WO2023185268A1 - 集成式热管理系统及车辆 - Google Patents

集成式热管理系统及车辆 Download PDF

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Publication number
WO2023185268A1
WO2023185268A1 PCT/CN2023/075567 CN2023075567W WO2023185268A1 WO 2023185268 A1 WO2023185268 A1 WO 2023185268A1 CN 2023075567 W CN2023075567 W CN 2023075567W WO 2023185268 A1 WO2023185268 A1 WO 2023185268A1
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WO
WIPO (PCT)
Prior art keywords
subsystem
heat
battery
heating
value
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2023/075567
Other languages
English (en)
French (fr)
Inventor
廉玉波
凌和平
宋淦
闫磊
熊永
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BYD Co Ltd
Original Assignee
BYD Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Priority to JP2024541115A priority Critical patent/JP7804083B2/ja
Priority to EP23777647.1A priority patent/EP4501671A4/en
Priority to KR1020247021794A priority patent/KR20240123810A/ko
Priority to CA3244915A priority patent/CA3244915A1/en
Publication of WO2023185268A1 publication Critical patent/WO2023185268A1/zh
Priority to US18/782,925 priority patent/US20240375547A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/323—Cooling devices using compression characterised by comprising auxiliary or multiple systems, e.g. plurality of evaporators, or by involving auxiliary cooling devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/0073—Control systems or circuits characterised by particular algorithms or computational models, e.g. fuzzy logic or dynamic models
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H1/00899—Controlling the flow of liquid in a heat pump system
    • B60H1/00907—Controlling the flow of liquid in a heat pump system where the flow direction of the refrigerant changes and an evaporator becomes condenser
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H1/00899—Controlling the flow of liquid in a heat pump system
    • B60H1/00921—Controlling the flow of liquid in a heat pump system where the flow direction of the refrigerant does not change and there is an extra subcondenser, e.g. in an air duct
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/02—Heating, cooling or ventilating devices the heat being derived from the propulsion plant
    • B60H1/14—Heating, cooling or ventilating devices the heat being derived from the propulsion plant other than from cooling liquid of the plant
    • B60H1/143—Heating, cooling or ventilating devices the heat being derived from the propulsion plant other than from cooling liquid of the plant the heat being derived from cooling an electric component, e.g. electric motors, electric circuits, fuel cells or batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3205—Control means therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3205—Control means therefor
    • B60H1/3213—Control means therefor for increasing the efficiency in a vehicle heat pump
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3227—Cooling devices using compression characterised by the arrangement or the type of heat exchanger, e.g. condenser, evaporator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3228—Cooling devices using compression characterised by refrigerant circuit configurations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3228—Cooling devices using compression characterised by refrigerant circuit configurations
    • B60H1/32284—Cooling devices using compression characterised by refrigerant circuit configurations comprising two or more secondary circuits, e.g. at evaporator and condenser side
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/25—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by controlling the electric load
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/63—Control systems
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/63—Control systems
    • H01M10/633—Control systems characterised by algorithms, flow charts, software details or the like
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/657—Means for temperature control structurally associated with the cells by electric or electromagnetic means
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
    • H01M10/663—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of AC power input into DC power output; Conversion of DC power input into AC power output
    • H02M7/42—Conversion of DC power input into AC power output without possibility of reversal
    • H02M7/44—Conversion of DC power input into AC power output without possibility of reversal by static converters
    • H02M7/48—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/53—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/537—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
    • H02M7/5387—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of AC power input into DC power output; Conversion of DC power input into AC power output
    • H02M7/42—Conversion of DC power input into AC power output without possibility of reversal
    • H02M7/44—Conversion of DC power input into AC power output without possibility of reversal by static converters
    • H02M7/48—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/53—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/537—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
    • H02M7/5387—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration
    • H02M7/53871—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration with automatic control of output voltage or current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H2001/00307—Component temperature regulation using a liquid flow
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P2209/00—Indexing scheme relating to controlling arrangements characterised by the waveform of the supplied voltage or current
    • H02P2209/01—Motors with neutral point connected to the power supply
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage

Definitions

  • the present disclosure relates to an integrated thermal management system and a vehicle.
  • the current vehicle thermal management system is not only difficult to meet the heat demand for heating the vehicle's passenger compartment and battery, but the heat distribution for the vehicle's passenger compartment and battery is not reasonable enough, and is prone to problems such as insufficient heat distribution and low heating efficiency.
  • the present disclosure aims to solve one of the technical problems in the related art, at least to a certain extent.
  • the first purpose of the present disclosure is to propose an integrated thermal management system that can not only meet the heat requirements of the passenger compartment and battery, but also achieve reasonable distribution of heat in the passenger compartment and battery, and by
  • the compressor's air supply and enthalpy increase can also increase the heating capacity of the heat pump subsystem and improve the energy utilization efficiency of the entire vehicle.
  • a second object of the present disclosure is to propose a vehicle.
  • the first embodiment of the present disclosure proposes an integrated thermal management system, which includes:
  • Heat pump subsystem used to heat or cool the vehicle's passenger compartment and exchange heat with the vehicle's battery
  • a high-pressure cooling subsystem for exchanging heat with the high-pressure system of the vehicle and the heat pump subsystem
  • the battery self-heating subsystem is used to heat the battery through charging and discharging of the battery
  • the heat pump subsystem includes a compressor and a control valve. One end of the control valve is connected to the exhaust port of the compressor, so The other end of the control valve is connected with the air return port of the compressor or with the air return port of the compressor through a gas-liquid separator;
  • a control subsystem is used to control the control valve to connect the exhaust port of the compressor and the air return port of the compressor to achieve air supplementation and air replenishment.
  • the first embodiment of the present disclosure also provides an integrated thermal management system, which includes:
  • the heat pump subsystem is used to exchange heat with the vehicle's passenger compartment and battery; the high-pressure cooling subsystem is used to exchange heat with the vehicle's high-voltage system and heat pump subsystem; the battery self-heating subsystem is used to charge and discharge the battery Heating; air heating subsystem, used for heat exchange with the passenger compartment; heat pump subsystem includes a compressor and a control valve. One end of the control valve is connected to the exhaust port of the compressor, and the other end of the control valve is connected to the air return port of the compressor. Communicated or connected with the air return port of the compressor through a gas-liquid separator; the control subsystem is used to control the control valve to connect the exhaust port of the compressor and the air return port of the compressor to achieve air supplementation and air replenishment.
  • heat is exchanged with the vehicle's passenger compartment and battery through the heat pump subsystem
  • heat is exchanged with the vehicle's high-pressure system and heat pump subsystem through the high-pressure cooling subsystem
  • the battery self-heating subsystem is used.
  • the system charges, discharges and heats the battery, exchanges heat with the passenger compartment through the air heating subsystem, and controls the control valve in the heat pump subsystem through the control subsystem to connect the exhaust port of the compressor and the air return port of the compressor to achieve Add air to the compressor.
  • it can not only meet the heat needs of the passenger compartment and the battery, but also achieve a reasonable distribution of heat between the passenger compartment and the battery.
  • the heating capacity of the heat pump subsystem can also be improved. Improved vehicle energy utilization efficiency.
  • the control subsystem when there is a heating demand in any one of the passenger compartment and the battery, the control subsystem is used to obtain the corresponding demand heat value, and obtain the heat pump subsystem, the The heat value and energy efficiency value that can be provided by each subsystem in the high-pressure cooling subsystem, the battery heating subsystem and the air heating subsystem are compared. The required heat value and the heat value that can be provided by each subsystem are compared to select the heat value that meets the demand. The most valuable and energy-efficient subsystem is used to heat the passenger compartment or battery where heating needs are required.
  • control subsystem is specifically configured to obtain the corresponding demand heat value when there is a heating demand in either the passenger compartment or the battery, and obtain the heat pump subsystem, high-pressure cooling subsystem, and battery heating subsystem. and the available heat value and energy efficiency value of each subsystem in the air heating subsystem, and based on the required heat value, available heat value, and energy efficiency value, determine the subsystem that meets the heating demand and has the highest energy efficiency for heating.
  • the control subsystem when there is a heating demand in the passenger compartment, is configured to obtain the available subsystems of the heat pump subsystem, the high-pressure cooling subsystem and the air heating subsystem. Provide caloric value and energy efficiency value, and obtain the caloric value and energy efficiency value that can be provided after the collaboration of different subsystems, and obtain the caloric value required by the passenger cabin, and select from each subsystem and the synergistic subsystem to satisfy the passenger cabin The passenger compartment is heated by the most energy-efficient subsystem requiring heating.
  • control subsystem is specifically configured to provide heat according to each subsystem in the heat pump subsystem, the high-pressure cooling subsystem, and the air heating subsystem and the cooperation of different subsystems when there is a heating demand in the passenger compartment.
  • value and energy efficiency value, as well as the heat demand value of the passenger compartment determine the subsystem that meets the heating requirements of the passenger compartment and has the highest energy efficiency for heating.
  • the control subsystem when the battery has a heating requirement, is configured to obtain the available subsystems of the heat pump subsystem, the high-pressure cooling subsystem, and the battery self-heating subsystem. Provide caloric value and energy efficiency value, and obtain the caloric value and energy efficiency value that can be provided after the collaboration of different subsystems, and obtain the required caloric value of the battery, and select from each subsystem and the collaborative subsystem to meet the battery heating needs And the most energy-efficient subsystem heats the battery.
  • control subsystem is specifically configured to provide heat according to the heat pump subsystem, the high-pressure cooling subsystem and the battery self-heating subsystem and the cooperation of different subsystems when the battery has heating needs. value and energy efficiency value, as well as the required heat value of the battery, determine the subsystem that meets the battery heating needs and has the highest energy efficiency for heating.
  • the control subsystem is used to obtain the heat value and energy efficiency value provided by each of the heat pump subsystem, the high-pressure cooling subsystem and the air heating subsystem, and to obtain the heat value provided by the collaboration of different subsystems. value and energy efficiency value, and obtain the required heat value of the passenger cabin, and from each subsystem and the coordinated subsystem, select the subsystem that meets the passenger cabin heating needs and has the highest energy efficiency to heat the passenger cabin;
  • the control subsystem is used to obtain the caloric value and energy efficiency value provided by each of the heat pump subsystem, the high-pressure cooling subsystem and the battery self-heating subsystem, and to obtain the heat value and energy efficiency value provided by the collaboration of different subsystems.
  • the caloric value and energy efficiency value are obtained, and the required caloric value of the battery is obtained, and from each subsystem and the coordinated subsystem, the subsystem that meets the battery heating needs and has the highest energy efficiency is selected to heat the battery;
  • the subsystem that meets the heating needs of the passenger compartment and has the highest energy efficiency is selected to be the same as the subsystem that meets the heating needs of the battery and has the highest energy efficiency, when the subsystem meets both the heating needs of the passenger compartment and the heating needs of the battery, the subsystem is controlled to perform heating;
  • the subsystem does not meet both the passenger compartment heating needs and the battery heating needs, select the subsystem that meets the passenger compartment heating needs and has the next highest energy efficiency and the subsystem that meets the battery heating needs and has the next highest energy efficiency for heating, or select One of the subsystems with the next highest energy efficiency that meets the heating requirements of the passenger compartment and the subsystem with the next highest energy efficiency that meets the battery heating requirements is heated.
  • each subsystem and the available heat value and energy efficiency value after the collaboration of different subsystems, as well as the required heat value of the passenger compartment determine Determine the subsystem that meets the heating needs of the passenger compartment and has the highest energy efficiency; based on the heat pump subsystem, high-pressure cooling subsystem, and battery self-heating subsystem, and the collaboration of different subsystems, they can provide heat value and energy efficiency value, as well as the battery's
  • the required heat value determines the subsystem that meets the battery heating needs and has the highest energy efficiency; determines the subsystem that meets the passenger compartment heating needs and has the highest energy efficiency, and when it is the same as the subsystem that meets the battery heating needs and has the highest energy efficiency, if the subsystem also meets the passenger compartment heating requirements If the cabin heating demand and battery heating demand are satisfied, the subsystem is controlled to perform heating; otherwise, a subsystem that meets the passenger compartment heating demand and has the next highest energy efficiency is
  • control subsystem is configured to obtain air return port information of the compressor in the heat pump subsystem, and supplement air and increase enthalpy of the compressor according to the air return port information, and the The control subsystem is also used to obtain the heat value and energy efficiency value of the heat pump subsystem after adding air to increase enthalpy, where the return air port information includes the return air pressure and return air temperature of the return air port of the compressor. of at least one.
  • control subsystem is also used to obtain the air return port information of the compressor in the heat pump subsystem, and perform air supply and enthalpy increase on the compressor according to the air return port information, and obtain the air supply and enthalpy increase of the heat pump subsystem.
  • the heat value and energy efficiency value can be provided, where the return air port information includes the return air pressure and/or return air temperature of the return air port of the compressor.
