CN213228245U - Vehicle thermal management system and vehicle - Google Patents
Vehicle thermal management system and vehicle Download PDFInfo
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- CN213228245U CN213228245U CN202022198330.XU CN202022198330U CN213228245U CN 213228245 U CN213228245 U CN 213228245U CN 202022198330 U CN202022198330 U CN 202022198330U CN 213228245 U CN213228245 U CN 213228245U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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Abstract
The present disclosure relates to a vehicle thermal management system and a vehicle, the system includes an air conditioning system, a first coolant flow path, a second coolant flow path, a third coolant flow path, a fourth coolant flow path that is selectively switched on or off, a heat exchanger, and a first three-way valve; the first cooling liquid flow path is provided with a first water pump and a motor, the second cooling liquid flow path is provided with a battery pack, and the heat exchanger is arranged on the air conditioning system and the third cooling liquid flow path at the same time; the outlet of the heat exchanger is communicated with the inlet of the second water pump and is communicated with the inlet of the first cooling liquid flow path through a fourth cooling liquid flow path, the outlet of the second water pump is communicated with the port A of the first three-way valve, the port B of the first three-way valve is communicated with the inlet of the vehicle-mounted charger, the port C of the first three-way valve is communicated with the inlet of the second cooling liquid flow path, and the outlet of the first cooling liquid flow path, the outlet of the vehicle-mounted charger and the outlet of the second cooling liquid flow path can be communicated with the cooling liquid inlet of the heat exchanger.
Description
Technical Field
The disclosure relates to the technical field of vehicle production and manufacturing, in particular to a vehicle thermal management system and a vehicle using the same.
Background
The electric automobile needs to perform different thermal management on a plurality of electric parts under different use conditions, for example, when the vehicle is in a charging state, the temperature of components such as a vehicle-mounted charger and a battery pack rises, and the vehicle-mounted charger and the battery pack need to be cooled by coolant; under the normal driving state of the vehicle, components such as the motor and the battery pack generate heat, and the motor and the battery pack need to be cooled by the cooling liquid so as to prevent the motor and the battery pack from being damaged due to overhigh temperature.
In the prior art, because the motor and the vehicle-mounted charger are connected in series on one cooling liquid flow path, when a vehicle is in a charging state, the vehicle-mounted charger has a cooling requirement, and the motor does not have the cooling requirement; under the normal driving state of the vehicle, the motor has a cooling demand, and the vehicle-mounted charger has no cooling demand, but no matter the vehicle is in a charging state or a normal driving state, the motor and the vehicle-mounted charger can be cooled simultaneously, so that the energy utilization of the thermal management system is unreasonable.
SUMMERY OF THE UTILITY MODEL
An object of the present disclosure is to provide a vehicle thermal management system and a vehicle using the same to overcome the problems in the related art.
In order to achieve the above object, the present disclosure provides a vehicle thermal management system including an air conditioning system, a first coolant flow path, a second coolant flow path, a third coolant flow path, a fourth coolant flow path that is selectively turned on or off, a heat exchanger, and a first three-way valve;
the first cooling liquid flow path is provided with a first water pump and a motor, the second cooling liquid flow path is provided with a battery pack, and the heat exchanger is arranged on the air conditioning system and the third cooling liquid flow path at the same time;
the cooling liquid outlet of the heat exchanger is communicated with the inlet of a second water pump and is communicated with the inlet of the first cooling liquid flow path through the fourth cooling liquid flow path, the outlet of the second water pump is communicated with the port A of the first three-way valve, the port B of the first three-way valve is communicated with the inlet of the vehicle-mounted charger, the port C of the first three-way valve is communicated with the inlet of the second cooling liquid flow path, and the outlet of the first cooling liquid flow path, the outlet of the vehicle-mounted charger and the outlet of the second cooling liquid flow path can be communicated with the cooling liquid inlet of the heat exchanger.
Optionally, a motor controller is further disposed on the first cooling liquid flow path, and a DC-DC converter is further disposed on the second cooling liquid flow path.
Optionally, the vehicle thermal management system further comprises a radiator and a second three-way valve, wherein a port a of the second three-way valve is communicated with an inlet of the radiator, an outlet of the radiator is communicated with an inlet of the first coolant flow path and is communicated with an inlet of the second water pump through the fourth coolant flow path, an outlet of the first coolant flow path is communicated with a port B of the second three-way valve, and an outlet of the second coolant flow path and an outlet of the vehicle-mounted charger are communicated with a port C of the second three-way valve and are selectively communicated with an inlet of the heat exchanger.
Optionally, a first shut-off valve is provided in the fourth coolant flow path.
Optionally, the vehicle thermal management system further includes a fifth coolant flow path and a four-way valve, the fifth coolant flow path is provided with a heater, an a port of the four-way valve is communicated with an inlet of the heat exchanger, an outlet of the first coolant flow path, an outlet of the second coolant flow path and an outlet of the vehicle-mounted charger are all communicated with a B port of the four-way valve, a C port of the four-way valve is communicated with an inlet of the fifth coolant flow path, and an outlet of the fifth coolant flow path is communicated with a D port of the four-way valve.
Optionally, the vehicle thermal management system further comprises a warm air core and a third water pump, and the warm air core and the third water pump are arranged on the fifth cooling liquid flow path.
Optionally, the heater is a PTC heater.
Optionally, the air conditioning system includes a compressor, an outdoor condenser and an indoor evaporator, an outlet of the compressor is communicated with an inlet of the outdoor condenser, an outlet of the outdoor condenser is communicated with a refrigerant inlet of the heat exchanger through a first expansion valve, and is communicated with an inlet of the indoor evaporator through a second expansion valve, and a refrigerant outlet of the heat exchanger and an outlet of the indoor evaporator are communicated with an inlet of the compressor.
Optionally, the first expansion valve and the second expansion valve are both electronic expansion valves; or
The first expansion valve and the second expansion valve are both thermostatic expansion valves, and a second stop valve is arranged at the upstream of each thermostatic expansion valve; or
One of the first expansion valve and the second expansion valve is an electronic expansion valve, the other one is a thermostatic expansion valve, and a second stop valve is arranged at the upstream of the thermostatic expansion valve.
