WO2024193246A1 - 热管理系统、热管理方法及车辆 - Google Patents

热管理系统、热管理方法及车辆 Download PDF

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Publication number
WO2024193246A1
WO2024193246A1 PCT/CN2024/075582 CN2024075582W WO2024193246A1 WO 2024193246 A1 WO2024193246 A1 WO 2024193246A1 CN 2024075582 W CN2024075582 W CN 2024075582W WO 2024193246 A1 WO2024193246 A1 WO 2024193246A1
Authority
WO
WIPO (PCT)
Prior art keywords
management system
motor
pipeline
refrigerant
passenger compartment
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/CN2024/075582
Other languages
English (en)
French (fr)
Inventor
陈云
刘丰
韩韬
于海生
林霄喆
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.)
Wuxi Infimotion Propulsion Technology Co Ltd
Original Assignee
Wuxi Infimotion Propulsion Technology 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 Wuxi Infimotion Propulsion Technology Co Ltd filed Critical Wuxi Infimotion Propulsion Technology Co Ltd
Priority to EP24773814.9A priority Critical patent/EP4617088A4/en
Priority to JP2025528360A priority patent/JP2025538409A/ja
Priority to KR1020257018921A priority patent/KR20250103756A/ko
Publication of WO2024193246A1 publication Critical patent/WO2024193246A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • 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
    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • B60H1/00392—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for electric vehicles having only electric drive means
    • 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
    • B60H1/00321—Heat exchangers for air-conditioning devices
    • 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
    • B60H1/00321—Heat exchangers for air-conditioning devices
    • B60H1/00342—Heat exchangers for air-conditioning devices of the liquid-liquid type
    • 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
    • B60H1/04—Heating, cooling or ventilating devices the heat being derived from the propulsion plant from cooling liquid of the plant
    • 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
    • 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
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
    • H02K5/12—Casings or enclosures characterised by the shape, form or construction thereof specially adapted for operating in liquid or gas
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/10—Arrangements for cooling or ventilating by gaseous cooling medium flowing in closed circuit, a part of which is external to the machine casing
    • H02K9/12—Arrangements for cooling or ventilating by gaseous cooling medium flowing in closed circuit, a part of which is external to the machine casing wherein the cooling medium circulates freely within the casing
    • 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
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
    • B60K2001/006—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric motors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present application relates to the field of vehicle thermal management technology, and in particular to a thermal management system, a thermal management method and a vehicle.
  • thermal management of new energy vehicles has always been an unavoidable topic.
  • the thermal management system of batteries, motors, passenger compartment air conditioning and chargers is related to the normal operation and endurance of the vehicle.
  • the present application provides a thermal management system, a thermal management method and a vehicle integrated with a charger.
  • the present application discloses a thermal management system, which is applied to a vehicle.
  • the thermal management system includes an air conditioning management system, a motor management system, a battery management system, a passenger compartment management system and a charger management system.
  • the air conditioning management system is connected to the motor management system, the battery management system, the passenger compartment management system and the charger management system through a refrigerant pipeline.
  • the charger management system includes a charger refrigeration pipeline and a charger arranged in the charger refrigeration pipeline; the outflow end and the inflow end of the charger refrigeration pipeline are respectively connected to the inflow end of the main pipeline and the outflow end of the refrigerant heat dissipation pipeline; the inflow end of the charger refrigeration pipeline is provided with a fourth electronic expansion valve.
  • the motor management system includes a motor refrigerant circuit and a motor;
  • the motor is a refrigerant direct-cooled motor, the refrigerant flows into the motor from one end, passes through the motor and flows out from the other end of the motor;
  • the outflow end and inflow end of the motor refrigerant circuit are respectively connected to the inflow end of the main circuit and the outflow end of the refrigerant heat dissipation pipeline;
  • the inflow end of the motor refrigerant circuit is provided with a first electronic expansion valve.
  • the motor management system also includes a controller; the controller is arranged between the motor and the first electronic expansion valve; the motor includes a rotor and a stator; the rotor and the stator are in direct contact with the refrigerant; and the motor can generate heat in a blocked state.
  • the battery management system includes a battery pack, a battery cooling circuit and a battery heating circuit;
  • the outflow end and inflow end of the battery cooling pipeline are respectively connected to the inflow end of the main pipeline and the outflow end of the refrigerant heat dissipation pipeline;
  • the inflow end and outflow end of the battery heating pipeline are respectively connected to the outflow end of the main pipeline and the inflow end of the motor refrigerant pipeline;
  • the inflow end of the battery cooling pipeline is provided with a second electronic expansion valve;
  • the inflow end of the battery heating pipeline is provided with a second solenoid valve.
