CN116605005A - A thermal management system for a vehicle and a vehicle - Google Patents

Abstract

The invention relates to the technical field of vehicle air conditioners, and provides a vehicle thermal management system and a vehicle. The system comprises: the indoor cooler is connected in series between the outlet of the compressor and the inlet of the four-way electromagnetic valve; the evaporator group comprises at least two evaporators connected in parallel; the second end of the outdoor three-medium heat exchanger is connected with the refrigeration check valve and the first heating check valve; the first outlet of the four-way electromagnetic valve is connected with the first end of the outdoor three-medium heat exchanger; the first normally closed electromagnetic valve is also connected with a suction inlet of the compressor; the outdoor three-medium heat exchanger is connected with the first normally closed electromagnetic valve in parallel; the second outlet of the four-way electromagnetic valve is connected with the first end of the first expansion valve; the second end of the first expansion valve is connected with the conducting end of the refrigeration one-way valve; the evaporator group is also connected with the second end of the evaporator group through a second normally closed electromagnetic valve; the third outlet of the four-way electromagnetic valve is connected with the cut-off end of the first heating one-way valve; and is also connected to the first end of the evaporator group. The system can improve the energy utilization rate and reduce the power consumption of the whole machine.

Description

A thermal management system for a vehicle and a vehicle

technical field

The invention relates to the technical field of vehicle air conditioning, in particular to a vehicle thermal management system and a vehicle.

Background technique

The current development trend of automotive thermal management systems can be roughly divided into two categories: the first category is the automotive thermal management system with coolant as the main circulating medium; the second category is the automotive thermal management system with refrigerant as the main circulating medium. system.

In the vehicle thermal management system with coolant as the main circulation medium, the coolant plays a role in heat transfer during the circulation process. The refrigerant circuit is extremely simple. The four major parts of the refrigeration system (compressor, condenser, expansion valve, and evaporator) are in the same circuit. When the system is running for cooling or heating, the refrigerant flow does not change, and the direction of the cooling liquid circuit is adjusted. Or flow adjustment to realize the switching between the cooling, heating, dehumidification and battery cooling and heating functions of the passenger compartment of the vehicle. The coolant circuit regulation depends on the coolant multi-way valve, which realizes the conduction and disconnection of different coolant circuits through the rotation of the valve core. Since the circulation of coolant does not involve phase change, the development of this type of system is less difficult, and most companies currently use this type of system for vehicle matching. Therefore, the first type of system is called the coolant specialized system. However, the coolant specialized system has the following problems: secondary heat exchange is required, so the overall heat exchange efficiency is low, and the low-voltage power consumption is high, and the normal operation needs to be maintained through the coolant flow. The coolant filling volume is increased, the coolant density is high, and the overall weight of the system is high.

In a vehicle thermal management system with refrigerant as the main circulating medium, the coolant circuit is extremely simple. As the main circulation medium, the refrigerant circuit avoids the secondary heat exchange problem of the first type of system. The secondary heat exchange means that the refrigerant first exchanges heat to the cooling liquid, and the cooling liquid exchanges heat to the air. The second type of system can directly realize the heat exchange of the refrigerant to the air, thereby improving the heat exchange efficiency. When the system switches between cooling, heating, and dehumidification, the refrigerant circuit changes the flow direction and flow rate through the adjustment of various valves. These valves include refrigerant pilot solenoid valves, refrigerant three-way solenoid valves, electronic expansion valves, refrigerant one-way valves, etc., and integrate these valves together to form new parts called "valve islands". It is the core component of this kind of system. The coolant circuit is relatively simple in this type of system, allowing simple heat transfer. Due to the phase change of the refrigerant cycle, supercooling and superheating control, oil circulation control and other issues, this type of system has a high threshold. At present, only a few enterprises are planning the layout, but this type of system has great advantages in energy consumption, and is relatively Easily compatible with technical solutions such as oil-cooled motors, direct cooling and direct heating of batteries. Therefore, the second type of system is called the refrigerant specialized system.

Both of the above two thermal management systems for vehicles have the following problems. Currently, the main source of energy consumption for heating at low temperatures in winter is the low-temperature cold air from the external circulation, so energy consumption at low temperatures is relatively high. In summer, it is a refrigeration cycle, and the condenser needs a lot of heat to be lost to the air. For the energy management of the whole vehicle, the loss of this part of energy is wasteful.

Contents of the invention

The invention provides a thermal management system for a vehicle and an automobile, which are used to solve the problems of low energy utilization rate and high energy consumption in the thermal management system for a vehicle in the prior art.

The present invention provides a thermal management system for a vehicle, comprising:

The indoor cooler is connected in series between the outlet of the compressor and the inlet of the four-way solenoid valve;

an evaporator bank comprising at least two evaporators connected in parallel;

An outdoor three-medium heat exchanger, the second end of the outdoor three-medium heat exchanger is connected to the cooling one-way valve and the first heating one-way valve; the cooling one-way valve and the first heating one-way valve connected in parallel, and the conduction directions of the refrigeration one-way valve and the first heating one-way valve are opposite;

The first outlet of the four-way solenoid valve is connected to the first end of the outdoor three-medium heat exchanger; it is also connected to the suction port of the compressor through the first normally closed solenoid valve; the outdoor three-medium heat exchange The device is connected in parallel with the first normally closed solenoid valve;

The second outlet of the four-way solenoid valve is connected to the first end of the first expansion valve;

The second end of the first expansion valve is connected to the conduction end of the refrigeration check valve; it is also connected to the second end of the evaporator group through the second normally closed solenoid valve;

The third outlet of the four-way solenoid valve is connected to the cut-off end of the first heating one-way valve; it is also connected to the first end of the evaporator group;

The suction port of the compressor is also connected between the second normally closed solenoid valve and the second end of the evaporator group.