According to another aspect of the disclosure, a vehicle is provided that includes the vehicle thermal management system described above.
Through the technical scheme, the connection and the disconnection of the corresponding port of the first three-way valve and the connection or the disconnection of the fourth cooling liquid flow path are controlled, so that the connection and the disconnection of the first cooling liquid flow path, the second cooling liquid flow path and the flow path where the vehicle-mounted charger is located and the third cooling liquid flow path can be controlled, namely, the first water pump and the motor, the second water pump and the battery pack, the second water pump and the vehicle-mounted charger can be selectively connected with the radiator in series, and the vehicle thermal management system provided by the disclosure has an air-conditioning system cooling or heating motor mode, an air-conditioning system cooling or heating battery pack mode, an air-conditioning system cooling or heating vehicle-mounted charger and battery pack mode and an air-conditioning system cooling or heating motor and battery pack mode. Under different working modes, the vehicle heat management system can not only respectively realize independent cooling or heating of the motor, the battery pack and the vehicle-mounted charger, but also realize simultaneous cooling or heating of the motor, the battery pack, the vehicle-mounted charger and the battery pack, so that the motor, the battery pack and the vehicle-mounted charger are at the optimal working temperature, the service lives of the motor, the battery pack and the vehicle-mounted charger are prolonged, and meanwhile, the efficient utilization of the energy of the whole vehicle is realized.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
FIG. 1 is a schematic structural diagram of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure;
FIG. 2 is a schematic structural diagram of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure, wherein the vehicle thermal management system is in an air conditioning system cooling motor mode, and arrows indicate a flow direction of a coolant in the mode;
FIG. 3 is a schematic structural diagram of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure, wherein the vehicle thermal management system is in an air conditioning system cooling battery pack mode, and arrows indicate a flow direction of a coolant in the mode;
FIG. 4 is a schematic structural diagram of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure, wherein the vehicle thermal management system is in an air conditioning system cooling on-board charger mode, and arrows indicate a flow direction of a coolant in the mode;
FIG. 5 is a schematic structural diagram of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure, wherein the vehicle thermal management system is in an air conditioning system cooling motor and battery pack mode, and arrows indicate a flow direction of a coolant in the mode;
FIG. 6 is a schematic structural diagram of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure, wherein the vehicle thermal management system is in an air conditioning system cooling on-board charger and battery pack mode, and arrows indicate a flow direction of a coolant in this mode;
FIG. 7 is a schematic structural diagram of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure, wherein the vehicle thermal management system is in a radiator-cooled electric machine mode, and arrows indicate the direction of coolant flow in this mode;
FIG. 8 is a schematic structural diagram of a vehicle thermal management system provided in an exemplary embodiment of the present disclosure, wherein the vehicle thermal management system is in a state where a radiator cools an electric motor and an air conditioning system cools a battery pack, and arrows indicate a flow direction of coolant in this mode;
FIG. 9 is a schematic structural diagram of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure, wherein the vehicle thermal management system is in a radiator-cooled battery pack mode, and arrows indicate the direction of coolant flow in this mode;
FIG. 10 is a schematic structural diagram of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure, wherein the vehicle thermal management system is in a radiator-cooled on-board charger mode, and arrows indicate the direction of coolant flow in this mode;
FIG. 11 is a schematic structural diagram of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure, wherein the vehicle thermal management system is in a radiator cooling electric machine and battery pack mode, and arrows indicate a flow direction of coolant in this mode;
FIG. 12 is a schematic structural diagram of a vehicle thermal management system provided in an exemplary embodiment of the present disclosure, wherein the vehicle thermal management system is in a radiator cooling on-board charger and battery pack mode, and arrows indicate the direction of coolant flow in this mode;
FIG. 13 is a schematic structural diagram of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure, wherein the vehicle thermal management system is in a heater-heated battery pack mode, and arrows indicate the direction of coolant flow in this mode;
FIG. 14 is a schematic structural view of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure, wherein the vehicle thermal management system is in a heater-motor mode, and arrows indicate the direction of coolant flow in this mode;
FIG. 15 is a schematic structural diagram of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure, wherein the vehicle thermal management system is in a heater heating motor and battery pack mode, and arrows indicate the direction of coolant flow in this mode;
FIG. 16 is a schematic structural diagram of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure, wherein the vehicle thermal management system is in a passenger compartment heating mode and arrows indicate the direction of coolant flow in this mode.
Description of the reference numerals
101-a first three-way valve; 110 — a first coolant flow path; 111-a first water pump; 112-a motor; 113-a motor controller; 120-a second coolant flow path; 121-a second water pump; 122-a battery pack; 123-DC-DC converter; 130-a third coolant flow path; 131-a heat exchanger; 140-a fourth coolant flow path; 141-first stop valve; 102-an onboard charger; 103-a heat sink; 104-a second three-way valve; 105-a first overflow tank; 150-a fifth coolant flow path; 106-four-way valve; 151-a heater; 152-warm air core body; 153-third water pump; 154-a second overflow tank; 201-a compressor; 202-outdoor condenser; 203-indoor evaporator; 204-a first expansion valve; 205-a second expansion valve; 206-a second shut-off valve; 107-third stop valve.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
As shown in fig. 1 to 16, the present disclosure provides a vehicle thermal management system including an air conditioning system, a first coolant flow path 110, a second coolant flow path 120, a third coolant flow path 130, a fourth coolant flow path 140 that is selectively turned on or off, a heat exchanger 131, and a first three-way valve 101; a first water pump 111 and a motor 112 are arranged on the first cooling liquid flow path 110, a battery pack 122 is arranged on the second cooling liquid flow path 120, and a heat exchanger 131 is arranged on the air conditioning system and the third cooling liquid flow path 130 at the same time; the coolant outlet of the heat exchanger 131 communicates with the inlet of the second water pump 121, and communicates with the inlet of the first coolant flow path 110 through the fourth coolant flow path 140, the outlet of the second water pump 121 communicates with the port a of the first three-way valve 101, the port B of the first three-way valve 101 communicates with the inlet of the in-vehicle charger 102, the port C of the first three-way valve 101 communicates with the inlet of the second coolant flow path 120, and the outlet of the first coolant flow path 110, the outlet of the in-vehicle charger 102, and the outlet of the second coolant flow path 120 can all communicate with the coolant inlet of the heat exchanger 131.
