CN217598284U

CN217598284U - Automobile air conditioning system, automobile thermal management system and automobile

Info

Publication number: CN217598284U
Application number: CN202221344891.9U
Authority: CN
Inventors: 凌和平; 黄伟; 宋淦; 平朗; 阙衍升
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2022-05-31
Filing date: 2022-05-31
Publication date: 2022-10-18
Anticipated expiration: 2032-05-31

Abstract

The utility model belongs to the technical field of vehicle air conditioner, especially, relate to a vehicle air conditioning system, car thermal management system and car. The automobile air conditioning system comprises a compressor, an internal condenser, an external condenser, a first electromagnetic valve and a heat conducting piece connected with a power battery; the power battery is connected with a self-heating circuit for self-heating the power battery; the compressor, the internal condenser and the external condenser form a first passenger compartment heating loop; the compressor, the first electromagnetic valve, the heat conducting piece and the condenser outside the vehicle form a first battery pack heating loop. The utility model discloses in, refrigerant among the vehicle air conditioning system can heat up for power battery through the heat-conducting piece to need not to set up PTC heater etc. in power battery and heat for power battery, also need not to add battery heater, and then make power battery's battery package's structure compacter, improved the space utilization of battery package.

Description

Automobile air conditioning system, automobile thermal management system and automobile

Technical Field

The utility model belongs to the technical field of vehicle air conditioner, especially, relate to a vehicle air conditioning system, car thermal management system and car.

Background

With the continuous deepening of environmental awareness, more and more new energy automobiles appear in the lives of people; the electric automobile is a common new energy automobile, and the development of the electric automobile in recent years is very rapid. The power battery is used as a power source of the electric automobile, and has an important influence on the performance of the whole automobile (such as the trafficability, safety, reliable durability and the like).

In a low-temperature environment, the reaction rate of the power battery is reduced, and the output power of the power battery is also reduced, so that the performance of the whole vehicle is influenced. In the prior art, in order to improve the low Temperature resistance of a power battery, a PTC (Positive Temperature Coefficient) heater is usually added inside the power battery to assist the heating of the power battery; however, the PTC heater increases the volume of the power battery, increasing the manufacturing cost of the power battery.

SUMMERY OF THE UTILITY MODEL

The utility model discloses to power battery's among the prior art technical problem bulky, that manufacturing cost is high, a vehicle air conditioning system, car thermal management system and car are provided.

In view of the above technical problem, an embodiment of the present invention provides an automotive air conditioning system, including a compressor, an interior condenser, an exterior condenser, a first electromagnetic valve, and a heat conducting member connected to a power battery; the power battery is connected with a self-heating circuit for self-heating the power battery;

an outlet of the compressor is communicated with an inlet of the internal condenser and a first end of a first electromagnetic valve, an outlet of the internal condenser is communicated with an inlet of the external condenser, a second end of the first electromagnetic valve is communicated with an inlet of the external condenser through the heat conducting piece, and an outlet of the external condenser is communicated with an inlet of the compressor;

the compressor, the internal condenser, and the external condenser constitute a first passenger compartment heating circuit;

the compressor, the first electromagnetic valve, the heat conducting member and the condenser outside the vehicle form a first battery pack heating loop.

Optionally, the heat conducting member comprises a direct cooling plate integrated within the power cell.

Optionally, the vehicle air conditioning system further includes a first expansion valve and an evaporator, and an outlet of the condenser outside the vehicle is communicated with an inlet of the compressor through the first expansion valve and the evaporator in sequence;

the compressor, the internal condenser, the external condenser, the first expansion valve, and the evaporator constitute a passenger compartment refrigeration circuit.

Optionally, the vehicle air conditioning system further includes a second expansion valve, a third expansion valve, a first check valve, a second check valve, a third check valve, a fourth check valve, a second solenoid valve, and a third solenoid valve;

the outlet of the condenser inside the vehicle is communicated with the inlet of the condenser outside the vehicle through the second expansion valve; the outlet of the condenser outside the vehicle is communicated with the inlet of the compressor through the second electromagnetic valve; the second end of the first electromagnetic valve is communicated with an inlet of the compressor through the third electromagnetic valve; the first end of the heat conducting piece is communicated between the first electromagnetic valve and the third electromagnetic valve, the second end of the heat conducting piece is communicated with the inlet of the first one-way valve, the outlet of the first one-way valve is communicated with the inlet of the second one-way valve through the third expansion valve, the outlet of the second one-way valve is communicated between the second expansion valve and the inlet of the condenser outside the vehicle, the outlet of the condenser outside the vehicle is communicated with the inlet of the third one-way valve, the outlet of the third one-way valve is communicated with the inlet of the fourth one-way valve through the third expansion valve, and the outlet of the fourth one-way valve is communicated with the second end of the heat conducting piece; condenser outside vehicle

The compressor, the internal condenser, the second expansion valve, the external condenser, the third one-way valve, the third expansion valve, the fourth one-way valve, the heat conducting piece and the third electromagnetic valve form a battery pack cooling loop;

the first battery pack warming loop is composed of the compressor, the first electromagnetic valve, the heat conducting member, the first one-way valve, the third expansion valve, the second one-way valve, the condenser outside the vehicle, and the second electromagnetic valve;

the first passenger compartment heating circuit is constituted by the compressor, the internal condenser, the second expansion valve, the external condenser, and the second solenoid valve.

Optionally, the automobile air conditioning system further comprises a heat exchanger communicated with an automobile high-pressure heat exchange loop, and the second electromagnetic valve is communicated with an inlet of the compressor through the heat exchanger;

the first passenger compartment heating loop is composed of the compressor, the internal condenser, the second expansion valve, the external condenser, the second electromagnetic valve and the heat exchanger;

the first battery pack warming circuit is constituted by the compressor, the first electromagnetic valve, the heat conducting member, the first check valve, the third expansion valve, the second check valve, the condenser outside the vehicle, the second electromagnetic valve, and the heat exchanger.

