CN217778281U - Vehicle thermal management system and vehicle with same - Google Patents

Abstract

The utility model discloses a vehicle thermal management system and vehicle that has it, vehicle thermal management system includes: the system comprises a refrigerant circulating system and a cooling liquid circulating system, wherein an outlet of a compressor in the refrigerant circulating system is communicated with an inlet of the compressor through a heating flow path and a cooling flow path which are arranged in parallel and can be switched to conduct, a first condenser, a first throttling device and a first evaporator are connected in series on the heating flow path, a second condenser, a second throttling device and a second evaporator are connected in series on the cooling flow path, the cooling liquid circulating system comprises a first circulating flow path and a second circulating flow path which can be switched to conduct, a first heat exchanging part and a system heat collecting part are connected in series on the first circulating flow path, and a second heat exchanging part and a third heat exchanging part are connected in series on the second circulating flow path. According to the utility model discloses a vehicle thermal management system can promote the ability of heating and refrigeration ability.

Description

Vehicle thermal management system and vehicle with same

Technical Field

The utility model belongs to the technical field of the vehicle technique and specifically relates to a vehicle thermal management system and vehicle that has it are related to.

Background

Vehicles in the related art are provided with air conditioning systems for heating and cooling passenger cabins, however, heating capacity and cooling capacity need to be improved, and using experience of drivers and passengers is influenced.

SUMMERY OF THE UTILITY MODEL

The utility model discloses aim at solving one of the technical problem that exists among the prior art at least. Therefore, the utility model provides a vehicle thermal management system, vehicle thermal management system can promote the ability of heating and refrigeration ability.

The utility model discloses still provide a vehicle with above-mentioned vehicle thermal management system.

According to the utility model discloses vehicle thermal management system of first aspect embodiment includes: the refrigeration system comprises a compressor, wherein an outlet of the compressor is communicated with an inlet of the compressor through a heating flow path and a refrigerating flow path which are arranged in parallel and can be switched to conduct, a first condenser, a first throttling device and a first evaporator are connected in series on the heating flow path, a second condenser, a second throttling device and a second evaporator are connected in series on the refrigerating flow path, the first condenser is used for heating the passenger compartment, and the second evaporator is used for refrigerating the passenger compartment; the cooling liquid circulation system comprises a first circulation flow path and a second circulation flow path which can be switched on and switched off, and a liquid pump used for enabling the first circulation flow path and the second circulation flow path to circulate cooling liquid, wherein a first heat exchange part and a system heat collecting part are connected to the first circulation flow path in series, the first heat exchange part is suitable for exchanging heat with the first evaporator, the system heat collecting part is suitable for recovering heat of a vehicle power assembly, a second heat exchange part and a third heat exchange part are connected to the second circulation flow path in series, the second heat exchange part is suitable for exchanging heat with the second condenser, and the third heat exchange part is suitable for exchanging heat with the outside. According to the utility model discloses a vehicle thermal management system can promote the ability of heating and refrigeration ability.

In some embodiments, the heating flow path includes a first heating section and a second heating section arranged in parallel, the first heating section is connected with a first control valve and the first condenser in series, the second heating section is connected with a second control valve and a third condenser in series, and the third condenser is used for heating the passenger compartment.

In some embodiments, a battery pack heat exchanging portion is further disposed on the heating flow path, the battery pack heat exchanging portion is connected in parallel with the flow path section where the first condenser is located, at least one of the flow path where the battery pack heat exchanging portion is located and the flow path section where the first condenser is located can be selectively conducted, and the heating flow path includes a first throttling section located downstream of the battery pack heat exchanging portion.

In some embodiments, the battery pack heat exchanging portion has a first interface communicated between an outlet of the compressor and an inlet of the first condenser via a first flow path, and a second interface communicated between an outlet of the first throttling device and an inlet of the first evaporator via a second flow path, the second flow path having a third throttling device thereon.

In some embodiments, the refrigeration flow path is further provided with a battery pack heat exchanging portion, the battery pack heat exchanging portion is connected in parallel with the flow path section where the second evaporator is located, at least one of the flow path where the battery pack heat exchanging portion is located and the flow path where the second evaporator is located can be selectively conducted, and the heating flow path includes a second throttling section located upstream of the battery pack heat exchanging portion.

In some embodiments, the battery pack heat exchanging portion has a first interface and a second interface, the first interface communicates to between the outlet of the second evaporator and the inlet of the compressor via a third flow path, the second interface communicates to between the outlet of the second condenser and the inlet of the second throttling device via a fourth flow path, and the fourth flow path has a fourth throttling device thereon.

In some embodiments, a fifth throttling device is disposed on the third flow path.

In some embodiments, the first port communicates via a first flow path to between an outlet of the compressor and an inlet of the first condenser, the second port communicates via a second flow path to between an outlet of the first throttling device and an inlet of the first evaporator, the second flow path and the fourth flow path have a common flow path section, the fourth throttling device is provided on the common flow path section, and the fourth throttling device is a two-way throttling device, the second flow path has a first one-way valve thereon downstream of the two-way throttling device, and the fourth flow path has a second one-way valve thereon upstream of the two-way throttling device.

In some embodiments, the refrigerant circulation system further includes an air supply flow path that can be selectively opened or closed, the air supply flow path is provided with an air supply throttling device, and the air supply flow path is connected to the heating flow path in parallel, and is used for shunting the refrigerant that has not undergone throttling evaporation in the heating flow path, and returning the refrigerant to the compressor after being throttled by the air supply throttling device, so as to increase the suction pressure of the compressor.

In some embodiments, the system heat collection portion is also connected in series on the second circulation flow path.

In some embodiments, the first circulation flow path and the second circulation flow path include a common trunk section, the liquid pump, the first heat exchanging portion, and the system heat collecting portion are all connected in series to the trunk section, the first circulation flow path further includes a first branch section, the second circulation flow path further includes a second branch section, the second heat exchanging portion and the third heat exchanging portion are connected in series to the second branch section, the first branch section is connected in parallel to the second branch section, and an outlet of the trunk section is communicated with an inlet of the trunk section through the first branch section and the second branch section which are switchable.

According to the utility model discloses vehicle of second aspect embodiment, include the automobile body and carry on the vehicle thermal management system of automobile body, vehicle management system is according to the utility model discloses the vehicle thermal management system of any embodiment of first aspect.

According to the utility model discloses the vehicle through setting up the vehicle thermal management system of the arbitrary embodiment of above-mentioned first aspect, heats ability and refrigeration ability and all can promote to some extent.

