WO2023197556A1 - 一种车辆热管理系统及作业机械 - Google Patents

一种车辆热管理系统及作业机械 Download PDF

Info

Publication number
WO2023197556A1
WO2023197556A1 PCT/CN2022/126365 CN2022126365W WO2023197556A1 WO 2023197556 A1 WO2023197556 A1 WO 2023197556A1 CN 2022126365 W CN2022126365 W CN 2022126365W WO 2023197556 A1 WO2023197556 A1 WO 2023197556A1
Authority
WO
WIPO (PCT)
Prior art keywords
thermal management
compressor
management unit
heat exchanger
management system
Prior art date
Application number
PCT/CN2022/126365
Other languages
English (en)
French (fr)
Inventor
李宏涛
郭鹏涛
Original Assignee
三一重机有限公司
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 三一重机有限公司 filed Critical 三一重机有限公司
Publication of WO2023197556A1 publication Critical patent/WO2023197556A1/zh

Links

Images

Classifications

    • 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
    • B60H1/00321—Heat exchangers for air-conditioning devices
    • 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
    • B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • 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
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression

Definitions

  • the present application relates to the technical field of vehicle thermal management, and in particular to a vehicle thermal management system and working machinery.
  • the existing vehicle thermal management system uses a PTC water heater to heat the battery, which consumes high energy and seriously affects the vehicle's cruising range.
  • This application provides a vehicle thermal management system and operating machinery to solve the defects in the prior art of using PTC water heating heaters to heat batteries, which results in high energy consumption and seriously affects the vehicle's cruising range.
  • the first heat exchanger collects The motor electronically controls the heat of the thermal management unit, thereby increasing the power of the compressor. When the first heating cycle of the battery is heating, it can quickly increase the heating temperature, reduce energy consumption, and ensure the vehicle's cruising range.
  • This application provides a vehicle thermal management system, including:
  • a first heat exchanger the first heat exchanger includes a first heat exchange side and a second heat exchange side;
  • a battery thermal management unit includes a first heating cycle, the first heating cycle, the compressor and the first heat exchange side being connected in series;
  • a motor electronically controlled thermal management unit which is connected in series with the second heat exchange side.
  • the first heat exchange side includes a first input port and a first output port, the first input port is connected to the first output port, and the first output port is connected to The input end of the compressor is connected, and the output end of the first heating cycle is connected with the first input port;
  • the second heat exchange side includes a second input port and a second output port.
  • the output end of the motor electronically controlled thermal management unit is connected to the second input port.
  • the second input port is connected to the second output port.
  • the second output port is connected with the input end of the motor electronically controlled thermal management unit, and the output end of the compressor is connected with the input end of the first heating cycle.
  • the vehicle thermal management system further includes a cab thermal management unit.
  • the cab thermal management unit includes a second heating cycle. The input end of the second heating cycle is connected to the input end of the compressor. The output end is connected, and the output end of the second heating cycle is connected with the first input port;
  • the input end of the first heating cycle is provided with a first solenoid valve
  • the input end of the second heating cycle is provided with a second solenoid valve
  • the battery thermal management unit further includes a first refrigeration cycle.
  • the input end of the first refrigeration cycle is connected to the output end of the compressor.
  • the first refrigeration cycle The output end of the loop is connected to the input end of the compressor;
  • a third solenoid valve is provided at the input end of the first refrigeration cycle.
  • the first refrigeration cycle includes a first condenser and a second heat exchanger, the input end of the first condenser is connected to the output end of the compressor, and the The output end of the first condenser is connected to the input end of the second heat exchanger, and the output end of the second heat exchanger is connected to the input end of the compressor;
  • the third solenoid valve is provided at the input end of the first condenser.
  • the cab thermal management unit includes a second refrigeration cycle, and the input end of the second refrigeration cycle is connected to the output end of the first condenser.
  • the output end of the refrigeration cycle is connected to the input end of the compressor;
  • the input end of the second refrigeration cycle is provided with a second expansion valve; the input end of the second heat exchanger is provided with a third expansion valve.
  • the second refrigeration cycle includes an evaporator
  • the second heating cycle includes a second condenser
  • the first heating cycle circuit further includes a first internal cycle input port and a first internal cycle output port
  • the first refrigeration cycle circuit further includes a second internal cycle input port and a first internal cycle input port.
  • the first internal circulation output port is connected to the second internal circulation input port, and the second internal circulation output port is connected to the first internal circulation input port.
  • the motor electronically controlled thermal management unit includes a heater, the first heat exchanger includes a temperature sensor, and the temperature sensor is provided at the second input port;
  • the temperature sensor is electrically connected to the heater.
  • This application also provides a working machine, including the above-mentioned vehicle thermal management system.
  • the vehicle thermal management system provided by this application sets a first heat exchanger between the first heating circulation loop of the battery thermal management unit and the motor electronically controlled thermal management unit, so that the recovered heat from the motor electronically controlled thermal management unit passes through
  • the first heat exchange side and the second heat exchange side of the first heat exchanger perform heat exchange to the refrigerant of the compressor, provide sufficient evaporation temperature for the evaporation of the refrigerant and store sufficient latent heat in the refrigerant in the compressor; in the battery
