CN216507807U - Vehicle thermal management system and vehicle - Google Patents

Abstract

The present disclosure relates to a vehicle thermal management system and a vehicle, the system including a coolant flow path, an engine and a first water pump disposed on the coolant flow path in series with each other, and a first heat exchanger, an absorption refrigeration device, a first expansion valve, and an indoor evaporator, an outlet of the coolant flow path being connected to a coolant inlet of the absorption refrigeration device, and coolant flowing into the absorption refrigeration device from the outlet of the coolant flow path radiating heat in the absorption refrigeration device, a coolant outlet of the absorption refrigeration device being connected to a coolant inlet of the first heat exchanger, a coolant outlet of the first heat exchanger being connected to an inlet of the coolant flow path, a refrigerant outlet of the absorption refrigeration device being connected to a refrigerant inlet of the first heat exchanger, a refrigerant outlet of the first heat exchanger being connected to an inlet of the first expansion valve, an outlet of the first expansion valve being connected to an inlet of the indoor evaporator, the outlet of the indoor evaporator is connected with the refrigerant inlet of the absorption refrigerating device.

Description

Vehicle thermal management system and vehicle

Technical Field

The disclosure relates to the technical field of vehicle thermal management systems, in particular to a vehicle thermal management system and a vehicle using the same.

Background

In the case of a fuel vehicle or a hybrid vehicle, heat is generated when an engine operates, and in order to cool the engine, a radiator is generally disposed in a front compartment of the vehicle to directly radiate the heat generated by the engine to the external atmosphere, thereby cooling the engine. This can result in the heat generated by the engine not being utilized properly, increasing the energy consumption burden on the vehicle thermal management system.

SUMMERY OF THE UTILITY MODEL

The vehicle thermal management system can reasonably utilize heat generated by an engine and optimize the energy consumption of the whole vehicle.

In order to achieve the above objects, according to one aspect of the present disclosure, there is provided a vehicle thermal management system including a coolant flow path, an engine, a first water pump, a first heat exchanger, an absorption type cooling device, a first expansion valve, and an indoor evaporator,

the engine and the first water pump are arranged in series on the coolant flow path, an outlet of the coolant flow path is connected to a coolant inlet of the absorption refrigeration device, and the coolant flowing into the absorption refrigeration device from the outlet of the coolant flow path releases heat in the absorption refrigeration device, a coolant outlet of the absorption refrigeration device is connected to a coolant inlet of the first heat exchanger, and a coolant outlet of the first heat exchanger is connected to an inlet of the coolant flow path,

the refrigerant outlet of the absorption refrigeration device is connected with the refrigerant inlet of the first heat exchanger, the refrigerant flowing into the first heat exchanger from the refrigerant outlet of the absorption refrigeration device releases heat in the first heat exchanger, the refrigerant outlet of the first heat exchanger is connected with the inlet of the first expansion valve, the outlet of the first expansion valve is connected with the inlet of the indoor evaporator, and the outlet of the indoor evaporator is connected with the refrigerant inlet of the absorption refrigeration device.

Optionally, the vehicle thermal management system further includes a first coolant branch, a battery pack, a second water pump, a first heater, a second expansion valve, and a second heat exchanger, the battery pack and the first heater are arranged in series on the first coolant branch, the second water pump, and the second heat exchanger are connected in series to form a coolant loop,

the refrigerant outlet of the first heat exchanger is also connected with the inlet of the second expansion valve, the refrigerant outlet of the first heat exchanger can be selectively communicated or cut off with the inlet of the first expansion valve and selectively communicated or cut off with the inlet of the second expansion valve, the outlet of the second expansion valve is connected with the refrigerant inlet of the second heat exchanger, and the refrigerant outlet of the second heat exchanger is connected with the refrigerant inlet of the absorption refrigeration device.

Optionally, the vehicle thermal management system further includes a first three-way valve, an a port of the first three-way valve is connected to the refrigerant outlet of the first heat exchanger, a B port of the first three-way valve is connected to the inlet of the first expansion valve, and a C port of the first three-way valve is connected to the inlet of the second expansion valve.

Optionally, the refrigerant outlet of the second heat exchanger is connected to the refrigerant inlet of the absorption refrigeration device via an on-off valve or a check valve.

Optionally, the vehicle thermal management system further includes a second coolant branch, a warm air core, a second heater, and a third water pump that are connected in series with each other are disposed on the second coolant branch, an outlet of the coolant flow path is further connected to an inlet of the second coolant branch, and the outlet of the coolant flow path can be selectively connected to or disconnected from a coolant inlet of the absorption refrigeration device and selectively connected to or disconnected from an inlet of the second coolant branch, and an outlet of the second coolant branch is connected to a coolant inlet of the first heat exchanger.

Optionally, the outlet of the second coolant branch is further connected to the inlet of the first coolant branch, and the outlet of the second coolant branch can be selectively switched on or off with the inlet of the first heat exchanger and selectively switched on or off with the inlet of the first coolant branch, and the outlet of the first coolant branch is connected to the coolant inlet of the first heat exchanger.

Optionally, the vehicle thermal management system further comprises a second three-way valve and a third three-way valve, wherein the A port of the second three-way valve is connected with the outlet of the cooling liquid flow path, the B port of the second three-way valve is connected with the cooling liquid inlet of the absorption refrigeration device, the C port of the second three-way valve is connected with the inlet of the second cooling liquid branch path,

and the port A of the third three-way valve is connected with the outlet of the second cooling liquid branch, the port B of the third three-way valve is connected with the cooling liquid inlet of the first heat exchanger, and the port C of the third three-way valve is connected with the inlet of the first cooling liquid branch.

Optionally, the vehicle thermal management system further comprises an electric machine, a motor controller, and an engine exhaust heat absorber for absorbing heat from engine exhaust, the electric machine, the motor controller, and the engine exhaust heat absorber all disposed on the coolant flow path,

the engine exhaust heat absorber and the engine are connected in parallel, the motor and the motor controller are connected in series, and the motor controller are connected in parallel with the engine and the engine exhaust heat absorber.

Optionally, the absorption refrigeration device comprises a generator and an absorber, the generator has a solution cavity and a vapor cavity therein for communicating with each other, the solution cavity contains a binary solution, the generator has a first inlet, a second inlet, a first outlet, a second outlet and a third outlet formed thereon, the absorber has a third inlet, a fourth inlet and a fourth outlet formed thereon, the solution cavity has a heat exchange tube disposed therein, the heat exchange tube communicates with the first inlet and the first outlet, the second inlet and the second outlet communicate with the solution cavity, the second outlet connects with the fourth inlet, the fourth outlet connects with the second inlet, and the third outlet communicates with the vapor cavity;

the first inlet is a cooling liquid inlet of the absorption refrigeration device, the first outlet is a cooling liquid outlet of the absorption refrigeration device, the third outlet is a refrigerant outlet of the absorption refrigeration device, and the third inlet is a refrigerant inlet of the absorption refrigeration device.

According to another aspect of the disclosure, a vehicle is provided that includes the vehicle thermal management system described above.

