CN209888587U - Vehicle thermal management system and vehicle - Google Patents

Vehicle thermal management system and vehicle Download PDF

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Publication number
CN209888587U
CN209888587U CN201920230026.3U CN201920230026U CN209888587U CN 209888587 U CN209888587 U CN 209888587U CN 201920230026 U CN201920230026 U CN 201920230026U CN 209888587 U CN209888587 U CN 209888587U
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heat exchanger
communicated
port
vehicle
gas
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CN201920230026.3U
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Chinese (zh)
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李潇
吴会丽
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Gree Electric Appliances Inc of Zhuhai
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Gree Electric Appliances Inc of Zhuhai
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Abstract

The utility model relates to a vehicle thermal management system and a vehicle, which comprises a power component temperature adjusting subsystem and an air conditioning subsystem; the air conditioning subsystem comprises an in-vehicle heat exchange group and a first heat exchanger; the heat exchange group in the vehicle and the first heat exchanger are connected in parallel or in series; the power component temperature adjusting subsystem and the air conditioning subsystem are connected through a first heat exchanger and exchange heat. The continuous cold or heat transmitted by the air conditioning subsystem can be obtained, so that the temperature adjusting efficiency and the temperature adjusting effect of the power component temperature adjusting subsystem are greatly improved, and the two subsystems are coordinated and run synchronously, so that the control coordination of the whole vehicle is greatly improved.

Description

Vehicle thermal management system and vehicle
Technical Field
The utility model relates to an electric automobile technical field especially relates to a vehicle thermal management system and vehicle.
Background
With the increasing awareness of environmental protection, electric vehicles are becoming more popular, and the trend of replacing traditional vehicles is inevitable. The electric automobile has more spaces and parts which need to be subjected to heat management, the inner space of the carriage needs to be cooled or heated according to the requirements of users, the driving motor and the control module need to be cooled to prevent high-temperature operation damage, and the battery pack needs to be maintained at the optimal operation temperature to ensure the working efficiency and the service life of the battery pack. At present, an electrically-driven air conditioner is generally adopted to regulate the temperature of the inner space of a carriage, a driving motor, a battery pack, a control module and the like dissipate heat in a cooling liquid or air cooling mode, and the cooling liquid or air cooling effect and efficiency are not ideal. With the requirement of the pure electric vehicle on the endurance mileage being higher and higher, the energy density of the lithium battery is also higher and higher. This means that the amount of heat generated during charging and discharging of the battery is also increasing, and higher requirements are put on thermal management of the battery. In addition, when the electric vehicle is placed in a low-temperature environment for a long time, the battery pack temperature is too low, which results in a reduction in discharge efficiency, and the battery pack needs to be heated at this time. At present, the cooling liquid is heated by a water heating PTC electric heater, the efficiency of the electric heater is low, and the heating efficiency and the heating effect are both required to be improved.
Accordingly, it is desirable to provide a vehicle thermal management system and vehicle that addresses the deficiencies of the prior art.
SUMMERY OF THE UTILITY MODEL
In order to solve the problems in the prior art, the utility model provides a vehicle thermal management system and vehicle.
A vehicle thermal management system includes a power component attemperation subsystem and an air conditioning subsystem; the air conditioning subsystem comprises an in-vehicle heat exchange group and a first heat exchanger;
the heat exchange group in the vehicle and the first heat exchanger are connected in parallel or in series;
the power component temperature adjusting subsystem and the air conditioning subsystem are connected through a first heat exchanger and exchange heat.
Furthermore, the air conditioning subsystem further comprises a control assembly for controlling the heat exchange group in the vehicle and the first heat exchanger to be connected in parallel or in series.
Further, the air conditioning subsystem further comprises a compressor, an external heat exchanger, a gas-liquid separator, a flash tank and a first three-way valve;
the first three-way valve comprises a first port, a second port and a third port;
the exhaust port of the compressor is communicated with the first interface, the second interface is communicated with one end of the external heat exchanger, the other end of the external heat exchanger is communicated with the first port of the flash tank through a first throttling device, and the second port of the flash tank is communicated with the gas supplementing port of the compressor.
Furthermore, a first on-off part is arranged on a pipeline between the second port of the flash tank and the air supplementing port of the compressor.
Further, the heat exchange group in the vehicle comprises a second heat exchanger and a third heat exchanger;
the third interface is communicated with one end of the second heat exchanger, the other end of the second heat exchanger is communicated with one end of the first heat exchanger, and the other end of the first heat exchanger is communicated with the third port of the flash tank through a second throttling device; one end of the first heat exchanger is also communicated with an inlet of the gas-liquid separator, a third port of the flash tank is also communicated with one end of a third heat exchanger through a third throttling device, and the other end of the third heat exchanger is communicated with an inlet of the gas-liquid separator; one end of the heat exchanger outside the vehicle is also communicated with the inlet of the gas-liquid separator.
Further, the control assembly comprises a second three-way valve arranged on a pipeline between the first heat exchanger and the second heat exchanger, a second on-off piece arranged at one end of the first heat exchanger and an inlet of the gas-liquid separator, and a third three-way valve arranged between the heat exchanger outside the vehicle and the inlet of the gas-liquid separator;
the second three-way valve comprises a fourth interface, a fifth interface and a sixth interface, the fourth interface is communicated with the other end of the second heat exchanger, and the fifth interface is communicated with one end of the first heat exchanger;
the third three-way valve comprises a seventh interface, an eighth interface and a ninth interface, the seventh interface is communicated with one end of the heat exchanger outside the vehicle, and the eighth interface is communicated with an inlet of the gas-liquid separator.