  • it can effectively reduce the energy consumption of the compressor, increase the vehicle's cruising range, ensure the required temperature of the battery, and extend the service life of the battery.
  • the working machine provided by the present application is equipped with the vehicle thermal management system as mentioned above, it also has various advantages as mentioned above.
  • FIG 1 is one of the structural schematic diagrams of the vehicle thermal management system provided by this application.
  • FIG. 2 is the second structural schematic diagram of the vehicle thermal management system provided by this application.
  • FIG. 3 is the third structural schematic diagram of the vehicle thermal management system provided by this application.
  • Figure 4 is the fourth structural schematic diagram of the vehicle thermal management system provided by this application.
  • 100 compressor; 110: first heat exchanger; 101: first input port; 102: first output port; 103: second input port; 104: second output port; 105: temperature sensor; 120: third Solenoid valve; 130: third expansion valve; 140: first solenoid valve; 150: first expansion valve; 160: second solenoid valve; 170: second expansion valve; 180: oil separator;
  • 200 Battery thermal management unit; 201: First heating cycle loop; 210: Third heat exchanger; 220: Second heat exchanger; 230: First condenser; 211: First internal circulation input port; 212: The first internal circulation output port; 221: the second internal circulation input port; 222: the second internal circulation output port; 240: the second water pump; 250: water cooling plate;
  • 300 Motor electronically controlled thermal management unit; 301: Heater; 302: First water pump; 303: Controller; 304: Motor; 305: Radiator;
  • 400 cab thermal management unit; 401: second heating cycle; 410: second condenser; 420: evaporator.
  • connection should be understood in a broad sense.
  • it can be a fixed connection or a detachable connection. Or integrated connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium.
  • connection should be understood in specific situations.
  • references to the terms “one embodiment,” “some embodiments,” “an example,” “specific examples,” or “some examples” or the like means that specific features are described in connection with the embodiment or example. , structures, materials or features are included in at least one embodiment or example of the embodiments of this application. In this specification, the schematic expressions of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the specific features, structures, materials or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, those skilled in the art may combine and combine different embodiments or examples and features of different embodiments or examples described in this specification unless they are inconsistent with each other.
  • This application provides a vehicle thermal management system, including: a compressor 100, a first heat exchanger 110, a battery thermal management unit 200 and a motor electronically controlled thermal management unit 300.
  • the compressor 100 provides refrigerant for the entire vehicle thermal management system.
  • the motor electronically controlled thermal management unit 300 transfers the waste heat to the compressor 100 through the first heat exchanger 110 to increase the latent heat of the refrigerant entering the compressor 100 and improve the working efficiency of the compressor 100.
  • the compressor 100 transfers the high-temperature and high-pressure refrigerant to the third
  • a heating cycle 201 is provided to improve the heating efficiency of the first heating cycle 201, so that the first heating cycle 201 can provide heat for the battery with low energy consumption in a low-temperature environment.
  • the first heat exchanger 110 includes a first heat exchange side and a second heat exchange side; the battery thermal management unit 200 includes a first heating cycle loop 201.
  • the first heating cycle loop 201 The compressor 100 is connected in series with the first heat exchange side; the motor electronically controlled thermal management unit 300 is connected in series with the second heat exchange side.
  • the first heat exchanger 110 may be a plate heat exchanger.
  • the first heat exchange side of the first heat exchanger 110 includes a first input port 101 and a first output port 102
  • the second heat exchange side includes a second input port 103 and a second output port. 104.
  • the first input port 101 is connected to the first output port 102
  • the second input port 103 is connected to the second output port 104; wherein, the first output port 102 is connected to the input end of the compressor 100.
  • the output end of the compressor 100 is connected to the input end of the first heating cycle 201 , and the output end of the first heating cycle 201 is connected to the first input port 101 of the first heat exchanger 110 .
  • the output end of the motor electronically controlled thermal management unit 300 is connected to the second input port 103 of the first heat exchanger 110, and the second output port 104 is connected to the input end of the motor electronically controlled thermal management unit 300.
  • the antifreeze heated by the motor electronically controlled thermal management unit 300 exchanges heat with the refrigerant in the first heat exchanger 110, thereby transferring heat to the refrigerant and increasing the latent heat of the refrigerant.
  • the vehicle thermal management system also includes a cab thermal management unit 400.
  • the cab thermal management unit 400 includes a second heating circulation loop 401.
  • the second heating circulation loop 401 has The input end is connected to the output end of the compressor 100 , and the output end of the second heating cycle 401 is connected to the first input port 101 of the first heat exchanger 110 .
  • the first solenoid valve 140 is provided at the input end of the first heating cycle circuit 201
  • the second solenoid valve 160 is provided at the input end of the second heating cycle circuit 401.
  • the compressor 100 provides refrigerant to the first heating cycle 201 and the second heating cycle 401 at the same time, and the first heat exchanger
  • the device 110 evaporates the liquid refrigerant by recovering the heat from the motor electronically controlled thermal management unit 300 .
  • the switches of the first solenoid valve 140 and the second solenoid valve 160 the first heating cycle circuit 201 and the second heating cycle circuit 401 can be opened and closed.
