A battery thermal management device, vehicle, and control method

Abstract

This invention provides a battery thermal management device, a vehicle, and a control method, comprising: a compressor, an in-vehicle condenser, a first throttling device, a flash evaporator, a fourth throttling device, and a battery heat exchanger. The compressor, in-vehicle condenser, first throttling device, flash evaporator, fourth throttling device, and battery heat exchanger are sequentially connected to form the vehicle's main refrigerant circulation loop. The battery thermal management device further includes a first pipeline and a first control valve. One end of the first pipeline is connected to the outlet of the flash evaporator, and the other end is connected to the compressor's gas inlet. The control valve is located on the first pipeline and can be opened when the in-vehicle condenser heats the vehicle interior and the ambient temperature is below a first preset temperature. According to this invention, the discharge pressure of the compressor can be effectively increased, thereby increasing its corresponding saturation temperature, and thus effectively improving the heating capacity in ultra-low temperature environments, solving the problem of insufficient system heating capacity in ultra-low temperature environments.

Description

Technical Field

[0001] This invention relates to the field of battery thermal management technology, and more specifically to a battery thermal management device, vehicle, and control method. Background Technology

[0002] Since the beginning of the 21st century, environmental problems both domestically and internationally have become increasingly prominent. Commonplace environmental issues such as smog and the greenhouse effect not only affect people's lives, studies, and work, but also threaten their health. Therefore, countries around the world have introduced energy conservation and emission reduction policies. New energy vehicles, with their advantages of being environmentally friendly, not subject to license plate restrictions, having low operating costs, and benefiting from a series of preferential policies, have become popular in the automotive market and represent the future development trend of the automotive industry. Electric vehicles, however, have not been favored by consumers due to their short driving range and slow charging. Currently, battery range remains a key challenge that needs to be overcome in this area.

[0003] The fundamental function of a battery thermal management system is to keep the battery operating within a suitable temperature range, maintaining optimal performance and efficiency, while also making efficient use of the vehicle's motor heat to ensure battery system performance and lifespan, and maintain a comfortable temperature inside the vehicle. Currently, there are three main battery thermal management methods on the market: air cooling, liquid cooling, and direct cooling. Air cooling is low-cost and easy to install, but it has poor temperature uniformity and cannot generate heat; currently, only a few automakers use it. Liquid cooling is highly efficient, cools down quickly, and has good temperature uniformity; most mainstream new energy vehicles on the market use this method, but it has the disadvantage of requiring a large space and a separate system for heating and cooling the liquid cooling system. Patent CN215752031U discloses a vehicle thermal management system. This solution adopts a direct cooling thermal management method and adds a first eddy current heating device to the refrigerant flow path. This method has high heating efficiency, which is beneficial to meeting the heating needs of the battery pack and the heating needs of the passenger compartment. At the same time, it is not likely to cause a deterioration in the electromagnetic compatibility performance of the whole vehicle or to exacerbate the impact on the lifespan of other components in the vehicle system. However, this solution consumes a lot of energy when using the eddy current heating device, which greatly reduces the battery capacity in ultra-low temperature environments. In addition, this solution does not recover the waste heat of the motor, which exacerbates the energy consumption of the battery.

[0004] Because existing vehicle battery thermal management systems have insufficient capabilities in ultra-high and ultra-low temperature environments, and technical problems such as glass fogging when switching between heating and cooling in the passenger compartment, this invention studies and designs a battery thermal management device, vehicle, and control method. Summary of the Invention

[0005] Therefore, the technical problem to be solved by the present invention is to overcome the shortcomings of the existing vehicle battery thermal management system, which has insufficient capacity in ultra-high temperature and ultra-low temperature environments, resulting in low cooling and heating efficiency, and thus provide a battery thermal management device, vehicle and control method.

[0006] To address the above problems, the present invention provides a battery thermal management device, comprising:

[0007] The system includes a compressor, an in-vehicle condenser, a first throttling device, a flash evaporator, a fourth throttling device, and a battery heat exchanger. These components are sequentially connected to form the main refrigerant circulation loop for the vehicle. The battery thermal management device further includes a first pipeline and a first control valve. One end of the first pipeline is connected to the outlet of the flash evaporator, and the other end is connected to the gas inlet of the compressor. The first control valve is located on the first pipeline and can be opened when the in-vehicle condenser heats the interior of the vehicle and the ambient temperature is lower than a first preset temperature.

[0008] In some embodiments, the battery thermal management device further includes a second pipeline, an in-vehicle evaporator, and a third throttling device. The in-vehicle evaporator and the third throttling device are disposed on the second pipeline. One end of the second pipeline can be connected to the flash evaporator, and the other end can be connected to the suction end of the compressor. The battery heat exchanger and the fourth throttling device can be disposed in parallel at both ends of the second pipeline to cool the battery through the battery heat exchanger. The battery heat exchanger and the fourth throttling device can also be disposed in parallel at both ends of the in-vehicle condenser and the first throttling device to heat the battery through the battery heat exchanger. The first control valve can be opened when the in-vehicle condenser cools the vehicle interior and the ambient temperature is higher than a second preset temperature.

[0009] In some embodiments, the system further includes a third, fourth, fifth, sixth, and seventh pipeline and a fourth throttling device. The battery heat exchanger and the fourth throttling device are disposed on the third pipeline. One end of the third pipeline can be connected to one end of the second pipeline via the fourth pipeline, and the other end of the third pipeline can be connected to the other end of the second pipeline via the fifth pipeline. The third pipeline can also be connected to the first throttling device and the flash evaporator via the sixth pipeline, and the other end of the third pipeline can also be connected to the compressor and the vehicle condenser via the seventh pipeline.

