CN216033739U - Thermal management system and vehicle with same - Google Patents

Abstract

The utility model discloses a thermal management system and a vehicle with the same, wherein the thermal management system comprises a heat pump module, an electric assembly waterway, an engine waterway, a battery direct cooling plate, a first heat exchanger and a control valve group; the first heat exchanger is provided with a first heat exchange passage and a second heat exchange passage, the first heat exchange passage is communicated with the heat pump module, and the second heat exchange passage is communicated with the electric assembly water channel in parallel; the battery direct cooling plate is communicated with the heat pump module, the control valve group is respectively communicated with the electric assembly water path and the engine water path, and the control valve group comprises a first state; when the control valve is in the first state, the electric assembly water path is communicated with the engine water path in series. Like this, through be equipped with the valve unit between electronic assembly water route and engine water route for thermal management system has higher integrated level, so that electronic assembly water route optionally with engine water route intercommunication, the produced heat of operation in-process between each module in the rational utilization vehicle promotes thermal management system's energy utilization efficiency.

Description

Thermal management system and vehicle with same

Technical Field

The utility model relates to the technical field of vehicles, in particular to a thermal management system and a vehicle with the same.

Background

In the related technology, an electric assembly water path, a battery module, a heat pump module and an engine water path are subjected to integrated control, so that the systems are coordinated with each other, the energy consumption of the whole vehicle is reduced, or the heat management and the reasonable distribution and utilization of the whole vehicle in a hybrid mode are realized.

However, the modules have a large amount of heat redundancy in operation or at the end of operation, so that the energy consumption of the vehicle is improved, and the cruising ability of the vehicle is reduced.

SUMMERY OF THE UTILITY MODEL

The present invention is directed to solving at least one of the problems of the prior art. Therefore, one object of the present invention is to provide a thermal management system, which can reasonably utilize the heat in the vehicle and improve the cruising ability of the vehicle.

A thermal management system according to an embodiment of the present invention includes: the system comprises a heat pump module, an electric assembly waterway, an engine waterway, a battery direct cooling plate, a first heat exchanger and a control valve group; the electric assembly waterway is connected with an electric assembly, the engine waterway is connected with an engine, the first heat exchanger is provided with a first heat exchange passage and a second heat exchange passage, the first heat exchange passage is communicated with the heat pump module, and the second heat exchange passage is communicated with the electric assembly waterway in parallel; the battery direct cooling plate is communicated with the heat pump module, the control valve group is respectively communicated with the electric assembly water path and the engine water path, and the control valve group comprises a first state; when the control valve is in a first state, the electric assembly water path is communicated with the engine water path in series.

According to the thermal management system provided by the embodiment of the utility model, the control valve group is arranged between the electric assembly water path and the engine water path, so that the thermal management system has higher integration level, the use state of the control valve group can be adjusted according to conditions, the electric assembly water path can be selectively communicated with the engine water path, the heat generated between modules in a vehicle in the operation process can be reasonably utilized, the energy utilization efficiency of the thermal management system is improved, and the cruising ability of the vehicle can be improved.

In some embodiments, the control valve set further includes a second state in which the control valve is in the second state, the electric assembly is self-circulating in water, and/or the engine is self-circulating in water.

In some embodiments, further comprising: the warm air waterway is provided with a warm air core body and is communicated with the engine waterway; the control valve group further comprises a third state, when the control valve group is in the third state, the electric assembly water path is self-circulated, and the engine water path is communicated with the warm air water path in series.

In some embodiments, the valve block further comprises a fourth state in which the warm air water circuit self-circulates.

In some embodiments, the valve block comprises: the four-way valve is provided with a first valve port, a second valve port, a third valve port and a fourth valve port, the first valve port is communicated with one end of the electric assembly waterway, the second valve port is communicated with the other end of the electric assembly waterway, the third valve port is communicated with one end of the engine waterway, and the fourth valve port is communicated with the other end of the engine waterway; when the control valve group is in a first state, the first valve port is communicated with the third valve port, and the second valve port is communicated with the fourth valve port, so that the electric assembly water path is communicated with the engine water path in series.

In some embodiments, the valve block further comprises a second state in which the first port and the second port are in communication to allow the electric assembly water circuit to self-circulate, and/or the third port and the fourth port are in communication to allow the engine water circuit to self-circulate.

In some embodiments, a first radiator is further connected to the electric assembly water path, and the electric assembly is connected in parallel with the second heat exchange path and then is communicated with the first radiator in series.

In some embodiments, the electric assembly waterway further comprises: the heat radiator comprises a first radiator branch and a first switching branch, wherein the first radiator is arranged on the first radiator branch, the first radiator branch is communicated with the first switching branch in parallel, and the first radiator branch and the first switching branch can be switched between a connection state and a disconnection connection state respectively.

In some embodiments, the electric assembly waterway further comprises: the electric assembly waterway also comprises a first three-way valve, wherein the first three-way valve is provided with a fifth valve port, a sixth valve port and a seventh valve port, the fifth valve port is communicated with one end of the electric assembly, the sixth valve port is communicated with one end of the first radiator, the seventh valve port is communicated with one end of the first switching branch, when the fifth valve port is communicated with the sixth valve port, the first radiator branch is in a communicated state, and when the fifth valve port is communicated with the seventh valve port, the first switching branch is in a communicated state.

In some embodiments, the engine water circuit comprises: an engine and a second radiator, the engine and the second radiator being in series communication.

In some embodiments, the engine water circuit further comprises: the second radiator branch and the second switching branch are connected in parallel, and the second radiator branch and the second switching branch can be switched between a connection state and a disconnection connection state respectively.