Optionally, the vehicle air conditioning system further comprises a fourth solenoid valve, a first end of the fourth solenoid valve is communicated between the second expansion valve and an inlet of the condenser outside the vehicle, and a second end of the fourth solenoid valve is communicated between the second solenoid valve and the heat exchanger;

the compressor, the internal condenser, the second expansion valve, the fourth solenoid valve and the heat exchanger form a second passenger compartment heating loop;

the compressor, the first solenoid valve, the heat conducting member, the first check valve, the third expansion valve, the second check valve, the fourth solenoid valve and the heat exchanger constitute a second battery pack temperature rise loop.

The utility model discloses another embodiment still provides a car thermal management system, including car high pressure heat transfer circuit, power battery, self-heating circuit and foretell vehicle air conditioning system.

Optionally, the automobile high-pressure heat exchange loop comprises a water pump and a high-pressure cooling pipeline for cooling an automobile high-pressure device; the automobile air conditioning system also comprises a heat exchanger communicated with the automobile high-pressure heat exchange loop; the outlet of the condenser outside the vehicle is communicated with the inlet of the compressor through the heat exchanger; an outlet of the water pump is communicated with a cooling liquid inlet of the heat exchanger, a cooling liquid outlet of the heat exchanger is communicated with an inlet of the high-pressure cooling pipeline, and an outlet of the high-pressure cooling pipeline is connected with an inlet of the water pump;

the water pump, the heat exchanger and the high-pressure cooling pipeline form a first high-pressure heat exchange loop.

Optionally, the automobile high-pressure heat exchange loop further comprises a radiator, a three-way valve and a three-way pipe; the three-way valve is provided with a first valve port, a second valve port and a third valve port; the three-way pipe is provided with a first pipe orifice, a second pipe orifice and a third pipe orifice;

the outlet of the water pump is communicated with the first valve port, the second valve port is communicated with the inlet of the radiator, the outlet of the radiator is communicated with the second pipe orifice, the third valve port is communicated with the cooling liquid inlet of the heat exchanger, the cooling liquid outlet of the heat exchanger is communicated with the third pipe orifice, and the first pipe orifice is communicated with the inlet of the high-pressure cooling pipeline;

the water pump, the radiator and the high-pressure cooling pipeline form a second high-pressure heat exchange loop.

Optionally, the vehicle thermal management system further comprises a fan, and the fan is arranged opposite to the condenser outside the vehicle and the radiator.

An embodiment of the utility model also provides an automobile, a serial communication port, including foretell car thermal management system.

The utility model discloses a vehicle air conditioning system comprises a compressor, an internal condenser, an external condenser, a first electromagnetic valve and a heat conducting piece connected with a power battery; the power battery is connected with a self-heating circuit for self-heating the power battery; wherein the compressor, the interior condenser, and the exterior condenser form a first passenger compartment heating circuit; specifically, when the external environment temperature is not very low and the heat pump energy efficiency of the automotive air conditioning system is in a relatively high range, the passenger compartment can be heated through the first passenger compartment heating loop, at the moment, the refrigerant output by the internal condenser flows into the external condenser, absorbs the heat of the external environment temperature and then flows into the compressor, the refrigerant is input into the internal condenser by the compressor, and the refrigerant radiates heat in the internal condenser, so that the technical effect of heating the passenger compartment is achieved.

The compressor, the first electromagnetic valve, the heat conducting member and the condenser outside the vehicle form a first battery pack heating loop. Specifically, when the external environment temperature is low and the power battery works at a low environment temperature, the temperature of the power battery can be raised through a first battery pack temperature raising loop, at the moment, the first electromagnetic valve is switched on, the compressor inputs the refrigerant into the heat conducting member through the first electromagnetic valve, the refrigerant radiates in the heat conducting member to achieve the technical effect of raising the temperature of the power battery, and the heat conducting member inputs the refrigerant into the condenser outside the vehicle to absorb the heat of the external environment and then flows back into the compressor. Further, if the effect of the refrigerant in the heat conducting member for heating the power battery does not meet the temperature requirement of the power battery, the power battery can be self-heated by the battery self-heating circuit, so that the temperature of the power battery is further increased.

The embodiment of the utility model provides an in automobile air conditioning system not only can play the technological effect of heating for the passenger cabin, can also play the technological effect of heating for power battery under the condition that need not to set up PTC heater (or other battery heater) etc. and heat for power battery to make power battery's battery package's structure compacter, improved the space utilization of battery package, reduced whole car weight. Additionally, the utility model discloses in, can pass through heat-conducting member in self-heating circuit and the first battery package intensification return circuit realizes power battery's dual intensification, consequently can be so that power battery maintains its required operating temperature in microthermal environment to power battery's performance and life have been guaranteed.

Drawings

The present invention will be further explained with reference to the drawings and examples.

Fig. 1 is a schematic view of an air conditioning system for a vehicle according to an embodiment of the present invention

Fig. 2 is a schematic diagram of a thermal management system for a vehicle according to an embodiment of the present invention;

FIG. 3 is an enlarged view of a portion of FIG. 2 at A;

FIG. 4 is an enlarged view of a portion of FIG. 2 at B;

fig. 5 is a schematic diagram of a first passenger compartment heating circuit according to an embodiment of the present invention;

fig. 6 is a schematic diagram of a first battery pack temperature increasing loop according to an embodiment of the present invention;

fig. 7 is a schematic diagram of a battery pack cooling circuit according to an embodiment of the present invention;

fig. 8 is a schematic diagram of a passenger compartment refrigeration circuit according to an embodiment of the present invention;

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

fig. 10 is a schematic diagram of a second passenger compartment heating circuit according to an embodiment of the present invention;

fig. 11 is a schematic diagram of a second battery pack temperature increasing circuit according to an embodiment of the present invention.

