A secondary heat exchange thermal management system

Abstract

The utility model provides a kind of secondary heat exchange heat management system, including refrigerant circulation system and water loop system;The refrigerant circulation system includes outdoor side plate exchange and indoor side plate exchange, and the agent side of outdoor side plate exchange and indoor side plate exchange forms circulation loop;The water loop system includes passenger cabin loop, battery loop, electric control electric drive loop, and the water side of passenger cabin loop, battery loop, electric control electric drive loop is connected with outdoor side plate exchange and indoor side plate exchange, and connection and mode switching between loop are realized by ten-way valve, the passenger cabin loop includes dehumidification core body and cold and warm air core body, the battery loop includes battery temperature control, and the electric control electric drive loop includes electric controller and driver.Using heat pump system instead of the way that traditional low temperature electric car uses PTC heating, greatly improve the COP and refrigerating capacity under low temperature;Using multi-grade heat source further realizes the maximization utilization of energy. Water side is highly integrated by the combination of multi-way water valve and flow channel plate, and pipeline and device are greatly reduced.

Description

Technical Field

[0001] This utility model relates to a secondary heat exchange thermal management system. Background Technology

[0002] With increasingly stringent environmental protection requirements, the Montreal Protocol mandates a ban on refrigerants with a GWP > 150. Therefore, R134a, currently widely used in automotive refrigeration systems, will be prohibited in the future. Due to the environmentally friendly properties of natural refrigerants R290 (propane) and R744 (CO2), they are expected to become common refrigerants in automotive thermal management systems. However, the flammability of R290 and the high pressure of CO2 pose significant safety risks. For safety reasons, systems using these two refrigerants must utilize a secondary circuit.

[0003] However, the secondary circuit has the following three very serious drawbacks: The secondary circuit has a lower thermal efficiency than the primary circuit, and consumes more energy for the same cooling capacity. This exacerbates the already significant range anxiety faced by electric vehicles at low temperatures, causing owners to experience even more battery anxiety. At the same time, heat dissipation at high temperatures also requires more energy, greatly reducing the COP of the thermal management system.

[0004] For example, CN120396625A discloses an integrated secondary loop energy-efficiency thermal management system for electric vehicles using R290. This system achieves efficient integration of multi-component thermal management through the coordinated design of the refrigerant-side loop and the water-side loop. It is charged with R290 (propane) refrigerant and utilizes its high latent heat of vaporization and good thermal conductivity to transfer heat through a phase change cycle of compression, condensation, throttling, and evaporation. As a primary loop, it exchanges heat with the water-side loop through the evaporator, absorbing or releasing heat to provide a cold / heat source for the water side. Simultaneously, it interacts with the external environment through the condenser. However, its secondary loop has numerous pipes and components, resulting in a complex loop structure. These additional pipes and components significantly increase the cost of the thermal management system. Furthermore, the thermal management system occupies a large space and is heavy, requiring the sacrifice of vehicle space to accommodate it, which does not meet current user demands for lightweight and spacious vehicles. Utility Model Content

[0005] This utility model provides a secondary heat exchange management system, including a refrigerant circulation system and a water circuit system. The refrigerant circulation system includes an outdoor side heat exchanger and an indoor side heat exchanger, whose refrigerant sides are connected by pipelines to form a circulation loop. The water circuit system includes a passenger compartment circuit, a battery circuit, and an electric control and drive circuit. The passenger compartment circuit, battery circuit, and electric control and drive circuit are connected to the water side of the outdoor side heat exchanger and the indoor side heat exchanger, and the connection and mode switching between the three circuits are realized through a ten-way valve. The passenger compartment circuit includes a dehumidification core and a heating and cooling air core. The battery circuit includes a battery temperature controller. The electric control and drive circuit includes an electric controller and a driver.

[0006] On the agent-side connecting pipelines of the outdoor and indoor side heat exchangers, an electronic expansion valve is installed on one side of the pipeline, and a gas-liquid separator and a compressor are connected to the other side of the pipeline through a four-way reversing valve.

[0007] The outdoor side heat exchanger and the indoor side heat exchanger are respectively equipped with pump III and pump II at their water-side outlets. Pump III is connected to the inlet of the dehumidification core and the sixth interface of the ten-way valve. The water-side inlet of the outdoor side heat exchanger is connected to the fifth interface of the ten-way valve. Pump II is connected to the inlet of the hot and cold air core through a three-way valve. The outlet of the hot and cold air core is connected to the inlet of the indoor side heat exchanger.