  • the battery self-heating subsystem includes:
  • the battery includes a first battery pack and a second battery pack, the negative electrode of the first battery pack is connected to the positive electrode of the second battery pack and the connection point is the first node;
  • the positive DC terminal of the inverter circuit is connected to the positive electrode of the first battery pack, and the negative DC terminal of the inverter circuit is connected to the negative electrode of the second battery pack;
  • the three-phase winding of the drive motor is connected to the three-phase AC terminal of the inverter circuit, and the neutral point of the three-phase winding is connected to the first node through a controllable switch;
  • the control subsystem is used to determine that the battery self-heating subsystem is used to heat the battery, control the controllable switch to be in a conductive state, and perform on-off control of the inverter circuit to pass the
  • the three-phase winding alternately oscillates and heats the first battery pack and the second battery pack.
  • the battery self-heating subsystem includes: a battery.
  • the battery includes a first battery group and a second battery group.
  • the negative electrode of the first battery group is connected to the positive electrode of the second battery group and the connection point is the first node.
  • Inverter circuit the positive DC terminal of the inverter circuit is connected to the positive pole of the first battery pack, and the negative DC terminal of the inverter circuit is connected to the negative pole of the second battery pack;
  • the drive motor the three-phase winding of the drive motor and the inverter circuit
  • the three-phase AC terminals of the three-phase winding are connected correspondingly, and the neutral point of the three-phase winding is connected to the first node through the controllable switch;
  • the control subsystem is also used to determine that the controllable switch is in the conducting state when the battery self-heating subsystem is used for heating. , and perform on-off control of the inverter circuit to alternately oscillate and heat the first battery pack and the second battery pack through the three-phase windings.
  • the control subsystem is used to first control the upper transistors of each bridge arm in the inverter circuit to be in The conduction state and the lower tube are both in the disconnected state so that the first battery pack charges the three-phase winding, and then the upper tube and the lower tube of each bridge arm in the inverter circuit are controlled to be in the disconnected state so that the three-phase winding charges the third phase winding.
  • the second battery pack is charged, and then the lower tubes of each bridge arm in the inverter circuit are controlled to be in the conducting state and the upper tubes are in the disconnected state, so that the second battery pack charges the three-phase winding, and then each bridge in the inverter circuit is controlled.
  • the upper tube and the lower tube of the arm are both disconnected to allow the three-phase winding to charge the first battery pack, and this cycle is performed to perform alternating oscillation heating.
  • control subsystem is also used to obtain the corresponding required cooling capacity value when there is a cooling demand in the passenger compartment, and control the heat pump subsystem to cool the passenger compartment according to the required cooling capacity value.
  • control subsystem is also used to obtain the corresponding required cooling capacity value when the battery has a cooling demand, and control the heat pump subsystem to exchange heat for the battery according to the required cooling capacity value.
  • control subsystem is also configured to control the disconnection of the high-pressure cooling subsystem from the high-pressure cooling subsystem if it is determined that the heat pump subsystem has no heat exchange demand when the high-pressure system has a heat dissipation demand.
  • the high-pressure cooling subsystem is controlled to perform air heat dissipation on the high-pressure system; otherwise, the high-pressure cooling subsystem is controlled to exchange heat on the heat pump subsystem to dissipate heat for the high-pressure system.
  • control subsystem is also used to control the high-pressure cooling subsystem to perform air heat dissipation on the high-pressure system if it is determined that the heat pump subsystem has no need for heat dissipation when the high-pressure system has heat dissipation requirements; otherwise, control the high-pressure cooling subsystem Supplementary heat is provided to the heat pump subsystem to dissipate heat from the high-pressure system.
  • a second embodiment of the present disclosure provides a vehicle, including an integrated thermal management system as in the first embodiment.
  • the vehicle through the above-mentioned integrated thermal management system, it can not only meet the heat requirements of the passenger compartment and battery, but also achieve reasonable distribution of heat in the passenger compartment and battery, and through the air supply to the compressor Increasing enthalpy can also improve the heating capacity of the heat pump subsystem and improve the energy utilization efficiency of the entire vehicle.
  • Figure 1 is a schematic structural diagram of an integrated thermal management system according to the first embodiment of the present disclosure
  • Figure 2 is a schematic structural diagram of an integrated thermal management system according to a second embodiment of the present disclosure
  • Figure 3 is a schematic structural diagram of an integrated thermal management system according to a third embodiment of the present disclosure.
  • Figure 4 is a schematic structural diagram of a battery self-heating subsystem according to an embodiment of the present disclosure
  • Figure 5 is a schematic diagram of the current flow of the battery self-heating subsystem according to the first embodiment of the present disclosure
  • Figure 6 is a schematic diagram of the current flow of the battery self-heating subsystem according to the second embodiment of the present disclosure
  • Figure 7 is a schematic diagram of the current flow of the battery self-heating subsystem according to the third embodiment of the present disclosure.
  • Figure 8 is a schematic diagram of the current flow of the battery self-heating subsystem according to the fourth embodiment of the present disclosure.
  • Figure 9 is a schematic structural diagram of a vehicle according to an embodiment of the present disclosure.
  • FIG. 1 is a schematic structural diagram of an integrated thermal management system according to the first embodiment of the present disclosure.
  • the system 1000 includes: a heat pump subsystem 100, a high-pressure cooling subsystem 200, a battery self-heating subsystem 300, Air heating subsystem 400 and control subsystem 500.
  • the heat pump subsystem 100 is used to exchange heat with the vehicle's passenger compartment 60 and the battery 70;
  • the high-pressure cooling subsystem 200 is used to exchange heat with the vehicle's high-pressure system 11 and the heat pump subsystem 100;
  • the battery self-heating subsystem 300 is used for heat exchange. It is used for charging and discharging the battery 70 for heating;
  • the air heating subsystem 400 is used for heat exchange with the passenger compartment 60;
  • the heat pump subsystem 100 includes the compressor 1 and the control valve 33.
  • control valve 33 One end of the control valve 33 is connected to the exhaust port of the compressor 1 The other end of the control valve 33 is connected to the air return port of the compressor 1, or the other end of the control valve 33 is connected to the air return port of the compressor 1 through the gas-liquid separator 27; the control subsystem 500 is used to control the control valve 33 to Connect the exhaust port of compressor 1 and the air return port of the compressor to achieve air replenishment and air replenishment.
  • the passenger cabin 60 when the passenger cabin 60 has heating needs, it can be heated by controlling the heat pump subsystem 100 or the air heating subsystem 400 .
  • the high-pressure cooling subsystem 200 is used to communicate with the high-pressure system 11 and the heat pump.
  • the subsystem 100 performs heat exchange.
  • the high-pressure cooling subsystem 200 can transfer the generated heat to the heat pump subsystem 100, thereby realizing heat supplementation to the heat pump subsystem 100, that is, through the heat pump subsystem 100 cooperating with high-pressure cooling.
  • the subsystem 200 can realize heating of the passenger compartment 60 .
  • the heat pump subsystem 100 can also be used to cooperate with the air heating subsystem 400 to realize the heating of the passenger compartment 60 .
  • the heat pump subsystem 100 can also be used to cooperate with the high-pressure cooling subsystem. 200 and the air heating subsystem 400 realize heating of the passenger compartment 60; when the battery 70 has a heating requirement, it can be heated by controlling the heat pump subsystem 100 or the battery self-heating subsystem 300.
  • the battery 70 can also be heated by the heat pump subsystem 100 in cooperation with the high-pressure cooling subsystem 200.
  • the battery 70 can also be heated by the heat pump subsystem 100 in cooperation with the battery self-heating subsystem 300.
  • the battery 70 can also be heated by the heat pump subsystem. 100 cooperates with the high-pressure cooling subsystem 200 and the battery self-heating subsystem 300 to realize heating of the battery 70 .
  • each subsystem can be rationally utilized according to the heating needs of the passenger compartment and battery. And the cooperation of different subsystems to achieve heating of the passenger compartment and battery can not only meet the heat needs of the passenger compartment and battery, but also achieve reasonable distribution of heat to avoid insufficient heat distribution, thereby improving the energy utilization efficiency of the entire vehicle.
  • the integrated thermal management system 1000 is also provided with an air supply and enthalpy increasing structure. That is to say, when the refrigerant flow rate suctioned by the compressor 1 is insufficient and the heating capacity of the heat pump subsystem 100 decreases, the refrigerant flow rate can also be increased.
  • the air return port of the compressor 1 is supplied with air to increase the enthalpy to improve the heating capacity of the heat pump subsystem 100.
  • the heat pump subsystem 100 is equipped with a control valve 33 inside. As shown in Figure 1, the control valve 33 can be controlled through the control subsystem.
  • the 500 controls the exhaust port of compressor 1 to be directly connected to the air return port of the compressor, and re-inputs the refrigerant diverted from the exhaust port of compressor 1 into compressor 1 to supplement air and increase enthalpy of compressor 1, thus improving the compressor
  • the refrigerant flow rate of 1; alternatively, the control subsystem 500 can also be used to control the exhaust port of the compressor 1 to be connected to the gas-liquid separator 27, and the refrigerant diverted from the exhaust port of the compressor 1 can be re-inputted into the compressor through the gas-liquid separator 27. 1. It can also realize the air supply and enthalpy increase of compressor 1. As a result, by increasing the enthalpy of the air supply to the compressor, the refrigerant flow rate flowing into the compressor is increased, thereby increasing the heating capacity of the heat pump subsystem and further improving the energy utilization efficiency of the entire vehicle.
  • control valve 33 can be a throttle control valve, the opening of which is adjustable and can also be disconnected.
  • the heat pump subsystem includes a compressor 1, a temperature and pressure sensor 2, an in-vehicle condenser 3, an electromagnetic electronic expansion valve 5, a solenoid valve 6, an external condenser 7, a single Directional valve 13, plate heat exchanger 15, solenoid valve 16, one-way valve 17/18, two-way electronic expansion valve 19, refrigerant temperature sensor 20, battery pack cold plate 21, refrigerant temperature and pressure sensor 22, throttle valve 23, solenoid Valve 24/25, one-way valve 26, gas-liquid separator 27, refrigerant temperature and pressure sensor 28, one-way valve 29, solenoid valve 30, evaporator 31, electronic expansion valve 32 and control valve 33;
  • the high-pressure cooling subsystem includes a motor Radiator 8, electronic fan 9, three-way valve 10, high pressure system 11, water pump 12 and water temperature sensor 14;
  • the air heating subsystem is wind PTC4;
  • the battery self-heating subsystem 300 directly heats the battery 70.
  • the compressor 1 When the passenger compartment 60 has a heating requirement, the compressor 1 is controlled to work and drive the refrigerant to flow into the in-vehicle condenser 3. The refrigerant condenses and releases heat in the in-vehicle condenser 3, thereby increasing the temperature of the passenger compartment 60.
  • the passenger compartment 60 is the first heat exchange and heating circuit; or when the solenoid valve 16 is controlled to open and the solenoid valve 6 is closed, the refrigerant flows into the plate heat exchanger 15 and absorbs heat and evaporates in the plate heat exchanger 15. Then it returns to the compressor 1 through the solenoid valve 30 and the gas-liquid separator 27, thereby forming a second heat exchange and heating circuit for the passenger compartment 60.
  • the high-pressure system 11 will generate heat, and through the driving
  • the water pump 12 in the high-pressure cooling subsystem can transfer the high-temperature coolant flowing out after cooling the high-pressure system 11 to the plate heat exchanger 15, which can not only cool the high-temperature coolant, but also realize the supplement of the heat pump subsystem 100. heat to improve the utilization efficiency of vehicle energy.
  • the heat emitted by the high-voltage system 11 can be waste heat or the heat generated by active control; in addition, the air can also be directly heated through the wind PTC4, and the heated air can be straight It is then blown to the passenger compartment 60 to heat it up. It should be noted that heating the passenger compartment through cooperation between various systems is as described above and will not be described again here.
  • the battery 70 can be heated directly through the battery self-heating subsystem 300 to achieve rapid heating of the battery 70; it can also be heated by controlling the heat pump subsystem 100, and the compressor 1 works and
  • the driving refrigerant flows into the battery pack cold plate 21 through the solenoid valve 24 and the throttle valve 23.
  • the refrigerant in the battery pack cold plate 21 condenses and heats the battery 70.
  • the solenoid valve 6 When the solenoid valve 6 is controlled to open and the solenoid valve 16 is closed, the refrigerant flows into the outside condenser 7, absorbs heat and evaporates in the outside condenser 7, and then returns to the compressor 1 through the solenoid valve 30 and the gas-liquid separator 27, thereby forming a first heat pump heating circuit for the battery 70; Or, when the solenoid valve 16 is controlled to open and the solenoid valve 6 is closed, the refrigerant flows into the plate heat exchanger 15, absorbs heat and evaporates in the plate heat exchanger 15, and then returns to the plate heat exchanger 15 through the solenoid valve 30 and the gas-liquid separator 27. Compressor 1, thus forming a second heat pump heating circuit for the battery 70.
