A vehicle thermal management system and device for a tram

Abstract

The present invention relates to an overall vehicle thermal management system and device for a tram. The above system includes: a refrigerant circuit for regulating the temperature of controlled components; the refrigerant circuit includes an out-of-cabin heat exchanger and a controlled-component heat exchanger. The out-of-cabin heat exchanger is used for heat exchange between the refrigerant circuit and the outside of the cabin, and the controlled-component heat exchanger is used for heat exchange between the refrigerant circuit and the controlled components. Among them, the controlled components include: a traction system, a super capacitor, and a passenger cabin; the controlled-component heat exchanger includes a traction heat exchanger, a super-capacitor heat exchanger, and a passenger-cabin heat exchanger, and the out-of-cabin heat exchanger, the traction heat exchanger, the super-capacitor heat exchanger, and the passenger-cabin heat exchanger are connected in parallel with each other. The thermal management system proposed by the present invention combines the passenger air-conditioning system, the super-capacitor thermal management system, and the traction heat dissipation system into an integrated whole to achieve comprehensive energy utilization.

Description

Technical Field

[0001] The present invention relates to the technical field of thermal management, and particularly to an integrated thermal management system and device for a tram vehicle. Background Art

[0002] Trams are mainly powered by overhead catenary. In areas without overhead catenary or at intersections with a large number of over-height vehicles, on-vehicle energy storage is used. As the main energy storage component, the supercapacitor module has become a key part of trams. Trams have the characteristics of a narrow optimal temperature range for supercapacitor modules, short endurance time, short charge and discharge time and high frequency, high power and large heat generation of the tram traction system, and a large passenger capacity in the passenger cabin of trams.

[0003] At present, the integrated thermal management of trams adopts a method of independent operation of three decentralized thermal management devices. Firstly, the temperature and humidity control in the passenger cabin uses a passenger air-conditioning system, which is a non-heat pump single-cooling PTC heating type air conditioner and is only effective for controlling the temperature in the passenger cabin. This air conditioner has the disadvantages of low heating efficiency and high energy consumption. Secondly, the supercapacitor thermal management system uses an independent external air-conditioning system, which is a non-heat pump single-cooling PTC heating type air conditioner and is only effective for controlling the temperature in the supercapacitor cabin. This air conditioner has the disadvantages of low heating efficiency and high energy consumption. Thirdly, the traction system uses a water-cooled or air-cooled heat dissipation device, which has the disadvantages of poor heat dissipation effect and low energy utilization rate. At present, the temperature and humidity control in the passenger cabin of trams, the supercapacitor thermal management system, and the traction heat dissipation system are independent of each other and do not have heat exchange and distribution, resulting in a large number of thermal management devices, high energy consumption, and low efficiency for trams.

[0004] The above-mentioned traditional tram thermal management devices are decentralized and cannot make full use of the heat of the whole vehicle, such as the heat utilization of traction and supercapacitors, resulting in low energy utilization rate and short endurance time of supercapacitors. The traditional tram independent thermal management system also has the disadvantages of a large number of thermal management devices, high cost, low integration, high energy consumption, low energy utilization rate, and high maintenance difficulty. Summary of the Invention

[0005] In view of the above technical problems existing in the traditional tram thermal management devices, such as high cost, high energy consumption, and high maintenance difficulty, the present invention provides an integrated thermal management system and device for a tram vehicle with low cost, high integration, and low maintenance difficulty.

[0006] In a first aspect, an embodiment of the present application provides an integrated thermal management system for a tram vehicle, including a refrigerant circuit for regulating the temperature of a controlled component; the refrigerant circuit includes an outdoor heat exchanger and a controlled-component heat exchanger, the outdoor heat exchanger is used for heat exchange between the refrigerant circuit and the outside of the vehicle, and the controlled-component heat exchanger is used for heat exchange between the refrigerant circuit and the controlled component.

[0007] The above-mentioned vehicle thermal management system, wherein the controlled components include: a traction system, a super capacitor, and a passenger compartment; the controlled component heat exchangers include a traction heat exchanger, a super capacitor heat exchanger, and a passenger compartment heat exchanger, and the out-of-cabin heat exchanger, the traction heat exchanger, the super capacitor heat exchanger, and the passenger compartment heat exchanger are connected in parallel with each other.

[0008] The above-mentioned vehicle thermal management system, wherein it further includes: a plurality of heat exchange circuits for exchanging heat with the refrigerant circuit, and the heat exchange circuits include: a first heat exchange circuit connecting a first water pump, the traction system, and the traction heat exchanger; a second heat exchange circuit connecting a second water pump, the outside of the cabin, and the out-of-cabin heat exchanger; a third heat exchange circuit connecting a third water pump, the super capacitor, and the super capacitor heat exchanger; a fourth heat exchange circuit connecting a fan, the passenger compartment, and the passenger compartment heat exchanger; a fifth heat exchange circuit connecting a fourth water pump, the outside of the cabin, and the traction heat exchanger.

[0009] The above-mentioned vehicle thermal management system, wherein the refrigerant circuit further includes a compressor and a two-position four-way valve connected to the compressor, the exhaust port and the suction port of the compressor are respectively connected to the first inlet and the second inlet of the two-position four-way valve, and the first outlet and the second outlet of the two-position four-way valve are both connected to the out-of-cabin heat exchanger, the traction heat exchanger, the super capacitor heat exchanger, and the passenger compartment heat exchanger.

[0010] The above-mentioned vehicle thermal management system, wherein the two-position four-way valve has two switchable working modes. The first working mode is that the first inlet is connected to the first outlet, and the second inlet is connected to the second outlet; the second working mode is that the first inlet is connected to the second outlet, and the second inlet is connected to the first outlet.

[0011] The above-mentioned vehicle thermal management system, wherein when the tram is in the high-temperature parking mode, the high-temperature driving mode, or the normal-temperature driving mode, and the controlled components need to be refrigerated, the two-position four-way valve switches to the first working mode. The refrigerant flows from the exhaust port of the compressor through the first inlet and the first outlet of the two-position four-way valve to the out-of-cabin heat exchanger and condenses to release heat. After the refrigerant is condensed and depressurized, it flows to the corresponding controlled component heat exchanger of the controlled components and evaporates to absorb heat, and then flows to the suction port of the compressor through the second outlet and the second inlet of the two-position four-way valve.

[0012] The above-mentioned vehicle thermal management system, wherein when the tram is in the low-temperature parking mode, low-temperature driving mode or normal-temperature driving mode and the controlled component needs to be heated, the two-position four-way valve switches to the second working mode, and the refrigerant flows from the exhaust port of the compressor through the first inlet and the second outlet of the two-position four-way valve to the controlled component heat exchanger corresponding to the controlled component and condenses to release heat. After the refrigerant is condensed and depressurized, it flows to the heat exchanger outside the cabin and the controlled component heat exchanger corresponding to the controlled component with waste heat and evaporates to absorb heat, and then flows to the suction port of the compressor through the first outlet and the second inlet of the two-position four-way valve.

[0013] The above-mentioned vehicle thermal management system, wherein the third heat exchange circuit and the fourth heat exchange circuit are also connected with a PTC auxiliary heater. When the heat of the components outside the cabin and with waste heat cannot meet the heating requirements of the super capacitor and / or the passenger cabin, the PCT auxiliary heater is turned on, and the generated heat is transferred to the super capacitor and / or the passenger cabin through the third heat exchange circuit and / or the fourth heat exchange circuit.

[0014] In a second aspect, an embodiment of the present application provides a vehicle thermal management device for a tram, including:

[0015] A data acquisition module, configured to acquire relevant data of the super capacitor thermal management system, the traction heat dissipation system, the passenger cabin environmental control system, and the vehicle thermal management system described in the first aspect above;

[0016] A communication module, configured to communicate with the vehicle bus of the tram to obtain relevant data of the operation of the tram;

[0017] A vehicle thermal management controller algorithm module, configured to make a comprehensive decision based on the relevant data obtained by the data acquisition module and the communication module to obtain the operation mode of the vehicle thermal management system;

[0018] A vehicle thermal management decision execution module, which issues execution commands to each component in the super capacitor thermal management system, the traction heat dissipation system, the passenger cabin environmental control system, and the vehicle thermal management system according to the operation mode.