Further, the sixth interface is communicated with a pipeline between one end of the heat exchanger outside the vehicle and an inlet of the gas-liquid separator.
Furthermore, the air-conditioning subsystem further comprises a third break-off piece, one end of the third break-off piece is communicated with a pipeline between one end of the second heat exchanger and the second interface, and the other end of the third break-off piece is communicated with the ninth interface; the ninth interface is also communicated with the other end of the third heat exchanger.
Further, the heat exchange group in the vehicle comprises a fourth heat exchanger;
a third port of the flash evaporator is communicated with one end of a fourth throttling device and one end of a fifth throttling device respectively, the other end of the fourth throttling device is communicated with one end of a fourth heat exchanger, the other end of the fifth throttling device is communicated with one end of a first heat exchanger, the other end of the fourth heat exchanger and the other end of the first heat exchanger are communicated with one end of a first branch pipe respectively, the other end of the first branch pipe is communicated with the third port and an inlet of the gas-liquid separator respectively, and one end of the external heat exchanger is also communicated with an inlet of the gas-liquid separator;
and a fourth on-off part is arranged on a pipeline between the other end of the first branch pipe and the inlet of the gas-liquid separator, and a fifth on-off part is arranged on a pipeline between the external heat exchanger and the inlet of the gas-liquid separator.
Furthermore, the control assembly comprises a sixth on-off part and a seventh on-off part, the sixth on-off part is arranged on a pipeline between the other end of the first heat exchanger and one end of the first branch pipe, the seventh on-off part is arranged on the second branch pipe, one end of the second branch pipe is communicated with a pipeline between the fourth heat exchanger and the fourth on-off part, and the other end of the second branch pipe is communicated with a pipeline between the other end of the first heat exchanger and the sixth on-off part.
Furthermore, the power component temperature regulation subsystem comprises a driving part, at least one temperature regulator and a first heat exchanger which are sequentially communicated end to end by pipelines;
the power component of the vehicle is arranged in the thermostat.
Further, the first heat exchanger is provided with a first heat exchange channel and a second heat exchange channel;
the air conditioning subsystem is communicated with the first heat exchange channel, and the power component temperature adjusting subsystem is communicated with the second heat exchange channel.
Further, the power component temperature regulating subsystem comprises a first temperature regulator, a second temperature regulator and a third temperature regulator;
the battery pack is arranged in the first thermostat, the driving motor is arranged in the second thermostat, and the control module is arranged in the third thermostat.
Furthermore, the power component temperature regulation subsystem further comprises a first short-circuit pipe connected to two ends of the second temperature regulator in parallel and a first selection assembly used for selecting the second temperature regulator to be communicated with one of the first short-circuit pipe;
the power component temperature adjusting subsystem further comprises a second short-circuit pipe connected to two ends of the third temperature adjuster in parallel and a second selecting assembly used for selecting the third temperature adjuster to be communicated with one of the second short-circuit pipes.
Based on the same invention thought, the utility model also provides a vehicle, including vehicle thermal management system.
The technical scheme of the utility model compare with closest prior art and have following advantage:
in the heat management system provided by the technical scheme, the first heat exchanger is connected with the heat exchange group in the vehicle in parallel or in series, and the heat exchange agent flowing to the heat exchange group in the vehicle in the air-conditioning subsystem shunts part of the heat exchange agent to flow through the first heat exchanger or all the heat exchange agent flows through the first heat exchanger; and the air-conditioning subsystem and the power component temperature-adjusting subsystem are connected through the first heat exchanger, and the two subsystems can exchange heat through the first heat exchanger. When the air conditioning subsystem refrigerates the interior of the vehicle, the heat exchanger flowing to the heat exchange group in the vehicle can be evaporated for refrigeration, so that the temperature of the temperature adjusting medium in the temperature adjusting subsystem of the power component exchanging heat with the heat exchanger can be reduced, namely, the cold energy carried by the heat adjusting medium can be transferred to the temperature adjusting medium, and the temperature adjusting medium can use the obtained cold energy for cooling the power component of the vehicle; when the air conditioning subsystem heats the interior of the vehicle, the heat exchanger flowing to the heat exchange group in the vehicle can be condensed to heat, the temperature of the temperature adjusting medium in the power component temperature adjusting subsystem exchanging heat with the heat exchanging agent can be increased, namely, the heat carried by the heat adjusting medium can be transferred to the temperature adjusting medium, and the temperature adjusting medium can be used for heating the power component of the vehicle. The continuous cold or heat transmitted by the air-conditioning subsystem can be obtained, so that the temperature adjusting efficiency and the temperature adjusting effect of the power component are greatly improved, and the two subsystems are coordinated and synchronously operated, so that the control coordination of the whole vehicle is greatly improved.
Drawings
Fig. 1 is a schematic view of a thermal management system provided in embodiment 1 of the present invention;
fig. 2 is a schematic view of a normal refrigeration flow direction of a thermal management system provided in embodiment 1 of the present invention;
fig. 3 is a schematic diagram of the flow direction of the cooling at the extreme high temperature of the thermal management system provided in embodiment 1 of the present invention;
fig. 4 is a schematic view of a normal heating flow direction of a thermal management system provided in embodiment 1 of the present invention;
fig. 5 is a schematic diagram of the heating flow direction at the extreme low temperature of the thermal management system provided in embodiment 1 of the present invention;
fig. 6 is a schematic flow diagram of the thermal management system according to embodiment 1 of the present invention during heating and defogging.
