CN214240344U

CN214240344U - New energy automobile and thermal management system

Info

Publication number: CN214240344U
Application number: CN202120320599.2U
Authority: CN
Inventors: 马俊; 张明轩
Original assignee: Jingwei Hengrun Tianjin Research And Development Co ltd
Current assignee: Jingwei Hengrun Tianjin Research And Development Co ltd
Priority date: 2021-02-04
Filing date: 2021-02-04
Publication date: 2021-09-21
Anticipated expiration: 2031-02-04

Abstract

The utility model discloses a new energy automobile and thermal management system, including compressor, cross valve, first expansion valve, second expansion valve, third expansion valve, first valve module, second valve module, third valve module, fourth valve module, fifth valve module, sixth valve module, first bypass, second bypass, third bypass, fourth bypass, fifth bypass, first heat exchanger, second heat exchanger, third heat exchanger and fourth heat exchanger. By adopting the heat management system, the heating or refrigeration of the first heat exchanger, the heating or refrigeration of the second heat exchanger, the refrigeration or heating of the third heat exchanger, the refrigeration of the fourth heat exchanger and the like can be realized by adjusting the first valve component, the second valve component, the third valve component, the fourth valve component, the fifth valve component and the sixth valve component, so that the purposes of heat management of the power battery, heat management of the driving motor and heat management and cooperative management of environment in the vehicle are realized, the energy consumption of overall heat management is reduced, and the endurance mileage and the performance of the whole vehicle are improved.

Description

New energy automobile and thermal management system

Technical Field

The utility model relates to a new energy automobile technical field, in particular to new energy automobile and thermal management system.

Background

The research content of the new energy automobile thermal management system mainly comprises the following three parts: the method comprises the following steps of power battery heat management, driving motor heat management and vehicle internal environment heat management. The thermal management of the power battery, the thermal management of the driving motor and the thermal management of the environment in the automobile of most of the conventional electric automobiles are relatively independent, so that the overall thermal management energy consumption is high, and the endurance mileage and the performance of the whole automobile are seriously influenced.

Therefore, how to improve the endurance mileage of the electric vehicle is a technical problem to be solved by technical personnel in the field.

SUMMERY OF THE UTILITY MODEL

The utility model aims at providing a new energy automobile and thermal management system to improve electric automobile continuation of the journey mileage.

In order to achieve the above object, the present invention provides a heat management system, including a compressor, a four-way valve, a first expansion valve, a second expansion valve, a third expansion valve, a first valve assembly, a second valve assembly, a third valve assembly, a fourth valve assembly, a fifth valve assembly, a sixth valve assembly, a first bypass, a second bypass, a third bypass, a fourth bypass, a fifth bypass, a first heat exchanger for heat exchange in a compartment, a second heat exchanger for heat exchange of a driving battery, a third heat exchanger for heat exchange outside the compartment, and a fourth heat exchanger for heat exchange of a driving motor, wherein a first port of the four-way valve is communicated with an outlet of the compressor, a second port of the four-way valve is communicated with the first valve assembly, a third port of the four-way valve is communicated with the fourth heat exchanger, and a fourth port of the four-way valve is communicated with an inlet of the compressor;

the first heat exchanger, the first expansion valve, the third heat exchanger, and the fourth heat exchanger are connected in series; the first bypass is connected in parallel with the first expansion valve; the second bypass is connected in parallel with the third heat exchanger; the third bypass is connected in parallel with the fourth heat exchanger; the second expansion valve is positioned between the first expansion valve and the first heat exchanger, the third expansion valve is positioned between the first expansion valve and the second heat exchanger, and the second expansion valve and the first heat exchanger which are connected in series are connected in parallel with the third expansion valve and the second heat exchanger which are connected in series; the fourth bypass is connected with the second expansion valve in parallel and then connected with the first heat exchanger in series, and the fifth bypass is connected with the third expansion valve in parallel and then connected with the second heat exchanger in series;

the first valve assembly controls the conduction state of the first heat exchanger and the second heat exchanger; the second valve assembly controls the communication state of the first bypass and the first expansion valve; the third valve assembly controls the conduction state of the second bypass and the third heat exchanger; the fourth valve assembly controls the conduction state of the third bypass and the fourth heat exchanger; the fifth valve assembly controls the communication state of the fourth bypass and the second expansion valve; the sixth valve assembly controls a communication state of the fifth bypass and the third expansion valve.