  • the passenger compartment management system includes a passenger compartment heating pipeline and a passenger compartment cooling pipeline; the inlet end and the outlet end of the passenger compartment heating pipeline are respectively connected to the outlet end of the main pipeline and the inlet end of the motor refrigerant pipeline; the outflow end and the inflow end of the passenger compartment cooling pipeline are respectively connected to the inflow end of the main pipeline and the outflow end of the refrigerant heat dissipation pipeline; the passenger compartment heating pipeline is provided with a heater core and a third solenoid valve; the passenger compartment cooling pipeline is provided with an evaporator and a third electronic expansion valve, and the third electronic expansion valve is located at the inlet end of the passenger compartment cooling pipeline.
  • the present application also discloses a vehicle, comprising the above thermal management system.
  • the present application also discloses a thermal management method, which is applied to a thermal management system of a vehicle, wherein the thermal management system includes an air conditioning management system, a motor management system, a battery management system, a passenger compartment management system and a charger management system; the thermal management method includes: the air conditioning management system cools the motor management system, the battery management system, the passenger compartment management system and the charger management system by means of a refrigerant; the air conditioning management system heats the battery management system and the passenger compartment management system by means of a refrigerant.
  • the thermal management system of the present application is a refrigerant system and is integrated with a charger. There is no need to set up additional coolant pipes, water pumps, coolant radiators and other facilities to cool the charger, which greatly reduces the space occupied in the vehicle. At the same time, the cooling efficiency of the refrigerant is higher, and the charger can be cooled more effectively.
  • FIG. 1 is a schematic diagram of the thermal management system of the present application.
  • FIG. 2 is a schematic diagram of the motor in FIG. 1 with part of the housing removed.
  • FIG. 3 is a front view of the rotor in FIG. 2 .
  • 100-air conditioning management system 110-main line; 111-compressor; 112-pressure sensor; 113-temperature sensor; 120-refrigerant heat dissipation pipeline; 121-first solenoid valve; 122-air conditioning condenser; 200-motor management system; 210-motor refrigerant line; 211-first electronic expansion valve; 220-motor; 221-refrigerant inlet; 222-refrigerant outlet; 223-rotor; 224-stator; 225-shaft seal; 226-through hole; 230-controller; 300-battery management system; 310-battery pack; 320-battery cooling pipeline; 321-second electronic expansion valve; 330-battery heating pipeline; 331-second solenoid valve; 400-passenger compartment management system; 410-passenger compartment heating pipeline; 411-third solenoid valve; 412-heater core; 420-passenger compartment cooling pipeline; 421-third electronic expansion
  • first, second, third, etc. may be used in the present application to describe various information, these information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other.
  • first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information.
  • word "if” as used herein may be interpreted as "at the time of” or "when” or "in response to determining”.
  • the embodiments of the present application provide a thermal management system, a thermal management method and a vehicle.
  • the embodiments of the present application are described in detail below.
  • the thermal management system of the present application is applied to a vehicle, including an air conditioning management system 100, a motor management system 200, a battery management system 300, a passenger compartment management system 400, and a charger management system 500.
  • the air conditioning management system 100 is connected to the motor management system 200, the battery management system 300, the passenger compartment management system 400, and the charger management system 500 through a refrigerant pipeline.
  • the air conditioning management system 100 includes a main line 110 and a refrigerant heat dissipation line 120.
  • the inflow end of the refrigerant heat dissipation line 120 is connected to the outflow end of the main line 110.
  • the main line 110 is provided with a compressor 111, a pressure sensor 112 and a temperature sensor 113.
  • the pressure sensor 112 is located on the side of the compressor 111 close to the inflow end of the main line 110
  • the temperature sensor 113 is located on the side of the compressor 111 close to the outflow end of the main line 110.
  • the refrigerant heat dissipation line 120 is provided with a first solenoid valve 121 and an air conditioning condenser 122 in sequence from the inflow end to the outflow end.
  • the refrigerant After being compressed by the compressor 111, the refrigerant is in a high temperature and high pressure state. When the high temperature and high pressure refrigerant passes through the air conditioning condenser 122, the heat is discharged and it becomes a low temperature and high pressure refrigerant.
  • the motor management system 200 includes a motor refrigerant circuit 210, a motor 220, and a controller 230.
  • the motor 220 is a refrigerant direct cooling motor, and the refrigerant flows in from one end of the motor 220, passes through the motor 220, and flows out from the other end of the motor 220.
  • the inflow end of the motor refrigerant circuit 210 is connected to the outflow end of the refrigerant heat dissipation pipeline 120, and the outflow end of the motor refrigerant circuit 210 is connected to the inflow end of the main pipeline 110.
  • the inflow end of the motor refrigerant circuit 210 is provided with a first electronic expansion valve 211, and the controller 230 is provided between the motor 220 and the first electronic expansion valve 211.
