)的第二旁通路径(37)。多通阀(40)包括十个外端口和八个内通道(43)。三个外端口(42a)连接到热交换器(140)，其中一个连接到第一个旁通路径(23)；两个外端口(42b)连接到电源系统；两个外端口(42c)连接到动力传动系统(A)；三个外端口(42d)连接到散热器(34)，其中一个连接到第二个旁通路径(37)。十个外端口中的八个选择性地与八个内通道(43)中的四个进行连通。该热管理系统及电动汽车增加了行驶里程。

Description

热管理系统和具有该热管理系统的电动汽车 技术领域
本发明涉及热管理系统和具有热管理系统的电动汽车。
背景技术
电动汽车中的电机从电池接收电力并输出电力以驱动电动汽车运行。电动汽车排放的二氧化碳很少，产生的噪音也很小。电动汽车的电机比内燃机的能效高。
然而，在寒冷天气下，电动汽车的行驶里程会缩短。因此，本技术还有改进的余地。
发明内容
有鉴于此，有必要提供一种热管理系统及具有该热管理系统的电动汽车，以提高电动汽车的行驶里程。
一种热管理系统，应用于电动汽车中，包括：
制冷回路，包括压缩机、冷凝器、蒸发器和热交换器，压缩机选择性地与所述冷凝器、所述蒸发器和所述热交换器中的至少两个连通，以促进制冷剂在制冷回路中循环；
电池冷却回路，包括电源系统和连接到所述热交换器的第一旁通路径；
电机冷却回路，包括动力系统、散热器和连接到所述散热器的第二旁通路径；和
多通阀，用于连接制冷回路、电池冷却回路和电机冷却回路，所述多通阀包括十个外端口和八个内通道；十个所述外端口中的三个连接至所述热交换器，其中一个所述外端口连接至所述第一旁通路径；十个所述外端口中的两个连接到所述电源系统；十个所述外端口中的两个连接到所述动力传动系统；十个所述外端口中的三个连接到所述散热器，其中一个连接到所述第二旁通路径；多通阀被布置成允许十个所述外端口中的八个选择性地与八个所述内通道中的四个连通，以促进冷却剂在电池冷却回路和电机冷却回路中循环。
一种电动汽车，包括客舱及上述热管理系统。
上述热管理系统中的多通阀可以在不同的状态之间切换，以改变电池冷却回路和电机冷却回路中的冷却液流动方向，从而使客舱和/或电池可以达到所需的温度。在寒冷天气下，电源系统和动力传动系统产生的余热可被热交换器吸收，以预热客舱和/或电池，来自周围环境的热量也可被散热器吸收，以预热客舱和/或电池。如此，使用更少的电能来优化客舱或电池的温度，从而增加电动汽车的行驶里程。
附图说明
现在将通过实施例及附图描述本发明。
图1是本发明提供的热管理系统在一实施例中的示意图。
图2是图1热管理系统中的暖通空调箱的示意图。
图3是图1的热管理系统的多通阀在第一状态下的示意图。
图4是图1的热管理系统的多通阀在第二状态下的示意图。
图5是图1的热管理系统的多通阀在第三状态下的示意图。
图6是图1的热管理系统的多通阀在第四状态下的示意图。
图7是图1的热管理系统的多通阀在第五状态下的示意图。
图8是图1的热管理系统的多通阀在第六状态下的示意图。
图9A是图1热管理系统在第一加热模式下运行的示意图。
图9B是图9A热管理系统中的暖通空调箱的示意图。
图10是图1热管理系统在第二加热模式下运行的示意图。
图11是图1热管理系统在第三加热模式下运行的示意图。
图12是图1热管理系统在第四加热模式下运行的示意图。
图13A是图1热管理系统在第五加热模式下运行的示意图。
图13B是图13A热管理系统中的暖通空调箱的示意图。
图14A是图1热管理系统在第六加热模式下运行的示意图。
图14B是图14A热管理系统中的暖通空调箱的示意图。
图15是图1热管理系统在第七加热模式下运行的示意图。
图16是图1热管理系统在第八加热模式下运行的示意图。
图17A是图1热管理系统在第九加热模式下运行的示意图。
图17B是图17A热管理系统中的暖通空调箱的示意图。
图18是图1热管理系统在第一冷却模式下运行的示意图。
图19是图1热管理系统在第二冷却模式下运行的示意图。
图20A是图1热管理系统在第三冷却模式下运行的示意图。
图20B是图20A热管理系统中的暖通空调箱的示意图。
图21A是图1热管理系统在第四冷却模式下运行的示意图。
图21B是图21A热管理系统中的暖通空调箱的示意图。
图22是图1热管理系统在第一补充模式下运行的示意图。
图23是图1热管理系统在第二补充模式下运行的示意图。
图24是图1热管理系统在第三补充模式下运行的示意图。
图25是图1热管理系统在第四补充模式下运行的示意图。
图26是图1热管理系统在第五补充模式下运行的示意图。
图27是本发明提供的电动汽车的示意图。