The reference numerals in the specification are as follows:

1. an automotive air conditioning system; 101. a compressor; 102. a condenser in the vehicle; 103. an exterior condenser; 104. a first solenoid valve; 105. a second expansion valve; 106. a third expansion valve; 107. a heat exchanger; 108. a heat conductive member; 109. a first check valve; 111. a second one-way valve; 112. a third check valve; 113. a fourth check valve; 114. a second solenoid valve; 115. a third solenoid valve; 116. a first expansion valve; 117. an evaporator; 118. a fourth solenoid valve; 119. a fifth check valve; 121. a liquid trap; 2. an automotive high pressure heat exchange loop; 21. a water pump; 22. a high pressure cooling line; 23. a heat sink; 24. a three-way valve; 241. a first valve port; 242. a second valve port; 243. a third valve port; 25. a three-way pipe; 251. a first nozzle; 252. a second orifice; 253. a third orifice; 3. a power battery; 4. a self-heating circuit; 5. a fan.

Detailed Description

In order to make the technical problem, technical solution and advantageous effects solved by the present invention more clearly understood, the following description is given in conjunction with the accompanying drawings and embodiments to illustrate the present invention in further detail. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the invention.

It is to be understood that the terms "upper", "lower", "left", "right", "front", "rear", "middle", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience in describing and simplifying the present invention, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed in a particular orientation, and be operated, and thus, should not be construed as limiting the present invention.

As shown in fig. 1 and fig. 2, an embodiment of the present invention provides an automotive air conditioning system 1, which includes a compressor 101, an interior condenser 102, an exterior condenser 103, a first electromagnetic valve 104, and a heat conducting member 108 connected to a power battery 3; the power battery 3 is connected with a self-heating circuit 4 for self-heating the power battery 3; it can be understood that the self-heating circuit 4 refers to a circuit module capable of realizing high-frequency charging and discharging of the power battery 3, and the self-heating circuit 4 includes energy storage elements such as a capacitor and an inductor; when the temperature of the power battery 3 is low, the power battery 3 discharges, the energy storage element in the self-heating circuit 4 stores electric energy, after the power battery 3 discharges for a period of time, the electrical property of the self-heating circuit 4 is reversed, the electric energy stored in the energy storage element is reused to charge the power battery 3, and in the charging process of the power battery 3, the internal resistance of the power battery 3 generates heat, so that the temperature of the power battery 3 rises. Further, the charge-discharge time or the alternation of the charge-discharge state of the power battery 3 is controlled by the orderly turning on and off of the switching elements in the self-heating circuit 4.

An outlet of the compressor 101 is communicated with an inlet of the internal condenser 102 and a first end of a first electromagnetic valve 104, an outlet of the internal condenser 102 is communicated with an inlet of the external condenser 103, a second end of the first electromagnetic valve 104 is communicated with an inlet of the external condenser 103 through the heat conducting member 108, and an outlet of the external condenser 103 is communicated with an inlet of the compressor 101.

As shown in fig. 1 and 5, the compressor 101, the interior condenser 102, and the exterior condenser 103 constitute a first passenger compartment heating circuit; specifically, when the external environment temperature is not very low (for example, 0 ℃ to 10 ℃), and the heat pump energy efficiency of the vehicle air conditioning system 1 is in a relatively high range, the passenger compartment may be heated by the first passenger compartment heating circuit, at this time, the refrigerant output by the internal condenser 102 flows into the external condenser 103, absorbs the heat of the external environment temperature, and then flows into the compressor 101, the compressor 101 inputs the refrigerant into the internal condenser 102, and the refrigerant radiates heat in the internal condenser 102, so as to achieve the technical effect of heating the passenger compartment.

As shown in fig. 1 and 6, the compressor 101, the first solenoid valve 104, the heat-conducting member 108, and the exterior condenser 103 constitute a first battery pack warming circuit. That is, it is understood that the first passenger compartment heating circuit in which the internal condenser 102 is located is connected in parallel with the second expansion valve 105 and the first battery pack warming circuit in which the heat conductive member 108 is located. Specifically, when the external environment temperature is low and the power battery 3 operates at a low ambient temperature, the power battery may be heated by a first battery pack heating loop, at this time, the first electromagnetic valve 104 is turned on, the compressor 101 inputs the refrigerant into the heat conducting member 108 through the first electromagnetic valve 104, the refrigerant radiates in the heat conducting member 108 to achieve a technical effect of heating the power battery 3, and the heat conducting member 108 inputs the refrigerant into the exterior condenser 103 again to absorb heat of the external environment and then flows back to the compressor 101. Further, if the effect of the refrigerant in the heat conducting member 108 to heat the power battery 3 does not meet the requirement of the power battery 3 for temperature, the power battery 3 may be self-heated by the battery self-heating circuit 4, so as to further raise the temperature of the power battery 3.

The embodiment of the utility model provides an in vehicle air conditioning system 1 not only can play the technological effect who heats for the passenger cabin, can also play the technological effect who heaies up for power battery 3 under need not to set up the circumstances that PTC heater (or other battery heater) etc. carry out the heating for power battery to make power battery's battery package's structure compacter, improved the space utilization of battery package, reduced whole car weight. In addition, self-heating circuit 4 carries out the in-process that charges and discharges to power battery 3, power battery 3 is because its self temperature of self-heating will rise to make power battery 3 can pass through the refrigerant in heat conduction piece 108 heats, and self-heating circuit 4 can also carry out the self-heating to power battery, namely, the utility model discloses can pass through the dual intensification to power battery is realized to the heat conduction piece in self-heating circuit and the first battery package intensification return circuit, consequently can make power battery 3 can maintain its required operating temperature in the environment of microthermal more, thereby guaranteed power battery 3's performance and life.

In one embodiment, the heat conducting member 108 comprises a direct cooling plate integrated in the power cell 3. It can be understood that the direct cooling plate is integrated in the power battery 3 and fully contacts the surface of the power battery 3 in the power battery 3, so that the refrigerant of the automobile air conditioning system 1 can directly exchange heat with the power battery 3 in the direct cooling plate (including the refrigerant directly evaporating and absorbing heat in the direct cooling plate), the heat transfer link is reduced, the heat loss is less, the heat exchange efficiency is high, the integration level of the power battery 3 is improved, the energy density of the power battery 3 is effectively improved, and the energy consumption of the whole automobile is effectively reduced.