  • the low-temperature and high-pressure refrigerant flowing out of the air-conditioning condenser 122 drops sharply in temperature after passing through the first electronic expansion valve 211.
  • the low-temperature refrigerant first cools the controller 230, and then takes away the heat of the motor 220 to cool the motor 220.
  • the refrigerant carries the heat of the motor 220 and the controller 230 to the compressor 111 to realize heat recovery and utilization.
  • a refrigerant inlet 221 is provided at one end of the housing of the motor 220, and a refrigerant outlet 222 is provided at the other end of the housing of the motor 220.
  • the interior of the motor 220 includes a rotor 223 rotating around an axis and a stator 224 arranged inside the housing of the motor 220 around the rotor 223, with a gap between the rotor 223 and the stator 224.
  • the rotor 223 is provided with four axial through holes 226, and the through holes 226 are evenly distributed in the rotor 223 along the circumferential direction of the rotor 223.
  • the refrigerant enters the motor 220 from the refrigerant inlet 221, passes through the through hole 226 and the space between the rotor 223 and the stator 224.
  • the refrigerant is directly in contact with the rotor 223 and the stator 224, so that the motor 220 can be cooled better and the heat of the motor 220 can be recovered more efficiently.
  • the motor 220 can be blocked to generate heat when the temperature is low, without burning the motor 220.
  • the battery management system 300 includes a battery pack 310, a battery cooling pipeline 320, and a battery heating pipeline 330.
  • the inflow end of the battery cooling pipeline 320 is connected to the outflow end of the refrigerant heat dissipation pipeline 120, and the outflow end of the battery cooling pipeline 320 is connected to the inflow end of the main pipeline 110.
  • the inflow end of the battery heating pipeline 330 is connected to the outflow end of the main pipeline 110, and the outflow end of the battery heating pipeline 330 is connected to the inflow end of the motor refrigerant pipeline 210.
  • a second electronic expansion valve 321 is provided at the inflow end of the battery cooling pipeline 320.
  • a second solenoid valve 331 is provided at the inflow end of the battery heating pipeline 330.
  • the passenger compartment management system 400 includes a passenger compartment heating pipeline 410 and a passenger compartment cooling pipeline 420.
  • the inflow end and outflow end of the passenger compartment heating pipeline 410 are respectively connected to the outflow end of the main pipeline 110 and the inflow end of the motor refrigerant pipeline 210.
  • the outflow end and inflow end of the passenger compartment cooling pipeline 420 are respectively connected to the inflow end of the main pipeline 110 and the outflow end of the refrigerant heat dissipation pipeline 120.
  • the passenger compartment heating pipeline 410 is sequentially provided with a third solenoid valve 411 and a heater core 412 from the inflow end to the outflow end.
  • the passenger compartment cooling pipeline 420 is sequentially provided with a third electronic expansion valve 421 and an evaporator 422 from the inflow end to the outflow end.
  • the charger management system 500 includes a charger cooling pipeline 510 and a charger 520 disposed in the charger cooling pipeline 510.
  • the inflow end of the charger cooling pipeline 510 is connected to the outflow end of the refrigerant heat dissipation pipeline 120, and the outflow end of the charger cooling pipeline 510 is connected to the inflow end of the main pipeline 110.
  • a fourth electronic expansion valve 511 is disposed at the inflow end of the charger cooling pipeline 510.
  • the thermal management system of the present application directly connects the motor 220 to the refrigerant pipeline, and the refrigerant passes through the motor 220 and directly contacts the rotor 223 and stator 224 of the motor 220, so that the refrigerant directly cools the motor 220 and recovers heat.
  • This method has high heat exchange efficiency and low heat loss. It greatly improves the continuous power of the motor 220 at high temperatures and improves the heat recovery rate of the motor 220 at low temperatures, and can restore the performance of the heat pump more quickly.
  • the thermal management system of the present application adopts pure refrigerant pipelines, and does not require coolant pipelines. There is no need to set up a coolant radiator, a water pump, and a coolant pipeline in the vehicle, which reduces the difficulty of arranging the thermal management pipelines of the whole vehicle, reduces the volume of the thermal management system, and reduces the weight of the vehicle body.
  • the present application also integrates the charger 520 and the controller 230 in the refrigerant pipeline.
  • the refrigerant is used to directly cool the charger 520 and the controller 230, and the cooling effect is good.
  • the refrigerant is used to recover the heat of the controller 230 to avoid heat waste.
  • the present application also discloses a vehicle, comprising the above thermal management system.
  • the present application also discloses a thermal management method, which is applied to the above thermal management system.
  • the thermal management method includes: the air conditioning management system 100 cools the motor management system 200, the battery management system 300, the passenger compartment management system 400 and the charger management system 500 through a refrigerant; the air conditioning management system 100 heats the battery management system 300 and the passenger compartment management system 400 through a refrigerant.
