A new energy vehicle integrated thermal management system based on a loop heat pipe

Abstract

The present invention provides a vehicle thermal management system for new energy vehicles based on a loop heat pipe, belonging to the technical field of thermal management of new energy vehicles. The system includes a three-electricity thermal control system, a heat pump air conditioning system, and a water circulation system. The three-electricity thermal control system includes three-electricity components and a loop heat pipe. Among them, the loop heat pipe includes a first evaporator, a first accumulator, a second evaporator, a second accumulator, a main condenser, a secondary condenser, a first cold plate, a second cold plate, a plurality of third cold plates, and a first stop valve; the water circulation system realizes thermal coupling with the three-electricity thermal control system and the air conditioning system through the main condenser, the secondary condenser, a first heat exchanger, and a second heat exchanger, forming a vehicle thermal management system. In the present invention, the loop heat pipe is a two-phase fluid loop for passive phase change heat transfer, with good heat transfer performance, no need for a pump to provide additional power consumption, better energy-saving effect, high temperature uniformity, and only the temperature of the accumulator needs to be controlled, and the thermal control logic is simpler.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicle thermal management, and particularly relates to a new energy vehicle integrated thermal management system based on a loop heat pipe. Background Art

[0002] The existing thermal management systems of new energy vehicles mainly include vehicle air-conditioning thermal management, battery thermal management, and motor and electronic control thermal management. Among them, the battery, motor, and electronic control thermal management are collectively referred to as "three-electricity" thermal management.

[0003] The operating temperature of the power battery directly affects the performance, safety, and service life of the battery. The actual operating conditions of the drive motor and the motor controller are both large currents, which are extremely likely to generate heat and have a high heat flux density. The accumulation of heat will cause the temperature of the equipment to rise, resulting in phenomena such as a decrease in electrode power, burnout of the motor winding, and IGBT (Insulated Gate Bipolar Transistor) inside the DC-DC converter (direct current - direct current), and ultimately the vehicle cannot operate normally. Therefore, an efficient thermal management system is needed to achieve new energy vehicle thermal management.

[0004] The existing battery, motor, and electronic control thermal management adopt a water-cooling system and air-conditioning refrigeration. For example, in the patent text with the publication number [CN114454778A], an electric engineering vehicle and its thermal management system are disclosed. The system includes a refrigeration main circuit, an air-conditioning refrigeration branch, and a battery refrigeration pipeline. The refrigeration main circuit includes a compressor and a condenser connected to each other, and also includes a first cooling fan for dissipating heat from the condenser. One end of the battery refrigeration pipeline is connected to the compressor inlet, and the other end is connected to the condenser through a first expansion valve; one end of the air-conditioning refrigeration branch is connected to the compressor inlet, and the other end is connected to the condenser through a second expansion valve. Through the above technical solution, the refrigeration requirements of the battery and the normal air-conditioning refrigeration function in the electric engineering vehicle are met, and at the same time, the number of devices such as the compressor and the condenser is reduced. However, in this patent, only the vehicle and the battery can be refrigerated, and the application scenario is single.

[0005] The patent text with the publication number

CN115675013A

[0006] In order to solve the technical problems of insufficient heat dissipation capacity of the high heat flux density components in the motor and poor temperature uniformity performance of the battery pack in the vehicle thermal management system of new energy vehicles in the prior art, the present invention is implemented as follows:

[0007] A vehicle thermal management system for new energy vehicles based on a loop heat pipe, including a three-electric control system, an air-conditioning system, and a water circulation system;

[0008] The three-electric control system includes three-electric components and a loop heat pipe. The three-electric components include an electric drive, an electric control, and a battery pack. The electric drive includes an electric drive oil cooler and an electric drive controller. The electric control includes an in-vehicle computer and a power conversion system. The battery pack includes a plurality of battery modules, and the battery modules are connected in series with the in-vehicle computer and the power conversion system;

[0009] The loop heat pipe includes a first evaporator, a first accumulator, a second evaporator, a second accumulator, a main condenser, a secondary condenser, a first cold plate, a second cold plate, a plurality of third cold plates, and a first stop valve; wherein,

[0010] The first evaporator is used to receive the heat generated by the electric drive oil cooler and is communicated with the first accumulator;

[0011] The second evaporator is used to receive the heat generated by the electric drive controller and is communicated with the second accumulator;

[0012] The first evaporator, the first stop valve, and the second evaporator are connected in parallel;

[0013] The first cold plate is attached to the in-vehicle computer, the second cold plate is attached to the power conversion system, and the plurality of third cold plates are respectively attached to the plurality of battery modules;

[0014] The three - electric - control system is thermally connected to the water - circulation system through the main condenser and the secondary condenser; the air - conditioning system is thermally connected to the water - circulation system, and the three - electric - control system and the air - conditioning system are thermally coupled through the water - circulation system.

[0015] Preferably, a new - energy vehicle integrated thermal - management system based on a loop heat pipe, characterized in that the air - conditioning system includes an in - vehicle evaporator, an in - vehicle condenser, a first expansion valve, a second expansion valve, a first heat exchanger, a gas - liquid separator, a compressor, a second shut - off valve, a third shut - off valve, and a second heat exchanger;

[0016] The in - vehicle evaporator and the in - vehicle condenser are installed inside the driver's cockpit. The first expansion valve and the in - vehicle evaporator are connected in parallel with the second expansion valve and the first heat exchanger. The second shut - off valve and the in - vehicle evaporator are connected in parallel with the third shut - off valve and the second heat exchanger. The gas - liquid separator is connected in series with the compressor;

[0017] The air - conditioning system is thermally connected to the water - circulation system through the first heat exchanger and the second heat exchanger.

