CN220114412U - A vehicle thermal management system and automobile - Google Patents

Abstract

The utility model relates to the technical field of vehicle air conditioning and provides a vehicle thermal management system and a vehicle. The system includes: an indoor cooler connected in series between the compressor outlet and the inlet of the four-way solenoid valve; the evaporator group includes at least two parallel evaporators; the second end of the outdoor three-medium heat exchanger and the refrigeration check valve It is connected to the first heating one-way valve; 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 inlet of the compressor through the first normally closed solenoid valve; the outdoor three-medium The heat exchanger is connected in parallel with the first normally closed solenoid valve; the second outlet of the four-way solenoid 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; 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; and is also connected to the first end of the evaporator group. This system can improve energy utilization and reduce the power consumption of the entire machine.

Description

A vehicle thermal management system and automobile

Technical field

The utility model relates to the technical field of vehicle air conditioning, and in particular to a vehicle thermal management system and an automobile.

Background technique

The current development trend of vehicle thermal management systems can be roughly divided into two categories: the first type is vehicle thermal management systems that use coolant as the main circulation medium; the second type is vehicle thermal management systems that use refrigerant as the main circulation medium. system.

In a vehicle thermal management system that uses coolant as the main circulation medium, the coolant transports heat during the circulation process. The refrigerant circuit is extremely simple. The four major components 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. The direction of the coolant circuit is adjusted. Or flow adjustment to realize switching between cooling, heating, dehumidification of the vehicle's passenger compartment and cooling and heating functions of the battery. The coolant circuit adjustment relies on the coolant multi-way valve, which realizes the connection and disconnection of different coolant circuits through the rotation of the valve core. Since the circulation of coolant does not involve phase changes, the development of this type of system is relatively low. Currently, most companies use this type of system for vehicle matching. Therefore, the first type of system is called the coolant specialized system. However, the coolant-specific system has the following problems: it requires secondary heat exchange, so the overall heat exchange efficiency is low, and the low-voltage power consumption is high, and coolant flow is required to maintain normal operation. The coolant filling amount is increased, the density of the coolant is high, and the overall weight of the system is high.

In automotive thermal management systems that use refrigerant as the main circulating medium, the coolant circuit is extremely simple. As the main circulating 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 coolant, and the coolant then exchanges heat to the air. The second type of system can directly transfer heat from the refrigerant to the air, thereby improving heat transfer efficiency. When the system switches between cooling, heating, and dehumidification states, 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 check valves, etc. These valves are integrated together to form a new part called a "valve island". The valve island It is the core component of this type of system. The coolant circuit is relatively simple in this type of system, enabling simple heat transfer. This type of system has a high threshold due to problems such as the phase change of the refrigerant cycle, subcooling and superheating control, and oil circulation control. Currently, only a few companies are planning the layout, but this type of system has great advantages in energy consumption, and is relatively It is easily compatible with technical solutions such as oil-cooled motors and battery direct cooling and direct heating. Therefore, the second type of system is called a refrigerant-specific system.

Both of the above two vehicle thermal management systems have the following problems. The main source of heating energy consumption at low temperatures in winter is the low-temperature cold air circulated externally, so low-temperature energy consumption is higher. During the refrigeration cycle in summer, the condenser needs to dissipate a large amount of heat into the air. For vehicle energy management, the loss of this part of energy is wasteful.

Utility model content

The utility model provides a vehicle thermal management system and a vehicle to solve the problems of low energy utilization and high energy consumption in the vehicle thermal management system in the prior art.

The utility model provides a vehicle thermal management system, which includes:

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

Evaporator group, including at least two evaporators connected in parallel;

Outdoor three-medium heat exchanger, the second end of the outdoor three-medium heat exchanger is connected to the refrigeration one-way valve and the first heating one-way valve; the refrigeration 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 inlet of the compressor through the first normally closed solenoid valve; the outdoor three-medium heat exchanger 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 conductive end of the refrigeration one-way valve; it is also connected to the second end of the evaporator group through a 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; and is also connected to the first end of the evaporator group;

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

A vehicle thermal management system provided according to the utility model includes:

Refrigeration/heating heat exchanger, used to cool or heat electronic components;

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

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

A vehicle thermal management system provided according to the utility model also includes:

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

A vehicle thermal management system provided according to the utility model 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 vehicle thermal management system provided by the utility model, the pump assembly is a dual-drive water pump.