  • the vehicle has five operating modes, namely high temperature driving mode, normal temperature driving mode, low temperature driving mode, low temperature cold start mode and parking charging mode.
  • the motor 220 and the battery pack 310 need to be cooled, and the passenger compartment needs to be refrigerated.
  • the air-conditioning compressor 111 is working, the second solenoid valve 331 is closed, the third solenoid valve 411 is closed, and the first solenoid valve 121 is opened.
  • the first electronic expansion valve 211 is opened to cool the controller 230 and the motor 220, the second electronic expansion valve 321 is opened to dissipate heat from the battery pack 310, and the third electronic expansion valve 421 is opened to cool the passenger compartment. Since the temperature of the refrigerant after passing through the expansion valve is around -10°C, the motor 220 can be effectively cooled, greatly improving the continuous power and continuous torque of the motor 220.
  • the passenger compartment does not need to be cooled, the battery pack 310 is cooled as needed, and the motor 220 needs to be cooled.
  • the air conditioning compressor 111 is working, the second solenoid valve 331 is closed, the third solenoid valve 411 is closed, the first solenoid valve 121 is opened, and the first electronic expansion valve 211 is opened to cool the controller 230 and the motor 220.
  • the second electronic expansion valve 321 is opened to cool the battery pack 310.
  • the passenger compartment and battery pack 310 need to be heated, and the motor 220 needs to be cooled.
  • the compressor 111 is working and the first solenoid valve 121 is closed.
  • the second solenoid valve 331 is opened, and the high-temperature refrigerant reaches the battery pack 310 to heat the battery pack 310.
  • the third solenoid valve 411 is opened, and the high-temperature refrigerant reaches the heater core 412 to heat the passenger compartment.
  • the first electronic expansion valve 211 is opened, and the refrigerant passes through the controller 230 and the motor 220, and the heat of the controller 230 and the motor 220 is recovered.
  • the refrigerant and the motor 220 directly exchange heat, the temperature difference is greater and the heat recovery efficiency is higher. Afterwards, the refrigerant carries the heat of the controller 230 and the motor 220 and participates in the circulation again.