[0019] In the above vehicle thermal management device, the operation mode is divided into a parking charging mode and a driving mode, and the parking charging mode includes a low-temperature parking charging mode and a high-temperature parking charging mode; the driving mode includes: a high-temperature driving mode, a low-temperature driving mode, and a normal-temperature driving mode.

[0020] Compared with the prior art, the advantages and positive effects of the present invention are as follows:

[0021] The integrated thermal management system for tram of the present invention combines the passenger air conditioning system, the supercapacitor thermal management system, and the traction heat dissipation system of the tram into a whole; and according to the operation characteristics of the tram, it designs multiple operation modes of the integrated thermal management equipment, which can meet the normal operation requirements of the tram, and can realize the heat transfer between the traction system, the supercapacitor cabin, the passenger cabin and the outside of the vehicle, achieving the comprehensive utilization of energy. It has the advantages of fewer thermal management devices, low cost, high integration, low energy consumption, high efficiency, and low maintenance difficulty. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a framework diagram of the integrated thermal management system for a tram provided by the present invention;

[0023] Figure 2 It is a schematic diagram of the working mode of the four-way three-position valve provided by the present invention;

[0024] Figure 3 It is a schematic diagram of the integrated thermal management system provided by the present invention in the first working mode;

[0025] Figure 4 It is a schematic diagram of the integrated thermal management system provided by the present invention in the second working mode;

[0026] Figure 5 It is a schematic diagram of the integrated thermal management system provided by the present invention in the third working mode;

[0027] Figure 6 It is a schematic diagram of the integrated thermal management system provided by the present invention in the fourth working mode;

[0028] Figure 7 It is a schematic diagram of the integrated thermal management system provided by the present invention in the fifth working mode;

[0029] Figure 8 It is a schematic diagram of the integrated thermal management system provided by the present invention in the sixth working mode;

[0030] Figure 9 It is a schematic diagram of the integrated thermal management system provided by the present invention in the seventh working mode;

[0031] Figure 10 It is a schematic diagram of the integrated thermal management system provided by the present invention in the eighth working mode;

[0032] Figure 11 It is a schematic diagram of the integrated thermal management system provided by the present invention in the ninth working mode;

[0033] Figure 12 It is a schematic diagram of the integrated thermal management system provided by the present invention in the tenth working mode;

[0034] Figure 13 Schematic diagram of the vehicle thermal management system provided by the present invention in the eleventh working mode;

[0035] Figure 14 Schematic diagram of the vehicle thermal management system provided by the present invention in the twelfth working mode;

[0036] Figure 15 Schematic diagram of the vehicle thermal management system provided by the present invention in the thirteenth working mode;

[0037] Figure 16 Schematic diagram of the vehicle thermal management system provided by the present invention in the fourteenth working mode;

[0038] Figure 17 Schematic diagram of the vehicle thermal management system provided by the present invention in the fifteenth working mode;

[0039] Figure 18 Frame diagram of a vehicle thermal management device for a tram provided by the present invention. Detailed implementation manners

[0040] The following will clearly and completely describe the technical solutions in the embodiments in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0041] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "center", "horizontal", "vertical", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus cannot be understood as a limitation of the present invention.

[0042] The terms "first", "second", "third" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, the features defined with "first", "second", "third" may explicitly or implicitly include one or more of such features.

[0043] In the description of the present invention, it should be noted that unless otherwise clearly specified and defined, the terms "installation", "connection", and "coupling" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a direct connection or an indirect connection through an intermediate medium, and it may be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0044] As Figure 1 shown, in a schematic embodiment of a vehicle thermal management system for a tram of the present invention, the vehicle thermal management system includes: a refrigerant circuit for regulating the temperature of controlled components; the refrigerant circuit includes an out-of-cabin heat exchanger 35 and a controlled-component heat exchanger, the out-of-cabin heat exchanger 35 is used for heat exchange between the refrigerant circuit and the outside of the cabin 44, and the controlled-component heat exchanger is used for heat exchange between the refrigerant circuit and the controlled components. Among them, the refrigerant circuit is the main circuit, and the refrigerant flows therein.

[0045] Specifically, the controlled components include: a traction system, a super capacitor 45, and a passenger cabin 46; the traction system includes: a traction motor 41, a traction transformer 42, and a traction converter 43; the controlled-component heat exchanger includes a traction heat exchanger 34, a super-capacitor heat exchanger 36, and a passenger-cabin heat exchanger 37, and the out-of-cabin heat exchanger 35, the traction heat exchanger 34, the super-capacitor heat exchanger 36, and the passenger-cabin heat exchanger 37 are connected in parallel with each other.

[0046] The above vehicle thermal management system further includes a plurality of heat exchange circuits for exchanging heat with the refrigerant circuit. The heat exchange circuits are controlled circuits, and coolant or air flows therein. The heat exchange circuits include: a first heat exchange circuit connecting a first water pump 1, the traction system, and the traction heat exchanger 34; a second heat exchange circuit connecting a second water pump 2, the outside of the cabin 44, and the out-of-cabin heat exchanger 35; a third heat exchange circuit connecting a third water pump 3, the super capacitor 45, and the super-capacitor heat exchanger 36; a fourth heat exchange circuit connecting a fan 4, the passenger cabin 46, and the passenger-cabin heat exchanger 37; a fifth heat exchange circuit connecting a fourth water pump 5, the outside of the cabin 47, and the traction heat exchanger 34. Among them, coolant flows in the first heat exchange circuit, the second heat exchange circuit, the third heat exchange circuit, and the fifth heat exchange circuit, and air flows in the fourth heat exchange circuit.

[0047] In specific implementation, the main system components of the vehicle thermal management system include: a variable-frequency compressor 31, a two-position four-way valve 32, a traction heat exchanger 34, an out-of-cabin heat exchanger 35, a super-capacitor heat exchanger 36, a passenger-cabin heat exchanger 37, a gas-liquid separator 38, a PTC auxiliary heater 39, a PTC auxiliary heater 40, and an expansion valve 33;

[0048] Specifically, the variable-frequency compressor 31 is a refrigerant variable-frequency compressor, which is used to compress the low-temperature and low-pressure gaseous refrigerant into a high-temperature and high-pressure gaseous refrigerant and is a core component of the vehicle thermal management system; the traction heat exchanger 34, the cabin exterior heat exchanger 35, the supercapacitor heat exchanger 36, and the passenger cabin heat exchanger 37 are all copper finned heat exchangers; the expansion valve 33 is an electronic expansion valve and is a throttling element for the refrigerant flow rate that can enter the refrigeration device according to a preset program; the gas-liquid separator 38 is used to separate the liquid refrigerant and the gaseous refrigerant to prevent liquid from being sucked into the variable-frequency compressor 31;

[0049] Among them, the variable-frequency compressor 31 is connected to the two-position four-way valve 32. The exhaust port and the suction port of the compressor 31 are respectively connected to the first inlet and the second inlet of the two-position four-way valve 32. The first outlet and the second outlet of the two-position four-way valve 32 are both connected to the cabin exterior heat exchanger 35, the traction heat exchanger 34, the supercapacitor heat exchanger 36, and the passenger cabin heat exchanger 37. As Figure 2 shown, the port above the compressor 31 is the exhaust port, and the port below is the suction port; the port in the upper left of the two-position four-way valve 32 is the first inlet, the port in the lower left is the second inlet, the port in the upper right is the first outlet, and the port in the lower right is the second outlet.

[0050] Moreover, the two-position four-way valve 32 has two working modes that can be switched at any time. The first working mode is that the first inlet is connected to the first outlet, and the second inlet is connected to the second outlet; the second working mode is that the first inlet is connected to the second outlet, and the second inlet is connected to the first outlet.

