CN212194994U

CN212194994U - Vehicle thermal management system

Info

Publication number: CN212194994U
Application number: CN202020438556.XU
Authority: CN
Inventors: 董军启; 贾世伟; 安杰
Original assignee: Hangzhou Sanhua Research Institute Co Ltd
Current assignee: Hangzhou Sanhua Research Institute Co Ltd
Priority date: 2020-03-30
Filing date: 2020-03-30
Publication date: 2020-12-22
Anticipated expiration: 2030-03-30

Abstract

The present application relates to the field of thermal management technology, and more particularly, to a vehicle thermal management system, which includes a refrigerant system, the refrigerant system comprising: a compressor, an indoor heat exchanger, a first throttle device, an outdoor heat exchanger, and a heater, the heater being located on a downstream side of an air flow with respect to the indoor heat exchanger; the vehicle heat management system comprises a first operation mode, wherein in the first operation mode, the compressor, the outdoor heat exchanger, the first throttling device and the indoor heat exchanger are communicated to form a loop, the indoor heat exchanger absorbs air heat, the heater is started to heat the compartment, or the heater is closed to refrigerate the compartment.

Description

Vehicle thermal management system

Technical Field

The application relates to the technical field of heat exchange, in particular to a vehicle thermal management system.

Background

An air conditioning system of a vehicle (such as an electric automobile) can regulate the temperature of the environment in a compartment through heat management, a related vehicle heat management system comprises two indoor heat exchangers, only one indoor heat exchanger works during refrigeration or heating, the other indoor heat exchanger is in an idle state, and the system is large in size, complex in structure and inconvenient to control.

SUMMERY OF THE UTILITY MODEL

In view of the above problems, the present application provides a vehicle thermal management system that reduces the number of indoor heat exchangers, and has a simpler structure and is easy to control.

In order to achieve the purpose, the following technical scheme is adopted in the application:

a vehicle thermal management system comprising a refrigerant system and a heater, the refrigerant system comprising: a compressor, an indoor heat exchanger, a first throttle device, and an outdoor heat exchanger, the heater being located on a downstream side of an air flow with respect to the indoor heat exchanger;

the vehicle heat management system comprises a first operation mode, wherein in the first operation mode, the compressor, the outdoor heat exchanger, the first throttling device and the indoor heat exchanger are communicated to form a loop, the indoor heat exchanger absorbs air heat, the heater is started to heat and dehumidify a compartment, or the heater is stopped to refrigerate the compartment.

The vehicle heat management system achieves refrigeration and heating of a carriage through the indoor heat exchanger and the heater in the first operation mode, and is relatively simple in structure and convenient to control.

Drawings

FIG. 1 is a schematic illustration of the operation of a vehicle thermal management system of the present application in a first mode of operation;

FIG. 2 is a schematic illustration of the operation of the vehicle thermal management system of the present application in a second mode of operation;

FIG. 3 is a schematic illustration of the operation of the vehicle thermal management system of the present application in a third mode of operation;

FIG. 4 is a schematic illustration of the operation of the vehicle thermal management system of the present application in a fourth mode of operation;

FIG. 5 is a schematic illustration of the operation of the vehicle thermal management system of the present application in a fifth mode of operation;

FIG. 6 is a schematic illustration of the operation of the vehicle thermal management system of the present application in a sixth mode of operation;

FIG. 7 is a schematic illustration of the operation of the vehicle thermal management system of the present application in a seventh mode of operation.

Detailed Description

Reference will now be made in detail to the exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used in this application and the appended claims, the singular forms "a", "an", and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.

It should be understood that the terms "first," "second," and the like as used in the description and in the claims, do not denote any order, quantity, or importance, but rather are used to distinguish one element from another. Similarly, the use of the terms "a" or "an" and the like do not denote a limitation of quantity, but rather denote the presence of at least one; "plurality" means two or more than two. Unless otherwise indicated, "front", "rear", "lower" and/or "upper" and the like are for convenience of description and are not limited to one position or one spatial orientation. The word "comprising" or "comprises", and the like, means that the element or item listed as preceding "comprising" or "includes" covers the element or item listed as following "comprising" or "includes" and its equivalents, and does not exclude other elements or items.

