Patent Application
20220212517
This application claims priority to Chinese Patent Application No. 202110164688.7, filed on Feb. 5, 2021, which is hereby incorporated by reference in its entirety.
This application relates to the field of thermal management technologies, and in particular, to a thermal management system, a method for controlling a thermal management system, and an electric vehicle.
In a conventional technology, there is a heating technology based on heating by a motor. Specifically, when heating is required, the motor is enabled to operate to heat a motor coolant, and the motor coolant transfers heat to a to-be-heated space or device, to heat the space or device. However, not all of heat generated by the motor is transferred to the motor coolant, but a part of the heat is dissipated to a surrounding environment of the motor through a motor housing or the like, thereby resulting in relatively low thermal efficiency of this heating mode.
A thermal management system for an electric vehicle is used as an example for description below. For example, a battery has a relatively low temperature in winter. In this case, the battery is usually heated. For a technology for heating the battery, there is a manner in which heat is generated through stalling or low-efficiency operating of a motor, to increase a temperature of a motor coolant, and then the battery is heated by the motor coolant. However, a part of the heat generated by the motor is dissipated to an environment through motor and gear box housings, and only a part of the heat is transferred to the motor coolant. In particular, a larger difference between a motor temperature and an ambient temperature results in greater heat loss caused by dissipation of the heat generated by the motor to the environment. As a result, utilization of the heat generated by the motor is relatively low.
In addition to the battery, a passenger compartment also has a heating requirement. Similarly, if the passenger compartment is heated based on heating by the motor, utilization of heat generated by the motor is also relatively low.
In view of this, a main objective of this application is to provide a thermal management system capable of relatively efficiently using heat generated by a motor, a method for controlling a thermal management system, and an electric vehicle.
To achieve the foregoing objective, a first aspect of this application provides a thermal management system, including a refrigerant loop and a motor coolant loop. The refrigerant loop and the motor coolant loop jointly include a low pressure chiller. The low pressure chiller is configured to enable a refrigerant in the refrigerant loop to absorb heat from a motor coolant in the motor coolant loop, to heat a target temperature-controlled space and/or a target temperature-controlled device.
With the foregoing structure, the low pressure chiller enables the refrigerant in the refrigerant loop to absorb the heat from the motor coolant through evaporation, that is, the heat from the motor coolant is absorbed by a heat pump to heat the target temperature-controlled space and/or the target temperature-controlled device. Therefore, compared with a manner of directly heating the target temperature-controlled device or air in the target temperature-controlled space by the motor coolant, the target temperature-controlled space and/or the target temperature-controlled device can be heated to a required temperature even if a temperature of the motor coolant is relatively low, that is, the temperature of the motor coolant may be relatively low on a basis that a required heating effect can be achieved, so that a difference between the temperature of the motor coolant and an ambient temperature is relatively small. In this way, heat loss caused by dissipation of heat from a motor to a surrounding environment can be reduced, thereby improving utilization of the heat from the motor.
In an embodiment of the first aspect of this application, the refrigerant loop further includes: an outer heat exchanger, configured to enable heat exchange between the refrigerant and air outside the target temperature-controlled space, and connected in parallel to the low pressure chiller; and a 3-way valve, configured to adjust a refrigerant flow ratio between the low pressure chiller and the outer heat exchanger.
With the foregoing structure, heat is generated both in a manner of providing heat by the motor and a manner of providing heat by external air, and the 3-way valve adjusts a heat supply amount shared by each of the motor and the external air. For example, when the ambient temperature is relatively high, the heat provided by the motor is reduced, thereby reducing energy consumption (because heat conversion efficiency of the motor is relatively low); or when the ambient temperature is relatively low (lower than −10° C.), or when the outer heat exchanger is frosted after long-term use, a flow rate of the low pressure chiller is increased, to increase a heat supply amount shared by the motor, thereby avoiding an insufficient heating amount.
In an embodiment of the first aspect of this application, the 3-way valve includes: a first electronic expansion valve, connected in series to the low pressure chiller, and configured to adjust a refrigerant flow rate of the low pressure chiller; and a second electronic expansion valve, connected in series to the outer heat exchanger, and configured to adjust a refrigerant flow rate of the outer heat exchanger.
With the foregoing structure, the 3-way valve is constituted by the electronic expansion valves. This has lower costs than, for example, a manner of using a three-way valve with an adjustable flow rate.
In an embodiment of the first aspect of this application, the refrigerant loop further includes: a heat exchanger for the target temperature-controlled device, configured to enable heat exchange between the refrigerant and a heat exchange working medium for adjusting a temperature of the target temperature-controlled device; an inner heat exchanger, configured to enable heat exchange between the refrigerant and air in the target temperature-controlled space; a third electronic expansion valve, connected in series to the heat exchanger for the target temperature-controlled device, and configured to control a refrigerant flow rate of the heat exchanger for the target temperature-controlled device; and a fourth electronic expansion valve, connected in series to the inner heat exchanger, and configured to control a refrigerant flow rate of the inner heat exchanger. The first electronic expansion valve, the second electronic expansion valve, the third electronic expansion valve, and the fourth electronic expansion valve may be integrated.
With the foregoing structure, the plurality of electronic expansion valves are integrated, thereby reducing manufacturing costs.
In an embodiment of the first aspect of this application, the refrigerant loop further includes: a compressor that has a refrigerant outlet and a refrigerant inlet; a first outlet branch, configured to connect the refrigerant outlet to the low pressure chiller and/or the outer heat exchanger, where the outer heat exchanger is configured to enable heat exchange between the refrigerant and air outside the target temperature-controlled space; a second outlet branch, configured to connect the refrigerant outlet to the inner heat exchanger and/or the heat exchanger for the target temperature-controlled device, where the inner heat exchanger is configured to enable heat exchange between the refrigerant and air in the target temperature-controlled space, and the heat exchanger for the target temperature-controlled device is configured to enable heat exchange between the refrigerant and the heat exchange working medium for adjusting the temperature of the target temperature-controlled device; a first inlet branch, configured to connect the refrigerant inlet to the inner heat exchanger and/or the heat exchanger for the target temperature-controlled device; and a second inlet branch, configured to connect the refrigerant inlet to the low pressure chiller and/or the outer heat exchanger. The first outlet branch, the second outlet branch, the first inlet branch, and the second inlet branch respectively have a first stop valve, a second stop valve, a third stop valve, and a fourth stop valve for controlling opening and closing of the branch. The first stop valve, the second stop valve, the third stop valve, and the fourth stop valve may be integrated.