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

Drawings

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

FIG. 2 is a system schematic diagram of the vehicle thermal management system shown in FIG. 1 in mode one;

FIG. 3 is a system schematic of the vehicle thermal management system shown in FIG. 1 in mode two;

FIG. 4 is a system schematic of the vehicle thermal management system shown in FIG. 1 in mode three;

FIG. 5 is a system schematic of the vehicle thermal management system shown in FIG. 1 in mode four;

FIG. 6 is a system schematic diagram of the vehicle thermal management system shown in FIG. 1 in mode five;

FIG. 7 is a system schematic diagram of the vehicle thermal management system shown in FIG. 1 in mode six;

FIG. 8 is a system diagram of a vehicle thermal management system according to another embodiment of the present invention;

fig. 9 is a schematic view of a vehicle according to an embodiment of the present invention.

Reference numerals:

a vehicle 1000;

a vehicle thermal management system 100; a vehicle body 200;

a refrigerant cycle system 101;

a compressor 10;

a heating flow path 20; a first flow path 201; a second flow path 202; a second parallel segment 203; a first throttle section 204;

a first condenser 21; a first throttle device 22; a first evaporator 23;

a third throttling means a; a first heating section 241; a second heating section 242;

the first control valve 251; a second control valve 252; a third condenser 26; a third on/off valve 27;

a cooling flow path 30; a third flow path 301; a fourth flow path 302; a first parallel section 303; a bus flow segment 304;

a second throttle section 305; a second condenser 31; a second flow restriction device 32; a second evaporator 33;

the second on-off valve 34; a third check valve 35; a fourth throttling means b;

an air supply passage 40; an air make-up throttling device 41; the first on-off valve 42; a flow rate limiting valve 43;

a battery pack heat exchanging portion 50; a first interface 501; a second interface 502;

a bidirectional throttle device 51; a first check valve 52; the second check valve 53;

a fifth throttle device 54; a fourth switching valve 55; a fifth on-off valve 56;

a high-pressure charging port 61; a low pressure fill port 62;

a coolant circulation system 102;

a liquid pump 81; a first heat exchanging portion 82; a system heat collecting section 83;

a second heat exchanging portion 84; a third heat exchanging portion 85; a water tank 86;

a switching valve 87; a first circulation flow path 801; a second circulation flow path 802;

a trunk section R1; a first branch segment R2; a second branch segment R3.

Detailed Description

Reference will now be made in detail to the embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present invention, and should not be construed as limiting the present invention.

The following disclosure provides many different embodiments, or examples, for implementing different features of the invention. In order to simplify the disclosure of the present invention, the components and arrangements of specific examples are described below. Of course, they are merely examples and are not intended to limit the present invention. Furthermore, the present invention may repeat reference numerals and/or letters in the various examples. This repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. In addition, the present disclosure provides examples of various specific processes and materials, but one of ordinary skill in the art may recognize the applicability of other processes and/or the use of other materials.

Referring to the drawings, a vehicle thermal management system 100 according to an embodiment of the present invention is described below.

As shown in FIG. 1, a vehicle thermal management system 100 includes: the refrigerant cycle system 101 includes a compressor 10, and an outlet of the compressor 10 is communicated with an inlet of the compressor 10 via a heating flow path 20 and a cooling flow path 30 which are arranged in parallel and can be switched to conduct. That is, the heating flow path 20 is a flow path that can be selectively turned on and off, and the cooling flow path 30 is also a flow path that can be selectively turned on and off, and the heating flow path 20 can be switched on and the cooling flow path 30 can be switched off, and the heating flow path 20 can be switched off and the cooling flow path 30 can be switched on.

The heating flow path 20 is connected in series with a first condenser 21, a first throttle device 22, and a first evaporator 23, and the first condenser 21 is used to heat the passenger compartment. The second condenser 31, the second throttle device 32, and the second evaporator 33 are connected in series to the cooling flow path 30, and the second evaporator 33 cools the passenger compartment.

For example, when the compressor 10 is operated and the heating flow path 20 is in a conduction state, the compressor 10 compresses the refrigerant and discharges the compressed refrigerant, and the discharged refrigerant passes through the first condenser 21, the first throttle 22, and the first evaporator 23 in this order, and is then sucked into the compressor 10, and thus circulates. The refrigerant is condensed at the first condenser 21 to release heat, so that the heat released by the first condenser 21 can be provided to the passenger compartment through the air duct system, and a heating effect of blowing hot air to the passenger compartment is achieved.

For example, when the compressor 10 is operated and the cooling flow path 30 is in a conduction state, the compressor 10 compresses the refrigerant and discharges the compressed refrigerant, and the discharged refrigerant passes through the second condenser 31, the second throttling device 32, and the second evaporator 33 in this order, and is then sucked into the compressor 10, thereby circulating. The refrigerant evaporates and absorbs heat at the second evaporator 33, so that cold energy released by the second evaporator 33 can be provided to the passenger compartment through the air duct system, and cold air blowing and cooling effects on the passenger compartment are achieved.

The air duct system may include, for example, an air duct, a fan for circulating air flow through the air duct, and a cooling/heating air door for controlling opening/closing of the air duct, and the air duct is suitable for supplying air to the passenger compartment through the air opening. In addition, the position of the air duct system for blowing the air flow into the passenger compartment is not limited, and may be determined according to the position of the air opening, for example, the air duct system may be blown onto a window, the upper body or face of a front row (or rear row) passenger, the lower body or foot of a front row (or rear row) passenger, and the like, without limitation.

Therefore, due to the fact that the heating flow path 20 and the cooling flow path 30 which are arranged in parallel and can be switched to conduct are arranged, under the cooling working condition, the refrigerant discharged by the compressor 10 can directly enter the cooling flow path 30 without flowing through the first condenser 21 on the heating flow path 20, the problem that the temperature of the first condenser 21 is too high to radiate heat to the passenger compartment due to the fact that the refrigerant flows through the first condenser 21 is avoided, and the cooling effect of the passenger compartment is guaranteed. In addition, the flow resistance of the refrigerant can be reduced, and the refrigeration efficiency can be improved.

To sum up, according to the utility model discloses vehicle thermal management system 100 is through setting up second condenser 31 for integrated level is high among the entire system, does benefit to whole car and arranges, and the pipeline shortens, and not only pipeline cost reduces, and the system heat loss also reduces. By skillfully matching the refrigerant circulating system 101 and the cooling liquid circulating system 102, the utilization rate of the energy of the whole vehicle is effectively improved, the endurance mileage of the whole vehicle is improved, and the purposes of energy conservation and consumption reduction are achieved.