The related vehicle heat management system only has one outdoor heat exchanger and one indoor heat exchanger in work during refrigeration and heating, and the other indoor heat exchanger is in an idle state, so that the potential performance of the heat exchangers cannot be fully exerted; the refrigeration and heating are respectively throttled by two valves, so that the load of a system pipeline is caused; and the system control is complex and the cost is high. The vehicle thermal management system can effectively solve the problems, is special, is suitable for the electric automobile, and can also improve the endurance mileage of the electric automobile.

A heat pump system according to an exemplary embodiment of the present application will be described in detail below with reference to the accompanying drawings. The features of the following examples and embodiments can be supplemented or combined with each other without conflict.

Referring to fig. 1, a vehicle thermal management system according to an embodiment of the present application includes a refrigerant system, a coolant system, a first heat exchanger 8, and a heater 5. The refrigerant system includes: the air conditioner comprises a compressor 1, an indoor heat exchanger 2, a first throttling device 3, an outdoor heat exchanger 4, a second throttling device 9, a fluid switching device 11 and a gas-liquid separator 12. The cooling liquid system comprises a battery heat exchange assembly 6, a fluid driving device 7 and a second heat exchanger 10.

The refrigerant used by the refrigerant system may be CO2 or R134A, etc., the cooling liquid used by the cooling liquid system may be a mixed solution of ethanol and water, or a cooling liquid of other components, and the fluid driving device 7 may be a water pump. The first throttle 3 and the second throttle 9 may be electronic expansion valves. The first heat exchanger 8 includes a first heat exchanging portion 81 and a second heat exchanging portion 82, the first heat exchanging portion 81 and the second heat exchanging portion 82 may exchange heat, and each of the first heat exchanging portion 81 and the second heat exchanging portion 82 has a flow channel, and the flow channels are isolated from each other and are not communicated with each other. The flow passage of the first heat exchanging portion 81 may communicate with the pipe of the refrigerant circuit, and the flow passage of the second heat exchanging portion 82 may communicate with the pipe of the coolant circuit. The first heat exchanger 8 may be a plate heat exchanger or a shell-and-tube heat exchanger (a shell surrounded by a microchannel flat tube).

The battery heat exchange assembly 6 and the fluid driving device 7 are connected in series on one branch, and the first heat exchange portion 82 and the second heat exchanger 10 are respectively connected on the other two branches and are both connected in parallel with the branch where the battery heat exchange assembly 6 is located. The three branches can be connected through a three-way valve and control the on-off of the flow path.

In some embodiments, when a liquid storage tank is provided in the compressor 1 or all the refrigerant absorbing heat in the outdoor heat exchanger 4/the indoor heat exchanger 2 is in a gaseous state, the gas-liquid separator 12 may not be provided, and the refrigerant may directly return to the compressor 1.

The heater 5 of the present embodiment may be controlled by a single circuit. The heater 5 and the indoor heat exchanger 2 are both arranged in an air-conditioning box of the vehicle, correspondingly, an air blower can be further arranged in the air-conditioning box, air enters the air-conditioning box under the action of the air blower, and the heater 5 is located on the downstream side of air flow relative to the indoor heat exchanger 2. The heater 5 may be an air-cooled PTC electric heater or other type of electric heater.

In this embodiment, the heater 5 is an air-cooled PTC electric heater, the air-cooled PTC electric heater includes a heat dissipation member and a heating element, the heat dissipation member and the heating element are alternately arranged on the outer shell one by one, and the outer shell can be connected with the box body of the air-conditioning box. The heating element comprises a core tube and a PTC thermistor arranged in the core tube; and heat-conducting silica gel is arranged between the core pipe and the adjacent heat dissipation part, and the core pipe is bonded with the heat dissipation part through the heat-conducting silica gel. The heat dissipation piece is a heat exchange fin and can be a corrugated fin, a sawtooth fin, a windowing fin and other types of fins.

