CN215971023U - Vehicle thermal management system and vehicle - Google Patents
Vehicle thermal management system and vehicle Download PDFInfo
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- CN215971023U CN215971023U CN202122654313.7U CN202122654313U CN215971023U CN 215971023 U CN215971023 U CN 215971023U CN 202122654313 U CN202122654313 U CN 202122654313U CN 215971023 U CN215971023 U CN 215971023U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
Abstract
The application relates to a vehicle thermal management system and vehicle, this vehicle thermal management system include heat pump air conditioning system, battery thermal management system, electricity drive thermal management system and heat exchanger, battery thermal management system has battery cooling flow path, be provided with power battery on the battery cooling flow path, battery cooling flow path with heat pump air conditioning system links to each other, so that heat pump air conditioning system's refrigerant can get into battery cooling flow path, in order to right power battery heats or cools off, electricity drive thermal management system passes through the heat exchanger with battery cooling flow path heat transfer. Through the scheme, the vehicle thermal management system can improve the efficiency of heating and cooling the power battery, and is beneficial to simplifying the structure of the vehicle thermal management system and lightening the weight of the vehicle thermal management system.
Description
Technical Field
The application relates to the technical field of components of vehicles, in particular to a vehicle thermal management system and a vehicle.
Background
In recent years, new energy automobiles are developed rapidly, and the development of new energy automobiles in heat management technology is also changing day by day. With the continuous increase of the endurance mileage of the whole vehicle, on one hand, the energy density of the battery pack needs to be improved, and on the other hand, the energy-saving technology of the whole vehicle needs to be developed. The electric drive, the battery and the heat management of the passenger compartment of the new energy automobile need to be developed towards integration, high efficiency and energy conservation.
Wherein, in order to guarantee the charge-discharge efficiency of the battery of vehicle, the battery needs to have suitable operating temperature, and the performance and the duration of a journey ability that the high temperature or the low temperature all can cause the influence to the battery. In the prior art, a cooling medium of an air conditioning system is generally used for exchanging heat with a cooling liquid flow path where a battery is located, and then the cooling liquid is used for heating or cooling the battery. However, heat loss occurs during the heat exchange between the refrigerant and the cooling liquid, which results in low heat exchange efficiency and is not favorable for heating or cooling the battery.
SUMMERY OF THE UTILITY MODEL
The application aims to provide a vehicle thermal management system and a vehicle, and the vehicle thermal management system is simple in structure and light in weight.
In order to realize the above-mentioned purpose, according to the first aspect of this application, this application provides a vehicle thermal management system, including heat pump air conditioning system, battery thermal management system, electricity drive thermal management system and heat exchanger, battery thermal management system has battery cooling flow path, be provided with power battery on the battery cooling flow path, battery cooling flow path with heat pump air conditioning system links to each other, so that heat pump air conditioning system's refrigerant can get into battery cooling flow path, it is right to heat or cool off power battery, electricity drive thermal management system pass through the heat exchanger with battery cooling flow path heat transfer.
Optionally, the heat pump air conditioning system includes a compressor, and one end of the battery cooling flow path is used for being connected to a refrigerant outlet of the compressor, and the other end of the battery cooling flow path is used for being connected to a refrigerant inlet of the compressor.
Optionally, a first electromagnetic valve, a second electromagnetic valve, and a first electronic expansion valve are further disposed on the battery cooling flow path, wherein the first electromagnetic valve is disposed on a refrigerant flow path between a refrigerant outlet of the compressor and the power battery, the second electromagnetic valve is disposed on a refrigerant flow path between the power battery and a refrigerant inlet of the compressor, the first electronic expansion valve is disposed on a refrigerant flow path between the power battery and the second electromagnetic valve, and the heat exchanger is disposed on a refrigerant flow path between the first electronic expansion valve and the second electromagnetic valve.
Optionally, the heat pump air-conditioning system has a refrigerant trunk line and a refrigerant branch line, one end of the refrigerant trunk line is connected to a refrigerant outlet of the compressor, and the other end of the refrigerant trunk line is connected to a refrigerant inlet of the compressor; the battery cooling system is characterized in that the refrigerant trunk line is also sequentially provided with a second electronic expansion valve, an indoor heat exchanger, a third electronic expansion valve, an outdoor heat exchanger and a gas-liquid separator, and a refrigerant outlet of the compressor is respectively connected with one end of the second electronic expansion valve and one end of the battery cooling flow path.