Since the fourth coolant flow path 140 can be selectively turned on or off, and the outlet of the second water pump 121 communicates with the port a of the first three-way valve 101, the port B of the first three-way valve 101 communicates with the inlet of the in-vehicle charger 102, the port C of the first three-way valve 101 communicates with the inlet of the second coolant flow path 120, by controlling the on and off of the respective ports of the first three-way valve 101 and the on or off of the fourth coolant flow path 140, the conduction and the cutoff of the flow paths in which the first cooling liquid flow path 110, the second cooling liquid flow path 120 and the in-vehicle charger 102 are located can be achieved, thus, the vehicle thermal management system provided by the present disclosure has an air conditioning system cooling or heating motor mode, an air conditioning system cooling or heating battery pack mode, an air conditioning system cooling or heating on-board charger and battery pack mode, and an air conditioning system cooling or heating motor and battery pack mode.
Specifically, in the cooling or heating motor mode of the air conditioning system, as shown in fig. 2, the fourth coolant flow path 140 is in a conducting state, the port a of the first three-way valve 101 is disconnected from the ports B and C, so that both the second coolant flow path 120 and the flow path in which the in-vehicle charger 102 is located are in a shut-off state, at this time, the first coolant flow path 110, the third coolant flow path 130 and the fourth coolant flow path 140 form a loop, that is, the first water pump 111, the motor 112, and the heat exchanger 131 are connected in series to form a circuit, the first water pump 111 circulates the coolant in the circuit, the coolant exchanges heat with the refrigerant of the air conditioning system in the heat exchanger 131, the low-temperature or high-temperature coolant flowing out from the outlet of the heat exchanger 131 can cool or heat the motor 112, thereby achieving the purpose of cooling or heating the motor 112 by using the cold or heat of the air conditioning system. When the vehicle is charging and the temperature of both the on-board charger 102 and the battery pack 122 is high, the vehicle thermal management system may be placed in an air conditioning system cooling on-board charger 102 and battery pack mode. When the vehicle is cold started, the vehicle thermal management system may be placed in an air conditioning system heating battery pack mode to preheat the electric machine 112.
In the air conditioning system cooling or heating battery pack mode, as shown in fig. 3, the fourth coolant flow path 140 is in a blocked state, the port a of the first three-way valve 101 is disconnected from the port B, the port a of the first three-way valve 101 is connected to the port C, the flow path in which the in-vehicle charger 102 is located may be made to be in a blocked state and the second coolant flow path 120 may be made to be in a conducting state, at this time, the second coolant flow path 120 and the third coolant flow path 130 form a loop, that is, the second water pump 121, the battery pack 122, and the heat exchanger 131 are connected in series to form a circuit, the second water pump 121 circulates the cooling liquid in the circuit, the cooling liquid exchanges heat with the refrigerant of the air conditioning system in the heat exchanger 131, the low-temperature or high-temperature cooling liquid flowing out of the outlet of the heat exchanger 131 can cool or heat the battery pack 122, thereby achieving the purpose of cooling or heating the battery pack 122 by using the cooling or heating capacity of the air conditioning system. When the temperature of the battery pack 122 is high during the charging process or the normal driving process of the vehicle, the vehicle thermal management system can be in the battery pack cooling mode of the air conditioning system, and when the vehicle is in cold start or is charged in a low-temperature environment, the vehicle thermal management system can be in the battery pack heating mode of the air conditioning system to preheat the battery pack 122.
In the air conditioning system cooling or heating on-vehicle charger mode, as shown in fig. 4, the fourth coolant flow path 140 is in a blocked state, the port a of the first three-way valve 101 is connected to the port B, the port a of the first three-way valve 101 is blocked from the port C, the flow path in which the in-vehicle charger 102 is located may be made in the on state and the second coolant flow path 120 may be made in the off state, and at this time, the flow path of the in-vehicle charger 102 and the third coolant flow path 130 form a circuit, that is, the second water pump 121, the in-vehicle charger 102, and the heat exchanger 131 are connected in series to form a circuit, the second water pump 121 circulates the coolant in the circuit, the coolant exchanges heat with the refrigerant of the air conditioning system in the heat exchanger 131, the low-temperature or high-temperature coolant flowing out from the outlet of the heat exchanger 131 can cool or heat the in-vehicle charger 102, thereby achieving the purpose of cooling or heating the in-vehicle charger 102 by using the cold or heat of the air conditioning system. When the temperature of the on-board charger 102 is high during charging of the vehicle, the vehicle thermal management system may be placed in an air conditioning system cooling on-board charger mode.
In the cooling or heating vehicle-mounted charger and battery pack mode of the air conditioning system, as shown in fig. 5, the fourth coolant flow path 140 is in a cut-off state, the port a of the first three-way valve 101 is communicated with the port B and the port C, so that the flow path of the vehicle-mounted charger 102 and the second coolant flow path 120 are both in a conduction state, at this time, the flow path of the vehicle-mounted charger 102 and the third coolant flow path 130 form a loop, the second coolant flow path 120 and the third coolant flow path 130 also form a loop, and the vehicle-mounted charger 102 and the battery pack 122 are connected in parallel with each other, that is, the second water pump 121, the vehicle-mounted charger 102 and the battery pack 122 connected in parallel with each other, and the heat exchanger 131 are connected in series to form a loop, the second water pump 121 circulates the coolant in the loop, the coolant exchanges heat with the refrigerant of the air conditioning system in the heat exchanger 131, and the low-temperature or high-temperature coolant, one of the streams of cooling fluid can cool or heat the vehicle-mounted charger 102, and the other stream of cooling fluid can cool or heat the battery pack 122, so that the purpose of cooling or heating the vehicle-mounted charger 102 and the battery pack 122 by using the cold or heat of the air conditioning system is achieved. When the vehicle is charging and the on-board charger 102 and battery pack 122 are both hot, the vehicle thermal management system may be placed in an air conditioning system cooling on-board charger and battery pack mode.