[0008] The battery temperature control inlet is connected to pump II via a three-way valve and to the fourth port of a ten-way valve. The battery temperature control outlet is connected to the third port of the ten-way valve via pump I.

[0009] A one-way valve is provided between the inlet of the battery temperature control and the outlet of pump I.

[0010] The electronic controller and the actuator are connected on one side of the pipeline. The electronic controller is connected to the second port of the ten-way valve, and the actuator is connected to the first port of the ten-way valve.

[0011] It also includes a low-temperature radiator, the inlet of which is connected to the tenth port of the ten-way valve, and the outlet of which is connected to the ninth port of the ten-way valve.

[0012] The beneficial effects of this utility model are: By using a heat pump system on the fuel side instead of the traditional PTC heating method used in electric vehicles at low temperatures, the COP and cooling capacity at low temperatures can be significantly improved. Furthermore, by comprehensively utilizing multiple heat sources such as air, motor, and battery, energy utilization is maximized. Structurally, the combination of multi-way water valves and flow channels highly integrates the water side, significantly reducing piping and components, thus achieving lightweighting, cost reduction, and miniaturization of the entire vehicle.

[0013] (1) The agent side uses a heat pump structure and utilizes a four-way reversing valve to meet the different temperature and humidity requirements of the crew cabin; (2) A ten-way valve is used on the water side; the ten-way valve enables the switching between different modes, and the water valve enables the connection of different channels, thus enabling the switching between different modes.

[0014] (3) A four-way reversing valve with hot gas bypass function and step adjustment function is adopted to further reduce the minimum operating temperature of the entire thermal management system, while improving the performance of the compressor at low temperature and improving the overall energy efficiency.

[0015] (4) It can be used in the thermal management system architecture of pure electric vehicles, range-extended vehicles and hybrid vehicles; it can be widely used in secondary loop systems. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the thermal management system architecture.

[0017] Reference numerals: 1-Electronic controller, 2-Driver, 3-Low temperature radiator, 4-Ten-way valve, 5-One-way valve, 6-Battery temperature control, 7-Pump I, 8-Gas-liquid separator, 9-Compressor, 10-Four-way reversing valve, 11-Pump II, 12-Three-way valve, 13-Outdoor side panel heat exchanger, 14-Indoor side panel heat exchanger, 15-Pump III, 16-Electronic expansion valve, 17-Dehumidifier core, 18-Cold and warm air core, 19-Blower. Detailed Implementation

[0018] This utility model discloses a secondary heat exchange thermal management system, including a refrigerant circulation system and a water circuit system. The refrigerant circulation system includes an outdoor side plate heat exchanger 13 and an indoor side plate heat exchanger 14, and the refrigerant sides of the outdoor side plate heat exchanger 13 and the indoor side plate heat exchanger 14 are connected by pipelines to form a circulation loop. The water circuit system includes a passenger compartment circuit, a battery circuit, and an electric control and electric drive circuit. The passenger compartment circuit, the battery circuit, and the electric control and electric drive circuit are connected to the water side of the outdoor side plate heat exchanger 13 and the indoor side plate heat exchanger 14, and the connection and mode switching between the three circuits are realized through a ten-way valve 4. The passenger compartment circuit includes a dehumidification core 17 and a cooling and heating air core 18. The battery circuit includes a battery temperature controller 6. The electric control and electric drive circuit includes an electric controller 1 and a driver 2.

[0019] On the agent-side connecting pipes of the outdoor side plate heat exchanger 13 and the indoor side plate heat exchanger 14, an electronic expansion valve 16 is provided on one side of the pipe, and a gas-liquid separator 8 and a compressor 9 are connected to the other side of the pipe through a four-way reversing valve 10.

[0020] The outdoor side heat exchanger 13 and the indoor side heat exchanger 14 are respectively equipped with pump III 15 and pump II 11 at their water-side outlets. Pump III 15 is connected to the inlet of the dehumidification core 17 and the sixth interface of the ten-way valve 4. The water-side inlet of the outdoor side heat exchanger 13 is connected to the fifth interface of the ten-way valve 4. Pump II 11 is connected to the inlet of the hot and cold air core 18 through the three-way valve 12. The outlet of the hot and cold air core 18 is connected to the inlet of the indoor side heat exchanger 14.

[0021] The inlet of the battery temperature control 6 is connected to the pump II 11 via the three-way valve 12 and to the fourth port of the ten-way valve 4. The outlet of the battery temperature control 6 is connected to the third port of the ten-way valve 4 via the pump I 7.