The second heat exchanger 10 and the outdoor heat exchanger 4 are located at the front end of the vehicle cabin, and the second heat exchanger 10 and the outdoor heat exchanger 4 may be integrated into a vehicle front end module, which may also include a fan (not shown). The compressor 1, the first throttling device 3, the second throttling device 9, the fluid switching device 11 and the gas-liquid separator 12 can be arranged in a vehicle cabin and connected through pipelines, and corresponding pipelines can also be provided with valve devices for controlling the on-off of corresponding pipelines.

The fluid switching device 11 is a four-way valve, and includes a first port 11-1, a second port 11-2, a third port 11-3, and a fourth port 11-4. The first port 11-1 is connected with an outlet of the compressor 1, the second port 11-2 is connected with one port of the indoor heat exchanger 2, and the second port 11-2 is further connected with one port of the first heat exchanging part 81 through a branch; the third port 11-3 is connected to an inlet of the gas-liquid separator 12, an outlet of the gas-liquid separator 12 is connected to an inlet of the compressor 1, and the fourth port 11-4 is connected to the second port 42 of the outdoor heat exchanger 4. The first throttling means 3 is connected between the other port of the indoor heat exchanger 2 and the first port 41 of the outdoor heat exchanger 4. The second throttling means 9 is connected between the other port of the first heat exchanging portion 81 and the first port 41 of the outdoor heat exchanger 4.

The fluid switching device 11 comprises a first operating mode and a second operating mode. In the first working mode, the first interface 11-1 is communicated with the second interface 11-2, and the third interface 11-3 is communicated with the fourth interface 11-4; in the second operation mode, the first port 11-1 is communicated with the fourth port 11-4, and the second port 11-2 is communicated with the third port 11-3. Of course, in some embodiments, the vehicle thermal management system may not be provided with the fluid switching device 11, and a plurality of valve elements may be provided to be combined to control the on/off of the corresponding management, so as to achieve the same effect or purpose as the fluid switching device 11.

As shown in fig. 1, the vehicle thermal management system includes a first operation mode in which the fluid switching device 11 is in the second operation mode, i.e., the first port 11-1 and the fourth port 11-4 are communicated, and the second port 11-2 and the third port 11-3 are communicated. The compressor 1, the fluid switching device 11, the outdoor heat exchanger 4, the first throttling device 3, the indoor heat exchanger 2, the fluid switching device 11 and the gas-liquid separator 12 are communicated to form a refrigerant loop, the indoor heat exchanger 2 absorbs air heat, and the heater 5 is turned off to refrigerate a carriage.

As shown in fig. 2, the vehicle thermal management system further comprises a second operating mode, and the first throttle 3 is a two-way throttle. In the second operation mode, the fluid switching device 11 is in the first operation mode, the first port 11-1 is communicated with the second port 11-2, and the third port 11-3 is communicated with the fourth port 11-4. The compressor 1, the fluid switching device 11, the indoor heat exchanger 2, the first throttling device 3, the outdoor heat exchanger 4, the fluid switching device 11, and the gas-liquid separator 12 are communicated to form a refrigerant circuit, and the indoor heat exchanger 2 transfers heat to air to heat the air.

Specifically, when the ambient temperature is high in summer and the compartment needs to be refrigerated, the refrigeration mode is started, so that the vehicle thermal management system is in the first operation mode, the high-temperature high-pressure gaseous refrigerant compressed by the compressor 1 flows to the outdoor heat exchanger 4 through the fluid switching device 11, heat exchange is carried out between the high-temperature high-pressure gaseous refrigerant and air in the outdoor heat exchanger 4, the air is heated after passing through the outdoor heat exchanger 4, the temperature of the refrigerant is reduced, the cooled refrigerant flows to the first throttling device 3, the refrigerant is subjected to pressure reduction and temperature reduction after being throttled by the first throttling device 3 and flows into the indoor heat exchanger 2, the low-temperature low-pressure refrigerant is subjected to heat exchange with the air through the indoor heat exchanger 2, the heat of the air is absorbed, the air temperature is reduced. At this time, the heater 5 is not turned on, and the temperature is not changed when the low-temperature air passes through the heater 5. The refrigerant flowing out of the indoor heat exchanger 2 flows into the gas-liquid separator 12 through the fluid switching device 11, and the refrigerant is subjected to gas-liquid separation, returns to the compressor 1, is compressed again, and circulates in this manner.