Optionally, the first valve assembly comprises a first valve in series with the first heat exchanger, and a second valve in series with the second heat exchanger;

the second valve assembly includes a third valve in series with the first expansion valve, and a fourth valve disposed in the first bypass;

the third valve assembly comprises a fifth valve connected in series with the third heat exchanger and a sixth valve disposed at the second bypass;

the fourth valve assembly comprises a seventh valve in series with the fourth heat exchanger, and an eighth valve disposed at the third bypass;

the fifth valve assembly includes a ninth valve connected in series with the second expansion valve and a tenth valve disposed at the fourth bypass;

the sixth valve assembly includes a tenth valve connected in series with the third expansion valve and a tenth valve disposed in the fifth bypass.

Optionally, the fifth valve assembly further includes an eleventh valve connected in series with the ninth valve and the tenth valve after being connected in parallel, and the eleventh valve is located between the first expansion valve and the ninth valve;

the sixth valve assembly further includes a fourteenth valve in series with the tenth valve and the thirteenth valve in parallel, and the fourteenth valve is located between the first expansion valve and the twelfth valve.

Optionally, the third valve, the fourth valve, the ninth valve, the tenth valve, and the tenth valve are one-way valves.

Optionally, a PTC heater for heating the refrigerant is further disposed between the fourth port of the four-way valve and the inlet of the compressor.

Optionally, the second heat exchanger is further connected in parallel with a nozzle assembly for spraying a refrigerant to the driving battery, and the nozzle assembly is connected in series with a fifteenth valve.

Optionally, a liquid storage tank is further disposed between the first expansion valve and the first heat exchanger.

Optionally, the fourth heat exchanger is a liquid cooling heat exchanger, the thermal management system further includes a circulating pump, a cooling liquid tank, an air cooling heat exchanger, a seventh valve assembly and an eighth valve assembly, wherein the driving motor includes a main body, a voltage conversion device and an electronic component assembly, the main body has a first cooling passage, the voltage conversion device has a second cooling passage, and the electronic component assembly has a third cooling passage;

the circulating pump, the cooling liquid tank, the first cooling passage and the fourth heat exchanger are arranged in series; the second cooling passage and the third cooling passage are provided in parallel with the first cooling passage; the air-cooled heat exchanger and the fourth heat exchanger are arranged in parallel; the seventh valve assembly controls the conduction conditions of the air-cooled heat exchanger and the fourth heat exchanger with the cooling liquid tank, and the eighth valve assembly controls the conduction conditions of the air-cooled heat exchanger and the fourth heat exchanger with the first cooling passage, the second cooling passage and the third cooling passage.

Optionally, the seventh valve assembly comprises a sixteenth valve connected to the first port of the fourth heat exchanger and a seventeenth valve connected to the first port of the air-cooled heat exchanger;

the eighth valve assembly includes an eighteenth valve connected to the second port of the fourth heat exchanger and a nineteenth valve connected to the second port of the air-cooled heat exchanger.

The utility model also discloses a new energy automobile, include as above-mentioned any one the thermal management system.

Adopt the utility model discloses a thermal management system, through adjusting the heating or the refrigeration of first heat exchanger can be realized to first valve module, second valve module, third valve module, fourth valve module, fifth valve module and sixth valve module, the heating or the refrigeration of second heat exchanger, the refrigeration or the heating of third heat exchanger, the refrigeration of fourth heat exchanger etc. has realized power battery thermal management, driving motor thermal management and car internal environment thermal management purpose of managing in coordination to the energy consumption of total thermal management has been reduced, the continuation of the journey mileage and the performance of whole car have been improved.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required to be used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.

Fig. 1 is a schematic diagram of a thermal management system according to an embodiment of the present invention;

fig. 2 is a schematic view illustrating a flow direction of a refrigerant when a heat management system according to an embodiment of the present invention only drives a battery to be heated and a load is low;

fig. 3 is a schematic view illustrating a flow direction of a refrigerant when a heat management system according to an embodiment of the present invention only drives a battery to be heated and a load is high;

fig. 4 is a schematic diagram illustrating the flow direction of the refrigerant when the load is low and only the compartment needs to be heated in the thermal management system according to the embodiment of the present invention;

fig. 5 is a schematic view illustrating a flow direction of a refrigerant when only a compartment of the thermal management system according to the embodiment of the present invention needs to be heated and a load is high;

fig. 6 is a schematic view illustrating a flow direction of a heat-generating refrigerant required for driving a battery compartment by a thermal management system according to an embodiment of the present invention;

fig. 7 is a schematic diagram illustrating the flow direction of the refrigerant when the thermal management system provided by the embodiment of the present invention only drives the battery and needs to cool;

fig. 8 is a schematic view illustrating the flow direction of the refrigerant when the carriage of the thermal management system according to the embodiment of the present invention needs to be cooled;

fig. 9 is a schematic view illustrating the flow direction of the refrigerant when the heat management system according to the embodiment of the present invention drives the battery and the carriage to cool;

fig. 10 is a schematic diagram illustrating a flow direction of a refrigerant when a battery of the thermal management system is out of control due to thermal runaway according to an embodiment of the present invention.