主要元件符号说明
热管理系统 100
热泵空调系统 101
制冷回路 10
主路 11
压缩机 110
第一支路 12
冷凝器 120
第二支路 13
蒸发器 130
第三支路 14
热交换器 140
第一切断阀 15
膨胀阀 16
温度压力传感器 17
暖通空调箱 102
第一通风口 1021
第二通风口 1022
第三通风口 1023
鼓风机 1024
加热器 1025
电池冷却回路 20
电池 21
自动驾驶仪电子控制单元 22
第一旁通路径 23
温度传感器 24
泵 26、36
二位四通阀 27
电机冷却回路 30
电机 31
逆变器 32
DC/DC转换器 33
散热器 34
储液罐 35
第二旁通路径 37
第三旁通路径 38、25
第二切断阀 380、250
多通阀 40
四通阀 40A、40B
阀体 41
第一外端口 42a
第二外端口 42b
第三外端口 42c
第四外端口 42d
内通道 43
动力传动系统 A
电源系统 B
电动汽车 1
客舱 2
具体实施方式
现将参考附图，通过实施例来描述本发明的实施方式。应当注意，本发明的实施例和特征可以在没有冲突的情况下进行组合。以下描述中阐述了具体细节，以使本公开内容得到充分理解。这些实施例只是本发明的一部分，而不是全部实施例。基于本发明的实施例，本领域普通技术人员在没有创造性努力的情况下获得的其他实施例应在本发明的范围内。
除非另有定义，否则本文中使用的所有技术和科学术语具有本领域普通技术人员通常理解的相同含义。本发明说明书中使用的术语仅用于描述实施例，并不旨在限制本发明。本文使用的术语“和/或”包括一个或多个相关项目的任何组合。
图1为本发明提供的热管理系统100在一实施例中的示意图，该系统可应用于电动汽车1(如图27所示)。热管理系统100包括热泵空调系统101和暖通空调箱102。
热泵空调系统101包括制冷回路10。制冷回路10包括主路11、第一支路12、第二支路13和第三支路14。主路11包括可压缩制冷剂的压缩机110。第一支路12包括冷凝器120以冷凝制冷剂并释放热量。第二支路13包括蒸发器130以蒸发制冷剂并吸收热量。第三支路14包括可以用作蒸发器或冷凝器的热交换器140。热管理系统100还包括电池冷却回路20和电机冷却回路30。热交换器140还可与流经电池冷却回路20和电机冷却回路30的冷却液进行热交换。
暖通空调箱102可布置在客舱2的前方(如图27所示)。冷凝器120和蒸发器130布置在暖通空调箱102中，来自冷凝器120的热空气或来自蒸发器130的冷空气可以释放到客舱2或喷射到周围环境中。在至少一个实施例中，暖通空调箱102包括将冷凝器120与客舱2连通的第一通风口1021、将蒸发器130与周围环境连通的第二通风口1022以及将蒸发器130与周围环境连通的第三通风口1023。来自冷凝器120的热空气可通过第一通风口1021释放到客舱2，或通过第二通风口1022喷射到周围环境。来自蒸发器130的冷空气可通过第三通风口1023喷射到周围环境中。
在至少一个实施例中，暖通空调箱102还包括鼓风机1024。鼓风机1024可将暖通空调箱102内的空气吹入客舱2或周围环境，从而促进空气从暖通空调箱102流向客舱2或周围环境。
参考图1，制冷回路10还包括多个第一切断阀15(为了简单起见，图1仅显示了一个第一切断阀15)。每个第一切断阀15可在打开和关闭之间操作，以使主路11选择性地与第一支路12、第二支路13和第三支路14中的至少两个连通。例如，主路11可以与第一支路12和第三支路14连通，使得制冷剂可以依次在压缩机110、冷凝器120和热交换器140中循环。主路11还可以与第一支路12和第二支路13连通，使得制冷剂可以依次在压缩机110、冷凝器120和蒸发器130中循环。
在至少一个实施例中，第一支路12、第二支路13和第三支路14中的每一个还包括膨胀阀16。膨胀阀16布置在冷凝器120和蒸发器130之间，或冷凝器120和热交换器140之间。膨胀阀16可以控制进入冷凝器120、蒸发器130或热交换器140的制冷剂的流速。
在至少一个实施例中，至少主路11、第二支路13和第三支路14中的每一个还包括温度压力传感器17。温度压力传感器17感测流经主路11、第二支路13或第三支路14的制冷剂的温度值和压力值。