  • a first expansion valve 150 is also provided at the first input port 101 of the first heat exchanger 110. By controlling the opening of the first expansion valve 150, the passage of the refrigerant is controlled. quantity to control heat transfer.
  • the battery thermal management unit 200 also includes a first refrigeration cycle.
  • the input end of the first refrigeration cycle is connected to the output end of the compressor 100.
  • the first refrigeration cycle The output end of the circuit is connected with the input end of the compressor 100; wherein, the input end of the first refrigeration cycle circuit is provided with a third solenoid valve 120.
  • the battery thermal management unit 200 can not only achieve heating but also cooling, preventing the battery from affecting the battery charging and discharging efficiency at higher temperatures, or even preventing the battery from being discharged, affecting the battery life.
  • the first refrigeration cycle circuit and the first heating cycle circuit 201 are opened and closed by controlling the third solenoid valve 120 and the first solenoid valve 140.
  • the first solenoid valve 140 is closed and the first solenoid valve 140 is opened.
  • Three solenoid valves 120, the first refrigeration cycle circuit cools the battery; when the battery needs to be heated, the first solenoid valve 140 is opened, the third solenoid valve 120 is closed, and the first heating cycle circuit 201 heats the battery.
  • the first refrigeration cycle includes a first condenser 230 and a second heat exchanger 220.
  • the first condenser The input end of 230 is connected to the output end of the compressor 100, the output end of the first condenser 230 is connected to the input end of the second heat exchanger 220, and the output end of the second heat exchanger 220 is connected to the input end of the compressor 100.
  • the third solenoid valve 120 is provided at the input end of the first condenser 230.
  • the second heat exchanger 220 may be a plate heat exchanger.
  • the output end of the compressor 100 provides high-temperature and high-pressure gas to the first condenser 230.
  • the first condenser 230 converts the gas into liquid and supplies it to the second heat exchanger 220.
  • the second heat exchanger 220 absorbs the energy of the battery. The heat converts the liquid into gas, taking away the heat and entering the compressor 100 .
  • the first heating cycle 201 includes a third heat exchanger 210 .
  • the input end of the third heat exchanger 210 is provided with a first solenoid valve 140.
  • the third heat exchanger 210 is connected to the compressor 100 through the first solenoid valve 140.
  • the output end of the third heat exchanger 210 is connected to the first heat exchanger.
  • the input terminal of 110 is connected.
  • the high-temperature and high-pressure gas output by the compressor 100 enters the third heat exchanger 210.
  • the third heat exchanger 210 releases heat to the battery, converts the gas into liquid, and enters the first heat exchanger 110 to further absorb heat. , circulated to the compressor 100.
  • the third heat exchanger 210 may be a plate heat exchanger.
  • the first heating cycle circuit 201 also includes a first internal circulation input port 211 and a first internal circulation output port. 212.
  • the first refrigeration cycle also includes a second internal circulation input port 221 and a second internal circulation output port 222; the first internal circulation output port 212 is connected with the second internal circulation input port 221, and the second internal circulation output port 222 is connected with The first inner circulation input port 211 is connected.
  • the antifreeze liquid enters the third heat exchanger 210 from the first internal circulation input port 211 and performs heat exchange with the refrigerant in the third heat exchanger 210.
  • the antifreeze liquid enters the second heat exchanger 220 and interacts with the refrigerant in the third heat exchanger 210.
  • the refrigerant in the second heat exchanger 220 performs heat exchange, thereby realizing circulation of antifreeze liquid.
  • the battery thermal management unit 200 also includes a water-cooling plate 250 and a second water pump 240.
  • the water-cooling plate 250 is provided on the battery.
  • the second water pump 240 is used to drive antifreeze liquid in the second heat exchanger 220 and the third heat exchanger 210. cycle.
  • the antifreeze liquid passes through the third heat exchanger 210.
  • the third heat exchanger 210 does not have heat exchange and only serves as a channel.
  • the antifreeze liquid passes through the second heat exchanger 220.
  • the second heat exchanger 220 does not have heat exchange and only serves as a channel.
  • the battery thermal management unit 200 uses a double-plate heat exchanger structure to meet battery cooling and heating needs.
  • the motor electronically controlled thermal management unit 300 uses the first heat exchanger 110 to embed the waste heat recovery of the motor electronically controlled thermal management unit 300 into the battery thermal management unit 200 .
  • the motor electronically controlled thermal management unit 300 exchanges heat with the refrigerant, so that the evaporation heat at the inlet front end of the compressor 100 is sufficient.
  • the vehicle works in a low-temperature environment, has good heating effect, improves component utilization and improves system integration.
  • the cab thermal management unit 400 includes a second refrigeration cycle, and the input end of the second refrigeration cycle is connected to the output end of the first condenser 230.
  • the output end of the refrigeration cycle is connected to the input end of the compressor 100 .
  • a second expansion valve 170 is provided at the input end of the second refrigeration cycle; a third expansion valve 130 is provided at the input end of the second heat exchanger 220 .
  • the output end of the first condenser 230 is connected to the second expansion valve 170 and the third expansion valve 130 respectively.
  • the rotation speed of the compressor 100 is controlled to obtain and Distribute cooling capacity. Simultaneous opening and closing of the first refrigeration cycle and the second refrigeration cycle, and operation of one of the refrigeration cycles can also be achieved by controlling the second expansion valve 170 and the third expansion valve 130 .
  • the second refrigeration cycle includes an evaporator 420.
  • the high-temperature and high-pressure gas output by the compressor 100 passes through the first condenser 230, converts the gas into liquid, and enters the evaporator 420.