According to a vehicle thermal management system provided by the utility model, the pump assembly includes:

A first water pump, connected between the refrigeration/heating heat exchanger and the battery pack of the electronic component, forming the first cooling liquid circulation loop;

A second water pump is connected between the outdoor three-medium heat exchanger and the vehicle power heat source component to form the second coolant circulation circuit.

According to a vehicle thermal management system provided by the utility model, the utility model also includes a solenoid valve, the number of the solenoid valves is at least the same as the number of the evaporators; at least one solenoid valve is installed on each evaporator.

A vehicle thermal management system provided according to the utility model 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.

A vehicle thermal management system provided according to the utility model also includes:

An energy storage device is connected between the electronic component and the refrigeration/heating heat exchanger.

The utility model also provides a car, which includes a car body and the above-mentioned vehicle thermal management system; the vehicle thermal management system is installed on the car body.

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

Description of the drawings

In order to explain the technical solutions of the present invention or the prior art more clearly, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings in the following description are: For some embodiments of the present invention, those of ordinary skill in the art can also obtain other drawings based on these drawings without exerting creative efforts.

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

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

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

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

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

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

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

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

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

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

Figure 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 vehicle power heat source components.

Reference signs:

100. Passenger cabin refrigeration device; 200. Electronic component refrigeration device; 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 one-way valve; 107. First heating one-way valve; 108. The first normally closed solenoid valve; 109. The first expansion valve; 110. The second normally closed solenoid valve; 111. The first normally open solenoid valve; 112. The second normally open solenoid valve; 113. Gas-liquid separator; 114. Solenoid valve; 115. Blower; 116. Variable air intake grille; 117. Cooling fan; 118. High-pressure side pressure and temperature sensor; 119. Low-pressure side pressure and temperature sensor;

201. Second expansion valve; 202. Refrigeration/heating heat exchanger; 203. Third normally closed solenoid valve; 204. Second heating one-way valve; 205. 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 utility model clearer, the technical solutions in the present utility model will be clearly and completely described below in conjunction with the drawings of the present utility model. Obviously, the described embodiments are the embodiments of the present utility model. Some, not all, of the new embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without making creative efforts fall within the scope of protection of the present utility model.

Before introducing the automotive thermal management system of the present invention, it is necessary to clarify that in the automotive air conditioning system, the compressor is driven to rotate by the drive belt on the engine crankshaft, and refrigerated the low-temperature and low-pressure gas vaporized in the evaporator due to the absorption of heat in the vehicle. The agent (usually R134a) is sucked into the compressor through the low-pressure pipeline and low-pressure valve. The low-temperature and low-pressure gas refrigerant is compressed by the compressor and becomes a high-temperature (about 85°C) and high-pressure (about 1700Kpa) gas refrigerant. It is sent to the condenser in front of the engine radiator through the high-pressure valve and high-pressure hose. In the condenser, the high-temperature and high-pressure gaseous refrigerant is cooled by the outside air into a medium-temperature (about 55°C) and high-pressure (about 1700kpa) liquid refrigerant. , and flows from the bottom of the condenser to the liquid storage dryer. After being filtered by the liquid storage dryer, after dehydration, it is sent to the thermal expansion valve through the high-pressure hose. After being throttled and decompressed by the thermal expansion valve, it becomes low temperature (about 0℃) low pressure. (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, causing the evaporator surface and its The surrounding hot air in the car decreases in temperature. During this process, when the blower forces the hot air in the passenger compartment or the hot air outside the car 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, thus achieving the purpose of lowering the temperature inside the car. The liquid refrigerant absorbs heat in the evaporator and vaporizes into a low-temperature (about 0°C) and low-pressure (about 300Kpa) gaseous refrigerant, which flows through the low-pressure hose and is sucked in again by the compressor to complete the refrigeration cycle.

When using the above-mentioned vehicle thermal management system for heating, because the cold air from 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 temperature difference between the front and rear, it requires A lot of energy is spent on heating.

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

The first outlet of the four-way solenoid valve 103 is connected to the first end of the outdoor three-medium heat exchanger 105; it is also connected to the suction inlet of the compressor 102 through the first normally closed solenoid valve 108; the outdoor three-medium heat exchanger 105 Connected in 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 conductive end of the refrigeration one-way 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 one-way valve 107; it is also connected to the 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 .

In the embodiment of the present invention, the passenger compartment refrigeration device 100 of the vehicle thermal management system also includes solenoid valves 114. The number of solenoid valves 114 is at least the same as the number of evaporators; at least one solenoid valve is installed on each evaporator. Valve 114.