As shown in FIG. 1, the vehicle thermal management system 100 further includes: the cooling liquid circulation system 102 includes a first circulation flow path 801 and a second circulation flow path 802 that are switchable and conductive, and a liquid pump 81 for circulating the cooling liquid through the first circulation flow path 801 and the second circulation flow path 802. That is, the first circulation flow path 801 is a flow path that can be selectively opened or closed, and the second circulation flow path 802 is also a flow path that can be selectively opened or closed, and the first circulation flow path 801 can be switched on, the second circulation flow path 802 can be switched off, or the first circulation flow path 801 can be switched off, and the second circulation flow path 802 can be switched on.

When the first circulation flow path 801 is turned on and the liquid pump 81 is operated, the liquid pump 81 can circulate the coolant through the first circulation flow path 801, and when the second circulation flow path 802 is turned on and the liquid pump 81 is operated, the liquid pump 81 can circulate the coolant through the second circulation flow path 802. The first circulation flow path 801 and the second circulation flow path 802 may be provided with a single liquid pump 81, or the first circulation flow path 801 and the second circulation flow path 802 may share a single liquid pump 81, which is not limited herein.

As shown in fig. 1, a first heat exchanging portion 82 and a system heat collecting portion 83 are connected in series to the first circulation flow path 801, the first heat exchanging portion 82 is adapted to exchange heat with the first evaporator 23, and the system heat collecting portion 83 is adapted to recover heat of the vehicle powertrain (for example, the system heat collecting portion 83 is used to collect waste heat of a high-voltage system such as a high-power electric component motor in the powertrain, electric control, and the like, and heat generation using a strategy such as motor stalling). Therefore, in the heating operation, the conduction of the first circulation flow path 801 can be switched, and the heat of the system heat collecting unit 83 is utilized, which is beneficial to improving the heat exchange efficiency of the first evaporator 23 in the heating operation, thereby improving the heating effect.

As shown in fig. 1, the second heat exchanging portion 84 and the third heat exchanging portion 85 are connected in series to the second circulation flow path 802, the second heat exchanging portion 84 is adapted to exchange heat with the second condenser 31, and the third heat exchanging portion 85 is adapted to exchange heat with the outside (for example, the third heat exchanging portion 85 is a motor radiator, can exchange heat with the outside, and can be used for heat radiation). Therefore, under the refrigeration working condition, the conduction of the second circulation flow path 802 can be switched, and the heat is dissipated to the outside by using the third heat exchanging part 85, which is beneficial to improving the heat exchange efficiency of the second condenser 31 under the refrigeration mode, thereby improving the refrigeration effect.

Therefore, according to the utility model discloses vehicle thermal management system 100 has better heating ability and refrigeration ability, and the system is simple, compact structure, and is with low costs.

In some embodiments of the present invention, as shown in fig. 1, the heating flow path 20 includes a first heating section 241 and a second heating section 242 which are arranged in parallel, a first control valve 251 and a first condenser 21 are connected in series to the first heating section 241, a second control valve 252 and a third condenser 26 are connected in series to the second heating section 242, and the third condenser 26 is used for heating the passenger compartment. Thus, by manipulating the first control valve 251 and the second control valve 252, at least one of the first condenser 21 and the third condenser 26 may be selectively employed to heat the passenger compartment, or not.

For example, when the passenger compartment does not require heating, the first control valve 251 and the second control valve 252 may be closed at the same time. For another example, when the passenger compartment does not require high levels of heating, one of the first control valve 251 and the second control valve 252 may be closed. For another example, when the passenger compartment requires a high degree of heating, the first control valve 251 and the second control valve 252 may be opened simultaneously. Thereby, different passenger compartment heating effects may be achieved.

Optionally, the first condenser 21 and the third condenser 26 have different heat exchange capacities. Therefore, one of the heating requirements of the passenger compartment can be selected to heat the passenger compartment, so that more passenger compartment heating effects can be realized. For example, when the heat exchange capacity of the first condenser 21 is strong and the heat exchange capacity of the second condenser 31 is weak, the first control valve 251 may be opened and the second control valve 252 may be closed if the passenger compartment requires a slightly high degree of heating, and the second control valve 252 may be opened and the first control valve 251 may be closed if the passenger compartment requires a slightly low degree of heating. Conversely, if the heat exchange capacity of the second condenser 31 is strong and the heat exchange capacity of the first condenser 21 is weak, the second control valve 252 may be opened and the first control valve 251 may be closed if the passenger compartment requires a slightly higher degree of heating, and the first control valve 251 may be opened and the second control valve 252 may be closed if the passenger compartment requires a slightly lower degree of heating.

In some embodiments, the first condenser 21 and the third condenser 26 may be used to heat different areas of the passenger compartment, respectively, and the first control valve 251 and the second control valve 252 may regulate the flow rate of the refrigerant flowing through the first condenser 21 and the third condenser 26, respectively, so that the dual temperature zone temperature may be adjusted by the regulation of the first control valve 251 and the second control valve 252, respectively, to improve comfort and save energy consumption.

In some embodiments of the present invention, as shown in fig. 1, the heating flow path 20 is further provided with a battery pack heat exchanging portion 50, the battery pack heat exchanging portion 50 is connected in parallel with the flow path section where the first condenser 21 is located, the heating flow path 20 includes a first throttling section 204 located downstream of the battery pack heat exchanging portion 50, and at least one of the flow path where the battery pack heat exchanging portion 50 is located and the flow path where the first condenser 21 is located may be selectively conducted. Thus, at least one of the first condenser 21 and the battery pack heat exchanging portion 50 can be warmed to satisfy various heating effects on the passenger compartment and/or the battery pack, for example, the passenger compartment can be heated alone by selecting the flow path in which the first condenser 21 is located to be on and the flow path in which the battery pack heat exchanging portion 50 is located to be off; or the flow path of the first condenser 21 is selected to be cut off, the flow path of the battery pack heat exchanging part 50 is selected to be communicated, and the battery pack can be independently heated; alternatively, the passenger compartment and the battery pack can be heated simultaneously by conducting the flow path of the first condenser 21 and the flow path of the battery pack heat exchanging portion 50.

The battery pack heat exchanger 50 is used to regulate the temperature of the battery pack, but the relative relationship between the battery pack heat exchanger 50 and the battery pack is not limited. For example, the battery pack heat exchanging portion 50 may be a part of the battery pack, and the battery pack heat exchanging portion 50 adjusts the temperature of the battery pack body (for example, the battery pack heat exchanging portion 5 may be a direct-cooling direct-heating plate integrated inside the battery pack, a refrigerant directly evaporates and absorbs heat in the direct-cooling direct-heating plate, heat transfer links are few, heat loss is few, and meanwhile, since there is good thermal contact between the direct-cooling direct-heating plate and the battery pack module, heat exchange efficiency is greatly improved, thereby greatly improving the cooling and heating effects of the battery pack). For another example, the battery pack heat exchanging portion 50 and the battery pack may be two separate components and are in heat transfer cooperation, so that the battery pack heat exchanging portion 50 may perform a temperature regulating function on the battery pack.