In the air conditioning system cooling or heating motor and battery pack mode, as shown in fig. 6, the fourth coolant flow path 140 is in a conducting state, the port a and the port B of the first three-way valve 101 are blocked, and the port a and the port C of the first three-way valve 101 are conducted, so that the flow path in which the vehicle-mounted charger 102 is located is in a blocked state and the second coolant flow path 120 is in a conducting state, at this time, the first coolant flow path 110 and the third coolant flow path 130 form a loop, that is, the first water pump 111, the motor 112 and the heat exchanger 131 are connected in series to form a loop, and the first water pump 111 circulates the coolant in the loop; the second coolant flow path 120 and the third coolant flow path 130 form a circuit in which the second water pump 121, the battery pack 122, and the heat exchanger 131 are connected in series to form a circuit in which the second water pump 121 circulates the coolant, and the motor 112 and the battery pack 122 are connected in parallel to each other. The cooling liquid exchanges heat with the refrigerant of the air conditioning system in the heat exchanger 131, the low-temperature or high-temperature cooling liquid flowing out of the outlet of the heat exchanger 131 is divided into two streams, one stream of cooling liquid can cool or heat the motor 112, and the other stream of cooling liquid can cool or heat the battery pack 122, so that the purpose of cooling or heating the motor 112 and the battery pack 122 by using the cold or heat of the air conditioning system is achieved. When the temperature of the motor 112 and the battery pack 122 is high during normal driving of the vehicle, the vehicle thermal management system may be placed in an air conditioning system cooling motor and battery pack mode. At vehicle cold start, the vehicle thermal management system may be placed in an air conditioning system heating motor and battery pack mode to preheat motor 112 and battery pack 122.
Through the technical scheme, the connection and the disconnection of the first cooling liquid flow path 110, the second cooling liquid flow path 120, the connection and the disconnection between the flow path of the vehicle-mounted charger 102 and the third cooling liquid flow path 130 can be controlled by controlling the connection and the disconnection of the corresponding ports of the first three-way valve 101 and the connection and the disconnection of the fourth cooling liquid flow path 140, namely, the connection and the disconnection between the first water pump 111 and the motor 112, the second water pump 121 and the battery pack 122, the second water pump 121 and the vehicle-mounted charger 102 can be selectively connected in series with the radiator 103, so that the vehicle thermal management system provided by the disclosure has an air-conditioning system cooling or heating motor mode, an air-conditioning system cooling or heating battery pack mode, an air-conditioning system cooling or heating vehicle-mounted charger and battery pack mode, and an air-conditioning. Under different working modes, the vehicle thermal management system can not only realize independent cooling or heating of the motor 112, the battery pack 122 and the vehicle-mounted charger 102, but also realize simultaneous cooling or heating of the motor 112, the battery pack 122, the vehicle-mounted charger 102 and the battery pack 122, so that the motor 112, the battery pack 122 and the vehicle-mounted charger 102 are at the optimal working temperature, the service lives of the motor 112, the battery pack 122 and the vehicle-mounted charger 102 are prolonged, and meanwhile, the efficient utilization of the energy of the whole vehicle is realized.
Alternatively, the motor controller 113 may be further provided on the first coolant flow path 110, and the DC-DC converter 123 may be further provided on the second coolant flow path 120. When the fourth cooling liquid flow path 140 is in a conducting state, the first water pump 111, the motor 112, the motor controller 113 and the radiator 103 may be connected in series to form a loop, the second water pump 121 circulates the cooling liquid in the loop, the cooling liquid exchanges heat with the refrigerant of the air conditioning system in the heat exchanger 131, and the low-temperature or high-temperature cooling liquid flowing out of the outlet of the heat exchanger 131 can cool or heat the motor 112 and the motor controller 113, so as to achieve the purpose of cooling or heating the motor 112 and the motor controller 113 by using the cold or heat of the air conditioning system; when the port a and the port C of the first three-way valve 101 are connected, the second water pump 121, the DC-DC converter 123, the battery pack 122 and the heat exchanger 131 may be connected in series to form a loop, the second water pump 121 circulates the cooling liquid in the loop, the cooling liquid exchanges heat with the refrigerant of the air conditioning system in the heat exchanger 131, and the low-temperature or high-temperature cooling liquid flowing out of the outlet of the heat exchanger 131 can cool or heat the DC-DC converter 123 and the battery pack 122, thereby achieving the purpose of cooling or heating the DC-DC converter 123 and the battery pack 122 by using the cold or heat of the air conditioning system. Thus, the vehicle thermal management system can respectively cool the motor controller 113 and the DC-DC converter 123, so that the motor controller 113 and the DC-DC converter 123 are at the optimal working temperature, the service lives of the motor controller 113 and the DC-DC converter 123 are prolonged, and meanwhile, the efficient utilization of the energy of the whole vehicle is realized.
Alternatively, as shown in fig. 1, the vehicle thermal management system may further include a radiator 103 and a second three-way valve 104, a port a of the second three-way valve 104 being in communication with an inlet of the radiator 103, an outlet of the radiator 103 being in communication with an inlet of the first coolant flow path 110 and with an inlet of the second water pump 121 through a fourth coolant flow path 140, an outlet of the first coolant flow path 110 being in communication with a port B of the second three-way valve 104, an outlet of the second coolant flow path 120 and an outlet of the on-vehicle charger 102 being in communication with a port C of the second three-way valve 104 and being in communication with an inlet of the heat exchanger 131 selectively.