[0022] A one-way valve 5 is provided between the inlet of the battery temperature control 6 and the outlet of the pump I 7.

[0023] The electronic controller 1 and the driver 2 are connected through one side of the pipeline. The electronic controller 1 is connected to the second interface of the ten-way valve 4, and the driver 2 is connected to the first interface of the ten-way valve 4.

[0024] It also includes a low-temperature radiator 3, the inlet of which is connected to the tenth port of the ten-way valve 4, and the outlet of which is connected to the ninth port of the ten-way valve 4.

[0025] This thermal management system changes the flow direction and flow distribution of coolant through a 10-way valve and a 3-way proportional valve. It integrates the heat pump circulation and water circulation on the fuel side, and manages the three major thermal management needs of the crew compartment, battery, and electric drive and control as a whole, so as to achieve the transfer and efficient utilization of energy between different components.

[0026] The fuel side uses a heat pump structure and a four-way reversing valve to meet the different temperature and humidity requirements of the crew cabin. A ten-way valve is used on the water side; the ten-way valve enables switching between different modes, and the water valve enables connection between different channels, thus enabling switching between different modes.

[0027] A four-way reversing valve with hot gas bypass function and step adjustment is adopted to further reduce the minimum operating temperature of the entire thermal management system, while improving the compressor performance at low temperatures and improving overall energy efficiency.

[0028] Usable refrigerants include, but are not limited to, R290 and CO2; The water pump 2 and the three-way proportional regulating valve in this utility model can be integrated or separate. The integrated type can further reduce the size and weight. For clarity, this article describes them as separate.

[0029] This invention can be used for thermal management system architecture solutions for pure electric vehicles, range-extended vehicles, and hybrid vehicles; it can be widely applied to secondary circuit systems.

[0030] Example 1: Crew Cabin Thermal Management Control Table 1. Crew Cabin Thermal Control Table

[0031] Control logic flow (taking refrigeration as an example): 1. Sensing layer: Receives signals such as the set temperature of the crew cabin, the actual temperature, and the ambient temperature.

[0032] 2. Decision-making level: If the actual temperature is higher than the set temperature, the ECU decides to enter the cooling mode.

[0033] 3. Execution layer: Start the compressor and control the target evaporation temperature.

[0034] Control the four-way valve to the "cooling" position (compressor > OutEXC > EXV > InEXC > four-way valve > ACCU).

[0035] Start pump II.

[0036] Adjust the three-way proportional valve to close port A and open ports B and C, so that all the coolant flows to the heating and cooling air core.

[0037] Open the air damper of the air conditioning unit to the cold and hot air core passage and start the blower.

[0038] 4. Feedback Adjustment: Based on the temperature sensor at the air outlet or inside the cabin, the PID controller adjusts the compressor speed, EXV opening, and blower air volume to stabilize T_cabin at T_set_cabin.

[0039] Example 2: Battery thermal management control: The battery mode depends primarily on the on / off state of the ten-way valve, the start / stop and speed of pump I, and whether a cold or hot source is introduced on the refrigerant side.

[0040] Table 2 Battery Temperature Control Table

[0041] Control logic flow (taking strong battery cooling as an example): 1. Sensing layer: Receives signals of battery temperature, battery load, and target battery temperature range.

[0042] 2. Decision-making level: If the battery temperature is greater than the preset battery temperature + ΔT (and the temperature difference is large), the ECU decides that a strong cooling mode is required.

[0043] 3. Execution layer: Ensure the refrigerant side is operating in refrigeration mode (generating a cold source).

[0044] Control the 10-way valve to connect ports 3 and 8, so that the water from the battery circuit can flow into the main water channel leading to InEXC.

[0045] Control the three-way proportional valve to open port A, introducing a portion of the coolant from InEXC into the battery circuit.

[0046] Start or increase the speed of Pump I to accelerate the circulation of coolant in the battery circuit.

[0047] 4. Feedback adjustment: Based on T_batt, the PID controller adjusts the opening of the three-way proportional valve A port (to control the amount of cooling capacity) and the speed of pump I to prevent the battery from overcooling.

[0048] Example 3: Electric Drive, Electronic Control, and Thermal Management Control The electric drive and control mode is relatively simple, with heat dissipation as the core. However, in low-temperature environments, it can be switched to waste heat recovery mode to provide heat to the system.