The first throttling section 204 and the flow path section where the first throttling device 22 is disposed may be a common flow path section or may be independent and parallel flow paths, so as to meet different design requirements.

For example, in some alternative examples, as shown in fig. 1, the battery pack heat exchanging portion 50 has a first interface 501 and a second interface 502, the first interface 501 is communicated between the outlet of the compressor 10 and the inlet of the first condenser 21 via a first flow path 201, the second interface 502 is communicated between the outlet of the first throttling device 22 and the inlet of the first evaporator 23 via a second flow path 202, and the second flow path 202 has a third throttling device a thereon.

Thus, the first evaporator 23 can be shared between the passenger compartment heating flow path and the battery pack heating flow path, and the flow paths can be simplified, thereby reducing the cost and improving the compactness. Also, by separately providing the first throttle device 22 and the third throttle device a, respectively, the passenger compartment heating effect and the battery pack heating effect can be ensured. In addition, the battery pack heat exchanging portion 50 is in parallel relation with the first condenser 21, so that the battery pack heating effect and the passenger compartment heating effect can be improved.

In some embodiments of the present invention, the cooling flow path 30 is further provided with a battery pack heat exchanging portion 50, the battery pack heat exchanging portion 50 is connected in parallel with the flow path section where the second evaporator 33 is located, the heating flow path 20 includes a second throttling section 305 located upstream of the battery pack heat exchanging portion 50, and at least one of the flow path where the battery pack heat exchanging portion 50 is located and the flow path where the second evaporator 33 is located can be selected to be conducted. Therefore, when the cooling flow path 30 is conducted, at least one of the second evaporator 33 and the battery pack heat exchanging portion 50 can be cooled, so that various cooling effects on the passenger compartment and/or the battery pack can be satisfied, for example, the flow path where the second evaporator 33 is located is selected to be conducted, the flow path where the battery pack heat exchanging portion 50 is located is selected to be closed, and the passenger compartment can be cooled independently; or the flow path of the second evaporator 33 is selected to be cut off, and the flow path of the battery pack heat exchanging part 50 is selected to be conducted, so that the temperature of the battery pack can be independently reduced; alternatively, the flow path in which the second evaporator 33 is located and the flow path in which the battery pack heat exchanging portion 50 is located are selected to be conductive, so that the passenger compartment and the battery pack can be cooled at the same time.

The second throttling section 305 and the flow path section where the second throttling device 32 is disposed may be a common flow path section or may be independent and parallel flow paths, so as to meet different design requirements.

For example, in some optional examples, the battery pack heat exchanging part 50 has a first interface 501 and a second interface 502, the first interface 501 is communicated between the outlet of the second evaporator 33 and the inlet of the compressor 10 via a third flow path 301, the second interface 502 is communicated between the outlet of the second condenser 31 and the inlet of the second throttling device 32 via a fourth flow path 302, and the fourth flow path 302 has a fourth throttling device b thereon.

Thus, the second condenser 31 can be commonly used in the passenger compartment cooling flow path and the battery pack cooling flow path, and the flow path can be simplified, the cost can be reduced, and the structure can be made compact. And, by separately providing the second throttle device 32 and the fourth throttle device b, respectively, the passenger compartment cooling effect and the battery pack cooling effect can be ensured. In addition, the battery pack heat exchanging part 50 is connected in parallel with the second evaporator 33, so that the battery pack cooling effect and the passenger compartment cooling effect can be improved.

Alternatively, as shown in fig. 1, a fifth throttle device 54 is provided on the third flow path 301. Therefore, when the battery pack is cooled, the fifth throttling device 54 is equivalently arranged at the downstream of the battery pack heat exchanging part 50, the evaporation temperature of the refrigerant is adjusted through the fifth throttling device 54, the cooling efficiency is improved, the lithium deposition phenomenon of the battery pack can be avoided, and the service life of the battery pack is ensured. And the pressure and the superheat degree are controlled by the fifth throttling device 54, so that the refrigerant can directly flow back to the compressor 10 without passing through a gas-liquid separator, the pressure loss of the system is reduced, and the refrigeration effect is improved.

Optionally, the fifth throttle device 54 is a variable large bore throttle valve. Therefore, flow regulation and control on or off can be realized, when the battery pack is refrigerated, a variable large-caliber throttling valve is equivalently added at the downstream of the heat exchange part 50 of the battery pack, the evaporation temperature of the refrigerant is regulated through the variable large-caliber throttling valve, the refrigeration efficiency is improved, the lithium precipitation phenomenon of the battery pack can be avoided, and the service life of the battery pack is ensured. And the pressure and superheat degree are controlled by the variable large-caliber throttle valve, so that the refrigerant can directly flow back to the compressor 10 without passing through a gas-liquid separator, the pressure loss of the system is reduced, and the refrigeration effect is improved.

Specifically, according to the vehicle thermal management system 100 of some embodiments of the present invention, a gas-liquid separator may be eliminated, and the refrigerant directly flows into the compressor 10 after passing through the first evaporator 23, the second evaporator 33, or the battery pack heat exchanging part 50, and a large pressure drop may be generated before and after passing through the gas-liquid separator, so that the pressure loss of the system may be reduced by eliminating the gas-liquid separator. For example, a liquid resistant compressor may be used as the compressor 10, such that even if there is a small amount of liquid in the refrigerant returning to the compressor 10, the liquid resistant compressor will be self-treating.

For example, in some embodiments, as shown in fig. 1, the fifth throttling device 54 and the air make-up throttling device 41 described later can be the same throttling device, and the outlet of the heat exchanging part 50 of the battery pack returns to the compressor 10 through the air make-up flow path 40 described later. For another example, in some embodiments, as shown in fig. 8, the fifth throttling device 54 and the air make-up throttling device 41 described later are two independent throttling devices, in this case, the outlet of the heat exchanging portion 50 of the battery pack returns to the compressor 10 through a third flow path 301 other than the air make-up flow path 40 described later, and in this case, a fifth on-off valve 56 may be provided on the third flow path 301 to control the on-off of the third flow path 301.