With the foregoing structure, the branches are controlled by the stop valves. This can reduce costs compared with a manner of using a three-way valve or the like. In addition, functions of the four stop valves are integrated into one integrated valve. This reduces a quantity of external pipelines connected between the valves, and the plurality of valves share a controller, thereby reducing manufacturing costs.
In an embodiment of the first aspect of this application, the thermal management system further includes a heat exchange circulation loop for the target temperature-controlled device. The heat exchange circulation loop for the target temperature-controlled device and the refrigerant loop jointly include the heat exchanger for the target temperature-controlled device. The heat exchanger for the target temperature-controlled device is configured to enable heat exchange between the refrigerant and a heat exchange working medium in the heat exchange circulation loop for the target temperature-controlled device.
In an embodiment of the first aspect of this application, the motor coolant is the same as the heat exchange working medium in the heat exchange circulation loop for the target temperature-controlled device. The motor coolant loop and the heat exchange circulation loop for the target temperature-controlled device jointly include a 4-way valve. The 4-way valve is configured to switch the motor coolant loop and the heat exchange circulation loop for the target temperature-controlled device between a series connection state and a mutual independence state.
With the foregoing structure, the motor coolant loop may be connected in series to the heat exchange circulation loop for the target temperature-controlled device. Therefore, for example, when the motor has a relatively large amount of residual heat, the target temperature-controlled device may be heated directly by the motor coolant, without running a heat pump unit, thereby reducing energy consumption.
In an embodiment of the first aspect of this application, the motor coolant loop includes a radiator, and the radiator is configured to dissipate heat from the motor coolant to the air outside the target temperature-controlled space.
With the foregoing structure, for example, when the temperature of the target temperature-controlled device is relatively high and the ambient temperature is relatively low, the heat exchange circulation loop for the target temperature-controlled device and the motor coolant loop may be connected in series and connected to the radiator, to cool the target temperature-controlled device and the motor by using the radiator. In addition, because the radiator in the motor coolant loop can be shared by the heat exchange circulation loop for the target temperature-controlled device, manufacturing costs can be reduced compared with a case in which radiators are separately disposed in the two loops.
In an embodiment of the first aspect of this application, the thermal management system is applied to an electric vehicle, the target temperature-controlled space is a passenger compartment, and the target temperature-controlled device is a battery.
In addition, to achieve the foregoing objective, a second aspect of this application provides an electric vehicle. The electric vehicle includes the thermal management system of any one of the structures in the first aspect.
In addition, to achieve the foregoing objective, a third aspect of this application provides a method for controlling a thermal management system. The thermal management system includes a refrigerant loop and a motor coolant loop. The refrigerant loop and the motor coolant loop jointly include a low pressure chiller. The low pressure chiller is configured to enable a refrigerant in the refrigerant loop to absorb heat from a motor coolant in the motor coolant loop through evaporation, to heat a target temperature-controlled device. When a temperature of the target temperature-controlled device is less than a first preset value, the target temperature-controlled device is heated by the heat absorbed by the refrigerant from the motor coolant through evaporation.
With the foregoing method, when the temperature of the target temperature-controlled device is less than the first preset value, in the low pressure chiller, the refrigerant in the refrigerant loop is enabled to absorb the heat from the motor coolant through evaporation, that is, the heat from the motor coolant is absorbed by a heat pump to heat the target temperature-controlled device. Therefore, the target temperature-controlled device can reach a required heating temperature even if a temperature of the motor coolant is relatively low, that is, the temperature of the motor coolant may be relatively low on a basis that a required heating effect can be achieved, so that a difference between the temperature of the motor coolant and an ambient temperature is relatively small. In this way, heat loss caused by dissipation of heat from a motor to a surrounding environment can be reduced, thereby improving utilization of the heat from the motor.
In an embodiment of the third aspect, the thermal management system further includes a heat exchange circulation loop for the target temperature-controlled device. The heat exchange circulation loop for the target temperature-controlled device and the refrigerant loop jointly include a heat exchanger for the target temperature-controlled device. The heat exchanger for the target temperature-controlled device is configured to enable heat exchange between the refrigerant and a heat exchange working medium in the heat exchange circulation loop for the target temperature-controlled device. The motor coolant is the same as the heat exchange working medium in the heat exchange circulation loop for the target temperature-controlled device. The motor coolant loop and the heat exchange circulation loop for the target temperature-controlled device jointly include a 4-way valve. The 4-way valve is configured to switch the motor coolant loop and the heat exchange circulation loop for the target temperature-controlled device between a series connection state and a mutual independence state. When a difference between a motor outlet coolant temperature and the temperature of the target temperature-controlled device is greater than a first preset difference, the 4-way valve is controlled to connect the motor coolant loop in series to the heat exchange circulation loop for the target temperature-controlled device, so that the target temperature-controlled device is heated by heat from the motor coolant. The motor outlet coolant temperature is a temperature of the motor coolant when the motor coolant flows out of the motor side.
In this way, when the difference between the motor outlet coolant temperature and the temperature of the target temperature-controlled device is greater than the first preset difference, that is, the motor outlet coolant temperature is much higher than the temperature of the target temperature-controlled device, for example, the motor has a relatively large amount of residual heat, a relatively good heating effect can be achieved by directly heating the target temperature-controlled device by using the motor coolant, without using the refrigerant as an intermediate heat exchange working medium, and without starting the refrigerant loop, thereby reducing energy consumption.