[0051] Furthermore, the main valve components of this vehicle thermal management system include: four-position three-way valves 11, 12, 13, 14, and 15;

[0052] The four-position three-way valves (11-15) have 4 working modes and can be switched at any time. Working mode 1 is that the first inlet is connected to the first outlet, working mode 2 is that the first inlet is connected to the second outlet, working mode 3 is that the first inlet is connected to both the first outlet and the second outlet, and the flow distribution ratio between the first outlet and the second outlet can be controlled. Working mode 4 is that the first inlet is not connected to either the first outlet or the second outlet. As Figure 2 shown;

[0053] Furthermore, the main pipelines of this vehicle thermal management system include: four-way pipelines 21, 22, three-way pipeline 23, and four-way pipeline 24; the three-way pipeline 23 has one working mode, that is, its first inlet, first outlet, and second outlet are all interconnected; the four-way pipelines (21, 22, 24) have one working mode, that is, their first inlets, second inlets, first outlets, and second outlets are all interconnected;

[0054] The connection mode of the refrigerant circuit is as follows: the suction port and the discharge port of the variable-frequency compressor 31 are respectively connected to the second inlet and the first inlet of the two-position four-way valve 32; a gas-liquid separator 38 is also connected between the suction port and the second inlet; the first outlet of the two-position four-way valve 32 is connected to the four-way pipeline 21, the second outlet of the two-position four-way valve 32 is connected to the four-way pipeline 24, both ends of the traction heat exchanger 34 are respectively connected to the four-way three-way valve 11 and the four-way three-way valve 12, both ends of the out-of-cabin heat exchanger 35 are respectively connected to the four-way pipeline 21 and the four-way pipeline 22, both ends of the supercapacitor heat exchanger 36 are respectively connected to the four-way four-way three-way valve 13 and the four-way three-way valve 14, and both ends of the passenger cabin heat exchanger 37 are respectively connected to the four-way pipeline 24 and the four-way three-way valve 15;

[0055] The four-way three-way valve 11 is also connected to the four-way pipeline 24 and the four-way pipeline 21, the four-way pipeline 21 is also connected to the four-way three-way valve 13, the four-way three-way valve 13 is also connected to the four-way pipeline 24, the four-way pipeline 22 is also connected to the four-way three-way valve 12, the four-way three-way valve 14 and one port of the expansion valve 33, the three-way pipeline 23 is connected to the four-way three-way valve 12, the other port of the expansion valve 33 and the four-way three-way valve 15, and the four-way three-way valve 15 is also connected to the four-way three-way valve 14.

[0056] Further, the controlled components include: a traction motor 41, a traction transformer 42, a traction converter 43, out-of-cabin 44, a supercapacitor 45, a passenger cabin 46, out-of-cabin 47; the controlled loop includes: a water pump 1, a water pump 2, a water pump 3, a fan 4, a water pump 5;

[0057] The connection mode of the heat exchange circuit is as follows: the traction heat exchanger 34 forms a controlled coolant heat exchange loop, that is, the first heat exchange loop, with the traction motor 41, the traction transformer 42, and the traction converter 43 driven by the water pump 1. The coolant of this loop exchanges heat with the refrigerant of the main loop but is not connected;

[0058] The traction heat exchanger 34 forms a controlled coolant heat exchange loop, that is, the fifth heat exchange loop, with out-of-cabin 47 driven by the water pump 5. The coolant of this loop exchanges heat with the traction heat exchanger 34 but is not connected;

[0059] The out-of-cabin heat exchanger 35 forms a controlled coolant heat exchange loop, that is, the second heat exchange loop, with out-of-cabin 44 driven by the water pump 2. The coolant of this loop exchanges heat with the refrigerant of the main loop but is not connected;

[0060] The supercapacitor heat exchanger 36 and the PTC auxiliary electric heater 39 form a controlled coolant heat exchange loop, that is, the third heat exchange loop, with the supercapacitor 45 driven by the water pump 3. The coolant of this loop exchanges heat with the refrigerant of the main loop but is not connected;

[0061] The cabin heat exchanger 37 and the PTC auxiliary heater 40 form a controlled air heat exchange circuit, i.e., the fourth heat exchange circuit, with the drive of the blower 4 in the cabin 46. The air flowing in this circuit exchanges heat with the refrigerant in the main circuit but is not connected.

[0062] In the above embodiment, when the tram is in the high-temperature parking mode, high-temperature driving mode or normal-temperature driving mode and the controlled component needs to be refrigerated, the two-position four-way valve 32 switches to the first working mode. The refrigerant flows from the exhaust port of the compressor 31 through the first inlet and the first outlet of the two-position four-way valve 32 to the outside-cabin heat exchanger 35 and condenses to release heat. After the refrigerant is condensed and depressurized, it flows to the controlled-component heat exchanger corresponding to the controlled component and evaporates to absorb heat, and then flows from the second outlet and the second inlet of the two-position four-way valve 32 to the suction port of the compressor 31.

[0063] When the tram is in the low-temperature parking mode, low-temperature driving mode or normal-temperature driving mode and the controlled component needs to be heated, the two-position four-way valve 32 switches to the second working mode. The refrigerant flows from the exhaust port of the compressor 31 through the first inlet and the second outlet of the two-position four-way valve 32 to the controlled-component heat exchanger corresponding to the controlled component and condenses to release heat. After the refrigerant is condensed and depressurized, it flows to the outside-cabin heat exchanger 35 and the controlled-component heat exchanger corresponding to the controlled component with surplus heat and evaporates to absorb heat, and then flows from the first outlet and the second inlet of the two-position four-way valve 32 to the suction port of the compressor 31. The third heat exchange circuit and the fourth heat exchange circuit are also connected with a PTC auxiliary heater. When the heat from the outside of the cabin and the controlled component with surplus heat cannot meet the heating requirements of the super capacitor and / or the cabin, the PCT auxiliary heater is turned on, and the generated heat is transferred to the super capacitor and / or the cabin through the third heat exchange circuit and / or the fourth heat exchange circuit.

[0064] In the present invention, the heat pump air-conditioning passenger cabin system is integrated with the super capacitor thermal management system and the traction thermal management system, realizing the overall coordinated distribution management of heat among the passenger cabin, the super capacitor cabin, and the traction system, and improving the efficiency of the vehicle's overall thermal management.

[0065] According to the operating characteristics of the tram, the present invention designs fifteen overall vehicle thermal management operating modes, which can realize the heat transfer from the traction system to the passenger cabin and the super capacitor cabin; the heat transfer from the super capacitor cabin to the passenger cabin; the heat transfer from the outside of the cabin to the super capacitor cabin and the passenger cabin; the heat transfer of the traction system, the super capacitor cabin, and the passenger cabin to the outside of the vehicle, etc., realizing the rational utilization of energy. The following details the above fifteen overall vehicle thermal management operating modes in combination with specific embodiments:

[0066] The first working mode is the low-temperature parking and charging mode of the tram. At this time, only the super capacitor 45 needs to be heated, as Figure 3As shown. The two-position four-way valve 32 is switched to the second working mode, the four-position three-way valves 11 and 12 are switched to the working mode 4, and the four-position three-way valves 13, 14, and 15 are switched to the working mode 1. The water pumps 2 and 3 are turned on.

[0067] The flow direction of the main refrigerant circuit is from the exhaust port of the variable-frequency compressor 31 to the inlet of the supercapacitor heat exchanger 36, from the outlet of the supercapacitor heat exchanger 36 to the inlet of the expansion valve 33, from the outlet of the expansion valve 33 to the inlet of the out-of-cabin heat exchanger 35, and from the outlet of the out-of-cabin heat exchanger 35 to the suction port of the variable-frequency compressor 31.

[0068] The heat released by the condensation of the high-temperature and high-pressure refrigerant at the supercapacitor heat exchanger 36 is transferred to the supercapacitor 45 through the third heat exchange circuit. The low-temperature liquid refrigerant at the out-of-cabin heat exchanger 35 evaporates and absorbs the heat of the out-of-cabin 44 through the second heat exchange circuit. This cycle transfers the ambient heat in the out-of-cabin 44 and is used for heating the supercapacitor 45.

[0069] When the out-of-cabin temperature is too low to meet the heating requirement of the supercapacitor, the PTC auxiliary heater 39 is turned on, and the generated heat is transferred to the supercapacitor 45 through the third heat exchange circuit and circulates in turn.

[0070] The second working mode is the high-temperature parking charging mode of the tram. Only the supercapacitor needs to be cooled, as Figure 4 shown. The two-position four-way valve 32 is switched to the first working mode, the four-position three-way valves 11 and 12 are switched to the working mode 4, and the four-position three-way valves 13, 14, and 15 are switched to the working mode 1. The water pumps 2 and 3 are turned on.

[0071] The flow direction of the main refrigerant circuit is from the exhaust port of the variable-frequency compressor 31 to the inlet of the out-of-cabin heat exchanger 35, from the outlet of the out-of-cabin heat exchanger 35 to the inlet of the expansion valve 33, from the outlet of the expansion valve 33 to the inlet of the supercapacitor heat exchanger 36, and from the outlet of the supercapacitor heat exchanger 36 to the suction port of the variable-frequency compressor 31.