电机冷却回路30包括动力传动系统A、散热器34和储液罐35。在至少一个实施例中，动力传动系统A包括电机31、逆变器32和DC/DC转换器33。图1示出了串联的电机31、逆变器32和DC/DC转换器33。然而，在其他实施例中，可以改变电机31、逆变器32和DC/DC转换器33的位置。例如，电机31和逆变器32可以并联连接。储液罐35可储存传热流体(例如，冷却液)。电机冷却回路30可在泵36的作用下使冷却液循环流过电机31、逆变器32、DC/DC转换器33和散热器34。当冷却液流过电机31、逆变器32、DC/DC转换器33和散热器34时，电机31、逆变器32和DC/DC转换器33产生的热量被传递到冷却液。散热器34的位置使其能够从周围环境中吸收热量并将热量释放到周围环境中。
电池冷却回路20包括电源系统B。在至少一个实施例中，电源系统B包括电池21和自动驾驶仪电子控制单元(ECU)22。图1显示电池21和自动驾驶仪电子控制单元22串联连接。然而，在其它实施例中，电池21和自动驾驶仪电子控制单元22的位置也可以改变，并且自动驾驶仪电子控制单元22也可以省略。电池21输出电能。电机冷却回路30的逆变器32从电池21获取电能以驱动电机31。电机31向电动汽车1的车轮输出动力。电池冷却回路20可在另一个泵26的作用下使冷却液循环流过电池21和自动驾驶仪电子控制单元22。当冷却液流过电池21和自动驾驶仪电子控制单元22时，电池21和自动驾驶仪电子控制单元22产生的热量被传递到冷却液中。
在至少一个实施例中，电池冷却回路20和电机冷却回路30中还均包括温度传感器24。温度传感器24可感测通过电池冷却回路20或电机冷却回路30的冷却液的温度值。
热管理系统100还包括多通阀40，多通阀40用于将制冷回路10、电池冷却回路20和电机冷却回路30连接在一起。在至少一个实施例中，参考图3至8，多通 阀40起到八通阀的作用，多通阀40包括阀体41、布置在阀体41外部的十个外端口和布置在阀体41内部的八个内通道43。这十个外端口包括连接到热交换器140的三个第一外端口42a、连接到电源系统B的两个第二外端口42b、连接到动力传动系统A的两个第三外端口42c和连接到散热器34的三个第四外端口42d。十个外端口中的八个选择性地与八个内通道43中的四个进行连通，从而允许多通阀40在六种不同状态之间切换，以改变热管理系统100中冷却液的流动方向。在至少一个实施例中，阀体41包括外部旋转手柄(未示出)，并且用户可以操作旋转外部旋转手柄以旋转阀体41，从而在不同状态之间切换多通阀40。
在其他实施例中，如图1所示，多通阀40还可以包括两个相互分离的四通阀40A和40B。四通阀40A和40B中的每一个都包括阀体41(图1中未标记)。十个外端口分别布置在四通阀40A和40B的阀体41的外部。八个内通道43分别布置在四通阀40A和40B的阀体41内。
参考图1及图3，电池冷却回路20还包括连接至热交换器140的第一旁通路径23。其中一个第一外端口42a连接到第一旁通路径23。当连接第一旁通路径23的第一外端口42a与内通道43流体连通时，冷却液可以根据需要绕过热交换器140。将第一旁通路径23的分离旁通阀集成到单一多通阀40中可以节省成本。电机冷却回路30还包括连接到散热器34的第二旁通路径37。其中一个第四外端口42d连接到第二旁通路径37。当连接第二旁通路径37的第四外端口42d与内通道43流体连通时，冷却液可以根据需要绕过散热器34。绕过散热器34可以节省泵36的功率。
参考图3，当多通阀40处于第一状态时，电池冷却回路20和电机冷却回路30并联连接。冷却液分为两个独立的回路。一个回路是冷却液可以依次流过热交换器140、自动驾驶仪电子控制单元22和电池21。另一个回路是冷却液可以依次流过DC/DC转换器33、逆变器32、电机31和散热器34。
参考图4，当多通阀40处于第二状态时，电池冷却回路20和电机冷却回路30串联连接。冷却液可依次流过热交换器140、自动驾驶仪电子控制单元22、电池21、DC/DC转换器33、逆变器32、电机31和散热器34。
参考图5，当多通阀40处于第三状态时，电池冷却回路20和电机冷却回路30串联连接。冷却液可依次流过热交换器140、自动驾驶仪电子控制单元22、电池21、DC/DC转换器33、逆变器32和电机31。散热器34被绕过。
参考图6，当多通阀40处于第四状态时，电池冷却回路20和电机冷却回路30并联连接。冷却液分为两个独立的回路。一个回路是冷却液可以依次流过热交换器140和散热器34。另一个回路是冷却液可以依次流过电机31、逆变器32、DC/DC转换器33、电池21和自动驾驶仪电子控制单元22。
参考图7，当多通阀40处于第五状态时，电池冷却回路20和电机冷却回路30并联连接。冷却液分为两个独立的回路。一个回路是冷却液可以依次流过自动驾驶仪电子控制单元22和电池21。另一个回路是冷却液可以依次流过散热器34、DC/DC转换器33、逆变器32和电机31。热交换器140被绕过。