[0010] In some embodiments, a four-way valve is provided at the junction of the third pipeline, the fourth pipeline, and the sixth pipeline. The first end of the four-way valve is connected to the third pipeline, the second end is connected to the sixth pipeline, and the third end is connected to the fourth pipeline. The first end and the third end can also be connected.

[0011] A three-way valve is also provided at the junction of the third pipeline, the fifth pipeline, and the seventh pipeline. The fifth end of the three-way valve is connected to the third pipeline, the sixth end is connected to the seventh pipeline, and the seventh end is connected to the fifth pipeline. The fifth end and the seventh end can also be connected.

[0012] In some embodiments, a ninth pipeline is also included, one end of which is connected to the fourth end of the four-way valve, and the other end of which is connected to the fifth pipeline.

[0013] In some embodiments, the system further includes a second throttling device, an eighth pipeline, a refrigerant heat exchanger, and a motor control circuit. One end of the eighth pipeline is connected to the flash generator, and the other end is connected to the junction of the second pipeline and the fourth pipeline. The second throttling device is disposed on the eighth pipeline, and the eighth pipeline and the motor control circuit exchange heat at the refrigerant heat exchanger.

[0014] In some embodiments, a refrigerant flows in the motor control circuit, and the refrigerant in the eighth pipeline exchanges heat with the refrigerant in the motor control circuit at the refrigerant heat exchanger; the motor control circuit is also equipped with a motor control heat exchanger, where the motor and control device exchange heat with the refrigerant; the motor control circuit is also equipped with an external water tank radiator, where the refrigerant can heat water to generate hot water.

[0015] In some embodiments, the motor control circuit is also equipped with a water pump and a four-way water valve.

[0016] In some embodiments, a gas-liquid separator is also provided at the suction end of the compressor, the first throttling device is a combined expansion valve, the second throttling device is a combined expansion valve, and the third and fourth throttling devices are both electronic expansion valves.

[0017] The present invention also provides a vehicle comprising the battery thermal management device described in the preceding claim.

[0018] The present invention also provides a control method for a battery thermal management device as described in any of the preceding claims, wherein: when the battery thermal management device includes both a four-way valve and a three-way valve, and the four-way valve includes a first end, a second end, a third end, and a fourth end, and the three-way valve includes a fifth end, a sixth end, and a seventh end:

[0019] The control method includes:

[0020] The testing procedure includes detecting the ambient temperature T.

[0021] The judgment steps include determining whether the vehicle interior needs cooling or heating, whether the battery needs cooling or heating, and determining the relationship between the ambient temperature T and the first preset temperature T1, the second preset temperature T2, the third temperature T3, and the fourth preset temperature T4; T1 < T3 < T4 < T2.

[0022] The control steps are as follows: when the vehicle interior needs cooling, the battery needs cooling, and T > T2, the first control valve is opened, and the first and third ends of the four-way valve are connected while the second and fourth ends are disconnected. The fifth and seventh ends of the three-way valve are connected while the sixth end is disconnected.

[0023] When the vehicle interior needs cooling, the battery needs cooling, and T4 < T < T2, the first control valve is closed, and the first and third ends of the four-way valve are connected while the second and fourth ends are disconnected. The fifth and seventh ends of the three-way valve are connected while the sixth end is disconnected.

[0024] When the vehicle interior needs heating, the battery needs heating, and T < T1, the first control valve is opened, and the first and second ends of the four-way valve are connected, the third and fourth ends are connected, the fifth and sixth ends of the three-way valve are connected, and the seventh end is disconnected.

[0025] When the vehicle interior needs heating, the battery needs heating, and T1 < T < T3, the first control valve is closed, and the first and second ends of the four-way valve are connected, the third and fourth ends are connected, the fifth and sixth ends of the three-way valve are connected, and the seventh end is disconnected.

[0026] In some embodiments, when the battery thermal management device simultaneously includes a first throttling device, a second throttling device, a third throttling device, and a fourth throttling device:

[0027] When the vehicle interior needs cooling, the battery needs cooling, and T > T2, the control step further controls the second throttling device to open to its maximum degree, and controls the first throttling device, the third throttling device, and the fourth throttling device to throttle normally;

[0028] When the vehicle interior needs cooling, the battery needs cooling, and T4 < T < T2, the control steps also control the first throttling device and the second throttling device to open to their maximum opening, and control the third throttling device and the fourth throttling device to throttle normally;

[0029] When the vehicle interior needs heating, the battery needs heating, and T < T1, the control steps also control the first throttling device, the second throttling device, and the fourth throttling device to throttle normally, and control the third throttling device to close.

[0030] When the vehicle interior needs heating, the battery needs heating, and T1 < T < T3, the control steps further control the first throttling device and the second throttling device to open to their maximum opening, the fourth throttling device to throttle normally, and the third throttling device to close.

[0031] In some implementations, when the vehicle interior needs heating and the battery needs cooling, the first control valve is closed, and the first and second ends of the four-way valve are connected, the third and fourth ends are connected, the fifth and seventh ends of the three-way valve are connected, and the sixth end is disconnected.

[0032] In some embodiments, when the battery thermal management device simultaneously includes a first throttling device, a second throttling device, a third throttling device, and a fourth throttling device:

[0033] The control steps also control the first throttling device to open to its maximum degree, the second throttling device to close, the third throttling device to close, and the fourth throttling device to throttle normally.