In one embodiment, as shown in fig. 2, the air conditioning system 1 further includes a first expansion valve 116 and an evaporator 117, and an outlet of the condenser 103 outside the vehicle is communicated with an inlet of the compressor 101 through the first expansion valve 116 and the evaporator 117 in sequence. Preferably, the vehicle air conditioning system 1 further comprises a fifth check valve 119 and a blower disposed opposite to the evaporator 117, wherein the blower can blow cold air released from the evaporator 117 into the passenger compartment, thereby increasing the cooling effect of the passenger compartment; the outlet of the evaporator 117 communicates with the inlet of the compressor 101 through the fifth check valve 119.

As shown in fig. 8, the compressor 101, the internal condenser 102, the external condenser 103, the first expansion valve 116, and the evaporator 117 constitute a passenger compartment refrigeration circuit. It is understood that the evaporator 117 and the first expansion valve 116 are in the passenger compartment refrigeration circuit, and the first expansion valve 116 can control the on/off of the passenger compartment refrigeration circuit. Specifically, when the temperature of the passenger compartment is high and the passenger has a refrigeration demand, the passenger compartment refrigeration circuit is controlled to be in an operating state to refrigerate the passenger compartment, at this time, the refrigerant is pressurized by the compressor 101 and then converted into a high-pressure gaseous refrigerant, the high-pressure gaseous refrigerant flows into the condenser 103 outside the vehicle through the condenser 102 inside the vehicle (the condenser 102 does not perform a heat exchange function on the refrigerant), the high-pressure gaseous refrigerant transfers heat carried by the condenser 103 outside the vehicle to the high-pressure liquid refrigerant after transferring the heat to the external environment, the high-pressure liquid refrigerant is converted into a low-pressure liquid refrigerant after passing through the first expansion valve 116, the low-pressure liquid refrigerant is input to the evaporator 117 and converted into a low-pressure gaseous refrigerant (the refrigerant absorbs the heat of the passenger compartment in the evaporator 117 to achieve a technical effect of refrigerating the passenger compartment), and the low-pressure gaseous refrigerant flows into the compressor 101 again.

In one embodiment, as shown in fig. 2, the vehicle air conditioning system 1 further includes a second expansion valve 105, a third expansion valve 106, a first check valve 109, a second check valve 111, a third check valve 112, a fourth check valve 113, a second solenoid valve 114, and a third solenoid valve 115.

The outlet of the internal condenser 102 is communicated with the inlet of the external condenser 103 through the second expansion valve 105; the outlet of the condenser 103 outside the vehicle is communicated with the inlet of the compressor 101 through the second electromagnetic valve 114; the second end of the first solenoid valve 104 is communicated with the inlet of the compressor 101 through the third solenoid valve 115; a first end of the heat conducting member 108 is communicated between the first solenoid valve 104 and the third solenoid valve 115, a second end of the heat conducting member 108 is communicated with an inlet of the first check valve 109, an outlet of the first check valve 109 is communicated with an inlet of the second check valve 111 through the third expansion valve 106, an outlet of the second check valve 111 is communicated between the second expansion valve 105 and an inlet of the condenser outside the vehicle 103, an outlet of the condenser outside the vehicle 103 is communicated with an inlet of the third check valve 112, an outlet of the third check valve 112 is communicated with an inlet of the fourth check valve 113 through the third expansion valve 105, and an outlet of the fourth check valve 113 is communicated with a second end of the heat conducting member 108.

In a specific embodiment, an outlet of the compressor 101 communicates with an inlet of the interior condenser 102 and a first end of the first solenoid valve 104, an outlet of the interior condenser 102 communicates with an inlet of the exterior condenser 103, a second end of the first solenoid valve 104 communicates with a first end of the third solenoid valve 115 and a first end of the heat conductive member 108, a second end of the heat conductive member 108 communicates with an inlet of the first check valve 109 and an outlet of the fourth check valve 113, an outlet of the first check valve 109 and an outlet of the third check valve 112 both communicate with a first end of the third expansion valve 106, an inlet of the second check valve 111 and an inlet of the fourth check valve 113 both communicate with a second end of the third expansion valve 106, an outlet of the second check valve 111 and a second end of the second expansion valve 105 both communicate with an inlet of the exterior condenser 103, an inlet of the exterior condenser 103 and a second end of the third solenoid valve 115 both communicate with an inlet of the compressor 101.

As shown in fig. 7, the compressor 101, the internal condenser 102, the second expansion valve 105, the external condenser 103, the third check valve 112, the third expansion valve 106, the fourth check valve 113, the heat conductive member 108, and the third solenoid valve 115 constitute a battery pack cooling circuit; specifically, when the temperature of the power battery 3 is high (for example, greater than 38 ℃), the first solenoid valve 104 and the second solenoid valve 114 are opened, and the second expansion valve 105, the third expansion valve 106, and the third solenoid valve 115 are closed; at this time, the battery pack cooling loop is in a working state to cool the power battery 3, and at this time, the refrigerant is converted into a high-pressure gas refrigerant after being pressurized by the compressor 101; the high-pressure gaseous refrigerant passes through the internal condenser 102 and the second expansion valve 105 and flows into the external condenser 103 (the second expansion valve 105 is in a fully opened state, the internal condenser 102 does not perform a heat exchange function on the refrigerant, and the second expansion valve 105 does not perform a throttling function on the refrigerant), the high-pressure gaseous refrigerant releases heat to the external environment in the external condenser 103 and then turns into a high-pressure liquid refrigerant, the high-pressure liquid refrigerant flows into the third expansion valve 106 through the third one-way valve 112, the high-pressure liquid refrigerant is turned into a low-pressure liquid refrigerant in the third expansion valve 106, the low-pressure liquid refrigerant flows into the heat conducting member 108 through the fourth one-way valve 113, the low-pressure liquid refrigerant is turned into a low-pressure gaseous refrigerant in the heat conducting member 108, the refrigerant absorbs the temperature of the power battery 3 in the heat conducting member 108 to achieve a technical effect of cooling the power battery 3, and the low-pressure gaseous refrigerant flows into the compressor 101 through the third solenoid valve 115. In this embodiment, the refrigerant in the heat conducting member 108 can achieve the technical effect of raising the temperature of the power battery 3, so that the power battery 3 can work at a higher ambient temperature, and the service life of the power battery 3 is prolonged.

