CN214112214U

CN214112214U - Vehicle thermal management system and electric automobile

Info

Publication number: CN214112214U
Application number: CN202022246678.1U
Authority: CN
Inventors: 吴春芬; 张经科; 孙鹏飞; 刘永强; 黄宪辉
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2020-10-10
Filing date: 2020-10-10
Publication date: 2021-09-03
Anticipated expiration: 2030-10-10

Abstract

The disclosure relates to a vehicle thermal management system and an electric automobile. The vehicle heat management system comprises a first heat management system for an air conditioner and a second heat management system for a battery pack, wherein the second heat management system comprises a first heat exchanger and a battery pack heat exchange branch flowing through the battery pack, an inlet of the battery pack heat exchange branch is communicated with a cooling liquid outlet of the first heat exchanger, and an outlet of the battery pack heat exchange branch is communicated with a cooling liquid inlet of the first heat exchanger. The first heat management system comprises a compressor and an internal condenser, wherein an outlet of the compressor is communicated with an inlet of the internal condenser, an outlet of the internal condenser is communicated with a refrigerant inlet of the first heat exchanger through a second throttling branch, and a refrigerant outlet of the first heat exchanger is communicated with an inlet of the compressor. Through the technical scheme, the cruising ability of the electric automobile in the running process in the environment with lower temperature can be improved.

Description

Vehicle thermal management system and electric automobile

Technical Field

The disclosure relates to the field of air conditioners of electric automobiles, in particular to a vehicle thermal management system and an electric automobile.

Background

In order to ensure the driving range, the service life and the available power of electric vehicles and hybrid vehicles, in particular electric vehicles and hybrid vehicles, the power battery of the vehicle needs to be temperature-managed so that the power battery always operates at a suitable temperature. The problem of mileage decay in winter generally exists in present electric vehicle, mainly because battery temperature is low can lead to the battery discharge capacity to weaken, only lets battery temperature be in a reasonable interval can reduce the range of mileage decay. However, the high-voltage heater is used for heating the passenger compartment and heating the battery of the electric vehicle, and the high power causes large electricity consumption, thereby affecting the endurance mileage of the electric vehicle.

SUMMERY OF THE UTILITY MODEL

The purpose of the disclosure is to provide a vehicle thermal management system and an electric automobile, which can improve the cruising ability of the electric automobile in a low-temperature environment.

In order to achieve the above object, the present disclosure provides a vehicle thermal management system, which includes a first thermal management system for an air conditioner and a second thermal management system for a battery pack, the second thermal management system including a first heat exchanger and a battery pack heat exchange branch flowing through the battery pack, an inlet of the battery pack heat exchange branch being communicated with a coolant outlet of the first heat exchanger, and an outlet of the battery pack heat exchange branch being communicated with a coolant inlet of the first heat exchanger;

the first thermal management system comprises a compressor and an internal condenser, an outlet of the compressor is communicated with an inlet of the internal condenser, an outlet of the internal condenser is communicated with a refrigerant inlet of the first heat exchanger through a second throttling branch, and a refrigerant outlet of the first heat exchanger is communicated with an inlet of the compressor.

Optionally, the battery pack includes a battery module and a heating device for increasing the amount of heat generated by the battery module.

Optionally, the heating device includes a controller and a first motor electric control circuit, the first motor electric control circuit is electrically connected to the battery pack, the controller is electrically connected to the first motor electric control circuit, and the controller is configured to control the first motor electric control circuit to charge and discharge the battery pack for multiple times when operating in a first control mode, so as to heat the battery pack.

Optionally, the battery pack comprises a battery module and an electrothermal film, and the electrothermal film covers the battery module and is used for providing heat for the battery module.

Optionally, the first thermal management system further comprises a second heat exchanger, and the internal condenser is communicated with the refrigerant inlet of the first heat exchanger through a first throttling branch, the second heat exchanger and the second throttling branch.

Optionally, the first thermal management system further includes an expansion switch valve disposed on the first throttle branch, an outlet of the internal condenser communicates with an inlet of the second heat exchanger via the expansion switch valve, the expansion switch valve includes a through flow passage and a throttle flow passage, the outlet of the internal condenser communicates with the inlet of the second heat exchanger via the through flow passage or the throttle flow passage, and the first throttle branch includes the throttle flow passage.

Optionally, an outlet of the second heat exchanger is further communicated with an inlet of the compressor through a first through-flow branch, a first switch valve is arranged on the first through-flow branch, and a second electronic expansion valve is arranged on the second throttle branch.

Optionally, the second thermal management system further includes a battery heater and a water pump, and the battery heater, the water pump and the battery pack heat exchange branch are connected in series between an inlet and an outlet of the first heat exchanger.