参考图8，当多通阀40处于第六状态时，电池冷却回路20和电机冷却回路30 串联连接。冷却液可以依次流过自动驾驶仪电子控制单元22、电池21、DC/DC转换器33、逆变器32、电机31和散热器34。热交换器140被绕过。
参考图1，在至少一个实施例中，电机冷却回路30还包括连接至DC/DC转换器33的第三旁通路径38。第三旁通路径38包括第二切断阀380，其可在打开和关闭之间操作，以允许冷却液根据需要通过或绕过DC/DC转换器33。如此，可以降低泵36的功率。电池冷却回路20还可包括连接至自动驾驶仪电子控制单元22的第三旁通路径25。第三旁通路径25包括第二切断阀250，其可在打开和关闭之间操作，以允许冷却液根据需要通过或绕过自动驾驶仪电子控制单元22。如此，可以降低泵26的功率。
热管理系统100可根据环境温度在多种模式下运行，在多种模式下运行时热管理系统100内的三种流体(即空气、制冷剂和冷却剂)的流动方向不同。例如，当环境温度低时，热管理系统100可以在多个加热模式下工作，从而向客舱2提供热空气。在至少一个实施例中，包括九种加热模式。以下将参考图9A至17B描述各加热模式的工作原理。图中的实线和点划线表示相应流体的通道，虚线表示无流体通道。
第一加热模式
热管理系统100可在高于-10℃且低于20℃的环境温度下切换至第一加热模式。参考图9A和9B、压缩机110、冷凝器120和热交换器140依次连通，使得制冷剂可以依次在压缩机110、冷凝器120和热交换器140中循环。压缩机110将制冷回路10内包含的低温低压制冷剂蒸汽压缩为高温高压蒸汽。经过冷凝器120后，制冷剂从蒸汽变为液体并释放热量。制冷剂在通过热交换器140后进一步从液体变为蒸汽，即热交换器140起蒸发器的作用，然后蒸汽循环返回至压缩机110。第一通风口1021打开，第二通风口1022和第三通风口1023关闭，鼓风机1024将冷凝器120的热量吹入客舱2，从而预热客舱2。
此外，多通阀40被切换到第三状态时，冷却液依次流过热交换器140、自动驾驶仪电子控制单元22、电池21、DC/DC转换器33、逆变器32和电机31，同时散热器34被绕过。当冷却液流经热交换器140时，冷却液的余热被流经热交换器140的制冷剂吸收，并通过冷凝器120进一步释放到客舱2。如此，电源系统B和动力传动系统A的余热都可用于加热客舱2。
第二加热模块
热管理系统100可在高于-10℃和低于20℃的环境温度下切换到第二加热模式。参考图10，与第一加热模式不同，多通阀40被切换到第四状态，使得冷却剂被分成两个分离的回路。一个回路是冷却液依次流过热交换器140和散热器34。另一个回路是冷却液依次流过电机31、逆变器32、DC/DC转换器33、电池21和自动驾驶仪电子控制单元22。在这种情况下，流经散热器34的冷却液可以吸收周围环境的热量。热量被流经热交换器140的制冷剂吸收，然后由冷凝器120释放到客舱2。电源系统B和动力传动系统A的余热被保留。在至少一个实施例中，一个或多个风扇341位于散热器34的前面。一个或多个风扇341可以增加通过散热器34的环境空气量。
第三加热模式
热管理系统100可在低于-10℃的环境温度下切换至第三加热模式。参考图11，与第二加热模式不同，压缩机110、冷凝器120和蒸发器130彼此连通，使得制冷剂可以依次在压缩机110、冷凝器120和蒸发器130中循环。在这种情况下，压缩机110将制冷回路10内包含的低温低压制冷剂蒸汽压缩为高温高压蒸汽。经过冷凝器120后，制冷剂从蒸汽变为液体并释放热量。鼓风机1024将热量吹过客舱2。制冷剂在经过蒸发器130后进一步从液体变为蒸汽。然后蒸汽循环返回至压缩机110。在这种情况下，制冷剂吸收通过热交换器140的很少热量。压缩机110几乎100％的电能转化为热量，以预热客舱2。
此外，多通阀40被切换至第四状态，但冷却液仅流经回路，包括电机31、逆变器32、DC/DC转换器33、电池21和自动驾驶仪电子控制单元22。没有冷却液流过包括热交换器140和散热器34的回路，也就是说，冷却液不会与流经热交换器140的制冷剂进行热交换。在这种情况下，电源系统B和动力传动系统A的余热得到保留。
第四加热模式
热管理系统100可在低于-20℃的环境温度下切换至第四加热模式。参考图12，与第一加热模式不同，第三加热模式的暖通空调箱102还包括至少一个加热器1025。至少一个加热器1025设置在鼓风机1024或冷凝器120的前面，并且可以加热吹入客舱2的空气。此模式可与其他加热模式组合，例如，第一至第三加热模式。在至少一个实施例中，加热器1025是正温度系数(PTC)热敏电阻器。