Since the fourth coolant flow path 140 can be selectively switched on or off, and the port a of the second three-way valve 104 communicates with the inlet of the radiator 103, the outlet of the first coolant flow path 110 communicates with the port B of the second three-way valve 104, and the outlet of the second coolant flow path 120 and the outlet of the in-vehicle charger 102 communicate with the port C of the second three-way valve 104, by controlling the switching on and off of the corresponding ports of the second three-way valve 104 and the switching on or off of the fourth coolant flow path 140, the switching on and off of the flow paths in which the first coolant flow path 110, the second coolant flow path 120 and the in-vehicle charger 102 are located can be realized, so that the vehicle thermal management system provided by the present disclosure has a radiator cooling motor mode, a radiator cooling motor and air conditioning system cooling or heating battery pack mode, a radiator cooling in-vehicle charger mode, a radiator cooling battery pack and motor mode, And a radiator cooling battery pack and on-board charger mode.
Specifically, in the radiator cooling motor mode, as shown in fig. 7, the fourth coolant flow path 140 is in a blocked state, the port a and the port B of the second three-way valve 104 are connected, and the port a and the port C of the second three-way valve 104 are blocked, so that the first water pump 111, the motor 112, and the radiator 103 are connected in series to form a circuit, the first water pump 111 circulates the coolant in the circuit, the coolant is cooled by the radiator 103 by heat radiation, and the low-temperature coolant flowing out from the outlet of the radiator 103 can cool the motor 112, thereby achieving the purpose of cooling the motor 112 by the radiator 103. When the vehicle is running normally, if the temperature of the electric motor 112 is high, the vehicle thermal management system can be in the mode, and the temperature of the electric motor 112 can be reduced.
On the basis of the radiator cooling motor mode, as shown in fig. 8, when the port a and the port B of the first three-way valve 101 are closed, the port a and the port C are opened, and the outlet of the second coolant flow path 120 and the outlet of the in-vehicle charger 102 are communicated with the inlet of the heat exchanger 131, the second water pump 121, the battery pack 122 and the heat exchanger 131 may be connected in series to form a loop, the second water pump 121 circulates the coolant in the loop, the coolant exchanges heat with the refrigerant of the air conditioning system in the heat exchanger 131, and the low-temperature or high-temperature coolant flowing out of the outlet of the heat exchanger 131 can cool or heat the battery pack 122, so that the purpose of cooling or heating the battery pack 122 by using the cold or heat of the air conditioning system is achieved, and at this time, the vehicle thermal management system is in the radiator cooling motor and air conditioning system cooling or heating battery pack mode. In the normal running process of the vehicle, if the temperature of the battery pack 122 is far higher than the rated working temperature, the vehicle thermal management system can be in a mode of cooling the battery pack by a radiator and an air conditioning system, and the battery pack 122 can be rapidly cooled by the cold energy of the air conditioning system.
In the radiator cooling battery pack mode, as shown in fig. 9, the fourth coolant flow path 140 is in a conducting state, the port a of the first three-way valve 101 is blocked from the port B, the port a is conducted from the port C, the port a of the second three-way valve 104 is blocked from the port B, the port a is conducted from the port C, and the outlet of the second coolant flow path 120 is not communicated with the inlet of the heat exchanger 131, so that the second water pump 121, the battery pack 122, and the radiator 103 can be connected in series to form a circuit, the second water pump 121 circulates the coolant in the circuit, the coolant is cooled by heat radiation in the radiator 103, and the low-temperature coolant flowing out from the outlet of the radiator 103 can cool the battery pack 122, thereby achieving the purpose of cooling the battery pack 122 by the radiator 103. In the normal running or charging process of the vehicle, if the temperature of the battery pack 122 is slightly higher than the rated working temperature, the vehicle thermal management system can be in a radiator cooling battery pack mode, so that the waste of energy caused by the fact that the battery pack 122 is cooled by starting an air conditioning system is avoided.
In the radiator cooling vehicle-mounted charger mode, as shown in fig. 10, the fourth coolant flow path 140 is in a conducting state, the port a of the first three-way valve 101 is conducted with the port B, the port a is blocked with the port C, the port a of the second three-way valve 104 is blocked with the port B, the port a is conducted with the port C, and the outlet of the vehicle-mounted charger 102 is not communicated with the inlet of the heat exchanger 131, so that the second water pump 121, the vehicle-mounted charger 102, and the radiator 103 are connected in series to form a circuit, the second water pump 121 circulates the coolant in the circuit, the coolant is cooled by heat radiation in the radiator 103, and the low-temperature coolant flowing out from the outlet of the radiator 103 can cool the vehicle-mounted charger 102, thereby achieving the purpose of cooling the vehicle-mounted charger 102 by the radiator. During vehicle charging, if the on-board charger 102 is hot, the vehicle thermal management system may be placed in this mode to cool the on-board charger 102.
In the radiator-to-battery pack and motor cooling mode, as shown in fig. 11, the fourth coolant flow path 140 is in a conducting state, the port a of the first three-way valve 101 is blocked from the port B, the port a is conducted from the port C, the port a of the second three-way valve 104 is conducted from the port B and the port C, and the outlet of the second coolant flow path 120 is not communicated with the inlet of the heat exchanger 131, so that the second water pump 121, the battery pack 122, and the radiator 103 are connected in series to form one circuit, the second water pump 121 circulates the coolant in the circuit, and at the same time, the first water pump 111, the motor 112, and the radiator 103 are connected in series to form another circuit, the first water pump 111 circulates the coolant in the circuit, and the battery pack 122 and the motor 112 are connected in parallel to each other. The cooling liquid is cooled by heat dissipation in the heat sink 103, the low-temperature cooling liquid flowing out from the outlet of the heat sink 103 is divided into two streams, one stream can cool the battery pack 122, and the other stream can cool the motor 112, so that the purpose of cooling the battery pack 122 and the motor 112 by using the heat sink 103 is achieved. During normal running of the vehicle, if the temperature of the motor 112 is higher than the rated operating temperature and the temperature of the battery pack 122 is slightly higher than the rated operating temperature, the vehicle thermal management system may be in a radiator cooling battery pack and motor mode to cool the motor 112 and the battery pack 122 simultaneously.