  • the heat generated by the high-pressure system 11 can still supplement the heat pump subsystem 100, improving energy utilization efficiency.
  • Heating the battery is as described above and will not be repeated here.
  • the self-heating of the battery is internal heating. Compared with heating through the heat pump subsystem 100, the heating efficiency is higher, thereby improving the energy utilization efficiency of the entire vehicle; at the same time, in the process of cooling the high-voltage system 11, It can also reduce the active heat generated by the motor, allowing the motor to work in a more efficient range and improving driving efficiency.
  • the air return port of the compressor 1 can be replenished with air to increase the enthalpy by increasing the refrigerant flow rate to improve the heating capacity of the heat pump subsystem 100 .
  • Thermal capacity specifically, as shown in Figure 2, when the control subsystem 500 controls the exhaust port of the compressor 1 to communicate with the return port of the compressor, a part of the high-temperature and high-pressure gaseous refrigerant compressed by the compressor 1 is After the flow is decompressed, it flows back into the return port of compressor 1 and mixes with the gaseous refrigerant at the return port of compressor 1, thereby increasing the pressure and flow rate of the gaseous refrigerant at the return port of compressor 1, thereby increasing the heating of the heat pump subsystem 100 Capability; as shown in Figure 3, when the exhaust port of the control compressor 1 is connected to the gas-liquid separator 27 at the return port, a part of the high-temperature and high-pressure gaseous refrigerant is throttled and decompressed and flows into the gas-liquid separator through the control valve 33.
  • heat is exchanged with the vehicle's passenger compartment and battery through the heat pump subsystem, heat is exchanged with the vehicle's high-pressure system and heat pump subsystem through the high-pressure cooling subsystem, and the battery self-heating subsystem is used.
  • the system charges, discharges and heats the battery, exchanges heat with the passenger compartment through the air heating subsystem, and controls the control valve in the heat pump subsystem through the control subsystem to connect the exhaust port of the compressor and the air return port of the compressor to achieve for compressor Tonify Qi and increase Han.
  • it can not only meet the heat needs of the passenger compartment and the battery, but also achieve a reasonable distribution of heat between the passenger compartment and the battery.
  • the heating capacity of the heat pump subsystem can also be improved. Improved vehicle energy utilization efficiency.
  • control subsystem is specifically configured to obtain the corresponding demand heat value when there is a heating demand in any of the passenger compartment and the battery, and obtain the heat pump subsystem, high-pressure cooling subsystem, battery heating subsystem and air
  • the available heat value and energy efficiency value of each subsystem in the heating subsystem are determined, and based on the required heat value, available heat value, and energy efficiency value, the subsystem that meets the heating demand and has the highest energy efficiency is determined for heating.
  • the heat demand value of the passenger compartment is obtained from the current ambient temperature and the required ambient temperature.
  • the heat demand value of the battery is obtained from the temperature at which the battery can operate normally and the current ambient temperature.
  • the heat pump subsystem's available heat value is obtained by The power of the compressor of the heat pump subsystem and the evaporation amount of the refrigerant are obtained.
  • the power of the compressor can be obtained through the rotation speed, voltage and current of the compressor.
  • the evaporation amount of the refrigerant can be obtained by flowing through the external condenser or plate exchanger.
  • the temperature difference before and after the refrigerant of the heater is obtained, that is, based on the enthalpy difference of the refrigerant entering and exiting the condenser or plate heat exchanger outside the vehicle.
  • the energy efficiency value provided by the heat pump subsystem is the calibrated value, and the corresponding energy efficiency value is obtained by looking up the table.
  • the available heat value of the high-voltage cooling subsystem is provided to the motor in the high-voltage system. By obtaining the motor's operating voltage, current and frequency to obtain the heat production value of the motor, the available heat value of the high-voltage cooling subsystem can be obtained.
  • High-pressure cooling The energy efficiency value that the subsystem can provide is the energy efficiency value of the motor.
  • the energy efficiency value of the motor is also calibrated in advance through experiments, and the corresponding energy efficiency value is obtained by looking up the table;
  • the heat value that the battery heating subsystem can provide is the current battery
  • the heat that the heating subsystem can provide within the safe range of use is obtained based on the working current in the battery heating subsystem.
  • the energy efficiency value of the battery heating subsystem is also calibrated in advance through experiments. method to obtain the corresponding energy efficiency value;
  • the available heat value of the air heating subsystem is the heat that can be provided by the current air heating subsystem when it is working normally.
  • the available heat value is obtained based on the working current in the air heating subsystem. It is also obtained through experiments.
  • the method is to calibrate the energy efficiency value of the air heating subsystem in advance, and obtain the corresponding energy efficiency value by looking up the table.
  • the corresponding demand heat value is obtained through the control subsystem, and the heat pump subsystem, high-pressure cooling subsystem, and battery heating are obtained through the control subsystem.
  • the available heat value and the corresponding energy efficiency value of each subsystem in the subsystem and air heating subsystem are compared.
  • the required heat value and the heat value that each subsystem can provide are compared, and the subsystem that meets the heating demand and has the highest energy efficiency is selected.
  • This subsystem is used to heat modules with heating needs, so that on the premise of meeting the heat needs of the passenger compartment and battery, the heat of the entire vehicle can be reasonably distributed and the energy utilization efficiency of the entire vehicle can be improved.
  • control subsystem is specifically used to provide heat value and energy efficiency value based on the heat pump subsystem, high pressure cooling subsystem and air heating subsystem and the cooperation of different subsystems when there is a heating demand in the passenger compartment. , and the required heat value of the passenger compartment, determine the subsystem that meets the heating requirements of the passenger compartment and has the highest energy efficiency for heating.
  • the required heat value of the passenger cabin is obtained.
  • the required heat value is A
  • the available heat value and energy efficiency value of each subsystem are obtained through the control subsystem.
  • the heat pump subsystem can provide heat value C and energy efficiency value c
  • the high-pressure cooling subsystem can provide heat value D and energy efficiency value d
  • the air heating subsystem can provide heat value F and energy efficiency value f.
  • the heat pump subsystem and the high-pressure cooling subsystem can provide heat value and the corresponding energy efficiency value is cd
  • the heat pump subsystem and the air heating subsystem can provide The heat value that the system can provide is C+F and the corresponding energy efficiency value cf.
  • the heat pump subsystem in cooperation with the high-pressure cooling subsystem and the air heating subsystem, can provide a heat value of C+D+F and the corresponding energy efficiency value cdf.
  • the heat pump subsystem cooperates with the high-pressure cooling subsystem and the air heating subsystem.
  • Subsystems, air heating subsystems, heat pump subsystems in collaboration with high-pressure cooling subsystems, heat pump subsystems in collaboration with air heating subsystems, and heat pump subsystems in collaboration with high-pressure cooling subsystems and air heating subsystems can provide heat values (C, F, C+ D, C+F and C+D+F) are compared with the required heat value (A), and the subsystem that meets the heating demand and has the highest energy efficiency value is selected to heat the passenger compartment. As a result, the passenger compartment is heated through the cooperation of each subsystem or different subsystems, improving the heating efficiency and improving the driving experience of the cockpit user.
  • control subsystem is specifically used to provide heat value and energy efficiency value based on the heat pump subsystem, high-pressure cooling subsystem, and battery self-heating subsystem and the collaboration of different subsystems when the battery has heating needs. , and the required heat value of the battery, determine the subsystem that meets the battery heating needs and has the highest energy efficiency for heating.
  • the available heat value and energy efficiency value of each subsystem are obtained through the control subsystem, for example: heat pump subsystem The available heat value C and energy efficiency value c, the high-pressure cooling subsystem's available heat value D and energy efficiency value d, and the battery self-heating subsystem's available heat value G and energy efficiency value g. Further, different subsystems can be obtained The heat value and energy efficiency value that can be provided by the system after collaboration. For example: the heat pump subsystem in collaboration with the high-pressure cooling subsystem can provide a heat value of C+D and the corresponding energy efficiency value is cd.
  • the heat pump subsystem in collaboration with the battery self-heating subsystem can provide The heat value provided by the heat pump subsystem is C+G and the corresponding energy efficiency value cg.
  • the heat pump subsystem cooperates with the high-pressure cooling subsystem and the battery self-heating subsystem to provide a heat value of C+D+G and the corresponding energy efficiency value cdg.
  • the heat pump subsystem , the battery self-heating subsystem, the heat pump subsystem in collaboration with the high-pressure cooling subsystem, the heat pump subsystem in collaboration with the battery self-heating subsystem, and the heat pump subsystem in collaboration with the high-pressure cooling subsystem and the battery self-heating subsystem can provide heat values (C, G, C +D, C+G and C+D+G) are compared with the required heat value (B), and the subsystem that meets the heating demand and has the highest energy efficiency value is selected to heat the battery. Therefore, when the battery needs heating, the heat pump subsystem can be used to heat it, or the battery self-heating subsystem can be used to directly heat the battery to obtain higher heating efficiency. Different subsystems can also be combined Used in conjunction to heat the battery, the heating rate and amplitude of the battery can be increased.
  • the collaborative subsystems can provide heat value and energy efficiency value, as well as the required heat value of the passenger compartment, to determine the subsystem that meets the heating needs of the passenger compartment and has the highest energy efficiency; based on the heat pump subsystem, high-pressure cooling subsystem and battery self-heating subsystem
  • Each subsystem and the collaboration of different subsystems can provide heat value and energy efficiency value, as well as the required heat value of the battery, determine the subsystem that meets the battery heating needs and has the highest energy efficiency; determine the subsystem that meets the passenger compartment heating needs and has the highest energy efficiency, When it is the same as the subsystem that meets the battery heating needs and has the highest energy efficiency, if the subsystem meets both the passenger cabin heating needs and the battery heating needs, then control the subsystem to heat, otherwise determine the subsystem that meets the passenger cabin heating needs and has the second highest energy efficiency. system, and/or, the subsystem with the next highest energy efficiency that meets the battery
  • the available heat value of the heat pump subsystem obtained through the control subsystem is C and the energy efficiency value is c
  • the high-pressure cooling subsystem can provide heat value D and the energy efficiency value is d
  • the air heating subsystem can provide heat value F and the energy efficiency value is f
  • the battery self-heating subsystem can provide The heat value is G and the energy efficiency value is g.
  • the heat pump subsystem, the air heating subsystem, the heat pump subsystem cooperates with the high-pressure cooling subsystem, the heat pump subsystem cooperates with the air heating subsystem, and the heat pump subsystem cooperates with the high-pressure cooling subsystem and the air heating subsystem.
  • the system can provide heat values (C, F, C+D, C+F and C+D+F) for comparison with the required heat value (A) of the passenger compartment, and select the one that meets the heating demand and has the highest energy efficiency value.
  • the heat pump subsystem the battery self-heating subsystem, the heat pump subsystem cooperates with the high-pressure cooling subsystem
  • the heat pump subsystem cooperates with the battery self-heating subsystem
  • the heat pump subsystem cooperates with the high-pressure cooling subsystem and the battery self-heating subsystem to provide heat value (C, G, C+D, C+G and C+D+G) are compared with the required heat value (B), and the subsystem that meets the heating demand and has the highest energy efficiency value is selected.
  • the corresponding subsystems are used to heat the passenger compartment and the battery respectively, that is, the subsystem that meets the heating requirements of the passenger compartment and is the most energy efficient one is used.
  • the most energy-efficient subsystem heats the passenger compartment, and the most energy-efficient subsystem that meets the battery heating needs is used to heat the battery.
  • the subsystem with the highest energy efficiency that meets the heating requirements of the passenger compartment is the same as the subsystem with the highest energy efficiency that meets the heating requirements of the battery, it may cause energy dispersion when using the same subsystem to heat the passenger compartment and the battery. Therefore, judgment needs to be made Whether the subsystem can meet the heating requirements of the passenger compartment and the heating requirements of the battery at the same time. If the subsystem meets the heating requirements of the passenger compartment and the battery heating requirements at the same time, the subsystem is controlled to perform heating.
  • a subsystem that meets the heating requirements of the passenger compartment and has the next highest energy efficiency can be obtained, and the subsystem that meets the heating requirements of the passenger compartment and has the next highest energy efficiency can be used to heat the passenger compartment.
  • the subsystem that meets the battery heating needs and has the highest energy efficiency to heat the battery; you can also obtain the subsystem that meets the battery heating needs and has the next highest energy efficiency, and uses the subsystem that meets the passenger compartment heating needs and has the highest energy efficiency to heat the passenger compartment.
  • the subsystem with the next highest energy efficiency that meets the battery heating needs heats the battery; it can also be obtained at the same time Obtain the subsystem that meets the heating needs of the passenger compartment and has the second highest energy efficiency and obtain the subsystem that meets the heating needs of the battery and has the second highest energy efficiency. Determine the subsystem that meets the heating needs of the passenger compartment and has the second highest energy efficiency and the subsystem that meets the heating needs of the battery and has the second highest energy efficiency.