[0018] Preferably, a new - energy vehicle integrated thermal - management system based on a loop heat pipe, characterized in that the water - circulation system includes a radiator, a water pump, and an expansion tank;

[0019] One side of the radiator is connected to the first heat exchanger, and the other side is connected to the second heat exchanger. The water pump connects the expansion tank and is located between the second heat exchanger and the secondary condenser.

[0020] Preferably, at least one of the first cold plate, the second cold plate, and the third cold plate is a corrugated tube.

[0021] Preferably, the working fluid filled in the loop heat pipe is selected from one or more of, including but not limited to, ammonia, dimethyl ether, R161, methanol, 1 - butene, and isobutene.

[0022] Preferably, the circulating refrigerant of the air - conditioning system is selected from one or more of, including but not limited to, R1234yf, R445A, R152a, and R290a.

[0023] Preferably, the circulating working fluid of the water - circulation system is an ethylene - glycol solution.

[0024] Preferably, at least one of the first heat exchanger and the second heat exchanger is a plate heat exchanger.

[0025] Implementing the present invention can solve the technical problems in the prior art that the outlet temperature of the battery pack is higher than the inlet temperature, resulting in poor temperature equalization performance; the heat dissipation capacity of high heat flux density electronic components and motors is insufficient, and it cannot meet the thermal management requirements of the entire vehicle. Based on the heat generation of the battery, electric drive, and electronic control and the requirements of thermal control indicators, with the applicable temperature of the battery as the benchmark, a three-electric thermal control system is formed. Combining the overall heat management requirements of the vehicle system, the three-electric thermal control system and the air conditioning system are coupled through a water circulation system to realize the thermal management system of new energy vehicle. Brief Description of the Drawings

[0026] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are only one embodiment of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0027] Figure 1 Schematic diagram of the overall structure of the embodiment;

[0028] Figure 2 Schematic diagram of the three-electric thermal control system;

[0029] Figure 3 Schematic diagram of the air conditioning system;

[0030] Figure 4 Schematic diagram of the water circulation system;

[0031] Figure 5 Schematic diagram of the thermal management system of a new energy vehicle in Application Example 1;

[0032] Figure 6 Schematic diagram of the thermal management system of a new energy vehicle in Application Example 2;

[0033] Figure 7 Schematic diagram of the thermal management system of a new energy vehicle in Application Example 3;

[0034] Figure 8 Schematic diagram of the thermal management system of a new energy vehicle in Application Example 4;

[0035] Figure 9 Schematic diagram of the thermal management system of a new energy vehicle in Application Example 5;

[0036] Figure 10 Schematic diagram of the thermal management system of a new energy vehicle in Application Example 6;

[0037] Figure 11 Schematic diagram of the thermal management system of a new energy vehicle in Application Example 7;

[0038] Figure 12Schematic diagram of the new energy vehicle thermal management system in Application Example 8.

[0039] In the above figures, each figure number label represents respectively:

[0040] 1. Three-electricity control system

[0041] 1-1. Three-electricity components

[0042] 1-1-1. Electric drive oil cooler

[0043] 1-1-2. Electric drive controller

[0044] 1-1-3. On-vehicle computer

[0045] 1-1-4. Power conversion system

[0046] 1-1-5. Battery module

[0047] 1-2. Loop heat pipe

[0048] 1-2-1. First evaporator

[0049] 1-2-2. First accumulator

[0050] 1-2-3. Second evaporator

[0051] 1-2-4. Second accumulator

[0052] 1-2-5. Main condenser

[0053] 1-2-6. Secondary condenser

[0054] 1-2-7. First cold plate

[0055] 1-2-8. Second cold plate

[0056] 1-2-9. Third cold plate

[0057] 1-2-10. First stop valve 2. Air conditioning system

[0058] 2-1. Built-in evaporator

[0059] 2-2. Built-in condenser

[0060] 2-3. First expansion valve

[0061] 2-4. Second expansion valve

[0062] 2-5. First heat exchanger

[0063] 2-6. Gas-liquid separator

[0064] 2-7. Compressor

[0065] 2-8. Second stop valve

[0066] 2-9. Third cut-off valve

[0067] 2-10. Second heat exchanger 3. Water circulation system

[0068] 3-1. Radiator

[0069] 3-2. Water pump

[0070] 3-3. Expansion tank Detailed implementation mode

[0071] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described 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. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0072] Embodiment

[0073] In a specific embodiment, as Figure 1 shown, a new energy vehicle integrated thermal management system based on a loop heat pipe 1-2 includes a three-electric control system 1, an air conditioning system 2, and a water circulation system 3. The water circulation system 3 is respectively connected to the air conditioning system 2 and the three-electric control system 1.

[0074] As Figure 2 shown, the three-electric control system 1 includes three-electric components 1-1 and a loop heat pipe 1-2. The three-electric components 1-1 include an electric drive (not marked in the figure), an electric control (not marked in the figure), and a battery pack (not marked in the figure). The electric drive includes an electric drive oil cooler 1-1-1 and an electric drive controller 1-1-2. The electric control includes an on-vehicle computer 1-1-3 and a power conversion system 1-1-4. The battery pack includes 4 battery modules 1-1-5. The battery modules 1-1-5 are connected in series with the on-vehicle computer 1-1-3 and the power conversion system 1-1-4.

[0075] The loop heat pipe 1-2 includes a first evaporator 1-2-1, a first accumulator 1-2-2, a second evaporator 1-2-3, a second accumulator 1-2-4, a main condenser 1-2-5, a secondary condenser 1-2-6, a first cold plate 1-2-7, a second cold plate 1-2-8, 4 third cold plates 1-2-9, and a first cut-off valve 1-2-10.

