Multi-source heat management system of new energy automobile

Abstract

The invention discloses a multi-source heat management system of a new energy automobile. The new energy automobile multi-source heat management system comprises a refrigerant loop, the refrigerant loop comprises a compressor, the compressor is connected with a water condenser, the water condenser is connected with a first control valve and a second control valve which are connected in parallel, the first control valve is connected with an air conditioner evaporator, and the second control valve is connected with a battery cooler. The battery cooler and the air conditioner evaporator are connected in parallel and then connected with the compressor, the refrigerant loop is coupled with a warm air loop through a water condenser, the warm air loop comprises a warm air core body and an air conditioner low-temperature water tank which are connected in parallel, and the end, connected with the air conditioner low-temperature water tank in parallel, of the warm air core body is connected with the water condenser through a first three-way proportional water valve. The other end, connected with the air conditioner low-temperature water tank in parallel, of the warm air core is connected with a water condenser through an air conditioner water pump. The problem of low reliability in the prior art is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of new energy vehicles, in particular to a new energy vehicle multi-source thermal management system. BACKGROUND

[0002] The existing authorized patent with the patent number CN114683804B and the name of "A multi-source heat pump system of an electric vehicle" is a Chinese invention patent. The structure of the system is relatively complex, especially the refrigerant circuit: "the outlet of the compressor 21 is connected to the inlet of the water-water condenser 23 through the first stop valve 22; the outlet of the water-water condenser 23 is respectively connected to the indoor evaporator 28, the outdoor condenser 26, the electric drive cooler 11 and the battery cooler 44 through corresponding throttling devices. The refrigerant flow controlled by the first stop valve 22 corresponds to the heating cycle of the indoor air conditioning circuit. The outlet of the compressor 21 is connected to the inlet of the outdoor condenser 26 through the second stop valve 25; the outlet of the outdoor condenser 26 is connected to the liquid-gas separator 24 through the third stop valve 29, and the outlet of the outdoor condenser 26 is also connected to one end of the fourth stop valve 27, and the other end of the fourth stop valve 27 is respectively connected to the indoor evaporator 28, the electric drive cooler 11 and the battery cooler 44 through corresponding throttling devices. The refrigerant flow controlled by the second stop valve 25 corresponds to the refrigeration cycle of the indoor air conditioning circuit". This makes the migration of refrigerant and lubricating oil complex, causing a series of problems such as easy damage of the compressor, resulting in a decrease in system reliability. SUMMARY

[0003] The purpose of the present application is to provide a new energy vehicle multi-source thermal management system with simple structure and high reliability.

[0004] In order to achieve the above-mentioned purpose of the application, the new energy vehicle multi-source thermal management system adopts the following technical scheme:

[0005] A new energy vehicle multi-source thermal management system, comprising a refrigerant circuit, the refrigerant circuit comprising a compressor, the compressor being connected with a water condenser, the water condenser being connected with a first control valve and a second control valve in parallel, the first control valve being connected with an air conditioning evaporator, the second control valve being connected with a battery cooler, the battery cooler and the air conditioning evaporator being connected in parallel and then connected with the compressor, the refrigerant circuit being coupled with a warm air circuit through the water condenser, the warm air circuit comprising a warm air core and an air conditioning low-temperature water tank in parallel, one end of the warm air core and the air conditioning low-temperature water tank in parallel being connected with the water condenser through a first three-way proportional water valve, the other end of the warm air core and the air conditioning low-temperature water tank in parallel being connected with the water condenser through an air conditioning water pump.

[0006] Preferably, it also includes a battery heat exchange circuit and an electric drive cooling circuit. The battery heat exchange circuit is coupled to the refrigerant circuit through a battery cooler. The battery heat exchange circuit includes a battery. One end of the battery is connected to the battery cooler through an electric heater, and the other end is connected to a four-way water valve. The four-way water valve is connected to the battery cooler through a battery water pump. The electric drive cooling circuit is coupled to the battery heat exchange circuit through the four-way water valve. The electric drive cooling circuit includes an electric drive system connected to the four-way water valve. The electric drive system is connected to a motor low-temperature water tank. The motor low-temperature water tank is connected to the four-way water valve through an electric drive water pump.