[0072] The heat released by the condensation of the high-temperature and high-pressure refrigerant at the out-of-cabin heat exchanger 35 is transferred to the out-of-cabin 44 through the second heat exchange circuit. The low-temperature liquid refrigerant at the supercapacitor heat exchanger 36 evaporates and absorbs the heat of the supercapacitor 45 through the third heat exchange circuit. This cycle transfers the heat of the supercapacitor 45 to the out-of-cabin 44 and circulates in turn.

[0073] The third working mode is the high-temperature driving mode of the tram. The passenger cabin, supercapacitor, and traction system all need to be cooled, as Figure 5As shown in the figure. The two-position four-way valve 32 is switched to the first working mode, the four-position three-way valves 11, 12, 13, and 14 are switched to the working mode 1, and the four-position three-way valve 15 is switched to the working mode 3; the water pumps 1, 2, 3, the fan 4, and the water pump 5 are turned on.

[0074] The flow direction of the main refrigerant circuit is from the exhaust port of the variable-frequency compressor 31 to the inlet of the out-of-cabin heat exchanger 35, from the outlet of the out-of-cabin heat exchanger 35 to the inlet of the expansion valve 33, and the outlet of the expansion valve 33 is respectively connected to the inlet of the traction heat exchanger 34, the inlet of the supercapacitor heat exchanger 36, and the inlet of the passenger cabin heat exchanger 37, and finally converges at the outlet of the traction heat exchanger 34, the outlet of the supercapacitor heat exchanger 36, and the outlet of the passenger cabin heat exchanger 37 to the suction port of the variable-frequency compressor 31.

[0075] The heat released by the condensation of the high-temperature and high-pressure refrigerant at the out-of-cabin heat exchanger 35 is transferred to the outside of the cabin 44 through the second heat exchange circuit, and the evaporation of the low-temperature liquid refrigerant at the traction heat exchanger 34, the supercapacitor heat exchanger 36, and the passenger cabin heat exchanger 37 absorbs the heat of the traction motor 41, the traction transformer 42, the traction converter 43, the supercapacitor 45, and the passenger cabin 46 through the first heat exchange circuit, the third heat exchange circuit, and the fourth heat exchange circuit. This cycle transfers the heat of the traction motor 41, the traction transformer 42, the traction converter 43, the supercapacitor 45, and the passenger cabin 46 to the outside of the cabin 44, and at the same time, the heat of the traction heat exchanger 34 is transported to the outside of the cabin 47 through the fifth heat exchange circuit, and the cycle continues.

[0076] The fourth working mode is the high-temperature driving mode of the tram. Both the passenger cabin and the traction system need refrigeration, as Figure 6 shown in the figure. The two-position four-way valve 32 is switched to the first working mode, the four-position three-way valves 11 and 12 are switched to the working mode 1, the four-position three-way valves 13 and 14 are switched to the working mode 4, and the four-position three-way valve 15 is switched to the working mode 2; the water pumps 1, 2, the fan 4, and the water pump 5 are turned on.

[0077] The flow direction of the main refrigerant circuit is from the exhaust port of the variable-frequency compressor 31 to the inlet of the out-of-cabin heat exchanger 35, from the outlet of the out-of-cabin heat exchanger 35 to the inlet of the expansion valve 33, and the outlet of the expansion valve 33 is respectively connected to the inlet of the traction heat exchanger 34 and the inlet of the passenger cabin heat exchanger 37, and converges at the outlet of the traction heat exchanger 34 and the outlet of the passenger cabin heat exchanger 37 to the suction port of the variable-frequency compressor 31.

[0078] The heat released by the condensation of high-temperature and high-pressure refrigerant at the external heat exchanger 35 is transferred to the outside of the cabin 44 through the second heat exchange circuit. The evaporation of low-temperature liquid refrigerant at the traction heat exchanger 34 and the passenger cabin heat exchanger 37 absorbs the heat of the traction motor 41, the traction transformer 42, the traction converter 43, and the passenger cabin 46 through the first heat exchange circuit and the fourth heat exchange circuit. This cycle transfers the heat of the traction motor 41, the traction transformer 42, the traction converter 43, and the passenger cabin 46 to the outside of the cabin 44. At the same time, the heat of the traction heat exchanger 34 is transported to the outside of the cabin 47 through the fifth heat exchange circuit, and the cycle continues in sequence.

[0079] The fifth working mode is the high-temperature driving mode of the tram. Only the passenger cabin needs refrigeration, as Figure 7 shown. The two-position four-way valve 32 is switched to the first working mode, the four-position three-way valves 11, 12, 13, and 14 are switched to the working mode 4, and the four-position three-way valve 15 is switched to the working mode 2; the water pump 2 and the fan 4 are turned on.

[0080] The flow direction of the main refrigerant circuit is from the exhaust port of the variable-frequency compressor 31 to the inlet of the external heat exchanger 35, from the outlet of the external heat exchanger 35 to the inlet of the expansion valve 33, from the outlet of the expansion valve 33 to the inlet of the passenger cabin heat exchanger 37, and from the outlet of the passenger cabin heat exchanger 37 to the suction port of the variable-frequency compressor 31.

[0081] The heat released by the condensation of high-temperature and high-pressure refrigerant at the external heat exchanger 35 is transferred to the outside of the cabin 44 through the second heat exchange circuit. The evaporation of low-temperature liquid refrigerant at the passenger cabin heat exchanger 37 absorbs the heat of the passenger cabin 46 through the fourth heat exchange circuit. This cycle transfers the heat of the passenger cabin 46 to the outside of the cabin 44, and the cycle continues in sequence.

[0082] The sixth working mode is the high-temperature driving mode of the tram. The super capacitor and the passenger cabin need refrigeration, as Figure 8 shown. The two-position four-way valve 32 is switched to the first working mode, the four-position three-way valves 11 and 12 are switched to the working mode 4, the four-position three-way valves 13 and 14 are switched to the working mode 1, and the four-position three-way valve 15 is switched to the working mode 3; the water pump 2, the water pump 3, and the fan 4 are turned on.

[0083] The flow direction of the main refrigerant circuit is from the exhaust port of the variable-frequency compressor 31 to the inlet of the external heat exchanger 35, from the outlet of the external heat exchanger 35 to the inlet of the expansion valve 33, and the outlet of the expansion valve 33 is respectively connected to the inlet of the super capacitor heat exchanger 36 and the inlet of the passenger cabin heat exchanger 37. The outlets of the super capacitor heat exchanger 36 and the passenger cabin heat exchanger 37 converge to the suction port of the variable-frequency compressor 31.

[0084] The heat released by the condensation of high-temperature and high-pressure refrigerant at 35 places in the external heat exchanger is transferred to the outside of the cabin 44 through the second heat exchange circuit. The evaporation of low-temperature liquid refrigerant at the supercapacitor heat exchanger 36 and the passenger cabin heat exchanger 37 absorbs the heat of the supercapacitor 45 and the passenger cabin 46 through the third heat exchange circuit and the fourth heat exchange circuit. This cycle transfers the heat of the supercapacitor 45 and the passenger cabin 46 to the outside of the cabin 44 and circulates in turn.

[0085] The seventh working mode is the low-temperature driving mode of the tram. The supercapacitor and the passenger cabin need to be heated and there is no waste heat in the traction system. For example, Figure 9 as shown. The two-position four-way valve 32 is switched to the second working mode, the four-position three-way valves 11 and 12 are switched to the working mode 4, the four-position three-way valves 13 and 14 are switched to the working mode 1, and the four-position three-way valve 15 is switched to the working mode 3. The water pumps 2, 3 and the fan 4 are turned on.

[0086] The flow direction of the main refrigerant circuit is from the exhaust port of the variable-frequency compressor 31 to the inlets of the supercapacitor heat exchanger 36 and the passenger cabin heat exchanger 37 respectively. The outlets of the supercapacitor heat exchanger 36 and the passenger cabin heat exchanger 37 converge to the inlet of the expansion valve 33. The outlet of the expansion valve 33 goes to the inlet of the external heat exchanger 35, and the outlet of the external heat exchanger 35 goes to the suction port of the variable-frequency compressor 31.