Optionally, the first thermal management system further includes an in-vehicle evaporator, an outlet of the second heat exchanger is further communicated with an inlet of the in-vehicle evaporator via a third throttling branch, an outlet of the in-vehicle evaporator is communicated with an inlet of the compressor through a one-way valve, an electronic expansion valve is arranged on the third throttling branch or a thermostatic expansion valve and a second switch valve are arranged on the third throttling branch in series, and a second electronic expansion valve is arranged on the second throttling branch.

According to another aspect of the present disclosure, there is provided an electric vehicle including the vehicle thermal management system of any one of the above.

The technical scheme can at least achieve the following technical effects:

through foretell technical scheme, absorb the heat of battery package among the second thermal management system through the refrigerant, heat the passenger cabin through the waste heat recovery to the battery package heat, meanwhile can also reduce the temperature of high battery package, guarantee that the battery package moves at normal temperature range, effectively utilized the waste heat of battery package, improved energy utilization, needn't utilize air conditioning system's heat source to come for the heating of passenger cabin, consequently can reduce the energy consumption of whole car heating, thereby improve the continuation of the journey mileage of whole car when ambient temperature is lower.

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, the flow direction of the refrigerant is shown by dashed arrows:

FIG. 1 is a schematic illustration of a circulation loop of a vehicle thermal management system in one embodiment of the present disclosure;

FIG. 2 is a schematic diagram of a circulation loop of a vehicle thermal management system in a passenger compartment heating-battery pack waste heat mode or a passenger compartment heating-battery pack waste heat utilization + external environment energy absorption mode according to an embodiment of the disclosure;

FIG. 3 is a schematic diagram of a circulation loop of a vehicle thermal management system in a passenger compartment heating-battery pack waste heat utilization + ambient energy absorption mode according to an embodiment of the disclosure;

FIG. 4 is a schematic diagram of a circulation loop of a vehicle thermal management system in a passenger compartment heating-ambient energy absorption mode according to an embodiment of the present disclosure;

FIG. 5 is a schematic diagram of a circulation loop of a vehicle thermal management system in a battery pack cooling mode according to an embodiment of the present disclosure;

FIG. 6 is a schematic diagram of a circulation loop of a vehicle thermal management system in a passenger compartment cooling mode according to an embodiment of the present disclosure;

FIG. 7 is a schematic diagram of a circulation loop of a vehicle thermal management system in a passenger compartment cooling + battery pack cooling mode according to an embodiment of the present disclosure;

FIG. 8 is a schematic diagram of a circulation loop of a vehicle thermal management system in a passenger compartment heating + dehumidification mode according to an embodiment of the present disclosure;

FIG. 9 is a cross-sectional schematic view of an expansion switch valve of a vehicle thermal management system according to an embodiment of the present disclosure;

fig. 10 is a control schematic diagram of a self-heating device of a battery pack of a vehicle thermal management system according to an embodiment of the present disclosure.

Description of the reference numerals

100-a vehicle thermal management system; 10-a first thermal management system; 11-a compressor; 12-a battery pack; 13-internal condenser; 14-a second heat exchanger; 15-an air heater; 17-an in-vehicle evaporator; 30-a second thermal management system; 31-battery pack heat exchange branch; 32-a first heat exchanger; 33-a battery heater; 34-a water pump; 61-expansion switch valve; 65-a second electronic expansion valve; 67-thermostatic expansion valve; 70-a one-way valve; 71-a first on-off valve; 72-a second on-off valve; 81-a first through-flow branch; 91-a first throttle leg; 92-a second throttling branch; 93-a third throttling leg; 101-a first motor electrical control circuit; 102-a second motor electronic control circuit; 103-a controller; 500-a valve body; 501-inlet; 502-outlet; 503-a first spool; 504-a second valve core; 511-a first valve housing; 512-a second valve housing; 521-a first electromagnetic drive; 522-second electromagnetic drive.

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.

In the present disclosure, unless otherwise stated, directional terms such as "upstream and downstream" are used with respect to the flow direction of the refrigerant, specifically, downstream toward the flow direction of the refrigerant and upstream away from the flow direction of the refrigerant, and "inner and outer" refer to inner and outer of the respective component profiles.

In the present disclosure, the electric vehicle may include a pure electric vehicle, a hybrid vehicle, and a fuel cell vehicle. FIG. 1 is a schematic structural diagram of a vehicle thermal management system 100 according to one embodiment of the present disclosure. As shown in fig. 1, the system may include: an HVAC assembly and a damper mechanism, wherein the damper mechanism includes a duct operable to direct air to the in-vehicle evaporator 17 and the in-vehicle condenser 13.

In order to reduce the energy consumption for heating and improve the driving range when the temperature is low, in one embodiment of the present disclosure, as shown in fig. 1, a vehicle thermal management system 100 is provided, which includes a first thermal management system 10 for air conditioning and a second thermal management system 30 for a battery pack 12, where the second thermal management system 30 includes a first heat exchanger 32 and a battery pack heat exchanging branch 31 flowing through the battery pack 12, an inlet of the battery pack heat exchanging branch 31 is communicated with a coolant outlet of the first heat exchanger 32, and an outlet of the battery pack heat exchanging branch 31 is communicated with a coolant inlet of the first heat exchanger 32.