  • the respective corresponding subsystems are used to heat the passenger compartment and the battery, that is, use
  • the subsystem that meets the heating requirements of the passenger compartment and has the second highest energy efficiency is used to heat the passenger compartment.
  • the subsystem that meets the heating requirements of the battery and is the second most energy efficient is used to heat the battery.
  • the subsystem that meets the heating requirements of the passenger compartment and has the second highest energy efficiency meets the If the battery heating demand and the subsystem with the next highest energy efficiency are the same, then it is judged whether the subsystem can meet the passenger compartment heating demand and the battery heating demand at the same time. If the subsystem meets the passenger compartment heating demand and the battery heating demand at the same time, then control the subsystem Apply heat.
  • control subsystem is also used to obtain air return port information of the compressor in the heat pump subsystem, supplement air to the compressor to increase enthalpy based on the air return port information, and obtain the availability of the heat pump subsystem after adding air to increase enthalpy.
  • the heat value and energy efficiency value are provided, where the return air port information includes the return air pressure and/or return air temperature of the return air port of the compressor.
  • the return air port information of the compressor 1 in the heat pump subsystem 100 is obtained through the control subsystem 500 , where the return air port information includes the return air pressure and/or the return air of the return air port of the compressor 1 Temperature, that is to say, the return air port information obtained by the control subsystem 500 can be the return air pressure of the return air port, the return air temperature of the return air port, or the return air pressure and return air temperature of the return air port.
  • the return air pressure of the return air port is obtained through the temperature and pressure sensor 2.
  • the exhaust port of compressor 1 can be controlled to be connected to the return port.
  • the exhaust port of compressor 1 is connected to the return port, a part of the high-temperature and high-pressure gaseous refrigerant compressed by compressor 1 is throttled. After the flow is depressurized, it flows back into the return port of compressor 1 through control valve 33, and is mixed with the gaseous refrigerant at the return port of compressor 1, thereby improving the gas state at the return port of compressor 1.
  • the preset second threshold of return air pressure is greater than or equal to the preset first threshold of return air pressure. That is to say, the preset second threshold of return air pressure is equal to the preset first threshold of return air pressure, or may be greater than the preset first threshold of return air pressure.
  • the exhaust port of the compressor 1 can also be controlled to communicate with the gas-liquid separator 27 at the return air port.
  • the exhaust port of the compressor 1 when the exhaust port of the compressor 1 is connected to the gas-liquid separator 27 at the air return port, a part of the high-temperature and high-pressure gaseous refrigerant is throttled and decompressed and then flows into the gas-liquid separator 27, thereby increasing the pressure in the gas-liquid separator 27.
  • the liquid refrigerant in the gas-liquid separator 27 can also be heated to phase into gaseous refrigerant, thereby increasing the pressure and flow rate of the gaseous refrigerant flowing into the return port of the compressor 1.
  • the second threshold value of the return air pressure is preset, the connection between the exhaust port of the compressor 1 and the gas-liquid separator 27 at the return air port is disconnected, and the air supply and enthalpy increase to the compressor 1 are stopped.
  • the return air temperature of the return air port is obtained through the temperature and pressure sensor 2.
  • the compression can also be controlled by controlling the return air temperature.
  • the exhaust port of the compressor 1 is connected to the return port or the exhaust port of the compressor 1 is connected to the gas-liquid separator 27 at the return port to increase the pressure and flow rate of the gaseous refrigerant at the return port of the compressor 1.
  • the specific control process is here No longer. As a result, the compressor can do more work at low temperatures, reduce the dependence on the heat absorbed by the return air port, improve the heating capacity of the heat pump subsystem at low temperatures, and meet the use needs of the heat pump subsystem at lower temperatures. .
  • the return air pressure and return air temperature of the return air port are simultaneously obtained through the temperature and pressure sensor 2.
  • the obtained return air pressure is less than the preset return air pressure first threshold and the obtained return air temperature is less than the preset return air temperature threshold, that is, compression
  • the exhaust port of the compressor 1 can also be controlled to communicate with the air return port or the exhaust port of the compressor 1 can be controlled to communicate with the gas-liquid separator 27 at the air return port. , to increase the pressure and flow rate of the gaseous refrigerant at the air return port of compressor 1. The specific control process will not be described again here.
  • the pressure of the refrigerant at the compressor suction port can be increased by directly introducing the high-temperature and high-pressure refrigerant from the compressor exhaust port to the compressor's air return port or indirectly introducing the refrigerant to the compressor's air return port through a gas-liquid separator. and flow, thereby improving the working capacity and heating capacity of the heat pump subsystem; at the same time, the enthalpy increase of the supplementary air only involves the connection between the compressor exhaust port and the air return port, or the air flow between the compressor exhaust port and the air return port.
  • the liquid separator is connected, has a simple structure, is easy to arrange, and has low cost.
  • the heat pump subsystem when the passenger compartment has heating needs, the heat pump subsystem, air heating subsystem, supplementary air subsystem, The heat pump subsystem after adding air to increase enthalpy cooperates with the high-pressure cooling subsystem, the heat pump subsystem after adding air to increase enthalpy cooperates with the air heating subsystem, or the heat pump subsystem after adding air to increase enthalpy cooperates with the high-pressure cooling subsystem and the air heating subsystem to provide Calorie value and energy efficiency value, determine which one meets the heating needs of the passenger compartment and has the highest energy efficiency to heat the passenger compartment; when the battery has heating needs, obtain the heat pump subsystem, battery self-heating subsystem, and air supplementation after adding air to increase enthalpy.
  • the heat pump subsystem after increasing the enthalpy cooperates with the high-pressure cooling subsystem, the heat pump subsystem after adding air to increase the enthalpy cooperates with the battery self-heating subsystem, or the heat pump subsystem after adding air to increase the enthalpy cooperates with the high-pressure cooling subsystem and the battery self-heating subsystem.
  • the provided heat value and energy efficiency value are used to determine which one meets the passenger compartment heating needs and has the highest energy efficiency to heat the battery.
  • the battery self-heating subsystem 300 includes: a battery 70.
  • the battery 70 includes a first battery pack 71 and a second battery pack 72.
  • the negative electrode of the first battery pack 71 is connected to the second battery pack 72.
  • the positive terminal of 72 is connected to the first node N; the inverter circuit 310, the positive DC terminal of the inverter circuit 310 is connected to the positive terminal of the first battery pack 71, and the negative DC terminal of the inverter circuit 310 is connected to the second battery pack 72
  • the negative pole is connected; the drive motor 320, the three-phase winding of the drive motor 320 is connected to the three-phase AC terminal of the inverter circuit 310, and the neutral point of the three-phase winding is connected to the first node N through the controllable switch 330;
  • the control subsystem 500 is also used to determine that when the battery self-heating subsystem 300 is used for heating, the controllable switch 330 is in a conductive state, and the inverter circuit 310 is controlled on and off to power the first battery group 71 and the second battery pack 71 through the three-phase winding.
  • the battery pack 72 is heated by alternating oscillation.
  • control subsystem 500 is specifically used to first control the upper tubes of each bridge arm in the inverter circuit 310 to be in the on state and the lower tubes to be in the off state so that the first battery pack 71 charges the three-phase winding, and then The upper tube and the lower tube of each bridge arm in the inverter circuit 310 are controlled to be in a disconnected state so that the three-phase winding charges the second battery pack 72, and then the lower tube of each bridge arm in the inverter circuit 310 is controlled to be in a conductive state. The upper tube and the lower tube of each bridge arm in the inverter circuit 4 are controlled to be disconnected so that the three-phase winding can charge the three-phase winding. A battery pack 71 is charged and cycled to perform alternating oscillation heating.
  • the control subsystem 500 controls the controllable switch 330 to be in a conductive state, and when the upper tubes of each bridge arm in the inverter circuit 310 are controlled to be in a conductive state,
  • the lower tube and the lower tube are all in the disconnected state, that is, T1, T2, and T3 are in the conductive state, and when T4, T5, and T6 are in the disconnected state, as shown in Figure 5,
  • the current flows from the positive electrode of the first battery pack 71 through T1 , T2, and T3, the three-phase windings LU, LV, and LW of the driving motor 320 are charged.
  • the charged current returns to the negative pole of the first battery pack 71 through the controllable switch 330.
  • the first battery pack 71 is discharged and The three-phase windings LU, LV, and LW of the drive motor 320 are charged.
  • the battery self-heating subsystem can realize charging and discharging of the first battery pack and the second battery pack in different periods, ensuring that only one battery pack is charging or discharging at the same time, which not only can form staggered oscillating heating circuit, and can reduce battery ripple;
  • the lead wire set at the midpoint of the first battery pack and the second battery pack can not only provide a circulation loop for the oscillation current when the three-phase windings of the drive motor pass through the same direction current, but also provide
  • the staggered oscillation heating power can reach three times that of the battery without midpoint lead wire, which increases the temperature rise rate of battery heating; the newly added midpoint lead wire will not affect the normal driving of the vehicle, and can be achieved by reusing components such as drive motors.
  • the self-heating of the battery reduces the cost of the battery self-heating subsystem.
  • control subsystem is also used to obtain the corresponding required cooling capacity value when there is a cooling demand in the passenger compartment, and control the heat pump subsystem to perform cooling according to the required cooling capacity value.
  • the required cooling capacity value corresponding to the passenger cabin 60 is first obtained, and the cooling output of the compressor 1 in the heat pump subsystem is adjusted according to the required cooling capacity value.
  • the refrigerant flow rate drives the refrigerant to flow into the outdoor condenser 7 through the solenoid valve 6 for heat dissipation.
  • the heat-dissipated refrigerant is throttled and decompressed by the electronic expansion valve 32 and flows into the evaporator 31.
  • the refrigerant absorbs heat and evaporates in the evaporator 31.
  • the gas-liquid separator 27 returns to the compressor 1, thereby realizing heat exchange between the passenger compartment 60 and the evaporator 31, and achieving the purpose of cooling the passenger compartment 60 in the vehicle.
  • control subsystem is also used to obtain the corresponding demand cooling value when there is a cooling demand on the battery, and control the heat pump subsystem to exchange heat for the battery according to the demand cooling value.
  • the heat pump subsystem may The battery is cooled.
  • the required cooling capacity value corresponding to the battery 70 is first obtained, and the refrigerant output by the compressor 1 in the heat pump subsystem is adjusted according to the required cooling capacity value.
  • the refrigerant is driven to flow into the outdoor condenser 7 through the solenoid valve 6 for heat dissipation.
  • the heat-dissipated refrigerant is throttled and decompressed by the electronic expansion valve 19, and flows into the battery pack cold plate 21.
  • the refrigerant absorbs heat at the battery pack cold plate 21.
  • the gas passes through the throttle valve 23 after throttling and pressure regulation.
  • the liquid separator 27 returns to the compressor 1 to achieve cooling of the battery 70 .
  • control subsystem is also used to control the disconnection of the high-pressure cooling subsystem when it is determined that the heat pump subsystem has no need for heat exchange when there is a need for heat dissipation in the high-pressure system, for example, when the heat pump subsystem does not need to supplement heat.
  • the heat exchange between the system and the heat pump subsystem is controlled, and the high-pressure cooling subsystem is controlled to dissipate air heat to the high-pressure system; if it is determined that the heat pump subsystem has heat exchange needs, such as when the heat pump subsystem needs to supplement heat, the high-pressure cooling subsystem is controlled.
  • the system exchanges heat with the heat pump subsystem. Specifically, it can control the high-pressure cooling subsystem to supplement the heat of the heat pump subsystem to dissipate heat from the high-pressure system.
  • the heat pump subsystem is used to exchange heat with the vehicle's passenger compartment and battery
  • the high-pressure cooling subsystem is used to exchange heat with the vehicle's high-pressure system and heat pump subsystem.
  • the battery is charged and discharged to heat the battery through the battery self-heating subsystem
  • heat is exchanged with the passenger compartment through the air heating subsystem
  • the control subsystem controls the control valve in the heat pump subsystem to connect the exhaust port of the compressor and the compressor.
  • the air return port is used to supply air to the compressor.
  • FIG. 9 is a schematic structural diagram of a vehicle according to an embodiment of the present disclosure.
  • the vehicle 10000 includes the above-mentioned integrated thermal management system 1000 .
  • the vehicle through the above-mentioned integrated thermal management system, it can not only meet the heat requirements of the passenger compartment and battery, but also achieve reasonable distribution of heat in the passenger compartment and battery, and through the air supply to the compressor Increasing enthalpy can also improve the heating capacity of the heat pump subsystem and improve the energy utilization efficiency of the entire vehicle.
  • first and second are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity of indicated technical features. Therefore, features defined as “first” and “second” may explicitly or implicitly include at least one of these features.
  • “plurality” means at least two, such as two, three, etc., unless otherwise expressly and specifically limited.
  • connection In this disclosure, unless otherwise explicitly stated and limited, the terms “installation”, “connection”, “connection”, “fixing” and other terms should be understood in a broad sense. For example, it can be a fixed connection or a detachable connection. , or integrated into one; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be an internal connection between two elements or an interactive relationship between two elements, unless otherwise specified restrictions. For those of ordinary skill in the art, the specific meanings of the above terms in this disclosure can be understood according to specific circumstances.