In some embodiments of the present invention, as shown in fig. 1, the refrigerant cycle system 101 includes a battery pack heat exchanging portion 50, the battery pack heat exchanging portion 50 has a first interface 501 and a second interface 502, the first interface 501 is communicated between an outlet of the compressor 10 and an inlet of the first condenser 21 via a first flow path 201, the second interface 502 is communicated between an outlet of the first throttling device 22 and an inlet of the first evaporator 23 via a second flow path 202, the first interface 501 is communicated between an outlet of the second evaporator 33 and an inlet of the compressor 10 via a third flow path 301, the second interface 502 is communicated between an outlet of the second condenser 31 and an inlet of the second throttling device 32 via a fourth flow path 302, the second flow path 202 and the fourth flow path 302 have a common flow path section, the common flow path section has a bidirectional throttling device 51 thereon (for example, in one embodiment, the above-mentioned third throttling device a and fourth throttling device b are the same, that is the bidirectional throttling device 51), the second flow path 202 has a first one-way valve 52 downstream of the bidirectional throttling device 51, and the fourth throttling device 302 has an upstream one-way valve 53 thereon. Therefore, the system can be simplified and the cost can be reduced.

For example, when it is necessary to heat the battery pack, the first flow path 201 and the second flow path 202 are both open, the first check valve 52 is opened, the second check valve 53 is closed, and the refrigerant discharged from the compressor 10 may flow through the first flow path 201, the battery pack heat exchanging portion 50, the two-way throttle device 51, the first evaporator 23, and then return to the compressor 10 in this order. When the battery pack needs to be cooled, the third flow path 301 and the fourth flow path 302 are both open, the second check valve 53 is opened, the first check valve 52 is closed, and the refrigerant discharged from the compressor 10 can flow through the second condenser 31, the two-way throttle device 51, the battery pack heat exchanging portion 50, and the third flow path 301 in this order, and then return to the compressor 10.

Optionally, the first throttling device 22 can selectively turn on or off the flow path section where the first condenser 21 is located. That is, the first throttling device 22 not only can play a role of throttling, but also can be used for stopping the flow path section of the first condenser 21, so as to implement stopping when the heating of the passenger compartment is not needed. Alternatively, an on-off valve or the like (an example of which is not shown) may be provided in the flow path section where the first condenser 21 is located to shut off when heating of the passenger compartment is not required.

Optionally, the third throttling device a may selectively turn on or off the flow path section where the battery pack heat exchanging portion 50 is located. That is, the third throttling means a may not only play a role of throttling, but also serve to cut off a section of the flow path where the battery pack heat exchanging portion 50 is located, so as to implement the cut-off when there is no need to heat the battery pack. Alternatively, an on-off valve or the like (for example, a fourth on-off valve 55 shown in fig. 1) may be provided in the flow path section where the battery pack heat exchanging portion 50 is located to perform shutoff when the battery pack does not need to be heated.

Optionally, the second throttling device 32 can selectively turn on or off the flow path section of the second evaporator 33. That is, the second throttling device 32 not only can perform the throttling function, but also can be used for stopping the flow path section where the second evaporator 33 is located, so as to implement the stopping when the passenger compartment does not need to be cooled. Alternatively, an on-off valve or the like (e.g., the second on-off valve 34 shown in fig. 1) may be provided in the flow path section where the second evaporator 33 is located to close when cooling of the passenger compartment is not required.

Alternatively, as shown in fig. 1, a second on-off valve 34 may be provided upstream of the second condenser 31, and when the second on-off valve 34 is closed, the refrigerant discharged from the compressor 10 may be prevented from entering the refrigeration flow path 30 and flowing through the second condenser 31, thereby acting to shut off the refrigeration flow path 30. For example, the second switching valve 34 may be a solenoid valve or the like, thereby facilitating control.

Optionally, the fourth throttling device b may selectively turn on or off the section of the flow path where the battery pack heat exchanging portion 50 is located. That is, the fourth throttling means b may not only play a role of throttling, but also serve to cut off a section of the flow path where the pack heat exchanging portion 50 is located, so as to perform cutoff when cooling of the pack is not required. Alternatively, an on-off valve or the like (for example, a fourth on-off valve 55 shown in fig. 1) may be provided in the flow path section where the heat exchanging portion 50 of the battery pack is located to shut off when cooling of the battery pack is not required.

In some embodiments of the present invention, the vehicle thermal management system 100 may further include a first electric heating device (not shown) for heating the air flow passing through the first condenser 21. Thus, when it is not necessary to heat the passenger compartment using the refrigerant cycle 101, the passenger compartment can be heated by the first electric heating device. For example, the compressor 10 is not operated, and is adapted to heat the air flow in the air duct by the first electric heating device, and then is adapted to blow to the passenger compartment through the air outlet to heat the passenger compartment. The specific configuration of the first electric heating device is not limited, and may include, for example, a thermistor (i.e., PTC, an abbreviation of Positive Temperature Coefficient) or the like. Or, when the ambient temperature is extremely low and the refrigerant circulation system 101 cannot meet the heating requirement of the passenger compartment, the first electric heating device can be used for assisting to provide heat, so that the heating effect on the passenger compartment is improved.

In some embodiments of the present invention, the vehicle thermal management system 100 may further include a second electric heating device (not shown) for heating the battery pack heat exchanging portion 50. Thus, when the temperature of the battery pack is low, the battery pack heat exchanging portion 50 can be heated by the second electric heating device, thereby increasing the temperature of the battery pack. The specific configuration of the second electric heating device is not limited, and may include, for example, a thermistor (i.e., PTC, an abbreviation of Positive Temperature Coefficient) or the like. Or, when the ambient temperature is extremely low and the refrigerant circulation system 101 cannot meet the heating requirement of the battery pack, the second electric heating device can be used for assisting to provide heat, so that the heating effect of the battery pack is improved.

In some embodiments of the present invention, as shown in fig. 1, the refrigerant circulation system 101 further includes an air supply flow path 40 that can be selectively switched on or off, the air supply flow path 40 is provided with an air supply throttling device 41, the air supply flow path 40 is connected in parallel to the heating flow path 20, and is used for shunting the refrigerant that has not undergone throttling evaporation in the heating flow path 20, and returning the refrigerant to the compressor 10 after throttling by the air supply throttling device 41, so as to improve the suction pressure of the compressor 10. Thus, by providing the makeup gas flow path 40, when the makeup gas flow path 40 is in the conducting state, a part of the refrigerant can be made to pass through the throttling evaporation path (such as the throttling evaporation path downstream of the first condenser 21 or the throttling evaporation path downstream of the battery pack heat exchanging portion 50) in the heating flow path 20, but pass through the throttling of the makeup gas throttling device 41 in the makeup gas flow path 40, and then be returned to the compressor 10, thereby increasing the suction pressure of the compressor 10.