In an embodiment of the third aspect, the thermal management system further includes a heat exchange circulation loop for the target temperature-controlled device. The heat exchange circulation loop for the target temperature-controlled device and the refrigerant loop jointly include a heat exchanger for the target temperature-controlled device. The heat exchanger for the target temperature-controlled device is configured to enable heat exchange between the refrigerant and a heat exchange working medium in the heat exchange circulation loop for the target temperature-controlled device. The motor coolant is the same as the heat exchange working medium in the heat exchange circulation loop for the target temperature-controlled device. The motor coolant loop and the heat exchange circulation loop for the target temperature-controlled device jointly include a 4-way valve. The 4-way valve is configured to switch the motor coolant loop and the heat exchange circulation loop for the target temperature-controlled device between a series connection state and a mutual independence state. The motor coolant loop includes a radiator, and the radiator is configured to dissipate the heat from the motor coolant to ambient air. When a difference between the temperature of the target temperature-controlled device and an ambient temperature is greater than a second preset difference, the 4-way valve is controlled to connect the motor coolant loop in series to the heat exchange circulation loop for the target temperature-controlled device, so that the motor coolant absorbs heat from the target temperature-controlled device to cool the target temperature-controlled device, and the heat absorbed by the motor coolant is dissipated to the ambient air in the radiator.
In this way, when the difference between the temperature of the target temperature-controlled device and the ambient temperature is greater than the second preset difference, that is, the temperature of the target temperature-controlled device is much higher than the ambient temperature, the motor coolant absorbs the heat from the target temperature-controlled device, and dissipates the absorbed heat to the ambient air in the radiator, so that the target temperature-controlled device can be well cooled without running the refrigerant loop, thereby reducing energy consumption.
In addition, in the third aspect, another structure illustrated in the descriptions of the first aspect may be alternatively used.
Content of these aspects of this application is more clearly described in the following specific implementations.
In the following descriptions, a “connection” mentioned is usually a connection by using a pipeline, unless otherwise specified.
In addition, in the following descriptions, descriptions such as “first” and “second” are used, and are merely intended to distinguish between similar objects, but not to limit a sequence or importance.
For ease of understanding, some related comparative examples are described before the embodiments of this application are described.
For example, in winter, because an ambient temperature is relatively low, a temperature of a battery cell of an electric vehicle is also relatively low. This causes problems such as a limitation on battery charging and discharging functions and a battery capacity attenuation. Therefore, a thermal management system of the electric vehicle is usually equipped with a Positive Temperature Coefficient (PTC) heater (positive temperature coefficient thermistor heater, PTC heater or PTC for short) or High Voltage Heater (HVH) to heat the battery and keep the temperature of the battery cell above 0° C., so as to ensure that the battery operates at a relatively appropriate temperature.
In addition, in addition to a heating requirement of the battery, a passenger compartment of the electric vehicle also requires heating (that is, air conditioning heating) in winter. There are mainly two manners of air conditioning heating: (1) Heating is performed by using an air conditioning PTC. In an embodiment, direct heating by using an air-side PTC and indirect heating by using a water-side PTC are included. (2) A compressor of a heat pump system absorbs heat from an environment and then releases heat into the passenger compartment. However, an R134a refrigerant heat pump is used currently. Due to characteristics of a refrigerant, below −10° C., it can be hardly ensured that a heat requirement of the passenger compartment can be met only by absorbing heat from the environment. Therefore, most vehicles with a heat pump system are still equipped with an air conditioning PTC, mainly to ensure proper heating of a passenger compartment in an environment below −10° C.
To sum up, regardless of battery heating or air conditioning heating and regardless of whether a heat pump system is used, currently, an electric vehicle still mainly relies on a PTC. Currently, the PTC is sold on the market at a relatively high price, resulting in relatively high costs of a thermal management system using the PTC. In addition, for example, in China, climate and ambient temperatures in different regions vary greatly. In South China, the temperature is above 0° C. throughout a year, and a battery heating requirement is relatively low. In addition, in some regions, even if the temperature is below 0° C. in winter, a proportion of this time in a year is quite small. Therefore, if an entire series of a vehicle model is equipped with PTCs, utilization decreases in a further south region.
To resolve the foregoing problem, currently, some manufacturers tend to generate heat through stalling or low-efficiency operating of oil-cooled motors, to gradually replace PTCs. However, thermal efficiency of heating through stalling of a motor is the key to determining whether this technology can be applied. In an embodiment, heat generated by a motor and a motor control unit (MCU) cannot be 100% supplied to a coolant. A part of the heat is dissipated to an environment through motor and gear box housings. Only a part of the heat that is transferred to the coolant through oil in a heat exchanger can be actually used to heat a battery or a passenger compartment. In particular, in winter, a larger difference between an oil temperature of the motor and an ambient temperature results in greater heat loss caused by heat dissipation to the environment through the motor and gear box housings, and therefore results in lower thermal efficiency. Usually, when the battery and the passenger compartment are heated by cooling water of the motor, a water temperature required for heating the battery is 20° C. or above, and a water temperature required for air conditioning heating is 60° C. or above. To achieve these temperatures, a temperature of the motor needs to be higher. As a result, a large part of heat generated by the motor is dissipated to the environment, causing very low utilization of the heat generated by the motor.
In addition, the refrigerant loop further includes a battery heat exchanger 14 connected in parallel to the evaporator 213a. The battery heat exchanger 14 further belongs to a battery heat exchange circulation loop. The battery heat exchange circulation loop includes a battery 31 (to be precise, a temperature regulating water path in the battery 31), a drive pump 32, and the battery heat exchanger 14 that are connected in series through a water pipe.
In addition, the thermal management system 200 further includes a motor 51 and a motor control unit 52 (the motor 51 and the motor control unit 52 each include a cooling water path), a drive pump 53, a radiator 152, and a three-way valve 74. These devices are connected in series through a water pipe to constitute a motor cooling water path. The radiator 152 and the condenser 151A share a fan 153, and the three devices are assembled and disposed near a front grille of the vehicle to constitute a front module 15.