Preferably, as shown in fig. 2, when the power battery 3 and the passenger compartment both have cooling requirements, the passenger compartment cooling circuit and the battery pack cooling circuit are both in an operating state. Specifically, the refrigerant is pressurized by the compressor 101 and then converted into a high-pressure gaseous refrigerant, the high-pressure gaseous refrigerant flows into the condenser 103 outside the vehicle after passing through the condenser 102 inside the vehicle and the second expansion valve 105, and the carried heat is transferred to the external environment and then converted into a high-pressure liquid refrigerant, the high-pressure liquid refrigerant is divided into two paths, one path of high-pressure liquid refrigerant is converted into a low-pressure liquid refrigerant after passing through the first expansion valve 116 and flows into the evaporator 117, the low-pressure liquid refrigerant is converted into a low-pressure gaseous refrigerant in the evaporator 117 (the refrigerant absorbs heat in the passenger compartment in the evaporator 117 to achieve the technical effect of refrigerating the passenger compartment), and the low-pressure liquid refrigerant flows back to the compressor 101; another path of high-pressure liquid refrigerant flows into the third expansion valve 106 through the third one-way valve 112 and then is converted into low-pressure liquid refrigerant, the low-pressure liquid refrigerant flows into the heat conducting member 108 through the third expansion valve 106 and the fourth one-way valve 113, the low-pressure liquid refrigerant absorbs the temperature of the power battery 3 in the heat conducting member 108 and is converted into low-pressure gaseous refrigerant (to cool the power battery 3), and the low-pressure gaseous refrigerant flows into the compressor 101 through the third electromagnetic valve 115.

Further, as shown in fig. 6, the first battery pack warming circuit is constituted by the compressor 101, the first solenoid valve 104, the heat conductive member 108, the first check valve 109, the third expansion valve 106, the second check valve 111, the condenser 103 outside the vehicle, and the second solenoid valve 114; specifically, the second expansion valve 105 and the third solenoid valve 115 are turned off, and the first solenoid valve 104, the third expansion valve 106 and the second solenoid valve 114 are turned on, at this time, the first battery pack warming circuit is in an operating state, so as to warm the power battery 3; at this time, the refrigerant is pressurized by the compressor 101 and then converted into a high-pressure gaseous refrigerant; the high-pressure gaseous refrigerant flows into the heat conducting member 108 through the first electromagnetic valve 104, the high-pressure gaseous refrigerant is converted into a high-pressure liquid refrigerant in the heat conducting member 108, and heat is transferred to the power battery 3 to achieve the technical effect of warming the power battery 3, the high-pressure liquid refrigerant flows into the third expansion valve 106 through the first one-way valve 109, the high-pressure liquid refrigerant is converted into a low-pressure liquid refrigerant in the third expansion valve 106, the low-pressure liquid refrigerant flows into the condenser 103 outside the vehicle through the second one-way valve 111, the low-pressure liquid refrigerant absorbs the temperature of the external environment in the condenser 103 outside the vehicle and is converted into a low-pressure gaseous refrigerant, and the low-pressure gaseous refrigerant flows back into the compressor 101 through the second electromagnetic valve 114.

As shown in fig. 5, the first passenger compartment heating circuit includes the compressor 101, the internal condenser 102, the second expansion valve 105, the external condenser 103, and the second solenoid valve 114. Specifically, in this embodiment, when the first passenger compartment heating circuit is in the operating state, the first solenoid valve 104, the third solenoid valve 115, and the third expansion valve 106 are turned off, and the second expansion valve 105 and the second solenoid valve 114 are turned on; the refrigerant is pressurized by the compressor 101 and then converted into a high-pressure gaseous refrigerant, and flows into the interior condenser 102, the high-pressure gaseous refrigerant is converted into a high-pressure liquid refrigerant after the interior condenser 102 radiates heat to the passenger compartment (to heat the passenger compartment), the high-pressure liquid refrigerant is expanded by the second expansion valve 105 and then converted into a low-pressure liquid refrigerant, the low-pressure liquid refrigerant is converted into a low-pressure gaseous refrigerant after the exterior condenser 103 absorbs heat of the external environment temperature, and the low-pressure gaseous refrigerant flows back into the compressor 101 through the second solenoid valve 114.

In this embodiment, the second expansion valve 105 may control the on/off of the first passenger compartment heating loop, the first electromagnetic valve 104 may control the on/off of the first battery pack heating loop, and the third electromagnetic valve 115 may control the on/off of the battery pack cooling loop. The automobile air conditioning system 1 has high integration level and flexible switching of different modes.

In an embodiment, as shown in fig. 2, the vehicle air conditioning system 1 further includes a heat exchanger 107 communicated with the vehicle high-pressure heat exchange loop 2, and the second solenoid valve 114 is communicated with the inlet of the compressor 101 through the heat exchanger 107; understandably, in the automobile high-pressure heat exchange loop 2, the cooling liquid passes through automobile high-pressure devices (not shown) such as a driving motor, an automobile motor controller, a vehicle-mounted charger and the like, and when the automobile is a hybrid power automobile, the automobile high-pressure devices also comprise an engine and the like; during the working process of the automobile high-voltage device, the temperature of the automobile high-voltage device is increased; further, the heat exchanger 107 is arranged opposite to the vehicle high-pressure heat exchange loop 2, at this time, the refrigerant in the vehicle air conditioning system 1 and the coolant in the vehicle high-pressure heat exchange loop 2 can perform heat interaction in the heat exchanger 107, that is, the coolant in the vehicle high-pressure heat exchange loop 2 absorbs the heat released by the vehicle high-pressure device and is transferred to the refrigerant in the vehicle air conditioning system 1 through the heat exchanger 107, so that the temperature of the coolant is increased.