[0087] The heat released by the condensation of high-temperature and high-pressure refrigerant at the supercapacitor heat exchanger 36 and the passenger cabin heat exchanger 37 is transferred to the supercapacitor 45 and the passenger cabin 46 through the third heat exchange circuit and the fourth heat exchange circuit. The evaporation of low-temperature liquid refrigerant at the external heat exchanger 35 absorbs the heat of the outside of the cabin 44 through the second refrigerant circuit. This cycle transfers and uses the ambient heat of the outside of the cabin 44 for heating the supercapacitor 45 and the passenger cabin 46.

[0088] When the outside temperature is too low to meet the heating requirements of the supercapacitor 45 and the passenger cabin 46, the PTC auxiliary heaters 39 and 40 can be turned on, and the heat is transferred to the supercapacitor 45 and the passenger cabin 46 through the third heat exchange circuit and the fourth heat exchange circuit and circulates in turn.

[0089] The eighth working mode is the low-temperature driving mode of the tram. The passenger cabin needs to be heated and there is no waste heat in the supercapacitor and the traction system. For example, Figure 10 as shown. The two-position four-way valve 32 is switched to the second working mode, the four-position three-way valves 11, 12, 13 and 14 are switched to the working mode 4, and the four-position three-way valve 15 is switched to the working mode 2. The water pump 2 and the fan 4 are turned on.

[0090] The flow direction of the main refrigerant circuit is from the exhaust port of the variable-frequency compressor 31 through the inlet of the passenger cabin heat exchanger 37. The outlet of the passenger cabin heat exchanger 37 goes to the inlet of the expansion valve 33. The outlet of the expansion valve 33 goes to the inlet of the external heat exchanger 35, and the outlet of the external heat exchanger 35 goes to the suction port of the variable-frequency compressor 31.

[0091] The heat released by the condensation of high-temperature and high-pressure refrigerant at the cabin heat exchanger 37 is transferred to the cabin 46 through the third heat exchange circuit. The evaporation of low-temperature liquid refrigerant at the out-of-cabin heat exchanger 35 absorbs the heat of the out-of-cabin 44 through the second heat exchange circuit. This cycle transports the ambient heat of the out-of-cabin 44 and is used for heating the cabin 46.

[0092] When the out-of-cabin temperature is too low to meet the heating requirements of the cabin, the PTC auxiliary heater 40 can be turned on, and the heat is transferred to the cabin 46 through the fourth heat exchange circuit and circulates in turn.

[0093] The ninth working mode is the low-temperature driving mode of the tram. The cabin 46 needs heating and the super capacitor 45 has surplus heat, as Figure 11 shown. The two-position four-way valve 32 is switched to the second working mode, the four-position three-way valves 11 and 12 are switched to the working mode 4, the four-position three-way valves 13 and 14 are switched to the working mode 2, and the four-position three-way valve 15 is switched to the working mode 2. The water pumps 2, 3 and the fan 4 are turned on.

[0094] The flow direction of the main refrigerant circuit is from the exhaust port of the variable-frequency compressor 31 to the inlet of the cabin heat exchanger 37, from the outlet of the cabin heat exchanger 37 to the inlet of the expansion valve 33, and from the outlet of the expansion valve 33 to the inlets of the out-of-cabin heat exchanger 35 and the super capacitor heat exchanger 36 respectively. The outlets of the out-of-cabin heat exchanger 35 and the super capacitor heat exchanger 36 converge to the suction port of the variable-frequency compressor 31.

[0095] The high-temperature and high-pressure refrigerant condenses at the cabin heat exchanger 37 to release heat, and the heat is transferred to the cabin 46 through the fourth heat exchange circuit. The low-temperature liquid refrigerant evaporates at the out-of-cabin heat exchanger 35 and the super capacitor heat exchanger 36, and absorbs the heat of the out-of-cabin 44 and the super capacitor 45 through the second heat exchange circuit and the third heat exchange circuit. This cycle transports the ambient heat of the out-of-cabin 44 and the heat of the super capacitor 45 and is used for heating the cabin 46.

[0096] When the out-of-cabin and super capacitor temperatures are too low to meet the heating requirements of the cabin, the PTC auxiliary heater 40 is turned on, and the heat is transferred to the cabin 46 through the fourth heat exchange circuit and circulates in turn.

[0097] The tenth working mode is the low-temperature driving mode of the tram. Both the super capacitor 45 and the cabin 46 need heating and the traction system has surplus heat, as Figure 12 shown. The two-position four-way valve 32 is switched to the second working mode, the four-position three-way valves 11 and 12 are switched to the working mode 2, the four-position three-way valves 13 and 14 are switched to the working mode 1, and the four-position three-way valve 15 is switched to the working mode 3. The water pumps 1, 2, 3 and the fan 4 are turned on.

[0098] The flow direction of the main refrigerant circuit is from the exhaust ports of the variable-frequency compressor 31 to the inlets of the supercapacitor heat exchanger 36 and the cabin heat exchanger 37 respectively. The outlets of the supercapacitor heat exchanger 36 and the cabin heat exchanger 37 converge to the inlet of the expansion valve 33. The outlet of the expansion valve 33 is respectively to the inlets of the traction heat exchanger 34 and the out-of-cabin heat exchanger 35. The outlets of the traction heat exchanger 34 and the out-of-cabin heat exchanger 35 converge to the suction port of the variable-frequency compressor 31.

[0099] The heat released by the condensation of the high-temperature and high-pressure refrigerant at the supercapacitor heat exchanger 36 and the cabin heat exchanger 37 is transferred to the supercapacitor 45 and the cabin 46 through the third heat exchange circuit and the fourth heat exchange circuit. The evaporation of the low-temperature liquid refrigerant at the traction heat exchanger 34 and the out-of-cabin heat exchanger 35 absorbs the heat of the traction motor 41, the traction transformer 42, the traction converter 43, and the out-of-cabin 44 through the first heat exchange circuit and the second heat exchange circuit. This cycle transfers and uses the heat of the traction motor 41, the traction transformer 42, the traction converter 43, and the out-of-cabin 44 for heating the supercapacitor 45 and the cabin 46.

[0100] When the temperature of the out-of-cabin and traction systems is too low to meet the heating requirements of the supercapacitor 45 and the cabin 46, the PTC auxiliary heaters 39 and 40 can be turned on. The heat is transferred to the supercapacitor 45 and the cabin 46 through the third heat exchange circuit and the fourth heat exchange circuit. If there is excess heat in the traction heat exchanger 34, the heat of the traction heat exchanger 34 is transported to the out-of-cabin 47 through the fifth heat exchange circuit, and the cycle continues.

[0101] The eleventh working mode is the low-temperature driving mode of the tram. The cabin needs heating and the traction system has excess heat, as Figure 13 shown. The two-position four-way valve 32 is switched to the second working mode, the four-position three-way valves 11 and 12 are switched to working mode 2, the four-position three-way valves 13 and 14 are switched to working mode 4, and the four-position three-way valve 15 is switched to working mode 2.

[0102] Turn on the water pumps 1, 2, and the fan 4. The flow direction of the refrigerant in the main refrigerant circuit is from the exhaust port of the variable-frequency compressor 31 to the inlet of the cabin heat exchanger 37. The outlet of the cabin heat exchanger 37 is to the inlet of the expansion valve 33. The outlet of the expansion valve 33 is respectively to the inlets of the traction heat exchanger 34 and the out-of-cabin heat exchanger 35. The outlets of the traction heat exchanger 34 and the out-of-cabin heat exchanger 35 converge to the suction port of the variable-frequency compressor 31.

[0103] The heat released by the condensation of high-temperature and high-pressure refrigerant at the cabin heat exchanger 37 is transferred to the cabin 46 through the fourth heat exchange circuit. The heat is absorbed by the evaporation of low-temperature liquid refrigerant at the traction heat exchanger 34 and the out-of-cabin heat exchanger 35 through the first heat exchange circuit and the second heat exchange circuit from the traction motor 41, the traction transformer 42, the traction converter 43, and the out-of-cabin 44. This cycle transfers the heat of the traction motor 41, the traction transformer 42, the traction converter 43, and the out-of-cabin 44 and is used for heating the cabin 46.

[0104] When the temperature of the out-of-cabin and traction systems is too low to meet the heating requirements of the cabin, the PTC auxiliary heater 40 can be turned on, and the generated heat is transferred to the cabin 46 through the fourth heat exchange circuit; if there is excess heat in the traction heat exchanger 34, the heat of the traction heat exchanger 34 is transported to the out-of-cabin 47 through the fifth heat exchange circuit, and the cycle continues.