A four-way valve 33 is disposed between the battery heat exchange circulation loop and the motor cooling water path. A state of the four-way valve 33 can be switched so that the two water paths can switch between a series connection state and a mutual independence state.
Usually, when heat needs to be dissipated for the motor 51, the drive pump 53 enables water serving as a motor coolant to circulate in the motor cooling water path, so that water flowing through the motor 51 and the motor control unit 52 cools the motor 51 and the motor control unit 52 and is heated. Under control of the three-way valve 74, the heated water may flow to the radiator 152, and heat of the water is dissipated through the radiator 152 to air outside the passenger compartment.
In addition, for example, when an ambient temperature is relatively low in winter, the battery needs to be heated upon initial startup of the vehicle. In this case, the motor 51 is enabled to stall or operate at low efficiency, and the four-way valve 33 is switched so that the battery heat exchange circulation loop is connected in series to the motor cooling water path. In this way, water heated by the motor 51 and the motor control unit 52 flows to the battery 31, so that the battery 31 can be heated.
With this technology of heating the battery 31 through active heating by the motor 51 and the motor control unit 52, a battery body usually needs to be heated to a temperature of 0° C. or above, and a motor cooler outlet water temperature needs to be 10° C. or above. The following table compares heating efficiency of the motor 51 and the motor control unit 52 at an ambient temperature of −10° C. and a flow rate of 10 L/min when an MCU inlet water temperature is controlled to be 10° C. and 20° C.
The result in the foregoing table shows that a higher motor inlet water temperature results in lower thermal efficiency, and thermal efficiency at an inlet water temperature of 20° C. is at least 10% lower than that at an inlet water temperature of 10° C. Because motor and gear box housings dissipate heat to a low-temperature environment, a higher overall temperature of the motor results in a larger proportion of heat dissipated to the environment and a smaller proportion of heat supplied to the coolant. Therefore, from a perspective of fully utilizing heat generated through active heating by the motor, it is inappropriate to use the heat from the motor directly as a high-temperature heat source. For example, hot water at 60° C. is required for air conditioning heating. If hot water is heated to 60° C. through active heating by the motor, thermal efficiency is very low.
Therefore, the embodiments of this application provide a thermal management system capable of improving utilization of heat generated by a motor, and an electric vehicle with the system.
The following describes an embodiment of this application with reference to
This embodiment relates to a thermal management system 100, a method for controlling the thermal management system 100, and an electric vehicle (not shown in the figure) including the thermal management system 100. Regarding the electric vehicle, this embodiment is particularly applicable to a battery electric vehicle, and is also applicable to a hybrid vehicle. In addition to the thermal management system 100, typically, the electric vehicle further includes a battery 31, a motor 51, and a motor control unit 52. The battery 31 is configured to supply electric power to the motor 51 and a compressor 11, drive pumps 32 and 53, fans 133 and 153, and the like that are described below. The motor 51 is configured to drive a wheel (not shown in the figure) of the electric vehicle by using a gear box (not shown in the figure) and the like, to provide a driving force for running of the electric vehicle. The motor control unit 52 is configured to control the motor 51.
As shown in
The refrigerant loop 10 is described below. As shown in
The compressor 11 is a driving source that enables a refrigerant (which may be, for example, a phase-change refrigerant such as R134a) to flow in the refrigerant loop 10, and has a refrigerant outlet 11a and a refrigerant inlet 11b.
The gas-liquid separator 12 is connected to the refrigerant inlet 11b side of the compressor 11 to separate a vapor-phase refrigerant from a liquid-phase refrigerant and prevent the liquid-phase refrigerant from entering the compressor 11.
The inner heat exchangers 131 and 132 are configured to exchange heat with air in a passenger compartment (not shown in the figure) of the electric vehicle, so as to heat or cool the air in the passenger compartment, and implement the so-called air conditioning function. In addition, the inner heat exchangers 131 and 132 are assembled with the fan 133 to constitute an air conditioning box 13. In this embodiment, the two inner heat exchangers 131 and 132 are disposed, and are connected in series through the refrigerant pipeline.
The battery heat exchanger 14 is shared by the refrigerant loop 10 and the battery heat exchange circulation loop 30, is connected to both a heat pump refrigerant pipeline and a battery circulation water path, and is configured to enable a refrigerant in the refrigerant loop 10 to heat or cool a heat exchange working medium in the battery heat exchange circulation loop 30 (in this embodiment, a mixture obtained by mixing water and ethylene glycol based on a specific proportion serves as the heat exchange working medium), so that a temperature of the battery 31 can be adjusted by using the heated or cooled heat exchange working medium.
The outer heat exchanger 151 is configured to enable heat exchange between the refrigerant in the refrigerant loop 10 and air outside the passenger compartment, including enabling the refrigerant to absorb heat from the external air and dissipate heat to the external air. In addition, in this embodiment, the outer heat exchanger 151 and a radiator 152 described below share the fan 153, and the three devices are usually disposed near a front grille of the electric vehicle to constitute a front module 15.
The low pressure chiller 16 is shared by the refrigerant loop 10 and the motor coolant loop 50, is connected to both the heat pump refrigerant pipeline and a motor coolant pipeline, and is configured to enable the refrigerant in the refrigerant loop 10 to absorb heat from a motor coolant in the motor coolant loop 50 through evaporation.
As described above, the compressor 11, the gas-liquid separator 12, the inner heat exchangers 131 and 132, the battery heat exchanger 14, the outer heat exchanger 151, and the low pressure chiller 16 are connected through the heat pump refrigerant pipeline. A specific connection structure of these devices is described below.