Optionally, the heat pump air-conditioning system further comprises a refrigerant branch, and a fourth electronic expansion valve and an indoor evaporator are arranged on the refrigerant branch; a third electromagnetic valve and a fourth electromagnetic valve are further arranged on the refrigerant trunk, one end of the third electromagnetic valve is connected with a refrigerant outlet of the compressor, and the other end of the third electromagnetic valve is connected with a refrigerant inlet of the third electronic expansion valve; the fourth electromagnetic valve is positioned between the outdoor heat exchanger and the gas-liquid separator, and two ends of the refrigerant branch are respectively and correspondingly connected to a refrigerant inlet and a refrigerant outlet of the fourth electromagnetic valve;
optionally, the vehicle thermal management system further comprises a fifth solenoid valve and a sixth solenoid valve; one end of the fifth electromagnetic valve is connected with a refrigerant outlet of the outdoor heat exchanger, and the other end of the fifth electromagnetic valve is connected with an inlet of the heat exchanger; one end of the sixth electromagnetic valve is connected to a refrigerant flow path between the first electromagnetic valve and the power battery, and the other end of the sixth electromagnetic valve is used for being connected with a refrigerant inlet of the compressor.
Optionally, the vehicle thermal management system further comprises a first PT sensor, and/or a second PT sensor, and/or a third PT sensor; the first PT sensor is arranged at a refrigerant outlet of the indoor heat exchanger and used for detecting the pressure and the temperature of a refrigerant at the outlet of the indoor heat exchanger; the second PT sensor is arranged on a refrigerant flow path between the power battery and the first electronic expansion valve and used for detecting the temperature of a refrigerant flowing into the power battery or flowing out of the power battery; the vehicle thermal management system further comprises a fan, the third PT sensor is arranged at a refrigerant outlet of the outdoor heat exchanger and used for detecting the pressure and the temperature of the refrigerant at the outlet of the outdoor heat exchanger, and the fan responds to the detection result of the third PT sensor to adjust the rotating speed of the fan.
Optionally, the electric drive thermal management system has a coolant main, first and second coolant branches, and a three-way valve; one end of the cooling liquid main line is connected with a first port of the three-way valve, one end of the first cooling liquid branch line is connected with a second port of the three-way valve, and one end of the second cooling liquid branch line is connected with a third port of the three-way valve; the other end of the first cooling liquid branch and the other end of the second cooling liquid branch are respectively connected with the other end of the cooling liquid main line; the cooling liquid main road is provided with an electric driving system and a water pump, the first cooling liquid branch road is provided with a radiator, and the heat exchanger is arranged on the second cooling liquid branch road.
Optionally, the air conditioning system further comprises a PTC heater for heating the passenger compartment of the vehicle.
According to another aspect of the present disclosure, a vehicle is provided that includes the vehicle thermal management system described above.
Compare in the technical scheme of the coolant liquid heat transfer of the refrigerant of current adoption air conditioning system and the flow path that power battery belongs to, the vehicle thermal management system that this application provided utilizes heat pump air conditioning system's refrigerant directly to heat or cool off power battery, has saved the step of refrigerant and coolant liquid heat transfer, has avoided the calorific loss that leads to at this heat transfer in-process, can promote heat pump air conditioning system to power battery's heating or cooling efficiency, is favorable to keeping power battery at suitable temperature.
Moreover, since the step of heat exchange between the refrigerant and the coolant is omitted, a heat exchanger disposed therebetween can be omitted accordingly. Meanwhile, the structure of a cooling flow path where the power battery is located can be simplified, the consumption of cooling liquid is indirectly reduced, the weight of the whole vehicle heat management system is reduced, and the occupied space of the heat management system on the whole vehicle is reduced.