A thermal management system for a vehicle provided according to the present invention includes:

Cooling/heating heat exchangers for cooling or heating electronic components;

The first end of the cooling/heating heat exchanger is connected to the outlet of the indoor cooler through the third normally closed solenoid valve; the first end of the cooling/heating heat exchanger is also connected to the outlet of the second expansion valve The second end is connected, the first end of the second expansion valve is connected between the conduction end of the refrigeration check valve and the second end of the first expansion valve;

The second end of the cooling/heating heat exchanger is connected between the second normally closed electromagnetic valve and the second end of the evaporator group through a fourth normally closed solenoid valve; The second end of the heater is also connected to the cut-off end of the second heating one-way valve; the conduction end of the second heating one-way valve is connected to the inlet of the four-way solenoid valve.

According to a vehicle thermal management system provided by the present invention, it also includes:

A pump assembly, the pump assembly is connected between the cooling/heating heat exchanger and the electronic component to form a first coolant circulation loop.

According to a vehicle thermal management system provided by the present invention, it also includes:

The vehicle power heat source component is connected between the pump assembly and the outdoor three-medium heat exchanger to form a second coolant circulation loop.

According to a thermal management system for a vehicle provided by the present invention, the pump assembly is a dual-drive water pump.

According to a vehicle thermal management system provided by the present invention, the pump assembly includes:

The first water pump is connected between the cooling/heating heat exchanger and the battery pack of the electronic component to form the first coolant circulation loop;

The second water pump is connected between the outdoor three-medium heat exchanger and the vehicle power heat source components to form the second coolant circulation loop.

According to the vehicle heat management system provided by the present invention, it further includes electromagnetic valves, the number of the electromagnetic valves is at least the same as the number of the evaporators; each evaporator is equipped with at least one electromagnetic valve.

According to a vehicle thermal management system provided by the present invention, it also includes:

An energy recovery device is connected between the first outlet of the four-way solenoid valve and the first end of the outdoor three-medium heat exchanger.

According to a vehicle thermal management system provided by the present invention, it also includes:

The energy storage device is connected between the electronic component and the cooling/heating heat exchanger.

The present invention also provides an automobile, including an automobile body, and the above-mentioned vehicle thermal management system; the vehicle thermal management system is installed on the automobile body.

The vehicle thermal management system and the vehicle provided by the present invention, through the arrangement of the indoor cooler, the evaporator group and the outdoor three-medium heat exchanger, can make the refrigerant completely inhale air from the passenger compartment during the circulation process, and pass the air Cooling and heating realize cooling and heating of the passenger compartment, which realizes full internal circulation of air, reduces the cooling load of low-temperature fresh air, and reduces the power consumption of the whole machine for low-temperature heating; at the same time, it reduces the low-voltage power consumption of the whole machine.

Description of drawings

In order to more clearly illustrate the present invention or the technical solutions in the prior art, the accompanying drawings that need to be used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the accompanying drawings in the following description are the present invention. For some embodiments of the invention, those skilled in the art can also obtain other drawings based on these drawings without creative effort.

Fig. 1 is a schematic diagram of a vehicle thermal management system provided by the first embodiment of the present invention;

Fig. 2 is a schematic diagram of a vehicle thermal management system provided by a second embodiment of the present invention;

3 is a schematic diagram of a vehicle thermal management system provided by a third embodiment of the present invention;

Fig. 4 is a schematic diagram of a vehicle thermal management system provided by a fourth embodiment of the present invention;

Fig. 5 is a schematic diagram of a vehicle thermal management system provided by a fifth embodiment of the present invention;

Fig. 6 is a schematic diagram of the vehicle thermal management system provided by the first embodiment of the present invention under the cooling condition of the battery pack;

Fig. 7 is a system schematic diagram of the vehicle thermal management system provided by the first embodiment of the present invention under the cooling condition of the passenger compartment;

Fig. 8 is a system schematic diagram of the vehicle thermal management system provided by the first embodiment of the present invention under the cooling condition of the passenger compartment and the cooling condition of the battery pack;

Fig. 9 is a system schematic diagram of the vehicle thermal management system provided by the first embodiment of the present invention under the cooling and heating conditions of the passenger compartment;

Fig. 10 is a system schematic diagram of the vehicle thermal management system provided by the first embodiment of the present invention under the heating condition of the passenger compartment and the heating condition of the battery pack;

Fig. 11 is a schematic diagram of the vehicle thermal management system provided by the first embodiment of the present invention under the heat dissipation condition of the battery pack and the vehicle power heat source components.

Reference signs:

100. Refrigeration device for passenger compartment; 200. Refrigeration device for electronic components; 300. Battery pack; 400. Pump assembly; 500. Vehicle power heat source components; 600. Tesla turbine; 700. Energy storage device;

101. Indoor cooler; 102. Compressor; 103. Four-way solenoid valve; 104. Evaporator group; 105. Outdoor three-medium heat exchanger; 106. Refrigeration check valve; 107. First heating check valve; 108. The first normally closed electromagnetic valve; 109. The first expansion valve; 110. The second normally closed electromagnetic valve; 111. The first normally open electromagnetic valve; 112. The second normally open electromagnetic valve; 113. The gas-liquid separator; 114. Solenoid valve; 115. Blower; 116. Variable intake grid; 117. Cooling fan; 118. Pressure temperature sensor on high pressure side; 119. Pressure temperature sensor on low pressure side;

201. The second expansion valve; 202. The cooling/heating heat exchanger; 203. The third normally closed solenoid valve; 204. The second heating one-way valve; 205. The fourth normally closed solenoid valve;

401, the first water pump; 402, the second water pump;

501, drive motor; 502, motor controller;

1041. Evaporator A; 1042. Evaporator B.

Detailed ways

In order to make the purpose, technical solutions and advantages of the present invention clearer, the technical solutions in the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the present invention. Obviously, the described embodiments are part of the embodiments of the present invention , but not all examples. Based on the embodiments of the present invention, all other embodiments obtained by persons of ordinary skill in the art without creative efforts fall within the protection scope of the present invention.