In an embodiment, the inner heat exchangers 131 and 132 are connected in parallel to the battery heat exchanger 14, where a branch in which the inner heat exchangers 131 and 132 are located is referred to as an inner heat exchanger branch 113, and a branch in which the battery heat exchanger 14 is located is referred to as a battery heat exchanger branch 114; the outer heat exchanger 151 is connected in parallel to the low pressure chiller 16, where a branch in which the outer heat exchanger 151 is located is referred to as an outer heat exchanger branch 115, and a branch in which the low pressure chiller 16 is located is referred to as a low pressure chiller branch 116; and the compressor 11, the inner heat exchangers 131 and 132 and the battery heat exchanger 14 that are connected in parallel, and the outer heat exchanger 151 and the low pressure chiller 16 that are connected in parallel are connected in series.
In this embodiment, the refrigerant outlet 11a of the compressor 11 is connected, through a first outlet branch 111a, to the outer heat exchanger 151 and the low pressure chiller 16 that are connected in parallel; and is connected, through a second outlet branch 111b, to the inner heat exchangers 131 and 132 and the battery heat exchanger 14 that are connected in parallel. The first outlet branch 111a and the second outlet branch 111b share a three-way valve 71. A state of the three-way valve 71 is switched so that the first outlet branch 111a and the second outlet branch 111b alternately switch between an open state and a closed state.
In an embodiment, the three-way valve 71 has three interfaces: 71a, 71b, and 71c. The interface 71b is connected to the refrigerant outlet 11a of the compressor 11. The interface 71a is connected to the outer heat exchanger 151 and the low pressure chiller 16. The interface 71c is connected to the inner heat exchangers 131 and 132 and the battery heat exchanger 14. When the three-way valve 71 is switched to a state in which the interface 71b is connected to the interface 71a, the first outlet branch 111a is open, and the second outlet branch 111b is closed. When the three-way valve 71 is switched to a state in which the interface 71b is connected to the interface 71c, the first outlet branch 111a is closed, and the second outlet branch 111b is open.
In addition, the refrigerant inlet 11b of the compressor 11 is connected, through a first inlet branch 112a, to the inner heat exchangers 131 and 132 and the battery heat exchanger 14 that are connected in parallel; and is connected, through a second inlet branch 112b, to the outer heat exchanger 151 and the low pressure chiller 16 that are connected in parallel. The first inlet branch 112a and the second inlet branch 112b share a three-way valve 72. A state of the three-way valve 72 is switched so that the first inlet branch 112a and the second inlet branch 112b alternately switch between an open state and a closed state. In an embodiment, the three-way valve 72 has three interfaces: 72a, 72b, and 72c. The interface 72a is connected (through the gas-liquid separator 12) to the refrigerant inlet 11b of the compressor 11. The interface 72b is connected to the outer heat exchanger 151 and the low pressure chiller 16. The interface 72c is connected to the inner heat exchangers 131 and 132 and the battery heat exchanger 14. When the three-way valve 72 is switched to a state in which the interface 72a is connected to the interface 72c, the first inlet branch 112a is open, and the second inlet branch 112b is closed. When the three-way valve 72 is switched to a state in which the interface 72a is connected to the interface 72b, the first inlet branch 112a is closed, and the second inlet branch 112b is open.
In addition, in the inner heat exchanger branch 113, a location of the inner heat exchanger 131 is closer to the compressor 11 than that of the inner heat exchanger 132, and an electronic expansion valve 61 is disposed between the inner heat exchanger 131 and the inner heat exchanger 132. The electronic expansion valve 61 is a valve with an adjustable opening degree and can function as a switching valve and a throttle valve. Further, in the inner heat exchanger branch 113, an electronic expansion valve 62 is disposed on a side, of the inner heat exchanger 132, that is away from the inner heat exchanger 131, and a refrigerant temperature and pressure sensor 81 is disposed on a side, of the inner heat exchanger 131, that is close to the compressor 11.
In addition, an electronic expansion valve 63 connected in series to the battery heat exchanger 14 is disposed in the battery heat exchanger branch 114. In this embodiment, the electronic expansion valve 63 is disposed on a side, of the battery heat exchanger 14, that is away from the compressor 11. The electronic expansion valve 63 is a valve with an adjustable opening degree and can function as a switching valve and a throttle valve. In addition, a refrigerant temperature and pressure sensor 82 is disposed on a side, of the battery heat exchanger 14, that is close to the compressor 11.
In addition, the inner heat exchangers 131 and 132 and the battery heat exchanger 14 that are connected in parallel are connected, through a three-way valve 73, to one of the outer heat exchanger 151 and the low pressure chiller 16 that are connected in parallel. In an embodiment, the three-way valve 73 has three interfaces: 73a, 73b, and 73c. The interface 73a is connected to the low pressure chiller 16. The interface 73b is connected to the outer heat exchanger 151. The interface 73c is connected to the inner heat exchangers 131 and 132 and the battery heat exchanger 14 that are connected in parallel.
In this embodiment, the three-way valve 73 is a three-way valve capable of adjusting opening degrees of the interfaces 73a and 73b. By adjusting the opening degrees of the interfaces 73a and 73b (the opening degrees may be 0), a refrigerant flow rate of each of the outer heat exchanger 151 and the low pressure chiller 16 can be adjusted, and a refrigerant flow ratio between the outer heat exchanger 151 and the low pressure chiller 16 can be adjusted. Further, a heat supply amount shared by the outer heat exchanger 151 and the low pressure chiller 16 can be adjusted, as described below. The three-way valve 73 is an example of a 3-way valve for adjusting the refrigerant flow ratio between the outer heat exchanger 151 and the low pressure chiller 16 in this application.
In addition, in the low pressure chiller branch 116, a refrigerant temperature and pressure sensor 83 is disposed on a side, of the low pressure chiller 16, that is close to the compressor 11. In the outer heat exchanger branch 115, a refrigerant temperature and pressure sensor 84 is disposed on a side, of the outer heat exchanger 151, that is close to the compressor 11. The refrigerant temperature and pressure sensors 83 and 84 are configured to detect a temperature and pressure of the refrigerant.
A structure of the battery heat exchange circulation loop 30 is described below. The battery heat exchange circulation loop 30 corresponds to a heat exchange circulation loop for a target temperature-controlled device in this application.