In the radiator cooling battery pack and in-vehicle charger mode, as shown in fig. 12, the fourth coolant flow path 140 is in a conducting state, the ports a, B, and C of the first three-way valve 101 are both conducting, the ports a and B of the second three-way valve 104 are closed, the ports a and C are conducting, the outlet of the second coolant flow path 120 and the outlet of the in-vehicle charger 102 are not in communication with the inlet of the heat exchanger 131, the vehicle-mounted charger 102 and the battery pack 122 are connected in parallel, the second water pump 121, the vehicle-mounted charger 102 and the battery pack 122 which are connected in parallel and the heat exchanger 131 are connected in series to form a loop, the second water pump 121 enables cooling liquid to flow in the loop in a circulating mode, the cooling liquid performs heat dissipation and cooling in the radiator 103, low-temperature cooling liquid flowing out of an outlet of the radiator 103 is divided into two parts, one part can cool the battery pack 122, the other part can cool the vehicle-mounted charger 102, thereby achieving the purpose of cooling the battery pack 122 and the in-vehicle charger 102 simultaneously with the radiator 103. During vehicle charging, if the temperature of the in-vehicle charger 102 is higher than its rated operating temperature and the temperature of the battery pack 122 is slightly higher than its rated operating temperature, the vehicle thermal management system may be in a radiator cooling battery pack and in-vehicle charger mode to cool down the in-vehicle charger 102 and the battery pack 122 simultaneously.
In the process that the cooling liquid circulates in the loop and is cooled through the radiator 103, the change of expansion with heat and contraction with cold can be generated due to the change of temperature, in order to control the flow rate of the cooling liquid in the loop, a first overflow tank 105 can be connected to a flow path between an inlet of the radiator 103 and an A port of the second three-way valve 104 in a bypass mode, the cooling liquid is supplemented through the first overflow tank 105 or the change of the expansion with heat and the contraction with cold of the cooling liquid is buffered, and therefore the cooling liquid achieves a better heat exchange effect.
In order to selectively turn on or off the fourth cooling liquid flow path 140, as an exemplary embodiment, an on-off valve may be disposed on the fourth cooling liquid flow path 140, and the on-off valve is opened or closed to turn on or off the fourth cooling liquid flow path 140. As another exemplary embodiment, the fourth coolant flow path 140 may be provided with a first stop valve 141, and the first stop valve 141 may control the opening degree of the valve port to be changed between full open and full closed, so as to achieve selective conduction or stop of the fourth coolant flow path 140 and simultaneously adjust the flow rate of the coolant in the fourth coolant flow path 140.
Alternatively, the outlet of the second coolant flow path 120 and the outlet of the in-vehicle charger 102 may communicate with the inlet of the heat exchanger 131 through the third shut-off valve 107. By closing the third shut-off valve 107, the coolant can be prevented from flowing backward into the second coolant flow path 120 or the in-vehicle charger 102.
Alternatively, as shown in fig. 1, the vehicle thermal management system may further include a fifth coolant flow path 150 and a four-way valve 106, a heater 151 is disposed on the fifth coolant flow path 150, a port a of the four-way valve 106 is communicated with an inlet of the heat exchanger 131, an outlet of the first coolant flow path 110, an outlet of the second coolant flow path 120, and an outlet of the in-vehicle charger 102 are communicated with a port B of the four-way valve 106, a port C of the four-way valve 106 is communicated with an inlet of the fifth coolant flow path 150, and an outlet of the fifth coolant flow path 150 is communicated with a port D of the four-way valve 106.
Since the port a of the four-way valve 106 is communicated with the inlet of the heat exchanger 131, the outlet of the first cooling liquid flow path 110, the outlet of the second cooling liquid flow path 120 and the outlet of the in-vehicle charger 102 are communicated with the port B of the four-way valve 106, the port C of the four-way valve 106 is communicated with the inlet of the fifth cooling liquid flow path 150, and the outlet of the fifth cooling liquid flow path 150 is communicated with the port D of the four-way valve 106, it is possible to enable the vehicle thermal management system provided by the present disclosure to have a heater heating battery pack mode, a heater heating motor mode, and a heater heating battery pack and motor mode by controlling the on and off of the respective ports of the four-.
Specifically, in the heater-heating battery pack mode, as shown in fig. 13, the port a of the four-way valve 106 is connected to the port D, the port B is connected to the port C, the fourth coolant flow path is in a blocked state, the port a and the port B of the first three-way valve 101 are blocked, and the port a and the port C are connected, at this time, the second coolant flow path 120 and the fifth coolant flow path 150 form a single circuit, that is, the second water pump 121, the battery pack 122, and the heater 151 are connected in series to form a single circuit, the second water pump 121 circulates the coolant in the single circuit, the coolant is heated by the heater 151, and the high-temperature coolant flowing out from the outlet of the heater 151 can heat the battery pack 122, thereby achieving the purpose of heating the battery pack 122 by the heater 151. At vehicle cold start, or when charging the battery pack 122 in a low temperature environment, the vehicle thermal management system may be placed in a heater-heating battery pack mode to preheat the battery pack 122 at vehicle cold start or when charging the battery pack 122.
In the heater-heating-motor mode, as shown in fig. 14, the port a and the port D of the four-way valve 106 are connected, the port B and the port C are connected, the fourth coolant flow path is connected, and the port a, the port B and the port C of the first three-way valve 101 are both blocked, at this time, the first coolant flow path 110 and the fifth coolant flow path 150 form a single circuit, that is, the first water pump 111, the motor 112 and the heater 151 are connected in series to form a single circuit, the first water pump 111 circulates the coolant in the single circuit, the coolant is heated by the heater 151, and the temperature of the coolant is raised, so that the motor 112 can be heated by the high-temperature coolant flowing out from the outlet of the heater 151, and the purpose of heating the motor 112 by the heater 151 is achieved. At vehicle cold start, the vehicle thermal management system may be placed in a heater-heating-motor mode to preheat the motor 112.