[0076] Among them, the first evaporator 1-2-1 is used to receive the heat generated by the electric drive oil cooler 1-1-1 and is connected to the first accumulator 1-2-2;

[0077] The second evaporator 1-2-3 is used to receive the heat generated by the electric drive controller 1-1-2 and is connected to the second liquid storage tank 1-2-4. Among them, the first evaporator 1-2-1, the first cut-off valve 1-2-10, and the second evaporator 1-2-3 are connected in parallel.

[0078] The first cold plate 1-2-7 receives the heat of the in-vehicle computer 1-1-3, the second cold plate 1-2-8 receives the heat of the power conversion system 1-1-4, and the 4 third cold plates 1-2-9 are respectively connected to the 4 battery modules 1-1-5.

[0079] The heat of the electric drive, electric control, and battery pack is overall managed through the loop heat pipe 1-2. The three-electricity thermal control system 1 is connected to the water circulation system 3 through the main condenser 1-2-5 and the secondary condenser 1-2-6.

[0080] As Figure 3 shown, the air-conditioning system 2 includes an in-built evaporator 2-1, an in-built condenser 2-2, a first expansion valve 2-3, a second expansion valve 2-4, a first heat exchanger 2-5, a gas-liquid separator 2-6, a compressor 2-7, a second cut-off valve 2-8, a third cut-off valve 2-9, and a second heat exchanger 2-10.

[0081] The in-built evaporator 2-1 and the in-built condenser 2-2 are installed in the driver's cockpit to realize heating and cooling of the cockpit. The first expansion valve 2-3 and the in-built evaporator 2-1 are connected in parallel with the second expansion valve 2-4 and the first heat exchanger 2-5. The air-conditioning system 2 is thermally connected to the water circulation system 3 through the first heat exchanger 2-5 and the second heat exchanger 2-10. A parallel connection is provided between the second cut-off valve 2-8 and the in-built evaporator 2-1 and between the third cut-off valve 2-9 and the second heat exchanger 2-10. The gas-liquid separator 2-6 is connected in series with the compressor 2-7. In this embodiment, both the first heat exchanger 2-5 and the second heat exchanger 2-10 adopt plate heat exchangers.

[0082] As Figure 4 shown, the water circulation system 3 includes a radiator 3-1, a water pump 3-2, and an expansion tank 3-3. One side of the radiator 3-1 is connected to the first heat exchanger 2-5, and the other side is connected to the second heat exchanger 2-10. The water pump 3-2 is connected to the expansion tank 3-3. In the water circulation system 3, the water pump 3-2 can be installed at any position. In this embodiment, the water pump 3-2 is located between the second heat exchanger 2-10 and the secondary condenser 1-2-6.

[0083] In this embodiment, the water circulation system 3 realizes thermal coupling with the three-electricity thermal control system 1 and the air-conditioning system 2 through the main condenser 1-2-5, the secondary condenser 1-2-6, the first heat exchanger 2-5, and the second heat exchanger 2-10, forming a new energy vehicle integrated thermal management system.

[0084] In this embodiment, the circulating working fluid in the loop heat pipe 1-2 is ammonia, the circulating working fluid in the air-conditioning system 2 is R1234yf, and the circulating working fluid in the water circulation system 3 is ethylene glycol solution.

[0085] According to the heat dissipation requirements of the motor and electronic control during the operation or charging of new energy vehicles in this embodiment, based on the applicable temperature of the battery pack and combined with the heating or cooling requirements of the cockpit, different vehicle thermal management operating conditions will occur: 1. The battery pack temperature is higher than T1 and less than 40°C, the cockpit needs heating, and the motor, electronic control, and battery pack need heat dissipation; 2. The battery pack temperature is higher than T2 and less than T1, the cockpit needs heating, and the motor, electronic control, and battery pack need heat dissipation; 3. The battery pack temperature is higher than T3 and lower than T2, the battery pack and cockpit need heating, and the motor and electronic control need heat dissipation; 4. The battery pack temperature is higher than T4 and lower than T3, both the battery pack and cockpit need heating, and the motor and electronic control need heat dissipation; 5. The battery pack temperature is lower than T4, the cockpit does not need heating, the battery pack needs heating, and the motor and electronic control need heat dissipation; 6. In the super fast charging condition, the battery pack temperature is higher than T5, the motor and electronic control do not generate heat, the cockpit does not need heating, and only the battery pack needs heat dissipation; 7. The battery pack temperature is higher than T5, the cockpit needs heating, and the battery pack, motor, and electronic control all need heat dissipation; 8. The battery pack temperature is higher than T5, the cockpit needs cooling, and the motor, electronic control, and battery pack need heat dissipation. In the above various conditions, T5>T1>T2>T3>T4. The above conditions will be described through the following application examples.

[0086] Application Example 1

[0087] As Figure 5 shown, when the battery pack temperature is higher than T1 and less than 40°C, the cockpit needs heating, and the motor, electronic control, and battery pack need heat dissipation, the second expansion valve 2-4, compressor 2-7, second stop valve 2-8, and water pump 3-2 are opened, and the first stop valve 1-2-10, first expansion valve 2-3, third stop valve 2-9, and radiator 3-1 are closed.