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Abstract

一种集成式热管理系统（1000）及车辆，系统（1000）包括：热泵子系统（100），用于与车辆的乘员舱（60）和电池（70）进行换热；高压冷却子系统（200），用于与车辆的高压系统（11）和热泵子系统（100）进行换热；电池自加热子系统（300），用于对电池（70）进行充放电加热；空气加热子系统（400），用于与乘员舱（60）进行换热；热泵子系统（100）包括压缩机（1）及控制阀（33），控制阀（33）的一端与压缩机（1）的排气口连通，控制阀（33）的另一端与压缩机（1）的回气口连通或通过气液分离器（27）与压缩机（1）的回气口连通；控制子系统（500），用于控制控制阀（33）以连通压缩机（1）的排气口及压缩机（1）的回气口，以实现补气增焓。

Description

集成式热管理系统及车辆
本公开要求于2022年03月31提交中国专利局，申请号为202210345378.X，申请名称为“集成式热管理系统及车辆”的中国专利申请的优先权，其全部内容通过引用结合在本公开中。
技术领域
本公开涉及一种集成式热管理系统及车辆。
背景技术
目前的车辆热管理系统不仅难以满足对整车乘员舱和电池进行加热时的热量需求，而且对整车乘员舱和电池进行热量分配不够合理，容易出现热量分配不足、加热效率低下等问题。
此外，当整车在利用热泵系统进行制热时，在温度较低或压缩机回气压力不足的情况下，流入压缩机的冷媒流量不足，容易导致压缩机吸气压力较低、做功较少，从而降低了热泵系统的制热能力，从而大大降低了整车能源的利用效率。
发明内容
本公开旨在至少在一定程度上解决相关技术中的技术问题之一。
为此，本公开的第一个目的在于提出一种集成式热管理系统，该系统不仅可以满足乘员舱和电池的热量需求，而且可以实现对乘员舱和电池的热量进行合理分配，并且通过对压缩机的补气增焓，还可以提高热泵子系统的制热能力，提高了整车能源的利用效率。
本公开的第二个目的在于提出一种车辆。
为达到上述目的，本公开第一方面实施例提出了一种集成式热管理系统，系统包括：
热泵子系统，用于对车辆的乘员舱制热或制冷，且用于与车辆的电池换热；
高压冷却子系统，用于与所述车辆的高压系统和所述热泵子系统换热；
电池自加热子系统，用于通过所述电池的充放电对电池加热；
空气加热子系统，用于对所述乘员舱加热；
所述热泵子系统包括压缩机及控制阀，所述控制阀的一端与压缩机的排气口连通，所 述控制阀的另一端与所述压缩机的回气口或通过气液分离器与所述压缩机的回气口连通；
控制子系统，用于控制所述控制阀连通所述压缩机的排气口及所述压缩机的回气口，以实现补气增晗。
本公开第一方面实施例还提出了一种集成式热管理系统，系统包括：
热泵子系统，用于与车辆的乘员舱和电池进行换热；高压冷却子系统，用于与车辆的高压系统和热泵子系统进行换热；电池自加热子系统，用于对电池进行充放电加热；空气加热子系统，用于与乘员舱进行换热；热泵子系统包括压缩机及控制阀，控制阀的一端与压缩机的排气口连通，控制阀的另一端与压缩机的回气口连通或通过气液分离器与所述压缩机的回气口连通；控制子系统，用于控制控制阀以连通压缩机的排气口及压缩机的回气口，以实现补气增晗。
根据本公开实施例的集成式热管理系统，通过热泵子系统与车辆的乘员舱和电池进行换热，通过高压冷却子系统与车辆的高压系统和热泵子系统进行换热，通过电池自加热子系统对电池进行充放电加热，通过空气加热子系统与乘员舱进行换热，并通过控制子系统控制热泵子系统中的控制阀来连通压缩机的排气口及压缩机的回气口，以实现对压缩机的补气增晗。由此，不仅可以满足乘员舱和电池的热量需求，而且可以实现对乘员舱和电池的热量进行合理分配，并且通过对压缩机的补气增焓，还可以提高热泵子系统的制热能力，提高了整车能源的利用效率。
根据本公开的一个实施例，在所述乘员舱和所述电池中的任一个存在加热需求时，所述控制子系统用于获取相应的需求热量值，并获取所述热泵子系统、所述高压冷却子系统、所述电池加热子系统和所述空气加热子系统中各个子系统的可提供热量值和能效值，比较需求热量值和各个子系统可提供热量值的大小，选取满足需求热量值且能效最高的子系统来对存在加热需求的乘员舱或电池进行加热。
根据本公开的一个实施例，控制子系统具体用于在乘员舱和电池中的任一个存在加热需求时，获取相应的需求热量值，并获取热泵子系统、高压冷却子系统、电池加热子系统和空气加热子系统中各个子系统的可提供热量值和能效值，以及根据需求热量值、可提供热量值和能效值，确定满足加热需求且能效最高的子系统进行加热。
根据本公开的一个实施例，在所述乘员舱存在加热需求时，所述控制子系统用于获取所述热泵子系统、所述高压冷却子系统和所述空气加热子系统中各个子系统可提供热量值和能效值，以及获取不同子系统协同后的可提供热量值和能效值，并且获取所述乘员舱的需求热量值，从各个子系统以及协同后的子系统中，选择满足乘员舱加热需求且能效最高的子系统对乘员舱进行加热。
根据本公开的一个实施例，控制子系统具体用于在乘员舱存在加热需求时，根据热泵子系统、高压冷却子系统和空气加热子系统中各个子系统以及不同子系统协同后的可提供热量值和能效值、以及乘员舱的需求热量值，确定满足乘员舱加热需求且能效最高的子系统进行加热。
根据本公开的一个实施例，在所述电池存在加热需求时，所述控制子系统用于获取所述热泵子系统、所述高压冷却子系统和所述电池自加热子系统中各个子系统可提供热量值和能效值，以及获取不同子系统协同后的可提供热量值和能效值，并且获取所述电池的需求热量值，从各个子系统以及协同后的子系统中，选择满足电池加热需求且能效最高的子系统对电池进行加热。
根据本公开的一个实施例，控制子系统具体用于在电池存在加热需求时，根据热泵子系统、高压冷却子系统和电池自加热子系统中各个子系统以及不同子系统协同后的可提供热量值和能效值、以及电池的需求热量值，确定满足电池加热需求且能效最高的子系统进行加热。
根据本公开的一个实施例，在所述乘员舱和所述电池均存在加热需求时，
所述控制子系统用于获取所述热泵子系统、所述高压冷却子系统和所述空气加热子系统中各个子系统可提供热量值和能效值，以及获取不同子系统协同后的可提供热量值和能效值、并且获取所述乘员舱的需求热量值，从各个子系统以及协同后的子系统中，选择满足乘员舱加热需求且能效最高的子系统对乘员舱进行加热；
所述控制子系统用于获取所述热泵子系统、所述高压冷却子系统和所述电池自加热子系统中各个子系统可提供热量值和能效值，以及获取不同子系统协同后的可提供热量值和能效值，并且获取所述电池的需求热量值，从各个子系统以及协同后的子系统中，选择满足电池加热需求且能效最高的子系统对电池进行加热；
在选择满足乘员舱加热需求且能效最高的子系统与满足电池加热需求且能效最高的子系统相同时，在该子系统同时满足乘员舱加热需求和电池加热需求的情况下，控制该子系统进行加热；
该子系统同时不满足乘员舱加热需求和电池加热需求的情况下，选择满足乘员舱加热需求且能效次高的子系统和满足电池加热需求且能效次高的子系统进行加热，或者，选择满足乘员舱加热需求且能效次高的子系统和满足电池加热需求且能效次高的子系统中的一个进行加热。
根据本公开的一个实施例，根据热泵子系统、高压冷却子系统和空气加热子系统中各个子系统以及不同子系统协同后的可提供热量值和能效值、以及乘员舱的需求热量值，确 定满足乘员舱加热需求且能效最高的子系统；根据热泵子系统、高压冷却子系统和电池自加热子系统中各个子系统以及不同子系统协同后的可提供热量值和能效值、以及电池的需求热量值，确定满足电池加热需求且能效最高的子系统；确定满足乘员舱加热需求且能效最高的子系统，与满足电池加热需求且能效最高的子系统相同时，若该子系统同时满足乘员舱加热需求和电池加热需求，则控制该子系统进行加热，否则确定满足乘员舱加热需求且能效次高的子系统，和/或，满足电池加热需求且能效次高的子系统进行加热。
根据本公开的一个实施例，所述控制子系统用于获取所述热泵子系统中压缩机的回气口信息，并根据所述回气口信息对所述压缩机进行补气增焓，并且所述控制子系统还用于获取补气增焓后所述热泵子系统的可提供热量值和能效值，其中，所述回气口信息包括所述压缩机的回气口的回气压力和回气温度中的至少一种。
根据本公开的一个实施例，控制子系统还用于获取热泵子系统中压缩机的回气口信息，并根据回气口信息对压缩机进行补气增焓，以及获取补气增焓后热泵子系统的可提供热量值和能效值，其中，回气口信息包括压缩机的回气口的回气压力和/或回气温度。
根据本公开的一个实施例，所述电池自加热子系统包括：
电池，所述电池包括第一电池组和第二电池组，所述第一电池组的负极与所述第二电池组的正极相连且连接点为第一节点；
逆变电路，所述逆变电路的正直流端与所述第一电池组的正极相连，所述逆变电路的负直流端与所述第二电池组的负极相连；
驱动电机，所述驱动电机的三相绕组与所述逆变电路的三相交流端对应相连，所述三相绕组的中性点通过可控开关与所述第一节点相连；
所述控制子系统用于确定采用所述电池自加热子系统对所述电池加热时，控制所述可控开关处于导通状态，并对所述逆变电路进行通断控制，以通过所述三相绕组对所述第一电池组和所述第二电池组交替震荡加热。
根据本公开的一个实施例，电池自加热子系统包括：电池，电池包括第一电池组和第二电池组，第一电池组的负极与第二电池组的正极相连且连接点为第一节点；逆变电路，逆变电路的正直流端与第一电池组的正极相连，逆变电路的负直流端与第二电池组的负极相连；驱动电机，驱动电机的三相绕组与逆变电路的三相交流端对应相连，三相绕组的中性点通过可控开关与第一节点相连；控制子系统还用于确定采用电池自加热子系统进行加热时，控制可控开关处于导通状态，并对逆变电路进行通断控制以通过三相绕组对第一电池组和第二电池组进行交替震荡加热。
根据本公开的一个实施例，控制子系统用于先控制逆变电路中各个桥臂的上管均处于 导通状态和下管均处于断开状态以使第一电池组给三相绕组充电，再控制逆变电路中各个桥臂的上管和下管均处于断开状态以使三相绕组给第二电池组充电，再控制逆变电路中各个桥臂的下管均处于导通状态和上管均处于断开状态以使第二电池组给三相绕组充电，再控制逆变电路中各个桥臂的上管和下管均处于断开状态以使三相绕组给第一电池组充电，如此循环执行，以进行交替震荡加热。
根据本公开的一个实施例，控制子系统还用于在乘员舱存在制冷需求时，获取相应的需求冷量值，并根据需求冷量值控制热泵子系统对乘员舱制冷。
根据本公开的一个实施例，控制子系统还用于在电池存在冷却需求时，获取相应的需求冷量值，并根据需求冷量值控制热泵子系统对电池换热。
根据本公开的一个实施例，所述控制子系统还用于在所述高压系统存在散热需求时，若确定所述热泵子系统无换热需求，则控制断开所述高压冷却子系统与所述热泵子系统之间的换热，控制高压冷却子系统对高压系统进行空气散热；否则控制所述高压冷却子系统对所述热泵子系统换热，以对所述高压系统进行散热。
根据本公开的一个实施例，控制子系统还用于在高压系统存在散热需求时，若确定热泵子系统无补热需求，则控制高压冷却子系统对高压系统进行空气散热，否则控制高压冷却子系统对热泵子系统进行补热以对高压系统进行散热。
为达到上述目的，本公开第二方面实施例提出了一种车辆，包括如第一方面实施例中的集成式热管理系统。
根据本公开实施例的车辆，通过上述的集成式热管理系统，不仅可以满足乘员舱和电池的热量需求，而且可以实现对乘员舱和电池的热量进行合理分配，并且通过对压缩机的补气增焓，还可以提高热泵子系统的制热能力，提高了整车能源的利用效率。
本公开附加的方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本公开的实践了解到。
附图说明
图1为根据本公开第一个实施例的集成式热管理系统的结构示意图；
图2为根据本公开第二个实施例的集成式热管理系统的结构示意图；
图3为根据本公开第三个实施例的集成式热管理系统的结构示意图；
图4为根据本公开一个实施例的电池自加热子系统的结构示意图；
图5为根据本公开第一个实施例的电池自加热子系统电流流向的示意图；
图6为根据本公开第二个实施例的电池自加热子系统电流流向的示意图；
图7为根据本公开第三个实施例的电池自加热子系统电流流向的示意图；