In the heater-battery pack and motor heating mode, as shown in fig. 15, the port a of the four-way valve 106 is connected to the port D, the port B is connected to the port C, the fourth coolant flow path is connected, the port a and the port B of the first three-way valve 101 are cut off, and the port a and the port C are connected, and at this time, the first coolant flow path 110 and the fifth coolant flow path 150 form a single circuit, that is, the first water pump 111, the motor 112, and the heater 151 are connected in series to form a single circuit, the first water pump 111 circulates the coolant in the single circuit, and at the same time, the second coolant flow path 120 and the fifth coolant flow path 150 form a single circuit, that is, the second water pump 121, the battery pack 122, and the heater 151 are also connected in series to form a single circuit, the second water pump 121 circulates the coolant in the single circuit, the coolant is heated by the heater 151, the high-temperature coolant flowing out from the outlet of the heater 151 is divided into two streams, one can heat the motor 112 and the other can heat the battery pack 122, so that the motor 112 and the battery pack 122 can be heated by the heater 151. At vehicle cold start, the vehicle thermal management system may be placed in a heater-heating-motor mode to preheat both the motor 112 and the battery pack 122.
Here, although the coolant flows through the heat exchanger 131 in the operation mode in which the heater 151 heats the motor 112 and/or the battery pack 122, the coolant in the heat exchanger 131 does not exchange heat with the refrigerant in the air conditioning system, that is, the heat exchanger 131 is used as a through flow passage.
Optionally, the vehicle thermal management system may further include a warm air core 152 and a third water pump 153, and the warm air core 152 and the third water pump 153 are disposed on the fifth coolant flow path 150. In the passenger compartment heating mode, as shown in fig. 16, the port C of the four-way valve 106 is connected to the port D, and the port a is connected to the port B, at this time, the fifth coolant flow path 150 may form an independent loop, that is, the third water pump 153, the warm air core 152 and the heater 151 are connected in series to form a loop, the third water pump 153 may circulate the coolant in the loop, the coolant is heated in the heater 151 to increase the temperature, the high-temperature coolant flowing out from the outlet of the heater 151 enters the warm air core 152, and at this time, air may be blown to the warm air core 152, so that the air is heated while flowing through the warm air core 152, and the heated air flows into the passenger compartment to realize the passenger compartment heating.
Optionally, a second overflow tank 154 may be disposed on the fifth cooling liquid flow path 150, and the second overflow tank 154 may be used to replenish the fifth cooling liquid flow path 150 with the cooling liquid, or buffer changes of expansion and contraction of the cooling liquid, so that the cooling liquid achieves a better heat exchange effect.
The heater 151 may be of various kinds of choice, such as a PTC heater, a high-pressure coolant heater 151(HVCH), etc., and the present disclosure does not limit the specific type of the heater 151. As an exemplary embodiment, the heater 151 may be a PTC heater, which can achieve a wide heating temperature range, a small size, and good stability, and can heat the coolant rapidly and stably to achieve a heating temperature required by a vehicle thermal management system.
Further, in order to achieve cooling of the motor 112, the battery pack 122, the in-vehicle charger 102, etc. by cooling capacity of the air conditioning system, the air conditioning system may include a compressor 201, an outdoor condenser 202, and an indoor evaporator 203, an outlet of the compressor 201 being in communication with an inlet of the outdoor condenser 202, an outlet of the outdoor condenser 202 being in communication with a refrigerant inlet of the heat exchanger 131 through a first expansion valve 204 and being in communication with an inlet of the indoor evaporator 203 through a second expansion valve 205, and a refrigerant outlet of the heat exchanger 131 and an outlet of the evaporator being in communication with an inlet of the compressor 201. That is, the heat exchanger 131 and the evaporator are connected in parallel with each other, so that the low-temperature and low-pressure liquid refrigerant can flow into the heat exchanger 131.
In the process of cooling the battery pack 122, the vehicle-mounted charger 102, and the motor 112 by the air conditioning system, the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 201 flows into the outdoor condenser 202, the high-temperature and high-pressure gaseous refrigerant is condensed in the outdoor condenser 202 into a medium-temperature and medium-pressure refrigerant, the medium-temperature and medium-pressure refrigerant is divided into two streams, one of the two streams passes through the first expansion valve 204, is throttled in the first expansion valve 204 and then becomes a low-temperature and low-pressure liquid refrigerant, the low-temperature and low-pressure refrigerant flows into the heat exchanger 131, and exchanges heat with the coolant flowing through the third coolant flow path 130 in the heat exchanger 131 to absorb heat of the coolant; another refrigerant passes through the second expansion valve 205, is throttled in the second expansion valve 205, and is changed into a low-temperature and low-pressure liquid refrigerant, which flows into an evaporator installed in the passenger compartment, absorbs heat in the evaporator, and evaporates to lower the temperature of the passenger compartment, and the heat-absorbed refrigerant flowing out of the evaporator and the heat exchanger 131 flows back to the compressor 201. Here, it should be noted that during the thermal management cooling of the battery pack 122, the on-board charger 102 and the motor 112 by the air conditioning system, if there is no cooling demand in the passenger compartment, the second expansion valve 205 may be closed, i.e., the refrigerant only flows through the heat exchanger 131 without entering the evaporator.
Alternatively, the first expansion valve 204 and the second expansion valve 205 may both be electronic expansion valves; alternatively, the first expansion valve 204 and the second expansion valve 205 may both be thermal expansion valves, and a second stop valve 206 is disposed upstream of each thermal expansion valve; or one of the first expansion valve 204 and the second expansion valve 205 is an electronic expansion valve, the other is a thermostatic expansion valve, and a second stop valve 206 is arranged upstream of the thermostatic expansion valve. The electronic expansion valve can realize the throttling function of the refrigerant and can control the cut-off and the conduction of the flow path; the refrigerant can be throttled by the thermostatic expansion valves, and the control flow path is cut off and communicated by the second stop valve 206 arranged at the upstream of each thermostatic expansion valve, so that the purpose of controlling the air conditioning system to participate in and quit the heat management mode of the motor 112, the vehicle-mounted charger 102 and the battery pack 122 is achieved, and the purpose of controlling the air conditioning system to heat or refrigerate the cab can also be achieved.
According to another aspect of the disclosure, a vehicle is provided that includes the vehicle thermal management system described above.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.