In some embodiments, further comprising: a warm air water path, the warm air water path comprising: the warm air core, the valve unit still with warm air core intercommunication, just the valve unit still includes the third state, when the valve unit is in the third state, the warm air core with the engine is established ties the intercommunication.

In some embodiments, the warm air waterway further includes a warm air pump, the control valve group is further communicated with the warm air pump, and the control valve group further includes a fourth state, and when the control valve group is in the fourth state, the warm air pump is communicated with the warm air core body in series.

In some embodiments, the warm air water circuit further comprises a second three-way valve having an eighth valve port, a ninth valve port and a tenth valve port, the eighth valve port is communicated with the warm air core, the ninth valve port is communicated with the warm air water pump, and the tenth valve port is communicated with the engine; when the control valve group is in a third state, the eighth valve port is communicated with the tenth valve port; when the control valve group is in a fourth state, the eighth valve port is communicated with the ninth valve port.

In some embodiments, the warm air waterway further comprises: and the PTC heater is communicated with the warm air core body in series.

In some embodiments, the warm air waterway further comprises: and the tail gas heat exchanger is communicated with the PTC heater in parallel, and is communicated with the warm air core body in series.

In some embodiments, the heat pump module comprises: the system comprises a compressor, an in-cabin condenser, a second heat exchanger, an in-cabin evaporator, a gas-liquid separator, a refrigeration branch and a heating branch; one end of the compressor is connected with one end of the condenser in the cabin, the other end of the condenser in the cabin is connected with one end of the second heat exchanger, the other end of the second heat exchanger is connected with one end of the evaporator in the cabin, the other end of the evaporator in the cabin is connected with one end of the gas-liquid separator, and the other end of the gas-liquid separator is connected with the other end of the compressor; the second heat exchanger is connected with the first heat exchange passage in parallel, the refrigeration branch is connected with the cabin condenser in parallel, and the heating branch is connected with the cabin evaporator in parallel.

In some embodiments, one end of the battery direct cooling plate and the other end of the under-cabin condenser are selectively connectable or disconnectable, one end of the battery direct cooling plate and the other end of the second heat exchanger are selectively connectable or disconnectable, and the other end of the battery direct cooling plate and the other end of the gas-liquid separator are connected.

A vehicle according to an embodiment of the utility model comprises a thermal management system as described above.

According to the vehicle provided by the embodiment of the utility model, the heat management system is used for controlling and adjusting the heat pump module, the electric assembly water path, the engine water path and the battery direct cooling plate arranged in the vehicle, so that the heat of the vehicle in the running and using process is reasonably utilized, and the cruising ability of the vehicle is improved.

Additional aspects and advantages of the utility model will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the utility model.

Drawings

The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

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

FIG. 2 is a schematic structural diagram of a thermal management system according to an embodiment of the present invention;

FIG. 3 is a schematic structural diagram of a thermal management system according to an embodiment of the present invention;

FIG. 4 is a schematic structural diagram of a thermal management system according to an embodiment of the present invention;

FIG. 5 is a schematic structural diagram of a thermal management system according to an embodiment of the present invention;

FIG. 6 is a schematic structural diagram of a thermal management system according to an embodiment of the present invention;

FIG. 7 is a schematic structural diagram of a thermal management system according to an embodiment of the present invention;

FIG. 8 is a schematic structural diagram of a thermal management system according to an embodiment of the present invention;

FIG. 9 is a schematic structural diagram of a thermal management system according to an embodiment of the present invention.

Reference numerals:

the heat management system 1 is provided with a heat management system,

a heat pump module 100, a compressor 110, an in-cabin condenser 120, an in-cabin evaporator 130, a gas-liquid separator 140, a second heat exchanger 150, a cooling branch 160, a first two-way valve 161, a heating branch 170, a second two-way valve 171, a first check valve 180, a second check valve 190,

an electric assembly water path 200, an electric assembly 210, a motor 211, a motor controller 212, a first radiator 220, a first radiator branch 221, a first three-way valve 250, a fifth valve port 251, a sixth valve port 252, a seventh valve port 253, a first switching branch 260,

an engine water circuit 300, an engine 310, a second radiator 320, a second radiator branch 340, a second switching branch 350,

a battery direct cooling plate 400, a second expansion valve 410, a third expansion valve 420,

a first heat exchanger 500, a first heat exchange path 510, a second heat exchange path 520,

four-way valve 600, first port 610, second port 620, third port 630, fourth port 640,

the system comprises a warm air water channel 700, a warm air core 710, a warm air water pump 720, a second three-way valve 730, an eighth valve port 731, a ninth valve port 732, a tenth valve port 733, a third three-way valve 740, a PTC heater 750 and a tail gas heat exchanger 760.

Detailed Description

Embodiments of the present invention will be described in detail below, the embodiments described with reference to the drawings being illustrative, and the embodiments of the present invention will be described in detail below.

A thermal management system 1 according to an embodiment of the utility model is described below with reference to fig. 1-9. As shown in fig. 1 to 9, the thermal management system 1 includes: the heat pump system comprises a heat pump module 100, an electric assembly water path 200, an engine water path 300, a battery direct cooling plate 400, a first heat exchanger 500 and a control valve group, wherein the electric assembly 210 is connected to the electric assembly water path 200, and an engine 310 is connected to the engine water path 300.

Specifically, the first heat exchanger 500 has a first heat exchange path 510 and a second heat exchange path 520, the first heat exchange path 510 is communicated with the heat pump module 100, and the second heat exchange path 520 is communicated with the electric assembly 210 in parallel; the battery direct cooling plate 400 is communicated with the heat pump module 100; the control valve group is respectively communicated with the electric assembly water path 200 and the engine water path 300 and comprises a first state; when the control valve is in the first state, the electric assembly water path 200 is in series communication with the engine water path 300.