第五加热模式
当环境温度高于-10℃且低于5℃时，热管理系统100可切换至第五加热模式。参考图13A和13B，与第一加热模式不同，压缩机110和冷凝器120与蒸发器130和热交换器140中的每一个连通，并且蒸发器130和热交换器140并联连接。如此，当制冷剂在压缩机110和冷凝器120中连续循环时，冷凝器120下游端的制冷剂分成两部分，一部分引导至蒸发器130，另一部分引导至热交换器140。在这种情况下，第一通风口1021打开，来自冷凝器120的热量通过第一通风口1021释放到客舱2。第三通风口1023打开，来自蒸发器130下游端的冷空气通过第三通风口1023被抽至环境中，而不是流过客舱2。即，蒸发器130用作外部热交换器。
此外，流经热交换器140的制冷剂不仅可以吸收电源系统B和动力传动系统A的余热，还可以吸收环境空气中的热量。然后这些热量可以用于加热客舱2。
第六加热模式
热管理系统100可在高于-10℃和低于5℃的环境温度下切换到第六加热模式。参考图14A和14B，与第五加热模式不同，第一通风口1021仍然打开，但第三通风口1023关闭，如此来自蒸发器130的冷空气不会被抽至周围环境。暖通空调箱102和客舱2之间形成空气路径，并且在蒸发器130、冷凝器120和客舱2之间实现空气的内部循环。如此，增强蒸发器130和冷凝器120之间的热传递。
第七加热模式
热管理系统100可在高于-30℃和低于10℃的环境温度下切换到第七加热模式。 参考图15，与第五加热模式不同，冷凝器120和热交换器140并联连接。压缩机110与冷凝器120和热交换器140的上游端连通。蒸发器130与冷凝器120和热交换器140的下游端连通。如此，压缩机110下游端的制冷剂分成两部分，一部分引导至冷凝器120，另一部分引导至热交换器140。在这种情况下，冷凝器120和热交换器140中的每一个用作冷凝器，用于将制冷剂从蒸汽变为液体并释放热量。制冷剂在经过冷凝器120后进一步从液体变为蒸汽并吸收热量。
如此，第一通风口1021打开，来自冷凝器120的热量通过第一通风口1021释放到客舱2。第三通风口1023打开，来自蒸发器130下游端的冷空气通过第三通风口1023被抽至环境中，而不是流过客舱2。与第五加热模式也不同，来自热交换器140的热量可以释放到流经热交换器140的冷却液中，以预热电池21。
第八加热模式
热管理系统100可在低于0℃的环境温度下切换至第八加热模式。参考图16，压缩机110、热交换器140和蒸发器130依次连通，使得制冷剂可以依次在压缩机110、热交换器140和蒸发器130中循环。压缩机110将制冷回路10内包含的低温低压制冷剂蒸汽压缩为高温高压蒸汽。经过热交换器140后，制冷剂从蒸汽变为液体并释放热量。即，热交换器140用作冷凝器。制冷剂在经过蒸发器130后进一步从液体变为蒸汽。然后蒸汽循环返回至压缩机110。在这种情况下，来自蒸发器130的冷空气通过第三通风口1023喷射到周围环境中，而不是流经客舱2。
多通阀40切换至第一状态，电池冷却回路20和电机冷却回路30并联连接。冷却液分为两个独立的回路。一个回路是冷却液可以依次流过热交换器140、自动驾驶仪电子控制单元22和电池21。另一个回路是冷却液可以依次流过DC/DC转换器33、逆变器32和电机31。散热器34被绕过。如此，来自热交换器140的热量可以进一步释放到流经热交换器140的冷却液中，从而预热电池21。如此，热管理系统100在切换到第八加热模式时，可便于在寒冷天气中对电池21进行预处理。
第九加热模式
热管理系统100可在低于0℃的环境温度下切换至第九加热模式。参考图17A及17B，与第八加热模式不同，蒸发器130和冷凝器120与热交换器140的下游端并联连接。如此，当制冷剂在压缩机110和热交换器140中连续循环时，热交换器140下游端的制冷剂分成两部分，一部分引导至蒸发器130，另一部分引导至冷凝器120。在这种情况下，冷凝器120和蒸发器130中的每一个用作蒸发器。来自冷凝器120和蒸发器130中的每一个的冷空气可以通过第二通风口1022和第三通风口1023被抽至周围环境中。来自热交换器140的热量可以进一步释放到流经热交换器140的冷却液中，从而预热电池21。由于制冷回路10包括两个并联运行的蒸发器，因此电池21在寒冷天气下的预处理时间可以最小化。