Before introducing the vehicle heat management system of the present invention, it needs to be clear that in the vehicle air conditioning system, the compressor is driven to rotate by the drive belt on the crankshaft of the engine, and the low-temperature and low-pressure gaseous refrigerant vaporized in the evaporator due to absorbing the heat inside the vehicle (Usually R134a) is sucked into the compressor through the low pressure line and low pressure valve. The low-temperature and low-pressure gaseous refrigerant is compressed into a high-temperature (about 85°C) high-pressure (about 1700Kpa) gaseous refrigerant after being compressed by the compressor. It is sent to the condenser in front of the engine radiator through the high-pressure valve and high-pressure hose. The high-temperature and high-pressure gaseous refrigerant is cooled by the outside air in the condenser to become a medium-temperature (about 55°C) high-pressure (about 1700kpa) liquid refrigerant , and flow from the bottom of the condenser to the liquid storage drier, filtered by the liquid storage drier, dehydrated, sent to the thermal expansion valve by the high-pressure hose, and then become low temperature (about 0°C) low pressure after throttling and reducing the pressure of the thermal expansion valve (about 300kpa) gas-liquid mixed refrigerant; finally, the low-temperature and low-pressure gas-liquid mixed refrigerant enters the evaporator, and absorbs a large amount of heat from the evaporator tube wall and the surrounding air in the evaporator to evaporate and vaporize the surface of the evaporator and its surrounding air. The temperature of the surrounding hot air inside the vehicle is reduced. In this process, when the blower blows the hot air in the passenger compartment or the hot air outside the vehicle over the surface of the evaporator, the hot air is cooled by the evaporator and turned into cold air and sent back to the passenger compartment, thereby reducing the temperature inside the vehicle. The liquid refrigerant absorbs heat in the evaporator and vaporizes into a low-temperature (about 0°C) low-pressure (about 300Kpa) gaseous refrigerant, which flows through the low-pressure hose and is sucked again by the compressor to complete the refrigeration cycle.

When using the above-mentioned vehicle thermal management system for heating, because the cold air outside the vehicle needs to be sucked into the thermal management system during the low-temperature heating process of the vehicle, the cold air enters the vehicle from the outside. Due to the large front-to-back temperature difference, it is necessary It takes a lot of energy to heat up.

An embodiment of the present invention discloses a thermal management system for a vehicle. The thermal management system for a vehicle includes a passenger compartment cooling device 100 for cooling or heating the passenger compartment. The passenger compartment cooling device 100 includes an indoor cooler 101, The evaporator group 104 and the outdoor three-medium heat exchanger 105; wherein, the indoor cooler 101 is connected in series between the outlet of the compressor 102 and the inlet of the four-way solenoid valve 103, and is used to refrigerate the high-temperature and high-pressure gas discharged from the compressor 102 The refrigerant is delivered to the four-way solenoid valve 103; the evaporator group 104 includes at least two parallel evaporators, and under the cooling condition, the refrigerant enters each evaporator at the same time; while under the heating condition, the refrigerant enters each evaporator alternately An evaporator, which can effectively avoid frost on the surface of the evaporator, causing the problem that the air side circulation channel is blocked. The second end of the outdoor three-medium heat exchanger 105 is connected to the cooling check valve 106 and the first heating check valve 107; the cooling check valve 106 and the first heating check valve 107 are connected in parallel, and the cooling check valve 106 It is opposite to the conduction direction of the first heating check valve 107; the outdoor three-medium heat exchanger 105 can realize the heat exchange between the air outside the vehicle, the refrigerant and the coolant; when the vehicle thermal management system of the present invention When it is in the working condition of cooling the passenger compartment, the refrigerant flows through the cooling check valve 106, and the first heating check valve 107 is closed; when the vehicle thermal management system of the present invention is in the working condition of heating the passenger compartment , the refrigerant flows through the first heating one-way valve 107, while the cooling one-way valve 106 is closed.

The first outlet of the four-way electromagnetic valve 103 is connected with the first end of the outdoor three-medium heat exchanger 105; it is also connected with the suction port of the compressor 102 through the first normally closed electromagnetic valve 108; the outdoor three-medium heat exchanger 105 Parallel with the first normally closed solenoid valve 108;

The second outlet of the four-way solenoid valve 103 is connected to the first end of the first expansion valve 109;

The second end of the first expansion valve 109 is connected to the conduction end of the refrigeration check valve 106; it is also connected to the second end of the evaporator group 104 through the second normally closed solenoid valve 110;

The third outlet of the four-way solenoid valve 103 is connected to the cut-off end of the first heating check valve 107; it is also connected to the first end of the evaporator group 104;

The suction port of the compressor 102 is also connected between the second normally closed solenoid valve 110 and the second end of the evaporator group 104 .

In an embodiment of the present invention, the passenger compartment refrigeration device 100 of the vehicle thermal management system further includes solenoid valves 114, the number of solenoid valves 114 is at least the same as the number of evaporators; each evaporator is at least equipped with a solenoid valve 114.

The evaporator group 104 has two working modes, which are:

When the thermal management system for vehicles in the embodiment of the present invention is in the cooling condition, because the temperature of the condensed water on the surface of the evaporator is higher than the freezing point of water, the water will be drained from the surface of the evaporator in liquid form at this time, that is, evaporated There will be no frost on the surface of the evaporator, so the electromagnetic valve 114 of each evaporator can be opened at this time, so that the refrigerant enters each evaporator in the evaporator group 104 at the same time.