Wherein, 1-compressor; 2-the discharge of the compressor; 3-a gas supplement port of the compressor; 4-suction port of compressor; 5-a first three-way valve; 6-a first interface; 7-a second interface; 8-a third interface; 9-an exterior heat exchanger; 10-a first throttling means; 11-a flash tank; 12-a first on-off member; 13-second throttling means; 14-a third throttling means; 15-a first heat exchanger; 16-a second three-way valve; 17-a fourth interface; 18-a fifth interface; 19-a sixth interface; 20-a third heat exchanger; 21-a third three-way valve; 22-seventh interface; 23-eighth interface; 24-a ninth interface; 25-a third break; 26-a second on-off; 27-a drive member; 28-a thermostat; 29-second heat exchanger.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.
Example 1
As shown in FIG. 1, the present invention provides a vehicle thermal management system comprising a power component attemperation subsystem and an air conditioning subsystem; the air conditioning subsystem comprises an in-vehicle heat exchange group and a first heat exchanger 15; the heat exchange group in the vehicle and the first heat exchanger 15 are connected in parallel or in series; the power component temperature adjustment subsystem and the air conditioning subsystem are connected through a first heat exchanger 15 and exchange heat.
The first heat exchanger 15 is connected in parallel or in series with the in-vehicle heat exchange group, and a part of heat exchange agent flowing to the in-vehicle heat exchange group in the air conditioning subsystem is shunted to flow through the first heat exchanger 15 or all of the heat exchange agent flows through the first heat exchanger 15; and the air conditioning subsystem and the power component temperature adjusting subsystem are connected through the first heat exchanger 15, and the two subsystems can exchange heat through the first heat exchanger 15. When the air conditioning subsystem refrigerates the interior of the vehicle, the heat exchanger flowing to the heat exchange group in the vehicle can be evaporated for refrigeration, so that the temperature of the temperature adjusting medium in the temperature adjusting subsystem of the power component exchanging heat with the heat exchanger can be reduced, namely, the cold energy carried by the heat adjusting medium can be transferred to the temperature adjusting medium, and the temperature adjusting medium can use the obtained cold energy for cooling the power component of the vehicle; when the air conditioning subsystem heats the interior of the vehicle, the heat exchanger flowing to the heat exchange group in the vehicle can be condensed to heat, the temperature of the temperature adjusting medium in the power component temperature adjusting subsystem exchanging heat with the heat exchanging agent can be increased, namely, the heat carried by the heat adjusting medium can be transferred to the temperature adjusting medium, and the temperature adjusting medium can be used for heating the power component of the vehicle. The continuous cold or heat transmitted by the air-conditioning subsystem can be obtained, so that the temperature adjusting efficiency and the temperature adjusting effect of the power component are greatly improved, and the two subsystems are coordinated and synchronously operated, so that the control coordination of the whole vehicle is greatly improved.
In some embodiments of the present invention, the air conditioning subsystem further comprises a control component for controlling the heat exchange group in the vehicle and the first heat exchanger 15 to be connected in parallel or in series.
The series-parallel connection mode of the first heat exchanger 15 and the in-vehicle heat exchange set influences the heat or cold quantity obtained by the in-vehicle heat exchange set, and further influences the temperature regulation efficiency and the temperature regulation effect of the power component temperature regulation subsystem; when the air conditioning subsystem heats, the first heat exchanger 15 is connected in series with the in-vehicle heat exchange group, so that the temperature regulation efficiency and effect of the power component temperature regulation subsystem are better, the control assembly is added, the series-parallel connection mode of the first heat exchanger 15 and the in-vehicle heat exchange group can be just adjusted, and the power component temperature regulation subsystem can obtain better temperature regulation efficiency and effect no matter the air conditioning subsystem is in a refrigerating state or a heating state.
In some embodiments of the present invention, the air conditioning subsystem further comprises a compressor 1, an exterior heat exchanger 9, a gas-liquid separator, a flash tank 11, and a first three-way valve 5; the first three-way valve 5 comprises a first port 6, a second port 7 and a third port 8; the exhaust port 2 of the compressor is communicated with a first interface 6, the second interface 7 is communicated with one end of the exterior heat exchanger 9, the other end of the exterior heat exchanger 9 is communicated with a first port of the flash tank 11 through a first throttling device 10, and a second port of the flash tank 11 is communicated with the gas supplementing port 3 of the compressor; and a third port of the flash tank 11 is communicated with an inlet of the gas-liquid separator through a first heat exchanger 15 and an in-vehicle heat exchange group, and an outlet of the gas-liquid separator is communicated with a suction port 4 of the compressor.
The second port of the flash tank 11 is a gas phase outlet thereof, and the gaseous heat transfer agent in the flash tank 11 enters the air supplement port 3 of the compressor through the gas phase outlet for air supplement. The first three-way valve 5 can control only two of the three interfaces to be communicated, the rest one of the three interfaces is closed and idle, and the refrigerating and heating states of the air-conditioning subsystem can be switched through the communication relation among the interfaces of the three-way valve.
In some embodiments of the present invention, a first on-off member 12 is disposed on the pipeline between the second port of the flash tank 11 and the gas supplementing port 3 of the compressor.
The first on-off component 12 can control the on-off of the air supply branch, and can also control the air supply flow and flow rate of the air supply branch, so that the flexibility and control sensitivity of air supply of the compressor 1 are improved.