  • the evaporator 420 absorbs the heat in the cab and converts the liquid into liquid. As gas, it returns to the compressor 100 to achieve the cooling effect of the cab.
  • the second refrigeration cycle includes an evaporator 420, while the second heating cycle 401 includes a second condenser 410.
  • the input end of the second condenser 410 is connected to the compressor 100 through the second solenoid valve 160, and the output end of the second condenser 410 is connected to the first heat exchanger 110 through the first expansion valve 150 for cabin heating.
  • HVAC air conditioning system
  • the motor electronically controlled thermal management unit 300 includes a heater 301, and the first heat exchanger 110 includes a temperature sensor 105.
  • the temperature sensor 105 is disposed on the first heat exchanger.
  • the second input port 103 of the heater 110 facilitates timely monitoring of the temperature of the antifreeze at the second input port 103; the temperature sensor 105 is electrically connected to the heater 301.
  • the temperature sensor 105 obtains the temperature of the antifreeze at the second input port 103.
  • the heater 301 is turned on for preheating.
  • the temperature at the second input port 103 When the second preset value is reached, the heater 301 is turned off and heating is stopped. This ensures that the first heat exchanger 110 has sufficient temperature for exchanging with the refrigerant, ensuring the heating requirements of the compressor 100 in a low-temperature environment.
  • the heater 301 can be a PTC heater.
  • the motor electronically controlled thermal management unit 300 includes a radiator 305, a first water pump 302, a controller 303 and a motor 304.
  • the first water pump 302 drives the antifreeze liquid to obtain heat from the controller 303, the motor 304 and the heater 301, and performs heat exchange through the first heat exchanger 110. The excess heat is released through the radiator 305.
  • the second heating circulation loop 401 of the cab thermal management unit 400 and the motor electronically controlled thermal management unit 300 work simultaneously.
  • the third solenoid valve 120 is closed, the first solenoid valve 140 is closed, the second solenoid valve 160 is opened, and the opening of the first expansion valve 150 is adjusted.
  • the compressor 100 outputs high-temperature and high-pressure gaseous refrigerant, and enters the second condenser 410 through the second solenoid valve 160.
  • the second condenser 410 absorbs the cold energy in the cab and dissipates the heat into the cab to heat the cab.
  • the gaseous refrigerant is converted into liquid refrigerant, and enters the first input port 101 of the first heat exchanger 110 through the first expansion valve 150.
  • the liquid refrigerant exchanges heat with the high-temperature antifreeze liquid in the first heat exchanger 110, and the liquid refrigerant is It is converted into gaseous refrigerant, is output from the first output port 102 , and enters the compressor 100 through the oil separator 180 .
  • the temperature sensor 105 obtains the temperature of the second input port 103 of the first heat exchanger 110.
  • the temperature of the antifreeze in the second input port 103 is lower than the first preset value, and the heater 301 is started.
  • the temperature of the antifreeze is increased.
  • the heater 301 is turned off. Therefore, the waste heat of the motor electronically controlled thermal management unit 300 can assist the cab thermal management unit 400 when the ambient temperature is low, thereby reducing the energy consumption of the compressor 100 and improving the waste heat utilization rate of the motor electronically controlled thermal management unit 300. Make the cab temperature quickly reach the predetermined demand.
  • the second refrigeration cycle of the cab thermal management unit 400 and the first heating cycle 201 of the battery thermal management unit 200 work simultaneously. That is to say, the cab is cooled and the battery is heated; the third solenoid valve 120 is opened, the second solenoid valve 160 is closed, the third expansion valve 130 is closed, the first solenoid valve 140 is opened, and the opening of the first expansion valve 150 is adjusted.
  • the second refrigeration cycle of the cab thermal management unit 400 and the first refrigeration cycle of the battery thermal management unit 200 work simultaneously.
  • the cab is cooled and the battery is cooled; the third solenoid valve 120 is opened, the first solenoid valve 140 and the second solenoid valve 160 are closed, the third expansion valve 130 and the second expansion valve 170 are opened, and the opening is adjusted.
  • the second heating cycle circuit 401 of the cab thermal management unit 400 and the first refrigeration cycle circuit of the battery thermal management unit 200 work simultaneously. That is to say, the cab is heated and the battery is cooled; the third solenoid valve 120 is opened, the second expansion valve 170 is closed, the third expansion valve 130 is opened, the second solenoid valve 160 is opened, the first solenoid valve 140 is closed, and the first solenoid valve 140 is adjusted. The opening of the expansion valve 150.
  • the vehicle thermal management system further includes an oil separator 180 , and the oil separator 180 is provided at the input end of the compressor 100 . Used for lubrication, sealing and cooling of the compressor 100.
  • the working machine may be an engineering machine such as a crane, an excavator, or a pile driver, or an engineering vehicle such as an aerial vehicle, a fire truck, a mixer truck, or the like.
  • the vehicle thermal management system uses a first heat exchanger 110 between the first heating cycle circuit 201 of the battery thermal management unit 200 and the motor electronic thermal management unit 300 to manage the recovered motor electronic thermal management.
  • the heat of the unit 300 is heat exchanged to the refrigerant of the compressor 100 through the first heat exchanger 110, providing a sufficient evaporation temperature for the evaporation of the refrigerant and storing sufficient latent heat in the refrigerant in the compressor 100; when heating the battery , can effectively reduce the energy consumption of the compressor 100, improve the cruising range of the vehicle, ensure the required temperature of the battery, and extend the service life of the battery.
  • the working machine provided by the present application is equipped with the vehicle thermal management system as mentioned above, it also has various advantages as mentioned above.