When the vehicle thermal management system of the embodiment of the present invention is in the heating condition, because the evaporator will condense the water vapor in the air while lowering the air temperature, at this time, because the evaporation pressure of the refrigerant is very low, the evaporation temperature It is also very low, causing the surface temperature of the evaporator to be lower than the freezing point of water, and the water vapor in the air will directly change from liquid to solid (that is, the water vapor in the air will frost on the surface of the evaporator) and adhere to the surface of the evaporator, thereby clogging The air circulation path of the evaporator, so in order to avoid frost on the surface of the evaporator, which will cause the problem of blockage of the air side circulation channel, so under the heating condition, the refrigerant enters each evaporation alternately, specifically: two evaporators Let’s take the evaporator as an example for illustration. Open the solenoid valve 114 of the first evaporator, and keep the solenoid valve 114 of the other evaporator closed. At this time, the refrigerant enters the first evaporator. When the surface of the first evaporator is full of After the frost, close the solenoid valve 114 of the first evaporator. Since the air blown from the surface of the evaporator is the air in the car above 0°C, the frost on the surface of the first evaporator will be liquefied under the blowing of hot air. Liquid, eventually drained. Simultaneously open the solenoid valve 114 of the second evaporator; the refrigerant enters the second evaporator, when the surface of the second evaporator is also covered with frost, close the solenoid valve 114 of the second evaporator, and cycle in this order Reciprocating to ensure that the hot air will not block the air circulation path due to frost on the surface of the evaporator during the cooling and dehumidification process, thereby affecting the overall ventilation effect. And because the heating process uses hot air inside the car instead of cold air outside the car, energy consumption is reduced. In the embodiment of the present invention, the number of evaporators is not limited. There is no restriction on the order of the evaporators where the refrigerant enters, as long as the refrigerant enters the evaporator without frost on the surface.

In an embodiment of the present invention, the passenger compartment cooling device 100 of the vehicle thermal management system further includes a blower 115 . The air blower 115 is arranged in the air-conditioning box, and its function is to provide ventilation for the evaporator group 104 and the indoor cooler 101 . The blower switches between two working modes under the adjustment of the temperature damper. The two working modes are:

When the thermal management system for a vehicle according to the embodiment of the present invention is in the cooling condition, the air provided by the blower only passes through the evaporator group 104, and does not pass through the indoor cooler 101, so under the cooling condition, the air flowing out from the indoor cooler 101 The refrigerant is still a high-temperature and high-pressure gaseous refrigerant. The air provided by the blower only passes through the evaporator group 104 , which means that the blower supplies the air in the passenger compartment (ie, the air inside the vehicle) to the evaporator group 104 .

When the vehicle thermal management system of the embodiment of the present invention is in the heating mode, the air provided by the blower first passes through the evaporator group 104, is cooled and dehumidified by the evaporator group 104, and then passes through the indoor cooler 101 to let the indoor cooler The high-temperature and high-pressure gaseous refrigerant in 101 dissipates heat. At this time, the refrigerant will change from a high-temperature and high-pressure gaseous state to a medium-temperature and high-pressure liquid refrigerant. The air provided by the blower refers to the air that the blower absorbs from the passenger compartment (that is, the air in the car).

In one embodiment of the present invention, the passenger compartment cooling device 100 of the vehicle thermal management system further includes a variable air intake grid 116 and a cooling fan 117; the variable air intake grid 116 is arranged on the outdoor three-medium heat exchanger 105 At the front end, the cooling fan 117 is arranged at the rear end of the outdoor three-medium heat exchanger 105 . The cooling fan is used to blow the outside air entering from the variable air intake grill into the outdoor three-medium heat exchanger 105 . The variable air intake grid changes the air flow into the outdoor three-medium heat exchanger 105 by changing the size of the grid and cooperating with the cooling fan.

In one embodiment of the present invention, the passenger compartment refrigeration device 100 further includes a first normally open solenoid valve 111; the first normally open solenoid valve 111 is connected between the outlet of the indoor cooler 101 and the inlet of the four-way solenoid valve 103, The first normally open solenoid valve 111 is used to adjust the flow of refrigerant entering the four-way solenoid valve 103 .

In one embodiment of the present invention, the passenger compartment refrigeration device 100 further includes a second normally-on solenoid valve 112; the second normally-on solenoid valve 112 is connected between the suction inlet of the compressor 102 and the second end of the evaporator group 104, The second normally open solenoid valve 112 is used to adjust the refrigerant flow into the suction port of the compressor 102 .

In one embodiment of the present invention, the passenger compartment refrigerating device 100 further includes a gas-liquid separator 113, and the gas-liquid separator 113 is connected between the second normally-on solenoid valve 112 and the suction inlet of the compressor 102, and is used for convective flow into The refrigerant at the suction port of the compressor 102 undergoes liquid-gas separation to ensure that all the refrigerant entering the compressor 102 is in a gaseous state.

In an embodiment of the present invention, the passenger compartment cooling device 100 further includes a high pressure side pressure temperature sensor 118 and a low pressure side pressure temperature sensor 119 . The high-pressure side pressure and temperature sensor 118 is connected between the outlet of the compressor 102 and the inlet of the indoor cooler 101, and is used to detect the pressure and temperature of the refrigerant discharged from the compressor 102, and feed back the pressure and temperature of the refrigerant to the vehicle control system . The low-pressure side pressure and temperature sensor 119 is connected between the gas-liquid separator 113 and the suction port of the compressor 102 for detecting the pressure and temperature of the refrigerant entering the compressor 102 and feeding back the detection results to the vehicle control system.