The environment temperature is lower in winter, and when the carriage needs to heat, the heating mode is started, and at the moment, the refrigerant system can have two different operation modes.

Referring to fig. 1, when a vehicle cabin needs to be heated and dehumidified, the vehicle thermal management system may be in a first operation mode, in which the operation principle is substantially the same as that of the vehicle cabin when the vehicle cabin needs to be cooled, except that the heater 5 needs to be turned on, the low-temperature refrigerant exchanges heat with air through the indoor heat exchanger 2, absorbs heat of the air, and water vapor in the air is condensed and discharged. The dehumidified low-temperature air is heated by the heater 5, so that the purposes of heating and dehumidifying the carriage are achieved.

The vehicle heat management system achieves refrigeration and heating of a carriage through the indoor heat exchanger 2 and the heater 5 in the first operation mode, and is simple in structure and convenient to control. Therefore, the air conditioning box suitable for the vehicle thermal management system can be used for blocking the heat insulation core body without arranging a cold air door and a hot air door, and is simple in structure and low in cost. When refrigerating in summer, the refrigerating effect is improved because no heat leakage of the indoor condenser exists in the air-conditioning box.

As shown in fig. 2, in another case, the heating mode is turned on to enable the vehicle thermal management system to be in the second operation mode, the high-temperature and high-pressure gaseous refrigerant compressed by the compressor 1 flows to the indoor heat exchanger 2 through the fluid switching device 11, heat exchange is performed between the high-temperature and high-pressure gaseous refrigerant and air in the indoor heat exchanger 2, the air is heated after passing through the indoor heat exchanger 2, the air temperature is increased, and the heated air flows to the vehicle cabin, so that heating of the vehicle cabin is achieved. The cooled refrigerant flows to the first throttling device 3, is throttled by the first throttling device 3, is depressurized and cooled and flows into the outdoor heat exchanger 4, the low-temperature and low-pressure refrigerant exchanges heat with air through the outdoor heat exchanger 4 to absorb heat of the air, finally flows into the gas-liquid separator 12 through the fluid switching device 11, and finally returns to the compressor 1, and the process is repeated. At this time, the heater 5 may be turned on or off, and when the temperature of the air passing through the indoor heat exchanger 2 is not high enough, the heater 5 may be turned on to secondarily heat the air, thereby improving the heating effect.

The first throttling device 3 of the embodiment is a bidirectional throttling valve, and only one valve is needed for realizing refrigeration and heating, and the throttling valves do not need to be respectively configured for the outdoor heat exchanger 4 and the indoor heat exchanger 2, so that the number of the valves is reduced.

The vehicle thermal management system of this embodiment not only can adjust carriage ambient temperature, can also carry out the thermal management to the battery heat, promotes the continuation of the journey mileage of vehicle. The vehicle thermal management system of the present embodiment includes a third operation mode in which the fluid switching device 11 is in the second operation mode, that is, the first port 11-1 and the fourth port 11-4 are communicated, and the second port 11-2 and the third port 11-3 are communicated.

Specifically, as shown in fig. 3, when the temperature is high in summer, the battery needs to dissipate heat after operating for a period of time. Therefore, the battery can be cooled while the vehicle compartment is cooled. At this time, the vehicle thermal management system is put in the third operating mode: the compressor 1, the fluid switching device 11, the outdoor heat exchanger 4, the first throttling device 3, the indoor heat exchanger 2, the fluid switching device 11, and the gas-liquid separator 12 are communicated to form a refrigerant circuit, and the compressor 1, the fluid switching device 11, the outdoor heat exchanger 4, the second throttling device 9, the first heat exchanging portion 81, the fluid switching device 11, and the gas-liquid separator 12 are communicated to form a refrigerant circuit. The fluid driving device 7, the battery heat exchange assembly 6 and the second heat exchange portion 82 are communicated to form a cooling fluid loop.