[0105] The twelfth working mode is the low-temperature driving mode of the tram. The cabin needs heating and the supercapacitor and the traction system have surplus heat, as Figure 14 shown. The two-position four-way valve 32 is switched to the second working mode, and the four-position three-way valves 11, 12, 13, 14, and 15 are switched to the working mode 2.

[0106] Turn on the water pumps 1, 2, 3, and the fan 4. The flow direction of the main refrigerant circuit is from the exhaust port of the variable-frequency compressor 31 to the inlet of the cabin heat exchanger 37, from the outlet of the cabin heat exchanger 37 to the inlet of the expansion valve 33, and the outlet of the expansion valve 33 is respectively connected to the inlets of the traction heat exchanger 34, the out-of-cabin heat exchanger 35, and the supercapacitor heat exchanger 36. The outlets of the traction heat exchanger 34, the out-of-cabin heat exchanger 35, and the supercapacitor heat exchanger 36 converge to the suction port of the variable-frequency compressor 31.

[0107] The heat released by the condensation of high-temperature and high-pressure refrigerant at the cabin heat exchanger 37 is transferred to the cabin 46 through the fourth heat exchange circuit. The heat is absorbed by the evaporation of low-temperature liquid refrigerant at the traction heat exchanger 34, the out-of-cabin heat exchanger 35, and the supercapacitor heat exchanger 36 through the first heat exchange circuit, the second heat exchange circuit, and the third heat exchange circuit from the traction motor 41, the traction transformer 42, the traction converter 43, the out-of-cabin 44, and the supercapacitor 45. This cycle transfers the heat of the traction motor 41, the traction transformer 42, the traction converter 43, and the out-of-cabin 44 and is used for heating the cabin 46.

[0108] When the temperatures of the out-of-cabin, the traction system, and the supercapacitor are too low to meet the heating requirements of the cabin, the PTC auxiliary heater 40 can be turned on, and the generated heat is transferred to the cabin 46 through the fourth heat exchange circuit; if there is excess heat in the traction heat exchanger 34, the excess heat is transported to the out-of-cabin 47 through the fifth heat exchange circuit, and the cycle continues.

[0109] The thirteenth working mode, the normal-temperature running mode of the tram. The traction system and the supercapacitor need to be cooled, as Figure 15 shown. The two-position four-way valve 32 is switched to the first working mode, and the four-position three-way valves 11, 12, 13, 14, and 15 are switched to working mode 1.

[0110] Pumps 2 and 3 are turned on. The flow direction of the main refrigerant circuit is from the exhaust port of the variable-frequency compressor 31 to the inlet of the out-of-cabin heat exchanger 35, from the outlet of the out-of-cabin heat exchanger 35 to the inlet of the expansion valve 33, and the outlet of the expansion valve 33 is respectively connected to the inlet of the traction heat exchanger 34 and the inlet of the supercapacitor heat exchanger 36. The outlets of the traction heat exchanger 34 and the supercapacitor heat exchanger 36 converge to the suction port of the variable-frequency compressor 31.

[0111] The heat released by the condensation of the high-temperature and high-pressure refrigerant at the out-of-cabin heat exchanger 35 is transferred to the outside of the cabin 44 through the second heat exchange circuit. The evaporation of the low-temperature liquid refrigerant at the traction heat exchanger 34 and the supercapacitor heat exchanger 36 absorbs the heat of the traction motor 41, the traction transformer 42, the traction converter 43, and the supercapacitor 45 through the first heat exchange circuit and the third heat exchange circuit. This cycle transfers the heat of the traction motor 41, the traction transformer 42, the traction converter 43, and the supercapacitor 45 to the outside of the cabin 44. If there is excess heat in the traction heat exchanger 34, the excess heat is transported to the outside of the cabin 47 through the fifth heat exchange circuit, and the cycle continues.

[0112] The fourteenth working mode, the normal-temperature running mode of the tram. Only the traction system needs to be cooled, as Figure 16 shown. The two-position four-way valve 32 is switched to the first working mode, the four-position three-way valves 11 and 12 are switched to working mode 1, and the four-position three-way valves 13, 14, and 15 are switched to working mode 4.

[0113] Pumps 1, 2, and 5 are turned on. The flow direction of the main refrigerant circuit is from the exhaust port of the variable-frequency compressor 31 to the inlet of the out-of-cabin heat exchanger 35, from the outlet of the out-of-cabin heat exchanger 35 to the inlet of the expansion valve 33, and the outlet of the expansion valve 33 is respectively connected to the inlet of the traction heat exchanger 34. The outlet of the traction heat exchanger 34 is connected to the suction port of the variable-frequency compressor 31.

[0114] The heat released by the condensation of the high-temperature and high-pressure refrigerant at the out-of-cabin heat exchanger 35 is transferred to the outside of the cabin 44 through the second heat exchange circuit. The evaporation of the low-temperature liquid refrigerant at the traction heat exchanger 34 absorbs the heat of the traction motor 41, the traction transformer 42, and the traction converter 43 through the first heat exchange circuit. This cycle transfers the heat of the traction motor 41, the traction transformer 42, and the traction converter 43 to the outside of the cabin 44. At the same time, the heat of the traction heat exchanger 34 is transported to the outside of the cabin 47 through the fifth heat exchange circuit, and the cycle continues.

[0115] The fifteenth working mode is the normal temperature driving mode of the tram. The super capacitor needs to be heated and the traction system has surplus heat, as Figure 17 shown. The two-position four-way valve 32 is switched to the second working mode, the four-position three-way valves 11 and 12 are switched to the working mode 2, and the four-position three-way valves 13, 14, and 15 are switched to the working mode 1.

[0116] Turn on the water pumps 1, 2, and 3. The flow direction of the main refrigerant circuit is from the exhaust port of the variable-frequency compressor 31 to the inlet of the super capacitor heat exchanger 36, from the outlet of the super capacitor heat exchanger 36 to the inlet of the expansion valve 33, and the outlet of the expansion valve 33 is respectively connected to the inlets of the traction heat exchanger 34 and the outdoor heat exchanger 35. The outlets of the traction heat exchanger 34 and the outdoor heat exchanger 35 converge to the suction port of the variable-frequency compressor 31.

[0117] The heat released by the condensation of the high-temperature and high-pressure refrigerant at the super capacitor heat exchanger 36 is transferred to the super capacitor 45 through the third heat exchange circuit. The evaporation of the low-temperature liquid refrigerant at the traction heat exchanger 34 and the outdoor heat exchanger 35 absorbs the heat of the traction motor 41, the traction transformer 42, the traction converter 43, and the outdoor part 44 through the first heat exchange circuit and the second heat exchange circuit. This cycle transfers the heat of the traction motor 41, the traction transformer 42, the traction converter 43, and the outdoor part 44 and uses it to heat the super capacitor 45.

[0118] When the temperature of the outdoor part and the traction system is too low to meet the heating requirement of the super capacitor 45, the PTC auxiliary heater 39 can be turned on. The generated heat is transferred to the super capacitor 45 through the third heat exchange circuit. If there is surplus heat in the traction heat exchanger 34, the surplus heat is transported to the outdoor part 47 through the fifth heat exchange circuit, and the cycle continues.

[0119] The tram vehicle thermal management system proposed in this embodiment combines the passenger air-conditioning system, the super capacitor thermal management system, and the traction heat dissipation system into an integrated tram vehicle thermal management system. According to the operating characteristics of the tram, the present invention designs fifteen operating modes of the vehicle thermal management equipment to meet the normal operating requirements of the tram, and can transfer the heat of the traction system to the passenger cabin and the super capacitor cabin; transfer the heat of the super capacitor cabin to the passenger cabin; transfer the outdoor heat to the super capacitor cabin and the passenger cabin; transfer the heat of the traction system, the super capacitor cabin, and the passenger cabin to the outside of the vehicle, etc., to achieve comprehensive energy utilization. It has the characteristics of fewer thermal management devices, low cost, high integration, low energy consumption, high efficiency, and low maintenance difficulty.

[0120] Combined with the vehicle thermal management system of a tram revealed in the above embodiments, this embodiment reveals a specific implementation example of a vehicle thermal management device (hereinafter referred to as "device") of a tram.

