A bus air conditioner control system integrating battery and motor waste heat recovery

Abstract

The utility model relates to passenger train heat management technical field, propose a kind of integrated battery and motor waste heat recovery's passenger train air conditioning control system, including air conditioning subsystem, battery thermal management subsystem, motor cooling subsystem and central controller;Air conditioning subsystem is connected respectively with battery thermal management subsystem, motor cooling subsystem by a plate heat exchanger;Central controller is electrically connected respectively with air conditioning subsystem, battery thermal management subsystem, motor cooling subsystem;Air conditioning subsystem includes the compressor, four-way reversing valve, outdoor heat exchanger, throttling device one and indoor heat exchanger connected in proper order by refrigerant pipeline and constitutes loop;Battery thermal management subsystem includes the battery pack, battery cooling plate connected by cooling liquid pipeline and constitutes loop;Motor cooling subsystem includes the motor, motor radiator, water pump two and motor controller connected in proper order by cooling liquid pipeline and constitutes loop.Solve the problem of low overall energy utilization efficiency of prior art.

Description

Technical Field

[0001] This utility model relates to the field of bus thermal management technology, and in particular to a bus air conditioning control system that integrates battery and motor waste heat recovery. Background Technology

[0002] With the popularization of new energy vehicles, the driving range and energy efficiency of electric buses have become key performance indicators. Among them, the air conditioning system of the bus, as one of the main auxiliary energy-consuming devices, has a significant impact on the vehicle's driving range. Especially in winter, the power consumption of traditional PTC electric heaters is significant, which may lead to a decrease in driving range of 30% to 50%.

[0003] Meanwhile, during operation, electric buses generate a significant amount of waste heat from both the power battery and the drive motor. Currently, batteries and motors are typically equipped with independent cooling systems, directly dissipating the heat to the external environment through radiators. This method fails to effectively utilize waste heat, resulting in energy waste.

[0004] Existing technologies have attempted to utilize waste heat from motors for passenger cabin heating, but most involve only a single heat source and have relatively simple system structures. For electric buses, the thermal management system requirements are more complex: batteries generate significant heat during operation, demanding high temperature control precision. Current technologies lack a comprehensive solution that can collaboratively recover waste heat from both the battery and motor, effectively integrating it into the bus's air conditioning system. Consequently, heating energy consumption in buses remains high during winter, and the waste heat emissions from batteries and motors remain unresolved, hindering overall energy efficiency improvements. Utility Model Content

[0005] In view of the shortcomings of the existing technology, the purpose of this utility model is to provide a bus air conditioning control system that integrates battery and motor waste heat recovery. It aims to achieve effective and coordinated recovery of waste heat from the two major heat sources, the battery and motor, through innovative design, and to efficiently integrate them into the bus air conditioning system, thereby solving the problem that the overall energy utilization efficiency of the existing technology is difficult to improve.

[0006] The solution adopted in this utility model is as follows: A bus air conditioning control system integrating battery and motor waste heat recovery includes an air conditioning subsystem, a battery thermal management subsystem, a motor cooling subsystem, and a central controller. The air conditioning subsystem is connected to the battery thermal management subsystem and the motor cooling subsystem respectively via a plate heat exchanger. The central controller is electrically connected to the air conditioning subsystem, the battery thermal management subsystem, and the motor cooling subsystem respectively. The air conditioning subsystem includes a compressor, a four-way reversing valve, an outdoor heat exchanger, a first throttling device, and an indoor heat exchanger, which are connected in sequence and form a circuit through refrigerant pipelines. The battery thermal management subsystem includes a battery pack and a battery cooling plate, which are connected in a circuit through coolant pipelines. The motor cooling subsystem includes a motor, a motor radiator, a second water pump, and a motor controller, which are connected in sequence and form a circuit through coolant pipelines.

[0007] Furthermore, the battery thermal management subsystem and the motor cooling subsystem exchange heat through the plate heat exchanger.