In some embodiments of the present invention, the in-vehicle heat exchange group includes a second heat exchanger 29 and a third heat exchanger 20; the third port 8 is communicated with one end of the second heat exchanger 29, the other end of the second heat exchanger 29 is communicated with one end of the first heat exchanger 15, and the other end of the first heat exchanger 15 is communicated with the third port of the flash tank 11 through a second throttling device 13; one end of the first heat exchanger 15 is also communicated with an inlet of the gas-liquid separator, a third port of the flash tank 11 is also communicated with one end of a third heat exchanger 20 through a third throttling device 14, and the other end of the third heat exchanger 20 is communicated with the inlet of the gas-liquid separator; one end of the external heat exchanger 9 is also communicated with an inlet of the gas-liquid separator.
The second heat exchanger 29 and the third heat exchanger 20 respectively have the tasks of being connected with the first heat exchanger 15 in series and being connected with the first heat exchanger 15 in parallel, and by combining the above series-parallel connection selection mode, the third heat exchanger 20 should be selected to be connected with the first heat exchanger 15 in parallel and the second heat exchanger 29 is idle during refrigeration; during heating, the second heat exchanger 29 is selected to be connected with the first heat exchanger 15 in series, and the third heat exchanger 20 is idle. Therefore, when the air-conditioning subsystem is used for refrigerating and heating, the power component temperature-adjusting subsystem can obtain a good temperature-adjusting effect.
In some embodiments of the present invention, the control assembly comprises a second three-way valve 16 disposed on the pipeline between the first heat exchanger 15 and the second heat exchanger 29, a second cut-off 26 disposed at one end of the first heat exchanger 15 and the inlet of the gas-liquid separator, and a third three-way valve 21 disposed between the exterior heat exchanger 9 and the inlet of the gas-liquid separator; the second three-way valve 16 comprises a fourth port 17, a fifth port 18 and a sixth port 19, the fourth port 17 is communicated with the other end of the second heat exchanger 29, and the fifth port 18 is communicated with one end of the first heat exchanger 15; the third three-way valve 21 includes a seventh port 22, an eighth port 23, and a ninth port 24, the seventh port 22 communicates with one end of the exterior heat exchanger 9, the eighth port 23 communicates with an inlet of the gas-liquid separator, and the ninth port 24 communicates with the other end of the third heat exchanger 20.
The above-mentioned use and idle of the second heat exchanger 29 and the third heat exchanger 20, and the serial-parallel connection state during use all depend on the control and switching of the control components, and the specific control manner is as follows:
when the air-conditioning subsystem refrigerates, the third heat exchanger 20 needs to be connected in parallel with the first heat exchanger 15, at the moment, the first interface 6 of the first three-way valve 5 is communicated with the second interface 7, and the third interface 8 is closed; the second shut-off member 26; the second throttling device 13 and the third throttling device 14 are communicated respectively; the three ports of the second three-way valve 16 are closed and are not communicated with each other; the eighth port 23 of the third three-way valve 21 is communicated with the ninth port 24, and the seventh port 22 is closed and idle. At the moment, a heat exchange agent compressed by the compressor 1 can flow into the heat exchanger 9 outside the vehicle from an exhaust port through the first three-way valve 5 to be condensed and absorb heat to be low-temperature liquid, the low-temperature liquid is throttled by the first throttling device 10 to become gas-liquid two-phase medium-pressure steam, the medium-pressure steam enters the first port of the flash evaporator 11, the first port at the moment is a gas-liquid inlet, then the gas-phase heat exchanger enters the air supplementing port of the compressor 1 through the second port, the liquid-phase heat exchanger enters the second throttling device 13 and the third throttling device 14 through the third port respectively and is throttled, the heat exchange agent is shunted at the moment and enters the first heat exchanger 15 and the third heat exchanger 20 respectively to be evaporated, absorbed and refrigerated, the third heat exchanger 20 is used for refrigeration inside the vehicle; the heat exchanger completing refrigeration in the first heat exchanger 15 enters the gas-liquid separator through the second cut-off 26, the heat exchanger completing refrigeration in the third heat exchanger 20 enters the gas-liquid separator through the third three-way valve 21, and the heat exchange agent in the gas-liquid separator returns to the air suction port 4 of the compressor, so that sequential circulation is completed.
As shown in fig. 3, when the air-conditioning subsystem heats, the first compressor 1 is connected in series with the second compressor 1, at this time, the first port 6 and the third port 8 of the first three-way valve 5 are communicated, and the second port 7 is closed and idle; a fourth port 17 of the second three-way valve 16 is communicated with a fifth port 18, and a sixth port 19 is closed and idle; the second throttling means 13 is opened and the third throttling means 14 is closed; the seventh port 22 of the third three-way valve 21 is communicated with the eighth port 23, and the ninth port 24 is closed and idle. At the moment, the heat exchanger compressed by the compressor 1 enters the second heat exchanger 29 through the first three-way valve 5 to perform condensation heat release to heat and raise the temperature in the vehicle, then enters the first heat exchanger 15 through the second three-way valve 16 to perform condensation heat release continuously, the released heat is absorbed and utilized by the power component temperature adjusting subsystem, then enters the third port of the flash tank 11 after being throttled by the second throttling device 13, the third port is used as a gas-liquid inlet, the gas-phase heat exchanger enters the air supplementing port of the compressor 1 through the second port to supplement air, the liquid-phase heat exchanger enters the first throttling device 10 after passing through the first port to be throttled, then enters the heat exchanger 9 outside the vehicle to perform evaporation heat absorption, and finally returns to the air inlet 4 of the compressor through the third three-way valve 21 and the gas-liquid separator to.