[0049] Table 3 Electric Drive, Electric Control, and Temperature Control Table

[0050] Control logic flow (taking waste heat recovery as an example): 1. Sensing layer: Receives signals of electric drive and control temperature, battery temperature, and crew cabin heating demand.

[0051] 2. Decision-making level: If the electric drive and control temperature is high (the motor generates waste heat) and the battery temperature is lower than the set temperature, the battery needs to be heated. The ECU decides to enter the waste heat recovery mode to heat the battery.

[0052] 3. Execution layer: Control the 10-way valve to change the water outlet path of the electric drive and control circuit. For example, in waste heat recovery mode, the hot water from the electric drive and control circuit does not go to LTR or OutEXC, but instead flows directly into the water circuit leading to the indoor side panel heat exchanger (which is the condenser at this time) through the 10-way valve (1>8) to provide heat for the battery and crew compartment.

[0053] Adjust the speed of pump III to control the rate of heat extraction.

[0054] 4. Feedback regulation: Based on T_batt and the crew cabin temperature, coordinate and control the heat distribution of the entire system.

[0055] The essence of this thermal management system lies in coordination and switching: Synergy: No longer three separate systems, but a unified whole. For example, strong battery cooling requires the passenger compartment cooling mode to provide a cold source; waste heat from the motors can be used to heat the battery and passenger compartment.

[0056] Switching: Through the core component of the ten-way valve, much like a railway switchman, the flow direction of the coolant is flexibly changed, thereby achieving smooth and rapid switching between more than twenty operating modes. All controls are based on a complex sensor network and decision-making algorithms, uniformly commanded by the central controller (ECU), ultimately maximizing energy efficiency.

Claims

1. A secondary heat exchange thermal management system, comprising a refrigerant circulation system and a water circuit system, characterized in that: The refrigerant circulation system includes an outdoor side heat exchanger (13) and an indoor side heat exchanger (14). The refrigerant sides of the outdoor side heat exchanger (13) and the indoor side heat exchanger (14) are connected by pipes to form a circulation loop. The water circuit system includes a passenger compartment circuit, a battery circuit, and an electric control and electric drive circuit. The passenger compartment circuit, the battery circuit, and the electric control and electric drive circuit are connected to the water side of the outdoor side heat exchanger (13) and the indoor side heat exchanger (14). The connection and mode switching between the three circuits are realized through a ten-way valve (4). The passenger compartment circuit includes a dehumidifying core (17) and a cooling and heating core (18). The battery circuit includes a battery temperature controller (6). The electric control and electric drive circuit includes an electric controller (1) and a driver (2).

2. The secondary heat exchange thermal management system according to claim 1, characterized in that: On the agent side lines of the outdoor side heat exchanger (13) and the indoor side heat exchanger (14), an electronic expansion valve (16) is provided on one side of the pipeline, and a gas-liquid separator (8) and a compressor (9) are connected to the other side of the pipeline through a four-way reversing valve (10).

3. The secondary heat exchange thermal management system according to claim 1, characterized in that: The water-side outlets of the outdoor side heat exchanger (13) and the indoor side heat exchanger (14) are respectively equipped with pump III (15) and pump II (11). Pump III (15) is connected to the inlet of the dehumidification core (17) and the sixth interface of the ten-way valve (4). The water-side inlet of the outdoor side heat exchanger (13) is connected to the fifth interface of the ten-way valve (4). Pump II (11) is connected to the inlet of the hot and cold air core (18) through the three-way valve (12). The outlet of the hot and cold air core (18) is connected to the inlet of the indoor side heat exchanger (14).

4. The secondary heat exchange thermal management system according to claim 3, characterized in that: The inlet of the battery temperature control (6) is connected to pump II (11) through a three-way valve (12) and to the fourth interface of the ten-way valve (4). The outlet of the battery temperature control (6) is connected to the third interface of the ten-way valve (4) through pump I (7).

5. The secondary heat exchange thermal management system according to claim 4, characterized in that: A one-way valve (5) is provided between the inlet of the battery temperature control (6) and the outlet of pump I (7).

6. The secondary heat exchange thermal management system according to claim 1, characterized in that: The electronic controller (1) and the driver (2) are connected through one side of the pipe. The electronic controller (1) is connected to the second interface of the ten-way valve (4), and the driver (2) is connected to the first interface of the ten-way valve (4).

7. The secondary heat exchange thermal management system according to claim 1, characterized in that: It also includes a low-temperature radiator (3), the inlet of which is connected to the tenth port of the ten-way valve (4), and the outlet of which is connected to the ninth port of the ten-way valve (4).

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