Wherein: 1 is a compressor, 2 is a four-way valve, 3 is a first heat exchanger, 4 is a second heat exchanger, 5 is a third heat exchanger, 6 is a fourth heat exchanger, 7 is a first expansion valve, 8 is a second expansion valve, 9 is a third expansion valve, 10 is a first valve assembly, 11 is a second valve assembly, 12 is a third valve assembly, 13 is a fourth valve assembly, 14 is a fifth valve assembly, 15 is a sixth valve assembly, 16 is a first bypass, 17 is a second bypass, 18 is a third bypass, 19 is a fourth bypass, 20 is a fifth bypass, 21 is a PTC heater, 22 is a reservoir, 23 is a nozzle assembly, 24 is a fifteenth valve, 25 is a first cooling passage, 26 is a second cooling passage, 27 is a third cooling passage, 28 is a circulation pump, 29 is a cooling liquid tank, 30 is an air-cooled heat exchanger, 31 is a seventh valve assembly, 32 is an eighth valve, 10a is a first valve assembly, 10b is a third valve, 11a is a third valve assembly, The fourth valve 11b, the fifth valve 12a, the sixth valve 12b, the seventh valve 13a, the eighth valve 13b, the ninth valve 14a, the tenth valve 14b, the eleventh valve 14c, the tenth valve 15a, the tenth valve 15b, the fourteenth valve 15c, the sixteenth valve 31a, the seventeenth valve 31b, the eighteenth valve 32a, and the nineteenth valve 32 b.

Detailed Description

The utility model discloses a core provides a new energy automobile and thermal management system to improve electric automobile continuation of the journey mileage.

In order to make those skilled in the art better understand the technical solution of the present invention, the present invention will be further described in detail with reference to the accompanying drawings and embodiments.

Referring to fig. 1 to 10, the present invention discloses a thermal management system, which includes a compressor 1, a four-way valve 2, a first expansion valve 7, a second expansion valve 8, a third expansion valve 9, a first valve assembly 10, a second valve assembly 11, a third valve assembly 12, a fourth valve assembly 13, a fifth valve assembly 14, a sixth valve assembly 15, a first bypass 16, a second bypass 17, a third bypass 18, a fourth bypass 19, a fifth bypass 20, a first heat exchanger 3 for heat exchange in the carriage, a second heat exchanger 4 for driving the battery to exchange heat, a third heat exchanger 5 used for heat exchange outside the carriage and a fourth heat exchanger 6 used for heat exchange of the driving motor, wherein, the first port of the four-way valve 2 is communicated with the outlet of the compressor 1, the second port of the four-way valve 2 is communicated with the first valve component 10, the third port of the four-way valve 2 is communicated with the fourth heat exchanger 6, and the fourth port of the four-way valve 2 is communicated with the inlet of the compressor 1; the first heat exchanger 3, the first expansion valve 7, the third heat exchanger 5 and the fourth heat exchanger 6 are connected in series; the second heat exchanger 4 is connected in parallel with the first heat exchanger 3; the first bypass 16 is connected in parallel with the first expansion valve 7; the second bypass 17 is connected in parallel with the third heat exchanger 5; the third bypass 18 is connected in parallel with the fourth heat exchanger 6; the second expansion valve 8 is positioned between the first expansion valve 7 and the first heat exchanger 3, the third expansion valve 9 is positioned between the first expansion valve 7 and the second heat exchanger 4, and the second expansion valve 8 and the first heat exchanger 3 which are connected in series are connected in parallel with the third expansion valve 9 and the second heat exchanger 4 which are connected in series; a fourth bypass 19 is connected in parallel with the second expansion valve 8 and then connected in series with the first heat exchanger 3, and a fifth bypass 20 is connected in parallel with the third expansion valve 9 and then connected in series with the second heat exchanger 4; the first valve assembly 10 controls the conduction state of the first heat exchanger 3 and the second heat exchanger 4; the second valve assembly 11 controls the communication state of the first bypass 16 and the first expansion valve 7; the third valve assembly 12 controls the conducting state of the second bypass 17 and the third heat exchanger 5; the fourth valve assembly 13 controls the conducting state of the third bypass 18 and the fourth heat exchanger 6; the fifth valve assembly 14 controls the communication state of the fourth bypass 19 and the second expansion valve 8; the sixth valve assembly 15 controls the communication state of the fifth bypass 20 with the third expansion valve 9.