Owing to be equipped with two heat exchangers, consequently the pipeline structure now of accessible is idle with outer heat exchanger 9, makes two heat exchangers of heat transfer group in the car be in different positions respectively to keep off the purpose of defogging before can reaching winter, present defrosting is the refrigeration of opening the air conditioner basically and blows cold wind and carry out the defogging, and the temperature in the car reduces this moment, and the travelling comfort descends. As shown in fig. 6, the defrosting process in the present embodiment is such that: a first port 6 of the first three-way valve 5 is communicated with a third port 8, and a second port 7 is closed and idle; the fourth port 17 of the second three-way valve 16 is communicated with the fifth port 18, the sixth port 19 is closed and idle, the second throttling device 13 is communicated, the third throttling device is communicated, the eighth port 23 of the third three-way valve 21 is communicated with the ninth port 24, and the seventh port 22 is closed and idle; the first throttle device 10 is closed. At this time, the heat exchange agent compressed by the compressor 1 flows into the second heat exchanger 29 through the first three-way valve 5 to be condensed and released to heat the interior of the vehicle, then enters the first heat exchanger 15 through the second three-way valve 16 to be condensed and released in the first heat exchanger 15 to supply heat to the temperature regulation subsystem of the power component, then enters the third heat exchanger 20 through the second throttling device 13 and the third throttling device 14 in sequence to be evaporated and absorbed, and then returns to the air suction port 4 of the compressor through the third three-way valve 21 and the gas-liquid separator to complete a cycle. In this case, the air sucked from the air return inlet of the air conditioner is firstly cooled and dehumidified by the third heat exchanger 20, and then heated and warmed by the second heat exchanger 29, and the air outlet of the air conditioning box blows out dry hot air to demist the party wind glass and simultaneously heat the party wind glass, so that the comfort in the vehicle is not affected.
In some embodiments of the present invention, the sixth port 19 communicates with a pipeline between one end of the exterior heat exchanger 9 and an inlet of the gas-liquid separator.
When the vehicle is used for refrigerating or heating, one heat exchanger in the heat exchange group in the vehicle runs, one heat exchanger is idle, the idle heat exchanger wastes parts, two heat exchangers are used at the same time, and the refrigerating and heating temperature can be flexibly adjusted by combining the HVAC air conditioning box technology. HVAC air conditioning cabinets are currently able to distribute the proportion of air passing through the high temperature heat exchanger and the low temperature heat exchanger through door seals and von willebrand switching. The sixth port 19 which is left unused originally is communicated with a pipeline between one end of the exterior heat exchanger 9 and the inlet of the gas-liquid separator, and the communication mode of switching the second three-way valve 16 can be adopted to finish the high and low temperatures of the two heat exchangers. These adjustments and distributions are necessary mainly for cooling and are effective, and the original third heat exchanger 20 can be left idle for heating. During specific refrigeration, a first connector 6 of the first three-way valve 5 is communicated with a third connector 8, and a second connector 7 is closed; the second shut-off member 26; the second throttling device 13 and the third throttling device 14 are communicated respectively; the fourth port 17 of the second three-way valve 16 is communicated with the sixth port 19; the eighth port 23 of the third three-way valve 21 is communicated with the ninth port 24, and the seventh port 22 is closed and idle. As shown in fig. 2, the flow direction of the heat exchange agent is different from that of the original refrigeration process. The heat exchange agent compressed by the compressor 1 enters the second heat exchanger 29 through the first three-way valve 5 to perform condensation heat release, then enters the exterior heat exchanger 9 through the second three-way valve 16 to perform condensation heat release continuously, and the flow direction of the subsequent heat exchange agent is the same as the flow direction described above. Since the second heat exchanger 29 can heat the surrounding environment, it is a high temperature heat exchanger, and the third heat exchanger 20 is a low temperature heat exchanger, and the HVAC case can obtain cooling air with different temperatures by distributing the air ratio of the two heat exchangers. At present, independent temperature control of multiple temperature zones is expected to be achieved in the passenger compartment of the vehicle, but the second heat exchanger 29 and the third heat exchanger 20 in the embodiment can achieve the function, namely the ratio of air blown to different temperature zones through the second heat exchanger 29 to air blown through the third heat exchanger 20 is controlled, so that different air outlets can obtain air with different temperatures, and the function of independent control of the multiple temperature zones in the passenger compartment is achieved.
In some embodiments of the present invention, the air conditioning subsystem further comprises a third break 25, one end of the third break 25 is communicated with the pipeline between one end of the second heat exchanger 29 and the second interface 7, and the other end is communicated with the ninth interface 24; the ninth port 24 is also communicated with the other end of the third heat exchanger 20.
In the above-described cooling or heating process, cooling or heating in the vehicle and heat dissipation and temperature rise of the power component can be respectively satisfied, but the effect is better only in a normal temperature environment, if a limit low temperature or a limit high temperature is encountered, the problems of lower cooling or heating efficiency in the vehicle, poorer cooling effect, poor temperature regulation effect of the power component temperature regulation subsystem and the like still exist, in order to obtain better cooling and heating effect in the vehicle and better temperature regulation effect of the power component temperature regulation subsystem under a limit working condition, a third breaking piece 25 is added on the original system pipeline, the connection mode of the third breaking piece 25 is already described above, and the following is a simple description on the details of the operation of the third breaking piece under a limit low temperature condition or a limit high temperature condition.