[0034] The battery thermal management device, vehicle, and control method provided by this invention have the following beneficial effects:

[0035] 1. This invention provides a vehicle interior condenser for heating and a battery heat exchanger for heating or cooling the battery. It effectively connects the condenser and heat exchanger in series, allowing the heat released from the cooled battery to heat the interior. Furthermore, when the ambient temperature is below a preset temperature, a first control valve opens, allowing gas emitted from the flash evaporator to enter the compressor's gas inlet, thus supplying gas to the compressor and increasing its discharge pressure. This invention effectively improves the heating capacity in ultra-low temperature environments, solving the problem of insufficient system heating capacity in ultra-low temperature environments. Therefore, this invention can significantly improve the vehicle's cooling and heating capacity while simultaneously managing the battery's thermal performance (heating the battery when needed and cooling it when needed). Furthermore, this invention forms a main refrigerant circulation loop in the vehicle by connecting the battery heat exchanger in series with the compressor and vehicle condenser, enabling direct heat exchange with the battery using refrigerant. This direct cooling or heating method ensures rapid battery temperature control, improves temperature control accuracy, and ensures the battery operates at a reasonable temperature.

[0036] 2. This invention also enables the refrigerant to evaporate and absorb heat from the vehicle interior in the evaporator by setting a second pipeline, and installing an in-vehicle evaporator and a third throttling device on the second pipeline. This is suitable for situations where cooling is required inside the vehicle. When the battery heat exchanger and the fourth throttling device of this invention are connected in parallel with the second pipeline, they can cool the battery. When the battery heat exchanger and the fourth throttling device are connected in parallel with the in-vehicle condenser and the first throttling device, they can heat the battery through the battery heat exchanger. Furthermore, the first control valve of this invention can also be used when the vehicle interior is cooled and the ambient temperature is higher than a second preset temperature. When opened, the first pipeline can be opened under high load, allowing the gas flashed in the flash generator to enter the compressor's gas supply port through the first pipeline to supply gas to the compressor, thereby effectively increasing the compressor's discharge pressure and thus its corresponding saturation temperature. This effectively improves the cooling capacity under ultra-high temperature environments, solving the problem of insufficient system cooling capacity under ultra-high temperature environments. Therefore, this invention can effectively manage the battery's thermal state (heating the battery when heating is needed and cooling the battery when cooling is needed) while also significantly improving the vehicle's cooling and heating capacity.

[0037] 3. This invention also enables the reasonable recovery and utilization of waste heat from motor and electronic control devices through the setting of the motor and electronic control circuit, which can be used to produce hot water. It can also heat the refrigerant in the motor and electronic control circuit through a refrigerant heat exchanger to produce hot water. Alternatively, when it is necessary to heat the battery or heat the vehicle interior, it can also absorb heat from the motor and electronic control circuit through a refrigerant heat exchanger to effectively recover and utilize the heat from the motor and electronic control circuit. This achieves the heating effect of using both heat pump and motor and electronic control heat recovery methods, thereby improving the heating capacity.

[0038] 4. This invention employs a dual heat exchanger system to ensure safe cooling and heating. During heating, heat exchange occurs through the vehicle's condenser, and during cooling, cooling occurs through the vehicle's evaporator. This avoids fogging on the glass when switching between heating and cooling using the same heat exchanger, thus preventing fogging of the glass during passenger compartment heating and cooling transitions and ensuring safe driving performance during mode switching. Attached Figure Description

[0039] Figure 1 This is a system structure diagram of the battery thermal management device of the present invention;

[0040] Figure 2 This is a system flow diagram of the battery thermal management device of the present invention during the occupant cabin cooling + battery cooling (ultra-high temperature) process;

[0041] Figure 3 This is a system flow diagram of the battery thermal management device of the present invention during the occupant cabin cooling + battery cooling (high temperature) process;

[0042] Figure 4 This is a system flow diagram of the battery thermal management device of the present invention during crew compartment heating + battery heating (ultra-low temperature);

[0043] Figure 5 This is a system flow diagram of the battery thermal management device of the present invention during crew compartment heating + battery heating (low temperature);

[0044] Figure 6 This is a system flow diagram of the battery thermal management device of the present invention during passenger compartment heating and battery cooling.

[0045] The reference numerals in the attached figures are as follows:

[0046] 1. Compressor; 2. In-vehicle condenser; 3. First throttling device; 4. Flash evaporator; 5. Second throttling device; 6. In-vehicle evaporator; 7. Third throttling device; 8. Refrigerant heat exchanger; 9. Out-of-vehicle radiator; 10. Motor-controlled heat exchanger; 11. Water pump; 12. Four-way water valve; 13. Four-way valve; 14. Fourth throttling device; 15. Battery heat exchanger; 16. Three-way valve; 17. Gas-liquid separator; 18. First control valve; 101. First pipeline; 102. Second pipeline; 103. Third pipeline; 104. Fourth pipeline; 105. Fifth pipeline; 106. Sixth pipeline; 107. Seventh pipeline; 108. Eighth pipeline; 109. Ninth pipeline; 110. Motor-controlled circuit. Detailed Implementation

[0047] like Figure 1-6 As shown, the present invention provides a battery thermal management device, which includes:

[0048] The system includes a compressor 1, an in-vehicle condenser 2, a first throttling device 3, a flash evaporator 4, a fourth throttling device 14, and a battery heat exchanger 15. These components are sequentially connected to form the main refrigerant circulation loop for the vehicle. The battery thermal management device also includes a first pipeline 101 and a first control valve 18. One end of the first pipeline 101 is connected to the outlet of the flash evaporator 4, and the other end is connected to the gas inlet of the compressor 1. The first control valve 18 is located on the first pipeline 101 and can be opened when the in-vehicle condenser heats the interior of the vehicle and the ambient temperature is lower than a first preset temperature.