In the embodiment of the present invention, in addition to the passenger compartment cooling device 100 in the above embodiments, an electronic component cooling device 200 is also included. The electronic component refrigeration device 200 includes a second expansion valve 201 and a second heating check valve 204; the first end of the second expansion valve 201 is connected to the conduction between the second end of the first expansion valve 109 and the cooling check valve 106 between the ends; the second end of the second expansion valve 201 is connected to the first end of the cooling/heating heat exchanger 202; the first end of the cooling/heating heat exchanger 202 is also connected with the third normally closed solenoid valve 203 The outlet of the indoor cooler 101 is connected; the second end of the refrigeration/heating heat exchanger 202 is connected between the second normally closed electromagnetic valve 110 and the second end of the evaporator group 104 through the fourth normally closed electromagnetic valve 205; The cut-off end of the second heating one-way valve 204 is connected to the second end of the cooling/heating heat exchanger 202 , and the conduction end of the second heating one-way valve 204 is connected to the inlet of the four-way solenoid valve 103 .

In the first specific embodiment of the present invention, a pump assembly 400 is connected between the cooling/heating heat exchanger 202 and the electronic components to form a first coolant circulation loop, as shown in FIG. 1 . The electronic components include the battery pack 300 , but are not limited to the battery pack 300 . An electronic component can be any component that needs to be cooled or heated.

Because in the first embodiment of the present invention, the refrigerant can flow to the cooling/heating heat exchanger 202 no matter it is in the cooling working condition or in the heating working condition, and the refrigerant and the cooling liquid are in the cooling/heating heat exchanger 202 202 for heat exchange. When the battery pack 300 is cooling or heating, the coolant in the circulation loop of the battery pack 300 is heated or cooled through the cooling/heating heat exchanger 202 (LCC/Chiller), and the coolant then enters the inside of the battery pack 300 to The battery cells are heated or cooled. During this process, the cooling/heating heat exchanger 202 cools or heats up the battery pack 300 by relying on the heat exchange between the refrigerant and the cooling liquid, so as to ensure that the vehicle power battery is within an appropriate temperature range.

In the first embodiment of the present invention, the vehicle thermal management system further includes a vehicle power heat source component 500; the vehicle power heat source component 500 is connected between the pump assembly 400 and the outdoor three-medium heat exchanger 105 to form a second coolant circulation circuit. Since the cooling liquid in the second cooling liquid circulation loop exchanges heat with the air and the refrigerant in the outdoor three-medium heat exchanger 105, the utilization rate of the heat of the whole vehicle can be improved and the energy consumption of the whole machine can be reduced. Wherein, the vehicle power heat source component 500 includes a drive motor 501 and a motor controller 502 .

In the first embodiment of the present invention, the pump assembly 400 adopts a dual-drive water pump, which reduces the components of the entire system and reduces costs.

In the second embodiment of the present invention, the first cooling heat cycle loop is removed, and the cooling/heating heat exchanger 202 is directly connected to the battery pack 300 , as shown in FIG. 2 . Specifically, the cooling/heating heat exchanger 202 is a direct cooling and direct heating plate, and the battery pack 300 is directly cooled or heated by using the direct cooling and direct heating plate.

In the third embodiment of the present invention, as shown in FIG. 3 , the pump assembly 400 includes a first water pump 401 and a second water pump 402; the first water pump 401 is connected between the cooling/heating heat exchanger 202 and the battery pack 300 A first coolant circulation loop is formed; the second water pump 402 is connected between the outdoor three-medium heat exchanger 105 and the vehicle power heat source component 500 to form a second coolant circulation loop. Separately controlling the first coolant circulation loop and the second coolant circulation loop can increase the degree of freedom in the control of a single loop.

In the fourth embodiment of the present invention, as shown in Figure 4, the vehicle thermal management system also includes an energy recovery device; the energy recovery device is connected to the first outlet of the four-way solenoid valve 103 and the outlet of the outdoor three-medium heat exchanger 105. Between the first end is used to recover the heat dissipated by the indoor cooler 101 under cooling conditions, which can reduce the operating power consumption of the thermal management system for vehicles in summer. Among them, Tesla turbine 600 is preferred as the energy recovery device.

In the fifth embodiment of the present invention, as shown in FIG. 5 , the vehicle thermal management system includes an accumulator 700 ; the accumulator 700 is connected between the battery pack 300 and the cooling/heating heat exchanger 202 . The battery pack 300 has a large demand for system cooling capacity during high-power fast charging, and the accumulator 700 can perform peak clipping to reduce the need for system capacity improvement. At the same time, under low temperature conditions, the accumulator 700 can drive the battery pack. 300 for heating, further reducing the energy consumption of low temperature in winter.

Taking the first embodiment of the present invention as an example, the refrigerant cycle of the vehicle thermal management system of the present invention under the cooling condition of the passenger compartment is described in detail, as shown in Figure 7:

The compressor 102 compresses the refrigerant, and then discharges the refrigerant in a high-temperature and high-pressure gas state. After the high-temperature and high-pressure gaseous refrigerant flows through the indoor cooler 101, it passes through the first normally-open solenoid valve 111 (for example, a 10mm normally-pass solenoid valve) and the inlet of the four-way solenoid valve 103, and then passes through the first outlet of the four-way solenoid valve 103. It flows out and enters the outdoor three-medium heat exchanger 105, where it exchanges heat with air and cooling liquid, and the high-temperature and high-pressure gaseous refrigerant phase changes into a medium-temperature and medium-pressure liquid refrigerant. After the medium-temperature and medium-pressure liquid refrigerant flows out of the outdoor three-medium heat exchanger 105, it passes through the refrigeration check valve 106 (such as an 8mm check valve) and the first expansion valve 109 in sequence, and then turns into a low-temperature and low-pressure gas-liquid mixed refrigerant . The low-temperature and low-pressure gas-liquid mixed state refrigerant enters the four-way solenoid valve 103 through the second outlet of the four-way solenoid valve 103, flows out from the third outlet of the four-way solenoid valve 103, and enters the evaporator in the evaporator group 104 at the same time The A 1041 and the evaporator B 1042 evaporate and absorb heat in the evaporator A 1041 and the evaporator B 1042 to realize the cooling of the passenger compartment; at the same time, the phase changes to a low-temperature and low-pressure gaseous refrigerant. The low-temperature and low-pressure gas refrigerant enters the gas-liquid separator 113 through the second normally open solenoid valve 112 (for example, a 16mm normally open solenoid valve) for gas-liquid separation; the low-pressure gas refrigerant after gas-liquid separation is absorbed by the compressor 102 again and Compression, reciprocating, to achieve continuous cooling of the passenger compartment.