Adopt the utility model discloses a thermal management system, through adjusting first valve module 10, second valve module 11, third valve module 12, fourth valve module 13, fifth valve module 14 and sixth valve module 15 can realize the heating or the refrigeration of first heat exchanger 3, the heating or the refrigeration of second heat exchanger 4, the refrigeration or the heating of third heat exchanger 5, the refrigeration of fourth heat exchanger 6 etc, power battery thermal management has been realized, driving motor thermal management and the purpose of the interior environmental heat management collaborative management of car, thereby the energy consumption of thermal management of totality has been reduced, the continuation of the journey mileage and the performance of whole car have been improved.

It should be noted that, the first valve assembly 10, the second valve assembly 11, the third valve assembly 12, the fourth valve assembly 13, the fifth valve assembly 14, and the sixth valve assembly 15 are three-position three-way reversing valves, or a combination of several valves, as long as the switching function of the refrigerant can be realized, which is within the protection scope of the present invention.

In one embodiment, the first valve assembly 10 includes a first valve 10a in series with the first heat exchanger 3, and a second valve 10b in series with the second heat exchanger 4, wherein the first valve 10a regulates the conductance or not of the first heat exchanger 3 and the second valve 10b regulates the conductance or not of the second heat exchanger 4. The second valve assembly 11 comprises a third valve 11a in series with the first expansion valve 7, wherein the third valve 11a regulates the conductance of the first expansion valve 7 and a fourth valve 11b arranged in the first bypass 16, wherein the fourth valve 11b regulates the conductance of the first bypass 16. The third valve assembly 12 comprises a fifth valve 12a connected in series with the third heat exchanger 5, and a sixth valve 12b arranged in the second bypass 17, wherein the fifth valve 12a regulates the conduction or non-conduction of the third heat exchanger 5, and the sixth valve 12b regulates the conduction or non-conduction of the second bypass 17. The fourth valve assembly 13 includes a seventh valve 13a connected in series with the fourth heat exchanger 6, and an eighth valve 13b disposed in the third bypass 18, wherein the seventh valve 13a regulates conduction or non-conduction of the fourth heat exchanger 6, and the eighth valve 13b regulates conduction or non-conduction of the third bypass 18. The fifth valve assembly 14 includes a ninth valve 14a connected in series with the second expansion valve 8, and a tenth valve 14b provided in the fourth bypass 19, wherein the ninth valve 14a regulates whether the second expansion valve 8 is conducted or not, and the tenth valve 14b regulates whether the fourth bypass 19 is conducted or not. The sixth valve assembly 15 includes a twelfth valve 15a connected in series with the third expansion valve 9, and a thirteenth valve 15b provided in the fifth bypass passage 20, wherein the tenth valve 15a regulates whether the third expansion valve 9 is conducted or not, and the thirteenth valve 15b regulates whether the fifth bypass passage 20 is conducted or not.

In another specific embodiment, the fifth valve assembly 14 may further include an eleventh valve 14c in series with the ninth valve 14a and the tenth valve 14b after being connected in parallel, and the eleventh valve 14c is located between the first expansion valve 7 and the ninth valve 14a, or may be described as the eleventh valve 14c is located between the first expansion valve 7 and the tenth valve 14 b. The sixth valve assembly 15 may further include a fourteenth valve 15c in series with the tenth and

thirteenth valves

15a and 15b after being connected in parallel, and the fourteenth valve 15c is located between the first expansion valve 7 and the twelfth valve 15a, or it may be described that the fourteenth valve 15c is located between the first expansion valve 7 and the thirteenth valve 15 b. The eleventh valve 14c and the fourteenth valve 15c are provided to control the conduction of the entire flow paths of the first heat exchanger 3 and the second heat exchanger 4. Of course, in other embodiments, the flow paths of the first heat exchanger 3 and the second heat exchanger 4 may be communicated or not by controlling the opening and closing of the first valve 10a and the second valve 10 b. When the ninth valve 14a, the tenth valve 14b, the twelfth valve 15a, and the thirteenth valve 15b are solenoid valves, the continuity of the entire flow paths of the first heat exchanger 3 and the second heat exchanger 4 can be achieved by controlling the opening and closing of the ninth valve 14a, the tenth valve 14b, the twelfth valve 15a, and the thirteenth valve 15b, and the first valve 10a and the second valve 10 b.