Through the technical scheme, the absorption type refrigerating device is arranged, and heat generated when the engine runs is used as a heat source for evaporating the low-boiling-point refrigerant in the binary solution in the absorption type refrigerating device, so that the heat of the passenger compartment can be absorbed at the indoor evaporator after the evaporated refrigerant is cooled, throttled and depressurized, and the refrigeration of the passenger compartment is realized. In the prior art, a compressor, an expansion valve and an indoor evaporator are generally connected in series to form a loop, and a high-temperature and high-pressure gaseous refrigerant is provided by the compressor, but the compressor consumes large energy, vibrates greatly and generates large noise during operation. In the disclosure, the heat generated by the running of the engine is used as a heat source to evaporate the low-boiling-point refrigerant in the binary solution in the absorption refrigeration device, so that the refrigerant outlet of the absorption refrigeration device can flow out gaseous refrigerant, the whole process has no motive power, and the heat principle is directly used, so that the energy consumption is low, and the absorption refrigeration device has no vibration and low noise in the working process, is beneficial to reducing the energy consumption of the whole vehicle, and reduces the noise and vibration generated by the running of a vehicle thermal management system.

Additional features and advantages of the disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:

FIG. 1 is a flow diagram of a vehicle thermal management system provided by one embodiment of the present disclosure;

FIG. 2 is a flow diagram of a vehicle thermal management system provided by one embodiment of the present disclosure, wherein the vehicle thermal management system is in a passenger compartment cooling mode for recovering excess heat, and wherein the bold solid lines and arrows indicate the flow paths and directions of the coolant and refrigerant in this mode;

FIG. 3 is a flow diagram of a vehicle thermal management system according to one embodiment of the present disclosure, wherein the vehicle thermal management system is in a waste heat recovery battery pack cooling mode, and wherein heavy solid lines and arrows indicate the flow paths and directions of coolant and refrigerant in the battery pack cooling mode;

FIG. 4 is a flow diagram of a vehicle thermal management system in a passenger compartment cooling and battery pack cooling mode with waste heat recovery according to one embodiment of the present disclosure, wherein the heavy solid lines and arrows indicate the flow paths and directions of the coolant and refrigerant in this mode;

FIG. 5 is a flow diagram of a vehicle thermal management system provided by one embodiment of the present disclosure, with the vehicle thermal management system in a battery pack heating mode, and with bold solid lines and arrows indicating the coolant and refrigerant flow paths and directions in this mode;

FIG. 6 is a flow diagram of a vehicle thermal management system according to one embodiment of the present disclosure, wherein the vehicle thermal management system is in a passenger compartment heating mode for recovering excess heat, and wherein the bold solid lines and arrows indicate the flow paths and directions of the coolant and the refrigerant in this mode;

FIG. 7 is a flow diagram of a vehicle thermal management system in a waste heat recovery passenger compartment heating and battery pack heating mode with solid bold lines and arrows indicating the coolant and refrigerant flow paths and directions for the mode, according to one embodiment of the present disclosure;

fig. 8 is a schematic structural diagram of an absorption refrigeration unit of a vehicle thermal management system according to an embodiment of the present disclosure.

Description of the reference numerals

1-a coolant flow path; 2-an engine; 3-a first water pump; 4-a first heat exchanger; 5-an absorption refrigeration unit; 51-a generator; 511-solution chamber; 512-vapor chamber; 513 — a first inlet; 514-a second inlet; 515-a first outlet; 516-a second outlet; 517-a third outlet; 518-heat exchange tubes; 52-an absorber; 521-a third inlet; 522-a fourth inlet; 523-fourth outlet; 6-a first expansion valve; 7-indoor evaporator; 8-first coolant branch; 9-a battery pack; 10-a second water pump; 11-a first heater; 12-a second expansion valve; 13-a second heat exchanger; 14-a first three-way valve; 15-a switch valve; 16-a second coolant branch; 17-warm air core body; 18-a second heater; 19-a third water pump; 20-a second three-way valve; 21-a third three-way valve; 22-a motor; 23-a motor controller; 24-engine exhaust gas heat absorber.

Detailed Description

The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.

As shown in fig. 1 to 8, the present disclosure provides a vehicle thermal management system including a coolant flow path 1, an engine 2, a first water pump 3, a first heat exchanger 4, an absorption type cooling device 5, a first expansion valve 6, and an indoor evaporator 7. The engine 2 and the first water pump 3 are arranged in series on the coolant flow path 1, the outlet of the coolant flow path 1 is connected with the coolant inlet of the absorption refrigeration device 5, the coolant flowing into the absorption refrigeration device 5 from the outlet of the coolant flow path 1 releases heat in the absorption refrigeration device 5, the coolant outlet of the absorption refrigeration device 5 is connected with the coolant inlet of the first heat exchanger 4, and the coolant outlet of the first heat exchanger 4 is connected with the inlet of the coolant flow path 1. A refrigerant outlet of the absorption refrigeration apparatus 5 is connected to a refrigerant inlet of the first heat exchanger 4, and the refrigerant flowing into the first heat exchanger 4 from the refrigerant outlet of the absorption refrigeration apparatus 5 releases heat in the first heat exchanger 4, a refrigerant outlet of the first heat exchanger 4 is connected to an inlet of the first expansion valve 6, an outlet of the first expansion valve 6 is connected to an inlet of the indoor evaporator 7, and an outlet of the indoor evaporator 7 is connected to a refrigerant inlet of the absorption refrigeration apparatus 5.

That is, as shown in fig. 2, the first water pump 3, the coolant flow path 1 provided with the engine 2, the absorption refrigeration device 5, and the first heat exchanger 4 can be connected in series to form one coolant circuit, the absorption refrigeration device 5, the first heat exchanger 4, the first expansion valve 6, and the indoor evaporator 7 can be connected in series to form one refrigerant circuit, and the first heat exchanger 4 and the absorption refrigeration device 5 are located in both the coolant circuit and the refrigerant circuit, so as to realize a passenger compartment refrigeration mode for recovering waste heat.

Here, it should be first described that the absorption refrigeration apparatus 5 is a device that utilizes the characteristic that a binary solution can precipitate a vapor of a low-boiling component under a certain condition and can strongly absorb the vapor of the low-boiling component under another condition, for the sake of easy understanding. Specifically, the absorption refrigeration device 5 contains a binary solution, which is a working medium pair composed of a low boiling point component and a high boiling point component, and when the binary solution of the absorption refrigeration device 5 is heated by a heat source, a low boiling point refrigerant in the binary solution can be evaporated.