[0008] Furthermore, one side of the plate heat exchanger is connected in series in the coolant circuit of the battery thermal management subsystem, and the other side is connected in series in the coolant circuit of the motor cooling subsystem.

[0009] Furthermore, a PTC heater is connected in parallel on the ventilation side of the indoor heat exchanger, and the central controller is electrically connected to the PTC heater.

[0010] Furthermore, the battery thermal management subsystem also includes a water pump and a throttling device. Both the water pump and the throttling device are connected through the coolant pipeline of the battery thermal management subsystem and together with the battery pack and battery cooling plate to form a circuit.

[0011] Furthermore, the plate heat exchanger is selectively connected to the four-way reversing valve of the air conditioning subsystem via a channel pipeline.

[0012] Furthermore, the system also includes multiple solenoid valves connected to a central controller, which is electrically connected to the solenoid valves and controls the opening and closing of the multiple solenoid valves.

[0013] Furthermore, solenoid valves are installed on the pipelines where the battery cooling plate and motor radiator are located, for independently adjusting the coolant flow rate of the battery thermal management subsystem and the motor cooling subsystem.

[0014] Furthermore, the battery thermal management subsystem and the motor cooling subsystem share a set of coolant pump and expansion tank; or, The battery thermal management subsystem and the motor cooling subsystem each have their own independent coolant pump and expansion tank.

[0015] Furthermore, the system also includes a temperature sensor group for detecting ambient temperature, cabin temperature, battery temperature, and motor coolant temperature; multiple temperature sensors in the temperature sensor group are respectively installed in the external environment, battery pack, motor, and coolant pipeline; the central controller is electrically connected to the temperature sensors.

[0016] The beneficial effects of this utility model are as follows: This invention features a plate heat exchanger where battery / motor coolant flows through one side, and the other side is connected to a four-way reversing valve via a pipeline, thus connecting to the air conditioning refrigerant circuit. With the help of the four-way reversing valve and solenoid valve, the system can flexibly select the heat source in heating mode, absorbing heat from the outside air or from the waste heat generated by the battery and motor operation. This structural innovation enables a switchable heat source mechanism, improving the efficiency and adaptability of the vehicle's thermal management.

[0017] The battery thermal management subsystem and the motor cooling subsystem of this invention exchange heat through a plate heat exchanger, so that the residual heat of the battery can be carried away by the motor coolant, or vice versa, to achieve internal heat transfer.

[0018] Advantages of the present invention in additional aspects will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0019] The accompanying drawings, which form part of this specification, are used to provide a further understanding of this utility model. The illustrative embodiments of this utility model and their descriptions are used to explain this utility model and do not constitute an improper limitation of this utility model.

[0020] Figure 1 This is a schematic diagram of the bus air conditioning control system structure in an embodiment of this utility model.

[0021] In the diagram: 1. Compressor; 2. Four-way reversing valve; 3. Outdoor heat exchanger; 4. Indoor heat exchanger; 5. Throttling device one; 6. PCT heater; 7. Battery pack; 8. Battery cooling plate; 9. Water pump one; 10. Plate heat exchanger; 11. Motor; 12. Motor controller; 13. Motor radiator; 14. Water pump two; 15. Throttling device two; 16. Solenoid valve. Detailed Implementation

[0022] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments. It should be noted that the following detailed descriptions are exemplary and intended to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0023] It should be noted that the terminology used herein is for the purpose of describing particular implementations only and is not intended to limit the exemplary implementations according to this utility model.

[0024] like Figure 1 As shown in the figure, this embodiment discloses a bus air conditioning control system that integrates battery and motor waste heat recovery, including: an air conditioning subsystem, a battery thermal management subsystem, a motor cooling subsystem, and a central controller.

[0025] The air conditioning subsystem is connected to the battery thermal management subsystem and the motor cooling subsystem respectively through a plate heat exchanger; the central controller is electrically connected to each component in the air conditioning subsystem, the battery thermal management subsystem, and the motor cooling subsystem respectively.