The evaporator group 104 has two working modes, namely:

When the vehicle thermal management system of the embodiment of the present invention is in cooling mode, because the temperature of the condensed water on the evaporator surface is higher than the freezing point temperature of water, the water will be discharged from the evaporator surface in liquid form at this time, that is, The surface of the evaporator will not be frosted, so at this time, the solenoid valve 114 of each evaporator can be opened to allow the refrigerant to enter 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 heating mode, 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 The temperature is also very low, causing the evaporator surface temperature to be lower than the freezing point of water. The water vapor in the air will change directly from liquid to solid (that is, the water vapor in the air will frost on the evaporator surface) and adhere to the evaporator surface, thus Block the circulation path of the evaporator air, so in order to avoid frost on the evaporator surface, causing the problem of the air side circulation channel being blocked, so under heating conditions, the refrigerant enters each evaporator alternately, specifically: two Taking the evaporator as an example, the solenoid valve 114 of the first evaporator is opened first, and the solenoid valve 114 of the other evaporator remains closed. At this time, the refrigerant enters the first evaporator. When the surface of the first evaporator is condensed, After it is full of frost, close the solenoid valve 114 of the first evaporator. Since the air blowing from the evaporator surface at this time is the air in the car that is greater than 0°C, the ice on the surface of the first evaporator will liquefy under the blowing of hot air. into a liquid state and eventually drained away. At the same time, 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 sequence. Reciprocating to ensure that the hot air will not block the air circulation path due to frost on the evaporator surface during the cooling and dehumidification process, thus affecting the overall ventilation effect. And because the hot air inside the car is used in the heating process instead of the 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 in which the refrigerant enters the evaporator, as long as the refrigerant enters the evaporator with no frost on the surface.

In one embodiment of the present invention, the passenger compartment refrigeration device 100 of the vehicle thermal management system further includes a blower 115 . The blower 115 is located 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 vehicle thermal management system of the embodiment of the present invention is in cooling mode, the air provided by the blower only passes through the evaporator group 104 and does not pass through the indoor cooler 101. Therefore, in the cooling mode, the air flows out from the indoor cooler 101. The refrigerant is still a gaseous refrigerant with high temperature and high pressure. The air provided by the blower only passes through the evaporator group 104 , which means that the blower provides the air in the passenger compartment (ie, the air in the vehicle) to the evaporator group 104 .

When the vehicle thermal management system of the embodiment of the present invention is in 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 cool the room. The high-temperature and high-pressure gaseous refrigerant in the device 101 dissipates heat. At this time, the refrigerant will change from the high-temperature and high-pressure gaseous state to the medium-temperature and high-pressure liquid refrigerant. The air provided by the blower refers to the air absorbed by the blower from the passenger compartment (i.e., the air in the car).

In one embodiment of the present invention, the passenger compartment refrigeration device 100 of the vehicle thermal management system also includes a variable air inlet grille 116 and a cooling fan 117; the variable air inlet grille 116 is provided in an outdoor three-media heat exchanger 105 front end, and the cooling fan 117 is located at the rear end of the outdoor three-medium heat exchanger 105. The cooling fan is used to blow the outside air entering through the variable air intake grille into the outdoor three-medium heat exchanger 105 . The variable air inlet 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 cabin 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-on solenoid valve 111 is used to adjust the flow rate 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 open solenoid valve 112; the second normally open 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 rate entering the suction port of the compressor 102 .

In one embodiment of the present invention, the passenger cabin refrigeration device 100 further includes a gas-liquid separator 113. The gas-liquid separator 113 is connected between the second normally open solenoid valve 112 and the suction inlet of the compressor 102, and is used for inflow The refrigerant entering the suction port of the compressor 102 is separated into liquid and gas to ensure that all the refrigerant entering the compressor 102 is in gaseous state.