When the vehicle thermal management system provided by the present disclosure is in a passenger compartment cooling mode for recovering waste heat, as shown in fig. 2, the first water pump 3, the coolant flow path 1 provided with the engine 2, the absorption type cooling device 5, and the first heat exchanger 4 can be connected in series to form one coolant circuit, and the absorption type cooling device 5, the first heat exchanger 4, the first expansion valve 6, and the indoor evaporator 7 can be connected in series to form one refrigerant circuit. When the low-temperature cooling liquid in the cooling liquid flow path 1 flows through the engine 2, the heat generated when the engine 2 is running can be absorbed, so that the high-temperature cooling liquid flows out from the outlet of the cooling liquid flow path 1, the high-temperature cooling liquid flows into the absorption refrigeration device 5, and heat is released to the binary solution contained in the absorption refrigeration device 5, so that the refrigerant in the binary solution is evaporated, the evaporated high-temperature gaseous refrigerant flows out from the refrigerant outlet of the absorption refrigeration device 5, and the high-temperature gaseous refrigerant and the cooling liquid flowing out from the cooling liquid outlet of the absorption refrigeration device 5 both flow into the first heat exchanger 4 and perform heat exchange in the first heat exchanger 4. The high-temperature gaseous refrigerant flowing into the first heat exchanger 4 from the refrigerant outlet of the absorption refrigeration device 5 releases heat to the cooling liquid flowing out of the cooling liquid outlet of the absorption refrigeration device 5, so that the supercooling degree of the refrigerant is improved, the low-temperature gas-liquid two-phase refrigerant flows out of the refrigerant outlet of the first heat exchanger 4, the low-temperature gas-liquid two-phase refrigerant is changed into the low-temperature liquid refrigerant after being throttled and depressurized by the first expansion valve 6, the low-temperature liquid refrigerant can absorb the heat of the passenger compartment in the indoor evaporator 7 to realize the refrigeration of the passenger compartment, and the heat-absorbed low-pressure gaseous refrigerant flowing out of the outlet of the indoor evaporator 7 returns to the absorption refrigeration device 5 to be absorbed by the binary solution in the absorption refrigeration device 5. On the other hand, since the coolant flowing out from the coolant outlet of the first heat exchanger 4 has a temperature lower than that during the operation of the engine 2, the coolant flows into the coolant flow path 1 and continues to absorb heat generated during the operation of the engine 2.

In other words, by providing the absorption refrigeration apparatus 5 and using the heat generated when the engine 2 is operating as a heat source for evaporating the low-boiling-point refrigerant in the binary solution in the absorption refrigeration apparatus 5, the heat of the passenger compartment can be absorbed by the indoor evaporator 7 after the evaporated refrigerant is cooled, throttled and depressurized, thereby cooling the passenger compartment. In the prior art, a compressor, an expansion valve and an indoor evaporator are generally connected in series to form a loop, and a high-temperature and high-pressure gaseous refrigerant is provided by the compressor, but the compressor consumes large energy, vibrates greatly and generates large noise during operation. In the disclosure, the heat generated by the operation of the engine 2 is used as a heat source to evaporate the low-boiling-point refrigerant in the binary solution in the absorption refrigeration device 5, so that the refrigerant outlet of the absorption refrigeration device 5 can flow out gaseous refrigerant, the whole process has no motive power, and the heat exchange principle is directly used, so that the energy consumption is low, and the absorption refrigeration device 5 has no vibration and low noise in the working process, thereby being beneficial to reducing the energy consumption of the whole vehicle and reducing the noise and vibration generated during the operation of a vehicle thermal management system.

Alternatively, as shown in fig. 8, the absorption refrigeration device 5 may include a generator 51 and an absorber 52, the generator 51 has a solution chamber 511 and a vapor chamber 512 for communicating with each other, the solution chamber 511 contains a binary solution, the generator 51 has a first inlet 513, a second inlet 514, a first outlet 515, a second outlet 516 and a third outlet 517, the absorber 52 has a third inlet 521, a fourth inlet 522 and a fourth outlet 523, a heat exchange tube 518 is disposed in the solution chamber 511, the heat exchange tube 518 communicates with the first inlet 513 and the first outlet 515, the second inlet 514 and the second outlet 516 communicate with the solution chamber 511, the second outlet 516 communicates with the fourth inlet 522, the fourth outlet 523 communicates with the second inlet 514, and the third outlet 517 communicates with the vapor chamber 512. The first inlet 513 is a cooling liquid inlet of the absorption refrigeration device 5, the first outlet 515 is a cooling liquid outlet of the absorption refrigeration device 5, the third outlet 517 is a refrigerant outlet of the absorption refrigeration device 5, and the third inlet 521 is a refrigerant inlet of the absorption refrigeration device 5.

Since the heat exchange tube 518 is located in the solution chamber 511 containing the binary solution, when the high temperature coolant flows into the heat exchange tube 518 from the first inlet 513 on the generator 51, the high temperature coolant in the heat exchange tube 518 gives up heat to the binary solution in the solution chamber 511 to cause the low boiling point refrigerant in the binary solution to evaporate out and enter the vapor chamber 512, and the gaseous refrigerant in the vapor chamber 512 flows out of the absorption refrigeration unit 5 through the third outlet 517 communicating with the vapor chamber 512. The remaining binary solution of the generator 51 from which the low-boiling-point refrigerant has been evaporated flows into the absorber 52 through the second outlet 516, the endothermic gaseous or gas-liquid two-phase mixed refrigerant flowing from the third inlet 521 is absorbed in the absorber 52, the concentration of the binary solution is restored, and the binary solution having the restored concentration flows out from the fourth outlet 523 and returns to the generator 51.

Alternatively, the binary solution may use a water-lithium bromide binary solution, an ammonia-water binary solution, or a binary solution with freon as a refrigerant working medium pair, and the present disclosure does not limit the specific type of the binary solution used in the absorption refrigeration apparatus 5.

For a hybrid vehicle, the battery pack 9 has heating and heat dissipation requirements during the working process, and in order to achieve heating and cooling of the battery pack 9 and enable the temperature of the battery pack 9 to be kept within an appropriate working temperature range, the vehicle thermal management system provided by the present disclosure may further include a first coolant branch 8, the battery pack 9, a second water pump 10, a first heater 11, a second expansion valve 12, and a second heat exchanger 13, the battery pack 9 and the first heater 11 which are connected in series with each other are disposed on the first coolant branch 8, and the first coolant branch 8, the second water pump 10, and the second heat exchanger 13 are connected in series to form a coolant loop. The refrigerant outlet of the first heat exchanger 4 is also connected to the inlet of the second expansion valve 12, and the refrigerant outlet of the first heat exchanger 4 can be selectively opened or closed with the inlet of the first expansion valve 6 and selectively opened or closed with the inlet of the second expansion valve 12, the outlet of the second expansion valve 12 is connected to the refrigerant inlet of the second heat exchanger 13, and the refrigerant outlet of the second heat exchanger 13 is connected to the refrigerant inlet of the absorption refrigeration device 5.

Since the refrigerant outlet of the first heat exchanger 4 can be selectively communicated or cut off with the inlet of the first expansion valve 6, and the refrigerant outlet of the first heat exchanger 4 can be selectively communicated or cut off with the inlet of the second expansion valve 12, the vehicle thermal management system provided by the present disclosure can also have a battery pack cooling mode for recovering waste heat and a passenger compartment cooling and battery pack cooling mode for recovering waste heat by adjusting the communication or cut-off between the refrigerant outlet of the first heat exchanger 4 and the inlet of the first expansion valve 6, and the communication or cut-off between the refrigerant outlet of the second heat exchanger 4 and the inlet of the second expansion valve 12.