Claims (10)
1. A vehicle thermal management system is characterized by comprising an air conditioning system, a first cooling liquid flow path (110), a second cooling liquid flow path (120), a third cooling liquid flow path (130), a fourth cooling liquid flow path (140) which is selectively communicated or cut off, a heat exchanger (131) and a first three-way valve (101);
a first water pump (111) and a motor (112) are arranged on the first cooling liquid flow path (110), a battery pack (122) is arranged on the second cooling liquid flow path (120), and the heat exchanger (131) is arranged on the air conditioning system and the third cooling liquid flow path (130) at the same time;
the coolant outlet of the heat exchanger (131) is communicated with the inlet of a second water pump (121) and is communicated with the inlet of the first coolant flow path (110) through the fourth coolant flow path (140), the outlet of the second water pump (121) is communicated with the A port of the first three-way valve (101), the B port of the first three-way valve (101) is communicated with the inlet of an on-vehicle charger (102), the C port of the first three-way valve (101) is communicated with the inlet of the second coolant flow path (120), and the outlet of the first coolant flow path (110), the outlet of the on-vehicle charger (102) and the outlet of the second coolant flow path (120) can be communicated with the coolant inlet of the heat exchanger (131).
2. The vehicle thermal management system of claim 1, wherein a motor controller (113) is further disposed on the first coolant flow path (110), and a DC-DC converter (123) is further disposed on the second coolant flow path (120).
3. The vehicle thermal management system according to claim 1 or 2, characterized in that the vehicle thermal management system further comprises a radiator (103) and a second three-way valve (104), wherein an a port of the second three-way valve (104) communicates with an inlet of the radiator (103), an outlet of the radiator (103) communicates with an inlet of the first coolant flow path (110) and with an inlet of the second water pump (121) through the fourth coolant flow path (140), an outlet of the first coolant flow path (110) communicates with a B port of the second three-way valve (104), an outlet of the second coolant flow path (120) and an outlet of the on-vehicle charger (102) communicate with a C port of the second three-way valve (104) and selectively communicate with an inlet of the heat exchanger (131).
4. The vehicle thermal management system of claim 1, characterized in that a first shut-off valve (141) is provided on the fourth coolant flow path (140).
5. The vehicle thermal management system according to claim 1 or 2, further comprising a fifth coolant flow path (150) and a four-way valve (106), wherein a heater (151) is arranged on the fifth coolant flow path (150), an A port of the four-way valve (106) is communicated with an inlet of the heat exchanger (131), an outlet of the first coolant flow path (110), an outlet of the second coolant flow path (120) and an outlet of the on-board charger (102) are communicated with a B port of the four-way valve (106), a C port of the four-way valve (106) is communicated with an inlet of the fifth coolant flow path (150), and an outlet of the fifth coolant flow path (150) is communicated with a D port of the four-way valve (106).
6. The vehicle thermal management system of claim 5, further comprising a warm air core (152) and a third water pump (153), the warm air core (152) and third water pump (153) being disposed on the fifth coolant flow path (150).
7. The vehicle thermal management system of claim 5, wherein the heater (151) is a PTC heater.
8. The vehicle thermal management system according to claim 1 or 2, characterized in that the air conditioning system comprises a compressor (201), an outdoor condenser (202) and an indoor evaporator (203), an outlet of the compressor (201) being in communication with an inlet of the outdoor condenser (202), an outlet of the outdoor condenser (202) being in communication with a refrigerant inlet of the heat exchanger (131) through a first expansion valve (204) and with an inlet of the indoor evaporator (203) through a second expansion valve (205), a refrigerant outlet of the heat exchanger (131) and an outlet of the indoor evaporator (203) being in communication with an inlet of the compressor (201).
9. The vehicle thermal management system of claim 8, wherein the first expansion valve (204) and the second expansion valve (205) are both electronic expansion valves; or
The first expansion valve (204) and the second expansion valve (205) are both thermostatic expansion valves, and a second stop valve (206) is arranged at the upstream of each thermostatic expansion valve; or
One of the first expansion valve (204) and the second expansion valve (205) is an electronic expansion valve, the other one is a thermostatic expansion valve, and a second stop valve (206) is arranged at the upstream of the thermostatic expansion valve.
10. A vehicle comprising the vehicle thermal management system of any of claims 1-9.
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| CN202022198330.XU CN213228245U (en) | 2020-09-29 | 2020-09-29 | Vehicle thermal management system and vehicle |
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| CN202022198330.XU CN213228245U (en) | 2020-09-29 | 2020-09-29 | Vehicle thermal management system and vehicle |
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Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113823862A (en) * | 2021-09-22 | 2021-12-21 | Oppo广东移动通信有限公司 | Thermal management system and robot |
| CN115000570A (en) * | 2022-05-31 | 2022-09-02 | 小米汽车科技有限公司 | Thermal management integrated unit, thermal management system and vehicle |
| WO2022247602A1 (en) * | 2021-05-25 | 2022-12-01 | 曼德电子电器有限公司 | Vehicle thermal management system and vehicle |
| WO2023272433A1 (en) * | 2021-06-28 | 2023-01-05 | 华为数字能源技术有限公司 | Vehicle thermal management system and vehicle |
| GB2613437A (en) * | 2021-11-08 | 2023-06-07 | Lg Electronics Inc | Energy storage system |
-
2020
- 2020-09-29 CN CN202022198330.XU patent/CN213228245U/en active Active
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2022247602A1 (en) * | 2021-05-25 | 2022-12-01 | 曼德电子电器有限公司 | Vehicle thermal management system and vehicle |
| WO2023272433A1 (en) * | 2021-06-28 | 2023-01-05 | 华为数字能源技术有限公司 | Vehicle thermal management system and vehicle |
| CN113823862A (en) * | 2021-09-22 | 2021-12-21 | Oppo广东移动通信有限公司 | Thermal management system and robot |
| GB2613437A (en) * | 2021-11-08 | 2023-06-07 | Lg Electronics Inc | Energy storage system |
| CN115000570A (en) * | 2022-05-31 | 2022-09-02 | 小米汽车科技有限公司 | Thermal management integrated unit, thermal management system and vehicle |
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