As shown in
In addition, in the battery heat exchange circulation loop 30, temperature sensors 91 and 92 are respectively disposed on two sides of the battery 31, and the temperature sensors 91 and 92 are configured to measure an outlet water temperature and an inlet water temperature of the battery 31.
In addition, a four-way valve 33 is further disposed in the battery heat exchange circulation loop 30. The four-way valve 33 is shared by the battery heat exchange circulation loop 30 and the motor coolant loop 50. As described in detail below, the four-way valve 33 is configured to switch the battery heat exchange circulation loop 30 and the motor coolant loop 50 between a series connection state and a mutual independence state.
The motor coolant loop 50 is described below.
As shown in
In the motor coolant loop 50, the radiator 152 is connected in parallel to the low pressure chiller 16, and the two devices are connected to the motor 51 through a three-way valve 74. In an embodiment, the three-way valve 74 has interfaces 74a, 74b, and 74c. The interface 74a is connected to the motor 51. The interface 74b is connected to the radiator 152. The interface 74c is connected to the low pressure chiller 16. When the three-way valve 74 is switched to a state in which the interface 74a is connected to the interface 74b, the radiator 152 (a branch in which the radiator 152 is located) is open, and the low pressure chiller 16 (a branch in which the low pressure chiller 16 is located) is closed. When the three-way valve 74 is switched to a state in which the interface 74a is connected to the interface 74c, the radiator 152 is closed, and the low pressure chiller 16 is open.
In addition, as described above, the motor coolant loop 50 and the battery heat exchange circulation loop 30 jointly have the four-way valve 33, and the motor coolant loop 50 and the battery heat exchange circulation loop 30 can be switched between the series connection state and the mutual independence state by using the four-way valve 33. In an embodiment, the four-way valve 33 has interfaces 33a, 33b, 33c, and 33d. The interfaces 33b and 33c are connected to pipelines on a side of the battery heat exchange circulation loop 30, and in this embodiment, are respectively connected to the drive pump 32 and the battery 31 through the pipelines. The interfaces 33a and 33d are connected to pipelines on a side of the motor coolant loop 50, and in this embodiment, are respectively connected to one of the motor 51 and the motor control unit 52, and one of the radiator 152 and the low pressure chiller 16 through the pipelines. When the four-way valve 33 is switched to a state in which the interfaces 33a and 33d are connected and the interfaces 33b and 33c are connected, the motor coolant loop 50 and the battery heat exchange circulation loop 30 are independent of each other. When the four-way valve 33 is switched to a state in which the interface 33a is connected to the interface 33b and the interface 33c is connected to the interface 33d, the motor coolant loop 50 is connected in series to the battery heat exchange circulation loop 30.
In addition, in this embodiment, the motor coolant in the motor coolant loop 50 is the same as the heat exchange working medium in the battery heat exchange circulation loop 30. Therefore, it is possible to connect the motor coolant loop 50 and the battery heat exchange circulation loop 30 in series.
In addition, in this embodiment, the temperature sensors 93 and 94 are respectively disposed on two sides of the motor 51 and the motor control unit 52 as a whole in the motor coolant loop 50, and are configured to detect the motor outlet water temperature and the motor inlet water temperature.
The thermal management system 100 in this embodiment basically has the foregoing circulation loop structure. With this structure, under control of the control unit 110, a heat pump heating mode, a cooling mode, a battery passive cooling mode, a battery passive heating mode, an air conditioning defrost and dehumidification mode, and a battery no thermal management mode can be implemented. These modes are described below with reference to
In addition, in
<Heat Pump Heating Mode>
The heat pump heating mode includes three sub-modes: a battery heating mode, an air conditioning heating mode, and a battery and air conditioning heating mode.
First, the battery and air conditioning heating mode is described. In this mode, as shown in
In this case, in the motor coolant loop 50, the motor control unit 52 controls, according to an instruction sent by the control unit 110 directly or indirectly by using a vehicle control unit (not shown in the figure), the motor 51 to stall or operate at low efficiency. In addition, under control of the control unit 110, the three-way valve 74 is switched to a state in which the interface 74a is connected to the interface 74c, the branch in which the low pressure chiller 16 is located is open, and the branch in which the radiator 152 is located is closed. In this state, the drive pump 53 drives the motor coolant to flow, and the motor coolant is heated by cooling the motor 51 and the motor control unit 52. As described below, in the low pressure chiller 16, the heated motor coolant transfers heat to the refrigerant in the refrigerant loop 10.
In the refrigerant loop 10, under control of the control unit 110, the three-way valve 71 is switched to a state in which the interface 71b is connected to the interface 71c, the three-way valve 72 is switched to a state in which the interface 72a is connected to the interface 72b, the electronic expansion valve 61 is switched to a fully open state, the electronic expansion valve 62 is switched to a throttling state, and the electronic expansion valve 63 is switched to a fully open state.
In this way, in the refrigerant loop 10, a high-temperature and high-pressure refrigerant flowing out of the refrigerant outlet 11a of the compressor 11 flows into the inner heat exchangers 131 and 132, and exchanges, in the inner heat exchangers 131 and 132, heat with air in the passenger compartment to release heat to the air in the passenger compartment, so that the passenger compartment can be heated; and another high-temperature and high-pressure refrigerant enters the battery heat exchanger 14, and exchanges, in the battery heat exchanger 14, heat with the heat exchange working medium in the battery heat exchange circulation loop 30 to release heat to the heat exchange working medium in the battery heat exchange circulation loop 30, so that the battery is heated by the heated heat exchange working medium.
A high-temperature refrigerant flowing out of the inner heat exchanger 131 is throttled by the electronic expansion valve 62 into vapor and liquid phases. A refrigerant flowing out of the battery heat exchanger 14 is throttled by the electronic expansion valve 63 into vapor and liquid phases. The two refrigerants are combined and then distributed by the three-way valve 73 into two refrigerants. One refrigerant passes through the interface 73a of the three-way valve 73, enters the low pressure chiller 16, and evaporates in the low pressure chiller 16 into a vapor-phase refrigerant to absorb heat from the motor coolant. The other refrigerant passes through the interface 73b, enters the outer heat exchanger 151, and evaporates in the outer heat exchanger 151 to absorb heat from the air outside the passenger compartment. Then the two refrigerants return to the compressor through the refrigerant inlet 11b of the compressor 11 to complete a cycle.