Taking the first embodiment of the present invention as an example, the refrigerant cycle of the vehicle thermal management system of the present invention under the cooling condition of the battery pack 300 is described in detail, as shown in FIG. 6 :

The compressor 102 compresses the refrigerant, and then discharges the refrigerant in a high-temperature and high-pressure gas state. The refrigerant in the state of high-temperature and high-pressure gas flows through the indoor cooler 101, flows into the four-way solenoid valve 103 through the first normally open solenoid valve 111 (for example, a 10mm normally open solenoid valve), and then flows out from the first outlet of the four-way solenoid valve 103 After that, it flows into the outdoor three-medium heat exchanger 105, where the refrigerant exchanges heat with air and cooling water, and the refrigerant in the high-temperature and high-pressure gas state changes into a medium-temperature and medium-pressure liquid refrigerant. After flowing out of the outdoor three-medium heat exchanger 105, the medium-temperature and medium-pressure liquid refrigerant passes through the refrigeration check valve 106 (8mm check valve) and the second expansion valve 201 in sequence, and then turns into a low-temperature and low-pressure gas-liquid mixed refrigerant. The low-temperature and low-pressure gas-liquid mixed refrigerant flows to the cooling/heating heat exchanger 202, and exchanges heat with the cooling liquid in the first cooling liquid circulation circuit in the cooling/heating heat exchanger 202, and finally realizes the cooling of the battery pack 300 cooling. The low-temperature and low-pressure liquid refrigerant flowing out of the cooling/heating heat exchanger 202 passes through the fourth normally closed solenoid valve 205 (for example, a 16mm normally closed solenoid valve) and the second normally open solenoid valve 112 (for example, a 16mm normally closed solenoid valve) Flowing into the gas-liquid separator 113 for gas-liquid separation; the low-pressure gaseous refrigerant that has undergone gas-liquid separation is compressed by the compressor 102 again, and the cycle is repeated, realizing continuous cooling of the battery pack 300 .

Taking the first embodiment of the present invention as an example, the circulation of the refrigerant in the vehicle thermal management system of the present invention under the simultaneous cooling condition of the passenger compartment and the battery pack 300 is described in detail, as shown in FIG. 8 :

The compressor 102 compresses the refrigerant, and then discharges the refrigerant in a high-temperature and high-pressure gas state. The refrigerant in the state of high-temperature and high-pressure gas flows through the indoor cooler 101, then passes through the first normally open solenoid valve 111 (10mm normally open solenoid valve), the four-way solenoid valve 103, and enters the outdoor three-medium heat exchanger 105. The outdoor three-medium heat exchanger 105 exchanges heat with air and cooling water, and the refrigerant in the high-temperature and high-pressure gas state changes into a medium-temperature and medium-pressure liquid refrigerant. The medium-temperature and medium-pressure liquid refrigerant flows out from the outdoor three-medium heat exchanger 105, and after passing through the refrigeration check valve 106 (8mm check valve), the medium-temperature and medium-pressure liquid refrigerant is divided into two parts.

Part of the medium-temperature and medium-pressure liquid refrigerant passes through the first expansion valve 109 and turns into a low-temperature and low-pressure gas-liquid mixed refrigerant; the low-temperature and low-pressure gas-liquid mixed refrigerant passes through the four-way solenoid valve 103 and enters the evaporator group at the same time. The evaporator A 1041 and the evaporator B 1042 in 104 evaporate and absorb heat in the evaporator A 1041 and the evaporator B 1042 to realize the cooling of the passenger compartment; at the same time, the phase changes into a low-temperature and low-pressure gaseous refrigerant;

The other part of the medium-temperature and medium-pressure liquid refrigerant passes through the second expansion valve 201 and turns into a low-temperature and low-pressure gas-liquid mixed refrigerant; the low-temperature and low-pressure gas-liquid mixed refrigerant flows to the cooling/heating heat exchanger 202, The heating heat exchanger 202 exchanges heat with the cooling liquid in the first cooling liquid circulation loop, and finally realizes the cooling of the battery pack 300 .

The low-temperature and low-pressure liquid refrigerant flowing out of the cooling/heating heat exchanger 202 passes through the fourth normally closed solenoid valve (for example, a 16mm normally closed solenoid valve), and the low-temperature and low-pressure gaseous refrigerant flowing out from the evaporator A 1041 and the evaporator B 1042 Refrigerant pooling;

The combined low-temperature and low-pressure refrigerant enters the gas-liquid separator 113 through the second normally open solenoid valve 112 (for example, a 16mm normally open solenoid valve) for gas-liquid separation, and the low-pressure gaseous refrigerant after gas-liquid separation is absorbed by the compressor 102 again and compression, reciprocating, to achieve continuous cooling of the passenger compartment and continuous cooling of the battery pack 300 .