[0049] This invention utilizes an in-vehicle condenser to heat the vehicle interior and a battery heat exchanger to heat or cool the battery. It effectively connects the in-vehicle condenser and battery heat exchanger in series, allowing the heat released from the cooled battery to heat the vehicle interior. Furthermore, when the ambient temperature falls below a preset temperature, a first control valve opens, i.e., a first pipeline, allowing gas emitted from the flash generator to enter the compressor's gas supply port, thus replenishing the compressor's gas supply and effectively increasing its discharge pressure, thereby enhancing its corresponding saturation point. This invention effectively improves the heating capacity in ultra-low temperature environments, solving the problem of insufficient system heating capacity in ultra-low temperature environments. Therefore, this invention can significantly improve the vehicle's cooling and heating capacity while simultaneously managing the battery's thermal performance (heating the battery when needed and cooling it when needed). Furthermore, this invention forms the vehicle's refrigerant circulation main loop by connecting the battery heat exchanger in series with the compressor and vehicle condenser, enabling direct heat exchange with the battery using refrigerant. This direct cooling or heating method ensures rapid battery temperature control, improves temperature control accuracy, and ensures the battery operates at a reasonable temperature.

[0050] This invention forms a complete battery thermal management system by employing a compressor, an in-vehicle evaporator, an in-vehicle condenser, a flash evaporator, a heat exchanger (Chiller), a battery cold plate, a gas-liquid separator (gas separator), a motor and electronic control unit, a water pump, an external water tank radiator, a four-way water valve, a three-way valve, an expansion valve, a solenoid valve, and various connecting pipes.

[0051] This invention proposes a novel battery thermal management method that can simultaneously meet the heating and cooling needs of the battery and the passenger compartment under extreme weather conditions. Compared with other battery thermal management solutions, this invention can ensure that the battery temperature reaches the set value within 10 minutes under conditions of -20°C or 55°C, and can increase the battery capacity by nearly 30%. At the same time, it has fewer components and can save about 10% of the cost.

[0052] The following technical problems were solved:

[0053] 1. Insufficient performance in ultra-high and ultra-low temperature environments (achieved through the structure of the gas supply pipeline);

[0054] 2. How to rationally recover and utilize the waste heat from motors and electronic controls;

[0055] 3. Use one external fan to cool the motor, battery, and passenger compartment simultaneously;

[0056] 4. Rapid temperature control ensures the battery operates at a reasonable temperature (switching control, control method);

[0057] 5. Fogging of the windows when switching between heating and cooling in the passenger compartment (evaporator and condenser inside the vehicle).

[0058] In some embodiments, the battery thermal management device further includes a second pipeline 102, an in-vehicle evaporator 6, and a third throttling device 7. The in-vehicle evaporator 6 and the third throttling device 7 are disposed on the second pipeline 102. One end of the second pipeline 102 can be connected to the flash evaporator 4, and the other end can be connected to the suction end of the compressor 1. The battery heat exchanger 15 and the fourth throttling device 14 can be disposed in parallel at both ends of the second pipeline 102 to cool the battery through the battery heat exchanger 15. The battery heat exchanger 15 and the fourth throttling device 14 can also be disposed in parallel at both ends of the in-vehicle condenser 2 and the first throttling device 3 to heat the battery through the battery heat exchanger 15. The first control valve 18 can be opened when the in-vehicle condenser cools the interior and the ambient temperature is higher than a second preset temperature.

[0059] This invention also incorporates a second pipeline, along with an in-vehicle evaporator and a third throttling device, enabling the refrigerant to evaporate and absorb heat within the vehicle interior in the in-vehicle evaporator. This is suitable for situations requiring cooling within the vehicle. When the battery heat exchanger and fourth throttling device are connected in parallel with the second pipeline, they can cool the battery. When connected in parallel with the in-vehicle condenser and the first throttling device, they can heat the battery through the battery heat exchanger. Furthermore, the first control valve of this invention can be activated when the vehicle interior is cooled and the ambient temperature is higher than a second preset temperature. When the load is high, the first pipeline can be opened, allowing the gas flashed in the flash generator to enter the compressor's gas inlet through the first pipeline to replenish the compressor, thereby effectively increasing the compressor's discharge pressure and thus its corresponding saturation temperature. This effectively improves the cooling capacity under ultra-high temperature environments, solving the problem of insufficient system cooling capacity under ultra-high temperature environments. Therefore, this invention can effectively manage the battery's thermal state (heating the battery when needed and cooling it when needed) while also significantly improving the vehicle's cooling and heating capabilities.

[0060] In some embodiments, the system further includes a third pipe 103, a fourth pipe 104, a fifth pipe 105, a sixth pipe 106, a seventh pipe 107, and a fourth throttling device 14. The battery heat exchanger 15 and the fourth throttling device 14 are disposed on the third pipe 103. One end of the third pipe 103 can be connected to one end of the second pipe 102 through the fourth pipe 104, and the other end of the third pipe 103 can be connected to the other end of the second pipe 102 through the fifth pipe 105. The third pipe 103 can also be connected to the first throttling device 3 and the flash generator 4 through the sixth pipe 106, and the other end of the third pipe 103 can also be connected to the compressor 1 and the vehicle condenser 2 through the seventh pipe 107. This is a preferred connection configuration for the battery heat exchanger of the present invention. The battery heat exchanger and the fourth throttling device can be connected in parallel to the second pipe through the fourth and fifth pipes, and the battery heat exchanger and the fourth throttling device can be connected in parallel to the two ends of the vehicle condenser and the first throttling device through the sixth and seventh pipes, thereby providing an effective control means for the thermal management of battery heating and cooling.

[0061] In some embodiments, a four-way valve 13 is provided at the junction of the third pipeline 103, the fourth pipeline 104, and the sixth pipeline 106. The first end of the four-way valve 13 is connected to the third pipeline 103, the second end is connected to the sixth pipeline 106, and the third end is connected to the fourth pipeline 104. The first end and the third end can also be connected.