When the refrigerant outlet of the first heat exchanger 4 is communicated with the inlet of the second expansion valve 12 and the refrigerant outlet of the first heat exchanger 4 is blocked from the inlet of the first expansion valve 6, as shown in fig. 3, the absorption refrigeration apparatus 5, the first heat exchanger 4, the second expansion valve 12, and the second heat exchanger 13 are connected in series to form one refrigerant circuit, and further, the first coolant branch passage 8, the second water pump 10, and the second heat exchanger 13 can be connected in series to form one coolant circuit, and the coolant flow passage 1 provided with the engine 2, the absorption refrigeration apparatus 5, and the first heat exchanger 4 can be connected in series to form another coolant circuit, so that the vehicle thermal management system is in a battery pack cooling mode for recovering waste heat. In this mode, the high-temperature coolant after absorbing heat at the engine 2 flows into the absorption refrigeration apparatus 5 to evaporate the low-boiling-point refrigerant in the binary solution in the absorption refrigeration apparatus 5, the gaseous refrigerant flows out from the refrigerant outlet of the absorption refrigeration apparatus 5, releases heat in the first heat exchanger 4, decreases in temperature, and becomes a gas-liquid two-phase refrigerant, the gas-liquid two-phase refrigerant is throttled and depressurized in the second expansion valve 12 to flow out the liquid refrigerant from the outlet of the second expansion valve 12, the liquid refrigerant exchanges heat with the high-temperature coolant absorbing heat of the battery pack 9 flowing into the second heat exchanger 13 in the second heat exchanger 13, the liquid refrigerant absorbs heat of the high-temperature coolant, and low-temperature coolant flows out from the coolant outlet of the second heat exchanger 13, the low-temperature coolant flows to the battery pack 9 and continues to absorb heat of the battery pack 9, cooling of the battery pack 9 is achieved. The heat-absorbed refrigerant flowing out of the refrigerant outlet of the second heat exchanger 13 flows back to the absorption refrigeration unit 5.

When the refrigerant outlet of the first heat exchanger 4 is conducted to both the first expansion valve 6 and the second expansion valve 12, as shown in fig. 4, the absorption refrigeration apparatus 5, the first heat exchanger 4, the first expansion valve 6, and the indoor evaporator 7 are connected in series to form one refrigerant circuit, the absorption refrigeration apparatus 5, the first heat exchanger 4, the second expansion valve 12, and the second heat exchanger 13 are connected in series to form another refrigerant circuit, and further, the first coolant branch passage 8, the second water pump 10, and the second heat exchanger 13 may be connected in series to form one coolant circuit, the coolant flow path 1 provided with the engine 2, the absorption refrigeration apparatus 5, and the first heat exchanger 4 may be connected in series to form another coolant circuit, therefore, the vehicle thermal management system is in a passenger compartment refrigeration and battery pack cooling mode for recovering waste heat, and the cooling of the battery pack 9 and the passenger compartment refrigeration can be simultaneously realized in the mode. The mode is a combination of the passenger compartment refrigeration mode for recovering the waste heat and the battery pack cooling mode for recovering the waste heat, that is, the passenger compartment refrigeration mode for recovering the waste heat and the battery pack cooling mode for recovering the waste heat can be understood to operate simultaneously, and therefore, the working principles of the passenger compartment refrigeration mode for recovering the waste heat and the battery pack cooling mode are not repeated herein.

In addition, since the first cooling liquid branch 8, the second water pump 10 and the second heat exchanger 13 are connected in series to form a cooling liquid loop, and the battery pack 9 and the first heater 11 are arranged on the first cooling liquid branch 8, as shown in fig. 5, when no refrigerant flows into the refrigerant inlet of the second heat exchanger 13, that is, the refrigerant outlet of the first heat exchanger 4 is not communicated with the second heat exchanger 13 via the second expansion valve 12, the vehicle thermal management system provided by the present disclosure may further have a battery pack heating mode. In this mode, the second water pump 10 circulates the coolant in the coolant circuit in which the first coolant branch 8, the second water pump 10, and the second heat exchanger 13 are connected in series, the first heater 11 heats the coolant, and the heated high-temperature coolant releases heat to the battery pack 9 when flowing through the battery pack 9, thereby increasing the temperature of the battery pack 9 and heating the battery pack 9. Although the coolant flows through the second heat exchanger 13 in the battery pack heating mode, the coolant does not exchange heat in the second heat exchanger 13 because no coolant flows into the second heat exchanger 13, i.e., the second heat exchanger 13 is used as a through-flow channel in this mode.

Alternatively, as shown in fig. 1, on the first coolant branch 8, the first heater 11 may be located upstream of the battery pack 9 or downstream of the battery pack 9, and the second water pump 10 may be located upstream of the first coolant branch 8 or downstream of the first coolant branch 8. For example, in an exemplary embodiment provided by the present disclosure, an outlet of the second water pump 10 is connected to an inlet of the battery pack 9 via the first heater 11, an outlet of the battery pack 9 is connected to a coolant inlet of the second heat exchanger 13, and a coolant outlet of the second heat exchanger 13 is connected to an inlet of the second water pump 10.

Optionally, in order to achieve selective conduction or cutoff of the refrigerant outlet of the first heat exchanger 4 and the inlet of the first expansion valve 6 and selective conduction or cutoff of the refrigerant outlet of the second expansion valve 12, in an embodiment provided by the present disclosure, as shown in fig. 1, the vehicle thermal management system further includes a first three-way valve 14, an a port of the first three-way valve 14 is connected with the refrigerant outlet of the first heat exchanger 4, a B port of the first three-way valve 14 is connected with the inlet of the first expansion valve 6, and a C port of the first three-way valve 14 is connected with the inlet of the second expansion valve 12. When the port a of the first three-way valve 14 is communicated with the port B, the refrigerant outlet of the first heat exchanger 4 is communicated with the inlet of the first expansion valve 6, when the port a of the first three-way valve 14 is communicated with the port C, the refrigerant outlet of the first heat exchanger 4 is communicated with the inlet of the second expansion valve 12, and when the port a of the first three-way valve 14 is communicated with the ports B and C, the refrigerant outlet of the first heat exchanger 4 is communicated with the inlets of the first expansion valve 6 and the second expansion valve 12.

In another embodiment, a first on-off valve may be provided in a flow path between the refrigerant outlet of the first heat exchanger 4 and the inlet of the first expansion valve 6, a second on-off valve may be provided in a flow path between the refrigerant outlet of the first heat exchanger 4 and the inlet of the second expansion valve 12, and the flow path between the refrigerant outlet of the first heat exchanger 4 and the inlet of the first expansion valve 6 and the inlet of the second expansion valve 12 may be opened or closed by controlling the opening or closing of the first on-off valve and the second on-off valve.

Alternatively, since the refrigerant outlet of the second heat exchanger 13 and the outlet of the indoor evaporator 7 are both connected to the refrigerant inlet of the absorption refrigeration device 5, in order to prevent the refrigerant flowing from the indoor evaporator 7 to the absorption refrigeration device 5 from flowing back to the second heat exchanger 13 in the passenger compartment refrigeration mode for recovering waste heat as shown in fig. 2, the refrigerant outlet of the second heat exchanger 13 may be connected to the refrigerant inlet of the absorption refrigeration device 5 via the on-off valve 15 or the check valve.