It should be noted that the battery direct cooling plate 400 is adapted to communicate with the heat pump module 100, so that the refrigerant circulating when the heat pump module 100 is in operation can be introduced into the battery direct cooling plate 400 to cool the battery.

Meanwhile, the first heat exchange passage 510 and the second heat exchange passage 520 on the first heat exchanger 500 can exchange heat of a refrigerant in the heat pump module 100 and heat of a coolant in a water path in the use process, so that heat generated in the operation process among the modules in the vehicle can be reasonably utilized, the energy utilization efficiency of the thermal management system 1 is improved, and the cruising ability of the vehicle can be improved. In addition, since the second heat exchange path 520 is communicated with the electric assembly 210 in parallel, the second heat exchange path 520 can absorb the waste heat of the electric assembly 210, and the on-off, flow and the like of the second heat exchange path 520 and the electric assembly 210 can be controlled independently (for example, different control valves, temperature sensors, pressure sensors and the like are arranged respectively) due to the parallel connection mode, so that the control accuracy is higher.

In addition, when the valve block is in the first state, as shown in fig. 9, the electric assembly water path 200 is communicated with the engine water path 300, so that heat can be circulated through the circulation of the cooling liquid, for example, the electric assembly 210 is heated by using the waste heat of the engine 310, and thus the energy utilization efficiency of the thermal management system 1 is improved.

According to the thermal management system 1 provided by the embodiment of the utility model, the control valve group is arranged between the electric assembly water path 200 and the engine water path 300, so that the thermal management system 1 has higher integration level, the use state of the control valve group can be adjusted according to conditions, the electric assembly water path 200 can be selectively communicated with the engine water path 300, heat generated between modules in a vehicle in the operation process can be reasonably utilized, the energy utilization efficiency of the thermal management system is improved, and the cruising ability of the vehicle is improved.

In some embodiments, the control valve assembly further includes a second state, as shown in fig. 2, in which the control valve is in the second state, the electric assembly water circuit 200 self-cycles, and/or the engine water circuit 300 self-cycles.

Like this, through setting the valve unit to the second state for electronic assembly water route 200 and engine water route 300 can both carry out independent circulation, so that the coolant liquid in electronic assembly water route 200 and the engine water route 300 can carry out cooling cycle or heating cycle respectively independently, so that thermal management system 1 can accurately adjust the temperature of engine 310 and electronic assembly 210 so that engine 310 and electronic assembly 210 work in the high-efficient area, thereby let thermal management system 1's energy utilization more rationally high-efficient, and then can reduce the consumption of vehicle, promote duration.

In some embodiments, as shown in fig. 1-9, the thermal management system 1 further comprises: the warm air water path 700 is provided with a warm air core body 710, and the warm air water path 700 is communicated with the engine water path 300; the valve block further includes a third state, as shown in fig. 8, when the valve block is in the third state, the electric assembly water path 200 is self-circulating, and the engine water path 300 is in series communication with the warm air water path 700.

Therefore, when the control valve group is in the third state, the electric assembly water path 200 can be controlled to be self-circulated, and the engine water path 300 is communicated with the warm air water path 700 in series, so that redundant heat in the engine 310 can be transferred to the warm air core body 710, heating of the warm air core body 710 to a passenger compartment is achieved, heating of the heat pump module 100 is assisted, energy consumption of the heat pump module 100 is reduced, and cruising ability of a vehicle is improved.

In some embodiments, the valve block further includes a fourth state, as shown in fig. 7, in which the warm air waterway 700 self-circulates. It can be understood that, when the control valve set is in the fourth state, the warm air water path 700 is self-circulated to enable the heat of the coolant to heat the passenger compartment through the warm air core 710, so as to assist the heating of the heat pump module 100, thereby reducing the energy consumption of the heat pump module 100 and improving the cruising ability of the vehicle.

In some embodiments, as shown in fig. 1-9, the valve set comprises a four-way valve 600, the four-way valve 600 having a first port 610, a second port 620, a third port 630 and a fourth port 640, the first port 610 communicating with one end of the electric sub-assembly water circuit 200, the second port 620 communicating with the other end of the electric sub-assembly water circuit 200, the third port 630 communicating with one end of the engine water circuit 300, the fourth port 640 communicating with the other end of the engine water circuit 300; when the first port 610 and the third port 630 are communicated and the second port 620 and the fourth port 640 are communicated, the electric assembly water path 200 is communicated with the engine water path 300 in series.

When the first port 610 is communicated with the second port 620 and the third port 630 is communicated with the fourth port 640, the electric motor assembly water circuit 200 and the engine water circuit 300 can be independently circulated, so that the thermal management system 1 can accurately adjust the temperature of the engine 310 and the electric motor assembly 210 to enable the engine 310 and the electric motor assembly 210 to work in a high-efficiency area; when the first port 610 and the third port 630 are communicated and the second port 620 and the fourth port 640 are communicated, the electric assembly water path 200 is communicated with the engine water path 300 in series, so that the coolant in the electric assembly water path 200 can flow into the engine water path 300. In this way, when the excess heat in the engine water path 300 can be recycled, the electric assembly water path 200 and the engine water path 300 can be communicated, and the heat in the engine 310 can be recycled to heat the electric assembly 210, so that the energy consumption of the vehicle during use is reduced, and the cruising ability of the vehicle is improved.

In some embodiments, as shown in fig. 1 to 9, the first heat sink 220 is further connected to the electric assembly water path 200, and the first heat sink 220 is connected in series after the electric assembly 210 is connected in parallel with the second heat exchange path 520. In this way, the electromotive assembly 210 and the first heat sink 220 in the electromotive assembly water circuit 200 can form a circulation, and the electromotive assembly 210 is cooled by the first heat sink 220, so that the electromotive assembly 210 operates in a high efficiency region. In some embodiments, the first radiator 220 is an air-cooled radiator disposed in a front compartment (engine compartment) of the vehicle.