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

一种车辆热管理系统及作业机械，其中，车辆热管理系统包括：压缩机（100）、第一换热器（110）、第一制热循环回路（201）和电机电控热管理单元（300），第一换热器（110）包括第一换热侧和第二换热侧；电池热管理单元（200）的第一制热循环回路（201）、压缩机（100）与第一换热侧串联；电机电控热管理单元（300）与第二换热侧串联。车辆热管理系统将回收的电机电控热管理单元（300）的热量经过第一换热器（110）传递给压缩机（100）的冷媒，为冷媒蒸发提供足够的蒸发温度并且在压缩机（100）中的冷媒中储存足够的潜热；降低了压缩机（100）的能耗，提高了车辆的续航里程，保证了电池所需的温度，延长了电池的使用寿命。

Description

一种车辆热管理系统及作业机械
相关申请的交叉引用
本申请要求于2022年04月13日提交的申请号为202210389605.9，名称为“车辆热管理系统及作业机械”的中国专利申请的优先权，其通过引用方式全部并入本文。
技术领域
本申请涉及车辆热管理技术领域，尤其涉及一种车辆热管理系统及作业机械。
背景技术
目前，国家大力推行电动化产品，例如电动挖掘机配有空调、暖风和电池热管理系统等温度调节装置，现有空调系统、暖风系统、电池热管理系统相互独立，整车布置结构复杂、零部件购置成本高，且动力电池长时间在高低温下使用时，会影响电池充放电效率，甚至实现无法充放电，其日历寿命和循环寿命也会大大降低。电池在极寒温度下，电子活性下降、放电效率降低，低温放电造成的容量大幅衰减，影响电池的容量和使用寿命。
现有车辆热管理系统为了满足电池的制热需求，使用PTC水暖加热器对电池进行加热，能耗高，严重影响车辆的续航里程。
发明内容
本申请提供一种车辆热管理系统及作业机械，用以解决现有技术中使用PTC水暖加热器对电池进行加热，能耗高，严重影响车辆的续航里程的缺陷，通过第一换热器收集电机电控热管理单元的热量，从而提高压缩机的功率，在电池的第一制热循环回路进行制热时，能够快速提高制热温度，降低能耗，保证车辆的续航里程。
本申请提供一种车辆热管理系统，包括：
压缩机；
第一换热器，所述第一换热器包括第一换热侧和第二换热侧；
电池热管理单元，包括第一制热循环回路，所述第一制热循环回路、所述压缩机与所述第一换热侧串联；
电机电控热管理单元，所述电机电控热管理单元与所述第二换热侧串联。
根据本申请提供的车辆热管理系统，所述第一换热侧包括第一输入口和第一输出口，所述第一输入口与所述第一输出口连通，所述第一输出口与所述压缩机的输入端连通，所述第一制热循环回路的输出端与所述第一输入口连通；
所述第二换热侧包括第二输入口和第二输出口，所述电机电控热管理单元的输出端与所述第二输入口连通，所述第二输入口与所述第二输出口连通，所述第二输出口与所述电机电控热管理单元的输入端连通，所述压缩机的输出端与所述第一制热循环回路的输入端连通。
根据本申请提供的车辆热管理系统，还包括驾驶室热管理单元，所述驾驶室热管理单元包括第二制热循环回路，所述第二制热循环回路的输入端与所述压缩机的输出端连通，所述第二制热循环回路的输出端与所述第一输入口连通；
其中，所述第一制热循环回路的输入端设置有第一电磁阀，所述第二制热循环回路的输入端设置有第二电磁阀。
根据本申请提供的车辆热管理系统，所述电池热管理单元还包括第一制冷循环回路，所述第一制冷循环回路的输入端与所述压缩机的输出端连通，所述第一制冷循环回路的输出端与所述压缩机的输入端连通；
其中，所述第一制冷循环回路的输入端设置有第三电磁阀。
根据本申请提供的车辆热管理系统，所述第一制冷循环回路包括第一冷凝器和第二换热器，所述第一冷凝器的输入端与所述压缩机的输出端连通，所述第一冷凝器的输出端与所述第二换热器的输入端连通，所述第二换热器的输出端与所述压缩机的输入端连通；
所述第三电磁阀设置在所述第一冷凝器的输入端。
根据本申请提供的车辆热管理系统，所述驾驶室热管理单元包括第二制冷循环回路，所述第二制冷循环回路的输入端与所述第一冷凝器的输出端连通，所述第二制冷循环回路的输出端与所述压缩机的输入端连通；
其中，所述第二制冷循环回路的输入端设置有第二膨胀阀；所述第二换热器的输入端设置有第三膨胀阀。
根据本申请提供的车辆热管理系统，所述第二制冷循环回路包括蒸发器，所述第二制热循环回路包括第二冷凝器。
根据本申请提供的车辆热管理系统，所述第一制热循环回路还包括第一内循环输入口和第一内循环输出口，所述第一制冷循环回路还包括第二内循环输入口和第二内循环输出口；
所述第一内循环输出口与所述第二内循环输入口连通，所述第二内循环输出口与所述第一内循环输入口连通。
根据本申请提供的车辆热管理系统，所述电机电控热管理单元包括加热器，所述第一换热器包括温度传感器，所述温度传感器设置在所述第二输入口；
其中，所述温度传感器与所述加热器电连通。
本申请还提供了一种作业机械，包括上述的车辆热管理系统。
本申请提供的车辆热管理系统，通过在电池热管理单元的第一制热循环回路与电机电控热管理单元之间设置第一换热器，将回收的电机电控热管理单元的热量经过第一换热器的第一换热侧和第二换热侧进行热交换给压缩机的冷媒，为冷媒蒸发提供足够的蒸发温度并且在压缩机中的冷媒中储存足够的潜热；在对电池进行制热时，能够有效降低压缩机的能耗，提高车辆的续航里程，保证电池所需的温度，延长电池的使用寿命。
进一步，在本申请提供的作业机械中，由于具备如上所述的车辆热管理系统，因此同样具备如上所述的各种优势。
附图说明
为了更清楚地说明本申请或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作一简单地介绍，显而易见地，下面描述中的附图是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1是本申请提供的车辆热管理系统的结构示意图之一；
图2是本申请提供的车辆热管理系统的结构示意图之二；
图3是本申请提供的车辆热管理系统的结构示意图之三；
图4是本申请提供的车辆热管理系统的结构示意图之四。
附图标记：
100：压缩机；110：第一换热器；101：第一输入口；102：第一输出口；103：第二输入口；104：第二输出口；105：温度传感器；120：第三电磁阀；130：第三膨胀阀；140：第一电磁阀；150：第一膨胀阀；160：第二电磁阀；170：第二膨胀阀；180：油分离器；
200：电池热管理单元；201：第一制热循环回路；210：第三换热器；220：第二换热器；230：第一冷凝器；211：第一内循环输入口；212：第一内循环输出口；221：第二内循环输入口；222：第二内循环输出口；240：第二水泵；250：水冷板；
300：电机电控热管理单元；301：加热器；302：第一水泵；303：控制器；304：电机；305：散热器；