[0007] Preferably, a second three-way proportional water valve is provided on the pipeline connecting the four-way water valve and the battery. The second three-way proportional water valve is connected to a first empty pipe, and the first empty pipe is connected in parallel with the battery to the electric heater.

[0008] Preferably, a third three-way proportional water valve is provided on the pipeline connecting the motor low-temperature water tank and the electric drive water pump. The third three-way proportional water valve is connected to a second empty pipe, and the second empty pipe and the motor low-temperature water tank are connected in parallel to the electric drive system.

[0009] Preferably, a water-to-water heat exchanger is installed on the pipeline connecting the motor low-temperature water tank and the third three-way proportional water valve, and the electric drive cooling circuit is coupled to the warm air circuit through the water-to-water heat exchanger.

[0010] Preferably, a gas-liquid separator is provided on the pipeline connecting the battery cooler and the air conditioner evaporator in parallel to the compressor.

[0011] Preferably, both the first control valve and the second control valve are electronic expansion valves.

[0012] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0013] 1. The heating circuit is coupled to the refrigerant circuit through the water condenser, so that the refrigerant no longer passes through the air conditioner's low-temperature water tank, which simplifies the migration of refrigerant and lubricating oil, thereby improving the reliability of system operation.

[0014] 2. After the refrigerant circuit is simplified, the amount of refrigerant charged can be reduced, which meets the mainstream trend of refrigerant control and reduced usage. Furthermore, the reduction in the amount of refrigerant charged also helps to reduce costs.

[0015] 3. The heating circuit is coupled to the refrigerant circuit through the water condenser, and the battery heat exchange circuit is coupled to the refrigerant circuit through the battery cooler. Under the conditions of air conditioning cooling and battery cooling, some coolant is allowed to enter the heating core through the proportional adjustment of the first three-way proportional water valve. The air conditioning unit's temperature mode damper adjusts the ratio of air to heat to achieve air mixing and different outlet temperatures of different air outlets of the air conditioning unit, thereby realizing multi-temperature zone control. Attached Figure Description

[0016] Figure 1This is a schematic diagram of the structure of the multi-source thermal management system for new energy vehicles of the present invention.

[0017] Figure 2 A schematic diagram illustrating the working principle of a scenario where the battery and crew cabin are heated simultaneously during charging in a low-temperature environment.

[0018] Figure 3 This diagram illustrates the working principle of battery and passenger compartment heating for operation in low-temperature environments.

[0019] Figure 4 This diagram illustrates the working principle of a heated passenger compartment for operation in low-temperature environments.

[0020] Figure 5 This diagram illustrates the working principle of battery cooling, passenger compartment refrigeration, and electric drive system cooling during high-temperature driving.

[0021] Figure 6 This diagram illustrates the working principle of an air conditioner that absorbs heat from the outside environment in a low-temperature setting.

[0022] Figure 7 This is a diagram illustrating the working principle of the air conditioning system in a parking scenario.

[0023] Figure 8 This diagram illustrates the working principle of battery cooling during fast charging while the car is parked.

[0024] The components include: 1. Compressor; 2. Water condenser; 3. First control valve; 4. Second control valve; 5. Air conditioning evaporator; 6. Battery cooler; 7. Gas-liquid separator; 8. Heater core; 9. Air conditioning low-temperature water tank; 10. First three-way proportional water valve; 11. Air conditioning water pump; 12. Battery; 13. Second three-way proportional water valve; 14. First air pipe; 15. Four-way water valve; 16. Electric heater; 17. Battery water pump; 18. Electric drive system; 19. Motor low-temperature water tank; 20. Water-to-water heat exchanger; 21. Third three-way proportional water valve; 22. Second air pipe; 23. Electric drive water pump. Detailed Implementation

[0025] The present invention will be further illustrated below with reference to specific embodiments. It should be understood that these embodiments are for illustrative purposes only and are not intended to limit the scope of the invention. After reading the present invention, any modifications of the present invention in various equivalent forms by those skilled in the art will fall within the scope defined by the appended claims.