[0121] The device includes:

[0122] A data acquisition module, configured to acquire relevant data of the supercapacitor thermal management system, the traction heat dissipation system, the cabin environmental control system, and the vehicle thermal management system in the above embodiments.

[0123] A communication module, configured to communicate with the vehicle bus of the tram to obtain relevant data of the operation of the tram.

[0124] A vehicle thermal management controller algorithm module, configured to make a comprehensive decision based on the relevant data obtained by the data acquisition module and the communication module, and obtain the operation mode of the vehicle thermal management system.

[0125] Among them, the operation mode is divided into a parking charging mode and a driving mode. The parking charging mode includes a low-temperature parking charging mode and a high-temperature parking charging mode; the driving mode includes: a high-temperature driving mode, a low-temperature driving mode, and a normal-temperature driving mode.

[0126] A vehicle thermal management decision execution module issues execution commands to each component in the supercapacitor thermal management system, the traction heat dissipation system, the cabin environmental control system, and the vehicle thermal management system according to the operation mode.

[0127] In current tram models, the thermal management control method is completed by the separate operation of the supercapacitor thermal management controller, the cabin environmental control controller, and the traction heat dissipation controller. The separate supercapacitor thermal management controller, cabin environmental control controller, and traction heat dissipation controller mean that the tram vehicle requires a higher cost and more investment in test calibration costs, increasing the development cost of the tram vehicle.

[0128] In view of this, this embodiment provides a vehicle controller (i.e., a vehicle thermal management device), which integrates the supercapacitor thermal management controller, the cabin environmental control controller, and the traction heat dissipation controller into a tram vehicle thermal management controller to improve the integration of the tram thermal management device controller and reduce the development cost of the vehicle.

[0129] The above vehicle thermal management device includes: a data acquisition module 1, a vehicle thermal management controller algorithm module 2, a data storage module 3, a central processing unit 4, a vehicle thermal management decision execution module 5, a reset module 6, and a communication module 7.

[0130] The data acquisition module 1 mainly acquires relevant data of the supercapacitor thermal management system 11, the traction heat dissipation system 12, the cabin environmental control system 13, and the vehicle thermal management system 14.

[0131] The data of the supercapacitor thermal management system 11 mainly includes: supercapacitor temperature, supercapacitor humidity, the operating state of the water pump 3 in the supercapacitor controlled heat exchange loop, the coolant temperature of the loop, etc.

[0132] The data of the traction heat dissipation system 12 mainly includes: the temperature of the traction motor, the temperature of the traction transformer, the temperature of the traction converter, the operating state of the water pump 1 in the controlled heat exchange loop of the traction system, the temperature of the coolant in the loop, etc.;

[0133] The data of the cabin environmental control system 13 mainly includes: the cabin temperature, the cabin humidity, the operating state of the cabin ventilator, etc.;

[0134] The data of the vehicle thermal management system 14 mainly includes: the suction temperature of the variable frequency compressor, the discharge temperature of the variable frequency compressor, the suction pressure of the variable frequency compressor, the discharge pressure of the variable frequency compressor, the temperature of the traction heat exchanger, the temperature of the out-of-cabin heat exchanger, the temperature of the supercapacitor heat exchanger, the temperature of the cabin heat exchanger, the out-of-cabin temperature, the temperature and operating state of the PTC auxiliary motor, the working state of the two-position four-way valve, the working state of the four-position three-way valve, the opening state of the electronic expansion valve, the operating frequency of the variable frequency compressor, etc.

[0135] The communication module 7 is mainly used for communicating with the tram vehicle bus, and the communication data includes: vehicle speed, supercapacitor charge and discharge state, supercapacitor insulation value, tram passenger capacity, cabin environmental control mode, temperature and humidity settings, supercapacitor thermal management system status feedback, traction heat dissipation system status feedback, cabin environmental control heat absorption status feedback, vehicle thermal management system status feedback.

[0136] The vehicle thermal management controller algorithm module 2 makes a comprehensive decision on the operating mode of the thermal management system according to the data of the data acquisition module 1 and the communication module 7.

[0137] The vehicle thermal management decision execution module 5 issues execution commands to each component in the supercapacitor thermal management system, traction heat dissipation system, cabin environmental control system, and vehicle thermal management system according to the content of the vehicle thermal management controller algorithm module 2, such as controlling the operating frequency of the variable frequency compressor, the working state of the two-position four-way valve, the working state of the four-position three-way valve, the working state of the water pump, the working state of the ventilator, the operating state of the PTC auxiliary electric heating, the opening of the expansion valve, etc., as Figure 18 shown.

[0138] The vehicle thermal management system involves a total of 15 operating modes. After collecting the supercapacitor and vehicle operation data on the vehicle communication bus by the communication module 7, the operating mode of the tram thermal management system can be divided into two types: parking charging and driving.

[0139] The parking charging means that the tram stops for charging without passengers, and only the supercapacitor works in the thermal management system. To improve the charging efficiency and safety, the operating mode of the tram thermal management system is divided into two types: low-temperature parking charging and high-temperature parking charging according to the temperature of the supercapacitor module.

[0140] The low-temperature parking charging means that when the supercapacitor module is in a low-temperature environment, the vehicle thermal management system operates in Mode 1 to ensure the charging efficiency and safety of the supercapacitor; the high-temperature parking charging means that when the supercapacitor module is in a high-temperature environment, the vehicle thermal management system operates in Mode 2 to ensure the charging efficiency and safety of the supercapacitor.

[0141] Under the driving conditions of the tram, the vehicle thermal management system is divided into 3 driving modes, namely high-temperature driving, low-temperature driving, and normal-temperature driving.

[0142] In the high-temperature driving mode, the cabin environment temperature is relatively high and the humidity is uncomfortable. It is necessary for the vehicle thermal management system to be connected to adjust the temperature and humidity in the cabin. At this time, according to the supercapacitor temperature and the traction system temperature, the operating modes of the vehicle thermal management system are divided into: cabin cooling, supercapacitor cooling, and traction system heat dissipation / cooling; cabin cooling, the supercapacitor does not need heating or cooling, and the traction system is cooled; cabin cooling, the supercapacitor does not need heating or cooling, and the traction system does not need cooling / heat dissipation; cabin cooling, supercapacitor cooling, and the traction system does not need cooling / heat dissipation, a total of 4 kinds.

[0143] In the low-temperature driving mode, the cabin environment temperature is relatively low. It is necessary for the vehicle thermal management system to be connected to adjust the temperature in the cabin. At this time, according to the supercapacitor temperature and the traction system temperature, the operating modes of the vehicle thermal management system are divided into: cabin heating, supercapacitor heating, and the traction system has no excess heat and does not need heat dissipation / cooling; cabin heating, the supercapacitor has no excess heat and does not need heating or cooling, and the traction system has no excess heat and does not need cooling / heat dissipation; cabin heating, supercapacitor cooling, and the traction system has no excess heat and does not need cooling / heat dissipation; cabin heating, supercapacitor heating, and the traction system has excess heat and needs cooling / heat dissipation; cabin heating, the supercapacitor does not need heating or cooling, and the traction system has excess heat and needs cooling / heat dissipation; cabin heating, supercapacitor cooling, and the traction system has excess heat and needs cooling / heat dissipation, a total of 6 kinds.

[0144] In the normal-temperature driving mode, the temperature and humidity in the cabin are appropriate, and it is not necessary for the vehicle thermal management system to be connected to adjust the temperature and humidity in the cabin. At this time, according to the supercapacitor temperature and the traction system temperature, the operating modes of the vehicle thermal management system are divided into: the cabin does not need heating or cooling, supercapacitor cooling, and the traction system heat dissipation / cooling; the cabin does not need heating or cooling, supercapacitor cooling, and the traction system is cooled; the cabin does not need heating or cooling, supercapacitor heating, and the traction system does not need cooling / heat dissipation, a total of 3 kinds, as shown in Table 1 below.