As described above, in this embodiment, opening degrees of the interface 73a and the interface 73b of the three-way valve 73 are adjustable, so that refrigerant flow rates of the outer heat exchanger 151 and the low pressure chiller 16 can be distributed, to adjust a heat supply amount shared by the outer heat exchanger 151 and the low pressure chiller 16. For example, a specific adjustment manner may be as follows: When an ambient temperature (an air temperature outside the passenger compartment) is higher than a preset temperature (for example, −10° C.), heat absorbed from an environment can meet a heating requirement. A refrigerant flow rate is adjusted by using the three-way valve 73, so that most or all of refrigerants flow to the outer heat exchanger 151. When all of the refrigerants flow to the outer heat exchanger 151, the motor 51 can stop operating. When an ambient temperature is lower than a preset temperature (for example, −10° C.) and sufficient heat cannot be absorbed from an environment, or when a heat exchange function is degraded due to frosting of the outer heat exchanger 151 after long-term use, a refrigerant flow rate is adjusted by using the three-way valve 73, so that most of refrigerants flow to the low pressure chiller 16.
An implementation of the battery and air conditioning heating mode is described above. Based on the battery and air conditioning heating mode, the battery heating mode can be implemented by closing the electronic expansion valve 61 to close the inner heat exchanger branch 113. In addition, based on the battery and air conditioning heating mode, the air conditioning heating mode can be implemented by closing the electronic expansion valve 63.
In this embodiment, when heating is performed through active heating by the motor 51, heat from the motor coolant is absorbed by the refrigerant in the refrigerant loop 10. Then the refrigerant that has absorbed the heat releases the heat to the air in the passenger compartment or the heat exchange working medium in battery heat exchange circulation loop 30. In other words, in this embodiment, the heat from the motor coolant is transferred by the refrigerant in the refrigerant loop 10 to a heated object (the battery 31 or the air in the passenger compartment).
It is well known that a principle of a heat pump is to transfer heat through heat absorption and heat release by a refrigerant in a process of switching between a vapor phase and a liquid phase. During heating, heat exchange can be effectively performed to heat a heated object to a required temperature, without requiring a heat source from which the refrigerant absorbs heat to have a very high temperature. Therefore, in this embodiment in which heat from the motor 51 is transferred by the refrigerant loop 10, it is not necessarily required that the motor coolant serving as a heat source from which a refrigerant of a heat pump absorbs heat be heated by the motor 51 and the motor control unit 52 to a high temperature such as 20° C. or 60° C. in the foregoing descriptions. Usually, a corresponding heating requirement can be met by controlling the motor outlet water temperature to be, for example, within 10° C. In this way, a temperature difference between the motor 51 and the motor control unit 52 and an environment is reduced, heat loss caused by heat dissipation from the motor 51 and the motor control unit 52 to the environment is reduced, and utilization of heat from the motor is improved.
In addition, in this embodiment, refrigerant flow rates of the low pressure chiller 16 and the outer heat exchanger 151 are adjusted by using the three-way valve 73, so that a heat supply amount shared by the low pressure chiller 16 and the outer heat exchanger 151 can be adjusted. For example, when an ambient temperature is relatively high, heat may be absorbed from an environment mainly by the outer heat exchanger 151 or only by the outer heat exchanger 151, and a refrigerant flow rate of the low pressure chiller 16 is made to be relatively small or zero 3-way valve. That is, heat generated by the motor 51 is reduced, or the motor 51 is turned off, without supplying heat through stalling or low-efficiency operating of the motor, thereby suppressing use of a motor-based heating mode with relatively low heat conversion efficiency and reducing energy consumption. When an ambient temperature is relatively low, or when the outer heat exchanger is frosted after long-term use, a refrigerant flow rate of the low pressure chiller 16 may be increased by using the valve 73, to increase a heat supply amount shared by the low pressure chiller 16 (in other words, a heating amount shared by the motor 51 and the motor control unit 52), thereby avoiding a failure to heat the battery 31 or the passenger compartment to a required temperature due to an insufficient heating amount.
<Cooling Mode>
The cooling mode includes three sub-modes: a battery cooling mode, an air conditioning cooling mode, and a battery and air conditioning cooling mode.
First, the battery and air conditioning cooling mode is described. As shown in
In the refrigerant loop 10, a high-temperature and high-pressure refrigerant flowing out of the refrigerant outlet 11a of the compressor 11 enters the outer heat exchanger 151 through the interfaces 71b and 71a of the three-way valve 71, releases heat to the air outside the passenger compartment in the outer heat exchanger 151, and is divided into two refrigerants after passing through the interfaces 73b and 73c of the three-way valve 73. One refrigerant is throttled into a liquid-phase refrigerant by the electronic expansion valve 62 in a throttling state. The liquid-phase refrigerant enters the inner heat exchangers 131 and 132, and evaporates in the inner heat exchanger 131 and 132 to absorb heat from the air in the passenger compartment, so as to cool the passenger compartment. The other refrigerant is throttled into a liquid-phase refrigerant by the electronic expansion valve 63 in a throttling state. The liquid-phase refrigerant enters the battery heat exchanger 14, and evaporates in the battery heat exchanger 14 to absorb heat from the heat exchange working medium in the battery heat exchange circulation loop 30, so as to cool the heat exchange working medium in the battery heat exchange circulation loop 30.
In the battery heat exchange circulation loop 30, driven by the drive pump 32, water cooled in the battery heat exchanger 14 enters the battery 31 to cool the battery 31.
In addition, in the refrigerant loop 10, the interface 73a of the three-way valve 73 is closed, so that the refrigerant does not flow through the low pressure chiller 16.