[0088] The ammonia inside the loop heat pipe 1-2 evaporates after receiving the heat generated by the electric oil cooler 1-1-1 in the first evaporator 1-2-1. The ammonia evaporates after receiving the heat generated by the electric drive controller 1-1-2 in the second evaporator 1-2-3. The two parallel steam paths converge and enter the main condenser 1-2-5 coupled with the water circulation system 3. The steam is condensed into a liquid after passing through the water circulation system 3, and then successively passes through four third cold plates 1-2-9 connected in parallel with four battery modules 1-1-5, the first cold plate 1-2-7 connected to the in-vehicle computer 1-1-3, and the second cold plate 1-2-8 connected to the power conversion system 1-1-4 for heating. The ammonia vaporizes into steam, and the steam enters the secondary condenser 1-2-6 coupled with the water circulation system 3 and is condensed into a liquid by the water circulation system 3. The ammonia in the liquid state returns to the first liquid reservoir 1-2-2 and the second liquid reservoir 1-2-4 to form a self-circulating two-phase fluid loop. The heat of the three-electric components 1-1 is quickly and efficiently transferred to the water circulation system 3 by the loop heat pipe 1-2.

[0089] The temperature of the ethylene glycol solution in the water circulation system 3 rises after being heated by the main condenser 1-2-5 and the secondary condenser 1-2-6. Driven by the water pump 3-2, the ethylene glycol solution enters the first heat exchanger 2-5 to exchange heat with the air conditioning system 2 and then cools down.

[0090] The working medium R1234yf in the air conditioning system 2 forms high-temperature and high-pressure steam after passing through the compressor 2-7. The steam condenses into high-pressure and low-temperature liquid after releasing heat in the built-in condenser 2-2 in the cockpit, and is throttled and depressurized into low-temperature and low-pressure liquid by the second expansion valve 2-4. The low-temperature and low-pressure R1234yf enters the first heat exchanger 2-5 to absorb the heat from the water circulation system, heats up, and then enters the compressor 2-7 to form a cycle.

[0091] In this application example 1, the three-electric heat control system 1 transfers the heat of the three-electric components 1-1 to the water circulation system 3 through the main condenser 1-2-5 and the secondary condenser 1-2-6. The water circulation system 3 then transfers the heat to the air conditioning system 2 through the first heat exchanger 2-5, so as to achieve the purpose of recovering the heat of the three-electric components 1-1 for heating the cockpit.

[0092] Application Example 2

[0093] As Figure 6 shown, when the temperature of the battery pack is higher than 2 and lower than T1, the cockpit needs to be heated, and the motor, electric control, and battery pack need to dissipate heat, the first expansion valve 2-3, the second expansion valve 2-4, the compressor 2-7, the second stop valve 2-8, and the water pump 3-2 are opened, and the first stop valve 1-2-10, the third stop valve 2-9, and the radiator 3-1 are closed.

[0094] The ammonia inside the loop heat pipe 1-2 evaporates after receiving the heat generated by the electric oil cooler 1-1-1 in the first evaporator 1-2-1. The ammonia also evaporates after receiving the heat generated by the electric drive controller 1-1-2 in the second evaporator 1-2-3. The two parallel paths of steam converge and enter the main condenser 1-2-5 coupled with the water circulation system 3. The steam is condensed into a liquid after passing through the water circulation system 3, and then successively passes through four third cold plates 1-2-9 connected in parallel with four battery modules 1-1-5, the first cold plate 1-2-7 connected to the vehicle-mounted computer 1-1-3, and the second cold plate 1-2-8 connected to the power conversion system 1-1-4 for heating. The ammonia vaporizes into steam, and the steam enters the secondary condenser 1-2-6 coupled with the water circulation system 3 and is condensed into a liquid by the water circulation system 3. The liquid ammonia returns to the first liquid storage device 1-2-2 and the second liquid storage device 1-2-4 to form a self-circulating two-phase fluid loop. The heat of the three-electric components 1-1 is quickly and efficiently transferred to the water circulation system 3 by the loop heat pipe 1-2.

[0095] The temperature of the ethylene glycol solution in the water circulation system 3 rises after being heated by the main condenser 1-2-5 and the secondary condenser 1-2-6. Driven by the water pump 3-2, the ethylene glycol solution enters the first heat exchanger 2-5 to exchange heat with the air conditioning system 2 and then cools down.

[0096] The working medium R1234yf of the air conditioning system 2 forms high-temperature and high-pressure steam through the compressor 2-7. After releasing heat in the built-in condenser 2-2 inside the cockpit, the steam condenses into a high-pressure and low-temperature liquid and is divided into two paths. One path is throttled and depressurized into a low-temperature and low-pressure liquid through the first expansion valve 2-3. The low-temperature and low-pressure liquid absorbs the heat of the ambient air inside the built-in evaporator 2-1 and then warms up. The other path is throttled and depressurized into a low-temperature and low-pressure liquid through the second expansion valve 2-4. The low-temperature and low-pressure R1234yf enters the first heat exchanger 2-5 to absorb the heat from the water circulation system and warms up. The two paths of the warmed-up liquid R1234yf converge and enter the compressor 2-7 to form a cycle.

[0097] In this application example 2, the three-electric thermal control system 1 transfers the heat of the three-electric components 1-1 to the water circulation system 3 through the main condenser 1-2-5 and the secondary condenser 1-2-6. The water circulation system 3 then transfers the heat to the air conditioning system 2 through the first heat exchanger 2-5. The first expansion valve 2-3, the built-in evaporator 2-1, the second expansion valve 2-4, and the first heat exchanger 2-5 of the air conditioning system 2 operate in parallel. Since the temperature of the battery pack in this application example 2 is lower than that in application example 1, the heat provided by the three-electric system cannot meet the heating demand of the cockpit. While recovering the heat of the three-electric components 1-1 to heat the cockpit, the built-in evaporator 2-1 absorbs part of the heat of the ambient air inside the cockpit, thereby improving the heating efficiency of the air conditioning system 2.