The high-temperature and high-pressure gaseous refrigerant compressed by the compressor 1 flows to the outdoor heat exchanger 4 through the fluid switching device 11, exchanges heat with air in the outdoor heat exchanger 4, the air is heated after passing through the outdoor heat exchanger 4, and the temperature of the refrigerant is reduced. The cooled refrigerant is divided into two paths, and the two paths flow to the first throttling device 3 and the second throttling device 9 respectively. The refrigerant is throttled by the first throttling device 3, then is reduced in pressure and temperature and flows into the indoor heat exchanger 2, the low-temperature and low-pressure refrigerant exchanges heat with air through the indoor heat exchanger 2 to absorb heat of the air, the air temperature is reduced, and the low-temperature air is blown into the carriage to realize refrigeration of the carriage. At this time, the heater 5 is not turned on, and the temperature is not changed when the low-temperature air passes through the heater 5. After the refrigerant is throttled by the second throttling device 9, the refrigerant is reduced in pressure and temperature and flows into the first heat exchanging portion 81, the fluid driving device 7 drives the cooling liquid to flow, when the cooling liquid passes through the first heat exchanging portion 82, the low-temperature and low-pressure refrigerant exchanges heat with the cooling liquid flowing into the second heat exchanging portion 82 through the first heat exchanging portion 81 to absorb the heat of the cooling liquid, the temperature of the cooling liquid is reduced, and the cooling liquid with lower temperature returns to the battery heat exchanging assembly 6, so that the battery is cooled. The two paths of refrigerants passing through the indoor heat exchanger 2 and the first heat exchanging part 81 are merged and then flow to the fluid switching device 11, then flow to the gas-liquid separator 12, the refrigerants are subjected to gas-liquid separation by the gas-liquid separator 12 and then return to the compressor 1 to be compressed again, and the circulation is performed. In other embodiments, the refrigerant passing through the first heat exchanging part 81 may also directly flow to the gas-liquid separator 12.

As shown in fig. 4, when the ambient temperature in winter is low, in order to maintain the normal operating temperature of the battery or preheat the battery, the vehicle thermal management system may be in a fourth operating mode, and at this time, the fluid switching device 11 is in the first operating mode, that is, the first port 11-1 is communicated with the second port 11-2, and the third port 11-3 is communicated with the fourth port 11-4. In the fourth operating mode: the compressor 1, the fluid switching device 11, the indoor heat exchanger 2, the first throttling device 3, the outdoor heat exchanger 4, the fluid switching device 11, and the gas-liquid separator 12 are communicated to form a refrigerant circuit. The compressor 1, the fluid switching device 11, the first heat exchanging part 81, the second throttling device 9, the outdoor heat exchanger 4, the fluid switching device 11 and the gas-liquid separator 12 are communicated to form a refrigerant circuit; the fluid driving device 7, the battery heat exchange assembly 6 and the second heat exchange portion 82 are communicated to form a cooling fluid loop.

The high-temperature and high-pressure gaseous refrigerant compressed by the compressor 1 is divided into two paths by the fluid switching device 11, one path flows to the indoor heat exchanger 2, and the other path flows to the first heat exchanging portion 81. The refrigerant passing through the indoor heat exchanger 2 exchanges heat with air, and then flows through the first throttling device 3 for throttling and cooling. The air is heated after passing through the indoor heat exchanger 2, the temperature of the air is increased, and the heated air flows to the carriage, so that the carriage is heated. The other path of refrigerant flows into the first heat exchanging portion 81, the fluid driving device 7 drives the coolant to flow, when the coolant passes through the second heat exchanging portion 82, the high-temperature and high-pressure refrigerant exchanges heat with the coolant flowing into the second heat exchanging portion 82 through the first heat exchanging portion 81, the coolant absorbs heat of the refrigerant, the temperature of the coolant rises, and the coolant with high temperature returns to the battery heat exchanging assembly 6, so that the battery is heated.