In addition, the electric drive heat management system and the battery heat management system can exchange heat, so that heat in the electric drive heat management system can be supplied to the power battery to heat the battery. Especially, when the ambient temperature is low, the redundant heat of the electric drive heat management system can be provided for the power battery through the heat pump action of the heat exchanger, so that the power battery can be maintained at a proper temperature to work at a low temperature, the heating of the power battery is not limited by the ambient temperature, and the heating requirement of the power battery is ensured. Therefore, the reliability of the work of the power battery is ensured, and the waste heat of the electric driving thermal management system is reasonably utilized.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present application and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained from the drawings without inventive effort.
FIG. 1 is a schematic structural diagram of a vehicle thermal management system according to an embodiment of the present application, wherein conditions for heating a passenger compartment and a power battery of a vehicle are shown;
FIG. 2 is a schematic structural diagram of a vehicle thermal management system according to an embodiment of the present application, illustrating cooling of a passenger compartment of a vehicle;
FIG. 3 is a schematic structural diagram of a vehicle thermal management system according to an embodiment of the present application, wherein the vehicle thermal management system is configured to illustrate a cooling condition for both the passenger compartment and the power battery, and wherein the indoor heating path of the HVAC assembly is closed and the passenger compartment is not heated.
Icon: 10-a heat exchanger; 20-a power battery; 30-a compressor; 31-refrigerant outlet of compressor; 32-refrigerant inlet of compressor; 41-a first solenoid valve; 43-a third solenoid valve; 44-a fourth solenoid valve; 45-fifth solenoid valve; 46-a sixth solenoid valve; 51-a first electronic expansion valve; 52-a second electronic expansion valve; 53-a third electronic expansion valve; 54-a fourth electronic expansion valve; 60-indoor heat exchanger; 70-outdoor heat exchanger; 80-a gas-liquid separator; 90-indoor evaporator; 101-a first PT sensor; 102-a second PT sensor; 103-a third PT sensor; 110-three-way valve; 111-a first end of a three-way valve; 112-a second end of the three-way valve; 113-a third end of the three-way valve; 120-electric drive system; 130-IPS assembly; 140-a PTC heater; 150-a fan; 160-a blower; 170-a water pump; 180-a heat sink; 200-an HVAC assembly.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all embodiments. The components of the embodiments of the present application, generally described and illustrated in the figures herein, can be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the present application, presented in the accompanying drawings, is not intended to limit the scope of the claimed application, but is merely representative of selected embodiments of the application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.
In the description of the present application, it should be noted that the terms "first", "second", and the like in the description of the present application are used for distinguishing the description, and are not to be construed as indicating or implying relative importance.
In the description of the present application, it should also be noted that, unless otherwise explicitly stated or limited, the terms "disposed," "connected," and "connected" should be interpreted broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood in a specific case by those of ordinary skill in the art.
As shown in fig. 1-3, according to a first aspect of the present application, a vehicle thermal management system is provided that includes a heat pump air conditioning system, a battery thermal management system, an electric drive thermal management system, and a heat exchanger 10. The battery heat management system is provided with a battery cooling flow path, a power battery 20 is arranged on the battery cooling flow path, the battery cooling flow path is connected with the heat pump air conditioning system, so that a cooling medium of the heat pump air conditioning system can enter the battery cooling flow path to heat or cool the power battery 20, and the electric drive heat management system exchanges heat with the battery cooling flow path through the heat exchanger 10.
Compare in the technical scheme of the coolant liquid heat transfer of the refrigerant of current adoption air conditioning system and the flow path that power battery 20 belongs to, the vehicle thermal management system that this application provided utilizes heat pump air conditioning system's refrigerant directly to power battery 20 heat or cool off, has saved the step of refrigerant and coolant liquid heat transfer, has avoided the calorific loss that leads to in this heat transfer process, can promote heat pump air conditioning system to power battery 20's heating or cooling efficiency, is favorable to keeping power battery 20 at suitable temperature.
Moreover, since the step of heat exchange between the refrigerant and the coolant is omitted, the heat exchanger 10 disposed therebetween can be omitted accordingly. Meanwhile, the structure of a cooling flow path where the power battery 20 is located can be simplified, the consumption of cooling liquid is indirectly reduced, the weight of the whole vehicle heat management system is reduced, and the occupied space of the heat management system on the whole vehicle is reduced.