[0026] Specifically, the air conditioning subsystem includes a compressor 1, a four-way reversing valve 2, an outdoor heat exchanger 3, a throttling device 5, and an indoor heat exchanger 4, which are connected in sequence through refrigerant lines to form a circuit; the battery thermal management subsystem includes a battery pack 7 and a battery cooling plate 8, which are connected in sequence through coolant lines to form a circuit; and the motor cooling subsystem includes a motor 11, a motor radiator 13, a water pump 14, and a motor controller 12, which are connected in sequence through coolant lines to form a circuit.

[0027] In this embodiment, compressor 1 is used for efficient compression of the air conditioner to improve cooling and heating efficiency, and adjusts the speed to adapt to different operating conditions to reduce energy consumption; four-way reversing valve 2 simplifies the air conditioner heating circuit, eliminating the need for additional heat exchange circuits, and quickly switches modes to improve cabin comfort; each heat exchanger efficiently realizes cooling, heating, and waste heat recovery (such as motor waste heat preheating the battery), and uses a microchannel structure to reduce volume and improve the utilization of vehicle space; throttling device 5 is used for air conditioner refrigerant expansion throttling, precise flow control, and adaptation to different heat load requirements of the passenger compartment; water pump 14 is used for motor thermal management water circuit circulation, and works with plate heat exchanger to quickly realize heat exchange.

[0028] The battery thermal management subsystem and the motor cooling subsystem exchange heat through a plate heat exchanger 10. One side of the plate heat exchanger 10 is connected in series in the coolant circuit of the battery thermal management subsystem, and the other side is connected in series in the coolant circuit of the motor cooling subsystem.

[0029] In this embodiment, the system includes a temperature sensor group for detecting ambient temperature, cabin temperature, battery temperature, and motor coolant temperature. Multiple temperature sensors in the sensor group are installed at key locations such as the external environment, battery pack, motor, and coolant piping to collect real-time temperature data from each component and transmit it to the central controller for control purposes. The central controller is electrically connected to the temperature sensors. The system also includes multiple solenoid valves 16 connected to the central controller, which controls the opening and closing of these valves. For example, solenoid valves 16 are installed on the piping containing the battery cooling plate 8 and the motor radiator 13 to independently regulate the coolant flow rate of the battery thermal management subsystem and the motor cooling subsystem.

[0030] The solenoid valve 16 can quickly switch the loop state to achieve multi-mode thermal management (such as cooling, heating, and waste heat recovery), reduce energy consumption of ineffective loops, and improve the accuracy of system heat distribution.

[0031] In the air conditioning subsystem, a PTC heater 6 is connected in parallel at the passenger compartment air duct of the indoor heat exchanger 4. There is no pipeline connection, and heat coordination and interaction are achieved only through the air flow field. The central controller is electrically connected to the PTC heater 6.

[0032] In this embodiment, the PCT heater 6 can heat up quickly and control the temperature precisely, assisting in heating to reduce the load on the heat pump system and improving comfort and battery life under extreme low temperatures.

[0033] The battery thermal management subsystem also includes a water pump 9 and a throttling device 15. Both the water pump 9 and the throttling device 15 are connected through the coolant pipeline of the battery thermal management subsystem and together with the battery pack 7 and the battery cooling plate 8 form a circuit.

[0034] In this embodiment, water pump 9 is used for battery thermal management water circulation, and throttling device 15 is used for the air conditioner to provide stable cooling and heating for the battery, and to quickly respond to the battery's needs.

[0035] Specifically, the plate heat exchanger 10 is selectively connected to the four-way reversing valve 2 in the air conditioning subsystem through a channel pipeline, and a solenoid valve 16 is connected in parallel on the pipeline.

[0036] In this embodiment, the interface of the four-way reversing valve 2 is connected to the outlet of the compressor 1, the inlet of the compressor 1, one end of the indoor heat exchanger 4, one end of the outdoor heat exchanger 3, and one end of the refrigerant passage of the plate heat exchanger 10, respectively; the other end of the outdoor heat exchanger 3 is connected to the other end of the refrigerant passage of the plate heat exchanger 10 through a pipeline, and the throttling device 2 15 is installed on this section of pipeline.