Alternatively, when the compressor 10 is in operation and the heating flow path 20 and the air make-up flow path 40 are both in a conducting state, a part of the refrigerant discharged from the compressor 10 enters the air make-up flow path 40 before entering the throttling evaporation path of the heating flow path 20, flows to the air make-up throttling device 41 for throttling, and then returns to the compressor 10 through the air make-up flow path 40. When the refrigerant partially enters the inlet of the compressor 10, the suction pressure of the compressor 10 is increased, the rotation speed of the compressor 10 is increased, and the heating efficiency of the compressor 10 is increased, thereby improving the heating effect of the first condenser 21 on the passenger compartment or the heating effect of the battery pack heat exchanging portion 50 on the battery pack.

For example, when the ambient temperature is low and the vehicle 1000 is just started, the heat exchange capacity of the evaporation path in the heating flow path 20 is low, the suction pressure of the compressor 10 is low, the rotation speed of the compressor 10 does not come, and the power of the compressor 10 is low, so that the suction pressure of the compressor 10 can be rapidly increased by using the air make-up flow path 40, the rotation speed of the compressor 10 can be increased, and the heating efficiency of the compressor 10 can be further increased.

From this, according to the utility model discloses vehicle thermal management system 100, it is lower when ambient temperature, utilize refrigerant circulation system 101 to carry out the passenger cabin and heat and/or when the battery package heats, owing to increased tonifying qi flow path 40 for compressor 10 accessible tonifying qi promotes the efficiency of heating, makes the speed of heating have obvious promotion, promotes vehicle 1000 under low temperature environment and starts the initial stage, the working capacity of heating effect and battery package in passenger cabin.

In addition, in this application, through the scheme that sets up tonifying qi flow path 40, there is not increasing the enthalpy, aim at improving system work efficiency, satisfies the demand of heating fast, and the aim at that increases the enthalpy improves the system and does work the upper limit, and different with the purpose of this application, tonifying qi increases the enthalpy and contains the second grade compression process, and the compressor need use the jet enthalpy increasing compressor, and is with high costs, and this application use ordinary compressor can.

Additionally, according to the utility model discloses vehicle thermal management system 100 of some embodiments has increased tonifying qi flow path 40, and when ambient temperature was lower, the add of tonifying qi flow path 40 has increased the acting of compressor 10 by a wide margin, has improved the heating performance, can cancel the above PTC for system's heating capacity can satisfy the demand, and whole car energy utilization promotes by a wide margin, reduce cost and structure complexity, and the continuation of the journey mileage of whole car can obtain improving.

In addition, the air supply passage 40 is a passage that can be selectively opened or closed. Therefore, when the air supplement is not needed, the air supplement flow path 40 can be cut off, so that the waste or the adverse effect caused by the refrigerant flowing through the air supplement flow path 40 can be avoided. There are many ways to achieve this effect. For example, the gas make-up throttling device 41 can selectively open or close the gas make-up flow path 40, so that when gas make-up is not needed, the gas make-up flow path 40 can be closed by the gas make-up throttling device 41 to avoid waste or adverse effects caused by the refrigerant flowing through the gas make-up flow path 40. Alternatively, for example, the first on-off valve 42 may be disposed on the make-up flow path 40 to perform blocking by the first on-off valve 42 when make-up is not required, thereby preventing waste or adverse effects caused by the refrigerant flowing through the make-up flow path 40.

For example, the make-up air throttling device 41 may be a variable-diameter throttling valve, so that flow regulation, control on or off can be realized, and the make-up air requirement can be met. The maximum flow of the variable large-caliber throttling valve is larger than that of the first throttling device 22, so that the throttling and air supplementing effects can be better realized.

In some embodiments of the present invention, as shown in fig. 1, a flow limiting valve 43 connected in series upstream of the air supply throttling device 41 is disposed on the air supply flow path 40, so as to ensure the flow of the refrigerant flowing through the first condenser 21, thereby ensuring the heating effect on the passenger compartment. Of course, the present invention is not limited to this, and the flow regulating function of the air supply throttling device 41 can also be directly utilized, and the flow limiting valve 43 is omitted. For example, the flow restricting valve 43 may be a fixed-diameter throttle valve or the like, thereby simplifying control.

In some embodiments of the present invention, as shown in fig. 1, the system heat collecting unit 83 is also connected in series to the second circulation flow path 802. Therefore, under the refrigeration working condition, when the second circulation flow path 802 is switched to be conducted, the third heat exchanging part 85 is used for radiating heat to the outside, the heat exchange efficiency of the second condenser 31 under the refrigeration mode can be improved, the heat of the system heat collecting part 83 can be reduced, the heat radiating effect is achieved, and the heat radiating requirement of the waste heat of the whole vehicle is met while the refrigeration effect is improved.

For example, in the specific example shown in fig. 1, the first circulation flow path 801 and the second circulation flow path 802 include a common main section R1, and the liquid pump 81, the first heat exchanging portion 82, and the system heat collecting portion 83 are all connected in series to the main section R1, but the arrangement order of the liquid pump 81, the first heat exchanging portion 82, and the system heat collecting portion 83 is not limited. For simplicity of description, the first heat exchanging portion 82 is provided on the outlet side of the liquid pump 81, and the system heat collecting portion 83 is provided on the inlet side of the liquid pump 81.

As shown in fig. 1, the first circulation flow path 801 further includes a first branch portion R2, the second circulation flow path 802 further includes a second branch portion R3, the first branch portion R2 is connected in parallel with the second branch portion R3, and an outlet of the trunk portion R1 is communicated with an inlet of the trunk portion R1 through the first branch portion R2 and the second branch portion R3 which are switchable. The second heat exchanging portion 84 and the third heat exchanging portion 85 are connected in series to the second branch R3.

Thus, when the conduction of the first branch path R2 is switched, the main path segment R1 and the first branch path segment R2 form a first circulation flow path 801 that conducts. When the second branch path R3 is switched to be conductive, the trunk path R1 and the second branch path R3 form a conductive second circulation flow path 802. This simplifies the structure of the coolant circulation system 102 and reduces the cost.

For example, in the cooling mode, the conduction of the second branch passage R3 may be switched to obtain the second circulation flow path 802, and the cooling liquid discharged by the liquid pump 81 passes through the first heat exchanging part 82, the second heat exchanging part 84, the third heat exchanging part 85, the system heat collecting part 83, and then returns to the liquid pump 81 in order, and circulates accordingly. During this cycle, both the heat absorbed by the second heat exchanging portion 84 and the heat collected by the system heat collecting portion 83 can be released to the external environment by the third heat exchanging portion 85.

For example, in the heating condition, if the outdoor temperature is low, the first branch section R2 may be switched to be conducted to obtain the conducted first circulation flow path 801, and the cooling fluid discharged from the fluid pump 81 passes through the first heat exchanging part 82 and the system heat collecting part 83 in sequence and then returns to the fluid pump 81, thereby circulating. During this cycle, the heat collected by the system heat collecting part 83 may be transferred to the first heat exchanging part 82 to improve the heat exchanging effect of the first evaporator 23.