First thermal management system 10 includes a compressor 11 and an interior condenser 13, an outlet of compressor 11 communicating with an inlet of interior condenser 13, an outlet of interior condenser 13 communicating with a refrigerant inlet of first heat exchanger 32 via a second throttling leg 92, a refrigerant outlet of first heat exchanger 32 communicating with an inlet of compressor 11.

In order to prevent damage to the compressor 11, the thermal management system 100 of the vehicle in the present disclosure further includes a gas-liquid separator, an outlet of the gas-liquid separator is communicated with an inlet of the compressor 11, and all branches required to be communicated with an inlet of the compressor 11 need to pass through the gas-liquid separator before entering the compressor 11. In this way, the refrigerant can first pass through the gas-liquid separator for gas-liquid separation, and the separated gas flows back to the compressor 11, so as to prevent the liquid refrigerant from entering the compressor 11 and damaging the compressor 11, thereby prolonging the service life of the compressor 11 and improving the efficiency of the whole heat pump air conditioning system.

When the ambient temperature is low and the passenger compartment needs to be heated, the passenger compartment can be heated by the waste heat of the battery pack 12, at this time, the third thermal management system can be in a battery pack 12 cooling mode for obtaining the heat of the battery pack 12, and the circulation loop of the cooling liquid in the system is as follows: the cooling liquid flowing out of the battery pack heat exchange branch 31, the cooling liquid inlet of the first heat exchanger 32, the cooling liquid outlet of the first heat exchanger 32, and the battery pack heat exchange branch 31. When the cooling fluid flows through the battery pack 12, heat is exchanged with the battery pack 12, if the temperature of the battery pack 12 is higher than that of the cooling fluid, the cooling fluid absorbs heat from the battery pack 12, and when the cooling fluid absorbs heat from the battery pack 12 flows through the first heat exchanger 32, the cooling fluid exchanges heat with the refrigerant flowing through the first heat exchanger 32, so that the heat absorbed from the battery pack 12 is transferred to the refrigerant.

Referring to fig. 2, the vehicle thermal management system 100 is in the passenger compartment heating-battery pack 12 waste heat utilization mode, wherein the circulation loop of the refrigerant is as follows: compressor 11-internal condenser 13-second throttling branch 92-first heat exchanger 32-gas-liquid separator-compressor 11. In the above cycle, the compressor 11 starts to operate to compress the refrigerant, the high-temperature and high-pressure gas refrigerant flows out of the compressor 11, the high-temperature and high-pressure gas refrigerant flows into the internal condenser 13, is condensed and releases a large amount of heat to heat the air blown out to the passenger compartment, the medium-temperature and high-pressure refrigerant after heat exchange is throttled and decompressed into low-temperature and low-pressure liquid by the second throttling branch 92, then enters the first heat exchanger 32 to absorb the heat in the cooling liquid from the battery pack 12, and the refrigerant after heat absorption returns to the compressor 11 through the gas-liquid separator to enter the next cycle, thereby heating the passenger compartment.

Through the technical scheme, the heat of the battery pack 12 in the second thermal management system 30 is absorbed through the refrigerant, the passenger compartment is heated through recovering the heat waste heat of the battery pack 12, meanwhile, the temperature of the battery pack 12 can be reduced, the battery pack 12 is ensured to operate within a normal temperature range, the waste heat of the battery pack 12 is effectively utilized, the energy utilization rate is improved, the heat source of an air conditioning system is not required to be utilized for heating the passenger compartment, the energy consumption of heating of the whole vehicle can be reduced, and the cruising mileage of the whole vehicle is improved when the environmental temperature is lower.

When heating of the passenger compartment is not required, for example, in the following battery pack 12 cooling mode or passenger compartment cooling mode, the air is controlled by the damper mechanism not to pass through the internal condenser 13, and since no air passes through, no heat exchange is performed in the internal condenser 13, and the internal condenser 13 is used only as a flow path.

If the heat demand in the passenger compartment is large, the active control mode can be adopted to generate more heat energy on the battery pack heat exchange branch 31, so that the heat for heating the passenger compartment is increased. It is understood that all solutions capable of increasing the heat at the battery pack heat exchanging branch 31 can be used to increase the temperature of the battery pack 12 when the temperature of the battery pack 12 is low, so that the battery pack 12 can be kept operating at a normal temperature.