In addition, because the electric drive thermal management system and the battery thermal management system can exchange heat, heat in the electric drive thermal management system can be provided for the power battery 20 to heat the power battery 20. Especially, when the ambient temperature is low, the surplus heat of the electric driving thermal management system can be provided to the power battery 20 through the heat pump function of the heat exchanger 10, so that the power battery 20 can be maintained at a proper temperature to work at a low temperature, the heating of the power battery 20 is not limited by the ambient temperature, and the heating requirement of the power battery 20 is ensured. In this way, not only is the reliability of the operation of the power battery 20 ensured, but also the waste heat of the electric driving heat management system is reasonably utilized.
Therefore, through the technical scheme, the heat management efficiency of the vehicle heat management system can be improved.
As shown in fig. 1 to 3, in an embodiment of the present application, the heat pump air conditioning system may include a compressor 30, and one end of the battery cooling flow path is configured to be connected to a refrigerant outlet 31 of the compressor, and the other end is configured to be connected to a refrigerant inlet 32 of the compressor. In this way, if the power battery 20 needs to be heated, the compressor 30 can be started, and the high-temperature refrigerant flowing out through the refrigerant outlet 31 of the compressor flows into the battery cooling flow path, so that the power battery 20 can be heated.
Optionally, as shown in fig. 1, a first solenoid valve 41, a second solenoid valve, and a first electronic expansion valve 51 are further disposed on the battery cooling flow path. The first solenoid valve 41 is disposed in a refrigerant flow path between the refrigerant outlet 31 of the compressor and the power battery 20, and the second solenoid valve is disposed in a refrigerant flow path between the power battery 20 and the refrigerant inlet 32 of the compressor. The first electronic expansion valve 51 is disposed on a refrigerant flow path between the power battery 20 and the second solenoid valve, and the heat exchanger 10 is disposed on a refrigerant flow path between the first electronic expansion valve 51 and the second solenoid valve.
In this embodiment, when the power battery 20 does not need to be heated by the refrigerant, the first electromagnetic valve 41 may be kept closed. When the power battery 20 needs to be heated by the refrigerant, as shown in fig. 1, first, the first electromagnetic valve 41 may be kept open, so that the refrigerant flowing out of the refrigerant outlet 31 of the compressor and in a high-temperature and high-pressure state flows through the power battery 20 (e.g., flows into a heat exchange structure in the power battery 20), thereby heating the power battery 20. Then, the refrigerant is cooled to become a medium-temperature high-pressure liquid, and then flows through the first electronic expansion valve 51 to be throttled and depressurized to become a low-temperature low-pressure liquid, and flows into the heat exchanger 10. Then, the low-temperature low-pressure liquid refrigerant exchanges heat with the heat exchanger 10 (here, the heat exchanger 10 plays a role of a heat pump), absorbs the waste heat in the electric driving heat management system, and is converted into medium-temperature low-pressure gas; then, the refrigerant flows back to the compressor 30 through the second solenoid valve, and at this time, the second solenoid valve can be fully opened, so that the refrigerant can rapidly flow back.
The specific structure of the heat pump air conditioning system is not limited in the application. Alternatively, as shown in fig. 1 to 3, in an embodiment of the present application, the heat pump air conditioning system may have a refrigerant trunk line and a refrigerant branch line, one end of the refrigerant trunk line is connected to the refrigerant outlet 31 of the compressor, and the other end of the refrigerant trunk line is connected to the refrigerant inlet 32 of the compressor. The refrigerant trunk line is further provided with a second electronic expansion valve 52, an indoor heat exchanger 60, a third electronic expansion valve 53, an outdoor heat exchanger 70 and a gas-liquid separator 80 in sequence, and a refrigerant outlet 31 of the compressor is connected with one end of the second electronic expansion valve 52 and one end of the battery cooling flow path respectively. Here, the indoor heat exchanger 60 is the indoor heat exchanger 60 in the HVAC assembly 200 (heating ventilation and air conditioning assembly).