[0037] This specific connection structure physically allows the refrigerant piping to switch between two paths: "compressor-four-way valve-external heat exchanger" and "compressor-four-way valve-plate heat exchanger," thus structurally supporting the air conditioning subsystem's ability to absorb heat from different sources. In heating mode, controlled by the four-way reversing valve 2 and solenoid valve 16, the system can absorb heat from the outdoor (external) air and also absorb waste heat generated by the battery pack 7 and motor 11 from the plate heat exchanger 10.

[0038] In this embodiment, the battery thermal management subsystem and the motor cooling subsystem share a set of coolant pump and expansion tank; or, the battery thermal management subsystem and the motor cooling subsystem each have their own independent coolant pump and expansion tank.

[0039] In this embodiment, the working principle of the bus air conditioning control system is as follows: Summer cooling status: In this state, the four-way reversing valve is energized and switched to the cooling position under the control of the central controller, while the solenoid valve is closed. At this time, the high-temperature, high-pressure refrigerant discharged from the compressor flows through the four-way reversing valve, enters the outdoor heat exchanger where it condenses and releases heat, and then, after being throttled and depressurized by the first throttling device, evaporates and absorbs heat in the indoor heat exchanger, thus cooling the cabin. At this time, the battery does not require cooling because its temperature has not reached the required level. The heat generated by the motor is dissipated through its independent coolant piping and motor radiator. Since the second throttling device is closed, the air conditioning subsystem, battery thermal management subsystem, and motor cooling subsystem do not interfere with each other.

[0040] When the battery temperature reaches the required cooling level, the second throttling device opens and the first water pump turns on. The refrigerant flows through the second throttling device to reduce its pressure and then exchanges heat through the plate heat exchanger to cool the battery.

[0041] Winter waste heat recovery heating status: When the central controller detects that the ambient temperature is lower than the preset threshold, and at the same time detects that the temperature of the battery and / or motor is higher than the set threshold (such as 25°C), it enters the winter waste heat recovery heating state.

[0042] In this state, the four-way reversing valve is energized and switched to the heating position under the control of the central controller, while the solenoid valve opens. The high-temperature, high-pressure refrigerant discharged from the compressor flows through the four-way reversing valve and enters the indoor heat exchanger to release heat and condense in the cabin. The condensed liquid refrigerant then enters the refrigerant side of the plate heat exchanger after passing through the solenoid valve. The refrigerant absorbs heat from the coolant lines in the motor cooling subsystem and the battery thermal management subsystem flowing through the plate heat exchanger, causing it to evaporate. The evaporated refrigerant vapor returns to the compressor, completing the cycle. Simultaneously, the motor coolant absorbs waste heat from the motor and motor controller, transferring heat to the refrigerant as it flows through the plate heat exchanger, cooling itself before flowing back to the motor cooling subsystem to continue absorbing heat, forming a waste heat recovery cycle. The battery coolant absorbs waste heat from the battery pack, transferring heat to the refrigerant as it flows through the plate heat exchanger, cooling itself before flowing back to the battery thermal management subsystem to continue absorbing heat, forming a waste heat recovery cycle. In this state, the PTC heater does not need to be activated.

[0043] Conventional air source heat pump heating mode: When the solenoid valve is closed and the four-way reversing valve is in the heating position, the system switches to conventional air-source heat pump mode. In this mode, the refrigerant flowing from the indoor heat exchanger bypasses the plate heat exchanger and directly enters the outdoor heat exchanger, absorbing heat from the ambient air to evaporate. This state can serve as a supplement or alternative to waste heat recovery heating; PTC heaters can be started in parallel to supplement the heat supply.

[0044] Battery preheating status: When the vehicle starts in a cold environment, if the battery temperature is detected to be too low, the air conditioning subsystem can be put into heating mode by controlling the opening and closing of the four-way reversing valve and the solenoid valve. The generated heat will be transferred to the coolant of the battery thermal management subsystem through the plate heat exchanger to preheat the battery pack.