[0098] Application Example 3

[0099] Such asFigure 7 As shown, when the temperature of the battery pack is higher than T3 and lower than T2, and the battery pack and the cockpit need to be heated while the motor and the electronic control need to be cooled, the first expansion valve 2-3, the compressor 2-7, and the second shut-off valve 2-8 are opened, and the first shut-off valve 1-2-10, the second expansion valve 2-4, the third shut-off valve 2-9, the radiator 3-1, and the water pump 3-2 are closed. The water circulation system 3 does not work, and the three-electric thermal control system 1 and the air-conditioning system 2 are two independent circulation systems.

[0100] The ammonia in the loop heat pipe 1-2 evaporates after receiving the heat generated by the electric drive oil cooler 1-1-1 in the first evaporator 1-2-1, and the ammonia evaporates after receiving the heat generated by the electric drive controller 1-1-2 in the second evaporator 1-2-3. The two parallel paths of steam converge and enter the four third cold plates 1-2-9 connected in parallel with the four battery modules 1-1-5 to heat the battery pack. After the ammonia is cooled by the battery pack, it enters the first cold plate 1-2-7 connected to the vehicle-mounted computer 1-1-3 and the second cold plate 1-2-8 connected to the power conversion system 1-1-4 in sequence. The ammonia in a gas-liquid mixture returns to the first accumulator 1-2-2 and the second accumulator 1-2-4. After the gas-liquid separation in the accumulator, the liquid ammonia enters the first evaporator 1-2-1 and the second evaporator 1-2-3 to form a self-circulating two-phase fluid loop.

[0101] The working medium R1234yf of the air-conditioning system 2 forms high-temperature and high-pressure steam through the compressor 2-7. The steam condenses into high-pressure and low-temperature liquid after releasing heat in the built-in condenser 2-2 in the cockpit, and is throttled and depressurized into low-temperature and low-pressure liquid through the first expansion valve 2-3. The low-temperature and low-pressure R1234yf enters the built-in evaporator 2-1 to absorb the heat from the environment and then enters the compressor 2-7 to form a cycle.

[0102] In this application example 3, the three-electric thermal control system 1 and the air-conditioning system 2 are two independent circulation systems. The three-electric thermal control system 1 continuously heats the battery pack by using the heat of the electronic control and the electric drive, and the air-conditioning system 2 heats the cockpit by absorbing the heat of the ambient air and the work done by the compressor 2-7.

[0103] Application Example 4

[0104] As Figure 8 shown, when the temperature of the battery pack is higher than T4 and lower than T3, and both the battery pack and the cockpit need to be heated while the motor and the electronic control need to be cooled, the first expansion valve 2-3, the compressor 2-7, the second shut-off valve 2-8, the third shut-off valve 2-9, and the water pump 3-2 are opened, and the first shut-off valve 1-2-10, the second expansion valve 2-4, and the radiator 3-1 are closed.

[0105] The ammonia within the loop heat pipe 1-2 evaporates after receiving the heat generated by the electric-driven oil cooler 1-1-1 in the first evaporator 1-2-1, and the ammonia evaporates after receiving the heat generated by the electric-driven controller 1-1-2 in the second evaporator 1-2-3. The two parallel paths of steam converge and enter the main condenser 1-2-5 coupled with the water circulation system 3. The steam is further heated by the water circulation system 3, and the temperature of the steam is higher than that of the battery pack. The steam is successively cooled by four third cold plates 1-2-9 connected in parallel with four battery modules 1-1-5 to achieve heating of the battery pack. Subsequently, the cooled ammonia is vaporized into steam after being heated by the first cold plate 1-2-7 connected to the vehicle-mounted computer 1-1-3 and the second cold plate 1-2-8 connected to the power conversion system 1-1-4. The steam enters the secondary condenser 1-2-6 coupled with the water circulation system 3 and is condensed into a liquid by the water circulation system 3. The liquid ammonia returns to the first liquid reservoir 1-2-2 and the second liquid reservoir 1-2-4 to form a self-circulating two-phase fluid loop.

[0106] The ethylene glycol solution within the water circulation system 3 has its temperature decreased after heat exchange in the main condenser 1-2-5 and the secondary condenser 1-2-6. Driven by the water pump 3-2, the ethylene glycol solution enters the second heat exchanger 2-10 and is heated up after heat exchange with the air-conditioning system 2.

[0107] The refrigerant R1234yf of the air-conditioning system 2 forms high-temperature and high-pressure steam after passing through the compressor 2-7. The high-temperature and high-pressure steam is divided into two paths. One path condenses into high-pressure and low-temperature liquid after releasing heat in the built-in condenser 2-2 within the cockpit, and the other path condenses into high-pressure and low-temperature liquid after being cooled by the second heat exchanger 2-10. The two paths of high-pressure and low-temperature liquid converge and then are throttled and depressurized into low-temperature and low-pressure liquid by the first expansion valve 2-3. The low-temperature and low-pressure liquid is heated up into high-temperature and low-pressure liquid after absorbing the heat of the ambient air in the built-in evaporator 2-1, and then enters the compressor 2-7 to form a cycle.

[0108] In this application example 4, part of the work done by the three-electricity thermal control system 1 is used to heat the cockpit, and the other part of the heat is transferred to the water circulation system 3 through the second heat exchanger 2-10. The water circulation system 3 then transfers the heat to the loop heat pipe 2-1 through the main condenser 1-2-5 and the secondary condenser 1-2-6. The battery pack is heated by the electric drive, electronic control, and part of the heat from the air-conditioning system 2.