400：驾驶室热管理单元；401：第二制热循环回路；410：第二冷凝器；420：蒸发器。
具体实施方式
为使本申请的目的、技术方案和优点更加清楚，下面将结合本申请中的附图，对本申请中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
在本申请实施例的描述中，需要说明的是，术语“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”、“内”、“外”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请实施例和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请实施例的限制。此外，术语“第一”、“第二”、“第三”仅用于描述目的，而不能理解为指示或暗示相对重要性。
在本申请实施例的描述中，需要说明的是，除非另有明确的规定和限定，术语“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体连接；可以是机械连接，也可以是电连接；可 以是直接相连，也可以通过中间媒介间接相连。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本申请实施例中的具体含义。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请实施例的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
下面结合图1至图4，对本申请的实施例进行描述。应当理解的是，以下所述仅是本申请的示意性实施方式，并不对本申请构成限定。
本申请提供了一种车辆热管理系统，包括：压缩机100、第一换热器110、电池热管理单元200和电机电控热管理单元300，压缩机100为整个车辆热管理系统提供冷媒，电机电控热管理单元300通过第一换热器110将余热传递给压缩机100，提高进入压缩机100的冷媒潜热，提升压缩机100的工作效率，压缩机100将高温高压的冷媒传递给第一制热循环回路201，从而提高第一制热循环回路201的制热效率，使第一制热循环回路201在低温环境下，低能耗的为电池提供热量。
具体地，如图1所示，第一换热器110包括第一换热侧和第二换热侧；电池热管理单元200包括第一制热循环回路201，第一制热循环回路201、压缩机100与第一换热侧串联；电机电控热管理单元300与第二换热侧串联。其中，第一换热器110可以为板式换热器。
在本申请的一个实施例中，第一换热器110的第一换热侧包括第一输入口101和第一输出口102，第二换热侧包括第二输入口103和第二输出口104，第一输入口101与第一输出口102连通，第二输入口103与第二输出口104连通；其中，第一输出口102与压缩机100的输入端连通。
压缩机100的输出端与第一制热循环回路201的输入端连通，第一制热循环回路201的输出端与第一换热器110的第一输入口101连通。
电机电控热管理单元300的输出端与第一换热器110的第二输入口 103连通，第二输出口104与电机电控热管理单元300的输入端连通。
也就是说，电机电控热管理单元300加热的防冻液在第一换热器110中与冷媒进行热交换，从而将热量传递给冷媒，提高冷媒的潜热。
继续参考图1，在本申请的一个实施例中，车辆热管理系统还包括驾驶室热管理单元400，驾驶室热管理单元400包括第二制热循环回路401，第二制热循环回路401的输入端与压缩机100的输出端连通，第二制热循环回路401的输出端与第一换热器110的第一输入口101连通。其中，第一制热循环回路201的输入端设置有第一电磁阀140，第二制热循环回路401的输入端设置有第二电磁阀160。
换句话说，在驾驶室热管理单元400和电池热管理单元200同时进行制热时，压缩机100同时给第一制热循环回路201和第二制热循环回路401提供冷媒，第一换热器110通过回收电机电控热管理单元300的热量，来蒸发液态冷媒。通过控制第一电磁阀140和第二电磁阀160的开关，可以实现第一制热循环回路201和第二制热循环回路401的开启和关闭。
此外，在本申请的一些实施例中，第一换热器110的第一输入口101处还设置有第一膨胀阀150，通过控制第一膨胀阀150的开度大小，来控制冷媒的通过量从而控制换热量。
如图2所示，在本申请的另一个实施例中，电池热管理单元200还包括第一制冷循环回路，第一制冷循环回路的输入端与压缩机100的输出端连通，第一制冷循环回路的输出端与压缩机100的输入端连通；其中，第一制冷循环回路的输入端设置有第三电磁阀120。也就是说，电池热管理单元200不仅能够实现制热还能够实现制冷，防止电池在较高温度下，影响电池充放电效率，甚至使电池无法放电，影响电池的使用寿命。
其中，通过控制第三电磁阀120和第一电磁阀140实现对第一制冷循环回路和第一制热循环回路201的开和关，在电池需要制冷时，关闭第一电磁阀140，开启第三电磁阀120，第一制冷循环回路对电池进行制冷；在电池需要制热时，开启第一电磁阀140，关闭第三电磁阀120，第一制热循环回路201对电池进行制热。
继续参考图2，在本申请的可选实施例中，针对本申请的第一制冷循环回路而言，第一制冷循环回路包括第一冷凝器230和第二换热器220， 第一冷凝器230的输入端与压缩机100的输出端连通，第一冷凝器230的输出端与第二换热器220的输入端连通，第二换热器220的输出端与压缩机100的输入端连通；第三电磁阀120设置在第一冷凝器230的输入端。其中，第二换热器220可以为板式换热器。
具体来说，压缩机100输出端提供高温高压的气体给第一冷凝器230，第一冷凝器230将气体转化为液体，提供给第二换热器220，第二换热器220吸收电池的热量，将液体转化为气体，带走热量，进入到压缩机100中。
其中，在本申请的其它实施例中，第一制热循环回路201包括第三换热器210。第三换热器210的输入端设置有第一电磁阀140，第三换热器210通过第一电磁阀140与压缩机100连通，第三换热器210的输出端与第一换热器110的输入端连通。具体地，压缩机100输出的高温高压的气体进入第三换热器210中，第三换热器210释放热量给电池，将气体转化为液体，进入第一换热器110中，进一步吸收热量，循环到压缩机100中。其中，第三换热器210可以为板式换热器。
进一步地，在本申请的另一个可选实施例中，针对本申请的电池热管理单元200而言，第一制热循环回路201还包括第一内循环输入口211和第一内循环输出口212，第一制冷循环回路还包括第二内循环输入口221和第二内循环输出口222；第一内循环输出口212与第二内循环输入口221连通，第二内循环输出口222与第一内循环输入口211连通。换言之，防冻液从第一内循环输入口211进入到第三换热器210中，与第三换热器210中的冷媒进行热交换，防冻液进入到第二换热器220中，与第二换热器220中的冷媒进行热交换，进而实现防冻液的循环。