In some embodiments, as shown in fig. 1-9, the electric powertrain 210 includes: the motor 211 and the motor controller 212, the motor 211 and the motor controller 212 are communicated in series or in parallel. In this way, when cooling or heating the electric motor assembly water path 200, cooling or heating of the motor 211 and the motor controller 212 is realized.

In some embodiments, as shown in fig. 1-9, the electric assembly waterway 200 further includes: the first radiator branch 221 and the first switching branch 260, the first radiator branch 221 is provided with a first radiator 220, the first radiator branch 221 and the first switching branch 260 are communicated in parallel, and the first radiator branch 221 and the first switching branch 260 can be switched between a connected state and a disconnected connected state respectively. In this way, the first switching branch 260 is adapted to adjust the usage status of the electric assembly water path 200, that is, when the first switching branch 260 is connected, the first radiator branch 221 is disconnected, and the coolant circulates through the first switching branch 260, so as to realize heating of the electric assembly water path 200, so as to avoid heat of the electric assembly 210 being dissipated by the first radiator 220, thereby ensuring the heating effect of the thermal management system 1 on the electric assembly 210, and when the first switching branch 260 is disconnected and the first radiator branch 221 is connected, the coolant circulates through the first radiator branch 221, so as to realize cooling of the electric assembly water path 200.

In some embodiments, as shown in fig. 1-9, the electric assembly waterway 200 further includes: the first three-way valve 250 includes a fifth port 251, a sixth port 252, and a seventh port 253, the fifth port 251 is communicated with one end of the electromotive assembly 210, the sixth port 252 is communicated with one end of the first radiator 220, the seventh port 253 is communicated with one end of the first switching branch 260, when the fifth port 251 is communicated with the sixth port 252, the first radiator branch 221 is in a communicating state, and when the fifth port 251 is communicated with the seventh port 253, the first switching branch 260 is in a communicating state.

In some embodiments, as shown in fig. 1-9, the engine water circuit 300 includes: the engine 310 and the second radiator 320 are communicated in series, and the third valve port 630 and the fourth valve port 640 are communicated between the engine 310 and the second radiator 320. In this way, the engine 310 and the second radiator 320 in the engine water path 300 can circulate, and the second radiator 320 can radiate heat from the engine 310, so that the engine 310 can operate in a high efficiency region. In some embodiments, the second radiator 320 is an air-cooled radiator disposed in a front compartment (engine compartment) of the vehicle.

In some embodiments, as shown in fig. 1-9, the engine water circuit 300 further includes: the second radiator branch 340 is provided with a second radiator 320, the second radiator branch 340 is communicated with the second switching branch 350 in parallel, and the second radiator branch 340 and the second switching branch 350 can be switched between a connection state and a disconnection connection state respectively.

In this way, the second switching branch 350 is adapted to adjust the usage state of the engine water path 300, that is, when the second switching branch 350 is connected, the second radiator branch 340 is disconnected, and the coolant circulates through the second switching branch 350, so as to implement cooling of the engine water path 300 by using the coolant itself, and this mode is adapted to the working condition where the cooling demand of the engine 310 is small; when the second switching branch 350 is disconnected and the second radiator branch 340 is connected, the cooling liquid circulates through the second radiator branch 340 to cool the engine 310 through the second radiator 320, and the cooling capacity in this mode is obviously greater than that in the case where the second switching branch 350 is disconnected and connected to the second radiator branch 340, which is suitable for the working condition with a large cooling demand on the engine 310.

In some embodiments, as shown in fig. 1-9, the thermal management system 1 further comprises: warm air water circuit 700, warm air water circuit 700 includes: the warm air core body 710 and the control valve group are further communicated with the warm air core body 710, the control valve group further comprises a third state, and when the control valve group is in the third state, the warm air core body 710 is communicated with the engine 310 in series.

When the control valve set is in the third state, as shown in fig. 8, the warm air water path 700 may be communicated with the engine water path 300, so that the surplus heat in the engine water path 300 can be transferred to the warm air core 710 through the cooling liquid, thereby heating the passenger compartment by the warm air core 710 to assist the heat pump module 100 in heating, thereby reducing the energy consumption of the heat pump module 100, and improving the cruising ability of the vehicle.

In some embodiments, as shown in fig. 1-9, the warm air waterway 700 further includes a warm air pump 720, the control valve assembly is further in communication with the warm air pump 720, and the control valve assembly further includes a fourth state, as shown in fig. 7, when the control valve assembly is in the fourth state, the warm air pump 720 is in series communication with the warm air core 710.

It is understood that the warm air pump 720 is adapted to drive the circulation of the cooling fluid in the warm air water path 700. Therefore, in the fourth state of the control valve group, the warm air water channel 700 is self-circulated, so that the heat of the coolant can be used for heating the passenger compartment through the warm air core body 710, the heating of the heat pump module 100 is assisted, the energy consumption of the heat pump module 100 is reduced, and the cruising ability of the vehicle is improved.

In some embodiments, as shown in fig. 1-9, the warm air waterway 700 further includes a second three-way valve 730, the second three-way valve 730 has an eighth port 731, a ninth port 732 and a tenth port 733, the eighth port 731 is in communication with the warm air core 710, the ninth port 732 is in communication with the warm air pump 720, and the tenth port 733 is in communication with the engine 310; as shown in fig. 8, when the control valve group is in the third state, the eighth port 731 is communicated with the tenth port 733; as shown in fig. 7, when the control valve group is in the fourth state, the eighth port 731 is in communication with the ninth port 732.