As to how to increase the amount of heat generated by the battery pack 12, there is no limitation in the present disclosure, and in the first embodiment of the present disclosure, the battery pack 12 includes a battery module and a heating device (not shown) for increasing the amount of heat generated by the battery module. As shown in fig. 10, the heating device includes a controller 103, a first motor electric control circuit 101, and a second motor electric control circuit 102, the first motor electric control circuit 101 and the second motor electric control circuit 102 are respectively electrically connected to the battery pack 12, the controller 103 is respectively electrically connected to the first motor electric control circuit 101 and the second motor electric control circuit 102, and the controller 103 is configured to control the first motor electric control circuit 101 to charge and discharge the battery pack 12 for multiple times to heat the battery pack 12 and control the second motor electric control circuit 102 to output torque when operating in a first control mode.

When the controller 103 is configured to operate in the first control mode, the controller 103 controls the first motor inverter in the first motor electric control circuit 101 to enable the battery pack 12, the first motor inverter and the first motor winding to form a first battery pack 12 heating circuit, heats the internal resistance of the battery pack 12 through the first battery pack 12 heating circuit, and controls the second motor inverter in the second motor electric control circuit 102 to enable the second motor electric control circuit 102 to output power, so that the heating of the battery pack 12 and the driving of the motor are performed cooperatively, and since the first motor electric control circuit 101 is used for heating and the second motor electric control circuit 102 is used for driving, the excessive loss of the motor winding and the motor inverter in the motor driving circuit is avoided, and the service life of devices in the circuit is prolonged.

The first motor electric control circuit 101 is realized by a battery oscillation heating circuit module. The battery oscillation heating circuit module can realize high-frequency alternate charging and discharging of the battery pack 12, and the circuit further comprises a plurality of energy storage elements and a plurality of switch elements. When the temperature of the battery pack 12 reaches the threshold value of starting heating, the battery pack 12 is alternately charged and discharged with the energy storage element, and the self-heating of the battery pack 12 is realized by utilizing the characteristic of high low-temperature resistance of the battery pack 12. The energy storage element includes a capacitor, an inductor, and the like, and the alternate charging and discharging frequency between the battery pack 12 and the energy storage element is realized by a switching element.

In the second embodiment of the present disclosure for increasing the heat of the battery pack heat exchanging branch 31, the battery pack 12 includes a battery module and an electrothermal film (not shown), and the electrothermal film is covered on the battery module to provide heat for the battery module. The electrothermal film can be, for example, a semi-transparent polyester film which can generate heat after being electrified, and is made of conductive special printing ink and metal current carrying strips which are processed and hot-pressed between insulating polyester films. The electric heating film is used as a heating body during working, heat is sent into a space in a radiation mode, and a heated object obtains heat, so that the temperature is increased.

Through set up heating device or electric heat membrane on battery package 12, can show the effect that increases the heating to battery package 12 through heating device or electric heat membrane, promoted battery heating rate. Therefore, more heat can be generated on the battery pack 12 through active control, so that more heat can be obtained on the heat exchange branch of the battery pack 12 flowing through the battery pack 12, and more heat can be provided for the passenger compartment in a passenger compartment heating mode, namely a waste heat utilization mode of the battery pack 12.

In the third embodiment of the present disclosure, which increases the heat of the battery pack heat exchanging branch 31, the second thermal management system 30 further includes a battery heater 33 and a water pump 34, and the battery heater 33, the water pump 34 and the battery pack heat exchanging branch 31 are connected in series between the inlet and the outlet of the first heat exchanger 32. Alternatively, the battery heater 33 may be a PTC heater. When the battery pack 12 needs to be heated, the battery heater 33 is turned on, the battery heater 33 heats the coolant in the third thermal management system, and the heated coolant flows into the battery pack 12 to heat the battery pack 12. When it is not necessary to heat the battery pack 12, the battery heater 33 is used, and in this case, the battery heater 33 is used only as a flow path, and heat exchange is not performed in the battery heater 33.

In the present disclosure, the upstream and downstream relationship of the battery heater 33, the water pump 34, and the battery pack heat exchanging branch 31 is not limited, and for example, the battery heater 33, the battery pack heat exchanging branch 31, and the water pump 34 may be arranged in sequence as shown in fig. 1, or the battery heater 33, the water pump 34, and the battery pack heat exchanging branch 31 may also be arranged in sequence, or the like.

In one embodiment of the present disclosure, as shown in fig. 1, first thermal management system 10 further includes a second heat exchanger 14, and internal condenser 13 is in communication with the refrigerant inlet of first heat exchanger 32 via a first throttle leg 91, second heat exchanger 14, and a second throttle leg 92. In other words, the second heat exchanger 14 is connected in series to the rear of the internal condenser 13.

By providing the second heat exchanger 14, the vehicle thermal management system 100 can also implement a passenger compartment heating mode, i.e., a mode of utilizing the waste heat of the battery pack 12 and absorbing the energy of the external environment, in this case, as shown in fig. 2 to 3, the circulation loop of the refrigerant is as follows: compressor 11, internal condenser 13, first throttling branch 91, second heat exchanger 14, second throttling branch 92, first heat exchanger 32, gas-liquid separator and compressor 11. Or the compressor 11-the condenser 13 in the vehicle-the first throttling branch 91-the second heat exchanger 14- (the second throttling branch 92-the first heat exchanger 32) and (the first through flow branch 81) -the gas-liquid separator-the compressor 11.