The cooled refrigerant flows to the second throttling device 9, is throttled by the first throttling device 9, then joins with the other path of refrigerant and flows into the outdoor heat exchanger 4, the low-temperature and low-pressure refrigerant exchanges heat with air through the outdoor heat exchanger 4 to absorb heat of the air, then flows into the gas-liquid separator 12 through the fluid switching device 11, and finally returns to the compressor 1, and the process is repeated. At this time, the heater 5 may be turned on or not, when the outdoor air is low (for example, below-15 ℃), the heat absorption efficiency of the outdoor heat exchanger 4 is low, and at this time, when the temperature of the air passing through the indoor heat exchanger 2 is not high enough, the heater 5 may be turned on to secondarily heat the air, thereby improving the heating effect.

It should be noted that the first throttling device 3 and the second throttling device 9 are both bidirectional throttling valves, so that the switching between the third operating mode and the fourth operating mode is realized, the number of valve elements is reduced, and the system structure is optimized. The heating of the battery realizes the control of the application refrigerant system; and the heat pump is used for heating the battery in winter, so that the energy consumption is saved.

When the working temperature of the battery is stable and does not need to be heated by the heat pump system, the mode of natural cooling of the battery can be adopted.

Specifically, as shown in fig. 5, the vehicle thermal management system includes a fifth operation mode, in which the fluid switching device 11 is in the first operation mode, that is, the first port 11-1 is communicated with the second port 11-2, and the third port 11-3 is communicated with the fourth port 11-4.

In the fifth operation mode, the compressor 1, the fluid switching device 11, the indoor heat exchanger 2, the first throttling device 3, the outdoor heat exchanger 4, the fluid switching device 11, and the gas-liquid separator 12 are communicated to form a refrigerant circuit. At this time, the second throttling device 9 is turned off, and the fluid driving device 7, the battery heat exchange assembly 6 and the second heat exchanger 10 are communicated to form a cooling fluid loop. The operation principle of the refrigerant circuit is substantially the same as that of the refrigerant in the second operation mode, and the description thereof is omitted. Under this mode of operation, the heat transfer that the battery produced is for the coolant liquid, and the coolant liquid flows into under the drive of fluid drive device 7 second heat exchanger 10 carries out the heat exchange through second heat exchanger 10 and air, and the coolant liquid of relative high temperature gives the air with heat transfer, and air temperature risees, and coolant liquid temperature reduces, and the coolant liquid returns battery heat exchange assembly 6 to realize the natural heat dissipation of battery. The second heat exchanger 10 is located on the upstream side of the air flow relative to the outdoor heat exchanger 4, the second heat exchanger 10 and the outdoor heat exchanger 4 are integrated in a front end module of the vehicle, the front end module can further comprise a fan (not shown), under the action of the fan, air passes through the second heat exchanger 10 and then passes through the outdoor heat exchanger 4, the ambient temperature around the outdoor heat exchanger 4 is increased, the refrigerant can absorb more heat in the outdoor heat exchanger 4, the heating performance of a vehicle heat management system is improved, the waste heat of a battery is indirectly utilized, and the energy efficiency of the system is improved.

As shown in fig. 6, in some situations, for example, when the battery is charged quickly, a large amount of excess heat is generated, and in order to reduce the safety hazard, the vehicle thermal management system may be in a sixth operation mode, in which the compressor 1 is turned off, and the fluid driving device 7, the battery heat exchange assembly 6, and the second heat exchanger 10 are communicated to form a coolant loop, so as to achieve natural cooling of the battery.

For example, in summer, when the battery needs to be cooled and the temperature of the battery is not too low, the battery heat exchange assembly 6, the fluid driving device 7 and the second heat exchanger 10 can be communicated, so that natural heat dissipation of the battery is realized. At this time, the first operation mode may be performed simultaneously to cool the vehicle cabin and cool the battery naturally, which may also be referred to as an eighth operation mode.

The battery of the present embodiment needs to be heated by the refrigeration system (the fourth operation mode), and when heat dissipation is needed, the battery may be naturally cooled by the second heat exchanger 10, or may be cooled by the refrigeration system (the third operation mode). Wherein the second heat exchanger 10 may be a low temperature water tank or a radiator.

As shown in fig. 7, the vehicle thermal management system further includes a seventh operating mode, in which the first throttling device 3 is turned off, the fluid switching device 11 is in the second operating mode, that is, the first port 11-1 is communicated with the fourth port 11-4, and the second port 11-2 is communicated with the third port 11-3.