In this way, the second three-way valve 730 provided in the warm air water path 700 can control the usage of the warm air water path 700, that is, the warm air water path 700 can communicate with the engine water path 300 when the eighth port 731 and the tenth port 733 of the second three-way valve 730 communicate with each other. When the eighth port 731 and the ninth port 732 of the second three-way valve 730 are connected, the warm air waterway 700 is independently operated in a circulating manner. Through setting up second three-way valve 730 for the valve unit simply switches between third state and fourth state reliably, thereby rationally utilizes the produced heat at the operation in-process between each module in the vehicle, promotes thermal management system 1's energy utilization efficiency, can let the duration of vehicle obtain promoting moreover.

In some embodiments, as shown in fig. 1-9, the warm air waterway 700 further includes: a PTC (Positive Temperature Coefficient thermistor) heater, and a PTC heater 750 is connected in series with the heater core 710. It can be understood that when a faster heating demand is required, the PTC heater 750 may be turned on, so that the coolant flowing through the PTC heater 750 has higher heat during the use of the warm air water path 700, so that the heating efficiency of the warm air core 710 is further improved, and the heating effect of the warm air water path 700 can reach the user demand more quickly.

In some embodiments, as shown in fig. 1-9, the warm air waterway 700 further includes: and the tail gas heat exchanger 760, the tail gas heat exchanger 760 is communicated with the PTC heater 750 in parallel, and the tail gas heat exchanger 760 is communicated with the warm air core 710 in series. Specifically, the warm air core 710, the PTC heater 750 and the exhaust gas heat exchanger 760 are connected by a third three-way valve 740, and are respectively communicated with or disconnected from the warm air core 710 by controlling the PTC heater 750 and the exhaust gas heat exchanger 760. It should be noted that a certain amount of heat is also contained in the exhaust gas of the vehicle, and the exhaust gas heat exchanger 760 may be disposed to absorb the heat in the exhaust gas and provide the heat to the warm air water path 700, so as to reduce the power consumption of the warm air water path 700, improve the heating performance of the warm air core 710, and improve the cruising ability of the vehicle.

Specifically, the tail gas heat exchanger 760 is in parallel communication with the PTC heat exchanger, so that the coolant introduced into the PTC heat exchanger for circulation can also be introduced into the tail gas heat exchanger 760 for heat absorption, so that the coolant introduced into the warm air core 710 has higher heat, thereby further improving the heating efficiency of the warm air core 710.

In some embodiments, as shown in fig. 1-9, the heat pump module 100 includes: the system comprises a compressor 110, an in-cabin condenser 120, a second heat exchanger 150, an in-cabin evaporator 130, a gas-liquid separator 140, a refrigerating branch 160 and a heating branch 170, wherein one end of the compressor 110 is connected and communicated with one end of the in-cabin condenser 120, and the other end of the in-cabin condenser 120 is connected with one end of the second heat exchanger 150; one end of the second heat exchanger 150 is communicated with the other end of the under-cabin evaporator 130; the other end of the gas-liquid separator 140 is connected to the other end of the compressor 110; the second heat exchanger 150 is connected in parallel with the first heat exchange path 510, the refrigeration branch 160 is connected in parallel with the in-cabin condenser 120, and the heating branch 170 is connected in parallel with the in-cabin evaporator 130; the refrigeration branch 160 is in parallel communication with the in-cabin condenser 120; the heating branch 170 is in parallel communication with the under-cabin evaporator 130. In some embodiments, the second heat exchanger 150 is an air-cooled heat exchanger disposed in the front compartment (engine compartment) of the vehicle.

The heat pump module 100 has a cooling mode and a heating mode, and when the heat pump module 100 is in the cooling mode, as shown in fig. 2 and 3, the refrigerant sequentially passes through the compressor 110, the cooling branch 160, the second heat exchanger 150, the in-cabin evaporator 130 and the gas-liquid separator 140, and in this mode, the refrigerant releases heat and condenses to the air at the second heat exchanger 150, and absorbs heat and evaporates to the passenger cabin at the in-cabin evaporator 130; when the heat pump module 100 is in the heating mode, as shown in fig. 5, 6, or 7, the refrigerant passes through the compressor 110, the cabin condenser 120, the first heat exchange path 510, the battery direct cooling plate 400, the second heat exchanger 150, the heating branch 170, and the gas-liquid separator 140 in sequence, and in this mode, the refrigerant releases heat and condenses to the passenger cabin at the cabin condenser 120, and absorbs heat and evaporates to the air at the second heat exchanger 150.

It should be noted that the above-mentioned cooling mode and heating mode are implemented in the vehicle as an action process on the passenger compartment, that is, the passenger compartment can be cooled in the cooling mode, and heated in the heating mode, so that the comfort of the user when driving the vehicle is improved.

In this way, the refrigerant circulates through different paths in the heat pump module 100, so that a heating mode or a cooling mode of the heat pump module 100 can be configured to meet the requirements of the thermal management system 1 under different working conditions.

In some embodiments, the battery direct cooling plate 400 is in parallel communication with the under-cabin evaporator 130; the heat pump module 100 has a battery cooling mode, and as shown in fig. 3 and 4, when the heat pump module 100 is in the battery cooling mode, the refrigerant passes through the compressor 110, the refrigeration branch 160, the second heat exchanger 150, the battery direct cooling plate 400, and the gas-liquid separator 140 in sequence. It should be noted that, since the efficient operation of the battery requires a proper temperature, the battery direct cooling plate 400 and the heat pump module 100 may be in refrigerant communication, so that the heat pump module 100 controls the temperature of the battery during use, and the battery is always at a proper use temperature, so that the use performance of the battery is improved.