[0145] Table 1 Vehicle Thermal Management Modes of Trams

[0146]

[0147]

[0148] In summary, the current thermal management equipment for tramways is scattered. Specifically, the passenger cabin temperature and humidity control uses a passenger air-conditioning system. This air-conditioning system uses a non-heat pump single-cooling type air conditioner and is only effective for controlling the temperature of the passenger cabin. This air conditioner has the characteristics of low heating efficiency and high energy consumption. The supercapacitor thermal management system uses an independent external air-conditioning system. This air-conditioning system uses a non-heat pump single-cooling type air conditioner and is only effective for controlling the temperature of the supercapacitor cabin. This air conditioner has the characteristics of low heating efficiency and high energy consumption. The traction system uses a water-cooled or air-cooled heat dissipation device, and the heat dissipation has certain limitations and the heat cannot be recycled and reused. Currently, the passenger cabin temperature and humidity control, the supercapacitor thermal management system, and the traction heat dissipation system of the tramway are independent of each other and do not have heat exchange and distribution, resulting in a large number of thermal management devices for the tramway, high costs, low integration, high energy consumption, low efficiency, and difficult maintenance.

[0149] The present invention proposes a thermal management system for the entire tramway vehicle, which combines the three major systems of the passenger air-conditioning system, the supercapacitor thermal management system, and the traction heat dissipation system into an integrated thermal management system for the entire tramway vehicle. According to the operating characteristics of the tramway, the present invention designs fifteen operating modes of the thermal management equipment for the entire vehicle to meet the normal operating requirements of the tramway, and can achieve the transfer of heat from the traction system to the passenger cabin and the supercapacitor cabin; the transfer of heat from the supercapacitor cabin to the passenger cabin; the transfer of heat outside the cabin to the supercapacitor cabin and the passenger cabin; the transfer of heat from the traction system, the supercapacitor cabin, and the passenger cabin to the outside of the vehicle, etc., to achieve the comprehensive utilization of energy. It solves the problems of a large number of thermal management devices, high costs, low integration, high energy consumption, low efficiency, and difficult maintenance caused by the dispersion and non-unification of the passenger air-conditioning system, the supercapacitor thermal management system, and the traction heat dissipation system of the tramway. The thermal management system and device proposed by the present invention have the advantages of improving the integration of thermal management equipment, reducing equipment costs and maintenance difficulties, improving energy utilization efficiency, realizing waste heat recovery, and extending the endurance time of supercapacitors compared with traditional thermal management equipment.

[0150] Finally, it should be noted that: the various embodiments in this specification are described in a progressive manner, and the key points of each embodiment are the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0151] The above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them; although the present invention has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that: it is still possible to modify the specific implementation manners of the present invention or perform equivalent replacements for some technical features; without departing from the spirit of the technical solutions of the present invention, they should all be covered within the scope of the technical solutions claimed by the present invention.

Claims

1. An overall vehicle thermal management system for a tram, characterized in that, It includes a refrigerant circuit for temperature regulation of a controlled component and a plurality of heat exchange circuits for exchanging heat with the refrigerant circuit; The refrigerant circuit includes an external heat exchanger and a controlled component heat exchanger. The external heat exchanger is used for heat exchange between the refrigerant circuit and the outside of the cabin, and the controlled component heat exchanger is used for heat exchange between the refrigerant circuit and the controlled component; Among them, the controlled components include: a traction system, a super capacitor and a passenger cabin; the controlled component heat exchanger includes a traction heat exchanger, a super capacitor heat exchanger and a passenger cabin heat exchanger, and the traction heat exchanger, the super capacitor heat exchanger and the passenger cabin heat exchanger are connected in parallel with each other; Among them, the refrigerant circuit further includes a compressor and a two-position four-way valve connected to the compressor. The exhaust port and the suction port of the compressor are respectively connected to the first inlet and the second inlet of the two-position four-way valve. The first outlet and the second outlet of the two-position four-way valve are both connected to the external heat exchanger, the traction heat exchanger, the super capacitor heat exchanger and the passenger cabin heat exchanger; Specifically, the connection mode of the refrigerant circuit is: the first outlet of the two-position four-way valve is connected to a first four-way pipeline, the second outlet of the two-position four-way valve is connected to a second four-way pipeline. The two ends of the traction heat exchanger are respectively connected to a first four-way three-way valve and a second four-way three-way valve. The two ends of the external heat exchanger are respectively connected to the first four-way pipeline and the fourth four-way pipeline. The two ends of the super capacitor heat exchanger are respectively connected to a third four-way three-way valve and a fourth four-way three-way valve. The two ends of the passenger cabin heat exchanger are respectively connected to the second four-way pipeline and a fifth four-way three-way valve; The heat exchange circuits include: a first heat exchange circuit connecting a first water pump, the traction system, and the traction heat exchanger; a second heat exchange circuit connecting a second water pump, the outside of the cabin, and the external heat exchanger; a third heat exchange circuit connecting a third water pump, the super capacitor, and the super capacitor heat exchanger; a fourth heat exchange circuit connecting a fan, the passenger cabin, and the passenger cabin heat exchanger; a fifth heat exchange circuit connecting a fourth water pump, the outside of the cabin, and the traction heat exchanger; The first four-way three-way valve, the second four-way three-way valve, the third four-way three-way valve, the fourth four-way three-way valve and the fifth four-way three-way valve all have four switchable working modes. The first working mode is that the first inlet is connected to the first outlet; the second working mode is that the first inlet is connected to the second outlet; the third working mode is that the first inlet is simultaneously connected to the first outlet and the second outlet, and the flow distribution ratio of the two outlets can be controlled; the fourth working mode is that the first inlet is disconnected from the first outlet and the second outlet.

2. The vehicle thermal management system according to claim 1, wherein, The two-position four-way valve has two switchable working modes. The first working mode is that the first inlet is connected to the first outlet and the second inlet is connected to the second outlet; the second working mode is that the first inlet is connected to the second outlet and the second inlet is connected to the first outlet.

3. The vehicle thermal management system according to claim 2, wherein When the tram is in the high-temperature parking mode, high-temperature driving mode or normal-temperature driving mode, and the controlled component needs refrigeration, the two-position four-way valve switches to the first working mode. The refrigerant flows from the exhaust port of the compressor through the first inlet and the first outlet of the two-position four-way valve to the out-of-cabin heat exchanger and condenses to release heat. After the refrigerant is condensed and depressurized, it flows to the controlled component heat exchanger corresponding to the controlled component, evaporates and absorbs heat, and then flows from the second outlet and the second inlet of the two-position four-way valve to the suction port of the compressor.

4. The vehicle thermal management system according to claim 3, wherein When the tram is in the low-temperature parking mode, low-temperature driving mode or normal-temperature driving mode, and the controlled component needs heating, the two-position four-way valve switches to the second working mode. The refrigerant flows from the exhaust port of the compressor through the first inlet and the second outlet of the two-position four-way valve to the controlled component heat exchanger corresponding to the controlled component and condenses to release heat. After the refrigerant is condensed and depressurized, it flows to the out-of-cabin heat exchanger and the controlled component heat exchanger corresponding to the controlled component with waste heat, evaporates and absorbs heat, and then flows from the first outlet and the second inlet of the two-position four-way valve to the suction port of the compressor.

5. The vehicle thermal management system according to claim 4, characterized in that, The third heat exchange circuit and the fourth heat exchange circuit are also connected with a PTC auxiliary heater. When the heat from the out-of-cabin and the controlled components with waste heat cannot meet the heating requirements of the super capacitor and / or the passenger cabin, the PTC auxiliary heater is turned on, and the generated heat is transferred to the super capacitor and / or the passenger cabin through the third heat exchange circuit and / or the fourth heat exchange circuit.

6. An overall vehicle thermal management device for a tram, characterized in that, Comprising: A data acquisition module for acquiring relevant data of the super capacitor thermal management system, the traction heat dissipation system, the passenger cabin environmental control system, and the vehicle thermal management system according to any one of claims 1-5 above; A communication module for communicating with the vehicle bus of the tram to obtain relevant data on the operation of the tram; A vehicle thermal management controller algorithm module for making a comprehensive decision based on the relevant data obtained by the data acquisition module and the communication module to obtain the operation mode of the vehicle thermal management system; A vehicle thermal management decision execution module for issuing execution commands to each component in the super capacitor thermal management system, the traction heat dissipation system, the passenger cabin environmental control system, and the vehicle thermal management system according to the operation mode.

7. The vehicle thermal management device according to claim 6, characterized in that, The operation mode is divided into a parking charging mode and a driving mode. The parking charging mode includes a low-temperature parking charging mode and a high-temperature parking charging mode; the driving mode includes: a high-temperature driving mode, a low-temperature driving mode, and a normal-temperature driving mode.

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