图8为根据本公开第四个实施例的电池自加热子系统电流流向的示意图；
图9为根据本公开一个实施例的车辆的结构示意图；
具体实施方式
下面详细描述本公开的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本公开，而不能理解为对本公开的限制。
下面参考附图描述本公开实施例提出的集成式热管理系统及车辆。
图1为根据本公开第一个实施例的集成式热管理系统的结构示意图，参考图1所示，该系统1000包括：热泵子系统100、高压冷却子系统200、电池自加热子系统300、空气加热子系统400和控制子系统500。
其中，热泵子系统100用于与车辆的乘员舱60和电池70进行换热；高压冷却子系统200用于与车辆的高压系统11和热泵子系统100进行换热；电池自加热子系统300用于对电池70进行充放电加热；空气加热子系统400用于与乘员舱60进行换热；热泵子系统100包括压缩机1及控制阀33，控制阀33的一端与压缩机1的排气口连通，控制阀33的另一端与压缩机1的回气口连通，或者控制阀33的另一端通过气液分离器27与压缩机1的回气口连通；控制子系统500用于控制控制阀33以连通压缩机1的排气口及压缩机的回气口，以实现补气增晗。
具体来说，如图1所示，当乘员舱60有取暖需求时，可通过控制热泵子系统100或空气加热子系统400对其进行加热，高压冷却子系统200用于与高压系统11和热泵子系统100进行换热，在换热过程中，高压冷却子系统200可以将产生的热量传输至热泵子系统100，从而实现对热泵子系统100的热量补充，即通过热泵子系统100协同高压冷却子系统200可以实现对乘员舱60的加热取暖，进一步地，也可以通过热泵子系统100协同空气加热子系统400实现对乘员舱60的加热取暖，还可以通过热泵子系统100协同高压冷却子系统200和空气加热子系统400实现对乘员舱60的加热取暖；当电池70有加热需求时，可以通过控制热泵子系统100或电池自加热子系统300对其进行加热，类似的，如上所述，通过热泵子系统100协同高压冷却子系统200也可以实现对电池70的加热，进一步地，也可以通过热泵子系统100协同电池自加热子系统300实现对电池70的加热，还可以通过热泵子系统100协同高压冷却子系统200和电池自加热子系统300实现对电池70的加热。也就是说，在实际使用过程中，根据乘员舱和电池的取暖需求，可以合理的利用各个子系统 以及不同子系统的协同实现对乘员舱和电池的加热，不仅可以满足乘员舱和电池的热量需求，而且可以实现对热量的合理分配，避免热量分配不足，从而提升整车能源的利用效率。
进一步地，该集成式热管理系统1000还设置有补气增焓结构，也就是说，当压缩机1吸入冷媒流量不足导致热泵子系统100制热能力下降时，还可以通过增加冷媒流量的方式对压缩机1的回气口进行补气增焓，以提高热泵子系统100的制热能力，具体来说，热泵子系统100内部设置有控制阀33，如图1所示，可以通过控制子系统500控制压缩机1的排气口与压缩机的回气口直接连通，将压缩机1排气口分流的冷媒重新输入压缩机1，以实现对压缩机1的补气增焓，从而提高压缩机1的冷媒流量；或者，也可以通过控制子系统500控制压缩机1的排气口与气液分离器27连通，通过气液分离器27将压缩机1排气口分流的冷媒重新输入压缩机1，也可实现对压缩机1的补气增焓。由此，通过对压缩机的补气增焓，提高了流入压缩机的冷媒流量，从而提高了热泵子系统的制热能力，可以进一步提高整车能源的利用效率。
在本实施例中，该控制阀33可以为节流控制阀，其开度可调，也能实现断开。
作为一个具体示例，如图2和3所示，假设热泵子系统包括压缩机1、温度压力传感器2、车内冷凝器3、电磁电子膨胀阀5、电磁阀6、车外冷凝器7、单向阀13、板式换热器15、电磁阀16、单向阀17/18、双向电子膨胀阀19、冷媒温度传感器20、电池包冷板21、冷媒温度压力传感器22、节流阀23、电磁阀24/25、单向阀26、气液分离器27、冷媒温度压力传感器28、单向阀29、电磁阀30、蒸发器31、电子膨胀阀32和控制阀33；高压冷却子系统包括电机散热器8、电子风扇9、三通阀10、高压系统11、水泵12和水温传感器14；空气加热子系统为风PTC4；电池自加热子系统300直接对电池70进行加热。
当乘员舱60具有取暖需求时，控制压缩机1工作并驱动制冷剂流入车内冷凝器3，制冷剂在车内冷凝器3中冷凝放热，从而提高乘员舱60的温度，当控制电磁阀6的打开、电磁阀16的闭合时，制冷剂流入车外冷凝器7，并在车外冷凝器7中吸热蒸发，随后通过电磁阀30和气液分离器27回到压缩机1，从而形成对乘员舱60是第一换热升温回路；或者，当控制电磁阀16的打开、电磁阀6的闭合时，制冷剂流入板式换热器15，并在板式换热器15中吸热蒸发，随后通过电磁阀30和气液分离器27回到压缩机1，从而形成对乘员舱60是第二换热升温回路，进一步地，在整车在运行过程中，高压系统11会产生热量，通过驱动高压冷却子系统中的水泵12，可以将给高压系统11降温后中流出的高温冷却液传递至板式换热器15，不仅可以对高温冷却液进行降温，而且可以实现对热泵子系统100的补热，提高对整车能源的利用效率，其中，高压系统11散发的热量可以是余热，也可是主动控制产生的热量；此外，还可以通过风PTC4直接对空气进行加热，并将加热后的空气直 接吹至乘员舱60以实现对其升温。需要说明的是，通过各个系统之间的协同来对乘员舱进行加热如上所述，此处不再赘述。
当电池70有加热需求时，可以通过电池自加热子系统300直接对电池70进行加热，以实现对电池70的快速加热；还可以通过控制热泵子系统100对其进行加热，压缩机1工作并驱动制冷剂经电磁阀24和节流阀23流入电池包冷板21，电池包冷板21中的制冷剂冷凝后对电池70进行加热，当控制电磁阀6的打开、电磁阀16的闭合时，制冷剂流入车外冷凝器7，并在车外冷凝器7中吸热蒸发，随后通过电磁阀30和气液分离器27回到压缩机1，从而形成对电池70的第一热泵加热回路；或者，当控制电磁阀16的打开、电磁阀6的闭合时，制冷剂流入板式换热器15，并在板式换热器15中吸热蒸发，随后通过电磁阀30和气液分离器27回到压缩机1，从而形成对电池70的第二热泵加热回路，类似的，高压系统11产生的热量依然可以对热泵子系统100的进行补热，提高能源的利用效率，通过各个系统之间的协同来对电池进行加热如上所述，此处不再赘述。需要说明的是，电池自加热为内部加热，相较通过热泵子系统100加热的方式，加热效率更高，从而可以提高整车能源的利用效率；同时在对高压系统11进行降温的过程中，还可以减少电机的主动产热量，使电机工作在更为高效的区间，提升了驱动效率。
进一步地，当压缩机1吸入冷媒流量不足导致热泵子系统100制热能力下降时，可以通过增加冷媒流量的方式对压缩机1的回气口进行补气增焓，以提高热泵子系统100的制热能力，具体来说，如图2所示，当控制子系统500控制压缩机1的排气口与压缩机的回气口连通时，一部分经压缩机1压缩后的高温高压的气态冷媒经节流降压后重新流入压缩机1的回气口，与压缩机1回气口处的气态冷媒相混合，从而可以提升压缩机1回气口气态冷媒的压力和流量，进而提高热泵子系统100的制热能力；如图3所示，当控制压缩机1的排气口与回气口处的气液分离器27连通时，一部分高温高压的气态冷媒节流降压后经控制阀33流入气液分离器27，不仅提升了气液分离器27中分离气态冷媒的温度，而且还可以对气液分离器27中的液态冷媒进行加热以将其相变为气态冷媒，从而增加流入压缩机1回气口气态冷媒的流量，进而提高热泵子系统100的制热能力，由此，通过对压缩机的补气增焓，提高了流入压缩机的冷媒流量，从而提高了热泵子系统的制热能力，可以进一步提高整车能源的利用效率。
根据本公开实施例的集成式热管理系统，通过热泵子系统与车辆的乘员舱和电池进行换热，通过高压冷却子系统与车辆的高压系统和热泵子系统进行换热，通过电池自加热子系统对电池进行充放电加热，通过空气加热子系统与乘员舱进行换热，并通过控制子系统控制热泵子系统中的控制阀来连通压缩机的排气口及压缩机的回气口，以实现对压缩机的 补气增晗。由此，不仅可以满足乘员舱和电池的热量需求，而且可以实现对乘员舱和电池的热量进行合理分配，并且通过对压缩机的补气增焓，还可以提高热泵子系统的制热能力，提高了整车能源的利用效率。
在一些实施例中，控制子系统具体用于在乘员舱和电池中的任一个存在加热需求时，获取相应的需求热量值，并获取热泵子系统、高压冷却子系统、电池加热子系统和空气加热子系统中各个子系统的可提供热量值和能效值，以及根据需求热量值、可提供热量值和能效值，确定满足加热需求且能效最高的子系统进行加热。
需要说明的是，乘员舱的需求热量值为通过当前环境温度与需求环境温度获得，电池的需求热量值根据电池能够正常工作的温度与当前的环境温度获得；热泵子系统的可提供热量值通过热泵子系统的压缩机的功率以及制冷剂的蒸发量获得，其中，压缩机的功率可以通过压缩机的转速、电压和电流获得，制冷剂的蒸发量可以通过流过车外冷凝器或板式换热器制冷剂前后的温差获得，即根据进出车外冷凝器或板式换热器制冷剂的焓差获得，热泵子系统的可提供能效值为标定值，通过查表的方式获取对应的能效值；高压冷却子系统的可提供热量值为高压系统中的电机提供，通过获取电机的工作电压、电流以及频率获取电机的产热值，即可以获得高压冷却子系统的可提供热量值，高压冷却子系统的可提供能效值为电机的能效值，同样通过实验的方式预先对电机的能效值进行标定，通过查表的方式获取对应的能效值；电池加热子系统的可提供热量值为当前电池加热子系统在安全使用范围内所能提供的热量，根据电池加热子系统中的工作电流获取可提供热量值，同样通过实验的方式预先对电池加热子系统的能效值进行标定，通过查表的方式获取对应的能效值；空气加热子系统的可提供热量值为当前空气加热子系统正常工作时所能提供的热量，根据空气加热子系统中的工作电流获取可提供热量值，同样通过实验的方式预先对空气加热子系统的能效值进行标定，通过查表的方式获取对应的能效值。
具体来说，在实际工作过程中，若乘员舱和电池中任一个存在加热需求，通过控制子系统获取相应的需求热量值，并通过控制子系统获取热泵子系统、高压冷却子系统、电池加热子系统和空气加热子系统中各个子系统的可提供热量值以及对应的能效值，比较需求热量值和各个子系统可提供的热量值的大小，从中选取满足加热需求且能效最高的子系统，运用该子系统对存在加热需求的模块进行加热，从而在满足乘员舱和电池热量需求的前提下，可以实现对整车热量的合理分配，提升了整车能源的利用效率。
可选的，控制子系统具体用于在乘员舱存在加热需求时，根据热泵子系统、高压冷却子系统和空气加热子系统中各个子系统以及不同子系统协同后的可提供热量值和能效值、以及乘员舱的需求热量值，确定满足乘员舱加热需求且能效最高的子系统进行加热。
具体来说，在通过控制子系统仅对乘员舱进行加热时，获取乘员舱的需求热量值，假设需求热量值为A，同时通过控制子系统获取各个子系统的可提供热量值和能效值，例如：热泵子系统的可提供热量值C和能效值c，高压冷却子系统的可提供热量值D和能效值d，以及空气加热子系统的可提供热量值F和能效值f，进一步的，可以获取不同子系统协同后的可提供热量值和能效值，例如：热泵子系统协同高压冷却子系统的可提供热量值为C+D以及对应的能效值为cd，热泵子系统协同空气加热子系统的可提供热量值为C+F以及对应的能效值cf，热泵子系统协同高压冷却子系统和空气加热子系统的可提供热量值为C+D+F以及对应的能效值cdf，将热泵子系统、空气加热子系统、热泵子系统协同高压冷却子系统、热泵子系统协同空气加热子系统以及热泵子系统协同高压冷却子系统和空气加热子系统可提供热量值(C、F、C+D、C+F和C+D+F)与需求热量值(A)进行比较，并从中选取满足加热需求中且能效值最高的子系统对乘员舱进行加热取暖。由此，通过各子系统或者不同子系统的协同来对乘员舱进行加热取暖，提高了加热效率，提升了驾驶舱用户的驾驶体验。
可选的，控制子系统具体用于在电池存在加热需求时，根据热泵子系统、高压冷却子系统和电池自加热子系统中各个子系统以及不同子系统协同后的可提供热量值和能效值、以及电池的需求热量值，确定满足电池加热需求且能效最高的子系统进行加热。