In one embodiment of the present invention, the passenger compartment refrigeration 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 temperature sensor 118 is connected between the outlet of the compressor 102 and the inlet of the indoor cooler 101 for detecting the pressure and temperature of the refrigerant discharged from the compressor 102 and feeding back the pressure and temperature of the refrigerant to the vehicle control system. . The low-pressure side pressure temperature sensor 119 is connected between the gas-liquid separator 113 and the suction inlet 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 refrigeration device 100 in the above embodiment, an electronic component refrigeration 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 connection between the second end of the first expansion valve 109 and the refrigeration check valve 106. between the ends; the second end of the second expansion valve 201 is connected to the first end of the refrigeration/heating heat exchanger 202; the first end of the refrigeration/heating heat exchanger 202 is also connected to 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 solenoid valve 110 and the second end of the evaporator group 104 through the fourth normally closed solenoid valve 205; The cut-off end of the second heating check valve 204 is connected to the second end of the cooling/heating heat exchanger 202 , and the conductive end of the second heating check 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 refrigeration/heating heat exchanger 202 and the electronic components to form a first cooling liquid circulation loop, as shown in Figure 1 . The electronic components include the battery pack 300 , but are not limited to the battery pack 300 . Electronic components 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 refrigeration/heating heat exchanger 202 no matter it is in the refrigeration or heating condition, and the refrigerant and the cooling liquid are in the refrigeration/heating heat exchanger. Heat exchange is carried out in the vessel 202. When the battery pack 300 is cooling or heating, the cooling/heating heat exchanger 202 (LCC/Chiller) heats or cools the coolant in the circulation loop of the battery pack 300. The coolant then flows into the battery pack 300, and the coolant in the battery pack 300 is cooled. The battery core is heated or cooled. During this process, the refrigeration/heating heat exchanger 202 relies on heat exchange between the refrigerant and the coolant to cool down or heat up the battery pack 300 to ensure that the vehicle's power battery is within a suitable temperature range.

In the first embodiment of the present invention, the vehicle thermal management system also 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 cooling liquid Circulation loop. Because the coolant in the second coolant circulation circuit exchanges heat with air and refrigerant in the outdoor three-medium heat exchanger 105, the heat utilization rate of the entire vehicle can be improved and the energy consumption of the entire vehicle can be reduced. Among them, the vehicle power heat source component 500 includes a driving motor 501 and a motor controller 502 .

In the first embodiment of the present invention, the pump assembly 400 uses 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 circulation loop is removed, and the refrigeration/heating heat exchanger 202 is directly connected to the battery pack 300, as shown in Figure 2. Specifically, the cooling/heating heat exchanger 202 is a direct cooling and direct heating plate, and the direct cooling and direct heating plate is used to directly cool down or heat up the battery pack 300 .

In the third embodiment of the present invention, as shown in Figure 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 refrigeration/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. Separate control of the first coolant circulation loop and the second coolant circulation loop can increase the control freedom 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 outdoor three-medium heat exchanger 105 Between the first ends, under cooling conditions, it is used to recover the heat lost by the indoor cooler 101, which can reduce the operating power consumption of the vehicle thermal management system in summer. Among them, the energy recovery device is preferably Tesla Turbine 600.

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

Taking the first embodiment of the present invention as an example, the refrigerant circulation of the vehicle thermal management system of the present invention under the passenger compartment cooling condition 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-on solenoid valve 111 (for example, a 10mm normally-on solenoid valve) and the inlet of the four-way solenoid valve 103, and then exits from the first outlet of the four-way solenoid valve 103. It flows out and enters the outdoor three-medium heat exchanger 105. In the outdoor three-medium heat exchanger 105, it exchanges heat with air and coolant. The high-temperature and high-pressure gaseous refrigerant changes phase into a medium-temperature and medium-pressure liquid refrigerant. After the medium-temperature and medium-pressure liquid refrigerant flows out from the outdoor three-medium heat exchanger 105, it passes through the refrigeration check valve 106 (such as an 8mm one-way valve) and the first expansion valve 109 in sequence, and then changes into a low-temperature and low-pressure gas-liquid mixed refrigerant. . The low-temperature and low-pressure gas-liquid mixed refrigerant enters the four-way solenoid valve 103 through the second outlet of the four-way solenoid valve 103, then flows out from the third outlet of the four-way solenoid valve 103, and simultaneously enters the evaporator in the evaporator group 104. A 1041 and evaporator B 1042 evaporate and absorb heat in evaporator A 1041 and evaporator B 1042 to achieve cooling of the passenger compartment; at the same time, the phase changes into a low-temperature and low-pressure gaseous refrigerant. The low-temperature and low-pressure gaseous refrigerant then passes through the second normally open solenoid valve 112 (for example, a 16mm normally open solenoid valve) and enters the gas-liquid separator 113 for gas-liquid separation; the low-pressure gaseous refrigerant that has undergone gas-liquid separation is again absorbed by the compressor 102 and Compression, cycle, and continuous cooling of the passenger compartment.