当环境温度较高时，热管理系统100还可以在多种冷却模式下工作，从而向客舱2提供冷空气。在至少一个实施例中，热管理系统100包括四种冷却模式。以下将参考图18至21B描述各冷却模式的工作原理。图中的实线和点划线表示相应流体的通道，虚线表示无流体通道。
第一冷却模式
热管理系统100可在高于20℃和低于50℃的环境温度下切换至第一冷却模式。参考图18，压缩机110、热交换器140和蒸发器130依次连通，使得制冷剂可以依次在压缩机110、热交换器140和蒸发器130中循环。压缩机110将制冷回路10内包含的低温低压制冷剂蒸汽压缩为高温高压蒸汽。热交换器140用作冷凝器，使制冷剂从蒸汽变为液体，并将热量释放到环境空气中。制冷剂在经过蒸发器130后进一步从液体变为蒸汽并吸收热量。鼓风机1024将来自蒸发器130的冷空气吹过客舱2。如此，客舱2被冷却，然后蒸汽循环返回至压缩机110。
此外，多通阀40切换到第四种状态时，电池冷却回路20和电机冷却回路30并联连接。冷却液分为两个独立的回路。一个回路是冷却液可以依次流过热交换器140和散热器34。另一个回路是冷却液可以依次流过电机31、逆变器32、DC/DC转换器33、电池21和自动驾驶仪电子控制单元22。来自流经热交换器140的制冷剂的热量可通过散热器34进一步释放到周围环境中。
第二冷却模式
热管理系统100可在高于20℃和低于50℃的环境温度下切换到第二冷却模式。参考图19，与第一冷却模式不同，多通阀40被切换到第二冷却模式时，电池冷却回路20和电机冷却回路30串联连接。在这种情况下，冷却液依次流过热交换器140、自动驾驶仪电子控制单元22、电池21、DC/DC转换器33、逆变器32、电机31和散热器34。来自流经热交换器140的制冷剂的热量也可以通过散热器34释放到周围环境中。
第三冷却模式
在环境温度高于10℃、低于50℃的情况下，热管理系统100可在电池21充电期间切换至第三冷却模式。参考图20，与第二冷却模式不同，压缩机110和冷凝器120依次连通，并且蒸发器130和热交换器140并联地连接到冷凝器120的下游端。如此，当制冷剂在压缩机110和冷凝器120中连续循环时，冷凝器120下游端的制冷剂分成两部分，一部分引导至蒸发器130，另一部分引导至热交换器140。在这种情况下，第二通风口1022打开，冷凝器120释放的热量被抽到周围环境中。即，冷凝器120用作外部热交换器。第一通风口1021打开，来自蒸发器130的冷空气被释放到客舱2以冷却客舱2。
此外，通过热交换器140的制冷剂还吸收通过热交换器140的冷却液的余热，从而冷却电池21。
第四冷却模式
在环境温度高于20℃、低于50℃的情况下，热管理系统100可在电池210充电期间切换至第四冷却模式。参考图21A和21B，冷凝器120和蒸发器130并联连接。压缩机110与冷凝器120和蒸发器130的上游端连通。热交换器140与冷凝器120和蒸发器130的下游端连通。在这种情况下，冷凝器120和蒸发器130均用作冷凝器，用于使制冷剂从蒸汽变为液体并释放热量。制冷剂在通过热交换器140后进一步从液体变为蒸汽并吸收热量。然后蒸汽循环返回至压缩机110。第二通风口1022打开，冷凝器120和蒸发器130释放的热量被抽到周围环境中。即，冷凝器120和蒸发器130均用作外部热交换器。
多通阀40切换至第一状态，电池冷却回路20和电机冷却回路30并联连接。冷却液分为两个独立的回路。一个回路是冷却液可以依次流过热交换器140、自动驾驶仪电子控制单元22和电池21。另一个回路是冷却液可以依次流过DC/DC转换器33、逆变器32、电机31和散热器34。因此，热交换器140可以吸收来自流经热交换器140的冷却液的余热，从而冷却电池21。
由于制冷回路10包括两个并联运行的冷凝器，因此可以实现更快的冷却功能。如此，热管理系统100可以切换到第四冷却模式以对电池21进行快速充电。
除了加热模式和冷却模式外，热管理系统100还可以在多种补充模式下运行。以下将参考图22-26描述各个补充模式的工作原理。图中的实线和点划线表示相应流体的通道，虚线表示无流体通道。
第一补充模式
热管理系统100可在高于5℃和低于30℃的环境温度下切换到第一补充模式。参考图22，制冷剂不在制冷回路10中循环。多通阀40切换至第五状态，使电池冷却回路20和电机冷却回路30并联。热交换器140被绕过，即热交换器140不与流经电池冷却回路20的冷却液进行热交换。如此，电池21的温度变得均匀。
第二补充模式