In addition, in order to further reasonably utilize the heat generated by the operation of the engine 2, in an embodiment provided by the present disclosure, the vehicle thermal management system may further include a second coolant branch 16, the second coolant branch 16 is provided with a warm air core 17, a second heater 18 and a third water pump 19 which are connected in series with each other, an outlet of the coolant flow path 1 is further connected with an inlet of the second coolant branch 16, and an outlet of the coolant flow path 1 can be selectively connected or disconnected with a coolant inlet of the absorption refrigeration device 5 and selectively connected or disconnected with an inlet of the second coolant branch 16, and an outlet of the second coolant branch 16 is connected with a coolant inlet of the first heat exchanger 4. In this way, the temperature of the passenger compartment can be raised using the heat generated when the engine 2 is running.

Specifically, since the outlet of the coolant flow path 1 can be selectively connected or disconnected with the coolant inlet of the absorption refrigeration device 5 and selectively connected or disconnected with the inlet of the second coolant branch 16, when the outlet of the coolant flow path 1 is connected with the inlet of the second coolant branch 16 and the outlet of the coolant flow path 1 is disconnected with the coolant inlet of the absorption refrigeration device 5, as shown in fig. 6, the coolant flow path 1, the second coolant branch 16 and the first heat exchanger 4 are connected in series to form one coolant loop, that is, the first water pump 3, the engine 2, the warm air core 17, the second heater 18, the third water pump 19 and the first heat exchanger 4 are connected in series to form one coolant loop, so that the vehicle thermal management system provided by the present application has a passenger compartment heating mode for recovering waste heat. In this mode, the low-temperature coolant absorbs heat of the engine 2 at the engine 2, and the outlet of the coolant flow path 1 flows out the high-temperature coolant, which enters the second coolant branch 16. In the second coolant branch 16, when the high-temperature coolant flows through the heater core 17, by blowing air to the heater core 17, air can be made to flow through the heater core 17 and heat of the high-temperature coolant is taken into the passenger compartment, so that heating of the passenger compartment is achieved. The heat-released low-temperature coolant flows out of the outlet of the second coolant branch passage 16, and the low-temperature coolant returns to the coolant flow path 1 via the first heat exchanger 4 to continue absorbing heat of the engine 2. In the above mode, since the outlet of the coolant flow path 1 and the coolant inlet of the absorption refrigeration apparatus 5 are blocked, no coolant flows into the coolant inlet of the absorption refrigeration apparatus 5, that is, no low-boiling-point refrigerant in the binary solution in the absorption refrigeration apparatus 5 can be evaporated, and therefore no refrigerant flows into the refrigerant inlet of the first heat exchanger 4, and the low-temperature coolant flowing into the first heat exchanger 4 from the outlet of the second coolant branch 16 does not exchange heat in the first heat exchanger 4, that is, the first heat exchanger 4 is used as a through-flow path.

In addition, since the second heater 18 is further disposed in the second coolant branch 16, when the waste heat recovered from the engine 2 cannot meet the heating temperature requirement or the heating efficiency requirement of the passenger compartment, the second heater 18 may be turned on to further increase the temperature of the coolant to meet the heating temperature requirement or the heating efficiency requirement of the passenger compartment.

Optionally, to realize that the outlet of the coolant flow path 1 can be selectively connected or disconnected with the coolant inlet of the absorption refrigeration device 5 and selectively connected or disconnected with the inlet of the second coolant branch 16, the vehicle thermal management system further includes a second three-way valve 20 and a third three-way valve 21, the port a of the second three-way valve 20 is connected with the outlet of the coolant flow path 1, the port B of the second three-way valve 20 is connected with the coolant inlet of the absorption refrigeration device 5, and the port C of the second three-way valve 20 is connected with the inlet of the second coolant branch 16. When the ports a and B of the second three-way valve 20 are communicated, the outlet of the coolant flow path 1 is communicated with the coolant inlet of the absorption chiller 5, and when the ports a and C of the second three-way valve 20 are communicated, the outlet of the coolant flow path 1 is communicated with the inlet of the second coolant branch 16. In another embodiment, a third on-off valve may be provided in a flow path between the outlet of the coolant flow path 1 and the coolant inlet of the absorption chiller 5, and a fourth on-off valve may be provided in a flow path between the outlet of the coolant flow path 1 and the inlet of the second coolant branch 16, so that opening and closing of the third on-off valve and the fourth on-off valve are controlled to control the conduction and blocking of the flow path between the outlet of the coolant flow path 1 and the coolant inlet of the absorption chiller 5 and the conduction and blocking of the flow path between the outlet of the coolant flow path 1 and the inlet of the second coolant branch 16.

Alternatively, the heater core 17, the second heater 18, and the third water pump 19 may be connected in series with each other in any suitable order on the second coolant flow path 1, for example, the second heater 18, the heater core 17, and the third water pump 19 may be connected in series in this order, or the third water pump 19, the second heater 18, and the heater core 17 may be connected in series with each other, or the like. In an exemplary embodiment provided by the present disclosure, the warm air core 17 is located upstream of the second heater 18, and the third water pump 19 is located downstream of the second heater 18.

In addition, in order to further make reasonable use of the heat generated by the engine 2 during operation, in an embodiment provided by the present disclosure, the outlet of the second coolant branch 16 is further connected to the inlet of the first coolant branch 8, and the outlet of the second coolant branch 16 can be selectively connected to or disconnected from the inlet of the first heat exchanger 4 and selectively connected to or disconnected from the inlet of the first coolant branch 8, and the outlet of the first coolant branch 8 is connected to the coolant inlet of the first heat exchanger 4. That is, the outlet of the second coolant branch 16 can be communicated with the inlet of the first coolant branch 8, and the battery pack 9 is arranged on the first coolant branch 8, so that the purpose of heating the battery pack 9 by using the heat generated when the engine 2 operates can be achieved.