  • the battery pack 310 and the passenger compartment are in urgent need of heating. At this time, the ambient temperature is too low and the heat pump can hardly work.
  • the compressor 111 is turned on, the first solenoid valve 121 is closed, and the first electronic expansion valve 211 is turned on.
  • the motor 220 is turned on for self-heating, and the motor 220 is blocked for heat generation.
  • the refrigerant carries the heat of the motor 220 to the compressor 111 to participate in the circulation.
  • the second solenoid valve 331 is turned on, and the high-temperature refrigerant reaches the battery pack 310 to heat the battery pack 310.
  • the third solenoid valve 411 is turned on, and the high-temperature refrigerant reaches the heater core 412 to heat the passenger compartment.
  • the self-heating temperature of the motor 220 is If the temperature rises too high, the heat pump function can be quickly restored to heat the passenger compartment and the battery pack 310 .
  • the first solenoid valve 121 is opened, the second solenoid valve 331 is closed, the third solenoid valve 411 is closed, and the compressor 111 is opened.
  • the second electronic expansion valve 321 is opened to cool the battery pack 310.
  • the fourth electronic expansion valve 511 is opened to cool the charger 520.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)

Abstract

一种热管理系统、应用于车辆热管理系统的热管理方法及包括热管理系统的车辆。热管理系统包括空调管理系统（100）、电机管理系统（200）、电池管理系统（300）、乘员舱管理系统（400）以及充电器管理系统（500）；空调管理系统（100）与电机管理系统（200）、电池管理系统（300）、乘员舱管理系统（400）及充电器管理系统（500）通过冷媒管路连接。热管理系统为冷媒式系统且集成了充电器，无需额外设置冷却液管路、水泵及冷却液散热器等设施来冷却充电器，减少了对车内空间的占用，且冷媒的冷却效率高，可有效的冷却充电器。

Description

热管理系统、热管理方法及车辆 技术领域
本申请涉及车辆热管理技术领域，尤其涉及热管理系统、热管理方法及车辆。
背景技术
随着目前新能源汽车越来越普及，新能源汽车的热管理一直是绕不开的话题。电池、电机、乘员舱空调以及充电器的热管理系统关系到车辆的正常运行与续航能力。
发明内容
本申请提供一种集成了充电器的热管理系统、热管理方法及车辆。
本申请公开了一种热管理系统，应用于车辆，所述热管理系统包括空调管理系统、电机管理系统、电池管理系统、乘员舱管理系统以及充电器管理系统；所述空调管理系统与所述电机管理系统、所述电池管理系统、所述乘员舱管理系统及所述充电器管理系统通过冷媒管路连接。
进一步地，所述空调管理系统包括主管路以及冷媒散热管路；所述主管路的流出端与所述冷媒散热管路的流入端连接；所述主管路设置有压缩机；所述冷媒散热管路设置有空调冷凝器及第一电磁阀。
进一步地，所述充电器管理系统包括充电器制冷管路以及设置于充电器制冷管路的充电器；所述充电器制冷管路的流出端和流入端分别与所述主管路的流入端及所述冷媒散热管路的流出端连接；所述充电器制冷管路的流入端设置有第四电子膨胀阀。
进一步地，所述电机管理系统包括电机冷媒路及电机；所述电机为冷媒直冷式电机，冷媒从所述电机的一端流入，穿过所述电机从所述电机的另一端流出；所述电机冷媒路的流出端和流入端分别与所述主管路的流入端及所述冷媒散热管路的流出端连接；所述电机冷媒路的流入端设置有第一电子膨胀阀。