[0045] The aforementioned state switching is achieved by the central controller receiving signals from various temperature sensors and controlling the switching of the four-way reversing valve, the start / stop and power of the compressor, the switching of the PTC heater, and the operation of each circuit water pump and solenoid valve. It does not involve complex logic and is a routine operation of the controller.

[0046] Although the specific embodiments of the present utility model have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present utility model. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solution of the present utility model are still within the scope of protection of the present utility model.

Claims

1. A control system for an integrated battery and motor waste heat recovery passenger vehicle air conditioner, characterized by, The system includes an air conditioning subsystem, a battery thermal management subsystem, a motor cooling subsystem, and a central controller. The air conditioning subsystem is connected to the battery thermal management subsystem and the motor cooling subsystem respectively via a plate heat exchanger. The central controller is electrically connected to the air conditioning subsystem, the battery thermal management subsystem, and the motor cooling subsystem respectively. The air conditioning subsystem includes a compressor, a four-way reversing valve, an outdoor heat exchanger, a first throttling device, and an indoor heat exchanger, which are connected in sequence and form a circuit through refrigerant piping. The battery thermal management subsystem includes a battery pack and a battery cooling plate, which are connected in sequence and form a circuit through coolant piping. The motor cooling subsystem includes a motor, a motor radiator, a second water pump, and a motor controller, which are connected in sequence and form a circuit through coolant piping.

2. An integrated battery and electric motor waste heat recovery coach air conditioning control system as claimed in claim 1, wherein, The battery thermal management subsystem and the motor cooling subsystem exchange heat through the plate heat exchanger.

3. An integrated battery and electric motor waste heat recovery coach air conditioning control system as claimed in claim 2, wherein, One side of the plate heat exchanger is connected in series in the coolant circuit of the battery thermal management subsystem, and the other side is connected in series in the coolant circuit of the motor cooling subsystem.

4. An integrated battery and electric motor waste heat recovery coach air conditioning control system as claimed in claim 1, wherein, A PTC heater is connected in parallel to the ventilation side of the indoor heat exchanger, and the central controller is electrically connected to the PTC heater.

5. An integrated battery and electric motor waste heat recovery coach air conditioning control system as set forth in claim 1 wherein, The battery thermal management subsystem also includes a water pump and a throttling device. Both the water pump and the throttling device are connected through the coolant pipeline of the battery thermal management subsystem and together with the battery pack and battery cooling plate form a circuit.

6. An integrated battery and electric motor waste heat recovery coach air conditioning control system as set forth in claim 1 wherein, The plate heat exchanger is selectively connected to the four-way reversing valve of the air conditioning subsystem via a channel pipeline.

7. A bus air conditioning control system integrating battery and motor waste heat recovery as described in claim 1, characterized in that, The system also includes multiple solenoid valves connected to a central controller, which is electrically connected to the solenoid valves and controls the opening and closing of the multiple solenoid valves.

8. A bus air conditioning control system integrating battery and motor waste heat recovery as described in claim 7, characterized in that, Solenoid valves are installed on the pipelines where the battery cooling plate and motor radiator are located, which are used to independently adjust the coolant flow of the battery thermal management subsystem and the motor cooling subsystem.

9. A bus air conditioning control system integrating battery and motor waste heat recovery as described in claim 1, characterized in that, The battery thermal management subsystem and the motor cooling subsystem share a common set of coolant pump and expansion tank; or, The battery thermal management subsystem and the motor cooling subsystem each have their own independent coolant pump and expansion tank.

10. A bus air conditioning control system integrating battery and motor waste heat recovery as described in claim 1, characterized in that, The system also includes a temperature sensor group for detecting ambient temperature, cabin temperature, battery temperature, and motor coolant temperature; multiple temperature sensors in the temperature sensor group are respectively installed in the external environment, battery pack, motor, and coolant pipeline; the central controller is electrically connected to the temperature sensors.

Images