Specifically, in the passenger compartment heating and battery pack heating mode of the vehicle thermal management system according to the present disclosure, as shown in fig. 7, the outlet of the coolant flow path 1 is communicated with the inlet of the second coolant branch 16, the outlet of the coolant flow path 1 is blocked from the coolant inlet of the absorption refrigeration device 5, and the outlet of the second coolant branch 16 is communicated with the inlet of the first coolant branch 8, so that the coolant flow path 1, the second coolant branch 16, the first coolant branch 8, and the first heat exchanger 4 are connected in series to form a coolant loop, that is, the first water pump 3, the engine 2, the warm air core 17, the second heater 18, the third water pump 19, the first heater 11, the battery pack 9, and the first heat exchanger 4 are connected in series to form a coolant loop. In this mode, the low-temperature coolant absorbs heat of the engine 2 at the engine 2, and the outlet of the coolant flow path 1 flows out the high-temperature coolant, which enters the second coolant branch 16. In the second coolant branch 16, when the high-temperature coolant flows through the heater core 17, by blowing air to the heater core 17, air can be made to flow through the heater core 17 and heat of the high-temperature coolant is taken into the passenger compartment, so that heating of the passenger compartment is achieved. The medium-temperature coolant after heat release flows out of the outlet of the second coolant branch 16, the medium-temperature coolant flows into the first coolant branch 8, heat release is continuously performed on the battery pack 9 on the first coolant branch 8, so that the temperature of the battery pack 9 is increased, heating of the battery pack 9 is achieved, and the low-temperature coolant of the heat release port flowing out of the outlet of the first coolant branch 8 returns to the coolant flow path 1 through the first heat exchanger 4 to continuously absorb heat of the engine 2. In the above mode, since the outlet of the coolant flow path 1 is blocked from the coolant inlet of the absorption refrigeration apparatus 5, no coolant flows into the coolant inlet of the absorption refrigeration apparatus 5, that is, no low-boiling-point refrigerant in the binary solution in the absorption refrigeration apparatus 5 can be evaporated, and therefore no refrigerant flows into the refrigerant inlet of the first heat exchanger 4, and the low-temperature coolant flowing into the first heat exchanger 4 from the outlet of the first coolant branch path 8 does not exchange heat in the first heat exchanger 4, that is, the first heat exchanger 4 is used as a through-flow path.

Optionally, to realize that the outlet of the second coolant branch 16 can be selectively connected or disconnected with the inlet of the first heat exchanger 4 and the inlet of the first coolant branch 8, in an embodiment provided by the present disclosure, the port a of the third three-way valve 21 is connected with the outlet of the second coolant branch 16, the port B of the third three-way valve 21 is connected with the coolant inlet of the first heat exchanger 4, and the port C of the third three-way valve 21 is connected with the inlet of the first coolant branch 8. Thus, when the port a of the third three-way valve 21 is communicated with the port B, the outlet of the second coolant branch 16 is communicated with the coolant inlet of the first heat exchanger 4, and when the port a of the third three-way valve 21 is communicated with the port C, the outlet of the second coolant branch 16 is communicated with the inlet of the first coolant branch 8. In another embodiment, by providing a fifth on-off valve in the flow path between the outlet of the second coolant branch 16 and the coolant inlet of the first heat exchanger 4 and providing a sixth on-off valve in the flow path between the outlet of the second coolant branch 16 and the inlet of the first coolant branch 8, the opening and closing of the fifth on-off valve and the sixth on-off valve are controlled to control the opening and closing of the flow path between the outlet of the second coolant branch 16 and the coolant inlet of the first heat exchanger 4 and the opening and closing of the flow path between the outlet of the second coolant branch 16 and the inlet of the first coolant branch 8.

Alternatively, the first heater 11 and the second heater 18 may be both PTC heaters.

In order to collect and utilize the heat in the exhaust gas of the engine 2 when the engine 2 is running, the vehicle thermal management system may further include an engine exhaust heat absorber 52 disposed on the coolant flow path 1 for absorbing the heat in the exhaust gas of the engine 2, and the engine exhaust heat absorber 52 may be connected in parallel with the engine 2. Thus, the low-temperature coolant can be divided into two streams, one stream flows into the engine 2 to absorb the heat generated by the engine 2, the other stream flows into the engine exhaust heat absorber 52 to absorb the heat in the exhaust of the engine 2, and the absorbed heat can be used for refrigerating the passenger compartment, cooling the battery pack 9, heating the passenger compartment and heating the battery pack 9.

Here, the engine exhaust heat absorber 52 may be any device capable of absorbing heat in the exhaust gas of the engine 2, and the disclosure is not limited thereto, for example, the engine exhaust heat absorber 52 may be a heat absorbing pipe wound around the exhaust pipe of the engine 2, and the coolant in the heat absorbing pipe can exchange heat with the exhaust gas in the exhaust pipe of the engine 2; alternatively, the engine exhaust gas heat absorber 52 may be a plate heat exchanger in which the coolant and the engine 2 exhaust gas are heat exchanged.

In addition, for a hybrid vehicle, the motor 22 is used for converting the electric energy stored in the battery pack 9 into mechanical energy to drive the vehicle to run, heat is also generated by the motor 22 and the motor controller 23 during the operation of the motor 22, and in order to recover and utilize the heat generated by the motor 22 and the motor controller 23, the vehicle thermal management system may further include the motor 22 and the motor controller 23 which are arranged on the coolant flow path 1, the motor 22 and the motor controller 23 are connected in series, and the motor 22 and the motor controller 23 are connected in parallel with the engine 2 and the engine exhaust heat absorber 52. Thus, the cryogenic coolant may be divided into three streams, one flowing into the engine 2, one flowing into the engine exhaust heat absorber 52, one flowing into the motor 22 and the motor controller 23.

Alternatively, the first water pump 3 may be disposed upstream of the engine 2, the engine exhaust heat absorber 52, the motor 22, and the motor controller 23, or may be disposed downstream of the engine 2, the engine exhaust heat absorber 52, the motor 22, and the motor controller 23.

For ease of understanding, the cycle process and principle of the main mode of operation of the vehicle thermal management system provided by the present disclosure will be described below with reference to fig. 2 to 7 by taking the embodiment of fig. 1 as an example.

The first mode is as follows: and a passenger compartment refrigeration mode for recovering waste heat. As shown in fig. 2, in this mode, the port a of the first three-way valve 14 communicates with the port B, the port a of the second three-way valve 20 communicates with the port B, the first expansion valve 6 is opened, and the first water pump 3 is opened. In the coolant flow path 1, the coolant flowing through the engine 2, the engine exhaust heat absorber 52, the motor 22, and the motor controller 23 is low-temperature coolant, the low-temperature coolant absorbs heat generated by the engine 2, the engine exhaust heat absorber 52, the motor 22 and the motor controller 23, the high-temperature coolant after absorbing heat flows out of the outlet of the coolant flow path 1, the high-temperature coolant flows into the absorption refrigeration apparatus 5, and releases heat in the absorption refrigeration apparatus 5 to the binary solution contained in the absorption refrigeration apparatus 5 to evaporate the refrigerant in the binary solution, the evaporated high-temperature gaseous refrigerant flows out from the refrigerant outlet of the absorption refrigeration device 5, and both the high-temperature gaseous refrigerant and the coolant flowing out from the coolant outlet of the absorption refrigeration device 5 flow into the first heat exchanger 4 and exchange heat in the first heat exchanger 4. The high-temperature gaseous refrigerant flowing into the first heat exchanger 4 from the refrigerant outlet of the absorption refrigeration device 5 releases heat to the cooling liquid flowing out of the cooling liquid outlet of the absorption refrigeration device 5, so that the supercooling degree of the refrigerant is improved, the low-temperature gas-liquid two-phase refrigerant flows out of the refrigerant outlet of the first heat exchanger 4, the low-temperature gas-liquid two-phase refrigerant is changed into the low-temperature liquid refrigerant after being throttled and depressurized by the first expansion valve 6, the low-temperature liquid refrigerant can absorb the heat of the passenger compartment in the indoor evaporator 7 to realize the refrigeration of the passenger compartment, and the heat-absorbed low-pressure gaseous refrigerant flowing out of the outlet of the indoor evaporator 7 returns to the absorption refrigeration device 5 to be absorbed by the binary solution in the absorption refrigeration device 5. On the other hand, since the coolant flowing out from the coolant outlet of the first heat exchanger 4 has a temperature lower than that during the operation of the engine 2, the coolant flows into the coolant flow path 1 and continues to absorb heat generated during the operation of the engine 2.