For another example, in the heating condition, if the outdoor temperature is high, the second branch passage R3 may be switched to be conducted to obtain the conducted second circulation flow path 802, and the coolant discharged from the liquid pump 81 may be circulated by passing through the first heat exchanging portion 82, the second heat exchanging portion 84, the third heat exchanging portion 85, the system heat collecting portion 83, and returning to the liquid pump 81 in this order. During this cycle, both the heat collected by the system heat collecting unit 83 and the heat absorbed by the third heat exchanging unit 85 from the external environment can be transferred to the first heat exchanging unit 82, thereby further improving the heat exchanging effect of the first evaporator 23.

As shown in fig. 1, the coolant circulation system 102 may include a switching valve 87, and the switching valve 87 is used to switch one of the first branch section R2 and the second branch section R3 on and the other off. For example, the switching valve 87 may be a three-way valve, and xy ports of the three-way valve are connected, the first branch R2 is connected, zy ports of the three-way valve are connected, and the second branch R3 is connected. Alternatively, a switch valve or the like may be provided on the first branch section R2 and the second branch section R3, respectively, to control one of the first branch section R2 and the second branch section R3 to be turned on and the other to be turned off, which is not described herein again. Further, as shown in fig. 1, the cooling liquid circulation system 102 may further include a water tank 86 and the like for supplying cooling liquid and the like, which will not be described herein.

Alternatively, the first evaporator 23 and the first heat exchanging part 82 may be integrated into a single body, and formed as a plate heat exchanger having independent two flow paths, one for circulating the refrigerant of the compressor 10 system, and the other for circulating the heat exchanging liquid of the liquid pump 81 system. Or alternatively, the first evaporator 23 and the first heat exchanging portion 82 may also be two separate components, and be in contact or close to exchange heat, etc., without limitation.

Alternatively, the second condenser 31 and the second heat exchanging part 84 may be integrated into a single body to form a water-cooled condenser having independent two flow paths, one for circulating the refrigerant of the compressor 10 system, and the other for circulating the heat exchanging liquid of the liquid pump 81 system. Or alternatively, the second condenser 31 and the second heat exchanging portion 84 may also be two separate components, and may be in contact with or close to each other to exchange heat, and the like, without limitation.

Alternatively, the heating flow path 20 and the cooling flow path 30 may have a common flow path section, so that the system may be simplified and the cost may be reduced. For example, the cooling flow path 30 includes a first parallel section 303, the second throttle device 32 and the second evaporator 33 are both provided in the first parallel section 303, the heating flow path 20 includes a second parallel section 203, the second parallel section 203 is connected in parallel to the first parallel section 303, and the third on/off valve 27 is provided in the second parallel section 203. For example, the refrigeration flow path 30 includes a third check valve 35 downstream of the second condenser 31, and the outlet of the third check valve 35, the outlet of the first evaporator 23, the inlet of the second check valve 53, and the inlets of the first and second parallel stages 303 and 203 are connected to the confluence flow path section 304.

Optionally, the vehicle thermal management system 100 may further include a temperature sensor, a pressure sensor (e.g., a temperature pressure sensor PT1, a temperature pressure sensor PT2, a temperature pressure sensor PT3, a temperature sensor T, etc. shown in fig. 1), a high-pressure charging port 61, a low-pressure charging port 62, etc. to ensure performance of the vehicle thermal management system 100, which is not described herein again. Alternatively, the compressor 10 described herein may be an electric compressor. The first to fifth switching valves described herein may be solenoid valves, thereby facilitating control. The first control valve 251, the second control valve 252, the first throttling device 22, and the second throttling device 32 described herein may each be an electronic expansion valve or the like.

In addition, as shown in fig. 9, the utility model also discloses a vehicle 1000, vehicle 1000 includes automobile body 200 and carries the vehicle thermal management system 100 of automobile body 200, and vehicle 1000 management system is according to the vehicle thermal management system 100 of any embodiment of the utility model. The type of the vehicle 1000 is not limited, and may be a new energy vehicle including a battery pack, such as a pure electric vehicle, a hybrid vehicle, or a fuel cell vehicle. Thus, the vehicle 1000 has good heating performance and cooling performance.

In the following, some optional modes of the vehicle thermal management system 100 according to a specific embodiment of the present invention are described.

Mode one

As shown in fig. 2, only the passenger compartment is refrigerated.

When the ambient temperature is high and the temperature of the passenger cabin needs to be reduced, the compressor 10 starts to operate, the refrigerant is compressed into a high-temperature high-pressure gas state, the high-temperature high-pressure gas refrigerant flows through the second on-off valve 34 (the first on-off valve 42, the first control valve 251 and the second control valve 252 are all closed), then flows into the second condenser 31, the second condenser 31 exchanges heat with the second heat exchanging part 84, the third heat exchanging part 85 dissipates the heat of the second condenser 31, the second condenser 31 exchanges a large amount of heat to form a medium-temperature high-pressure liquid state, the medium-temperature high-pressure liquid state passes through the third one-way valve 35 and flows through the second throttling device 32 (the second throttling device 32 is opened, the third on-off valve 27 and the two-way throttling device 51 are closed), the second throttling device 32 throttles and reduces the refrigerant into a low-temperature low-pressure gas-liquid mixed state, the medium-temperature low-pressure gas state is obtained by the second evaporator 33, and then returns to the compressor 10 to perform the next cycle. At this time, the air flow cooled by the second evaporator 33 flows into the passenger compartment through the air duct and the air inlet to cool the driver and passengers.

The refrigerant cycle system 101 is: compressor 10-second on-off valve 34-second condenser 31-third check valve 35-second throttling device 32-second evaporator 33-compressor 10;

the cooling liquid circulation system 102 is: the liquid pump 81, the first heat exchanging portion 82, the switching valve 87 (zy communication), the second heat exchanging portion 84, the third heat exchanging portion 85, the system heat collecting portion 83, and the liquid pump 81.

Mode two

As shown in fig. 3, only the battery pack cools.