The compressor 1, the fluid switching device 11, the outdoor heat exchanger 4, the second throttling device 9, the first heat exchanging portion 81, the fluid switching device 11, and the gas-liquid separator 12 are communicated to form a refrigerant circuit. The fluid driving device 7, the battery heat exchange assembly 6 and the second heat exchange portion 82 are communicated to form a cooling fluid loop. In this mode, the outdoor heat exchanger 4 can be defrosted by using the waste heat generated by the battery.

The high-temperature high-pressure gaseous refrigerant compressed by the compressor 1 flows to the outdoor heat exchanger 4 through the fluid switching device 11, exchanges heat with the surrounding environment in the outdoor heat exchanger 4 to melt frost on the surface of the refrigerant, the temperature of the refrigerant is reduced, the cooled refrigerant flows to the second throttling device 9, is throttled by the second throttling device 9, is reduced in pressure and temperature and flows into the first heat exchanging part 81, the low-temperature low-pressure refrigerant exchanges heat with cooling liquid flowing into the second heat exchanging part 82 through the first heat exchanger 8 to absorb the heat of the cooling liquid, the temperature of the cooling liquid is reduced, and therefore the waste heat of the battery is recycled, at the moment, the first heat exchanger 8 serves as an evaporator, and the defrosting time is shortened. The refrigerant flowing out of the first heat exchanging portion 81 flows into the gas-liquid separator 12 through the fluid switching device 11, is subjected to gas-liquid separation, returns to the compressor 1, is compressed again, and circulates in this manner.

In the seventh operation mode, the heater 5 may be turned off, or the heater 5 may also be turned on to heat the cabin, so as to maintain the temperature of the cabin and ensure the comfort of the passengers.

The vehicle heat management system is simpler, only one heat exchanger core body is arranged in the air conditioning box, and refrigeration and heating are realized through one two-way electronic expansion valve and the four-way valve; the structure is simple and reliable.

The vehicle heat management system of this application is when refrigerating in summer, because there is not the hourglass heat of indoor condenser, improves refrigeration effect, can reduce parts such as mode air door again, and the air-conditioning box cost further reduces.

The battery heating of the vehicle thermal management system of the present application is incorporated into the overall vehicle heat pump system, making the overall system more compact.

The thermal management system of the present application can ensure comfort of passengers in the vehicle cabin in a defrost or dehumidification mode.

Although the present application has been described with reference to a preferred embodiment, it should be understood that various changes, substitutions and alterations can be made herein without departing from the spirit and scope of the application, and all changes, substitutions and alterations that fall within the spirit and scope of the application are to be understood as being covered by the following claims.

Claims

1. A vehicle thermal management system, comprising a refrigerant system, a heater (5) and an air conditioning box, the refrigerant system comprising: the air conditioner comprises a compressor (1), an indoor heat exchanger (2), a first throttling device (3) and an outdoor heat exchanger (4), wherein the indoor heat exchanger (2) and a heater (5) are adjacently arranged in the air conditioner box, and the heater (5) is located on the downstream side of air flow relative to the indoor heat exchanger (2);

the vehicle thermal management system comprises a first operation mode, wherein in the first operation mode, the compressor (1), the outdoor heat exchanger (4), the first throttling device (3) and the indoor heat exchanger (2) are communicated to form a refrigerant loop, the indoor heat exchanger (2) absorbs air heat, the heater (5) is started to heat a compartment, or the heater (5) is stopped to refrigerate the compartment.

2. A vehicle thermal management system according to claim 1, characterized in that the first throttle device (3) is a two-way throttle valve, the vehicle thermal management system further comprising a second operating mode in which the compressor (1), the indoor heat exchanger (2), the first throttle device (3) and the outdoor heat exchanger (4) communicate to form a refrigerant circuit, the indoor heat exchanger (2) transferring heat to the air.