And a second mode: a battery pack cooling mode for recovering waste heat. As shown in fig. 3, in this mode, the port a of the first three-way valve 14 communicates with the port C, the port a of the second three-way valve 20 communicates with the port B, the second expansion valve 12 is opened, the first water pump 3 is opened, and the second water pump 10 is opened. In the coolant flow path 1, the coolant flowing through the engine 2, the engine exhaust heat absorber 52, the motor 22, and the motor controller 23 is low-temperature coolant, the low-temperature cooling liquid absorbs heat generated by the engine 2, the engine exhaust heat absorber 52, the motor 22 and the motor controller 23, the high-temperature cooling liquid after absorbing heat flows out from the outlet of the cooling liquid flow path 1, the high-temperature coolant flows into the absorption refrigeration apparatus 5, and releases heat in the absorption refrigeration apparatus 5 to the binary solution contained in the absorption refrigeration apparatus 5 to evaporate the refrigerant in the binary solution, the evaporated high-temperature gaseous refrigerant flows out from the refrigerant outlet of the absorption refrigeration device 5, and both the high-temperature gaseous refrigerant and the coolant flowing out from the coolant outlet of the absorption refrigeration device 5 flow into the first heat exchanger 4 and exchange heat in the first heat exchanger 4. The high-temperature gaseous refrigerant flowing into the first heat exchanger 4 from the refrigerant outlet of the absorption refrigeration device 5 releases heat to the coolant flowing out from the coolant outlet of the absorption refrigeration device 5, thereby improving the supercooling degree of the refrigerant, leading the refrigerant outlet of the first heat exchanger 4 to flow out the low-temperature gas-liquid two-phase refrigerant, the low-temperature gas-liquid two-phase refrigerant is throttled and depressurized by the second expansion valve 12 and then changed into a low-temperature liquid refrigerant, the low-temperature liquid refrigerant exchanges heat with the high-temperature coolant flowing into the second heat exchanger 13 and absorbing heat of the battery pack 9 in the second heat exchanger 13, the liquid refrigerant absorbs heat of the high-temperature coolant, so that the low-temperature coolant flows out from the coolant outlet of the second heat exchanger 13, the low-temperature cooling liquid flows to the battery pack 9 and continues to absorb heat of the battery pack 9, so that the battery pack 9 is cooled. The heat-absorbed refrigerant flowing out of the refrigerant outlet of the second heat exchanger 13 flows back to the absorption refrigeration unit 5.

And a third mode: and a passenger compartment refrigeration and battery pack cooling mode for recovering waste heat. As shown in fig. 4, in this mode, the port a, the port B, and the port C of the first three-way valve 14 are both open, the port a of the second three-way valve 20 is open, the first expansion valve 6 is open, the second expansion valve 12 is open, the first water pump 3 is open, and the second water pump 10 is open. The high-temperature coolant absorbing the heat generated by the engine 2, the engine exhaust heat absorber 52, the motor 22, and the motor controller 23 flows into the absorption refrigeration device 5 to serve as a heat source to evaporate the refrigerant in the binary solution in the absorption refrigeration device 5, the gaseous refrigerant flowing out of the refrigerant outlet of the absorption refrigeration device 5 releases heat in the first heat exchanger 4 and then is divided into two portions, one portion flows into the indoor evaporator 7 after being throttled and depressurized by the first expansion valve 6, absorbs the heat of the passenger compartment in the indoor evaporator 7, the other portion flows into the second heat exchanger 13 after being throttled and depressurized by the second expansion valve 12, absorbs the heat of the high-temperature coolant absorbing the heat from the battery pack 9 in the second heat exchanger 13, and the low-temperature coolant capable of continuously absorbing the heat of the battery pack 9 flows out of the coolant outlet of the second heat exchanger 13.

And a fourth mode: battery pack heating mode. As shown in fig. 5, in this mode, the second water pump 10 is turned on, so that the second water pump 10, the battery pack 9, the first heater 11 and the second heat exchanger 13 are connected in series to form a coolant circuit, the first heater 11 is used for heating the coolant, the heated high-temperature coolant releases heat to the battery pack 9 when flowing through the battery pack 9, so as to raise the temperature of the battery pack 9 and heat the battery pack 9, and the low-temperature coolant flowing out of the outlet of the battery pack 9 returns to the second water pump 10 through the second heat exchanger 13.

And a fifth mode: and a passenger compartment heating mode for recovering waste heat. As shown in fig. 6, in this mode, the port a of the second three-way valve 20 and the port C are connected, the port a of the third three-way valve 21 and the port B are connected, the first water pump 3 is started, and the third water pump 19 is started. In the coolant flow path 1, the coolant flowing through the engine 2, the engine exhaust heat absorber 52, the motor 22, and the motor controller 23 is low-temperature coolant that absorbs heat generated by the engine 2, the engine exhaust heat absorber 52, the motor 22, and the motor controller 23, and the high-temperature coolant after heat absorption flows out from the outlet of the coolant flow path 1, flows into the warm air core 17, and blows air to the warm air core 17, so that air can flow through the warm air core 17 and the heat of the high-temperature coolant is taken into the passenger compartment, thereby heating the passenger compartment. The low-temperature cooling liquid flowing out of the outlet of the warm air core 17 sequentially passes through the second heater 18, the third water pump 19 and the first heat exchanger 4 and returns to the cooling liquid flow path 1 to continuously absorb the heat of the engine 2, the engine exhaust gas heat absorber 52, the motor 22 and the motor controller 23. In this mode, if the waste heat cannot meet the heating temperature requirement or heating efficiency requirement of the passenger compartment, the second heater 18 may be turned on to further increase the temperature of the coolant to meet the heating temperature requirement or heating efficiency requirement of the passenger compartment.

Mode six: and a passenger compartment heating mode and a battery pack heating mode for recovering waste heat. As shown in fig. 7, in this mode, the port a of the second three-way valve 20 and the port C are connected, the port a of the third three-way valve 21 and the port C are connected, the first water pump 3 is started, and the third water pump 19 is started. The high-temperature coolant which absorbs heat at the engine 2, the engine exhaust heat absorber 52, the motor 22 and the motor controller 23 flows into the warm air core 17, and by blowing air to the warm air core 17, air can flow through the warm air core 17 and bring the heat of the high-temperature coolant into the passenger compartment, so that the passenger compartment is heated. The medium temperature coolant flowing out from the outlet of the warm air core 17 sequentially flows into the battery pack 9 through the second heater 18, the third water pump 19 and the first heater 11, the medium temperature coolant releases heat to the battery pack 9 to increase the temperature of the battery pack 9, the low temperature coolant flows out from the outlet of the battery pack 9, and the low temperature coolant returns to the coolant flow path 1 through the first heat exchanger 4 to continuously absorb the heat of the engine 2, the engine exhaust gas heat absorber 52, the motor 22 and the motor controller 23.