[0109] Application Example 5

[0110] As Figure 9 shown, when the temperature of the battery pack is lower than T4, the cockpit does not need to be heated, the battery pack needs to be heated, and the motor and electronic control need to dissipate heat, the second expansion valve 2-4, the compressor 2-7, the third stop valve 2-9, and the water pump 3-2 are opened, and the first stop valve 1-2-10, the first expansion valve 2-3, the second stop valve 2-8, and the radiator 3-1 are closed.

[0111] The ammonia in the loop heat pipe 1-2 evaporates after receiving the heat generated by the electric drive oil cooler 1-1-1 in the first evaporator 1-2-1, and the ammonia evaporates after receiving the heat generated by the electric drive controller 1-1-2 in the second evaporator 1-2-3. The two parallel paths of steam converge and enter the main condenser 1-2-5 coupled with the water circulation system 3. The steam is continuously heated by the water circulation system 3, and the temperature of the steam is higher than that of the battery pack. The steam is cooled by four third cold plates 1-2-9 connected in parallel with four battery modules 1-1-5 in sequence to realize heating of the battery pack. Subsequently, the cooled ammonia is heated by the first cold plate 1-2-7 connected to the vehicle-mounted computer 1-1-3 and the second cold plate 1-2-8 connected to the power conversion system 1-1-4 and vaporized into steam. The steam enters the secondary condenser 1-2-6 coupled with the water circulation system 3 and is condensed into a liquid by the water circulation system 3. The liquid ammonia returns to the first liquid storage tank 1-2-2 and the second liquid storage tank 1-2-4 to form a self-circulating two-phase fluid loop. In the initial startup state, a PTC can be attached and installed on the second evaporator 1-2-3 to assist in driving the self-circulation of the loop heat pipe 1-2.

[0112] The ethylene glycol solution in the water circulation system 3 receives the heat generated by the work of the compressor of the air conditioning system 2 through the second heat exchanger 2-10. Part of the heat is used to heat the ethylene glycol solution before entering the compressor 2-7 of the air conditioning system 2 to a high-temperature liquid through the first heat exchanger 2-5. Another part of the heat is transferred to the three-electro thermal control system 1 after heat exchange through the main condenser 1-2-5 and the secondary condenser 1-2-6.

[0113] The working medium R1234yf of the air conditioning system 2 forms high-temperature and high-pressure steam through the compressor 2-7. The high-temperature and high-pressure steam is cooled and condensed into high-pressure and low-temperature liquid through the second heat exchanger 2-10, and is throttled and depressurized into low-temperature and low-pressure liquid through the second expansion valve 2-4. The low-temperature and low-pressure liquid absorbs the heat of the water circulation system 3 in the first heat exchanger 2-5 and is heated into high-temperature and low-pressure liquid, and then enters the compressor 2-7 to form a cycle.

[0114] In this application example 5, the compressor 2-7 of the air conditioning system 2 does work to transfer the heat to the water circulation system 3 through the second heat exchanger 2-10. The water circulation system 3 then transfers the heat to the three-electro thermal control system 1 through the main condenser 1-2-5 and the secondary condenser 1-2-6. The battery pack is heated by the electric drive, the electronic control, and a part of the heat from the air conditioning system 2.

[0115] Application Example 6

[0116] As Figure 10As shown, when the new energy vehicle is in the super-fast charging condition, the temperature of the battery pack is higher than T5, the motor and the electric control do not generate heat, and the cockpit does not need heating. When only the battery pack needs to dissipate heat, the first cut-off valve 1-2-10, the radiator 3-1 and the water pump 3-2 are opened, and the first expansion valve 2-3, the second expansion valve 2-4, the compressor 2-7, the second cut-off valve 2-8 and the third cut-off valve 2-9 are closed.

[0117] Since the vehicle is in a stationary state, the electric drive oil cooler 1-1-1, the electric drive controller 1-1-2, the on-vehicle computer 1-1-3 and the power conversion system 1-1-4 do not generate heat, the first evaporator 1-2-1 and the second evaporator 1-2-2 do not work, and the 4 third cold plates 1-2-9 act as gravity heat pipes to receive the heat generated by the 4 battery modules 1-1-5. Ammonia is vaporized into steam when heated in the 4 third cold plates 1-2-9, and the steam enters the main condenser 1-2-5 and the secondary condenser 1-2-6 coupled with the water circulation system 3 to release heat and then condenses into liquid. The liquid ammonia returns to the 4 third cold plates 1-2-9 under the action of gravity to form a self-circulating two-phase fluid loop.

[0118] The ethylene glycol solution in the water circulation system 3 is heated into a high-temperature liquid by the main condenser 1-2-5 and the secondary condenser 1-2-6, and the high-temperature liquid is cooled by exchanging heat with the environment through the radiator 3-1.

[0119] In Application Example 6, the third cold plate 1-2-9 in the three-electric thermal control system 1 acts as a gravity heat pipe to transfer the heat of the battery pack to the water circulation system 3 through the main condenser 1-2-5 and the secondary condenser 1-2-6, and the water circulation system 3 dissipates heat to the outside through the radiator 3-1, so as to realize the heat dissipation of the battery pack during super-fast charging.

[0120] Application Example 7

[0121] When the temperature of the battery pack is higher than T5, the cockpit needs heating, and the battery pack, the motor and the electric control all need to dissipate heat, the second expansion valve 2-4, the compressor 2-7, the second cut-off valve 2-8, the third cut-off valve 2-9, the radiator 3-1 and the water pump 3-2 are opened, and the first cut-off valve 1-2-10 and the first expansion valve 2-3 are closed.