In this embodiment, when the passenger compartment of the vehicle needs to be heated by the heat pump air conditioning system, as shown in fig. 1, first, the second electronic expansion valve 52 may be in an open state, so that the gaseous refrigerant flowing out of the refrigerant outlet 31 of the compressor and in a high-temperature and high-pressure state flows into the indoor heat exchanger 60 of the HVAC assembly 200 (which functions as a condenser at this time), and is condensed in the indoor heat exchanger 60 to release heat, thereby heating the passenger compartment. Then, cooling the refrigerant to become a medium-temperature high-pressure liquid; then, the refrigerant passes through the third electronic expansion valve 53 to be throttled and decompressed into a low-temperature low-pressure liquid state and flows into the outdoor heat exchanger 70 (at this time, the outdoor heat exchanger 70 plays the role of a heat pump), so that heat exchange between the refrigerant and the air outside the vehicle is realized, and the refrigerant absorbs the heat of the air outside the vehicle and is converted into medium-temperature low-pressure air; then, the separated gaseous refrigerant flows back to the compressor 30 through the gas-liquid separator 80.
By arranging the gas-liquid separator 80, the liquid refrigerant can be prevented from entering the compressor 30 to damage the compressor 30, so that the service life of the compressor 30 can be prolonged, and the efficiency of the whole heat pump air conditioning system can be improved.
It is understood that in the embodiment of the present application, the other end of the battery cooling flow path may also be connected to the compressor 30 through a gas-liquid separator 80 to prevent the liquid refrigerant in the battery cooling flow path from entering the compressor 30.
Alternatively, as shown in fig. 1 and 2, in an embodiment of the present application, the heat pump air conditioning system and the battery thermal management system may share one gas-liquid separator 80 to simplify the structure, reduce the cost, and save the space.
As shown in fig. 1, since the second electronic expansion valve 52 is provided, the opening degree of the second electronic expansion valve 52 can be adjusted to distribute the amount of the refrigerant entering the indoor heat exchanger 60 and entering the battery cooling flow path according to the heating requirements of the passenger compartment and the power battery 20.
As shown in fig. 1 to 3, the heat pump air conditioning system further includes a refrigerant branch, and the fourth electronic expansion valve 54 and the interior evaporator 90 are disposed on the refrigerant branch. The refrigerant trunk is further provided with a third solenoid valve 43 and a fourth solenoid valve 44, one end of the third solenoid valve 43 is connected to the refrigerant outlet 31 of the compressor, and the other end is connected to the refrigerant inlet of the third electronic expansion valve 53. The fourth solenoid valve 44 is located between the outdoor heat exchanger 70 and the gas-liquid separator 80, and two ends of the refrigerant branch are respectively and correspondingly connected to a refrigerant inlet and a refrigerant outlet of the fifth solenoid valve 45.
Thus, in the present embodiment, when the passenger compartment of the vehicle needs to be cooled by the heat pump air conditioning system, as shown in fig. 2, first, the third electromagnetic valve 43 may be in an open state, and the second electronic expansion valve 52 may be in a closed state, so that the gaseous refrigerant flowing out of the refrigerant outlet 31 of the compressor and in a high-temperature and high-pressure state flows through the third electromagnetic valve 43; then, the refrigerant flows into the outdoor heat exchanger 70 through the third electronic expansion valve 53 (fully openable); the refrigerant continues to release heat at the outdoor heat exchanger 70 to be in a medium-temperature high-pressure liquid state; then, the refrigerant continues to pass through the fourth electronic expansion valve 54 to be throttled and decompressed into a low-temperature and low-pressure liquid refrigerant, and is evaporated and absorbed at the indoor evaporator 90, so that the effect of reducing the temperature of the passenger compartment is achieved. The refrigerant flowing out of the interior evaporator 90 finally passes through the gas-liquid separator 80, and the separated gaseous refrigerant flows back to the compressor 30.
As shown in fig. 1 and 2, the vehicle thermal management system further includes a fifth solenoid valve 45 and a sixth solenoid valve 46, wherein one end of the fifth solenoid valve 45 is connected to a refrigerant outlet of the outdoor heat exchanger 70, and the other end is connected to an inlet of the heat exchanger 10. One end of the sixth solenoid valve 46 is connected to the refrigerant flow path between the first solenoid valve 41 and the power battery 20, and the other end is connected to the refrigerant inlet 32 of the compressor. The fifth electromagnetic valve 45 and the sixth electromagnetic valve 46 are arranged to connect a refrigerant trunk line of the heat pump air conditioning system and a battery cooling flow path, so that the power battery 20 can be cooled by the heat pump air conditioning system.