其中，电池热管理单元200还包括水冷板250和第二水泵240，水冷板250设置在电池上，第二水泵240用于驱动防冻液在第二换热器220和第三换热器210中循环。在电池热管理单元200进行制热时，防冻液在第三换热器210中通过，第三换热器210不存在热交换，只作为通道。在电池热管理单元200进行制冷时，防冻液在第二换热器220中通过，第二换热器220不存在热交换，只作为通道。
电池热管理单元200使用双板式换热器结构，满足电池冷却和加热需 求。电机电控热管理单元300采用第一换热器110，将电机电控热管理单元300的余热回收嵌入到电池热管理单元200中。电机电控热管理单元300与冷媒换热，可使压缩机100进口前端蒸发热量充足。车辆低温环境工作，制热效果好，提高零部件利用率，提高系统集成度。
如图3所示，在本申请的一个优选实施例中，驾驶室热管理单元400包括第二制冷循环回路，第二制冷循环回路的输入端与第一冷凝器230的输出端连通，第二制冷循环回路的输出端与压缩机100的输入端连通。其中，第二制冷循环回路的输入端设置有第二膨胀阀170；第二换热器220的输入端设置有第三膨胀阀130。
换言之，第一冷凝器230的输出端分别与第二膨胀阀170和第三膨胀阀130连通，通过控制第二膨胀阀170和第三膨胀阀130的开度，控制压缩机100转速来获取并分配制冷量。也可以通过控制第二膨胀阀170和第三膨胀阀130实现第一制冷循环回路和第二制冷循环回路的同时开启、同时关闭，以及其中一个制冷循环回路工作。
其中，第二制冷循环回路包括蒸发器420，压缩机100输出的高温高压气体经过第一冷凝器230，将气体转化为液体，进入蒸发器420，蒸发器420吸收驾驶室内的热量，将液体转化为气体，回到压缩机100内，实现驾驶室的制冷效果。
在本申请的实施例中，第二制冷循环回路包括蒸发器420，同时第二制热循环回路401包括第二冷凝器410。具体地，第二冷凝器410的输入端通过第二电磁阀160与压缩机100连通，第二冷凝器410的输出端通过第一膨胀阀150与第一换热器110连通驾驶舱采暖，仅使用1个室内冷凝器，使空调系统(HVAC)结构简单，成本低。
如图1和图2所示，在本申请的另一个实施例中，电机电控热管理单元300包括加热器301，第一换热器110包括温度传感器105，温度传感器105设置在第一换热器110的第二输入口103，方便及时监测第二输入口103处的防冻液的温度；其中，温度传感器105与加热器301电性连接。
具体来说，温度传感器105获取第二输入口103处的防冻液的温度，在防冻液温度低于第一预设值时，加热器301开启进行预热，在第二输入口103处的温度达到第二预设值时，关闭加热器301，停止加热。实现第 一换热器110有足够的温度用于与冷媒进行交换，保证压缩机100在低温环境下的制热需求。其中，加热器301可以选择PTC加热器。
其中，在本申请的一些实施例中，电机电控热管理单元300包括散热器305、第一水泵302、控制器303和电机304。第一水泵302驱动防冻液获取控制器303、电机304以及加热器301的热量，通过第一换热器110进行换热，多余热量通过散热器305释放。
如图4所示，在本申请的一个具体实施例中，驾驶室热管理单元400的第二制热循环回路401与电机电控热管理单元300同时工作。
具体地，关闭第三电磁阀120，关闭第一电磁阀140，开启第二电磁阀160，调整第一膨胀阀150的开度。
压缩机100输出高温高压气态冷媒，经过第二电磁阀160进入第二冷凝器410中，第二冷凝器410吸收驾驶室内的冷量，将热量散发到驾驶室内对驾驶室制热。将气态冷媒转换成液态冷媒，经过第一膨胀阀150进入第一换热器110的第一输入口101，液态冷媒在第一换热器110内与高温的防冻液进行热交换，将液态冷媒转换成气态冷媒，从第一输出口102输出，经过油分离器180进入到压缩机100中。
其中，温度传感器105获取第一换热器110的第二输入口103的温度，在极寒环境下，第二输入口103的防冻液的温度低于第一预设值，启动加热器301，使防冻液温度升高，温度达到第二预设值时，关闭加热器301。从而达到电机电控热管理单元300的余热在环境温度较低的情况下对驾驶室热管理单元400进行辅热，降低压缩机100能耗，提高电机电控热管理单元300的余热利用率，使驾驶室温度快速达到预定需求。
继续参考图3，在本申请的另一个具体实施例中，驾驶室热管理单元400的第二制冷循环回路与电池热管理单元200的第一制热循环回路201同时工作。也就是说，驾驶室制冷，电池制热；开启第三电磁阀120，关闭第二电磁阀160，关闭第三膨胀阀130，开启第一电磁阀140，调整第一膨胀阀150开度。在本申请的一个实施例中，驾驶室热管理单元400的第二制冷循环回路与电池热管理单元200的第一制冷循环回路同时工作。也就是说，驾驶室制冷，电池制冷；开启第三电磁阀120，关闭第一电磁阀140和第二电磁阀160，开启第三膨胀阀130和第二膨胀阀170，并调节开 度。
在本申请的另一个实施例中，驾驶室热管理单元400的第二制热循环回路401与电池热管理单元200的第一制冷循环回路同时工作。也就是说，驾驶室制热，电池制冷；开启第三电磁阀120，关闭第二膨胀阀170，开启第三膨胀阀130，开启第二电磁阀160，关闭第一电磁阀140，调整第一膨胀阀150的开度。
如图2和图3所示，在本申请的其他实施例中，车辆热管理系统还包括油分离器180，压缩机100的输入端设置有油分离器180。用于压缩机100的润滑密封和冷却作用。
本申请还提供了一种作业机械，包括上述实施例的车辆热管理系统。例如，作业机械可以为诸如起重机、挖掘机、桩机等工程机械，或者为诸如登高车、消防车、搅拌车等工程车辆。
本申请提供的车辆热管理系统，通过在电池热管理单元200的第一制热循环回路201与电机电控热管理单元300之间设置第一换热器110，将回收的电机电控热管理单元300的热量经过第一换热器110进行热交换给压缩机100的冷媒，为冷媒蒸发提供足够的蒸发温度并且在压缩机100中的冷媒中储存足够的潜热；在对电池进行制热时，能够有效降低压缩机100的能耗，提高车辆的续航里程，保证电池所需的温度，延长电池的使用寿命。
进一步，在本申请提供的作业机械中，由于具备如上所述的车辆热管理系统，因此同样具备如上所述的各种优势。
最后应说明的是：以上实施例仅用以说明本申请的技术方案，而非对其限制；尽管参照前述实施例对本申请进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本申请各实施例技术方案的精神和范围。