Further, the first passenger compartment heating circuit is constituted by the compressor 101, the internal condenser 102, the second expansion valve 105, the external condenser 103, the second solenoid valve 114, and the heat exchanger 107. In this embodiment, it is understood that, when the first passenger compartment refrigeration circuit is in an operating state, after the refrigerant output from the interior condenser flows into the exterior condenser and absorbs heat of the external environment temperature, the refrigerant output from the exterior condenser 103 flows into the heat exchanger 107 through the second electromagnetic valve 114, the refrigerant absorbs heat of the high-pressure heat exchange circuit 2 in the heat exchanger 107, then the refrigerant absorbs heat of the high-pressure heat exchange circuit 2 in the heat exchanger 107 and then flows back to the compressor 101, the compressor 101 inputs the refrigerant into the interior condenser 102, and the refrigerant dissipates heat in the interior condenser 102, so as to achieve the technical effect of heating the passenger compartment. The utility model discloses vehicle air conditioning system 1 not only can absorb external environment temperature heat and heat the passenger cabin, can also heat the passenger cabin through the heat of refrigerant in absorbing car high pressure heat transfer circuit 2 in heat exchanger 107 simultaneously, has further improved vehicle air conditioning system 1's heat pump efficiency, and has improved the utilization ratio of whole car energy, has promoted the duration of a journey of whole car. In addition, since the refrigerant in the heat exchanger 107 can absorb heat in the high-pressure heat exchange loop 2 of the automobile to reduce the temperature of the cooling liquid in the high-pressure heat exchange loop 2 of the automobile, the cooling efficiency of the high-pressure heat exchange loop 2 of the automobile is also improved.

Further, as shown in fig. 6, the first battery pack temperature increasing circuit includes the compressor 101, the first solenoid valve 104, the heat conducting material 108, the first check valve 109, the third expansion valve 106, the second check valve 111, the condenser 103 external to the vehicle, the second solenoid valve 114, and the heat exchanger 107. Further, in this embodiment, when the first battery pack warming circuit is in an operating state, the refrigerant absorbs heat of the high-pressure heat exchange circuit 2 of the vehicle in the heat exchanger 107, and then flows back to the compressor 101. In this embodiment, after the refrigerant absorbs the heat of the high-pressure heat exchange loop 2 of the vehicle in the heat exchanger 107, the heat conducting member 108 heats the power battery 3, so that the heat pump efficiency of the vehicle air conditioning system 1 is further improved, the utilization rate of the energy of the whole vehicle is improved, and the cruising ability of the whole vehicle is improved. Additionally, the utility model discloses refrigerant in the heat exchanger 107 of vehicle air conditioning system 1 can also reduce the temperature of coolant liquid in the high-pressure heat transfer circuit 2 of car after absorbing the heat in the high-pressure heat transfer circuit 2 of car to improve the cooling efficiency of high-pressure heat transfer circuit 2 of car.

In an embodiment, as shown in fig. 2, the vehicle air conditioning system 1 further includes an accumulator 121, and the second end of the third solenoid valve 115, the outlet of the evaporator 117, and the outlet of the heat exchanger 107 are all communicated with the inlet of the compressor 101 through the accumulator 121. As can be understood, the liquid collector 121 can perform gas-liquid separation on the refrigerant, so as to ensure that the refrigerant entering the compressor 101 is in a gaseous state; therefore, the design of the liquid collector 121 ensures the refrigeration and heating effects of the vehicle air-conditioning system 1 and also prolongs the service life of the vehicle air-conditioning system 1.

In one embodiment, as shown in fig. 9, the vehicle air conditioning system 1 further includes a fourth solenoid valve 118, a first end of the fourth solenoid valve 118 is communicated between the second expansion valve 105 and the inlet of the condenser 103 outside the vehicle, and a second end of the fourth solenoid valve 118 is communicated between the third solenoid valve 115 and the heat exchanger 107; as can be appreciated, the fourth solenoid valve 118 is in parallel with the offboard condenser 103 and the branch of the second solenoid valve 114.

As shown in fig. 10, the compressor 101, the internal condenser 102, the second expansion valve 105, the fourth solenoid valve 118, and the heat exchanger 107 constitute a second passenger compartment heating circuit; specifically, when the external environment temperature is extremely low and the external environment is not suitable for serving as a heat source of the automobile air conditioning system 1, the second passenger compartment heating circuit is controlled to be in a working state so as to heat the passenger compartment; the refrigerant is pressurized by the compressor 101 and then converted into a high-pressure gaseous refrigerant, the high-pressure gaseous refrigerant is subjected to heat exchange with the passenger compartment by the internal condenser 102 and then converted into a high-pressure liquid refrigerant (the refrigerant dissipates heat in the passenger compartment to achieve the technical effect of heating the passenger compartment of the automobile), the high-pressure liquid refrigerant is subjected to pressure reduction by the second expansion valve 105 and then converted into a low-pressure liquid refrigerant, the low-pressure liquid refrigerant flows into the heat exchanger 107 by the second electromagnetic valve 114, the low-pressure liquid refrigerant is converted into a low-pressure gaseous refrigerant after the heat exchanger 107 absorbs heat of the high-pressure heat exchange circuit 2 of the automobile, and the low-pressure gaseous refrigerant flows back to the compressor 101.