Taking the first embodiment of the present invention as an example, the refrigerant circulation of the vehicle thermal management system of the present invention under the cooling condition of the battery pack 300 will be described in detail, as shown in Figure 6:

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 high-temperature and high-pressure gas state flows through the indoor cooler 101, it flows into the four-way solenoid valve 103 through the first normally-on solenoid valve 111 (for example, a 10mm normally-on solenoid valve), and then flows out from the first outlet of the four-way solenoid valve 103. Then, it flows into the outdoor three-medium heat exchanger 105. The refrigerant exchanges heat with air and cooling water in the outdoor three-medium heat exchanger 105. The refrigerant in the high-temperature and high-pressure gas state 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 (8mm one-way valve) and the second expansion valve 201 in sequence, and then changes into a low-temperature and low-pressure gas-liquid mixed refrigerant. The low-temperature and low-pressure gas-liquid mixed refrigerant flows to the refrigeration/heating heat exchanger 202 , and exchanges heat with the coolant in the first coolant circulation loop in the refrigeration/heating heat exchanger 202 , finally realizing the cooling of the battery pack 300 of cooling. The low-temperature and low-pressure liquid refrigerant flowing out from the refrigeration/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 open solenoid valve). It flows into the gas-liquid separator 113 for gas-liquid separation; the low-pressure gaseous refrigerant that undergoes gas-liquid separation is compressed again by the compressor 102, and the cycle is repeated, thereby achieving continuous cooling of the battery pack 300.

Taking the first embodiment of the present invention as an example, the refrigerant circulation of the vehicle thermal management system of the present invention when the passenger compartment and the battery pack 300 are simultaneously cooled is described in detail, as shown in Figure 8:

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 high-temperature and high-pressure gas state flows through the indoor cooler 101, it passes through the first normally open solenoid valve 111 (10mm normally open solenoid valve) and the four-way solenoid valve 103 in sequence, and then 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. After passing through the refrigeration check valve 106 (8mm one-way valve), the medium-temperature and medium-pressure liquid refrigerant is divided into two parts.

A part of the medium-temperature and medium-pressure liquid refrigerant passes through the first expansion valve 109 and changes 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. Evaporator A 1041 and evaporator B 1042 in 104 evaporate and absorb heat in evaporator A 1041 and evaporator B 1042 to achieve cooling of the passenger compartment; at the same time, the phase changes into low-temperature and low-pressure gaseous refrigerant;

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

The low-temperature and low-pressure liquid refrigerant flowing out from the refrigeration/heating heat exchanger 202 passes through the fourth normally closed solenoid valve (for example, a 16mm normally closed solenoid valve) and is combined with the low-temperature and low-pressure gaseous state flowing out from the evaporator A 1041 and evaporator B 1042 refrigerant convergence;

The combined low-temperature and low-pressure refrigerant passes through the second normally open solenoid valve 112 (for example, a 16mm normally open solenoid valve) and enters the gas-liquid separator 113 for gas-liquid separation. The low-pressure gaseous refrigerant that undergoes gas-liquid separation is absorbed by the compressor 102 again. and compression in a repeated cycle 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 refrigerant circulation of the vehicle thermal management system of the present invention under the passenger compartment heating condition is described in detail, as shown in Figure 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 high-temperature and high-pressure gas state flows through the indoor cooler 101, the blower blows the hot air in the passenger compartment first to the evaporator group 104 and then through the indoor cooler 101; because the temperature of the air passing through the indoor cooler 101 is higher than that of the cooling air. The refrigerant temperature is low, so the liquid refrigerant flowing out from the indoor cooler 101 is medium temperature and medium pressure liquid refrigerant. At the same time, the air is heated and returned to the passenger compartment to achieve heating of the passenger compartment. That is to say, under heating conditions, the blower blows the air in the passenger compartment to the evaporator group 104 and the indoor cooler 101, that is, full internal circulation is achieved. Compared with blowing the outside air to the indoor cooler 101 , blowing the hot air in the passenger compartment to the evaporator and indoor cooler 101 can reduce the energy consumption of the entire 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; and then passes through the first expansion valve 109 phase changes into low temperature and 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. It evaporates and absorbs heat in the evaporator A 1041 and the evaporator B 1042, and its phase changes into low-temperature and low-pressure gaseous refrigeration. agent.