The first valve 10a, the second valve 10b, the third valve 11a, the fourth valve 11b, the fifth valve 12a, the sixth valve 12b, the seventh valve 13a, the eighth valve 13b, the ninth valve 14a, the tenth valve 14b, the eleventh valve 14c, the twelfth valve 15a, the thirteenth valve 15b, and the fourteenth valve 15c are on-off valves, electromagnetic valves, or two-way valves; or the third valve 11a, the fourth valve 11b, the ninth valve 14a, the tenth valve 14b, the twelfth valve 15a, and the thirteenth valve 15b are one-way valves, and the rest are on-off valves, electromagnetic valves, or two-way valves.

It is considered that the requirement for heating the driving battery and the carriage cannot be met only by the heat exchange device due to the fact that weather is too cold due to geographical positions and the like. In this case, the refrigerant flowing out of the fourth heat exchanger 6 may still be a two-phase flow, and for this reason, in another embodiment, a PTC heater 21 for heating the refrigerant is further provided between the fourth port of the four-way valve 2 and the inlet of the compressor 1. The refrigerant is heated by the PTC heater 21 before entering the compressor 1, and the refrigerant is ensured to enter the compressor 1 at a certain degree of superheat. Of course, in some cases where no cold weather occurs, the PTC heater 21 may not be provided.

Further, a liquid storage tank 22 is disposed between the first expansion valve 7 and the first heat exchanger 3 for timely supplementing the refrigerant.

In order to prevent the combustion of the driving battery, the second heat exchanger 4 is also connected in parallel with a nozzle assembly 23 for injecting a refrigerant to the driving battery, and the nozzle assembly 23 is connected in series with a fifteenth valve 24, and the conduction state of the nozzle assembly 23 is adjusted by the fifteenth valve 24. In other words, in one embodiment, the thermal management system may further comprise: a nozzle assembly 23 for injecting a cooling medium to the driving battery, and a fifteenth valve 24. The fifteenth valve 24 is used to adjust the communication state of the nozzle assembly 23 with the reservoir tank 22. Of course, in other embodiments, a separate reservoir may be provided for the nozzle assembly 23.

For convenience of understanding, the following description specifically describes an implementation manner of cooperative management of power battery thermal management, drive motor thermal management and vehicle internal environment thermal management.

When only the drive battery needs to be heated and the load is low: when the external environment is low in winter, the driving battery needs to be heated in order to prevent the performance and the service life of the driving battery from being reduced. As shown in fig. 2, the first valve assembly 10 conducts only the second heat exchanger 4, the second valve assembly 11 conducts only the first expansion valve 7, the third valve assembly 12 conducts only the second bypass 17, the fourth valve assembly 13 conducts only the fourth heat exchanger 6, the fifth valve assembly 14 is closed, and the sixth valve assembly 15 conducts only the fifth bypass 20. The high-temperature and high-pressure superheated gaseous refrigerant discharged from the compressor 1 enters the second heat exchanger 4 to release heat for heating the driving battery, and the driving battery is controlled within a normal working temperature range. The low-temperature high-pressure condensate discharged from the second heat exchanger 4 is throttled by the first expansion valve 7 to form low-temperature low-pressure wet steam, the low-temperature low-pressure wet steam enters the fourth heat exchanger 6 to take away the heat of the driving motor, and the refrigerant enters the compressor 1 in a superheated state.

When only the drive battery needs to be heated and the load is high: when the external environment is extremely low in winter, the refrigerant is not heated to an overheat state by the heat taken away from the driving motor, and the refrigerant is required to be connected with the third heat exchanger 5 in series for use. As shown in fig. 3, the first valve assembly 10 conducts only the second heat exchanger 4, the second valve assembly 11 conducts only the first expansion valve 7, the third valve assembly 12 conducts only the third heat exchanger 5, the fourth valve assembly 13 conducts only the fourth heat exchanger 6, the fifth valve assembly 14 is closed, and the sixth valve assembly 15 conducts only the fifth bypass 20. The high-temperature and high-pressure superheated gaseous refrigerant discharged from the compressor 1 enters the second heat exchanger 4 to release heat for heating the driving battery, and the driving battery is controlled within a normal working temperature range. The low-temperature high-pressure condensate discharged from the second heat exchanger 4 is throttled by the first expansion valve 7 to form low-temperature low-pressure wet steam, the low-temperature low-pressure wet steam firstly enters the third heat exchanger 5 to absorb heat outside a carriage, then enters the fourth heat exchanger 6 in a gas-liquid two-phase flow state to take away heat of a driving motor, and a refrigerant enters the compressor 1 as superheated gas. If the refrigerant flowing out of the fourth heat exchanger 6 is still in two-phase flow, the refrigerant is heated by the PTC heater 21 before entering the compressor 1, so as to ensure that the refrigerant enters the compressor 1 at a certain degree of superheat.