[0062] A three-way valve 16 is also provided at the junction of the third pipeline 103, the fifth pipeline 105, and the seventh pipeline 107. The fifth end of the three-way valve 16 is connected to the third pipeline 103, the sixth end is connected to the seventh pipeline 107, and the seventh end is connected to the fifth pipeline 105. The fifth end and the seventh end can also be connected.

[0063] The present invention also provides an effective means of controlling whether the battery heat exchanger and the fourth throttling device are connected in parallel to the two ends of the second pipeline to cool the battery, or whether the battery heat exchanger and the fourth throttling device are connected in parallel to the two ends of the vehicle condenser and the first throttling device, by means of a four-way valve provided at the junction of the third, fourth and sixth pipelines and a three-way valve provided at the junction of the third, fifth and seventh pipelines.

[0064] In some embodiments, a ninth pipe 109 is also included, one end of which is connected to the fourth end of the four-way valve 13, and the other end of which is connected to the fifth pipe 105. The invention also enables the ninth pipe to connect the first and second ends, and the third and fourth ends of the three-way valve, when simultaneously heating the vehicle interior and heating the battery, thereby connecting the fourth pipe to the ninth pipe. This allows the refrigerant exiting the refrigerant heat exchanger 8 to be returned to the compressor's suction end via the ninth pipe.

[0065] In some embodiments, the system also includes a second throttling device 5, an eighth pipe 108, a refrigerant heat exchanger 8, and a motor control circuit 110. One end of the eighth pipe 108 is connected to the flash generator 4, and the other end is connected to the junction of the second pipe 102 and the fourth pipe 104. The second throttling device 5 is disposed on the eighth pipe 108, and the eighth pipe 108 and the motor control circuit 110 exchange heat at the refrigerant heat exchanger 8. This invention also enables the reasonable recovery and utilization of waste heat from motor and electronic control devices through the setting of a second throttling device, an eighth pipeline, a refrigerant heat exchanger, and a motor electronic control circuit. This waste heat can be used to produce hot water. Alternatively, the refrigerant in the motor electronic control circuit can be heated through the refrigerant heat exchanger to produce hot water. When it is necessary to heat the battery or the interior of the vehicle, heat can be absorbed from the motor electronic control circuit through the refrigerant heat exchanger to effectively recover and utilize the heat from the motor electronic control circuit. This achieves the heating effect of using both heat pump and motor electronic control heat recovery methods, thereby improving heating capacity.

[0066] In some embodiments, a refrigerant flows in the motor control circuit 110, and the refrigerant in the eighth pipe 108 exchanges heat with the refrigerant in the motor control circuit 110 at the refrigerant heat exchanger 8. The motor control circuit 110 is also equipped with a motor control heat exchanger 10, where the motor and control device exchange heat with the refrigerant. An external water tank radiator 9 is also provided on the motor control circuit 110, where the refrigerant heats water to generate hot water. This invention also effectively cools the motor control device and other structures through the motor control heat exchanger, thereby collecting the heat generated by the motor control device for producing hot water at the external water tank radiator.

[0067] In some embodiments, the motor control circuit 110 is further equipped with a water pump 11 and a four-way water valve 12. The present invention also enables effective control of the water flow direction in the motor control circuit through the water pump and the four-way water valve.

[0068] In some embodiments, a gas-liquid separator 17 is further provided at the suction end of the compressor 1. The first throttling device 3 is a combined expansion valve, the second throttling device 5 is a combined expansion valve, and the third throttling device 7 and the fourth throttling device 14 are both electronic expansion valves. The combined expansion valve of the present invention is a novel combined valve that controls the valve state by adjusting its opening degree. From 0 to 50 mesh, it is equivalent to a fully closed state; from 50 to 500 mesh, it is equivalent to an electronic expansion valve controlling the flow rate; and from 500 to 550 mesh, it is equivalent to a fully open state with no effect.

[0069] The present invention also provides a vehicle comprising the battery thermal management device described in the preceding claim.

[0070] The present invention also provides a control method for a battery thermal management device as described in any of the preceding claims, wherein: when the battery thermal management device simultaneously includes a four-way valve 13 and a three-way valve 16, and the four-way valve 13 includes a first end, a second end, a third end, and a fourth end, and the three-way valve 16 includes a fifth end, a sixth end, and a seventh end:

[0071] The control method includes:

[0072] The testing procedure includes detecting the ambient temperature T.

[0073] The judgment steps include determining whether the vehicle interior needs cooling or heating, whether the battery needs cooling or heating, and determining the relationship between the ambient temperature T and the first preset temperature T1, the second preset temperature T2, the third temperature T3, and the fourth preset temperature T4; T1 < T3 < T4 < T2.

[0074] The control steps are as follows: when the vehicle interior needs cooling, the battery needs cooling, and T > T2, the first control valve 18 is opened, and the first and third ends of the four-way valve 13 are connected while the second and fourth ends are disconnected. The fifth and seventh ends of the three-way valve 16 are connected while the sixth end is disconnected.

[0075] When the vehicle interior needs cooling, the battery needs cooling, and T4 < T < T2, the first control valve 18 is closed, and the first and third ends of the four-way valve 13 are connected while the second and fourth ends are disconnected. The fifth and seventh ends of the three-way valve 16 are connected while the sixth end is disconnected.

[0076] When the vehicle interior needs heating, the battery needs heating, and T < T1, the first control valve 18 is opened, and the first and second ends of the four-way valve 13 are connected, the third and fourth ends are connected, the fifth and sixth ends of the three-way valve 16 are connected, and the seventh end is disconnected.

[0077] When the vehicle interior needs heating, the battery needs heating, and T1 < T < T3, the first control valve 18 is closed, and the first and second ends of the four-way valve 13 are connected, the third and fourth ends are connected, the fifth and sixth ends of the three-way valve 16 are connected, and the seventh end is disconnected.