具体来说，在通过控制子系统仅对电池进行加热时，假设获取的电池的需求热量值为B，同时通过控制子系统获取各个子系统的可提供热量值和能效值，例如：热泵子系统的可提供热量值C和能效值c，高压冷却子系统的可提供热量值D和能效值d，以及电池自加热子系统的可提供热量值G和能效值g，进一步地，可以获取不同子系统协同后的可提供热量值和能效值，例如：热泵子系统协同高压冷却子系统的可提供热量值为C+D以及对应的能效值为cd，热泵子系统协同电池自加热子系统的可提供热量值为C+G以及对应的能效值cg，热泵子系统协同高压冷却子系统和电池自加热子系统的可提供热量值为C+D+G以及对应的能效值cdg，将热泵子系统、电池自加热子系统、热泵子系统协同高压冷却子系统、热泵子系统协同电池自加热子系统以及热泵子系统协同高压冷却子系统和电池自加热子系统可提供热量值(C、G、C+D、C+G和C+D+G)与需求热量值(B)进行比较，并从中选取满足加热需求中且能效值最高的子系统对电池进行加热。由此，在电池有加热需求时，可以采用热泵子系统对其进行加热，也可以直接采用电池自加热子系统直接对电池进行加热，以获得更高的加热效率，还可以将不同子系统一起协同使用以对电池实施加热，从而可以提高电池的升温速率和升温幅度。
可选的，根据热泵子系统、高压冷却子系统和空气加热子系统中各个子系统以及不同 子系统协同后的可提供热量值和能效值、以及乘员舱的需求热量值，确定满足乘员舱加热需求且能效最高的子系统；根据热泵子系统、高压冷却子系统和电池自加热子系统中各个子系统以及不同子系统协同后的可提供热量值和能效值、以及电池的需求热量值，确定满足电池加热需求且能效最高的子系统；确定满足乘员舱加热需求且能效最高的子系统，与满足电池加热需求且能效最高的子系统相同时，若该子系统同时满足乘员舱加热需求和电池加热需求，则控制该子系统进行加热，否则确定满足乘员舱加热需求且能效次高的子系统，和/或，满足电池加热需求且能效次高的子系统进行加热。
具体来说，在通过控制子系统同时对乘员舱和电池进行加热时，假设获取的乘员舱和电池的需求热量值分别为A和B，通过控制子系统获取的热泵子系统的可提供热量值为C和能效值为c、高压冷却子系统的可提供热量值为D和能效值为d、空气加热子系统的可提供热量值为F和能效值为f以及电池自加热子系统的可提供热量值为G和能效值为g，将热泵子系统、空气加热子系统、热泵子系统协同高压冷却子系统、热泵子系统协同空气加热子系统以及热泵子系统协同高压冷却子系统和空气加热子系统可提供热量值(C、F、C+D、C+F和C+D+F)与乘员舱的需求热量值(A)进行比较，并从中选取满足加热需求中且能效值最高的子系统；将热泵子系统、电池自加热子系统、热泵子系统协同高压冷却子系统、热泵子系统协同电池自加热子系统以及热泵子系统协同高压冷却子系统和电池自加热子系统可提供热量值(C、G、C+D、C+G和C+D+G)与需求热量值(B)进行比较，并从中选取满足加热需求中且能效值最高的子系统。
如果满足乘员舱加热需求且能效最高的子系统与满足电池加热需求且能效最高的子系统不相同，则分别采用各自对应的子系统对乘员舱和电池进行加热，即采用满足乘员舱加热需求且能效最高的子系统对乘员舱进行加热，采用满足电池加热需求且能效最高的子系统对电池进行加热。
如果满足乘员舱加热需求且能效最高的子系统与满足电池加热需求且能效最高的子系统相同，由于在使用同一子系统对乘员舱和电池进行加热时，可能会造成能量的分散，因此需判断该子系统能否同时满足乘员舱加热需求和电池加热需求，若该子系统同时满足乘员舱加热需求和电池加热需求，则控制该子系统进行加热。
若该子系统不能同时满足乘员舱加热需求和电池加热需求，可以获取满足乘员舱加热需求且能效次高的子系统，分别采用满足乘员舱加热需求且能效次高的子系统对乘员舱进行加热以及满足电池加热需求且能效最高的子系统对电池进行加热；还可以获取满足电池加热需求且能效次高的子系统，分别采用满足乘员舱加热需求且能效最高的子系统对乘员舱进行加热以及满足电池加热需求且能效次高的子系统对电池进行加热；还可以同时获取 满足乘员舱加热需求且能效次高的子系统和获取满足电池加热需求且能效次高的子系统，判断满足乘员舱加热需求且能效次高的子系统和满足电池加热需求且能效次高的子系统是否相同，如果满足乘员舱加热需求且能效次高的子系统和满足电池加热需求且能效次高的子系统不相同，则分别采用各自对应的子系统对乘员舱和电池进行加热，即采用满足乘员舱加热需求且能效次高的子系统对乘员舱进行加热，采用满足电池加热需求且能效次高的子系统对电池进行加热，如果满足乘员舱加热需求且能效次高的子系统和满足电池加热需求且能效次高的子系统相同，则判断该子系统能否同时满足乘员舱加热需求和电池加热需求，若该子系统同时满足乘员舱加热需求和电池加热需求，则控制该子系统进行加热。
由此，通过采用合适的子系统或者不同子系统的协同以实现对乘员舱和电池的共同加热，不仅可以满足乘员舱和电池热量需求，而且可以实现对整车热量的合理分配，提高了能源利用效率。
在一些实施例中，控制子系统还用于获取热泵子系统中压缩机的回气口信息，并根据回气口信息对压缩机进行补气增焓，以及获取补气增焓后热泵子系统的可提供热量值和能效值，其中，回气口信息包括压缩机的回气口的回气压力和/或回气温度。
具体来说，如图1所示，通过控制子系统500获取热泵子系统100中压缩机1的回气口信息，其中，回气口信息包括压缩机1的回气口的回气压力和/或回气温度，也就是说，控制子系统500获取的回气口信息可以是回气口的回气压力，也可以是回气口的回气温度，还可以是回气口的回气压力和回气温度。
根据获取的回气口信息确定是否需要进行补气增焓，当回气压力不足、回气温度过低或回气压力不足且回气温度过低时，此时确定流入热泵子系统100的冷媒流量不足，需要对压缩机1进行补气增焓，以增加流入压缩机1的回气口的冷媒流量，进而增加流入热泵子系统100中的冷媒流量，以提高热泵子系统100的制热能力，从而可以解决在回气压力不足情况下的热泵子系统100制热能力不足；以及通过补气增焓可使压缩机做更多的功，减轻对回气口吸热量的依赖，提升低温状态下热泵子系统的制热能力，满足热泵子系统较低温度下的使用需求，从而解决在低温状态下压缩机做功较少，热泵子系统100制热能力较差的情况。
进一步地，作为一个具体示例，如图2所示，通过温度压力传感器2获取回气口的回气压力，当获取的回气压力小于预设的回气压力第一阈值时，即压缩机1的回气口压力较低时，可以控制压缩机1的排气口与回气口连通，当压缩机1的排气口与回气口连通后，一部分经压缩机1压缩后的高温高压的气态冷媒经节流降压后经控制阀33重新流入压缩机1的回气口，与压缩机1回气口处的气态冷媒相混合，从而可以提升压缩机1回气口气态 冷媒的压力和流量，当压缩机的回气压力大于等于预设回气压力第二阈值，断开压缩机1的排气口与回气口的连通，停止对压缩机1的补气增焓，需要说明的是，预设回气压力第二阈值大于等于预设回气压力第一阈值，也就是说，预设回气压力第二阈值等于预设回气压力第一阈值，也可以大于预设回气压力第一阈值以留有一定的余量；当回气口压力较低时，如图3所示，还可以控制压缩机1的排气口与回气口处的气液分离器27连通，当压缩机1的排气口与回气口处的气液分离器27连通后，一部分高温高压的气态冷媒节流降压后经流入气液分离器27，从而提升了气液分离器27中分离气态冷媒的温度，同时还可以加热气液分离器27中的液态冷媒以相变为气态冷媒，进而增加流入压缩机1回气口气态冷媒的压力和流量，当压缩机的回气压力大于等于预设回气压力第二阈值，断开压缩机1的排气口与回气口处的气液分离器27的连通，停止对压缩机1的补气增焓。
通过温度压力传感器2获取回气口的回气温度，当获取的回气温度小于预设回气温度阈值时，即压缩机1工作在低温环境导致回气口吸热量不足时，也可以通过控制压缩机1的排气口与回气口连通或者控制压缩机1的排气口与回气口处的气液分离器27连通，以提高压缩机1回气口气态冷媒的压力和流量，具体控制过程此处不再赘述。由此，可以在低温状态下使压缩机做更多的功，减轻对回气口吸热量的依赖，提升低温状态下热泵子系统的制热能力，满足热泵子系统较低温度下的使用需求。
通过温度压力传感器2同时获取回气口的回气压力和回气温度，当获取的回气压力小于预设回气压力第一阈值且获取的回气温度小于预设回气温度阈值时，即压缩机1的回气口压力较低且工作在低温环境时，同样可以通过控制压缩机1的排气口与回气口连通或者控制压缩机1的排气口与回气口处的气液分离器27连通，以提高压缩机1回气口气态冷媒的压力和流量，具体控制过程此处不再赘述。
由此，通过将压缩机排气口的高温高压冷媒直接引入到压缩机的回气口或通过气液分离器间接将冷媒引入到压缩机的回气口，均可提高压缩机吸气口冷媒的压力与流量，从而提高热泵子系统的做功能力以及制热能力；同时，该补气增焓仅涉及到压缩机排气口与回气口的连通，或者压缩机排气口与回气口处的气液分离器的连通，结构简单，容易布置，成本较低。
需要说明的是，在对热泵子系统进行补气增焓后，需重新获取热泵子系统可提供的热量值和能效值，并在对乘员舱和/或电池进行加热时，采用补气增焓后的热泵子系统参与子系统以及不同子系统协同选取，确定最新各个子系统以及最新不同子系统协同后可提供热量值以及能效值，以选择合适的子系统以及不同子系统协同来对乘员舱和电池进行加热。也就是说，当乘员舱有取暖需求时，获取补气增焓后的热泵子系统、空气加热子系统、补 气增焓后的热泵子系统协同高压冷却子系统、补气增焓后的热泵子系统协同空气加热子系统或补气增焓后的热泵子系统协同高压冷却子系统和空气加热子系统可提供的热量值以及能效值，确定其中满足乘员舱加热需求且能效最高者对乘员舱进行加热；当电池有加热需求时，获取补气增焓后的热泵子系统、电池自加热子系统、补气增焓后的热泵子系统协同高压冷却子系统、补气增焓后的热泵子系统协同电池自加热子系统或补气增焓后的热泵子系统协同高压冷却子系统和电池自加热子系统可提供的热量值以及能效值，确定其中满足乘员舱加热需求且能效最高者对电池进行加热。
在一些实施例中，如图4所示，电池自加热子系统300包括：电池70，电池70包括第一电池组71和第二电池组72，第一电池组71的负极与第二电池组72的正极相连且连接点为第一节点N；逆变电路310，逆变电路310的正直流端与第一电池组71的正极相连，逆变电路310的负直流端与第二电池组72的负极相连；驱动电机320，驱动电机320的三相绕组与逆变电路310的三相交流端对应相连，三相绕组的中性点通过可控开关330与第一节点N相连；控制子系统500还用于确定采用电池自加热子系统300进行加热时，控制可控开关330处于导通状态，并对逆变电路310进行通断控制以通过三相绕组对第一电池组71和第二电池组72进行交替震荡加热。
进一步地，控制子系统500具体用于先控制逆变电路310中各个桥臂的上管均处于导通状态和下管均处于断开状态以使第一电池组71给三相绕组充电，再控制逆变电路310中各个桥臂的上管和下管均处于断开状态以使三相绕组给第二电池组72充电，再控制逆变电路310中各个桥臂的下管均处于导通状态和上管均处于断开状态以使第二电池组72给三相绕组充电，再控制逆变电路4中各个桥臂的上管和下管均处于断开状态以使三相绕组给第一电池组71充电，循环执行，以进行交替震荡加热。
具体来说，当采用电池自加热子系统300对电池进行加热时，控制子系统500控制可控开关330处于导通状态，当控制逆变电路310中各个桥臂的上管均处于导通状态和下管均处于断开状态时，即T1、T2、T3处于导通状态，T4、T5、T6处于断开状态时，如图5所示，电流从第一电池组71的正极，经过T1、T2、T3后给驱动电机320的三相绕组LU、LV、LW充电，充电后的电流经过可控开关330回到第一电池组71的负极，在该阶段，第一电池组71放电并对驱动电机320的三相绕组LU、LV、LW充电。
当控制逆变电路310中各个桥臂的上管和下管均处于断开状态时，即T1、T2、T3处于断开状态，T4、T5、T6也处于断开状态时，如图6所示，电流从驱动电机320的三相绕组LU、LV、LW经可控开关330流入第二电池组72的正极，以给第二电池组72充电，充电后的电流经过T4、T5、T6的二极管，回到驱动电机320的三相绕组LU、LV、LW的另一端， 在该阶段，驱动电机320的三相绕组LU、LV、LW放电，并对第二电池组72充电。