When only the carriage needs heating and the load is low: as shown in fig. 4, the first valve assembly 10 conducts only the first heat exchanger 3, the second valve assembly 11 conducts only the first expansion valve 7, the third valve assembly 12 conducts only the second bypass 17, the fourth valve assembly 13 conducts only the fourth heat exchanger 6, the fifth valve assembly 14 conducts only the fourth bypass 19, and the sixth valve assembly 15 is closed. The high-temperature and high-pressure superheated gaseous refrigerant discharged from the compressor 1 enters the first heat exchanger 3 to release heat for heating a carriage. The low-temperature high-pressure condensate discharged from the first heat exchanger 3 is throttled and depressurized by the first expansion valve 7 to form low-temperature low-pressure wet steam, the low-temperature low-pressure wet steam enters the fourth heat exchanger 6 to take away heat of the driving motor, and the refrigerant enters the compressor 1 as superheated gas.

When only the compartment needs heating and the load is large: when the external environment is extremely low in winter, the refrigerant is not heated to an overheat state by the heat taken away from the driving motor, and the refrigerant is required to be connected with the third heat exchanger 5 in series for use. As shown in fig. 5, the first valve assembly 10 conducts only the first heat exchanger 3, the second valve assembly 11 conducts only the first expansion valve 7, the third valve assembly 12 conducts only the third heat exchanger 5, the fourth valve assembly 13 conducts only the fourth heat exchanger 6, the fifth valve assembly 14 conducts only the fourth bypass 19, and the sixth valve assembly 15 is closed. The high-temperature and high-pressure superheated gaseous refrigerant discharged from the compressor 1 enters the first heat exchanger 3 to release heat for heating a carriage. The low-temperature high-pressure condensate discharged from the first heat exchanger 3 is throttled by the first expansion valve 7 to form low-temperature low-pressure wet steam, the low-temperature low-pressure wet steam firstly enters the third heat exchanger 5 to absorb heat, then enters the fourth heat exchanger 6 in a gas-liquid two-phase flow state to take away the heat of the driving motor, and the refrigerant enters the compressor 1 in an overheated state. If the refrigerant flowing out of the fourth heat exchanger 6 is still in two-phase flow, the refrigerant is heated by the PTC heater 21 before entering the compressor 1, so as to ensure that the refrigerant enters the compressor 1 at a certain degree of superheat.

The drive battery needs to be heated and the car needs to be heated: when the carriage needs to be heated and the driving battery needs to be heated in winter, the heat taken away by the refrigerant from the driving motor is not enough to heat the refrigerant to an overheated state, and the refrigerant needs to be connected with the third heat exchanger 5 in series for use. As shown in fig. 6, the first valve assembly 10 conducts the first heat exchanger 3 and the second heat exchanger 4, the second valve assembly 11 conducts only the first expansion valve 7, the third valve assembly 12 conducts only the third heat exchanger 5, the fourth valve assembly 13 conducts only the fourth heat exchanger 6, the fifth valve assembly 14 conducts only the fourth bypass 19, and the sixth valve assembly 15 conducts only the fifth bypass 20. The high-temperature and high-pressure superheated gaseous refrigerant discharged from the compressor 1 enters the first heat exchanger 3 and the second heat exchanger 4 to release heat for heating a carriage and heating a driving battery respectively. The low-temperature high-pressure condensate discharged from the first heat exchanger 3 and the second heat exchanger 4 is throttled by the first expansion valve 7 to form low-temperature low-pressure wet steam, the low-temperature low-pressure wet steam firstly enters the third heat exchanger 5 to absorb heat, then enters the fourth heat exchanger 6 in a gas-liquid two-phase flow state to take away the heat of the driving motor, and the refrigerant enters the compressor 1 as superheated gas. If the refrigerant flowing out of the fourth heat exchanger 6 is still in two-phase flow, the refrigerant is heated by the PTC heater 21 before entering the compressor 1, so as to ensure that the refrigerant enters the compressor 1 at a certain degree of superheat.