[0122] The ammonia inside the loop heat pipe 1-2 evaporates after receiving the heat generated by the electric-driven oil cooler 1-1-1 in the first evaporator 1-2-1, and the ammonia evaporates after receiving the heat generated by the electric-driven controller 1-1-2 in the second evaporator 1-2-3. The two parallel paths of steam converge and enter the main condenser 1-2-5 coupled with the water circulation system 3. The steam is condensed into a liquid after passing through the water circulation system 3, and then successively passes through four third cold plates 1-2-9 connected in parallel with four battery modules 1-1-5, the first cold plate 1-2-7 connected to the vehicle-mounted computer 1-1-3, and the second cold plate 1-2-8 connected to the power conversion system 1-1-4 for heating. The ammonia vaporizes into steam, and the steam enters the secondary condenser 1-2-6 coupled with the water circulation system 3, and is condensed into a liquid by the water circulation system 3. The liquid ammonia returns to the first liquid reservoir 1-2-2 and the second liquid reservoir 1-2-4 to form a self-circulating two-phase fluid loop. The heat of the three-electric components 1-1 is quickly and efficiently transferred to the water circulation system 3 by the loop heat pipe 1-2.

[0123] The ethylene glycol solution in the water circulation system 3 rises in temperature after being heated by the main condenser 1-2-5, the secondary condenser 1-2-6 and the second heat exchanger 2-10. The ethylene glycol solution dissipates heat to the outside through the radiator 3-1, and then is cooled after exchanging heat with the air-conditioning system 2 through the first heat exchanger 2-5.

[0124] The refrigerant R1234yf of the air-conditioning system 2 forms high-temperature and high-pressure steam through the compressor 2-7. The high-temperature and high-pressure steam is divided into two paths. One path condenses into high-pressure and low-temperature liquid after releasing heat in the built-in condenser 2-2 in the cockpit, and the other path condenses into high-pressure and low-temperature liquid after being cooled by the second heat exchanger 2-10. The two paths of high-pressure and low-temperature liquid converge and then are throttled and depressurized into low-temperature and low-pressure liquid through the second expansion valve 2-4. The low-temperature and low-pressure R1234yf enters the first heat exchanger 2-5 to absorb the heat from the water circulation system 3 and then enters the compressor 2-7 to form a cycle.

[0125] In Application Example 7, the three-electric thermal control system 1 transfers the heat of the three-electric components 1-1 to the water circulation system 3 through the main condenser 1-2-5 and the secondary condenser 1-2-6. The water circulation system 3 then transfers the heat to the air-conditioning system 2 through the first heat exchanger 2-5, so as to achieve the purpose of recovering the heat of the three-electric components 1-1 for heating the cockpit, and the excess heat is dissipated to the outside through the radiator 3-1.

[0126] Application Example 8

[0127] As Figure 12 shown, when the temperature of the battery pack is higher than T5, the cockpit needs to be refrigerated, and the motor, electric control, and battery pack need to be cooled, the first expansion valve 2-3, the second expansion valve 2-4, the compressor 2-7, the third stop valve 2-9, the radiator 3-1 and the water pump 3-2 are opened, and the first stop valve 1-2-10 and the second stop valve 2-8 are closed.

[0128] The ammonia in the loop heat pipe 1-2 evaporates after receiving the heat generated by the electric-driven oil cooler 1-1-1 in the first evaporator 1-2-1, and the ammonia evaporates after receiving the heat generated by the electric-driven controller 1-1-2 in the second evaporator 1-2-3. The two parallel paths of steam converge and enter the main condenser 1-2-5 coupled with the water circulation system 3. The steam is condensed into a liquid after passing through the water circulation system 3, and then successively passes through four third cold plates 1-2-9 connected in parallel with four battery modules 1-1-5, the first cold plate 1-2-7 connected to the in-vehicle computer 1-1-3, and the second cold plate 1-2-8 connected to the power conversion system 1-1-4 for heating. The ammonia vaporizes into steam, and the steam enters the secondary condenser 1-2-6 coupled with the water circulation system 3 and is condensed into a liquid by the water circulation system 3. The liquid ammonia returns to the first liquid storage device 1-2-2 and the second liquid storage device 1-2-4 to form a self-circulating two-phase fluid loop. The heat of the three-electric components 1-1 is quickly and efficiently transferred to the water circulation system 3 by the loop heat pipe 1-2.

[0129] The ethylene glycol solution in the water circulation system 3 rises in temperature after being heated by the main condenser 1-2-5, the secondary condenser 1-2-6, and the second heat exchanger 2-10. The ethylene glycol solution dissipates heat to the outside through the radiator 3-1, and then is cooled after exchanging heat with the air-conditioning system 2 through the first heat exchanger 2-5.

[0130] The working medium R1234yf of the air-conditioning system 2 forms high-temperature and high-pressure steam after passing through the compressor 2-7. The steam enters the second heat exchanger 2-10 to release heat and is condensed into high-pressure and low-temperature liquid, which is divided into two paths. One path is throttled and depressurized into low-temperature and low-pressure liquid by the first expansion valve 2-3, and the low-temperature and low-pressure liquid rises in temperature after absorbing the heat of the air in the environment in the built-in evaporator 2-1. The other path is throttled and depressurized into low-temperature and low-pressure liquid by the second expansion valve 2-4, and the low-temperature and low-pressure R1234yf enters the first heat exchanger 2-5 to absorb the heat from the water circulation system and rises in temperature. The two paths of the heated liquid R1234yf converge and enter the compressor 2-7 to form a cycle.