[0078] When the battery heat exchanger and the fourth throttling device of the present invention are connected in parallel with the second pipeline, they can cool the battery. When the battery heat exchanger and the fourth throttling device are connected in parallel with the vehicle condenser and the first throttling device, they can heat the battery through the battery heat exchanger. Furthermore, the first control valve of the present invention can be opened when the vehicle is cooled and the ambient temperature is higher than the second preset temperature. It can open the first pipeline when the load is high, so that the gas flashed in the flash generator can enter the compressor's gas inlet through the first pipeline to replenish the compressor, thereby effectively increasing the compressor's discharge pressure and thus increasing its corresponding saturation temperature. This effectively improves the heating capacity in ultra-low temperature environments or the cooling capacity in ultra-high temperature environments, solving the problem of insufficient system heating capacity in ultra-low temperature environments or insufficient system cooling capacity in ultra-high temperature environments. Therefore, the present invention can effectively manage the battery's heat and cold (heating the battery when heating is needed and cooling the battery when cooling is needed) while also significantly improving the vehicle's heating and cooling capacity.

[0079] This invention proposes a novel battery thermal management device and control method to ensure the heating and cooling needs of the battery and passenger compartment under various environments.

[0080] 1. Employ gas replenishment and enthalpy enhancement methods to improve heating / cooling capabilities at ultra-low / high temperatures;

[0081] 2. Heating is provided using both heat pumps and electric motor-controlled heat recovery methods;

[0082] 3. The use of direct refrigerant cooling ensures rapid battery temperature control;

[0083] 4. The HVAC system uses a dual heat exchanger configuration to ensure safe cooling and heating.

[0084] 5. The external heat exchanger is located within the motor and electronic control cooling system to ensure that the motor and electronic control cooling system can operate independently under normal weather conditions.

[0085] In some embodiments, when the battery thermal management device simultaneously includes a first throttling device 3, a second throttling device 5, a third throttling device 7, and a fourth throttling device 14:

[0086] When the vehicle interior needs cooling, the battery needs cooling, and T > T2, the control step further controls the second throttling device to open to its maximum degree, and controls the first throttling device 3, the third throttling device 7, and the fourth throttling device 14 to throttle normally;

[0087] When the vehicle interior needs cooling, the battery needs cooling, and T4 < T < T2, the control steps also control the first throttling device 3 and the second throttling device 5 to open to their maximum opening, and control the third throttling device 7 and the fourth throttling device 14 to throttle normally.

[0088] When the vehicle interior needs heating, the battery needs heating, and T < T1, the control steps also control the first throttling device 3, the second throttling device, and the fourth throttling device 14 to throttle normally, and control the third throttling device 7 to close.

[0089] When the vehicle interior needs heating, the battery needs heating, and T1 < T < T3, the control steps also control the first throttling device 3 and the second throttling device 5 to open to their maximum opening, the fourth throttling device 14 to throttle normally, and the third throttling device 7 to close.

[0090] like Figure 2 When the passenger compartment is cooled and the battery is cooled in an ultra-high temperature environment, the high-temperature and high-pressure gas at the outlet of compressor 1 is throttled by the combined expansion valve (first throttling device 3) to a medium-pressure and medium-temperature gaseous state. The solenoid valve (first control valve 18) is energized and conducting. Part of the low-pressure gaseous refrigerant (low pressure is higher than high pressure and lighter) returns to the compressor's gas inlet through the first control valve 18 to continue compression. As a result, the discharge pressure of compressor 1 increases, and the gas enters the refrigerant heat exchanger 8 through the combined solenoid valve (second throttling device 5, with a maximum opening equivalent to a normally open solenoid valve). Since the saturation temperature corresponding to the high pressure also increases, the refrigerant temperature also increases. Therefore, the heat exchange also increases. After exiting, it is a high-pressure, room-temperature liquid, divided into two paths. One path passes through the electronic expansion valve (third throttling device 7) to reduce pressure and temperature before entering the vehicle's evaporator 6 to cool the interior. The other path passes through the electronic expansion valve (fourth throttling device 14) to reduce pressure and temperature before entering the battery cold plate (battery heat exchanger 15) to cool the battery. In the motor and electronic control system, after the refrigerant heat exchanger 8 absorbs heat, it enters the external water tank radiator 9 along with the heat from the motor and electronic control heat exchanger 10. After cooling, it first enters the refrigerant heat exchanger 8 to absorb heat, which can increase the heat exchange capacity of the refrigerant heat exchanger 8. Similarly, as... Figure 3If the cooling capacity is sufficient under high-temperature conditions (e.g., 43℃ is the critical point; if it exceeds 43℃, the first control valve 18 is de-energized; this high temperature is for comparison with ultra-high temperature), the first control valve 18 is de-energized and disconnected, the first throttling device 3 is adjusted to its maximum opening, and the high-temperature, high-pressure refrigerant directly enters the refrigerant heat exchanger 8 for heat exchange. If the passenger compartment or battery is cooled separately (e.g., the passenger compartment is exposed to direct sunlight or the battery is being charged at high temperature), the uncooled third throttling device 7 or fourth throttling device 14 will adjust its opening to 0, thereby ensuring that all the cold refrigerant passes through the vehicle evaporator 6 or the battery heat exchanger 15.