Only the drive battery needs to be cooled: at high temperatures, the active chemical species in the drive battery may undergo irreversible chemical reactions, which may affect the performance and lifetime of the drive battery, requiring cooling of the drive battery. As shown in fig. 7, the first valve assembly 10 conducts only the second heat exchanger 4, the second valve assembly 11 conducts only the first bypass 16, the third valve assembly 12 conducts only the third heat exchanger 5, the fourth valve assembly 13 conducts only the third bypass 18, the fifth valve assembly 14 is closed, and the sixth valve assembly 15 conducts only the third expansion valve 9. The low-temperature low-pressure refrigerant wet steam enters the second heat exchanger 4 to evaporate and take away heat in the driving battery, the temperature of the driving battery is controlled within a normal working temperature range, and the low-pressure refrigerant leaving from the second heat exchanger 4 enters the compressor 1 to be heated and pressurized and then enters the third heat exchanger 5 to release the heat to the external environment.

Only the compartment needs to be refrigerated: as shown in fig. 8, the first valve assembly 10 conducts only the first heat exchanger 3, the second valve assembly 11 conducts only the first bypass 16, the third valve assembly 12 conducts only the third heat exchanger 5, the fourth valve assembly 13 conducts only the third bypass 18, the fifth valve assembly 14 conducts only the second expansion valve 8, and the sixth valve assembly 15 is closed. The low-temperature low-pressure refrigerant wet steam enters the first heat exchanger 3 to evaporate and take away heat in the carriage, and the low-pressure refrigerant leaving from the first heat exchanger 3 enters the compressor 1 to be heated and pressurized and then enters the third heat exchanger 5 to release the heat to the external environment.

The drive battery needs cooling and the carriage needs refrigeration: as shown in fig. 9, the first valve assembly 10 conducts the first heat exchanger 3 and the second heat exchanger 4, the second valve assembly 11 conducts only the first bypass 16, the third valve assembly 12 conducts only the third heat exchanger 5, the fourth valve assembly 13 conducts only the third bypass 18, the fifth valve assembly 14 conducts only the second expansion valve 8, and the sixth valve assembly 15 conducts only the third expansion valve 9. The low-temperature low-pressure refrigerant wet steam enters the first heat exchanger 3 and the second heat exchanger 4 to evaporate and take away heat in the carriage and heat in the driving battery respectively, and low-pressure refrigerants leaving from the first heat exchanger 3 and the second heat exchanger 4 enter the compressor 1 to be heated and pressurized and then enter the third heat exchanger 5 to release the heat to the external environment.

Thermal runaway mode: when the temperature of the driving battery is close to the out-of-control temperature or even the driving battery is on fire, the system automatically starts the active thermal safety mode. As shown in fig. 10, the fifteenth valve 24 is opened, the first valve assembly 10, the second valve assembly 11, the third valve assembly 12, the fourth valve assembly 13, the fifth valve assembly 14 and the sixth valve assembly 15 are closed, the high-pressure low-temperature refrigerant is sprayed out from the nozzle assembly 23 and then quickly flash-atomized, the temperature in the spray field is quickly reduced, and the gasified refrigerant gas can discharge part of air to play a role in isolating air. The refrigerant liquid drops can form a liquid film on the surface after splashing to the second heat exchanger 4 and the surface of the driving battery, the liquid film can isolate air, and the evaporation of the liquid film can take away a large amount of heat, so that the aim of cooling or even extinguishing the driving battery is fulfilled.

The fourth heat exchanger 6 directly contacts the driving motor to perform indirect heat exchange, or a cooling passage is provided on the driving motor to perform direct heat exchange. Specifically, the driving motor includes a main body, a voltage conversion device and an electronic component assembly, wherein in one embodiment, the main body is provided with a first cooling passage 25, the voltage conversion device is provided with a second cooling passage 26, and the electronic component assembly is provided with a third cooling passage 27. Among them, the first cooling passage 25 is used for radiating heat to the main body, the second cooling passage 26 is used for radiating heat to the voltage conversion device, and the third cooling passage 27 is used for radiating heat to the electronic component assembly. The electronic components include a controller, DC-DC, and the like, which are used to drive the motor.

The fourth heat exchanger 6 is a liquid cooling heat exchanger, and the heat management system further comprises a circulating pump 28, a cooling liquid tank 29, an air cooling heat exchanger 30, a seventh valve assembly 31 and an eighth valve assembly 32. Wherein, the circulating pump 28, the coolant tank 29, the first cooling path 25 and the fourth heat exchanger 6 are arranged in series; the second cooling passage 26 and the third cooling passage 27 are provided in parallel with the first cooling passage 25; the air-cooled heat exchanger 30 and the fourth heat exchanger 6 are arranged in parallel; the seventh valve assembly 31 controls the conduction condition of the air-cooled heat exchanger 30 and the fourth heat exchanger 6 with the coolant tank 29, and the eighth valve assembly 32 controls the conduction condition of the air-cooled heat exchanger 30 and the fourth heat exchanger 6 with the first cooling passage 25, the second cooling passage 26, and the third cooling passage 27.