As shown in fig. 4, when the air-conditioning subsystem performs refrigeration in a high temperature limit state, the first port 6 of the first three-way valve 5 is communicated with the second port 7, and the third port 8 is closed and idle; the first throttling device 10 is communicated, the second throttling device is communicated, the third throttling device 14 is communicated, and a dead joint of the second three-way valve 16 is communicated with a fifth joint 18; the eighth port 23 of the third three-way valve 21 is communicated with the ninth port 24, and the seventh port 22 is closed and idle; the second shut-off member 26 is closed; the third break-off 25 is in communication. At this time, the heat exchanger compressed by the compressor 1 enters the heat exchanger 9 outside the vehicle through the first three-way valve 5 to condense and release heat, then enters the flash tank 11 through the first throttling device 10, the gas-phase heat exchanger passing through the flash tank 11 enters the gas supplementing port 3 of the compressor to supplement gas, the liquid heat exchanger passing through the flash tank 11 respectively flows to two branches, the first branch is sequentially provided with the third throttling device 14 and the third heat exchanger 20, the heat exchanger is throttled in the third throttling device 14 and evaporates and absorbs heat in the third heat exchanger 20, namely, at this time, the third heat exchanger 20 can refrigerate the interior of the vehicle, the second branch is sequentially provided with the second throttling device 13, the first heat exchanger 15, the second three-way valve 16, the second heat exchanger 29 and the third disconnecting member 25, the heat exchanger is throttled in the second throttling device 13 and evaporates and absorbs heat in the second heat exchanger 29, at this time, the second heat exchanger 29 can refrigerate the interior of the vehicle, the heat absorption process of the first heat exchanger 15 is the cooling process of the temperature regulation subsystem of the power component, and the second heat exchanger 29 and the third heat exchanger 20 refrigerate the interior of the vehicle at the same time, so that the refrigeration effect is increased, and the refrigeration requirement in the extreme high temperature state is met.
As shown in fig. 5, when the air conditioning subsystem heats at a low temperature limit, at this time, the first port 6 of the first three-way valve 5 is communicated with the third port 8, and the second port 7 is closed and idle; a fourth port 17 of the second three-way valve 16 is communicated with a fifth port 18, and a sixth port 19 is closed and idle; the first throttling means 10 is turned on, the second throttling means 13 is turned on, and the third throttling means 14 is turned on; the seventh port 22 of the third three-way valve 21 is communicated with the eighth port 23, and the ninth port 24 is closed and idle; the second shut-off member 26 is closed and the third shut-off member 25 is opened. At this time, the heat exchange agent compressed by the compressor 1 is divided into two branches after passing through the first three-way valve 5, the first branch is sequentially the third breaking part 25, the third heat exchanger 20 and the third throttling device 14, the heat exchange agent is condensed and releases heat in the third heat exchanger 20, namely, at this time, the third heat exchanger 20 heats the interior of the vehicle, the second branch is sequentially the second heat exchanger 29, the second three-way valve 16, the first heat exchanger 15 and the second throttling device 13, the heat exchange agent is condensed and releases heat in the second heat exchanger 29 and the first heat exchanger 15, namely, at this time, the interior of the vehicle in the second heat exchanger 29 heats, at this time, the first heat exchanger 15 provides heat for the power component temperature adjustment subsystem, and the heat release process of the first heat exchanger 15 is the temperature increase process of the power component temperature adjustment subsystem; the second heat exchanger 29 and the third heat exchanger 20 simultaneously heat the interior of the vehicle, so that the heating effect is increased, and the heating requirement in the extreme low-temperature state is met.
In some embodiments of the present invention, the power component temperature conditioning subsystem comprises a drive member 27, at least one temperature conditioner 28, and a first heat exchanger 15, all of which are in serial end-to-end communication with a pipeline; the power components of the vehicle are located within the thermostat 28.
A drive 27 drives the flow of the tempering medium in the subsystem, the drive 27 being optionally a water pump. When the air conditioner refrigerates, generally, the power component also needs to be cooled, at the moment, the temperature adjusting medium absorbs heat for the power component in the temperature adjusting medium through the temperature adjuster 28, meanwhile, the temperature of the temperature adjusting medium is increased, then the temperature adjusting medium flows through the first heat exchanger 15 to exchange heat with the air conditioning subsystem, the cold energy of the air conditioning subsystem is absorbed, the temperature of the temperature adjusting medium is reduced, then the temperature adjusting medium flows to the temperature adjuster 28 again to absorb heat, and the refrigeration and cooling for the power component can be completed through reciprocating circulation. When the air conditioner heats, generally, the power part also needs to be heated, the flow direction of the power part is the same as that of the power part during refrigeration, only the heat exchange mode is different, and the principle of the power part is the same as that during refrigeration.
In some embodiments of the present invention, the first heat exchanger 15 has a first heat exchange channel and a second heat exchange channel; the air conditioning subsystem is communicated with the first heat exchange channel, and the power component temperature adjusting subsystem is communicated with the second heat exchange channel.
The two heat exchange channels can complete the connection and heat exchange of the two subsystems, and the heat exchange loss is less.
In some embodiments of the present invention, the power component tempering subsystem comprises a first thermostat, a second thermostat, and a third thermostat; the battery pack is arranged in the first thermostat, the driving motor is arranged in the second thermostat, and the control module is arranged in the third thermostat.
Since the three are power components that generate much heat, the temperature regulators 28 are provided separately.
In some embodiments of the present invention, the power component temperature adjustment subsystem further comprises a first short-circuit pipe connected in parallel to two ends of the second temperature adjuster, and a first selection component for selecting the second temperature adjuster to communicate with one of the first short-circuit pipe; the power component temperature adjusting subsystem further comprises a second short-circuit pipe connected to two ends of the third temperature adjuster in parallel and a second selecting assembly used for selecting the third temperature adjuster to be communicated with one of the second short-circuit pipes.