It should be noted that the above modes provide the main operation modes of the vehicle thermal management system for the present disclosure, and the operation modes that are not mentioned in the present disclosure, but the operation modes that can be realized by the vehicle thermal management system provided by the present disclosure also belong to the protection scope of the present disclosure.

According to another aspect of the disclosure, a vehicle is provided that includes the vehicle thermal management system described above.

The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.

In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims (10)

1. A vehicle thermal management system is characterized by comprising a cooling liquid flow path (1), an engine (2), a first water pump (3), a first heat exchanger (4), an absorption refrigeration device (5), a first expansion valve (6) and an indoor evaporator (7),

the engine (2) and the first water pump (3) which are connected in series with each other are arranged on the coolant flow path (1), an outlet of the coolant flow path (1) is connected with a coolant inlet of the absorption refrigeration device (5), the coolant flowing into the absorption refrigeration device (5) from the outlet of the coolant flow path (1) releases heat in the absorption refrigeration device (5), a coolant outlet of the absorption refrigeration device (5) is connected with a coolant inlet of the first heat exchanger (4), and a coolant outlet of the first heat exchanger (4) is connected with an inlet of the coolant flow path (1),

the refrigerant outlet of the absorption refrigeration device (5) is connected with the refrigerant inlet of the first heat exchanger (4), the refrigerant flowing into the first heat exchanger (4) from the refrigerant outlet of the absorption refrigeration device (5) releases heat in the first heat exchanger (4), the refrigerant outlet of the first heat exchanger (4) is connected with the inlet of the first expansion valve (6), the outlet of the first expansion valve (6) is connected with the inlet of the indoor evaporator (7), and the outlet of the indoor evaporator (7) is connected with the refrigerant inlet of the absorption refrigeration device (5).

2. The vehicle thermal management system according to claim 1, further comprising a first coolant branch (8), a battery pack (9), a second water pump (10), a first heater (11), a second expansion valve (12), and a second heat exchanger (13), wherein the battery pack (9) and the first heater (11) are arranged in series on the first coolant branch (8), the second water pump (10), and the second heat exchanger (13) are arranged in series to form a coolant loop,

the refrigerant outlet of the first heat exchanger (4) is also connected with the inlet of the second expansion valve (12), the refrigerant outlet of the first heat exchanger (4) can be selectively communicated or cut off with the inlet of the first expansion valve (6) and selectively communicated or cut off with the inlet of the second expansion valve (12), the outlet of the second expansion valve (12) is connected with the refrigerant inlet of the second heat exchanger (13), and the refrigerant outlet of the second heat exchanger (13) is connected with the refrigerant inlet of the absorption refrigeration device (5).

3. The vehicle thermal management system according to claim 2, further comprising a first three-way valve (14), wherein a port a of the first three-way valve (14) is connected to a refrigerant outlet of the first heat exchanger (4), a port B of the first three-way valve (14) is connected to an inlet of the first expansion valve (6), and a port C of the first three-way valve (14) is connected to an inlet of the second expansion valve (12).

4. The vehicle thermal management system according to claim 2, characterized in that the refrigerant outlet of the second heat exchanger (13) is connected to the refrigerant inlet of the absorption refrigeration device (5) via a switching valve (15) or a non-return valve.

5. The vehicle thermal management system according to claim 2, characterized in that the vehicle thermal management system further comprises a second coolant branch (16), the second coolant branch (16) is provided with a warm air core (17), a second heater (18) and a third water pump (19) which are connected in series with each other, the outlet of the coolant flow path (1) is further connected with the inlet of the second coolant branch (16), and the outlet of the coolant flow path (1) can be selectively conducted or cut off with the coolant inlet of the absorption refrigeration device (5) and with the inlet of the second coolant branch (16), and the outlet of the second coolant branch (16) is connected with the coolant inlet of the first heat exchanger (4).

6. The vehicle thermal management system according to claim 5, characterized in that the outlet of the second coolant branch (16) is also connected to the inlet of the first coolant branch (8), and the outlet of the second coolant branch (16) is selectively conductive or non-conductive with the inlet of the first heat exchanger (4) and with the inlet of the first coolant branch (8), the outlet of the first coolant branch (8) being connected to the coolant inlet of the first heat exchanger (4).

7. The vehicle thermal management system according to claim 6, characterized in that the vehicle thermal management system further comprises a second three-way valve (20) and a third three-way valve (21), wherein an A port of the second three-way valve (20) is connected with an outlet of the coolant flow path (1), a B port of the second three-way valve (20) is connected with a coolant inlet of the absorption chiller (5), and a C port of the second three-way valve (20) is connected with an inlet of the second coolant branch (16),

and the A port of the third three-way valve (21) is connected with the outlet of the second cooling liquid branch (16), the B port of the third three-way valve (21) is connected with the cooling liquid inlet of the first heat exchanger (4), and the C port of the third three-way valve (21) is connected with the inlet of the first cooling liquid branch (8).

8. The vehicle thermal management system according to any of claims 1-7, further comprising an electric machine (22), a machine controller (23), and an engine exhaust heat absorber (24) for absorbing heat from engine exhaust, the electric machine (22), the machine controller (23), and the engine exhaust heat absorber (24) each being disposed on the coolant flow path (1),

the engine tail gas heat absorber (24) and the engine (2) are connected in parallel, the motor (22) and the motor controller (23) are connected in series, and the motor (22) and the motor controller (23) are connected in parallel with the engine (2) and the engine tail gas heat absorber (24).

9. The vehicle thermal management system according to any of claims 1-7, characterized in that the absorption refrigeration device (5) comprises a generator (51) and an absorber (52), the generator (51) having a solution chamber (511) and a vapor chamber (512) for communicating with each other, the solution chamber (511) containing a binary solution, the generator (51) having a first inlet (513), a second inlet (514), a first outlet (515), a second outlet (516) and a third outlet (517) formed thereon, the absorber (52) having a third inlet (521), a fourth inlet (522) and a fourth outlet (523) formed thereon, the solution chamber (511) having a heat exchange tube (518) formed therein, the heat exchange tube (518) communicating with both the first inlet (513) and the first outlet (515), the second inlet (514) and the second outlet (516) communicating with the solution chamber (511), and the second outlet (516) is connected with the fourth inlet (522), the fourth outlet (523) is connected with the second inlet (514), and the third outlet (517) is communicated with the vapor cavity (512);

wherein the first inlet (513) is a cooling liquid inlet of the absorption refrigeration device (5), the first outlet (515) is a cooling liquid outlet of the absorption refrigeration device (5), the third outlet (517) is a refrigerant outlet of the absorption refrigeration device (5), and the third inlet (521) is a refrigerant inlet of the absorption refrigeration device (5).

10. A vehicle comprising the vehicle thermal management system of any of claims 1-9.

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