[0091] like Figure 4 When the passenger compartment is heated and the battery is heated in an ultra-low temperature environment, the high-temperature, high-pressure gaseous refrigerant at the compressor outlet enters the vehicle condenser 2 and battery heat exchanger 15, simultaneously heating the compartment and the battery. The liquid refrigerant, after being throttled once by the first throttling device 3 and the fourth throttling device 14, becomes a two-phase gas-liquid mixture. The gaseous refrigerant in the flash evaporator 4 returns to the compressor's gas inlet via the first control valve 18 for recompression. This increases the flow rate, temperature, and pressure of the refrigerant entering the vehicle condenser 2 and battery heat exchanger 15, and also increases the heat exchange capacity. After the liquid refrigerant undergoes a second throttling and pressure reduction by the second throttling device 5, its temperature and pressure drop significantly, and it enters the refrigerant heat exchanger 8 to absorb heat before returning to the compressor. In the motor control system, the antifreeze absorbs heat in the motor control system and then releases heat in the refrigerant heat exchanger 8. If the inlet temperature of the external radiator 9 is 3-5°C lower than the ambient temperature, the external fan is activated, and the antifreeze absorbs heat from the external environment before returning to the water pump 11, repeating the cycle. Similarly, if... Figure 5 If the heating capacity is sufficient in a low-temperature environment, the first control valve 18 is in the de-energized and disconnected state, the first throttling device 3 is adjusted to its maximum opening, and the cold refrigerant directly enters the refrigerant heat exchanger 8 to absorb heat. If the passenger compartment or battery is heated separately, the unheated third throttling device 7 or fourth throttling device 14 will adjust its opening to 0, so that all the hot refrigerant passes through the vehicle condenser 2 or the battery heat exchanger 15.

[0092] In some implementations, when the vehicle interior needs heating and the battery needs cooling, the first control valve 18 is closed, and the first and second ends of the four-way valve 13 are connected, the third and fourth ends are connected, the fifth and seventh ends of the three-way valve 16 are connected, and the sixth end is disconnected.

[0093] In some embodiments, when the battery thermal management device simultaneously includes a first throttling device 3, a second throttling device 5, a third throttling device 7, and a fourth throttling device 14:

[0094] The control steps also control the first throttling device 3 to open to its maximum degree, the second throttling device 5 to close, the third throttling device 7 to close, and the fourth throttling device 14 to throttle normally.

[0095] like Figure 6 When the passenger compartment needs heating and the battery needs cooling, the second throttling device 5 is open to 0, the first control valve 18 is de-energized and disconnected, the compressor 1 compresses the refrigerant and sends the heat to the vehicle condenser 2, the first throttling device 3 is opened to its maximum, relative to the solenoid valve, and then the refrigerant flows into the battery heat exchanger 15 to absorb heat after being throttled by the fourth throttling device 14, and returns to the compressor inlet after passing through the three-way valve 16 and the gas-liquid separator 17. Similarly, when the passenger compartment needs cooling and the battery needs heating, the hot refrigerant at the compressor 1 outlet is fed into the battery heat exchanger 15, and after being throttled by both the fourth throttling device 14 and the third throttling device 7, it enters the vehicle evaporator 6 to absorb heat, and then returns to the compressor inlet.

[0096] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention. The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the protection scope of the present invention.

Claims

1. A battery thermal management device, characterized in that: include: The compressor (1), the in-vehicle condenser (2), the first throttling device (3), the flash evaporator (4), the fourth throttling device (14), and the battery heat exchanger (15) are connected in sequence to form the main loop of vehicle refrigerant circulation. The battery thermal management device also includes a first pipeline (101) and a first control valve (18). One end of the first pipeline (101) is connected to the outlet of the flash evaporator (4), and the other end is connected to the gas inlet of the compressor (1). The first control valve (18) is installed on the first pipeline (101). The first control valve (18) can be opened when the in-vehicle condenser heats the interior of the vehicle and the ambient temperature is lower than the first preset temperature. The in-vehicle condenser can heat the interior of the vehicle, while the battery heat exchanger can cool the battery. The in-vehicle condenser and the battery heat exchanger are connected in series to form a circuit, which allows the heat released by the cooled battery to heat the interior of the vehicle. The battery thermal management device also includes a second pipeline (102), an in-vehicle evaporator (6), and a third throttling device (7). The in-vehicle evaporator (6) and the third throttling device (7) are installed on the second pipeline (102). One end of the second pipeline (102) can be connected to the flash evaporator (4), and the other end can be connected to the suction end of the compressor (1). The battery heat exchanger (15) and the fourth throttling device (14) can be installed in parallel at both ends of the second pipeline (102) to cool the battery through the battery heat exchanger (15). The battery heat exchanger (15) and the fourth throttling device (14) can also be installed in parallel at both ends of the in-vehicle condenser (2) and the first throttling device (3) to heat the battery through the battery heat exchanger (15). The first control valve (18) can be opened when the in-vehicle condenser cools the interior and the ambient temperature is higher than the second preset temperature.

2. The battery thermal management device according to claim 1, characterized in that: It also includes a third pipe (103), a fourth pipe (104), a fifth pipe (105), a sixth pipe (106), a seventh pipe (107), and a fourth throttling device (14). The battery heat exchanger (15) and the fourth throttling device (14) are installed on the third pipe (103). One end of the third pipe (103) can be connected to one end of the second pipe (102) through the fourth pipe (104), and the other end of the third pipe (103) can be connected to the other end of the second pipe (102) through the fifth pipe (105). The third pipe (103) can also be connected to the first throttling device (3) and the flash generator (4) through the sixth pipe (106), and the other end of the third pipe (103) can also be connected to the compressor (1) and the vehicle condenser (2) through the seventh pipe (107).

3. The battery thermal management device according to claim 2, characterized in that: A four-way valve (13) is also provided at the junction of the third pipeline (103), the fourth pipeline (104), and the sixth pipeline (106). The first end of the four-way valve (13) is connected to the third pipeline (103), the second end is connected to the sixth pipeline (106), and the third end is connected to the fourth pipeline (104). The first end and the third end can also be connected. A three-way valve (16) is also provided at the junction of the third pipeline (103), the fifth pipeline (105), and the seventh pipeline (107). The fifth end of the three-way valve (16) is connected to the third pipeline (103), the sixth end is connected to the seventh pipeline (107), and the seventh end is connected to the fifth pipeline (105). The fifth end and the seventh end can also be connected.