In some embodiments, as shown in fig. 1-9, the cooling branch 160 is provided with a first two-way valve 161 and the heating branch 170 is provided with a second two-way valve 171. It is understood that whether the cooling branch 160 is connected to the heating branch 170 or not can affect the operation mode of the heat pump module 100, so as to form a cooling mode or a heating mode of the heat pump module 100. In this way, the opening and closing of the first two-way valve 161 and the second two-way valve 171 are controlled, so that the use of the heat pump module 100 is controlled, and the heat management system 1 can more simply and reliably control the use state of the heat pump module 100, so that the use of the heat pump module 100 is simpler and more convenient.

In some embodiments, as shown in fig. 1-9, the heat pump module 100 further comprises: the inlet of the first check valve 180 is communicated with one end of the cabin condenser 120 far away from the compressor 110 in series and is integrally communicated with the refrigeration branch 160 in parallel, the inlet of the second check valve 190 is communicated with one end of the cabin evaporator 130 and is integrally communicated with the gas-liquid separator 140, and the second check valve 190 and the cabin evaporator 130 are integrally communicated with the heating branch 170 in parallel. In this way, the thermal management system 1 prevents the refrigerant from reversely flowing into the cabin condenser 120, the cabin evaporator 130, or the battery direct cooling plate 400 by providing the first check valve 180 and the second check valve 190, so as to improve the reliability of the heat pump module 100.

In some embodiments, as shown in fig. 1-9, one end of the battery direct cooling plate 400 may be selectively connected or disconnected from the other end of the in-cabin condenser 120, one end of the battery direct cooling plate 400 may be selectively connected or disconnected from the other end of the second heat exchanger 150, and the other end of the battery direct cooling plate 400 is connected to the other end of the gas-liquid separator 140; in some embodiments, one end of the battery direct cooling plate 400 and the other end of the in-cabin condenser 120 may be selectively connected or disconnected by a second expansion valve 410, and one end of the battery direct cooling plate 400 and the other end of the second heat exchanger 150 may be selectively connected or disconnected by a third expansion valve 420. When the outdoor environment temperature is too low, or the battery is used for a long time, and a large amount of heat is accumulated on the battery, the second expansion valve 410 may be opened, as shown in fig. 6, the compressor 110, the in-cabin condenser 120, the second expansion valve 410, the battery direct-cooling plate 400, and the gas-liquid separator 140 are sequentially and circularly connected on the heat pump module 100, or the third expansion valve 420 is opened, as shown in fig. 3 and 4, the compressor 110, the refrigeration branch 160, the third expansion valve 420, the battery direct-cooling plate 400, and the gas-liquid separator 140 are sequentially and circularly connected on the heat pump module 100, so that the battery is cooled by the low-temperature refrigerant of the heat pump module 100 through the battery direct-cooling plate 400.

The vehicle according to the embodiment of the present invention includes the thermal management system 1 as above.

Specifically, in order to improve the comfort of a user in driving the vehicle during use of the vehicle, a cooling mode or a heating mode may be turned on in the vehicle to improve the comfort of the vehicle cab.

Like this, the application thermal management system 1 that mentions in this application has higher integrated level to can rationally utilize the produced heat of vehicle in the course of traveling, in order to promote the duration when the vehicle drives, and can let the vehicle carry out the effect under the mode of cooling or the mode of heating and obtain promoting, thereby reduce the energy consumption of vehicle in the use, make the vehicle have higher duration.

Various modes of operation of the thermal management system 1 in which the heat pump module 100, the electric assembly water circuit 200, the engine water circuit 300, the warm air water circuit 700, and the battery direct cooling plate 400 interact with each other will be described in detail below with reference to fig. 1-9.

Passenger compartment individual refrigeration mode: as shown in fig. 2, in the case where separate cooling of the passenger compartment is required: the heat pump module 100 operates a refrigeration cycle, and a refrigerant is compressed by the compressor 110, then releases heat and condenses in the second heat exchanger 150, and is throttled by the expansion valve at the front end of the in-cabin evaporator 130, and then absorbs heat and evaporates in the in-cabin evaporator 130, thereby refrigerating the passenger cabin.

Passenger compartment cooling + battery cooling mode: as shown in fig. 3, in the case where the passenger compartment needs to be cooled, the battery also needs to be cooled, that is, in the case where the passenger compartment and the battery are cooled simultaneously: the heat pump module 100 operates a refrigeration cycle, and a refrigerant is compressed by the compressor 110, then releases heat and condenses in the second heat exchanger 150, is throttled by the expansion valve at the front end of the in-cabin evaporator 130, then absorbs heat and evaporates in the in-cabin evaporator 130, and is throttled by the third expansion valve 420, then absorbs heat and evaporates in the battery direct cooling plate 400, thereby realizing refrigeration of the passenger cabin and the battery.

Battery-only cooling mode: as shown in fig. 4, the battery direct cooling plate 400 can perform a refrigeration cycle by itself: the heat pump module 100 operates a refrigeration cycle, and a refrigerant is compressed by the compressor 110, then releases heat and condenses in the second heat exchanger 150, throttled by the third expansion valve 420, and then absorbs heat and evaporates in the battery direct cooling plate 400, thereby refrigerating the battery.

Electric-assembly-only cooling mode: in some embodiments, the electric assembly 210 may be cooled by itself, with the control valve set in the second state, i.e., the electric assembly water circuit 200 is self-circulating and the first radiator branch 221 is connected and the first switching branch 260 is disconnected, thereby dissipating heat from the electric assembly 210 by the first radiator 220 alone.