The low-temperature and low-pressure gaseous refrigerant flows into the outdoor three-medium heat exchanger 105 through the first heating one-way valve 107 (for example, after the 16mm one-way valve), and exchanges heat with air and coolant in the outdoor three-medium heat exchanger 105 , at this time, the coolant is cooled down, and at the same time, the temperature of the low-temperature and low-pressure gaseous refrigerant is relatively increased, which achieves effective utilization of heat. The low-temperature and low-pressure gas refrigerant flowing out from 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; after gas-liquid separation, low-pressure gas refrigeration The agent returns to the compressor 102, and the above process is cycled. Achieving full internal circulation under low-temperature heating conditions. Also, because the low-pressure gaseous refrigerant that has been separated from gas and liquid exchanges heat with the coolant in the outdoor three-media heat exchanger 105, the waste heat utilization rate of the entire vehicle can be improved and the energy consumption can be reduced. Also compressed by the compressor 102 to the same pressure and temperature, the low-pressure gas refrigerant flowing out from the outdoor three-medium heat exchanger 105 saves power consumption, that is, the power consumption of the compressor 102 is reduced, and the cooling of low-temperature fresh air is reduced. load, reducing the overall power consumption of low-temperature heating.

It should also be noted that under heating conditions, the blower blows the hot air in the passenger compartment to the evaporator group 104, where it is cooled by the evaporator group 104, and then blown to the indoor cooler 101 for heating. When passing through the evaporator group 104, the hot air gives heat to the refrigerant. The refrigerant circulates through the compressor 102 and then gives heat to the air. After such circulation, it not only achieves the dehumidification effect, but also saves energy to the maximum extent.

Taking the first embodiment of the present invention as an example, the refrigerant circulation of the vehicle thermal management system of the present invention under the heating conditions of the passenger compartment and battery pack 300 will be described in detail, as shown in Figure 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 high-temperature and high-pressure gas state flows through the indoor cooler 101, the blower blows the hot air in the passenger compartment first to the evaporator group 104 and then through the indoor cooler 101; because the temperature of the air passing through the indoor cooler 101 is higher than that of the cooling air. The refrigerant temperature is low, so the liquid refrigerant flowing out from the indoor cooler 101 is medium temperature and medium pressure liquid refrigerant. At the same time, the air is heated and returned to the passenger compartment to achieve heating of the passenger compartment.

The medium-temperature and medium-pressure liquid refrigerant then flows to the refrigeration/heating heat exchanger 202 through the second normally closed solenoid valve 110 (10mm normally closed solenoid valve), and exchanges heat with the coolant in the refrigeration/heating heat exchanger 202 , thereby realizing heating of the battery pack 300 .

The low-temperature and medium-pressure liquid refrigerant flowing out from the refrigeration/heating heat exchanger 202 passes through the second heating check valve 204 (for example, a 10mm single row solenoid valve), the four-way solenoid valve 103, and the first expansion valve 109 in sequence. Becomes 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 (16mm normally closed solenoid valve), the low-temperature and low-pressure gas-liquid mixed refrigerant alternately enters evaporator A 1041 and evaporator B 1042 in the evaporator group 104. , evaporation absorbs heat in evaporator A 1041 and evaporator B 1042, and the phase changes 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 one-way valve 107 (for example, a 16mm one-way valve), and exchanges heat with air and coolant in the outdoor three-medium heat exchanger 105 , at this time, the coolant is cooled down, and at the same time, the temperature of the low-temperature and low-pressure gaseous refrigerant is relatively increased, which achieves effective utilization of heat.

The low-temperature and low-pressure gas refrigerant flowing out from 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; after gas-liquid separation, low-pressure gas refrigeration The agent returns to the compressor 102, and the above process is cycled. Achieving full internal circulation under low-temperature heating conditions. Also, because the low-pressure gaseous refrigerant that has been separated from gas and liquid exchanges heat with the coolant in the outdoor three-medium heat exchanger 105, the waste heat utilization rate of the entire vehicle can be improved and the energy consumption can be reduced. Also compressed by the compressor 102 to the same pressure and temperature, the low-pressure gas refrigerant flowing out from the outdoor three-medium heat exchanger 105 saves power consumption, that is, the power consumption of the compressor 102 is reduced, and the cooling of 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 conditions of heat dissipation of the vehicle power heat source component 500 and the heat dissipation of the battery pack 300 is described in detail, as shown in Figure 11 :

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

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

The utility model also provides an automobile, which includes the vehicle thermal management system in any of the above embodiments.

Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention, but not to limit it; although the present utility model has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: The technical solutions described in the foregoing embodiments can still be modified, or some of the technical features can be equivalently replaced; and these modifications or substitutions do not deviate from the essence of the corresponding technical solutions from the spirit of the technical solutions of the various embodiments of the present invention. and scope.

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.