In the above cycle, the compressor 11 starts to operate to compress the refrigerant, the high-temperature and high-pressure gaseous refrigerant flows out of the compressor 11, the high-temperature and high-pressure gaseous refrigerant flows into the internal condenser 13, is condensed and releases a large amount of heat to heat the air blown out to the passenger compartment, the medium-temperature and high-pressure refrigerant after heat exchange is throttled and depressurized by the second throttling branch 92 to become low-temperature and low-pressure liquid, then the low-temperature and high-pressure liquid enters the second heat exchanger 14 to absorb the heat in the external environment, then the low-temperature and high-pressure liquid enters the first heat exchanger 32 after being throttled and depressurized by the second throttling branch 92 to absorb the heat from the battery pack 12 in the cooling liquid, the high-temperature refrigerant after heat absorption becomes low-pressure refrigerant, returns to the compressor 11 through the gas-liquid separator, and enters the next cycle to heat the passenger compartment.

In this process, since the temperature of the battery pack 12 is higher than the heat in the external environment, the refrigerant absorbing the heat in the external environment can also continue to absorb the heat of the battery pack 12 while flowing through the first heat exchanger 32. In this mode, the second heat exchanger 14 can be used to absorb heat in the external environment and waste heat of the battery pack 12 to heat the passenger compartment, so that a heat source for heating the passenger compartment is added, the heating effect of the passenger compartment is improved, and the working temperature range of the vehicle thermal management system 100 is improved.

In one embodiment of the present disclosure, as shown in fig. 1, the outlet of the second heat exchanger 14 is further communicated with the inlet of the compressor 11 via a first through-flow branch 81, the first through-flow branch 81 is provided with a first on-off valve 71, and the second throttle branch 92 is provided with a second electronic expansion valve 65.

Due to the provision of the first throughflow branch 81, it is possible to provide a heat source for heating the passenger compartment only with the second heat exchanger 14. At this point, the vehicle thermal management system 100 is in a passenger compartment heating-ambient energy absorption mode. In this case, as shown in fig. 4, the refrigerant circulation circuit includes: compressor 11-internal condenser 13-first throttling branch 91-second heat exchanger 14-first through-flow branch 81-gas-liquid separator-compressor 11.

To simplify the piping arrangement, as shown in fig. 1, in one embodiment of the present disclosure, the first thermal management system 10 further includes an expansion switch valve 61, and the expansion switch valve 61 is disposed on the first throttling branch 91. The outlet of the internal condenser 13 communicates with the inlet of the second heat exchanger 14 via an expansion switching valve 61, the expansion switching valve 61 comprises a through flow passage and a throttle flow passage, the outlet of the internal condenser 13 communicates with the inlet of the second heat exchanger 14 via the expansion switching valve 61 selectively via the through flow passage or the throttle flow passage, and the first throttle branch 91 comprises the throttle flow passage.

The expansion switch valve 61 has a through flow passage and a throttle flow passage inside, and when the expansion switch valve 61 is used as a switch valve, the through flow passage inside is opened, and when the expansion switch valve 61 is used as an expansion valve, the throttle flow passage inside is opened.

In the present disclosure, the expansion switching valve 61 is a valve having both an expansion valve function and an on-off valve function, and may be regarded as an integration of the on-off valve and the expansion valve. An example embodiment of the expansion switch valve 61 will be provided hereinafter.

When it is necessary to absorb heat in the second heat exchanger 14, the expansion switching valve 61 located upstream of the second heat exchanger 14 is used as an expansion valve, and the high-temperature and high-pressure refrigerant discharged from the compressor 11 is throttled and depressurized in a throttle passage inside the expansion switching valve 61 and supplied to the second heat exchanger 14. When heat is released by the second heat exchanger 14 during cooling, the expansion switch valve 61 is used as a switch valve, and the refrigerant flowing out of the compressor 11 is supplied to the second heat exchanger 14 through a through-flow passage inside the expansion switch valve 61.

When the temperature of the battery pack 12 is too high, the vehicle thermal management system 100 is in a battery pack 12 cooling mode. In this case, as shown in fig. 5, the refrigerant circulation circuit includes: the compressor 11, the internal condenser 13 (without heat exchange), the through flow channel of the expansion switch valve 61, the second heat exchanger 14, the second throttling branch 92, the gas-liquid separator and the compressor 11.