[0026] like Figure 1As shown, a multi-source thermal management system for new energy vehicles includes a refrigerant circuit. The refrigerant circuit includes a compressor 1, which is connected to a water condenser 2. The water condenser 2 is connected to a first control valve 3 and a second control valve 4 connected in parallel. The first control valve 3 is connected to an air conditioning evaporator 5, and the second control valve 4 is connected to a battery cooler 6. Both the first control valve 3 and the second control valve 4 are electronic expansion valves. The battery cooler 6 and the air conditioning evaporator 5 are connected in parallel to a gas-liquid separator 7, which is connected to the compressor 1. The refrigerant circuit is coupled to a heating circuit through the water condenser 2. The heating circuit includes a heater core 8 and an air conditioning low-temperature water tank 9 connected in parallel. One end of the parallel connection between the heater core 8 and the air conditioning low-temperature water tank 9 is connected to the water condenser 2 through a first three-way proportional water valve 10, and the other end is connected to the water condenser 2 through an air conditioning water pump 11. The refrigerant circuit is coupled to the battery cooler 6. The battery heat exchange circuit includes a battery 12. One end of the battery 12 is connected to a first empty pipe 14 and a four-way water valve 15 via a second three-way proportional water valve 13. The first empty pipe 14 is connected in parallel with the battery 12 and then connected to the battery cooler 6 via an electric heater 16. The four-way water valve 15 is connected to the battery cooler 6 via a battery water pump 17. The battery heat exchange circuit is coupled to an electric drive cooling circuit via the four-way water valve 15. The electric drive cooling circuit includes an electric drive system 18 connected to the four-way water valve 15. The electric drive system is connected to a motor low-temperature water tank 19. The motor low-temperature water tank 19 is connected to a water-to-water heat exchanger 20. The electric drive cooling circuit is coupled to a warm air circuit via the water-to-water heat exchanger 20. The water-to-water heat exchanger 20 is connected to a second empty pipe 22 and an electric drive water pump 23 via a third three-way proportional water valve 21. The second empty pipe 22 and the motor low-temperature water tank 19 are connected in parallel to the electric drive system 18. The electric drive water pump 23 is then connected to the four-way water valve 15.

[0027] The specific working process and principle of the multi-source thermal management system for new energy vehicles of the present invention include the following application scenarios:

[0028] 1. Charging in low-temperature environments, with simultaneous heating of the battery and crew cabin.

[0029] like Figure 2 As shown, under this operating condition, the electric drive system has little residual heat and no utilization value. The four-way water valve 15 switches to the parallel state, the electric drive cooling circuit does not participate in the operation, and the air conditioning evaporator 5 is cut off through the first control valve 3, the air conditioning low temperature water tank 9 is cut off through the first three-way proportional water valve 10, the first air pipe 14 is cut off from the battery 12 through the second three-way proportional water valve 13, the electric heater 16 is turned on, and the temperature of the coolant in the battery heat exchange circuit is increased. The battery 12 absorbs heat and heats up. At the same time, the battery heat exchange circuit transfers heat to the refrigerant circuit through the battery cooler 6. The refrigerant circuit transfers heat to the heating circuit through the water condenser 2. The air conditioning water pump 11 pumps the heated coolant in the water condenser 2 into the heating core 8. The air conditioning outlet discharges warm air, and the passenger compartment is heated.

[0030] II. Low-temperature driving environment: battery and passenger compartment heating.

