A new energy vehicle multi-source thermal management system

Abstract

The utility model discloses a new energy automobile multi -source heat management system. The new energy automobile multi -source heat management system includes refrigerant circuit, and refrigerant circuit includes compressor, and the compressor is connected with water condenser, and water condenser is connected with parallel first control valve and second control valve, and first control valve is connected with air conditioner evaporimeter, and second control valve is connected with battery cooler, and battery cooler and air conditioner evaporimeter are connected with compressor after parallel, and refrigerant circuit is coupled with air -heating circuit through water condenser, and air -heating circuit includes parallel air -heating core body and air conditioner low temperature water tank, and one end of air -heating core body and air conditioner low temperature water tank parallel is connected with water condenser through first three -way proportional water valve, and the other end of air -heating core body and air conditioner low temperature water tank parallel is connected with water condenser through air conditioner water pump. The utility model has solved the low problem of prior art reliability.

Description

Technical Field

[0001] This utility model relates to the field of new energy vehicle technology, and in particular to a multi-source thermal management system for new energy vehicles. Background Technology

[0002] There is an existing Chinese utility model patent with authorization announcement number CN114683804B and titled "A Multi-Source Heat Pump System for Electric Vehicles". The system has a relatively complex structure, especially the refrigerant circuit: "The air outlet of compressor 21 is connected to the inlet of water-to-water condenser 23 via a first shut-off valve 22; the outlet of water-to-water condenser 23 is connected to the in-vehicle evaporator 28, outdoor condenser 26, electric drive cooler 11, and battery cooler 44 via corresponding throttling devices. The refrigerant flow controlled by the first shut-off valve 22 corresponds to the heating cycle of the in-vehicle air conditioning circuit. The air outlet of compressor 21 is connected to the inlet of outdoor condenser 26 via a second shut-off valve 25; the outlet of outdoor condenser 26 is connected to liquid-gas separator 24 via a third shut-off valve 29, and the outlet of outdoor condenser 26 is also connected to one end of a fourth shut-off valve 27, the other end of which is connected to the in-vehicle evaporator 28, electric drive cooler 11, and battery cooler 44 via corresponding throttling devices. The refrigerant flow controlled by the second shut-off valve 25 corresponds to the cooling cycle of the in-vehicle air conditioning circuit." This complexity in refrigerant and lubricant migration leads to a series of problems, such as compressor damage, resulting in decreased system reliability. Utility Model Content

[0003] The purpose of this invention is to provide a multi-source thermal management system for new energy vehicles that is simple in structure and highly reliable.

[0004] To achieve the above-mentioned objectives of this utility model, the multi-source thermal management system for new energy vehicles adopts the following technical solution:

[0005] A multi-source thermal management system for new energy vehicles includes a refrigerant circuit, which 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, and 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.

[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 this utility model are as follows:

[0013] 1. The heating circuit is coupled to the refrigerant circuit through a water condenser, so that the refrigerant no longer passes through the air conditioner's low-temperature water tank, simplifying 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 1 This is a schematic diagram of the structure of the new energy vehicle multi-source thermal management system of this utility model.

[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 only for illustrating the present invention and not for limiting the scope of the present 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 new energy vehicle multi-source thermal management system of this utility model 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 for 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 also 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 implementation methods of this utility model and is not intended to limit the scope of protection of this utility model.

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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