Engine-only cooling mode: in some embodiments, the engine 310 may be cooled by itself, with the control valve set to the second state, i.e., the engine water circuit 300 is self-circulating. When the heat of the engine 310 is high, that is, the heat dissipation requirement is high, a cooling large cycle is performed, the second radiator branch 340 is communicated, and the second switching branch 350 is disconnected, so that the engine 310 is separately dissipated through the second radiator 320; when the heat of the engine 310 is not high, that is, the heat dissipation requirement is small, a cooling small cycle is performed, the second switching branch 350 is connected, and the second radiator branch 340 is disconnected, so that the engine 310 is dissipated by the coolant itself.

Heating mode of the passenger compartment heat pump: as shown in fig. 5, the passenger compartment also has a heating requirement, for example, when the heat of the electric assembly 210 is high or right, the heat pump module 100 operates a heating cycle, a refrigerant is compressed by the compressor 110 and then releases heat and condenses in the in-compartment condenser 120, and then throttled by the expansion valve at the front end of the first heat exchanger 500 and absorbs heat in the electric assembly water path 200 at the first heat exchanger 500 and evaporates, at this time, the control valve set is in the second state, that is, the electric assembly water path 200 circulates by itself, and the first switching branch 260 is connected and the first radiator branch 221 is disconnected. That is, both passenger compartment warming and cooling of the electric assembly 210 is achieved in this mode.

And a heating mode of the heat pump of the passenger compartment is as follows: as shown in fig. 6, when the heat of the battery is high or right, the heat pump module 100 operates a heating cycle, and the refrigerant is compressed by the compressor 110, then releases heat and condenses in the cabin condenser 120, throttled by the second expansion valve 410, and then absorbs heat and evaporates in the battery direct cooling plate 400. That is, both the warming of the passenger compartment and the cooling of the battery are achieved in this mode. .

And a passenger compartment heat pump heating mode III: as shown in fig. 7, the heat in the air can also be absorbed by the second heat exchanger 150: the heat pump module 100 operates a heating cycle, and a refrigerant is compressed by the compressor 110, then releases heat and condenses in the cabin condenser 120, and then is throttled by the expansion valve at the front end of the second heat exchanger 150, and then absorbs heat in air and evaporates at the second heat exchanger 150, thereby heating the passenger cabin.

The passenger compartment warm air heating mode I: the thermal management system 1 provided in the embodiment of the application can heat the passenger compartment through the heat pump module 100, and can also heat the passenger compartment through the warm air water path 700, or supplement the heat generated by the heat pump module 100. As shown in fig. 7, the control valve set may be set to be in a fourth state, that is, the warm air water path 700 is self-circulated, at this time, the PTC heater 750 may be activated to heat the coolant in the warm air water path 700, or the exhaust gas heat exchanger 760 may be activated to absorb the residual heat of the exhaust gas of the vehicle to heat the coolant in the warm air water path 700, and then the heat of the coolant in the warm air water path 700 is transferred to the passenger compartment through the warm air core 710, so as to heat the passenger compartment, or the heat is supplemented to the heat pump module 100.

And a passenger compartment warm air heating mode II: as shown in fig. 8, when the heat of the engine 310 is more or right, the control valve set may be set to be in a third state, that is, the engine water path 300 is connected in series with the warm air water path 700, and at this time, the PTC heater 750 or the exhaust gas heat exchanger 760 only allows the coolant to pass through but does not perform heating operation, so that the waste heat of the engine 310 is transferred to the passenger compartment through the warm air core 710, and the passenger compartment is heated, or the waste heat is supplemented to the heat pump module 100, and the cooling of the engine 310 is also achieved to a certain extent

An engine heating mode: in order to make the engine 310 operate efficiently at a proper temperature, for example, when the temperature of the engine 310 is low immediately after the engine 310 is started, the engine 310 needs to be warmed up, as shown in fig. 8, the control valve set may be set to be in a third state, that is, the engine water path 300 is connected in series with the warm air water path 700, at this time, the PTC heater 750 or the exhaust gas heat exchanger 760 is activated to heat the coolant, and the warm air core 710 only allows the coolant to pass through but does not heat the passenger compartment, so that the engine 310 is warmed up by the PTC heater 750 or the exhaust gas heat exchanger 760.

Electric assembly heating mode: in order for the electric assembly 210 to work efficiently at a proper temperature, the electric assembly 210 needs to be heated, and as shown in fig. 9, the valve set may be set to be in a first state, that is, the electric assembly water path 200 and the engine water path 300 are connected in series, and the first switching branch 260 is connected and the first radiator branch 221 is disconnected, the second switching branch 350 is connected and the second radiator branch 340 is disconnected. That is, both heating of the electric powertrain 210 and, to a certain extent, cooling of the engine 310 are achieved in this mode.

Battery heating mode: in order to make the battery work efficiently at a proper temperature, the battery needs to be heated in some low-temperature environments, and in some embodiments, a heating film can be arranged on the battery.

A dehumidification mode: more than that, the thermal management system 1 can also perform a dehumidification cycle: that is, the heat pump module 100 operates the refrigeration cycle to dissipate heat from the second heat exchanger 150, moisture in the air inside the passenger compartment is absorbed by the in-compartment evaporator 130 to be condensed and discharged, and the warm air core 710 is activated to absorb heat of the PTC heater 750 or the tail gas heat exchanger 760 or the engine 310 through the various warm air heating modes, and heat the dry and low-temperature air passing through the in-compartment evaporator 130, so that the dry and high-temperature air is returned to the passenger compartment to dehumidify the passenger compartment

In this way, the heat management system 1 is used for controlling and adjusting the heat pump module 100, the electric assembly water path 200, the engine 310 warm air water path 700 and the battery direct cooling plate 400 arranged in the vehicle, so that the heat of the vehicle in the running and using process is reasonably utilized, and the cruising ability of the vehicle is improved.

Other configurations and operations of vehicles according to embodiments of the present invention are known to those of ordinary skill in the art and will not be described in detail herein.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example.