[0031] like Figure 3 As shown, under this operating condition, due to the low ambient temperature, the battery 12 still requires heating. The waste heat of the electric drive system 18 can be recovered. The four-way water valve 15 is switched to the series state, and the air conditioner evaporator 5 is cut off through the first control valve 3. The air conditioner low-temperature water tank 9 is cut off through the first three-way proportional water valve 10. The first air pipe 14 is cut off from the battery 12 through the second three-way proportional water valve 13. The electric heater 16 is turned off. The motor low-temperature water tank 19 is cut off from the second air pipe 22 through the third three-way proportional water valve 21. The coolant in the electric drive cooling circuit carries the heat generated by the operation of the electric drive system to the battery heat exchange circuit, and the battery heats up. At the same time, the battery cooler transfers heat to the refrigerant circuit. The refrigerant circuit transfers heat to the heating circuit through the water condenser. The air conditioner water pump pumps the heated coolant in the water condenser into the heating core. The air conditioner outlet discharges warm air, and the passenger compartment heats up.

[0032] III. Passenger cabin heating during operation in low-temperature environments

[0033] like Figure 4 As shown, under this operating condition, once the battery operating temperature reaches a certain value, there is no need for heating. The second three-way proportional water valve 13 cuts off the connection between the battery 12 and the first empty pipe 14, stopping the use of the residual heat from the electric drive system 18 to heat the battery 12. If there is too much residual heat in the electric drive system 18, the third three-way proportional water valve 21 can cut off the connection between the second empty pipe 22 and the motor low-temperature water tank 19, dissipating the excess heat in the electric drive cooling circuit into the air through the motor low-temperature water tank 19.

[0034] IV. High-temperature driving environment: battery cooling, passenger compartment cooling, and electric drive system cooling.

[0035] like Figure 5 As shown, under this operating condition, the four-way water valve 15 switches to parallel mode, and the second empty pipe 22 is disconnected from the motor low-temperature water tank 19 through the third three-way proportional water valve 21, so that the heat in the electric drive cooling circuit can be dissipated into the air to cool the electric drive system; the first empty pipe 14 is disconnected from the battery 12 through the second three-way proportional water valve 13, and the refrigerant is changed into a high-temperature and high-pressure gaseous state by the compressor 1. The gaseous refrigerant releases heat through the water condenser 2 and condenses from the gaseous state into a medium-temperature and high-pressure liquid refrigerant. The air conditioning low-temperature water tank 9 continuously cools the water condenser 2 through the air conditioning water pump 11. The medium-temperature and high-pressure liquid refrigerant forms low-temperature and low-pressure mist droplets through the first and second control valves respectively. The low-temperature and low-pressure mist droplets formed by the first control valve 3 enter the air conditioning evaporator 5 to evaporate and absorb heat, cooling the passenger compartment. The low-temperature and low-pressure mist droplets formed by the second control valve 4 enter the battery cooler 6 to evaporate and absorb heat, carrying away the heat in the battery heat exchange circuit, cooling the battery.

[0036] At this time, the proportion of the first three-way proportional water valve 10 can be adjusted to allow some coolant to enter the heater core 8. The temperature mode damper of the air conditioning unit can be used to adjust the ratio of coolant to warm air to achieve air mixing and different air outlet temperatures of different air outlets of the air conditioning unit, thereby realizing multi-temperature zone control of the passenger compartment.

[0037] V. In low-temperature environments, the air conditioner absorbs heat from the outside environment to provide heating.

[0038] like Figure 6 As shown, when there is no residual heat available in the electric drive system and battery, the four-way water valve 15 switches to the series state. The motor low-temperature water tank absorbs external heat and transfers the heat to the refrigerant circuit through the battery cooler. The refrigerant circuit then transfers the heat to the warm air circuit through the water condenser, thus achieving air conditioning heating.

[0039] VI. Air conditioning heating after parking

[0040] like Figure 7 As shown, after the battery has been working for a long time, there is a lot of residual heat. The battery heat exchange circuit transfers the residual heat of the battery 12 to the refrigerant circuit through the battery cooler. The refrigerant circuit then transfers the heat to the warm air circuit through the water condenser 2, thus realizing the air conditioning heating.

[0041] When the temperature of battery 12 drops to a certain value, the connection between battery 12 and first empty pipe 14 is cut off through the second three-way proportional water valve 13, and the electric heater 16 is turned on as the heat source of the warm air circuit.