[0131] In this application example 8, the three-electric thermal control system 1 transfers the heat of the three-electric components 1-1 to the water circulation system 3 through the main condenser 1-2-5 and the secondary condenser 1-2-6. The water circulation system 3 then transfers the heat to the air-conditioning system 2 through the first heat exchanger 2-5. The first expansion valve 2-3, the built-in evaporator 2-1, the second expansion valve 2-4, and the first heat exchanger 2-5 of the air-conditioning system 2 operate in parallel. By recovering the heat of the three-electric components 1-1 and absorbing the heat of the ambient air through the built-in evaporator 2-1 for cockpit refrigeration, the excess heat is dissipated to the outside through the radiator 3-1.

[0132] In a preferred embodiment, the working fluid filled in the loop heat pipe 1-2 is selected from one or more of, including but not limited to, ammonia, dimethyl ether, R161, methanol, 1-butene, and isobutene; the circulating working fluid of the air-conditioning system 2 is selected from one or more of, including but not limited to, R1234yf, R445A, R152a, and R290a; the circulating working fluid in the water circulation system 3 includes but is not limited to ethylene glycol solution.

[0133] In a preferred embodiment, the cross-sections of the first cold plate 1-2-7, the second cold plate 1-2-8, and the third cold plate 1-2-9 are all corrugated tubes, and the corrugated tubes have the advantages of low cost, light weight, relatively simple structure, and high production efficiency.

[0134] In a preferred embodiment, since the plate heat exchanger has the advantages of high heat exchange efficiency and small heat loss, at least one of the first heat exchanger 2-5 and the second heat exchanger 2-10 is a plate heat exchanger.

[0135] The beneficial effects of the present invention are as follows:

[0136] 1. In the present invention, the three-electrothermal control system 1 realizes the overall thermal management of the motor, electronic control, and battery pack through the loop heat pipe 1-2. The loop heat pipe 1-2 is a two-phase fluid loop for passive phase change heat transfer, with good heat transfer performance and no need for a pump to provide additional power consumption, and better energy-saving effect;

[0137] 2. The loop heat pipe 1-2 is an adaptive two-phase fluid loop, and only the temperature of the accumulator needs to be controlled, and the control logic is simple;

[0138] 3. The system thermal resistance of the loop heat pipe 1-2 is small, and the temperature uniformity can be guaranteed within 1°C. Compared with the traditional water circulation system, the temperature uniformity performance is strong, which improves the use efficiency and safety performance of the battery pack;

[0139] 4. The system integration degree of the thermal control system is high, and the development cost is low.

Claims

1. A new energy vehicle integrated thermal management system based on a loop heat pipe, comprising a three-electric thermal control system, an air conditioning system and a water circulation system, characterized in that, The three-electric thermal control system includes three-electric components and a loop heat pipe. The three-electric components include an electric drive, an electric control and a battery pack. The electric drive includes an electric drive oil cooler and an electric drive controller. The electric control includes an in-vehicle computer and a power conversion system. The battery pack includes a plurality of battery modules, and the battery modules are connected in series with the in-vehicle computer and the power conversion system; The loop heat pipe includes a first evaporator, a first accumulator, a second evaporator, a second accumulator, a main condenser, a secondary condenser, a first cold plate, a second cold plate, a plurality of third cold plates and a first stop valve; wherein, The first evaporator is used to receive the heat generated by the electric drive oil cooler and is communicated with the first accumulator; The second evaporator is used to receive the heat generated by the electric drive controller and is communicated with the second accumulator; The first evaporator, the first stop valve and the second evaporator are connected in parallel; The first cold plate is attached to the in-vehicle computer, the second cold plate is attached to the power conversion system, and the plurality of third cold plates are respectively attached to the plurality of battery modules; The three-electric thermal control system is thermally connected to the water circulation system through the main condenser and the secondary condenser; the air conditioning system is thermally connected to the water circulation system, and the three-electric thermal control system and the air conditioning system are thermally coupled through the water circulation system; The air conditioning system includes an in-vehicle evaporator, an in-vehicle condenser, a first expansion valve, a second expansion valve, a first heat exchanger, a gas-liquid separator, a compressor, a second stop valve, a third stop valve and a second heat exchanger; The in-vehicle evaporator and the in-vehicle condenser are installed in the driver's cockpit. The first expansion valve and the in-vehicle evaporator are connected in parallel with the second expansion valve and the first heat exchanger. The second stop valve and the in-vehicle evaporator are connected in parallel between the third stop valve and the second heat exchanger. The gas-liquid separator is connected in series with the compressor; The air conditioning system is thermally connected to the water circulation system through the first heat exchanger and the second heat exchanger; The water circulation system includes a radiator, a water pump and an expansion tank; One side of the radiator is communicated with the first heat exchanger, and the other side is communicated with the second heat exchanger. The water pump is communicated with the expansion tank and is located between the second heat exchanger and the secondary condenser.

2. The new energy vehicle integrated thermal management system based on a loop heat pipe according to claim 1, characterized in that, At least one of the first cold plate, the second cold plate and the third cold plate is a corrugated tube.

3. A new energy vehicle integrated thermal management system based on a loop heat pipe, according to any one of claims 1-2, characterized in that The working fluid filled in the loop heat pipe is selected from one or more of ammonia, dimethyl ether, R161, methanol, 1-butene and isobutene.

4. A thermal management system for a new energy vehicle based on a loop heat pipe according to any one of claims 1-2, characterized in that: The circulating working fluid of the air conditioning system is selected from one or more of R1234yf, R445A, R152a and R290a.

5. A new energy vehicle integrated thermal management system based on a loop heat pipe, according to any one of claims 1-2, characterized in that The circulating working fluid of the water circulation system is an ethylene glycol solution.

6. A new energy vehicle integrated thermal management system based on a loop heat pipe, according to any one of claims 1-2, characterized in that At least one of the first heat exchanger and the second heat exchanger is a plate heat exchanger.

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