When the fourth heat exchanger 6 is turned on, the circulation pump 28 pumps the cooling liquid into the first cooling path 25, the second cooling path 26, and the third cooling path 27, and the fourth heat exchanger 6 removes heat from the main body, the voltage conversion device, and the electronic component assembly. When the fourth heat exchanger 6 is non-conductive, the circulation pump 28 pumps the cooling fluid into the first cooling path 25, the second cooling path 26, and the third cooling path 27, and the air-cooled heat exchanger 30 removes heat from the main body, the voltage conversion device, and the electronic component assembly, and discharges the heat to the outside environment. In the present embodiment, the cooling liquid and the refrigerant may be the same refrigerant or different refrigerants.

The seventh valve assembly 31 includes a sixteenth valve 31a connected to the first port 6a of the fourth heat exchanger 6 and a seventeenth valve 31b connected to the first port 30a of the air-cooled heat exchanger 30; the eighth valve assembly 32 includes an eighteenth valve 32a connected to the second port 6b of the fourth heat exchanger 6 and a nineteenth valve 32b connected to the second port 30b of the air-cooled heat exchanger 30. The on-off state of the cooling liquid in the fourth heat exchanger 6 is adjusted through a sixteenth valve 31a and an eighteenth valve 32 a; the on-off state of the cooling liquid in the air-cooled heat exchanger 30 is adjusted by a seventeenth valve 31b and a nineteenth valve 32 b.

The utility model also discloses a new energy automobile, include as above-mentioned any one heat management system. Because the thermal management system has the beneficial effects, the new energy automobile comprising the thermal management system also has corresponding effects, and the details are not repeated here.

The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.

The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A heat management system is characterized by comprising a compressor, a four-way valve, a first expansion valve, a second expansion valve, a third expansion valve, a first valve component, a second valve component, a third valve component, a fourth valve component, a fifth valve component, a sixth valve component, a first bypass, a second bypass, a third bypass, a fourth bypass and a fifth bypass, a first heat exchanger for heat exchange in a compartment, a second heat exchanger for driving a battery to exchange heat, a third heat exchanger for heat exchange outside the compartment and a fourth heat exchanger for driving a motor to exchange heat; wherein the content of the first and second substances,

a first port of the four-way valve is communicated with an outlet of the compressor, a second port of the four-way valve is communicated with the first valve assembly, a third port of the four-way valve is communicated with the fourth heat exchanger, and a fourth port of the four-way valve is communicated with an inlet of the compressor;

2. The thermal management system of claim 1, wherein the first valve assembly comprises a first valve in series with the first heat exchanger, and a second valve in series with the second heat exchanger;

3. The thermal management system of claim 2, wherein the fifth valve assembly further comprises an eleventh valve in series with the ninth valve and the tenth valve after being in parallel, and the eleventh valve is located between the first expansion valve and the ninth valve;

4. The thermal management system of claim 3, wherein said third valve, said fourth valve, said ninth valve, said tenth valve, and said tenth valve are one-way valves.

5. The thermal management system of claim 1, wherein a PTC heater for heating a refrigerant is further disposed between the fourth port of the four-way valve and the inlet of the compressor.

6. The thermal management system of claim 4, wherein the second heat exchanger is further connected in parallel with a nozzle assembly for spraying the coolant to the driving battery, and the nozzle assembly is connected in series with a fifteenth valve.

7. The thermal management system of claim 5, wherein a liquid reservoir is further disposed between the first expansion valve and the first heat exchanger.

8. The thermal management system of any of claims 1 to 7, wherein said fourth heat exchanger is a liquid cooled heat exchanger, said thermal management system further comprising a circulation pump, a liquid cooled tank, an air cooled heat exchanger, a seventh valve assembly and an eighth valve assembly, wherein said drive motor comprises a body having a first cooling path, a voltage converting device having a second cooling path, and an electronic component assembly having a third cooling path;

9. The thermal management system of claim 8, wherein said seventh valve assembly comprises a sixteenth valve connected to the first port of said fourth heat exchanger and a seventeenth valve connected to the first port of said air-cooled heat exchanger;

10. A new energy automobile, characterized by comprising the thermal management system according to any one of claims 1 to 9.