The battery pack needs heat dissipation and refrigeration at high temperature and needs heating and temperature rise at low temperature; the driving motor and the control module only need to radiate and refrigerate at high temperature, and the use of the driving motor and the control module is influenced if the driving motor and the control module are heated; therefore, the two short-circuit pipes are arranged, so that the second thermostat and the third thermostat can be short-circuited when the battery pack is heated, and the driving motor and the control module are prevented from being influenced. The first and second selection members may be the same or different, as long as they can accomplish an alternative communication between the short-circuit pipe and the thermostat 28, and specifically, the following may be used:
the short-circuit pipe is provided with an on-off part, and a pipeline between one end of the temperature regulator 28 and the first short-circuit pipe is provided with another on-off part; or two ends of the temperature regulator 28 are respectively provided with a three-way valve, and three interfaces of the three-way valve are respectively connected with one end of the temperature regulator 28, a short-circuit pipe and a pipeline originally connected with one end of the temperature regulator 28.
Example 2
This embodiment is substantially the same as embodiment 1, except that:
the heat exchange group in the vehicle comprises a fourth heat exchanger; a third port of the flash evaporator 11 is respectively communicated with one end of a fourth throttling device and one end of a fifth throttling device, the other end of the fourth throttling device is communicated with one end of a fourth heat exchanger, the other end of the fifth throttling device is communicated with one end of a first heat exchanger 15, the other end of the fourth heat exchanger and the other end of the first heat exchanger 15 are respectively communicated with one end of a first branch pipe, the other end of the first branch pipe is respectively communicated with the third interface 8 and an inlet of the gas-liquid separator, and one end of the heat exchanger 9 outside the vehicle is also communicated with an inlet of the gas-liquid separator; a fourth on-off part is arranged on a pipeline between the other end of the first branch pipe and the inlet of the gas-liquid separator, and a fifth on-off part is arranged on a pipeline between the external heat exchanger 9 and the inlet of the gas-liquid separator.
The heat exchange group in the vehicle in the embodiment only comprises one heat exchanger, so that the problem that the two heat exchangers are respectively idle in different states in the embodiment 1 is avoided.
The utility model discloses an in some embodiments, the control assembly includes sixth break and seventh break, the sixth break is located the other end of first heat exchanger 15 with on the pipeline between the one end of first branch pipe, the seventh break is located on the second branch pipe, the one end of second branch pipe with the fourth heat exchanger with pipeline intercommunication between the fourth break, the other end of second branch pipe with the other end of first heat exchanger 15 with pipeline intercommunication between the sixth break.
During refrigeration, the first connector 6 and the second connector 7 of the first three-way valve 5 are communicated, the third connector 8 is closed and idle, the first throttling device 10 is communicated, the fourth throttling device is communicated, the fifth throttling device is communicated, the fourth break-off piece is communicated, the fifth break-off piece is closed, the sixth break-off piece is communicated, and the seventh break-off piece is closed;
during heating, the first port 6 and the third port 8 of the first three-way valve 5 are communicated, and the second port 7 is closed and idle; the first throttling device 10 is communicated, the fourth throttling device is communicated, the fifth throttling device is communicated, the fourth break-make piece is closed, the fifth break-make piece is communicated, the sixth break-make piece is closed, and the seventh break-make piece is communicated.
Example 3
Based on the same invention thought, the utility model also provides a vehicle, including vehicle thermal management system.
The on-off parts in the three embodiments can be selected from electromagnetic valves, and the throttling devices in the three embodiments can be selected from throttling valves; the first heat exchanger in the above three embodiments may be a plate heat exchanger.
It is noted that, in this document, relational terms such as "first" and "second," and the like, may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the present invention in its corresponding aspects.

Claims (15)

1. A vehicle thermal management system comprising a power component attemperation subsystem and an air conditioning subsystem; the air conditioning subsystem comprises an in-vehicle heat exchange group and a first heat exchanger (15);
the heat exchange group in the vehicle and the first heat exchanger (15) are connected in parallel or in series;
the power component temperature adjusting subsystem and the air conditioning subsystem are connected through a first heat exchanger (15) and exchange heat.
2. A vehicle thermal management system according to claim 1, wherein the air conditioning subsystem further comprises a control assembly controlling the in-vehicle heat exchange pack and the first heat exchanger (15) in parallel or in series.
3. A vehicle thermal management system according to claim 2, characterized in that the air conditioning subsystem further comprises a compressor (1), an offboard heat exchanger (9), a gas-liquid separator, a flash tank (11) and a first three-way valve (5);
the first three-way valve (5) comprises a first port (6), a second port (7) and a third port (8);
the exhaust port (2) of the compressor is communicated with a first interface (6), the second interface (7) is communicated with one end of the external heat exchanger (9), the other end of the external heat exchanger (9) is communicated with a first port of the flash tank (11) through a first throttling device (10), and a second port of the flash tank (11) is communicated with the gas supplementing port (3) of the compressor; and a third port of the flash evaporator (11) is communicated with an inlet of the gas-liquid separator through a first heat exchanger (15) and an in-vehicle heat exchange group, and an outlet of the gas-liquid separator is communicated with a suction port (4) of the compressor.
4. A vehicle thermal management system according to claim 3, characterized in that a first on-off member (12) is provided in the line between the second port of the flash tank (11) and the charge port (3) of the compressor.