进一步地，所述电机管理系统还包括控制器；所述控制器设置于所述电机与所述第一电子膨胀阀之间；所述电机包括转子及定子；所述转子及所述定子直接与冷媒接触；所述电机可进行堵转发热。
进一步地，所述电池管理系统包括电池包、电池制冷管路以及电池供热管路；所述 电池制冷管路的流出端和流入端分别与所述主管路的流入端及所述冷媒散热管路的流出端连接；所述电池供热管路的流入端和流出端分别与所述主管路的流出端及所述电机冷媒路的流入端连接；所述电池制冷管路的流入端设置有第二电子膨胀阀；所述电池供热管路的流入端设置有第二电磁阀。
进一步地，所述乘员舱管理系统包括乘员舱制热管路及乘员舱制冷管路；所述乘员舱制热管路的流入端和流出端分别与所述主管路的流出端及所述电机冷媒路的流入端连接；所述乘员舱制冷管路的流出端和流入端分别与所述主管路的流入端及所述冷媒散热管路的流出端连接；所述乘员舱制热管路设置有暖风芯体及第三电磁阀；所述乘员舱制冷管路设置有蒸发器及第三电子膨胀阀，所述第三电子膨胀阀位于所述乘员舱制冷管路的流入端。
本申请还公开了一种车辆，包括上述热管理系统。
本申请还公开了一种热管理方法，应用于车辆的热管理系统，所述热管理系统包括空调管理系统、电机管理系统、电池管理系统、乘员舱管理系统及充电器管理系统；所述热管理方法包括：所述空调管理系统通过冷媒冷却所述电机管理系统、所述电池管理系统、所述乘员舱管理系统及所述充电器管理系统；所述空调管理系统通过冷媒给所述电池管理系统及所述乘员舱管理系统供暖。
进一步地，所述电机管理系统包括电机及控制器；所述热管理方法还包括：所述空调管理系统通过冷媒回收所述电机及所述控制器的热量给所述电池管理系统及所述乘员舱管理系统供暖。
进一步地，所述车辆具有高温行车模式、常温行车模式、低温行车模式、低温冷启动模式及停车充电模式；所述热管理方法还包括：低温冷启动模式时，所述电机管理系统先自加热，之后所述空调管理系统通过冷媒回收所述电机管理系统的热量给所述电池管理系统及所述乘员舱管理系统制热；停车充电模式时，所述空调管理系统通过冷媒对所述电池管理系统或所述充电器管理系统制冷。
与相关技术相比，本申请的热管理系统为冷媒式系统且集成了充电器，无需额外设置冷却液管路、水泵及冷却液散热器等设施来冷却充电器，大大减少了对车内空间的占用，同时冷媒的冷却效率更高，可以更有效的冷却充电器。
应当理解的是，以上的一般描述和后文的细节描述仅是示例性和解释性的，并不能限制本申请。
附图说明
此处的附图被并入说明书中并构成本说明书的一部分，示出了符合本申请的实施例，并与说明书一起用于解释本申请的原理。
图1是本申请热管理系统的原理图。
图2是图1中电机去掉部分外壳的示意图。
图3是图2中转子的正视图。
附图标号说明：100-空调管理系统；110-主管路；111-压缩机；112-压力传感器；113-温度传感器；120-冷媒散热管路；121-第一电磁阀；122-空调冷凝器；200-电机管理系统；210-电机冷媒路；211-第一电子膨胀阀；220-电机；221-冷媒入口；222-冷媒出口；223-转子；224-定子；225-轴密封件；226-通孔；230-控制器；300-电池管理系统；310-电池包；320-电池制冷管路；321-第二电子膨胀阀；330-电池供热管路；331-第二电磁阀；400-乘员舱管理系统；410-乘员舱制热管路；411-第三电磁阀；412-暖风芯体；420-乘员舱制冷管路；421-第三电子膨胀阀；422-蒸发器；500-充电器管理系统；510-充电器制冷管路；511-第四电子膨胀阀；520-充电器。
具体实施方式
这里将详细地对示例性实施例进行说明，其示例表示在附图中。下面的描述涉及附图时，除非另有表示，不同附图中的相同数字表示相同或相似的要素。以下示例性实施例中所描述的实施方式并不代表与本申请相一致的所有实施方式。相反，它们仅是与如所附权利要求书中所详述的、本申请的一些方面相一致的装置和方法的例子。
在本申请使用的术语是仅仅出于描述特定实施例的目的，而非旨在限制本申请。在本说明书和所附权利要求书中所使用的单数形式的“一种”、“所述”和“该”也旨在包括多数形式，除非上下文清楚地表示其他含义。还应当理解，本文中使用的术语“和/或”是指并包含一个或多个相关联的列出项目的任何或所有可能组合。
应当理解，尽管在本申请可能采用术语第一、第二、第三等来描述各种信息，但这些信息不应限于这些术语。这些术语仅用来将同一类型的信息彼此区分开。例如，在不脱离本申请范围的情况下，第一信息也可以被称为第二信息，类似地，第二信息也可以被称为第一信息。取决于语境，如在此所使用的词语“如果”可以被解释成为“在……时”或“当……时”或“响应于确定”。
目前，新能源汽车的电池容量以及充电器的功率越来越大，随之而来的便是充电器的散热问题。相关技术的充电器冷却系统占用空间过大且冷却能力不足。
有鉴于此，本申请实施例提供一种热管理系统、热管理方法及车辆。接下来对本申请实施例进行详细说明。
如图1所示，本申请热管理系统应用于车辆，包括空调管理系统100、电机管理系统200、电池管理系统300、乘员舱管理系统400以及充电器管理系统500。空调管理系统100与电机管理系统200、电池管理系统300、乘员舱管理系统400及充电器管理系统500通过冷媒管路连接。
空调管理系统100包括主管路110以及冷媒散热管路120。冷媒散热管路120的流入端与主管路110的流出端连接。主管路110上设置有压缩机111、压力传感器112及温度传感器113。压力传感器112位于压缩机111靠近主管路110流入端的一侧，温度传感器113位于压缩机111靠近主管路110流出端的一侧。冷媒散热管路120上自流入端至流出端依次设置有第一电磁阀121以及空调冷凝器122。冷媒经压缩机111压缩后呈高温高压态，高温高压态冷媒经过空调冷凝器122时将热量排出，变为低温高压态冷媒。