Claims (10)

  1. 一种车辆热管理系统，包括：
    压缩机；
    第一换热器，所述第一换热器包括第一换热侧和第二换热侧；
    电池热管理单元，包括第一制热循环回路，所述第一制热循环回路、所述压缩机与所述第一换热侧串联；
    电机电控热管理单元，所述电机电控热管理单元与所述第二换热侧串联。
  2. 根据权利要求1所述的车辆热管理系统，其中，所述第一换热侧包括第一输入口和第一输出口，所述第一输入口与所述第一输出口连通，所述第一输出口与所述压缩机的输入端连通，所述第一制热循环回路的输出端与所述第一输入口连通；
    所述第二换热侧包括第二输入口和第二输出口，所述电机电控热管理单元的输出端与所述第二输入口连通，所述第二输入口与所述第二输出口连通，所述第二输出口与所述电机电控热管理单元的输入端连通，所述压缩机的输出端与所述第一制热循环回路的输入端连通。
  3. 根据权利要求2所述的车辆热管理系统，其中，还包括驾驶室热管理单元，所述驾驶室热管理单元包括第二制热循环回路，所述第二制热循环回路的输入端与所述压缩机的输出端连接，所述第二制热循环回路的输出端与所述第一输入口连通；
    其中，所述第一制热循环回路的输入端设置有第一电磁阀，所述第二制热循环回路的输入端设置有第二电磁阀。
  4. 根据权利要求3所述的车辆热管理系统，其中，所述电池热管理单元还包括第一制冷循环回路，所述第一制冷循环回路的输入端与所述压缩机的输出端连通，所述第一制冷循环回路的输出端与所述压缩机的输入端连通；
    其中，所述第一制冷循环回路的输入端设置有第三电磁阀。
  5. 根据权利要求4所述的车辆热管理系统，其中，所述第一制冷循环回路包括第一冷凝器和第二换热器，所述第一冷凝器的输入端与所述压缩机的输出端连通，所述第一冷凝器的输出端与所述第二换热器的输 入端连通，所述第二换热器的输出端与所述压缩机的输入端连通；
    所述第三电磁阀设置在所述第一冷凝器的输入端。
  6. 根据权利要求5所述的车辆热管理系统，其中，所述驾驶室热管理单元包括第二制冷循环回路，所述第二制冷循环回路的输入端与所述第一冷凝器的输出端连通，所述第二制冷循环回路的输出端与所述压缩机的输入端连通；
    其中，所述第二制冷循环回路的输入端设置有第二膨胀阀；所述第二换热器的输入端设置有第三膨胀阀。
  7. 根据权利要求6所述的车辆热管理系统，其中，所述第二制冷循环回路包括蒸发器，所述第二制热循环回路包括第二冷凝器。
  8. 根据权利要求4所述的车辆热管理系统，其中，所述第一制热循环回路还包括第一内循环输入口和第一内循环输出口，所述第一制冷循环回路还包括第二内循环输入口和第二内循环输出口；
    所述第一内循环输出口与所述第二内循环输入口连通，所述第二内循环输出口与所述第一内循环输入口连通。
  9. 根据权利要求2所述的车辆热管理系统，其中，所述电机电控热管理单元包括加热器，所述第一换热器包括温度传感器，所述温度传感器设置在所述第二输入口；
    其中，所述温度传感器与所述加热器电连接。
  10. 一种作业机械，包括权利要求1至9中任一项所述的车辆热管理系统。
PCT/CN2022/126365 2022-04-13 2022-10-20 一种车辆热管理系统及作业机械 WO2023197556A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202210389605.9 2022-04-13
CN202210389605.9A CN114801646A (zh) 2022-04-13 2022-04-13 车辆热管理系统及作业机械

Publications (1)

Publication Number Publication Date
WO2023197556A1 true WO2023197556A1 (zh) 2023-10-19

Family

ID=82536262

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2022/126365 WO2023197556A1 (zh) 2022-04-13 2022-10-20 一种车辆热管理系统及作业机械

Country Status (2)

Country Link
CN (1) CN114801646A (zh)
WO (1) WO2023197556A1 (zh)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114801646A (zh) * 2022-04-13 2022-07-29 三一重机有限公司 车辆热管理系统及作业机械

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010062130A (ja) * 2008-08-07 2010-03-18 Sanyo Electric Co Ltd 車両用の電源装置
CN107732371A (zh) * 2017-08-30 2018-02-23 北京长城华冠汽车科技股份有限公司 储热系统和电动汽车
CN207834520U (zh) * 2018-01-12 2018-09-07 北京智行鸿远汽车有限公司 一种电动车的动力电池包冷却装置
CN108711658A (zh) * 2018-04-10 2018-10-26 北京长城华冠汽车科技股份有限公司 电动车辆的动力电池加热方法及装置
CN114161907A (zh) * 2021-12-23 2022-03-11 珠海格力电器股份有限公司 汽车热管理空调系统及其控制方法、新能源汽车
CN114801646A (zh) * 2022-04-13 2022-07-29 三一重机有限公司 车辆热管理系统及作业机械

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010062130A (ja) * 2008-08-07 2010-03-18 Sanyo Electric Co Ltd 車両用の電源装置
CN107732371A (zh) * 2017-08-30 2018-02-23 北京长城华冠汽车科技股份有限公司 储热系统和电动汽车
CN207834520U (zh) * 2018-01-12 2018-09-07 北京智行鸿远汽车有限公司 一种电动车的动力电池包冷却装置
CN108711658A (zh) * 2018-04-10 2018-10-26 北京长城华冠汽车科技股份有限公司 电动车辆的动力电池加热方法及装置
CN114161907A (zh) * 2021-12-23 2022-03-11 珠海格力电器股份有限公司 汽车热管理空调系统及其控制方法、新能源汽车
CN114801646A (zh) * 2022-04-13 2022-07-29 三一重机有限公司 车辆热管理系统及作业机械

Also Published As

Publication number Publication date
CN114801646A (zh) 2022-07-29

Similar Documents

Publication Publication Date Title
CN205194809U (zh) 电动汽车动力电池的热管理系统和电动汽车
JP4891584B2 (ja) 自動車用熱交換装置
KR20210026705A (ko) 차량용 히트펌프 시스템
KR20210021728A (ko) 차량용 히트펌프 시스템
CN113335021B (zh) 一种增程式混合动力汽车余热回收式整车热管理系统
CN112339614B (zh) 一种适用于燃料电池汽车热系统的协同管理方法
WO2020173351A1 (zh) 电池组热管理系统和电动汽车的热管理系统
WO2023197556A1 (zh) 一种车辆热管理系统及作业机械
CN114161997A (zh) 双电堆大功率氢燃料电池汽车热管理系统
CN216659503U (zh) 车辆热管理系统
CN111890866A (zh) 一种纯电动汽车用的一体式热泵管理系统、纯电动汽车
CN113997753A (zh) 一种新能源汽车热管理系统
CN114347867A (zh) 一种燃料电池汽车热管理系统及控制方法
CN212289440U (zh) 一种热管理系统和电动车
CN112046237A (zh) 一种热管理系统、控制方法和电动车
WO2023197608A1 (zh) 集成热管理系统、方法以及作业机械
WO2024066110A1 (zh) 混合动力车辆的热管理系统控制方法及混合动力车辆
CN212289436U (zh) 热管理系统、电动汽车
WO2023039853A1 (zh) 车辆热管理系统及车辆热管理方法
CN115366619A (zh) 一种汽车热泵系统、热管理方法及汽车
CN112046242A (zh) 热管理系统、电动汽车
CN112693363A (zh) 一种纯电动卡车整车热管理系统
CN217863624U (zh) 一种热管理系统及车辆
CN218702613U (zh) 一种热管理系统及电动车辆
CN115534620B (zh) 电动汽车热管理系统及其控制方法和电动汽车

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 22937189

Country of ref document: EP

Kind code of ref document: A1