While embodiments of the utility model have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the utility model, the scope of which is defined by the claims and their equivalents.

Claims (19)

1. A thermal management system, comprising:

the system comprises a heat pump module, an electric assembly waterway and an engine waterway, wherein the electric assembly waterway is connected with an electric assembly, and the engine waterway is connected with an engine;

a first heat exchanger having a first heat exchange path in communication with the heat pump module and a second heat exchange path in parallel communication with the electric motor assembly;

the battery direct cooling plate is communicated with the heat pump module;

a control valve bank in communication with the electric assembly waterway and the engine waterway, respectively, the control valve bank including a first state; when the control valve group is in a first state, the electric assembly water way is communicated with the engine water way in series.

2. The thermal management system of claim 1, wherein the set of control valves further comprises a second state in which the control valve is in the second state, the electric assembly is self-cycled by water, and/or the engine is self-cycled by water.

3. The thermal management system of claim 1, further comprising: the warm air waterway is provided with a warm air core body and is communicated with the engine waterway;

the control valve group further comprises a third state, when the control valve group is in the third state, the electric assembly water path is self-circulated, and the engine water path is communicated with the warm air water path in series.

4. The thermal management system of claim 3, wherein the valve block further comprises a fourth state, and wherein the warm air water is self-circulating when the valve block is in the fourth state.

5. The thermal management system of claim 1, wherein the set of control valves comprises: the four-way valve is provided with a first valve port, a second valve port, a third valve port and a fourth valve port, the first valve port is communicated with one end of the electric assembly waterway, the second valve port is communicated with the other end of the electric assembly waterway, the third valve port is communicated with one end of the engine waterway, and the fourth valve port is communicated with the other end of the engine waterway;

when the control valve group is in a first state, the first valve port is communicated with the third valve port, and the second valve port is communicated with the fourth valve port, so that the electric assembly waterway is communicated with the engine waterway in series.

6. The thermal management system of claim 5, wherein the set of control valves further comprises a second state in which the first port and the second port are in communication to allow the electronics package to self-circulate and/or the third port and the fourth port are in communication to allow the engine to self-circulate.

7. The thermal management system of claim 5, wherein a first heat sink is further connected to the electric powertrain, and the electric powertrain is connected in parallel with the second heat exchanging passage and then in series communication with the first heat sink.

8. The thermal management system of claim 7, wherein the electric assembly water circuit further comprises: the heat radiator comprises a first radiator branch and a first switching branch, wherein the first radiator is arranged on the first radiator branch, the first radiator branch is communicated with the first switching branch in parallel, and the first radiator branch and the first switching branch can be switched between a connection state and a disconnection connection state respectively.

9. The thermal management system of claim 8, wherein the electrical assembly waterway further comprises a first three-way valve having a fifth port, a sixth port, and a seventh port, the fifth port is in communication with an end of the electrical assembly, the sixth port is in communication with an end of the first heat sink, the seventh port is in communication with an end of the first switching branch, the first heat sink branch is in communication when the fifth port is in communication with the sixth port, and the first switching branch is in communication when the fifth port is in communication with the seventh port.

10. The thermal management system of claim 1, wherein the engine water circuit comprises: an engine and a second radiator, the engine and the second radiator being in series communication.

11. The thermal management system of claim 10, wherein the engine water circuit further comprises: the second radiator branch and the second switching branch are connected in parallel, and the second radiator branch and the second switching branch can be switched between a connection state and a disconnection connection state respectively.

12. The thermal management system of claim 10, further comprising: the warm air waterway comprises a warm air core body;

the control valve group is communicated with the warm air core body, the control valve group further comprises a third state, and when the control valve group is in the third state, the warm air core body is communicated with the engine in series.

13. The thermal management system of claim 12, wherein the warm air waterway further comprises a warm air pump, the valve block is further in communication with the warm air pump, and the valve block further comprises a fourth state in which the warm air pump is in series communication with the warm air core.

14. The thermal management system of claim 13, wherein the warm air water circuit further comprises a second three-way valve having an eighth port in communication with the warm air core, a ninth port in communication with the warm air pump, and a tenth port in communication with the engine;

when the control valve group is in a third state, the eighth valve port is communicated with the tenth valve port;

when the control valve group is in a fourth state, the eighth valve port is communicated with the ninth valve port.

15. The thermal management system of claim 12, wherein the warm air waterway further comprises: and the PTC heater is communicated with the warm air core body in series.

16. The thermal management system of claim 15, wherein the warm air waterway further comprises: and the tail gas heat exchanger is communicated with the PTC heater in parallel, and is communicated with the warm air core body in series.

17. The thermal management system of claim 1, wherein the heat pump module comprises:

the system comprises a compressor, an in-cabin condenser, a second heat exchanger, an in-cabin evaporator, a gas-liquid separator, a refrigeration branch and a heating branch;

one end of the compressor is connected with one end of the condenser in the cabin, the other end of the condenser in the cabin is connected with one end of the second heat exchanger, the other end of the second heat exchanger is connected with one end of the evaporator in the cabin, the other end of the evaporator in the cabin is connected with one end of the gas-liquid separator, and the other end of the gas-liquid separator is connected with the other end of the compressor;

the second heat exchanger is connected with the first heat exchange passage in parallel, the refrigeration branch is connected with the cabin condenser in parallel, and the heating branch is connected with the cabin evaporator in parallel.

18. The thermal management system of claim 17, wherein one end of the battery direct chill plate is selectively connectable or disconnectable from another end of the in-cabin condenser, and one end of the battery direct chill plate is selectively connectable or disconnectable from another end of the second heat exchanger, the another end of the battery direct chill plate being connected to another end of the gas-liquid separator.

19. A vehicle comprising a thermal management system according to any of claims 1-18.

Images