电机管理系统200包括电机冷媒路210、电机220以及控制器230。电机220为冷媒直冷式电机，冷媒从电机220的一端流入，穿过电机220从电机220的另一端流出。电机冷媒路210的流入端与冷媒散热管路120的流出端连接，电机冷媒路210的流出端与主管路110的流入端连接。电机冷媒路210的流入端设置有第一电子膨胀阀211，控制器230设置于电机220与第一电子膨胀阀211之间。
从空调冷凝器122流出的低温高压态冷媒经第一电子膨胀阀211后温度急剧降低。低温冷媒先冷却控制器230，再带走电机220的热量来给电机220降温。冷媒携带电机220以及控制器230的热量到达压缩机111以实现热量回收利用。
如图2及图3所示，电机220的壳体的一端设置有冷媒入口221，电机220的壳体的另一端设置有冷媒出口222。电机220的内部包括绕轴转动的转子223以及环绕转子223设置于电机220的壳体内侧的定子224，转子223与定子224之间留有空隙。转子223上设置有四个沿轴向的通孔226，通孔226沿转子223的圆周方向均匀地分布于转子223内。
冷媒由冷媒入口221进入电机220，穿过通孔226及转子223与定子224之间的空 隙，由冷媒出口222流出。冷媒直接与转子223及定子224接触，可以更好的冷却电机220，也可以更高效地回收电机220的热量。并且，由于冷媒直接与转子223及定子224接触，电机220低温时可以进行堵转发热而不会烧坏电机220。
如图1所示，电池管理系统300包括电池包310、电池制冷管路320以及电池供热管路330。电池制冷管路320的流入端与冷媒散热管路120的流出端连接，电池制冷管路320的流出端与主管路110的流入端连接。电池供热管路330的流入端与主管路110的流出端连接，电池供热管路330的流出端与电机冷媒路210的流入端连接。电池制冷管路320的流入端设置有第二电子膨胀阀321。电池供热管路330的流入端设置有第二电磁阀331。
乘员舱管理系统400包括乘员舱制热管路410以及乘员舱制冷管路420。乘员舱制热管路410的流入端和流出端分别与主管路110的流出端及电机冷媒路210的流入端连接。乘员舱制冷管路420的流出端和流入端分别与主管路110的流入端及冷媒散热管路120的流出端连接。乘员舱制热管路410自流入端至流出端依次设置有第三电磁阀411及暖风芯体412。乘员舱制冷管路420自流入端至流出端依次设置有第三电子膨胀阀421及蒸发器422。
充电器管理系统500包括充电器制冷管路510以及设置于充电器制冷管路510的充电器520。充电器制冷管路510的流入端与冷媒散热管路120的流出端连接，充电器制冷管路510的流出端与主管路110的流入端连接。充电器制冷管路510的流入端设置有第四电子膨胀阀511。
本申请热管理系统将电机220直接与冷媒管路连接，冷媒穿过电机220并直接与电机220的转子223及定子224接触，实现冷媒对电机220直接进行降温及热回收。此种方式热交换效率高，热量损失低，高温时大大提升了电机220的持续功率，低温时提升了电机220的热量回收利用率，能更快的恢复热泵的性能。
本申请热管理系统采用纯冷媒管路，无需冷却液管路。车辆中无需设置冷却液散热器、水泵以及冷却液管路，降低整车热管理管路的布置难度，减少了热管理系统的体积同时减轻了车身重量。
本申请还将充电器520与控制器230集成在冷媒管路中。高温时利用冷媒直接冷却充电器520及控制器230，冷却效果好。低温时利用冷媒回收控制器230的热量，避免热量浪费。
本申请还公开了一种车辆，包括上述热管理系统。
本申请还公开了一种热管理方法，应用于上述热管理系统。所述热管理方法包括：空调管理系统100通过冷媒冷却电机管理系统200、电池管理系统300、乘员舱管理系统400及充电器管理系统500；空调管理系统100通过冷媒给电池管理系统300及乘员舱管理系统400供暖。
车辆包括五种运行模式，分别为高温行车模式、常温行车模式、低温行车模式、低温冷启动模式以及停车充电模式。
高温行车模式时，电机220、电池包310需要冷却，乘员舱需要制冷。此时空调压缩机111工作，第二电磁阀331关闭，第三电磁阀411关闭，第一电磁阀121打开。第一电子膨胀阀211打开给控制器230及电机220冷却，第二电子膨胀阀321打开给电池包310散热，第三电子膨胀阀421打开给乘员舱降温。由于经过膨胀阀后的冷媒温度在-10℃左右，可以有效地冷却电机220，大大提升电机220的持续功率及持续扭矩。
常温行车模式时，乘员舱不需要制冷，电池包310按需冷却，电机220需要冷却。此时空调压缩机111工作，第二电磁阀331关闭，第三电磁阀411关闭，第一电磁阀121打开，第一电子膨胀阀211打开给控制器230及电机220冷却。检测到电池包310的温度超过设定值时，打开第二电子膨胀阀321对电池包310进行冷却。
低温行车模式时，乘员舱、电池包310需要供暖，电机220需要冷却。此时压缩机111工作，第一电磁阀121关闭。第二电磁阀331开启，高温冷媒到达电池包310给电池包310加热。第三电磁阀411开启，高温冷媒到达暖风芯体412给乘员舱供暖。冷媒经过暖风芯体412和电池包310之后，开启第一电子膨胀阀211，冷媒经过控制器230和电机220，对控制器230和电机220进行热回收。
由于冷媒和电机220直接进行热交换，温差更大，热回收效率更高。之后，冷媒携带控制器230和电机220的热量再次参与循环。