3. A vehicle thermal management system according to claim 1 or 2, further comprising a coolant system and a first heat exchanger (8), the coolant system comprising a battery heat exchange assembly (6) and a fluid drive (7); the first heat exchanger (8) comprises a first heat exchanging part (81) and a second heat exchanging part (82), the first heat exchanging part (81) is connected to the refrigerant system, and the second heat exchanging part (82) is connected to the cooling liquid system; the refrigerant system further comprises a second throttling device (9), wherein the second throttling device (9) is connected between the first heat exchanging part (81) and the outdoor heat exchanger (4);

the vehicle thermal management system further includes a third mode of operation in which: the heater (5) is turned off, the compressor (1), the outdoor heat exchanger (4), the first throttling device (3) and the indoor heat exchanger (2) are communicated to form a refrigerant loop, and the compressor (1), the outdoor heat exchanger (4), the second throttling device (9) and the first heat exchanging part (81) are communicated to form a refrigerant loop; the fluid driving device (7), the battery heat exchange assembly (6) and the second heat exchange part (82) are communicated to form a cooling liquid loop.

4. A vehicle thermal management system according to claim 3, characterized in that the second throttling means (9) is a two-way throttle valve, the vehicle thermal management system further comprises a fourth operating mode in which the compressor (1), the indoor heat exchanger (2), the first throttling means (3), and the outdoor heat exchanger (4) communicate to form a refrigerant circuit, and in which the compressor (1), the first heat exchanging portion (81), the second throttling means (9), and the outdoor heat exchanger (4) communicate to form a refrigerant circuit; the fluid driving device (7), the battery heat exchange assembly (6) and the second heat exchange part (82) are communicated to form a cooling liquid loop.

5. A vehicle thermal management system according to claim 3, characterized in that the coolant system further comprises a second heat exchanger (10), the second heat exchanger (10) being located on the upstream side of the air flow with respect to the outdoor heat exchanger (4), the vehicle thermal management system comprises a fifth operating mode in which the compressor (1), the indoor heat exchanger (2), the first throttling means (3), the outdoor heat exchanger (4) communicate to form a refrigerant circuit, the second throttling means (9) is blocked, and the fluid drive means (7), the battery heat exchange assembly (6), the second heat exchanger (10) communicate to form a coolant circuit.

6. A vehicle thermal management system according to claim 3, further comprising a sixth mode of operation in which the compressor (1) is off and the fluid drive (7), the battery heat exchange assembly (6) and the second heat exchanger (10) are in communication to form a coolant circuit.

7. A vehicle thermal management system according to claim 6, wherein said sixth mode of operation and said first mode of operation are performed simultaneously.

8. A vehicle thermal management system according to claim 3, characterized in that it comprises a seventh operating mode, in which said first throttling means (3) is turned off, said compressor (1), outdoor heat exchanger (4), said second throttling means (9), said first heat exchanging portion (81) are communicated to form a refrigerant circuit; the fluid driving device (7), the battery heat exchange assembly (6) and the second heat exchange part (82) are communicated to form a cooling liquid loop; the heater (5) is turned off, or the heater (5) is turned on to heat the compartment.

9. A vehicle thermal management system according to claim 1 or 2, characterized in that the refrigerant system further comprises a fluid switching device (11), the fluid switching device (11) comprising a first interface (11-1), a second interface (11-2), a third interface (11-3) and a fourth interface (11-4); the first interface (11-1) is connected with an outlet of the compressor (1), the second interface (11-2) is connected with the indoor heat exchanger (2), the third interface (11-3) is connected with an inlet of the compressor (1), and the fourth interface (11-4) is connected with the outdoor heat exchanger (4);

the fluid switching device (11) comprises a first operating mode and a second operating mode; in the first working mode, the first interface (11-1) is communicated with the second interface (11-2), and the third interface (11-3) is communicated with the fourth interface (11-4); in the second working mode, the first interface (11-1) is communicated with the fourth interface (11-4), and the second interface (11-2) is communicated with the third interface (11-3); in the first operating mode, the fluid switching device (11) is in the second operating mode.

10. A vehicle thermal management system according to claim 1 or 2, characterized in that the heater (5) is an air-cooled PTC electric heater comprising heat sinks and heat generating elements, the heat sinks alternating with the heat generating elements.