In the above cycle, the compressor 11 starts to operate to compress the refrigerant, the high-temperature and high-pressure gas refrigerant flowing out of the compressor 11 flows into the internal condenser 13, the damper of the internal condenser 13 is closed, the internal condenser 13 is used only as a flow passage without heat exchange, the high-temperature and high-pressure gas refrigerant flowing out of the internal condenser 13 enters the second heat exchanger 14, releases heat to the external environment to become a high-pressure and medium-temperature refrigerant, and then is throttled and reduced in pressure by the second throttling branch 92 to become a low-temperature and low-pressure refrigerant, which enters the first heat exchanger 32, absorbs heat from the battery pack 12 in the coolant, and the heat-absorbed refrigerant becomes a high-temperature and low-pressure refrigerant, which returns to the compressor 11 via the gas-liquid separator to enter the next cycle, thereby cooling the battery pack 12.

To achieve this, the outlet of the second heat exchanger 14 is selectively communicated with the inlet of the compressor 11 via the first flow branch 81 or communicated with the inlet of the compressor 11 via the second throttling branch 92 and the first heat exchanger 32, and in one embodiment of the present disclosure, as shown in fig. 1, the first flow branch 81 is provided with a first switching valve 71, and the second throttling branch 92 is provided with a second electronic expansion valve 65.

Since the second electronic expansion valve 65 and the first switching valve 71 are provided, the flow direction of the refrigerant can be controlled by the combined control of the second electronic expansion valve 65 and the first switching valve 71 according to actual needs. For example, when the battery pack 12 needs to be cooled, the first on-off valve 71 may be closed and the second electronic expansion valve 65 may be opened to allow the refrigerant to flow through the first heat exchanger 32.

In order to realize the refrigeration of the passenger compartment of the vehicle, in an embodiment of the present disclosure, as shown in fig. 1, the first thermal management system 10 further includes an interior evaporator 17, an outlet of the second heat exchanger 14 is further communicated with an inlet of the interior evaporator 17 via a third throttling branch 93, an outlet of the interior evaporator 17 is communicated with an inlet of the compressor 11 via a one-way valve 70, an electronic expansion valve is disposed on the third throttling branch 93, or a thermostatic expansion valve 67 and a second switching valve 72 are disposed in series on the third throttling branch 93, and a second electronic expansion valve 65 is disposed on the second throttling branch 92.

By providing the in-vehicle evaporator 17, the vehicle thermal management system 100 may also utilize the second heat exchanger 14 to implement various passenger compartment cooling modes. In the cooling mode, the expansion switching valves 61 upstream of the second heat exchanger 14 are used as switching valves, and the refrigerant flows into the through-flow passages of the expansion switching valves 61.

In the passenger compartment cooling mode, the air is controlled by the damper mechanism to not pass through the internal condenser 13, the internal condenser 13 is used only as a flow passage, the high-temperature and high-pressure refrigerant flowing out of the outlet of the internal condenser 13 enters the second heat exchanger 14 through the through-flow branch of the expansion switch valve 61 to exchange heat, the low-temperature and high-pressure refrigerant is reduced in pressure by the electronic expansion valve or the thermostatic expansion valve 67 on the third throttling branch 93 to become a low-temperature and low-pressure refrigerant, and the low-temperature and high-pressure refrigerant enters the internal evaporator 17 to evaporate and absorb heat, so that the temperature of the passenger compartment of the vehicle is reduced.

In the passenger compartment cooling mode, the first switching valve 71 is closed, and the refrigerant circulation circuit is: as shown in fig. 6, the compressor 11, the internal condenser 13 (not performing heat exchange), the through flow passage of the expansion switch valve 61, the second heat exchanger 14 (releasing heat), the third throttling branch 93, the internal evaporator 17, the check valve 70, the gas-liquid separator, and the compressor 11.

In addition, the vehicle thermal management system 100 may also implement a passenger compartment cooling + battery pack 12 cooling mode, cooling the passenger compartment while also cooling the battery pack 12. The first on-off valve 71 is closed, and the refrigerant circulation circuit is: as shown in fig. 7, the compressor 11-the condenser 13 (not performing heat exchange) -the through-flow passage of the expansion switch valve 61-the second heat exchanger 14 (releasing heat) -the third branch 93-the evaporator 17-the check valve 70-and (the second electronic expansion valve 65-the first heat exchanger 32) -the gas-liquid separator-is the compressor 11.

Additionally, the vehicle thermal management system 100 may also implement a passenger cabin heating + dehumidification mode. The fourth switching valve is closed, the first switching valve 71 is closed, and the refrigerant circulation circuit is: as shown in fig. 8, the compressor 11, the in-vehicle condenser 13 (for heat exchange), the throttle channel of the expansion switch valve 61, the second heat exchanger 14 (for absorbing heat), the third throttle branch 93, the in-vehicle evaporator 17 (for dehumidification), the check valve 70, and the first through branch 81, the gas-liquid separator, and the compressor 11. At this time, whether or not the remaining heat of the battery pack 12 is also used for heating the passenger compartment may also be selected by the opening and closing of the second electronic expansion switching valve 61. When the second electronic expansion switch valve 61 is opened, the refrigerant flowing out of the outlet of the second heat exchanger 14 also flows into the first heat exchanger 32 to absorb heat from the battery pack 12, and then returns to the compressor 11 via the gas-liquid separator.