低温冷启动模式时，电池包310、乘员舱都急需要供暖。此时环境温度过低，热泵几乎无法工作。压缩机111开启，第一电磁阀121关闭，第一电子膨胀阀211开启。开启电机220自加热，电机220进行堵转发热，冷媒携带电机220的热量到压缩机111参与循环。第二电磁阀331开启，高温冷媒到达电池包310给电池包310加热。第三电磁阀411开启，高温冷媒到达暖风芯体412给乘员舱供暖。
由于经过第一电子膨胀阀211后的冷媒温度在-10℃左右，故电机220自加热温度无 需上升太高就可以快速恢复热泵功能，给乘员舱及电池包310供暖。
停车充电模式时，第一电磁阀121开启，第二电磁阀331关闭，第三电磁阀411关闭，压缩机111打开。当电池包310的温度超过设定值时，开启第二电子膨胀阀321，对电池包310进行冷却。当充电器520的温度超过设定值时，开启第四电子膨胀阀511，对充电器520进行冷却。
以上所述仅是本申请的一些实施方式而已，并非对本申请做任何形式上的限制。虽然本申请已以一些实施方式揭露如上，然而这些实施方式并非用以限制本申请。任何熟悉本领域的技术人员，在不脱离本申请技术方案的范围内，当可利用上述揭示的技术内容做出些许更动或修饰为等同变化的等效实施方式。但凡是未脱离本申请技术方案的内容，依据本申请的技术实质对以上实施方式所作的任何简单修改、等同变化与修饰，均仍属于本申请技术方案的范围内。

Claims (11)

  1. 一种热管理系统，应用于车辆，所述热管理系统包括空调管理系统、电机管理系统、电池管理系统、乘员舱管理系统以及充电器管理系统；所述空调管理系统与所述电机管理系统、所述电池管理系统、所述乘员舱管理系统及所述充电器管理系统通过冷媒管路连接。
  2. 根据权利要求1所述的热管理系统，其中，所述空调管理系统包括主管路以及冷媒散热管路；所述主管路的流出端与所述冷媒散热管路的流入端连接；所述主管路设置有压缩机；所述冷媒散热管路设置有空调冷凝器及第一电磁阀。
  3. 根据权利要求2所述的热管理系统，其中，所述充电器管理系统包括充电器制冷管路以及设置于所述充电器制冷管路的充电器；所述充电器制冷管路的流出端和流入端分别与所述主管路的流入端及所述冷媒散热管路的流出端连接；所述充电器制冷管路的所述流入端设置有第四电子膨胀阀。
  4. 根据权利要求2所述的热管理系统，其中，所述电机管理系统包括电机冷媒路及电机；所述电机为冷媒直冷式电机，冷媒从所述电机的一端流入，穿过所述电机从所述电机的另一端流出；所述电机冷媒路的流出端和流入端分别与所述主管路的流入端及所述冷媒散热管路的流出端连接；所述电机冷媒路的所述流入端设置有第一电子膨胀阀。
  5. 根据权利要求4所述的热管理系统，其中，所述电机管理系统还包括控制器；所述控制器设置于所述电机与所述第一电子膨胀阀之间；所述电机包括转子及定子；所述转子及所述定子直接与冷媒接触；所述电机可进行堵转发热。
  6. 根据权利要求4所述的热管理系统，其中，所述电池管理系统包括电池包、电池制冷管路以及电池供热管路；所述电池制冷管路的流出端和流入端分别与所述主管路的所述流入端及所述冷媒散热管路的所述流出端连接；所述电池供热管路的流入端和流出端分别与所述主管路的所述流出端及所述电机冷媒路的所述流入端连接；所述电池制冷管路的所述流入端设置有第二电子膨胀阀；所述电池供热管路的所述流入端设置有第二电磁阀。
  7. 根据权利要求4所述的热管理系统，其中，所述乘员舱管理系统包括乘员舱制热管路及乘员舱制冷管路；所述乘员舱制热管路的流入端和流出端分别与所述主管路的所述流出端及所述电机冷媒路的所述流入端连接；所述乘员舱制冷管路的流出端和流入端分别与所述主管路的所述流入端及所述冷媒散热管路的所述流出端连接；所述乘员舱制热管路设置有暖风芯体及第三电磁阀；所述乘员舱制冷管路设置有蒸发器及第三电子膨胀阀，所述第三电子膨胀阀位于所述乘员舱制冷管路的所述流入端。
  8. 一种热管理方法，应用于车辆的热管理系统，所述热管理系统包括空调管理系统、电机管理系统、电池管理系统、乘员舱管理系统及充电器管理系统；所述热管理方法包括：所述空调管理系统通过冷媒冷却所述电机管理系统、所述电池管理系统、所述乘员舱管理系统及所述充电器管理系统；所述空调管理系统通过冷媒给所述电池管理系统及所述乘员舱管理系统供暖。
  9. 根据权利要求8所述的热管理方法，其中，所述电机管理系统包括电机及控制器；
    所述热管理方法还包括：所述空调管理系统通过冷媒回收所述电机及所述控制器的热量给所述电池管理系统及所述乘员舱管理系统供暖。
  10. 根据权利要求9所述的热管理方法，其中，所述车辆具有高温行车模式、常温行车模式、低温行车模式、低温冷启动模式及停车充电模式；
    所述热管理方法还包括：低温冷启动模式时，所述电机管理系统先自加热，之后所述空调管理系统通过冷媒回收所述电机管理系统的热量给所述电池管理系统及所述乘员舱管理系统制热；停车充电模式时，所述空调管理系统通过冷媒对所述电池管理系统或所述充电器管理系统制冷。
  11. 一种车辆，包括热管理系统，所述热管理系统包括空调管理系统、电机管理系统、电池管理系统、乘员舱管理系统以及充电器管理系统；所述空调管理系统与所述电机管理系统、所述电池管理系统、所述乘员舱管理系统及所述充电器管理系统通过冷媒管路连接。
PCT/CN2024/075582 2023-03-22 2024-02-02 热管理系统、热管理方法及车辆 Ceased WO2024193246A1 (zh)

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