Specifically, when the temperature of the battery needs to be lowered, as shown in fig. 2, the gaseous refrigerant flowing out of the refrigerant outlet 31 of the compressor in a high-temperature and high-pressure state may be made to flow into the indoor heat exchanger 60, and condensed in the indoor heat exchanger 60, at this time, the heating channel in the HVAC assembly 200 may be turned on or off according to the situation, for example, if the passenger compartment does not need to be heated at this time, the heating channel is turned off; then, cooling the refrigerant to become a medium-temperature high-pressure liquid; then, the refrigerant flows into the outdoor heat exchanger 70 through the third electronic expansion valve 53 (fully open), and the refrigerant continuously releases heat at the outdoor heat exchanger 70 to be in a medium-temperature high-pressure liquid state; then, the refrigerant continues to flow through the heat exchanger 10 via the fifth solenoid valve 45 (at this time, the heat exchanger 10 does not exchange heat, and only serves as a refrigerant channel); then, the refrigerant continues to pass through the first electronic expansion valve 51 for throttling and pressure reduction to be low-temperature and low-pressure liquid, and is evaporated and absorbed heat at the internal part (such as an evaporation structure inside the power battery 20) of the power battery 20, so that the effect of reducing the temperature of the battery pack is achieved; the refrigerant then passes through the sixth solenoid valve 46, and the separated gaseous refrigerant flows into the compressor 30 through the gas-liquid separator 80. In this process, the first solenoid valve 41 is in a fully closed state.
As shown in fig. 1-3, the vehicle thermal management system may also include a first PT sensor 101 and/or a second PT sensor 102. The first PT sensor 101 is disposed at a refrigerant outlet of the indoor heat exchanger 60 to detect a pressure and a temperature of a refrigerant at the outlet of the indoor heat exchanger 60. According to the detection result of the first PT sensor 101, it is possible to monitor the operation conditions of the compressor 30 and the indoor heat exchanger 60 on the one hand; on the other hand, whether the amount of the refrigerant distributed from the compressor 30 to the indoor heat exchanger 60 is appropriate or not may be determined based on the detection result of the first PT sensor 101, and the amount of the refrigerant introduced into the indoor heat exchanger 60 may be increased or decreased based on the adjustment of the opening degree of the second electronic expansion valve 52.
The second PT sensor 102 is disposed on a refrigerant flow path between the power battery 20 and the first electronic expansion valve 51, and is configured to detect a temperature of a refrigerant flowing into the power battery 20 or flowing out of the power battery 20. On the one hand, the operation condition of the compressor 30 can also be monitored according to the detection result of the second PT sensor 102; on the other hand, it is possible to determine whether the amount of the refrigerant distributed from the compressor 30 to the battery cooling flow path is appropriate based on the detection result of the second PT sensor 102, and to increase or decrease the amount of the refrigerant introduced into the battery cooling flow path based on the adjustment of the opening degree of the second electronic expansion valve 52 or the first electronic expansion valve 51.
As shown in fig. 1 and 2, in an embodiment of the present application, the vehicle thermal management system further includes a third PT sensor 103 and a fan 150, the third PT sensor 103 is disposed at a refrigerant outlet of the outdoor heat exchanger 70 and is used for detecting a pressure and a temperature of a refrigerant at the outlet of the outdoor heat exchanger 70, and the fan 150 is responsive to a detection result of the third PT sensor 103 to adjust a rotation speed thereof.
In this way, in the process of cooling the passenger compartment or the battery, the rotation speed of the fan 150 can be increased or decreased according to the detection result of the third PT sensor 103 to appropriately adjust the temperature of the refrigerant. For example, if the temperature detected by the third PT sensor 103 is high, the rotation speed of the fan 150 may be increased to decrease the temperature of the refrigerant.