In addition, in this embodiment, in the battery and air conditioning cooling mode, the three-way valve 74 in the motor coolant loop 50 is switched to a state in which the interface 74a is connected to the interface 74b. Driven by the drive pump 53, the motor coolant flows through the motor 51 and the motor control unit 52, enters the radiator 152, dissipates heat to the air outside the passenger compartment in the radiator 152, and then flows back to the motor 51 and the motor control unit 52 through the drive pump 53 to complete a cycle. In addition, in the motor coolant loop 50, the interface 74a and the interface 74c of the three-way valve 74 are not connected, and the motor coolant does not flow through the low pressure chiller 16.
Based on the implementation of the battery and air conditioning cooling mode, the battery cooling mode can be implemented by closing the electronic expansion valve 62, and the air conditioning cooling mode can be implemented by closing the electronic expansion valve 63.
<Battery Passive Cooling Mode>
As shown in
In this embodiment, the battery heat exchange circulation loop 30 is connected in series to the motor coolant loop 50 to dissipate heat by using the radiator 152 in the motor coolant loop 50. Compared with a structure in which a radiator is disposed in each of the two loops, this can reduce manufacturing costs.
<Battery Passive Heating Mode>
As shown in
<Air Conditioning Defrost and Dehumidification Mode>
As shown in
<Battery No Thermal Management Mode>
As shown in
Control logic of the control unit 110 for thermal management of the battery is described below.
Refer to
When T1<the battery temperature ≤T2 (the second preset value), in block S30, it is determined whether “a motor outlet water temperature (a temperature measured by a temperature sensor 94)−the battery temperature” is ≥AΔ T1 (a first preset difference), that is, it is determined whether the motor outlet water temperature is higher than the battery temperature by at least A T1. When a determining result is “yes”, block S32 is performed: The battery passive heating mode is enabled, so that the motor coolant loop 50 is connected in series to the battery heat exchange circulation loop 30, to directly heat the battery by using the motor coolant. When a determining result is “no”, block S40 is performed: The thermal management system 100 is enabled to be in the battery no thermal management mode. The first preset difference ΔT1 herein is a threshold of a difference between the motor outlet water temperature (in other words, a motor outlet coolant temperature) and the battery temperature. In addition, the motor outlet water temperature herein corresponds to the motor outlet coolant temperature in this application, and is a temperature of the motor coolant when the motor coolant flows out of the motor 51 side.
When T2<the battery temperature 5 T3 (the third preset value), block S50 is performed: It is determined whether “the battery temperature−an ambient temperature” is A T2 (a second preset difference). When a determining result is “yes”, block S52 is performed: The battery passive cooling mode is enabled, so that the motor coolant loop 50 is connected in series to the battery heat exchange circulation loop 30, to cool the battery 31 by using the radiator 152. When a determining result is “no”, block S40 is performed: The thermal management system 100 is enabled to be in the battery no thermal management mode. In addition, the second preset difference ΔT2 herein is a threshold of a difference between the battery temperature and the ambient temperature, and a value of the second preset difference ΔT2 may be set to a same value as that of the first preset difference ΔT1, for example, any value such as 10 degrees.
When the battery temperature >T4 (the fourth preset value), block S60 is performed: The cooling mode is enabled, so that the refrigerant loop 10 operates for cooling, to cool the battery 31.
In addition, it can be understood from the foregoing descriptions that a temperature value relationship among T1, T2, T3, and T4 is T1<T2<T3<T4. For example, T2 is set to any value ranging from several degrees to more than 10 degrees, T3 is set to any value ranging from more than 20 degrees to more than 30 degrees, and T4 is set to any value ranging from more than 30 degrees to more than 40 degrees.
The following describes a variation example of this application with reference to
As shown in
In addition, a difference between this variation example and the foregoing embodiment further lies in that, substituting for the three-way valve 71 in the foregoing embodiment, a stop valve 75 is disposed in the first outlet branch 111a, and a stop valve 76 is disposed in the second outlet branch 111b; and substituting for the three-way valve 72 in the foregoing embodiment, a stop valve 77 is disposed in the first inlet branch 112a, and a stop valve 78 is disposed in the second inlet branch 112b. The stop valves 75 and 76 and the three-way valve 71 implement a same function, and can alternately switch the first outlet branch 111a and the second outlet branch 111b between an open state and a closed state. The stop valves 77 and 78 and the three-way valve 72 implement a same function, and can alternately open and close the first inlet branch 112a and the second inlet branch 112b. In this embodiment, the stop valves are used to implement the function, thereby achieving a technical effect of low manufacturing costs.
In addition, other structures in this variation example are the same as those in the foregoing embodiment, same reference signs are used in
The variation example shown in
In addition, a difference between
The foregoing descriptions are merely example embodiments of this application, but are not intended to limit this application. Any modification, equivalent replacement, or improvement made without departing from the principle of this application should fall within the protection scope of this application.
For example, in the foregoing descriptions, a mixture obtained by mixing water and ethylene glycol based on a specific proportion serves as the motor coolant and the heat exchange working medium in the battery heat exchange circulation loop 30. However, it is self-evident that this application is not limited thereto, and another type of heat exchange working medium may be used. In addition, heat of the refrigerant in the refrigerant loop 10 may be alternatively received by airflow to heat the battery.
In addition, in the foregoing descriptions, an example in which the thermal management system is applied to the electric vehicle is used for description. However, this application is not limited thereto, and the thermal management system may be alternatively applied to another scenario with a motor. For example, the thermal management system may be applied to an airplane. In addition, in the foregoing descriptions, the target temperature-controlled space is described by using the passenger compartment of the electric vehicle as an example, and the target temperature-controlled device is described by using the battery as an example. However, the present disclosure is not limited thereto, and the thermal management system may be alternatively applied to thermal management of another space or device that requires temperature control.
| Number | Date | Country | Kind |
|---|---|---|---|
| 202110164688.7 | Feb 2021 | CN | national |