5. A vehicle thermal management system according to claim 3, wherein the in-vehicle heat exchange group comprises a second heat exchanger (29) and a third heat exchanger (20);
the third interface (8) is communicated with one end of the second heat exchanger (29), the other end of the second heat exchanger (29) is communicated with one end of the first heat exchanger (15), and the other end of the first heat exchanger (15) is communicated with a third port of the flash tank (11) through a second throttling device (13); one end of the first heat exchanger (15) is also communicated with an inlet of the gas-liquid separator, a third port of the flash evaporator (11) is also communicated with one end of a third heat exchanger (20) through a third throttling device (14), and the other end of the third heat exchanger (20) is communicated with the inlet of the gas-liquid separator; one end of the external heat exchanger (9) is also communicated with an inlet of the gas-liquid separator.
6. A vehicle thermal management system according to claim 5, characterized in that the control assembly comprises a second three-way valve (16) arranged in the line between the first heat exchanger (15) and the second heat exchanger (29), a second shut-off (26) arranged at one end of the first heat exchanger (15) and the inlet of the gas-liquid separator, and a third three-way valve (21) arranged between the external heat exchanger (9) and the inlet of the gas-liquid separator;
the second three-way valve (16) comprises a fourth port (17), a fifth port (18) and a sixth port (19), the fourth port (17) is communicated with the other end of the second heat exchanger (29), and the fifth port (18) is communicated with one end of the first heat exchanger (15);
the third three-way valve (21) comprises a seventh interface (22), an eighth interface (23) and a ninth interface (24), the seventh interface (22) is communicated with one end of the heat exchanger (9) outside the vehicle, the eighth interface (23) is communicated with an inlet of the gas-liquid separator, and the ninth interface (24) is communicated with the other end of the third heat exchanger (20).
7. A vehicle thermal management system according to claim 6, characterized in that the sixth interface (19) communicates with a conduit between an end of the exterior heat exchanger (9) and an inlet of the gas-liquid separator.
8. A vehicle thermal management system according to claim 7, characterized in that the air conditioning subsystem further comprises a third shut-off (25), one end of the third shut-off (25) communicating with the line between one end of the second heat exchanger (29) and the second port (7), and the other end thereof communicating with the ninth port (24); the ninth port (24) is also communicated with the other end of the third heat exchanger (20).
9. The vehicle thermal management system of claim 3, wherein the in-vehicle heat exchange pack comprises a fourth heat exchanger;
a third port of the flash evaporator (11) is communicated with one end of a fourth throttling device and one end of a fifth throttling device respectively, the other end of the fourth throttling device is communicated with one end of a fourth heat exchanger, the other end of the fifth throttling device is communicated with one end of a first heat exchanger (15), the other end of the fourth heat exchanger and the other end of the first heat exchanger (15) are communicated with one end of a first branch pipe respectively, the other end of the first branch pipe is communicated with a third port (8) and an inlet of a gas-liquid separator respectively, and one end of an external heat exchanger (9) is also communicated with an inlet of the gas-liquid separator;
a fourth on-off part is arranged on a pipeline between the other end of the first branch pipe and the inlet of the gas-liquid separator, and a fifth on-off part is arranged on a pipeline between the external heat exchanger (9) and the inlet of the gas-liquid separator.
10. The vehicle thermal management system of claim 9, wherein the control assembly comprises a sixth on-off element and a seventh on-off element, the sixth on-off element is disposed on a pipeline between the other end of the first heat exchanger (15) and one end of the first bypass pipe, the seventh on-off element is disposed on a second bypass pipe, one end of the second bypass pipe is communicated with a pipeline between the fourth heat exchanger and the fourth on-off element, and the other end of the second bypass pipe is communicated with a pipeline between the other end of the first heat exchanger (15) and the sixth on-off element.
11. A vehicle thermal management system according to claim 1, wherein the power component trim subsystem comprises a drive member (27), at least one trim (28) and a first heat exchanger (15) in end-to-end communication in series;
the power component of the vehicle is arranged in the thermostat (28).
12. A vehicle thermal management system according to claim 11, characterized in that the first heat exchanger (15) has a first heat exchange path and a second heat exchange path;
the air conditioning subsystem is communicated with the first heat exchange channel, and the power component temperature adjusting subsystem is communicated with the second heat exchange channel.
13. The vehicle thermal management system of claim 11, wherein the power component trim subsystem comprises a first trim, a second trim, and a third trim;
the battery pack is arranged in the first thermostat, the driving motor is arranged in the second thermostat, and the control module is arranged in the third thermostat.
14. The vehicle thermal management system of claim 13, wherein the power component trim subsystem further comprises a first shorting pipe connected in parallel across the second thermostat and a first selection component for selecting the second thermostat to communicate with one of the first shorting pipes;
the power component temperature adjusting subsystem further comprises a second short-circuit pipe connected to two ends of the third temperature adjuster in parallel and a second selecting assembly used for selecting the third temperature adjuster to be communicated with one of the second short-circuit pipes.
15. A vehicle comprising a vehicle thermal management system according to any of claims 1 to 14.
CN201920230026.3U 2019-02-20 2019-02-20 Vehicle thermal management system and vehicle Active CN209888587U (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201920230026.3U CN209888587U (en) 2019-02-20 2019-02-20 Vehicle thermal management system and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201920230026.3U CN209888587U (en) 2019-02-20 2019-02-20 Vehicle thermal management system and vehicle

Publications (1)

Publication Number Publication Date
CN209888587U true CN209888587U (en) 2020-01-03

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Family Applications (1)

Application Number Title Priority Date Filing Date
CN201920230026.3U Active CN209888587U (en) 2019-02-20 2019-02-20 Vehicle thermal management system and vehicle

Country Status (1)

Country Link
CN (1) CN209888587U (en)

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