The specific structure of the electric drive thermal management system is not limited in this application. Alternatively, as shown in fig. 1-3, in one embodiment of the present application, an electric drive thermal management system has a coolant main, first and second coolant branches, and a three-way valve 110. One end of the cooling liquid main line is connected with a first port 111 of the three-way valve, one end of the first cooling liquid branch line is connected with a second port 112 of the three-way valve, and one end of the second cooling liquid branch line is connected with a third port 113 of the three-way valve. The other end of the first cooling liquid branch and the other end of the second cooling liquid branch are respectively connected with the other end of the cooling liquid main line. The coolant main is provided with an electric drive system 120 and a water pump 170, the first coolant branch is provided with a radiator 180, and the heat exchanger 10 is provided on the second coolant branch. The three-way valve 110 is arranged to facilitate the simplification of the structure of the vehicle thermal management system. Here, the other end of the first cooling liquid branch and the other end of the second cooling liquid branch may be respectively connected to the other end of the cooling liquid main line through another three-way valve 110, or the other end of the first cooling liquid branch and the other end of the second cooling liquid branch may be respectively connected to the other end of the cooling liquid main line through one solenoid valve.
The electric drive system 120 may include a motor controller, and heat generated during operation may be dissipated through a heat sink 180 or provided to the power cell 20 through the heat exchanger 10.
As shown in fig. 1, in one embodiment of the present application, the heat sink 180 of the electric drive thermal management system and the outdoor heat exchanger 70 of the heat pump air conditioning system may share a single fan 150. The fan 150 may be an electronic fan.
As shown in fig. 1-3, the electric drive thermal management system may further include an IPS assembly 130, and the IPS assembly 130 may include an onboard charger, a DC-DC converter, and the like.
As shown in fig. 1 to 3, the air conditioning system further includes a PTC heater 140, and the PTC heater 140 is used to heat a passenger compartment of the vehicle. When the heat supply requirement of the heat pump air conditioning system is insufficient or the ambient temperature is too low, the PTC heater 140 can work, and the passenger compartment can be heated.
Here, the PTC heater 140 may be a wind type PTC heater 140, alternatively. As shown in fig. 1, the heat pump air conditioning system further includes a blower 160, and the blower 160 may be used to blow air to the PTC heater 140. The blower 160 may also be used to blow air to the indoor evaporator 90.
According to another aspect of the present application, a vehicle is provided that includes the vehicle thermal management system described above.
The above description is only a preferred embodiment of the present application and is not intended to limit the present application, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present application shall be included in the protection scope of the present application.
Claims (10)
1. The vehicle thermal management system is characterized by comprising a heat pump air conditioning system, a battery thermal management system, an electric driving thermal management system and a heat exchanger, wherein the battery thermal management system is provided with a battery cooling flow path, a power battery is arranged on the battery cooling flow path, the battery cooling flow path is connected with the heat pump air conditioning system so that a refrigerant of the heat pump air conditioning system can enter the battery cooling flow path to heat or cool the power battery, and the electric driving thermal management system exchanges heat with the battery cooling flow path through the heat exchanger.
2. The vehicle thermal management system according to claim 1, wherein the heat pump air conditioning system comprises a compressor, and one end of the battery cooling flow path is configured to be connected to a refrigerant outlet of the compressor, and the other end of the battery cooling flow path is configured to be connected to a refrigerant inlet of the compressor.
3. The vehicle thermal management system according to claim 2, wherein a first solenoid valve, a second solenoid valve, and a first electronic expansion valve are further disposed on the battery cooling flow path, wherein the first solenoid valve is disposed on a refrigerant flow path between a refrigerant outlet of the compressor and the power battery, the second solenoid valve is disposed on a refrigerant flow path between the power battery and a refrigerant inlet of the compressor, the first electronic expansion valve is disposed on a refrigerant flow path between the power battery and the second solenoid valve, and the heat exchanger is disposed on a refrigerant flow path between the first electronic expansion valve and the second solenoid valve.
4. The vehicle thermal management system according to claim 3, wherein the heat pump air conditioning system has a refrigerant trunk line and a refrigerant branch line, one end of the refrigerant trunk line is connected to a refrigerant outlet of the compressor, and the other end of the refrigerant trunk line is connected to a refrigerant inlet of the compressor;
the battery cooling system is characterized in that the refrigerant trunk line is also sequentially provided with a second electronic expansion valve, an indoor heat exchanger, a third electronic expansion valve, an outdoor heat exchanger and a gas-liquid separator, and a refrigerant outlet of the compressor is respectively connected with one end of the second electronic expansion valve and one end of the battery cooling flow path.