As shown in fig. 11, the compressor 101, the first solenoid valve 104, the heat conductive member 108, the first check valve 109, the third expansion valve 106, the second check valve 111, the fourth solenoid valve 118, and the heat exchanger 107 constitute a second battery pack temperature increasing circuit. Specifically, when the external environment temperature is extremely low and the external environment is not suitable for serving as a heat source of the automobile air conditioning system 1, the second battery pack heating loop is controlled to be in a working state to heat the power battery 3; the refrigerant is pressurized by the compressor 101 and then converted into a high-pressure gaseous refrigerant, the high-pressure gaseous refrigerant flows into the heat conducting member 108 through the first electromagnetic valve 104, the high-pressure gaseous refrigerant transfers heat to the power battery 3 in the heat conducting member 108 and then is converted into a high-pressure liquid refrigerant, the refrigerant has a technical effect of heating the power battery 3 in the heat conducting member 108, the high-pressure liquid refrigerant flows into the third expansion valve 106 through the first one-way valve 109, the high-pressure gaseous refrigerant is converted into a low-pressure liquid refrigerant in the third expansion valve 106, the low-pressure liquid refrigerant flows back to the heat exchanger 107 through the second one-way valve 111 and the fourth electromagnetic valve 118 in sequence, the low-pressure liquid refrigerant absorbs heat of the high-pressure heat exchange circuit 2 of the automobile in the heat exchanger 107 and then is converted into a low-pressure gaseous refrigerant, and the low-pressure gaseous refrigerant flows back to the compressor 101. In this embodiment, after the second battery pack temperature rise loop can absorb heat completely from the automobile high-voltage system, the temperature of the power battery 3 is raised, so that the power battery 3 can work in a lower temperature environment.

As shown in fig. 2 and fig. 9, another embodiment of the present invention further provides a vehicle thermal management system, which includes a vehicle high-pressure heat exchange loop 2, a power battery 3, a self-heating circuit 4 and the vehicle air conditioning system 1.

In one embodiment, as shown in fig. 2 and 9, the vehicle high-pressure heat exchange loop 2 includes a water pump 21 and a high-pressure cooling pipeline 22 for cooling a vehicle high-pressure device; the automobile air conditioning system 1 further comprises a heat exchanger 107 communicated with the automobile high-pressure heat exchange loop 2; the outlet of the condenser 103 outside the vehicle is communicated with the inlet of the compressor 101 through the heat exchanger 107; an outlet of the water pump 21 is communicated with a cooling liquid inlet of the heat exchanger 107, a cooling liquid outlet of the heat exchanger 107 is communicated with an inlet of the high-pressure cooling pipeline 22, and an outlet of the high-pressure cooling pipeline 22 is connected with an inlet of the water pump 21. It can be understood that when the cooling liquid flows through the high-pressure cooling pipeline 22, the cooling liquid can have the technical effect of cooling the high-pressure devices of the automobile; a refrigerant flow channel for flowing a refrigerant and a cooling liquid flow channel for flowing a cooling liquid are arranged on the heat exchanger 107; preferably, the refrigerant flows in the refrigerant flow passage in a direction opposite to a direction in which the coolant flows in the coolant flow passage, so that the heat exchange between the refrigerant and the coolant is more sufficient in the heat exchanger 107.

The water pump 21, the heat exchanger 107 and the high-pressure cooling pipeline 22 form a first high-pressure heat exchange loop. It can be understood that when the refrigerant in the vehicle air conditioning system 1 needs to absorb heat of the vehicle high pressure heat exchange loop 2, and the coolant flows through the heat exchanger 107 of the first high pressure heat exchange loop, the coolant exchanges heat with the refrigerant of the vehicle air conditioning system 1 in the heat exchanger 107, so that the efficiency of the vehicle air conditioning system 1 is improved, and meanwhile, the cooling efficiency of the vehicle high pressure system on the vehicle high pressure device is also improved.

In one embodiment, as shown in fig. 2 and 9, the automotive high-pressure heat exchange loop 2 further comprises a radiator 23, a three-way valve 24 and a three-way pipe 25; the three-way valve 24 is provided with a first valve port 241, a second valve port 242 and a third valve port 243; the three-way pipe 25 is provided with a first pipe orifice 251, a second pipe orifice 252 and a third pipe orifice 253.

The outlet of the water pump 21 is communicated with the first valve port 241, the second valve port 242 is communicated with the inlet of the radiator 23, the outlet of the radiator 23 is communicated with the second pipe orifice 252, the third valve port 243 is communicated with the cooling liquid inlet of the heat exchanger 107, the cooling liquid outlet of the heat exchanger 107 is communicated with the third pipe orifice 253, and the first pipe orifice 251 is communicated with the inlet of the high-pressure cooling pipeline 22; it will be appreciated that the branch in which the radiator 23 is located is in parallel with the branch in which the heat exchanger 107 is located.

The water pump 21, the radiator 23, and the high-pressure cooling pipeline 22 constitute a second high-pressure heat exchange loop. It can be understood that, in the second high-pressure heat exchange loop, when the cooling liquid flows through the condenser 103 outside the vehicle, the cooling liquid can release its heat to the external environment, and the cooled cooling liquid flows into the high-pressure cooling pipeline 22 to cool the high-pressure device of the vehicle.

Specifically, when the refrigerant of the vehicle air conditioning system 1 needs to absorb heat released by the vehicle high-pressure heat exchange circuit 2 (for example, a first passenger compartment heating circuit, a first battery pack warming circuit, etc.), both the first valve port 241 and the third valve port 243 are turned on, and the second valve port 242 is turned off, so that the coolant flows in the first high-pressure heat exchange circuit; when the refrigerant of the vehicle air conditioning system 1 does not need to absorb heat released by the vehicle high-pressure heat exchange loop 2 (e.g., a battery pack cooling loop, a passenger compartment cooling loop, etc.), both the first valve port 241 and the second valve port 242 are turned on, and the third valve port 243 is turned off, so that the coolant flows in the second high-pressure heat exchange loop.

Further, when the first valve port 241, the second valve port 242, and the third valve port 243 are all connected, the first high pressure heat exchange circuit and the second high pressure heat exchange circuit are both operated. At this moment, the cooling liquid can not only transfer the heat to the automobile air conditioning system 1, but also transfer the heat to the external environment, thereby ensuring the cooling effect of the automobile high-voltage system on the automobile high-voltage device.