Taking the first embodiment of the present invention as an example, the circulation of the refrigerant in the vehicle thermal management system of the present invention under the heating condition of the passenger compartment is described in detail, as shown in FIG. 9 :

The compressor 102 compresses the refrigerant, and then discharges the refrigerant in a high-temperature and high-pressure gas state. After the refrigerant in the state of high-temperature and high-pressure gas flows through the indoor cooler 101, the blower blows the hot air in the passenger compartment to the evaporator group 104 and then passes through the indoor cooler 101; The refrigerant temperature is low, so what flows out from the indoor cooler 101 is liquid refrigerant of medium temperature and medium pressure, and at the same time, the air is heated and returned to the passenger compartment to realize the heating of the passenger compartment. That is to say, under the heating condition, the blower blows the air in the passenger compartment to the evaporator group 104 and the indoor cooler 101, which realizes full internal circulation. Compared with blowing the outside air to the indoor cooler 101 , blowing the hot air in the passenger compartment to the evaporator and the indoor cooler 101 can reduce the energy consumption of the whole machine.

The medium-temperature and medium-pressure liquid refrigerant then passes through the first normally open solenoid valve 111 (for example, a 10mm normally open solenoid valve) and then enters the four-way solenoid valve 103, and then flows out from the second outlet of the solenoid valve; then passes through the first expansion valve 109 phase change low-temperature low-pressure gas-liquid mixed refrigerant.

At this time, the low-temperature and low-pressure gas-liquid mixed refrigerant alternately enters the evaporator A 1041 and the evaporator B 1042 in the evaporator group 104, evaporates and absorbs heat in the evaporator A 1041 and the evaporator B 1042, and turns into a low-temperature and low-pressure gas refrigeration agent.

The low-temperature and low-pressure gaseous refrigerant flows into the outdoor three-medium heat exchanger 105 through the first heating check valve 107 (for example, after a 16mm check valve), and exchanges heat with air and cooling liquid in the outdoor three-medium heat exchanger 105 At this time, the cooling liquid is cooled, and at the same time, the temperature of the low-temperature and low-pressure gaseous refrigerant is relatively raised, which realizes the effective use of heat. The low-temperature and low-pressure gaseous refrigerant flowing out of the outdoor three-medium heat exchanger 105 passes through the first normally closed solenoid valve 108 (16mm normally closed solenoid valve) and then enters the gas-liquid separator 113 for gas-liquid separation; the low-pressure gaseous refrigerant after gas-liquid separation The agent is returned to the compressor 102, and the above-mentioned process is circulated. Realized full internal circulation under low temperature heating conditions. Also, because the low-pressure gaseous refrigerant that has undergone gas-liquid separation exchanges heat with the cooling liquid in the outdoor three-medium heat exchanger 105, it can improve the waste heat utilization rate of the whole vehicle and reduce energy consumption. It is also compressed to the same pressure and temperature by the compressor 102, and the low-pressure gaseous refrigerant flowing out of the outdoor three-medium heat exchanger 105 saves more power consumption, that is, the power consumption of the compressor 102 is reduced, and the cooling effect of the low-temperature fresh air is reduced. Load, reducing the overall power consumption of low-temperature heating.

It should also be explained that in the heating condition, the air blower blows the hot air in the passenger compartment to the evaporator group 104, is cooled by the evaporator group 104, and then blows to the indoor cooler 101 for heating. When passing through the evaporator group 104, the hot air gives heat to the refrigerant, and the refrigerant circulates through the compressor 102, and then gives heat to the air. After this cycle, the effect of dehumidification can be achieved, and energy can be saved to the greatest extent.

Taking the first embodiment of the present invention as an example, the refrigerant cycle of the vehicle thermal management system of the present invention under the heating condition of the passenger compartment and the battery pack 300 is described in detail, as shown in FIG. 10 :

The compressor 102 compresses the refrigerant, and then discharges the refrigerant in a high-temperature and high-pressure gas state.

After the refrigerant in the state of high-temperature and high-pressure gas flows through the indoor cooler 101, the blower blows the hot air in the passenger compartment to the evaporator group 104 and then passes through the indoor cooler 101; The refrigerant temperature is low, so what flows out from the indoor cooler 101 is liquid refrigerant of medium temperature and medium pressure, and at the same time, the air is heated and returned to the passenger compartment to realize the heating of the passenger compartment.

The medium-temperature and medium-pressure liquid refrigerant flows to the cooling/heating heat exchanger 202 through the second normally closed solenoid valve 110 (10mm normally closed solenoid valve) in turn, and exchanges heat with the cooling liquid in the cooling/heating heat exchanger 202 , so as to realize the temperature rise of the battery pack 300 .

The low-temperature and medium-pressure liquid refrigerant flowing out of the cooling/heating heat exchanger 202 passes through the second heating check valve 204 (for example, a 10mm single-way solenoid valve), the four-way solenoid valve 103, and the first expansion valve 109 in sequence, and then Become a low-temperature and low-pressure liquid-gas mixed refrigerant;

After the low-temperature and low-pressure liquid-gas mixed refrigerant passes through the second normally closed solenoid valve 110 (16 mm normally closed solenoid valve), the low-temperature and low-pressure gas-liquid mixed refrigerant alternately enters the evaporator A 1041 and the evaporator B 1042 in the evaporator group 104 , evaporate and absorb heat in the evaporator A 1041 and evaporator B 1042, and change phase into a low-temperature and low-pressure gaseous refrigerant.

The low-temperature and low-pressure gaseous refrigerant flows into the outdoor three-medium heat exchanger 105 after passing through the first heating check valve 107 (for example, a 16mm check valve), and exchanges heat with air and cooling liquid in the outdoor three-medium heat exchanger 105 At this time, the cooling liquid is cooled, and at the same time, the temperature of the low-temperature and low-pressure gaseous refrigerant is relatively raised, which realizes the effective use of heat.