热管理系统100可在高于5℃和低于30℃的环境温度下切换到第二补充模式。参考图23，与第一补充模式不同，多通阀40被切换到第一状态，使冷却液的一个回路可以依次通过热交换器140、自动驾驶仪电子控制单元22和电池21。此外，二位四通阀27连接至电池21。二位四通阀27可以改变电池冷却回路20中冷却液的流向，从而使电池21的加热或冷却速率均匀。热交换器140可以与流经电池冷却回路20的冷却液进行热交换。
第三补充模式
热管理系统100可在高于20℃和低于30℃的环境温度下切换到第三补充模式。参考图24，与第一补充模式不同，多通阀40切换到第六状态，使电池冷却回路20和电机冷却回路30串联连接。在这种情况下，冷却液的余热通过散热器34缓慢释放到周围环境中。
第四补充模式
热管理系统100可在高于5℃和低于30℃的环境温度下切换到第四补充模式。参考图23，与第一补充模式不同，多通阀40被切换到第四状态，使电池冷却回路20和电机冷却回路30并联连接。冷却液依次流过电机31、逆变器32、DC/DC转换器33、电池21和自动驾驶仪电子控制单元22。没有冷却液连续流过包括热交换器140和散热器34在内的回路。在这种情况下，电池21用作散热器，以存储来自动力传动系统A的余热。
第五补充模式
热管理系统100可在高于15℃和低于30℃的环境温度下切换到第五补充模式。参考图26，冷凝器120和热交换器140并联连接。压缩机110与冷凝器120和热交换器140的上游端连通。蒸发器130与冷凝器120和热交换器140的下游端连通。如此，压缩机110下游端的制冷剂分成两部分，一部分引导至冷凝器120，另 一部分引导至热交换器140。在这种情况下，客舱2中的空气在通过蒸发器130时可能会从蒸汽变为液体，然后被排出客舱2，如此，第五补充模式可以对客舱2中的空气进行除湿。
此外，多通阀40切换至第二状态，电池冷却回路20和电机冷却回路30串联。来自热交换器140的热量可以释放到流经热交换器140的冷却液中，并通过散热器34进一步释放到周围环境中。
图27示出了包括热管理系统100的电动汽车1的实施例。
在寒冷天气下，电源系统B和动力传动系统A产生的余热可被热交换器140吸收，以预热客舱2和/或电池21。来自周围环境的热量也可被散热器34吸收，以预热客舱2和/或电池21。如此，使用更少的电能来优化客舱2或电池21的温度，电动汽车1的行驶里程也增加。多通阀40可以在不同的状态之间切换，以改变电池冷却回路20和电机冷却回路30中的冷却液流动方向，从而使客舱2和/或电池21可以达到所需的温度。
此外，热交换器140是多功能的，与现有的冷却器相比，它具有节省成本、重量轻、体积小等优点。冷凝器120和蒸发器130可以串联或并联操作。并联运行的冷凝器120和蒸发器130可更快地加热或冷却客舱2。
最后应说明的是，以上实施例仅用以说明本发明的技术方案而非限制，尽管参照较佳实施例对本发明进行了详细说明，本领域的普通技术人员应当理解，可以对本发明的技术方案进行修改或等同替换，而不脱离本发明技术方案的精神和范围。

Claims (20)

  1. 一种热管理系统，应用于电动汽车中，其特征在于，包括：
    制冷回路，包括压缩机、冷凝器、蒸发器和热交换器，压缩机选择性地与所述冷凝器、所述蒸发器和所述热交换器中的至少两个连通，以促进制冷剂在制冷回路中循环；
    电池冷却回路，包括电源系统和连接到所述热交换器的第一旁通路径；
    电机冷却回路，包括动力系统、散热器和连接到所述散热器的第二旁通路径；和
    多通阀，用于连接制冷回路、电池冷却回路和电机冷却回路，所述多通阀包括十个外端口和八个内通道；十个所述外端口中的三个连接至所述热交换器，其中一个所述外端口连接至所述第一旁通路径；十个所述外端口中的两个连接到所述电源系统；十个所述外端口中的两个连接到所述动力传动系统；十个所述外端口中的三个连接到所述散热器，其中一个连接到所述第二旁通路径；多通阀被布置成允许十个所述外端口中的八个选择性地与八个所述内通道中的四个连通，以促进冷却剂在电池冷却回路和电机冷却回路中循环。
  2. 根据权利要求1所述的热管理系统，其特征在于，所述多通阀是一个八通阀。
  3. 根据权利要求1所述的热管理系统，其特征在于，所述多通阀包括两个四通阀。
  4. 根据权利要求1所述的热管理系统，其特征在于，还包括：
    暖通空调箱，所述冷凝器和所述蒸发器布置在所述暖通空调箱内，所述暖通空调箱具有第一通风口、第二通风口和第三通风口，所述第一通风口用于连通所述冷凝器与电动汽车的客舱，所述第二通风口用于连通所述冷凝器与周围环境，所述第三通风口用于连通所述蒸发器与周围环境。