In one embodiment, as shown in fig. 1, the thermal management system of the automobile further includes a fan 5, and the fan 5 is disposed opposite to both the condenser 103 and the radiator 23 outside the automobile. The rotation of the fan 5 makes it easier for the refrigerant flowing through the exterior condenser 103 to transfer heat to the external environment, and for the coolant flowing through the radiator 23 to transfer heat to the external environment. Further, the condenser 103 outside the vehicle and the radiator 23 share one fan 5, when the fan 5 rotates, the air in front of the air inlet grille flows through the radiator 23 and the condenser 103 outside the vehicle, the refrigerant flows through the condenser 103 outside the vehicle to absorb the air temperature beside the condenser 103 outside the vehicle, the reduced air can be cooled by the fan 5 vertically to the radiator 23, so that the cooling liquid flowing through the radiator 23 can be cooled, and the cooling effect of the second high-pressure heat exchange loop on the high-pressure device of the vehicle is further improved.

It should be noted that, the utility model discloses a various refrigeration and heating return circuits during operation among vehicle air conditioning system 1 and the car thermal management system, only need control to correspond switch-on such as solenoid valve, expansion valve on the return circuit, control disconnection such as solenoid valve, expansion valve on other return circuits can. And through control the utility model discloses the switch-on or the disconnection of well solenoid valve and expansion valve for return circuit more than arbitrary two is in operating condition simultaneously, and it is also the utility model discloses an in the protection range.

An embodiment of the utility model provides a car is still provided, including foretell car thermal management system.

The above embodiments are only examples of the present invention, and are not intended to limit the present invention, and any modifications, equivalent replacements, and improvements made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. An automobile air conditioning system is characterized by comprising a compressor, an internal condenser, an external condenser, a first electromagnetic valve and a heat conducting piece connected with a power battery; the power battery is connected with a self-heating circuit for self-heating the power battery;

the compressor, the internal condenser and the external condenser form a first passenger compartment heating loop;

2. The vehicle air conditioning system of claim 1, wherein said heat transfer member comprises a direct chill plate integrated within said power cell.

3. The vehicle air conditioning system of claim 1, further comprising a first expansion valve and an evaporator, wherein an outlet of the condenser external to the vehicle communicates with an inlet of the compressor through the first expansion valve and the evaporator in sequence;

4. The vehicle air conditioning system of claim 1, further comprising a second expansion valve, a third expansion valve, a first check valve, a second check valve, a third check valve, a fourth check valve, a second solenoid valve, and a third solenoid valve;

the outlet of the condenser inside the vehicle is communicated with the inlet of the condenser outside the vehicle through the second expansion valve; the outlet of the condenser outside the vehicle is communicated with the inlet of the compressor through the second electromagnetic valve; the second end of the first electromagnetic valve is communicated with an inlet of the compressor through the third electromagnetic valve; the first end of the heat conducting piece is communicated between the first electromagnetic valve and the third electromagnetic valve, the second end of the heat conducting piece is communicated with the inlet of the first one-way valve, the outlet of the first one-way valve is communicated with the inlet of the second one-way valve through the third expansion valve, the outlet of the second one-way valve is communicated between the second expansion valve and the inlet of the condenser outside the vehicle, the outlet of the condenser outside the vehicle is communicated with the inlet of the third one-way valve, the outlet of the third one-way valve is communicated with the inlet of the fourth one-way valve through the third expansion valve, and the outlet of the fourth one-way valve is communicated with the second end of the heat conducting piece;

the compressor, the internal condenser, the second expansion valve, the external condenser, the third check valve, the third expansion valve, the fourth check valve, the heat conducting piece and the third electromagnetic valve form a battery pack cooling loop;

the first passenger compartment heating circuit is composed of the compressor, the internal condenser, the second expansion valve, the external condenser and the second solenoid valve.

5. The vehicle air conditioning system according to claim 4, further comprising a heat exchanger in communication with a high pressure heat exchange loop of the vehicle, wherein the second solenoid valve is in communication with an inlet of the compressor through the heat exchanger;

the first passenger compartment heating circuit is composed of the compressor, the internal condenser, the second expansion valve, the external condenser, the second electromagnetic valve and the heat exchanger;

6. The vehicle air conditioning system of claim 5, further comprising a fourth solenoid valve, a first end of the fourth solenoid valve communicating between the second expansion valve and an inlet of the condenser external to the vehicle, a second end of the fourth solenoid valve communicating between the second solenoid valve and the heat exchanger;

the compressor, the first electromagnetic valve, the heat conducting member, the first check valve, the third expansion valve, the second check valve, the fourth electromagnetic valve and the heat exchanger form a second battery pack heating loop.

7. The automobile thermal management system is characterized by comprising an automobile high-pressure heat exchange loop, a power battery, a self-heating circuit and the automobile air conditioning system of any one of claims 1 to 6.

8. The automotive thermal management system according to claim 7, wherein the automotive high-pressure heat exchange loop comprises a water pump and a high-pressure cooling pipeline for cooling automotive high-pressure devices; the automobile air conditioning system also comprises a heat exchanger communicated with the automobile high-pressure heat exchange loop; the outlet of the condenser outside the vehicle is communicated with the inlet of the compressor through the heat exchanger; an outlet of the water pump is communicated with a cooling liquid inlet of the heat exchanger, a cooling liquid outlet of the heat exchanger is communicated with an inlet of the high-pressure cooling pipeline, and an outlet of the high-pressure cooling pipeline is connected with an inlet of the water pump;

9. The automotive thermal management system of claim 8, wherein the automotive high pressure heat exchange loop further comprises a radiator, a three-way valve, and a three-way pipe; the three-way valve is provided with a first valve port, a second valve port and a third valve port; the three-way pipe is provided with a first pipe orifice, a second pipe orifice and a third pipe orifice;

10. An automobile comprising the automobile thermal management system of any of claims 7 to 9.