The low-temperature and low-pressure gaseous refrigerant flowing out of the outdoor three-medium heat exchanger 105 passes through the first normally closed solenoid valve 108 (16mm normally closed solenoid valve) and then enters the gas-liquid separator 113 for gas-liquid separation; the low-pressure gaseous refrigerant after gas-liquid separation The agent is returned to the compressor 102, and the above-mentioned process is circulated. Realized full internal circulation under low temperature heating conditions. Also, because the low-pressure gaseous refrigerant that has undergone gas-liquid separation exchanges heat with the cooling liquid in the outdoor three-medium heat exchanger 105, it can improve the waste heat utilization rate of the whole vehicle and reduce energy consumption. It is also compressed to the same pressure and temperature by the compressor 102, and the low-pressure gaseous refrigerant flowing out of the outdoor three-medium heat exchanger 105 saves more power consumption, that is, the power consumption of the compressor 102 is reduced, and the cooling effect of the low-temperature fresh air is reduced. Load, reducing the overall power consumption of low-temperature heating.

Taking the first embodiment of the present invention as an example, the coolant circulation of the vehicle thermal management system of the present invention under the heat dissipation conditions of the vehicle power heat source component 500 and the battery pack 300 is described in detail, as shown in FIG. 11 :

The heat dissipation process of the vehicle power heat source component 500 is as follows: the dual-drive water pump starts to pump the coolant into the outdoor three-medium heat exchanger 105, and after exchanging heat with the refrigerant and air in the outdoor three-medium heat exchanger 105, it flows through the drive The motor 501 and the motor controller 502 realize the cooling of the driving motor 501 and the circulation of the coolant.

The heat dissipation process of the battery pack 300 is as follows: the dual-drive water pump starts to pump the coolant into the battery pack 300; The cooling liquid flowing out from the refrigeration/heating heat exchanger 202 then flows to the dual-drive water pump to realize the heat dissipation of the battery pack 300 and the circulation of the cooling liquid.

The present invention also provides an automobile, which includes the vehicle thermal management system in any one of the above embodiments.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: it can still be Modifications are made to the technical solutions described in the foregoing embodiments, or equivalent replacements are made to some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims (10)

1. A thermal management system for a vehicle, comprising:

the indoor cooler (101) is connected in series between the outlet of the compressor (102) and the inlet of the four-way electromagnetic valve (103);

an evaporator group (104) comprising at least two evaporators connected in parallel;

the outdoor three-medium heat exchanger (105), the second end of the outdoor three-medium heat exchanger (105) is connected with the refrigeration check valve (106) and the first heating check valve (107); the refrigeration one-way valve (106) and the first heating one-way valve (107) are connected in parallel, and the conduction directions of the refrigeration one-way valve (106) and the first heating one-way valve (107) are opposite;

a first outlet of the four-way electromagnetic valve (103) is connected with a first end of the outdoor three-medium heat exchanger; is also connected with a suction inlet of the compressor (102) through a first normally closed electromagnetic valve (108);

a second outlet of the four-way electromagnetic valve (103) is connected with a first end of a first expansion valve (109);

the second end of the first expansion valve (109) is connected with the conducting end of the refrigeration one-way valve (106); is also connected with the second end of the evaporator group (104) through a second normally closed electromagnetic valve (110);

a third outlet of the four-way electromagnetic valve (103) is connected with the cut-off end of the first heating one-way valve (107); is also connected to a first end of the evaporator group (104);

the suction inlet of the compressor (102) is also connected between the second normally closed solenoid valve (110) and the second end of the evaporator group (104).

2. The thermal management system for a vehicle according to claim 1, comprising:

a cooling/heating heat exchanger (202) for cooling or heating the electronic component;

the first end of the refrigerating/heating heat exchanger (202) is connected with the outlet of the indoor cooler (101) through a third normally closed electromagnetic valve (203); the first end of the refrigeration/heating heat exchanger (202) is also connected with the second end of the second expansion valve (201), and the first end of the second expansion valve (201) is connected between the conduction end of the refrigeration one-way valve (106) and the second end of the first expansion valve (109);

the second end of the refrigeration/heating heat exchanger (202) is connected between the second normally closed electromagnetic valve (110) and the second end of the evaporator group (104) through a fourth normally closed electromagnetic valve (205); the second end of the refrigeration/heating heat exchanger (202) is also connected with the cut-off end of the second heating one-way valve (204); the conducting end of the second heating one-way valve (204) is connected with the inlet of the four-way electromagnetic valve (103).

3. The vehicle thermal management system according to claim 2, further comprising:

a pump assembly (400), the pump assembly (400) being connected between the refrigeration/heating heat exchanger (202) and the electronic component forming a first coolant circulation loop.

4. The thermal management system for a vehicle according to claim 3, further comprising:

and a vehicle power heat source component (500) connected between the pump assembly (400) and the outdoor three-medium heat exchanger to form a second cooling liquid circulation loop.

5. The vehicle thermal management system of claim 4, wherein the pump assembly (400) is a dual drive water pump.

6. The thermal management system for a vehicle according to claim 4, wherein the pump assembly (400) comprises:

a first water pump (401) connected between the cooling/heating heat exchanger (202) and a battery pack (300) of the electronic component, forming the first coolant circulation circuit;

and a second water pump (402) connected between the outdoor three-medium heat exchanger and the vehicle power heat source component (500) to form the second cooling liquid circulation loop.

7. The vehicle thermal management system according to claim 1, further comprising solenoid valves (114), the number of solenoid valves (114) being at least the same as the number of evaporators; at least one solenoid valve (114) is mounted to each evaporator.

8. The thermal management system for a vehicle according to any one of claims 1 to 7, further comprising:

and the energy recoverer is connected between the first outlet of the four-way electromagnetic valve (103) and the first end of the outdoor three-medium heat exchanger (105).

9. The thermal management system for a vehicle according to any one of claims 4 to 6, further comprising:

an accumulator (700) is connected between the electronic component and the refrigeration/heating heat exchanger (202).

10. An automobile comprising an automobile body, and the thermal management system for an automobile according to any one of claims 1 to 9; the vehicle thermal management system is mounted on the vehicle body.