  5. 根据权利要求4所述的热管理系统，其特征在于，所述压缩机、所述冷凝器和所述热交换器依次连通，所述第一通风口连通所述冷凝器与所述客舱；所述多通阀布置为使所述电池冷却回路和所述电机冷却回路串联，并绕过所述散热器。
  6. 根据权利要求5所述的热管理系统，其特征在于，所述暖通空调箱还包括一个鼓风机，所述鼓风机用于将所述冷凝器中的热空气吹过所述客舱。
  7. 根据权利要求6所述的热管理系统，其特征在于，所述暖通空调箱还包括至少一个加热器，所述加热器布置在所述鼓风机或所述冷凝器的前面。
  8. 根据权利要求4所述的热管理系统，其特征在于，所述压缩机、所述冷凝器和所述热交换器依次连通，所述第一通风口连通所述冷凝 器与所述客舱；所述多通阀布置为使所述电池冷却回路和所述电机冷却回路并联连接。
  9. 根据权利要求8所述的热管理系统，其特征在于，一个或多个风扇位于所述散热器前面。
  10. 根据权利要求4所述的热管理系统，其特征在于，所述压缩机、所述冷凝器和所述蒸发器依次连通，所述第一通风口连通所述冷凝器与所述客舱；所述多通阀布置为使所述电池冷却回路和所述电机冷却回路并联连接。
  11. 根据权利要求4所述的热管理系统，其特征在于，所述压缩机和所述冷凝器连通，所述蒸发器和所述热交换器与所述冷凝器的下游端并联连接，所述第一通风口连通所述冷凝器和所述客舱，所述第三通风口连通所述蒸发器和周围环境；所述多通阀布置为使电池冷却回路和电机冷却回路串联，并绕过散热器。
  12. 根据权利要求4所述的热管理系统，其特征在于，所述压缩机和所述冷凝器连通，所述蒸发器和所述热交换器与所述冷凝器的下游端并联连接，所述第一通风口连通所述冷凝器与所述客舱，一条空气通道设置于所述暖通空调箱和所述客舱之间；所述多通阀布置为使所述电池冷却回路和所述电机冷却回路串联，并绕过散热器。
  13. 根据权利要求4所述的热管理系统，其特征在于，所述冷凝器和所述热交换器并联连接，所述压缩机与所述冷凝器和所述热交换器的上游端连通，所述蒸发器与所述冷凝器和所述热交换器的下游端连通；所述第一通风口将所述冷凝器与所述客舱连通，所述第三通风口将所述蒸发器与周围环境连通；所述多通阀布置为使所述电池冷却回路和所述电机冷却回路串联，并绕过所述散热器。
  14. 根据权利要求4所述的热管理系统，其特征在于，所述压缩机、所述热交换器和所述蒸发器依次连通；所述第三通风口连通所述蒸发器与周围环境；所述多通阀布置为使所述电池冷却回路和所述电机冷却回路并联，并绕过所述散热器。
  15. 根据权利要求4所述的热管理系统，其特征在于，所述蒸发器和所述冷凝器并联连接，所述热交换器与蒸发器和所述冷凝器的上游端连通，每个所述冷凝器和所述蒸发器都起到所述蒸发器的作用；所述第二通风口和所述第三通风口分别将所述冷凝器和所述蒸发器与周围环境连通；所述多通阀布置为使所述电池冷却回路和所述电机冷却回路并联连接。
  16. 根据权利要求4所述的热管理系统，其特征在于，所述压缩机、所述热交换器和所述蒸发器依次连通，所述第一通风口将所述蒸发器与所述客舱连通；所述多通阀布置为使所述电池冷却回路和所述电机冷却回路串联连接。
  17. 根据权利要求4所述的热管理系统，其特征在于，所述压缩机 和所述冷凝器依次连通，所述蒸发器和所述热交换器并联连接在所述冷凝器的下游端；所述第一通风口连通所述蒸发器与所述客舱，所述第二通风口连通所述冷凝器与周围环境；所述多通阀布置为使所述电池冷却回路和所述电机冷却回路串联连接。
  18. 根据权利要求1所述的热管理系统，其特征在于，所述电池冷却回路包括电池和自动驾驶仪电子控制单元，所述电池冷却回路被配置为使冷却剂在所述电池和所述自动驾驶仪电子控制单元中循环；所述电机冷却回路包括电机、逆变器、DC/DC转换器，所述电机冷却回路配置为使冷却液在所述电机、所述逆变器、所述DC/DC转换器中循环。
  19. 根据权利要求18所述的热管理系统，其特征在于，所述电机冷却回路还包括连接至所述DC/DC转换器的第三旁通路径，所述第三旁通路径包括一个可在开启和关闭之间操作的切断阀，以允许冷却剂通过或绕过所述DC/DC转换器；所述电池冷却回路还包括连接至所述自动驾驶仪电子控制单元的第三旁通路径，所述第三旁通路径包括可在打开和关闭之间操作的切断阀，以允许冷却液通过或绕过自动驾驶仪电子控制单元。
  20. 一种电动汽车，包括客舱，其特征在于，还包括了如权利要求1至19中任意一项所述的热管理系统。
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