4. The battery thermal management device according to claim 3, characterized in that: It also includes a ninth pipe (109), one end of which is connected to the fourth end of the four-way valve (13), and the other end of which is connected to the fifth pipe (105).

5. The battery thermal management device according to claim 3, characterized in that: It also includes a second throttling device (5), an eighth pipeline (108), a refrigerant heat exchanger (8), and a motor control circuit (110). One end of the eighth pipeline (108) is connected to the flash generator (4), and the other end is connected to the junction of the second pipeline (102) and the fourth pipeline (104). The second throttling device (5) is installed on the eighth pipeline (108). The eighth pipeline (108) and the motor control circuit (110) exchange heat at the refrigerant heat exchanger (8).

6. The battery thermal management device according to claim 5, characterized in that: The refrigerant flows in the motor control circuit (110), and the refrigerant in the eighth pipeline (108) exchanges heat with the refrigerant in the motor control circuit (110) at the refrigerant heat exchanger (8); the motor control circuit (110) is also provided with a motor control heat exchanger (10), and the motor and control device exchange heat with the refrigerant at the motor control heat exchanger (10); the motor control circuit (110) is also provided with an external water tank radiator (9), and the refrigerant can heat water to generate hot water at the external water tank radiator (9).

7. The battery thermal management device according to claim 6, characterized in that: The motor control circuit (110) is also equipped with a water pump (11) and a four-way water valve (12).

8. The battery thermal management device according to any one of claims 5-7, characterized in that: The compressor (1) is also provided with a gas-liquid separator (17) at the suction end. The first throttling device (3) is a combined expansion valve, the second throttling device (5) is a combined expansion valve, and the third throttling device (7) and the fourth throttling device (14) are both electronic expansion valves.

9. A vehicle, characterized in that: Includes the battery thermal management device according to any one of claims 1-8.

10. A control method for a battery thermal management device as described in any one of claims 1-8, characterized in that: When the battery thermal management device includes both a four-way valve (13) and a three-way valve (16), and the four-way valve (13) includes a first end, a second end, a third end, and a fourth end, and the three-way valve (16) includes a fifth end, a sixth end, and a seventh end: The control method includes: The testing procedure includes detecting the ambient temperature T. The judgment steps include determining whether the vehicle interior needs cooling or heating, whether the battery needs cooling or heating, and determining the relationship between the ambient temperature T and the first preset temperature T1, the second preset temperature T2, the third temperature T3, and the fourth preset temperature T4; T1 < T3 < T4 < T2. Control steps: When the vehicle interior needs cooling, the battery needs cooling, and T>T2, control the opening of the first control valve (18), and control the connection between the first end and the third end of the four-way valve (13), and disconnect the second end and the fourth end; control the connection between the fifth end and the seventh end of the three-way valve (16), and disconnect the sixth end. When the vehicle interior needs cooling, the battery needs cooling, and T4 < T < T2, the first control valve (18) is closed, and the first and third ends of the four-way valve (13) are connected, while the second and fourth ends are disconnected. The fifth and seventh ends of the three-way valve (16) are connected, while the sixth end is disconnected. When the vehicle interior needs heating, the battery needs heating, and T < T1, the first control valve (18) is opened, and the first and second ends of the four-way valve (13) are connected, the third and fourth ends are connected, the fifth and sixth ends of the three-way valve (16) are connected, and the seventh end is disconnected. When the vehicle interior needs heating, the battery needs heating, and T1 < T < T3, the first control valve (18) is closed, and the first and second ends of the four-way valve (13) are connected, the third and fourth ends are connected, the fifth and sixth ends of the three-way valve (16) are connected, and the seventh end is disconnected.

11. The control method for the battery thermal management device according to claim 10, characterized in that: When the battery thermal management device includes a first throttling device (3), a second throttling device (5), a third throttling device (7), and a fourth throttling device (14): When the vehicle interior needs cooling, the battery needs cooling, and T > T2, the control steps also control the second throttling device to open to the maximum degree, and control the first throttling device (3), the third throttling device (7), and the fourth throttling device (14) to throttle normally; When the vehicle interior needs cooling, the battery needs cooling, and T4 < T < T2, the control steps also control the first throttling device (3) and the second throttling device (5) to open to the maximum degree, and control the third throttling device (7) and the fourth throttling device (14) to throttle normally; When the vehicle interior needs heating, the battery needs heating, and T < T1, the control steps also control the first throttling device (3), the second throttling device, and the fourth throttling device (14) to throttle normally, and control the third throttling device (7) to close. When the vehicle interior needs heating, the battery needs heating, and T1 < T < T3, the control steps also control the first throttling device (3) and the second throttling device (5) to open to the maximum, the fourth throttling device (14) to throttle normally, and the third throttling device (7) to close.

12. The control method for the battery thermal management device according to claim 10, characterized in that: When the vehicle needs heating and the battery needs cooling, the first control valve (18) is closed, and the first and second ends of the four-way valve (13) are connected, the third and fourth ends are connected, the fifth and seventh ends of the three-way valve (16) are connected, and the sixth end is disconnected.

13. The control method for the battery thermal management device according to claim 12, characterized in that: When the battery thermal management device includes a first throttling device (3), a second throttling device (5), a third throttling device (7), and a fourth throttling device (14): The control steps also control the first throttling device (3) to open to the maximum, the second throttling device (5) to close, the third throttling device (7) to close, and the fourth throttling device (14) to throttle normally.

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