At this time, the air in the HVAC assembly box is firstly heated by the evaporator 17 in the vehicle, and the water vapor is condensed into liquid water, thereby realizing the dehumidification function. The dehumidified air is heated by the internal condenser 13, and the hot air enters the passenger compartment to provide heat for the passenger compartment.

To further improve the heating capacity of the passenger compartment, as shown in fig. 1, the first thermal management system 10 further includes an air heater 15(APTC), the air heater 15 being configured to heat air for heating the vehicle interior. When the heat released by the internal condenser 13 when condensing the refrigerant flowing therethrough is insufficient to heat the air to a desired temperature, the air heater 15 may be turned on to further heat the air by the air heater 15, thereby satisfying the heating requirement of the passenger compartment.

As shown in fig. 9, the above-mentioned expansion switch valve 61 may include a valve body 500 in which an inlet, an outlet, and an internal flow passage communicating between the inlet and the outlet are formed, the internal flow passage being mounted with a first valve spool 503 and a second valve spool 504, the first valve spool 503 directly communicating or disconnecting the inlet 501 and the outlet 502, and the second valve spool 504 communicating or disconnecting the inlet 501 and the outlet 502 via a choke 505.

The "direct communication" realized by the first valve core 503 means that the coolant entering from the inlet 501 of the valve body 500 can directly flow to the outlet 502 of the valve body 500 through the internal flow passage without being affected by the coolant passing through the first valve core 503, and the "disconnection communication" realized by the first valve core means that the coolant entering from the inlet 501 of the valve body 500 cannot pass through the first valve core and cannot flow to the outlet 502 of the valve body 500 through the internal flow passage. The "communication through the orifice" realized by the second valve spool means that the coolant entering from the inlet 501 of the valve body 500 can flow to the outlet 502 of the valve body 500 through the orifice after passing through the second valve spool and throttling, and the "disconnection" realized by the second valve spool means that the coolant entering from the inlet 501 of the valve body 500 cannot flow to the outlet 502 of the valve body 500 through the orifice 505 without passing through the second valve spool.

In this way, the expansion switch valve 61 of the present disclosure can allow the coolant entering from the inlet 501 to achieve at least three states by controlling the first spool and the second spool. I.e., 1) an off state; 2) a direct communication state across the first spool 503; and 3) throttle communication across the second spool 504.

After the high-temperature and high-pressure liquid refrigerant is throttled by the throttle 505, the refrigerant can become low-temperature and low-pressure atomized hydraulic refrigerant, conditions can be created for the evaporation of the refrigerant, namely the cross-sectional area of the throttle 505 is smaller than that of the outlet 504, and the opening degree of the throttle 505 can be adjusted by controlling the second valve core, so that the flow rate of the refrigerant flowing through the throttle 505 is controlled, the insufficient refrigeration caused by too little refrigerant is prevented, and the liquid impact phenomenon of the compressor 11 caused by too much refrigerant is prevented. That is, the cooperation of the second spool 504 and the valve body 500 may make the expansion switching valve 61 function as an expansion valve.

Thus, the first valve core 503 and the second valve core 504 are installed on the internal flow channel of the same valve body 500 to realize the on-off control and/or throttling control functions of the inlet 501 and the outlet 502, the structure is simple, the production and the installation are easy, and when the expansion switch valve 61 provided by the disclosure is applied to a thermal management system, the expansion switch valve 61 integrates the switch valve and the expansion valve, so that the arrangement of at least two parallel branches (one through-flow branch and one throttling branch) is required to be arranged in the prior art, only one branch flowing through the expansion switch valve 61 is required to be arranged, the pipeline connection is simplified, the oil return of the thermal management system is facilitated, the refrigerant charge of the whole thermal management system can be reduced, and the cost is reduced.

As an exemplary internal mounting structure of the valve body 500, as shown in fig. 9, the valve body 500 includes a valve seat forming an internal flow passage and a first valve housing 511 and a second valve housing 512 mounted on the valve seat, a first electromagnetic driving portion 521 for driving a first valve core 503 is mounted in the first valve housing 511, a second electromagnetic driving portion 522 for driving a second valve core 504 is mounted in the second valve housing 512, the first valve core 503 extends from the first valve housing 511 to the internal flow passage in the valve seat 510, and the second valve core 504 extends from the second valve housing 512 to the internal flow passage in the valve seat 510.