当控制逆变电路310中各个桥臂的下管均处于导通状态和上管均处于断开状态时，即T1、T2、T3处于断开状态，T4、T5、T6处于导通状态时，如图7所示，电流从第二电池组72的正极，经过可控开关330给驱动电机320的三相绕组LU、LV、LW充电，充电后的电流经T1、T2、T3后回到第二电池组72的负极，在该阶段，第二电池组72放电并对驱动电机320的三相绕组LU、LV、LW充电。
当控制逆变电路4中各个桥臂的上管和下管均处于断开状态时，即T1、T2、T3处于断开状态，T4、T5、T6也处于断开状态时，如图8所示，电流从驱动电机320的三相绕组LU、LV、LW经过T4、T5、T6的二极管流入第一电池组71的正极，以给第一电池组71充电，充电后的电流经可控开关330回到驱动电机320的三相绕组LU、LV、LW的另一端，在该阶段，驱动电机320的三相绕组LU、LV、LW放电，并对第一电池组71充电。
由此，通过电池自加热子系统可以实现对第一电池组和第二电池组的分时段充放电，保证在同一时刻，只有一个电池组在进行充点或放电，不仅可以形成交错震荡的加热电路，而且可以减少电池纹波；设置在第一电池组和第二电池组的中点引出线，不仅可以在驱动电机的三相绕组通过同向电流时为震荡电流提供流通回路，而且提供的交错震荡加热功率可以达到电池无中点引出线的三倍，提高了电池加热的升温速率；新增的中点引出线不会影响车辆正常行驶，并且可以通过复用驱动电机等元器件来实现电池的自加热，降低了电池自加热子系统的成本。
在一些实施例中，控制子系统还用于在乘员舱存在制冷需求时，获取相应的需求冷量值，并根据需求冷量值控制热泵子系统进行制冷。
具体来说，参考图2和3所示，当乘员舱60存在制冷需求时，首先获取乘员舱60对应的需求冷量值，并根据需求冷量值调节热泵子系统中压缩机1输出的制冷剂流量，驱动制冷剂经电磁阀6流入车外冷凝器7散热，散热后的制冷剂经电子膨胀阀32节流降压，并流入蒸发器31，制冷剂在蒸发器31吸热蒸发后经气液分离器27回到压缩机1，从而实现乘员舱60与蒸发器31的换热，达到对车内乘员舱60降温的目的。
在一些实施例中，控制子系统还用于在电池存在冷却需求时，获取相应的需求冷量值，并根据需求冷量值控制热泵子系统对电池换热，具体可以为制热泵子系统对电池进行冷却。
具体来说，继续参考图2和3所示，当电池70存在制冷需求时，首先获取电池70对应的需求冷量值，并根据需求冷量值调节热泵子系统中压缩机1输出的制冷剂流量，驱动制冷剂经电磁阀6流入车外冷凝器7散热，散热后的制冷剂经电子膨胀阀19节流降压，并流入电池包冷板21，制冷剂在电池包冷板21吸热蒸发后，经节流阀23节流调压后通过气 液分离器27回到压缩机1，从而实现对电池70的冷却降温。
在一些实施例中，控制子系统还用于在高压系统存在散热需求时，若确定热泵子系统无换热需求，比如热泵子系统不需要进行补热时，则控制断开所述高压冷却子系统与所述热泵子系统之间的换热，而控制高压冷却子系统对高压系统进行空气散热；若确定热泵子系统有换热需求，比如热泵子系统需要进行补热时，控制高压冷却子系统对热泵子系统换热，具体可以是控制高压冷却子系统对热泵子系统进行补热，以对高压系统进行散热。
具体来说，继续参考图2和3所示，当高压系统11中电机等元器件产热过多，存在散热需求时，若热泵子系统无补热需求，则控制三通阀AC路导通，BC路断开，通过驱动高压冷却子系统中的水泵12，将高压系统11降温后中流出的高温冷却液输入至电机散热器8，电子风扇9工作，对电机散热器8中的冷却液进行降温，将热量直接散向空气以实现对高压系统11的冷却降温；若热泵子系统存在补热需求，则控制三通阀BC路导通，AC路断开,驱动高压冷却子系统中的水泵12，将给高压系统11降温后中流出的高温冷却液传递至板式换热器15，不仅可以对高温系统11进行降温，而且可以实现对热泵子系统的补热，从而提高对整车能源的利用效率。
综上所述，根据本公开实施例的集成式热管理系统，通过热泵子系统与车辆的乘员舱和电池进行换热，通过高压冷却子系统与车辆的高压系统和热泵子系统进行换热，通过电池自加热子系统对电池进行充放电加热，通过空气加热子系统与乘员舱进行换热，并通过控制子系统控制热泵子系统中的控制阀来连通压缩机的排气口及压缩机的回气口，以实现对压缩机的补气增晗。由此，不仅可以满足乘员舱和电池的热量需求，而且可以实现对乘员舱和电池的热量进行合理分配，并且通过对压缩机的补气增焓，还可以提高热泵子系统的制热能力，提高了整车能源的利用效率。
图9为根据本公开一个实施例的车辆的结构示意图，参考图9所示，该车辆10000包括上述的集成式热管理系统1000。
根据本公开实施例的车辆，通过上述的集成式热管理系统，不仅可以满足乘员舱和电池的热量需求，而且可以实现对乘员舱和电池的热量进行合理分配，并且通过对压缩机的补气增焓，还可以提高热泵子系统的制热能力，提高了整车能源的利用效率。
应在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本公开的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。在本公开的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
在本公开中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系，除非另有明确的限定。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本公开中的具体含义。
尽管上面已经示出和描述了本公开的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本公开的限制，本领域的普通技术人员在本公开的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (12)

  1. 一种集成式热管理系统，所述系统包括：
    热泵子系统，用于对车辆的乘员舱制热或制冷，且用于与车辆的电池换热；
    高压冷却子系统，用于与所述车辆的高压系统和所述热泵子系统换热；
    电池自加热子系统，用于通过所述电池的充放电对电池加热；
    空气加热子系统，用于对所述乘员舱加热；
    所述热泵子系统包括压缩机及控制阀，所述控制阀的一端与压缩机的排气口连通，所述控制阀的另一端与所述压缩机的回气口或通过气液分离器与所述压缩机的回气口连通；
    控制子系统，用于控制所述控制阀连通所述压缩机的排气口及所述压缩机的回气口，以实现补气增晗。
  2. 根据权利要求1所述的集成式热管理系统，其中，在所述乘员舱和所述电池中的任一个存在加热需求时，所述控制子系统用于获取相应的需求热量值，并获取所述热泵子系统、所述高压冷却子系统、所述电池加热子系统和所述空气加热子系统中各个子系统的可提供热量值和能效值，比较需求热量值和各个子系统可提供热量值的大小，选取满足需求热量值且能效最高的子系统来对存在加热需求的乘员舱或电池进行加热。
  3. 根据权利要求1或2所述的集成式热管理系统，其中，在所述乘员舱存在加热需求时，
    所述控制子系统用于获取所述热泵子系统、所述高压冷却子系统和所述空气加热子系统中各个子系统可提供热量值和能效值，以及获取不同子系统协同后的可提供热量值和能效值，并且获取所述乘员舱的需求热量值，从各个子系统以及协同后的子系统中，选择满足乘员舱加热需求且能效最高的子系统对乘员舱进行加热。
  4. 根据权利要求1-3任一项所述的集成式热管理系统，其中，在所述电池存在加热需求时，所述控制子系统用于获取所述热泵子系统、所述高压冷却子系统和所述电池自加热子系统中各个子系统可提供热量值和能效值，以及获取不同子系统协同后的可提供热量值和能效值，并且获取所述电池的需求热量值，从各个子系统以及协同后的子系统中，选择满足电池加热需求且能效最高的子系统对电池进行加热。
  5. 根据权利要求1-4任一项所述的集成式热管理系统，其中，在所述乘员舱和所述电池均存在加热需求时，
    所述控制子系统用于获取所述热泵子系统、所述高压冷却子系统和所述空气加热子系统中各个子系统可提供热量值和能效值，以及获取不同子系统协同后的可提供热量值和能效值、并且获取所述乘员舱的需求热量值，从各个子系统以及协同后的子系统中，选择满足乘员舱加热需求且能效最高的子系统对乘员舱进行加热；
    所述控制子系统用于获取所述热泵子系统、所述高压冷却子系统和所述电池自加热子系统中各个子系统可提供热量值和能效值，以及获取不同子系统协同后的可提供热量值和能效值，并且获取所述电池的需求热量值，从各个子系统以及协同后的子系统中，选择满足电池加热需求且能效最高的子系统对电池进行加热；
    在选择满足乘员舱加热需求且能效最高的子系统与满足电池加热需求且能效最高的子系统相同时，在该子系统同时满足乘员舱加热需求和电池加热需求的情况下，控制该子系统进行加热；
    该子系统同时不满足乘员舱加热需求和电池加热需求的情况下，选择满足乘员舱加热需求且能效次高的子系统和满足电池加热需求且能效次高的子系统进行加热，或者，选择满足乘员舱加热需求且能效次高的子系统和满足电池加热需求且能效次高的子系统中的一个进行加热。
  6. 根据权利要求1-5任一项所述的集成式热管理系统，其中，所述控制子系统用于获取所述热泵子系统中压缩机的回气口信息，并根据所述回气口信息对所述压缩机进行补气增焓，并且所述控制子系统还用于获取补气增焓后所述热泵子系统的可提供热量值和能效值，其中，所述回气口信息包括所述压缩机的回气口的回气压力和回气温度中的至少一种。
  7. 根据权利要求1-6任一项所述的集成式热管理系统，其中，所述电池自加热子系统包括：
    电池，所述电池包括第一电池组和第二电池组，所述第一电池组的负极与所述第二电池组的正极相连且连接点为第一节点；
    逆变电路，所述逆变电路的正直流端与所述第一电池组的正极相连，所述逆变电路的负直流端与所述第二电池组的负极相连；
    驱动电机，所述驱动电机的三相绕组与所述逆变电路的三相交流端对应相连，所述三相绕组的中性点通过可控开关与所述第一节点相连；
    所述控制子系统用于确定采用所述电池自加热子系统对所述电池加热时，控制所述可控开关处于导通状态，并对所述逆变电路进行通断控制，以通过所述三相绕组对所述第一电池组和所述第二电池组交替震荡加热。
  8. 根据权利要求1-7任一项所述的集成式热管理系统，其中，所述控制子系统用于先 控制所述逆变电路中各个桥臂的上管均处于导通状态和下管均处于断开状态，以使所述第一电池组给所述三相绕组充电，再控制所述逆变电路中各个桥臂的上管和下管均处于断开状态，以使所述三相绕组给所述第二电池组充电，再控制所述逆变电路中各个桥臂的下管均处于导通状态和上管均处于断开状态，以使所述第二电池组给所述三相绕组充电，再控制所述逆变电路中各个桥臂的上管和下管均处于断开状态，以使所述三相绕组给所述第一电池组充电，如此循环执行，以进行交替震荡加热。
  9. 根据权利要求1-8任一项所述的集成式热管理系统，其中，所述控制子系统还用于在所述乘员舱存在制冷需求时，获取相应的需求冷量值，并根据所述需求冷量值控制所述热泵子系统对乘员舱制冷。
  10. 根据权利要求1-9任一项所述的集成式热管理系统，其中，所述控制子系统还用于在所述电池存在冷却需求时，获取相应的需求冷量值，并根据所述需求冷量值控制所述热泵子系统对电池换热。
  11. 根据权利要求1-10任一项所述的集成式热管理系统，其中，所述控制子系统还用于在所述高压系统存在散热需求时，若确定所述热泵子系统无换热需求，则控制断开所述高压冷却子系统与所述热泵子系统之间的换热，控制高压冷却子系统对高压系统进行空气散热；否则控制所述高压冷却子系统对所述热泵子系统换热，以对所述高压系统进行散热。
  12. 一种车辆，其中，包括权利要求1-11任一项所述的集成式热管理系统。
PCT/CN2023/075567 2022-03-31 2023-02-13 集成式热管理系统及车辆 Ceased WO2023185268A1 (zh)

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