面向快充与动态工况的电动汽车直/液冷架构运行及热力学特性研究

陈彬; 梁坤峰; 宗硕; 陈浩远; 殷翔; 曹锋

doi:10.7652/xjtuxb202610011

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面向快充与动态工况的电动汽车直/液冷架构运行及热力学特性研究

专题新能源电动车辆热管理 | 更新时间：2026-09-29

- 面向快充与动态工况的电动汽车直/液冷架构运行及热力学特性研究
- Study on the Operation and Thermodynamic Characteristics of Direct/Liquid Cooling Architectures for Electric Vehicles under Fast Charging and Dynamic Driving Conditions
- 西安交通大学学报 2026年60卷第10期页码：125-136
- 作者机构：
  
  西安交通大学能源与动力工程学院，710049，西安
  豫新汽车热管理科技有限公司，453000，河南新乡
  河南科技大学车辆与交通工程学院，471003，河南洛阳
- 作者简介：
  
  陈彬（1986-），男，博士生；
  曹锋（通信作者），男，教授，博士生导师。
- 基金信息：
  
  两相流自维持脉动诱发跨临界CO2循环热失稳形成机制(2025JC-YBMS-382)
- DOI：10.7652/xjtuxb202610011
  中图分类号： TB66
- 收稿：2026-03-27，
  
  网络首发：2026-06-17，
  
  纸质出版：2026-10-10
- 稿件说明：
移动端阅览
陈彬, 梁坤峰, 宗硕, 等. 面向快充与动态工况的电动汽车直/液冷架构运行及热力学特性研究[J/OL]. 西安交通大学学报,2026,60 (10):125-136. https://doi.org/10.7652/xjtuxb202610011.

CHEN Bin, LIANG Kunfeng, ZONG Shuo, et al. Study on the Operation and Thermodynamic Characteristics of Direct/Liquid Cooling Architectures for Electric Vehicles under Fast Charging and Dynamic Driving Conditions[J/OL]. Journal of Xi'an Jiaotong University,2026,60 (10):125-136. https://doi.org/10.7652/xjtuxb202610011.
陈彬, 梁坤峰, 宗硕, 等. 面向快充与动态工况的电动汽车直/液冷架构运行及热力学特性研究[J/OL]. 西安交通大学学报,2026,60 (10):125-136. https://doi.org/10.7652/xjtuxb202610011. DOI：

CHEN Bin, LIANG Kunfeng, ZONG Shuo, et al. Study on the Operation and Thermodynamic Characteristics of Direct/Liquid Cooling Architectures for Electric Vehicles under Fast Charging and Dynamic Driving Conditions[J/OL]. Journal of Xi'an Jiaotong University,2026,60 (10):125-136. https://doi.org/10.7652/xjtuxb202610011. DOI：

摘要

针对电动汽车大倍率快充与动态行驶工况下动力电池热负荷波动大、温控响应要求高、现有评价方法难以同时反映系统能效与不可逆损失的问题，提出了面向集成热管理系统的运行性能与㶲效率综合评价方法，并在此基础上构建了考虑温控响应、系统能效及部件不可逆㶲损失的热力学分析模型。进一步搭建了兼容电池直冷与液冷2种架构的多模式集成热管理实验台架，从而实现了统一边界条件下2种架构、不同模式的切换与对比。基于所建立的综合评价方法，在中国轻型乘用车测试循环动态工况及0.5C～3C快充工况下，对比研究了2种架构的温控特性、能效表现及热力学损失规律。结果表明：动态行驶工况下，液冷架构凭借大热容具有更优的舱内舒适性与系统稳定性，直冷架构中后期性能系数稳定在2.5以上，稳态能效更高；在1C及以上大倍率快充工况中，直冷架构消除了二次传热热阻，降温响应速度显著优于液冷架构，受制冷剂相变流态影响，其电池模组最大稳态温差达7.8℃，局部均温性劣于液冷架构的4.7℃；直冷架构有效削减了换热不可逆损失，其电池冷板㶲效率达47%，显著高于液冷回路中电池冷却器的29%，且在长周期动态运行中，直冷架构的瞬态总㶲效率最高可达20%，表明直冷架构在响应速度、系统能效及热力学完善度方面总体更具优势。所建立的评价方法能够有效辨识不同架构在动态与高负荷工况下的性能差异，为电动汽车集成热管理系统的架构优选与控制优化提供方法支撑和实验依据。

Abstract

To address the issues of large fluctuations in the thermal load of power batteries

stringent requirements for temperature control response

and the inability of existing evaluation methods to simultaneously reflect system energy efficiency and irreversible losses under high-rate fast-charging and dynamic driving conditions for electric vehicles

this study proposes a comprehensive evaluation method for the operating performance and exergy efficiency of integrated thermal management systems. On this basis

a thermodynamic analysis model is developed that considers temperature control response

system energy efficiency

and component irreversible exergy destruction. Furthermore

a multi-mode integrated thermal management test bench compatible with both battery direct cooling and liquid cooling architectures is constructed

enabling the switching and comparison of the two architectures and different modes under unified boundary conditions. Based on the established comprehensive evaluation method

the temperature control characteristics

energy efficiency performance

and thermodynamic loss patterns of the two architectures are comparatively studied under the dynamic driving condition of the China light-duty vehicle test cycle for passenger cars (CLTC-P) and fast-charging conditions ranging from 0.5C to 3C. The results indicate that under dynamic driving conditions

the liquid cooling architecture provides better cabin comfort and system stability due to its large heat capacity. Meanwhile

the direct cooling architecture maintains a coefficient of performance (COP) above 2.5in the mid-to-late stages

achieving higher steady-state energy efficiency. Under high-rate fast-charging conditions at 1C and above

the direct cooling architecture eliminates the secondary heat transfer resistance

resulting in a significantly faster cooling response than that of the liquid cooling architecture. However

influenced by the phase-change flow regime of the refrigerant

the maximum steady-state temperature difference within its battery module reaches 7.8℃

indicating poorer local temperature uniformity compared to the 4.7℃ observed in the liquid cooling architecture. The direct cooling architecture effectively reduces irreversible heat transfer losses; its battery cold plate achieves an exergy efficiency of 47%

which is significantly higher than the 29% of the battery chiller in the liquid cooling loop. Furthermore

during long-term dynamic operation

the transient total exergy efficiency of the direct cooling architecture reaches up to 20%. This demonstrates that the direct cooling architecture generally exhibits greater advantages in terms of response speed

system energy efficiency

and degree of thermodynamic perfection. The established evaluation method can effectively identify the performance differences between different architectures under dynamic and high-load conditions

providing methodological support and an experimental basis for architecture selection and control optimization of integrated thermal management systems for electric vehicles.

关键词

Keywords

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