Wherein, the position of the first valve core 503 can be conveniently controlled by controlling the on/off of the first electromagnetic driving part 521, such as an electromagnetic coil, so as to control the direct connection or disconnection of the inlet 501 and the outlet 502; the position of the second spool 504 can be conveniently controlled by controlling the energization and de-energization of the second electromagnetic drive 522, e.g., a solenoid, to control whether the inlet 501 and outlet 502 are in communication with the orifice 505. In other words, the electronic expansion valve and the electromagnetic valve, which share the inlet 501 and the outlet 502, are installed in parallel in the valve body 500, so that the automatic control of the opening and closing and/or the throttling of the expansion switch valve 61 can be realized, and the pipeline trend is simplified.

As an alternative embodiment of the expansion switching valve 61, an expansion valve may be provided in the first branch line, and a switching valve may be provided in parallel with the expansion valve. When the throttling of the refrigerant is not needed, the expansion valve is closed, and the switch valve is opened, so that the refrigerant directly flows through the branch where the switch valve is located; when the refrigerant needs to be throttled, the expansion valve is opened and the on-off valve is closed, so that the refrigerant flows through the first branch where the expansion valve is located.

The present disclosure also provides an electric vehicle including the vehicle thermal management system 100 provided above. The electric vehicle can comprise a pure electric vehicle, a hybrid electric vehicle, a fuel cell vehicle and the like.

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

1. A vehicle thermal management system, characterized by comprising a first thermal management system (10) for an air conditioner and a second thermal management system (30) for a battery pack, wherein the second thermal management system (30) comprises a first heat exchanger (32) and a battery pack heat exchange branch (31) flowing through the battery pack, an inlet of the battery pack heat exchange branch (31) is communicated with a coolant outlet of the first heat exchanger (32), and an outlet of the battery pack heat exchange branch (31) is communicated with a coolant inlet of the first heat exchanger (32);

the first thermal management system (10) comprises a compressor (11) and an internal condenser (13), an outlet of the compressor (11) is communicated with an inlet of the internal condenser (13), an outlet of the internal condenser (13) is communicated with a refrigerant inlet of the first heat exchanger (32) through a second throttling branch (92), and a refrigerant outlet of the first heat exchanger (32) is communicated with the inlet of the compressor (11).

2. The vehicle thermal management system of claim 1, wherein the battery pack comprises a battery module and a heating device for increasing an amount of heat generated by the battery module.

3. The vehicle thermal management system of claim 2, wherein the heating device comprises a controller and a first motor electrical control circuit, the first motor electrical control circuit being electrically connected to the battery pack, the controller being electrically connected to the first motor electrical control circuit, the controller being configured to control the first motor electrical control circuit to charge and discharge the battery pack a plurality of times to effect heating of the battery pack when operating in a first control mode.

4. The vehicle thermal management system of claim 1, wherein the battery pack comprises a battery module and an electro-thermal film overlying the battery module for providing heat to the battery module.

5. The vehicle thermal management system of any of claims 1-4, characterized in that the first thermal management system (10) further comprises a second heat exchanger (14), the interior condenser (13) being in communication with a refrigerant inlet of the first heat exchanger (32) via a first throttle leg (91), the second heat exchanger (14), the second throttle leg (92).

6. The vehicle thermal management system of claim 5, further comprising an expansion switch valve (61), wherein the expansion switch valve (61) is disposed on the first throttle leg (91), wherein an outlet of the internal condenser (13) is in communication with an inlet of the second heat exchanger (14) via the expansion switch valve (61), wherein the expansion switch valve (61) comprises a through-flow passage and a throttle passage, wherein an outlet of the internal condenser (13) is in communication with an inlet of the second heat exchanger (14) via the through-flow passage or the throttle passage, and wherein the first throttle leg (91) comprises the throttle passage.

7. The vehicle thermal management system according to claim 5, characterized in that the outlet of the second heat exchanger (14) is also in communication with the inlet of the compressor (11) via a first through-flow branch (81), on which first through-flow branch (81) a first on-off valve (71) is arranged, and on which second throttling branch (92) a second electronic expansion valve (65) is arranged.

8. The vehicle thermal management system of any of claims 1-4, further comprising a battery heater (33) and a water pump (34), the battery heater (33), the water pump (34), and the battery pack heat exchange branch (31) being connected in series between an inlet and an outlet of the first heat exchanger (32).

9. The vehicle thermal management system according to claim 5, wherein the first thermal management system (10) further comprises an in-vehicle evaporator (17), the outlet of the second heat exchanger (14) is further communicated with the inlet of the in-vehicle evaporator (17) through a third throttling branch (93), the outlet of the in-vehicle evaporator (17) is communicated with the inlet of the compressor (11) through a one-way valve (70), an electronic expansion valve is arranged on the third throttling branch (93) or a thermal expansion valve (67) and a second switching valve (72) are arranged in series on the third throttling branch (93), and a second electronic expansion valve (65) is arranged on the second throttling branch (92).

10. An electric car, characterized in that it comprises a vehicle thermal management system (100) according to any one of claims 1-9.