5. The vehicle thermal management system according to claim 4, wherein the heat pump air conditioning system further comprises a refrigerant branch, and a fourth electronic expansion valve and an indoor evaporator are arranged on the refrigerant branch;
a third electromagnetic valve and a fourth electromagnetic valve are further arranged on the refrigerant trunk, one end of the third electromagnetic valve is connected with a refrigerant outlet of the compressor, and the other end of the third electromagnetic valve is connected with a refrigerant inlet of the third electronic expansion valve;
the fourth electromagnetic valve is positioned between the outdoor heat exchanger and the gas-liquid separator, and two ends of the refrigerant branch are respectively and correspondingly connected to a refrigerant inlet and a refrigerant outlet of the fourth electromagnetic valve.
6. The vehicle thermal management system of claim 4, further comprising a fifth solenoid valve and a sixth solenoid valve;
one end of the fifth electromagnetic valve is connected with a refrigerant outlet of the outdoor heat exchanger, and the other end of the fifth electromagnetic valve is connected with an inlet of the heat exchanger;
one end of the sixth electromagnetic valve is connected to a refrigerant flow path between the first electromagnetic valve and the power battery, and the other end of the sixth electromagnetic valve is used for being connected with a refrigerant inlet of the compressor.
7. The vehicle thermal management system of claim 4, further comprising a first PT sensor, and/or a second PT sensor, and/or a third PT sensor;
the first PT sensor is arranged at a refrigerant outlet of the indoor heat exchanger and used for detecting the pressure and the temperature of a refrigerant at the outlet of the indoor heat exchanger;
the second PT sensor is arranged on a refrigerant flow path between the power battery and the first electronic expansion valve and used for detecting the temperature of a refrigerant flowing into the power battery or flowing out of the power battery;
the vehicle thermal management system further comprises a fan, the third PT sensor is arranged at a refrigerant outlet of the outdoor heat exchanger and used for detecting the pressure and the temperature of the refrigerant at the outlet of the outdoor heat exchanger, and the fan responds to the detection result of the third PT sensor to adjust the rotating speed of the fan.
8. The vehicle thermal management system of claim 1, wherein the electric drive thermal management system has a coolant main, first and second coolant branches, and a three-way valve;
one end of the cooling liquid main line is connected with a first port of the three-way valve, one end of the first cooling liquid branch line is connected with a second port of the three-way valve, and one end of the second cooling liquid branch line is connected with a third port of the three-way valve;
the other end of the first cooling liquid branch and the other end of the second cooling liquid branch are respectively connected with the other end of the cooling liquid main line;
the cooling liquid main road is provided with an electric driving system and a water pump, the first cooling liquid branch road is provided with a radiator, and the heat exchanger is arranged on the second cooling liquid branch road.
9. The vehicle thermal management system of claim 1, further comprising a PTC heater for heating a passenger compartment of a vehicle.
10. A vehicle, characterized in that the vehicle comprises a vehicle thermal management system according to any of claims 1-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122654313.7U CN215971023U (en) | 2021-11-01 | 2021-11-01 | Vehicle thermal management system and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122654313.7U CN215971023U (en) | 2021-11-01 | 2021-11-01 | Vehicle thermal management system and vehicle |
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| CN215971023U true CN215971023U (en) | 2022-03-08 |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114559857A (en) * | 2022-04-06 | 2022-05-31 | 广汽埃安新能源汽车有限公司 | Thermal management system control method and device |
| WO2023109768A1 (en) * | 2021-12-16 | 2023-06-22 | 北京车和家汽车科技有限公司 | Electric vehicle and heat pump system thereof |
-
2021
- 2021-11-01 CN CN202122654313.7U patent/CN215971023U/en active Active
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2023109768A1 (en) * | 2021-12-16 | 2023-06-22 | 北京车和家汽车科技有限公司 | Electric vehicle and heat pump system thereof |
| CN114559857A (en) * | 2022-04-06 | 2022-05-31 | 广汽埃安新能源汽车有限公司 | Thermal management system control method and device |
| CN114559857B (en) * | 2022-04-06 | 2023-12-12 | 广汽埃安新能源汽车有限公司 | Control method and device for thermal management system |
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