[0042] 7. Fast charging while parked, battery cooling

[0043] like Figure 8 As shown, battery 12 generates a significant amount of heat, requiring powerful cooling capabilities. The battery heat exchange circuit transfers the heat from battery 12 to the refrigerant circuit via battery cooler 6. The refrigerant circuit then transfers the heat to the heating circuit via water cooler 2. The coolant in the heating circuit transfers some of its heat to the electric drive cooling circuit via water cooler 20. The heat remaining in the heating circuit exchanges with the outside environment via air conditioning low-temperature water tank 9. The heat entering the electric drive cooling circuit exchanges with the outside environment via motor low-temperature water tank 19. Both air conditioning low-temperature water tank 9 and motor low-temperature water tank 19 operate simultaneously to cool the battery.

[0044] This invention has other applications, which will not be listed here, and can meet the needs of various scenarios. It provides a simplified thermal management system, particularly a simplified refrigerant circuit, which simplifies refrigerant and lubricant migration, thereby improving the reliability of system operation. The simplified refrigerant circuit allows for a smaller refrigerant charge, meeting the mainstream trend of refrigerant control and reduction, and the reduced refrigerant charge also helps to lower system costs.

[0045] The detailed description listed above is merely a specific description of feasible embodiments of the present invention and is not intended to limit the scope of protection of the present invention.

Claims

1. A multi-source thermal management system for new energy vehicles, comprising a refrigerant circuit, characterized in that: The refrigerant circuit includes a compressor connected to a water condenser. The water condenser is connected to a first control valve and a second control valve connected in parallel. The first control valve is connected to an air conditioning evaporator, and the second control valve is connected to a battery cooler. The battery cooler and the air conditioning evaporator are connected in parallel and then connected to the compressor. The refrigerant circuit is coupled to a heating circuit through the water condenser. The heating circuit includes a heating core and an air conditioning low-temperature water tank connected in parallel. One end of the heating core and the air conditioning low-temperature water tank connected in parallel is connected to the water condenser through a first three-way proportional water valve. The other end of the heating core and the air conditioning low-temperature water tank connected in parallel is connected to the water condenser through an air conditioning water pump.

2. The multi-source thermal management system for new energy vehicles according to claim 1, characterized in that: It also includes a battery heat exchange circuit and an electric drive cooling circuit. The battery heat exchange circuit is coupled to the refrigerant circuit through a battery cooler. The battery heat exchange circuit includes a battery. One end of the battery is connected to the battery cooler through an electric heater, and the other end is connected to a four-way water valve. The four-way water valve is connected to the battery cooler through a battery water pump. The electric drive cooling circuit is coupled to the battery heat exchange circuit through a four-way water valve. The electric drive cooling circuit includes an electric drive system connected to the four-way water valve. The electric drive system is connected to a motor low-temperature water tank. The motor low-temperature water tank is connected to the four-way water valve through an electric drive water pump.

3. The multi-source thermal management system for new energy vehicles according to claim 2, characterized in that: A second three-way proportional water valve is installed on the pipeline connecting the four-way water valve and the battery. The second three-way proportional water valve is connected to a first empty pipe, which is connected in parallel with the battery to the electric heater.

4. The multi-source thermal management system for new energy vehicles according to claim 3, characterized in that: A third three-way proportional water valve is installed on the pipeline connecting the motor low-temperature water tank and the electric drive water pump. The third three-way proportional water valve is connected to a second empty pipe, and the second empty pipe and the motor low-temperature water tank are connected to the electric drive system.

5. The multi-source thermal management system for new energy vehicles according to claim 1, characterized in that: A water-to-water heat exchanger is installed on the pipeline connecting the motor low-temperature water tank and the third three-way proportional water valve. The electric drive cooling circuit is coupled to the warm air circuit through the water-to-water heat exchanger.

6. The multi-source thermal management system for new energy vehicles according to claim 1, characterized in that: A gas-liquid separator is installed on the pipeline connecting the battery cooler and the air conditioner evaporator in parallel to the compressor.

7. The multi-source thermal management system for new energy vehicles according to claim 1, characterized in that: Both the first control valve and the second control valve are electronic expansion valves.

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