When the temperature of the battery pack reaches the cooling-on trigger point and the passenger compartment has no demand for cooling, the compressor 10 starts to operate, the refrigerant is compressed into a high-temperature and high-pressure gas state, the high-temperature and high-pressure gas refrigerant flows through the second on-off valve 34 (the first on-off valve 42, the first control valve 251 and the second control valve 252 are all closed), and then flows to the second condenser 31, the second condenser 31 exchanges heat with the second heat exchanging part 84, the third heat exchanging part 85 dissipates the heat of the second condenser 31, the second condenser 31 exchanges a large amount of heat with the second condenser 31 and then turns into a medium-temperature and high-pressure liquid state, the medium-temperature and high-pressure liquid refrigerant flows through the third one-way valve 35 and flows to the second one-way valve 53 (the third on-off valve 27 and the second throttling device 32 are closed, and the two-way throttling device 51 and the fourth switching valve 55 are opened), the medium-temperature and high-pressure liquid refrigerant flowing out of the second condenser 31 is throttled into a low-temperature and low-pressure gas-liquid mixed state by the two-way throttling device 51, and then flows back to the compressor 10 through the battery pack heat exchanging part 50 (for example, the direct cooling plate inside the battery pack.

The refrigerant cycle system 101 is: the compressor 10, the second switch valve 34, the second condenser 31, the third one-way valve 35, the second one-way valve 53, the two-way throttling device 51, the battery pack heat exchanging part 50, the fourth switch valve 55, the air supplementing throttling device 41 and the compressor 10;

the cooling liquid circulation system 102 is: the liquid pump 81, the first heat exchanging portion 82, the switching valve 87 (zy communication), the second heat exchanging portion 84, the third heat exchanging portion 85, the system heat collecting portion 83, and the liquid pump 81.

Mode three

As shown in fig. 4, the passenger compartment and the battery pack are cooled simultaneously.

When the temperature of the passenger compartment is high, cooling is needed for driving, and the temperature of the battery pack reaches the cooling start trigger point again, the compressor 10 starts to work, the refrigerant is compressed into a high-temperature high-pressure gas state, the high-temperature high-pressure gas refrigerant flows through the second switching valve 34 (the first switching valve 42, the first control valve 251 and the second control valve 252 are all closed), and then flows to the second condenser 31, the second condenser 31 exchanges heat with the second heat exchanging part 84, the third heat exchanging part 85 dissipates the heat of the second condenser 31, a large amount of heat is exchanged by the second condenser 31, the heat is changed into a medium-temperature high-pressure liquid state, and the liquid state is divided into two paths through the third one-way valve 35.

One of the flows to the second throttling device 32 (the second throttling device 32 is opened, the third on-off valve 27 is closed), the second throttling device 32 throttles and reduces the pressure of the refrigerant into a low-temperature low-pressure gas-liquid mixed state, and the refrigerant is absorbed by the second evaporator 33 into a medium-temperature low-pressure gas state and then returns to the compressor 10 for the next cycle.

The other path flows to the second check valve 53 (the bidirectional throttling device 51 and the fourth switching valve 55 are opened), the gas-liquid mixture is throttled and depressurized into a low-temperature and low-pressure gas-liquid mixture state through the bidirectional throttling device 51, the battery pack is cooled through the battery pack heat exchanging part 50 (such as a direct cooling and direct heating plate inside the battery pack), and the gaseous refrigerant flowing out of the battery pack heat exchanging part 50 flows into the air supplementing throttling device 41 through the fourth switching valve 55 and then returns to the compressor 10 for the next cycle.

Passenger compartment cooling side in the refrigerant cycle system 101: compressor 10-second on-off valve 34-second condenser 31-third check valve 35-second throttling device 32-second evaporator 33-compressor 10;

battery pack cooling side in the refrigerant cycle system 101: the compressor 10, the second switch valve 34, the second condenser 31, the third one-way valve 35, the second one-way valve 53, the two-way throttling device 51, the battery pack heat exchanging part 50, the fourth switch valve 55, the air replenishing throttling device 41 and the compressor 10 are sequentially connected.

The coolant circulation system 102 is: the liquid pump 81, the first heat exchanging portion 82, the switching valve 87 (zy communication), the second heat exchanging portion 84, the third heat exchanging portion 85, the system heat collecting portion 83, and the liquid pump 81.

Mode four

As shown in fig. 5, only the passenger compartment heats.

When the ambient temperature is low, the compressor 10 starts to operate, the compressed refrigerant becomes a high-temperature high-pressure gaseous state, and one path of the high-temperature high-pressure gaseous refrigerant flows into the air make-up flow path 40 (the second switch valve 34 and the fourth switch valve 55 are closed, and the first switch valve 42 and the flow limiting valve 43 are opened), flows through the first switch valve 42, the flow limiting valve 43 and the air make-up throttling device 41, flows back to the compressor 10, and enters the next air make-up cycle.

The other path of the hot air can flow through at least one of the first condenser 21 and the third condenser 26 according to the requirement of the passenger compartment (the first throttling device 22 is opened, and at least one of the first control valve 251 and the first control valve 252 is opened according to the requirement of the passenger compartment), at least one of the first condenser 21 and the third condenser 26 exchanges heat with the air flow blown out by the blower to emit a large amount of heat, and the hot air flow after heat exchange enters the passenger compartment through the air duct and the air opening to heat the passenger compartment.

The medium-temperature high-pressure liquid refrigerant after heat exchange is throttled and reduced into a low-temperature low-pressure gas-liquid mixed state by the electromagnetic first throttling device 22, then flows through the first evaporator 23, absorbs heat of the system heat collecting part 83 (the switching valve 87 is switched to xy communication) to become a medium-temperature low-pressure gas state by utilizing heat exchange between the first evaporator 23 and the first heat exchanging part 82, then flows through the third switch valve 27 (the third switch valve 27 is opened, and the bidirectional throttling device 51 and the second throttling device 32 are closed), and flows back to the compressor 10 together with the refrigerant in the air supply flow path 40 to enter the next cycle.

In the refrigerant cycle 101, when the first control valve 251 is open and the second control valve 252 is closed, the passenger compartment heating side: compressor 10-first control valve 251-first condenser 21-first throttling means 22-first evaporator 23-third on-off valve 27-compressor 10;

in the refrigeration cycle 101, when the second control valve 252 is open and the first control valve 251 is closed, the passenger compartment heating side: the compressor 10, the second control valve 252, the third condenser 26, the first throttling device 22, the first evaporator 23, the third on/off valve 27, and the compressor 10;

in the refrigerant cycle system 101, when both the first control valve 251 and the second control valve 252 are open, the passenger compartment heating side: compressor 10-first control valve 251 and second control valve 252-first condenser 21 and third condenser 26-first throttling device 22-first evaporator 23-third on/off valve 27-compressor 10;

the makeup gas flow path 40 in the refrigerant cycle system 101 is: the compressor 10, the first switch valve 42, the flow limiting valve 43, the air supply throttling device 41 and the compressor 10;

the cooling liquid circulation system 102 is: the liquid pump 81, the first heat exchanging portion 82, the switching valve 87 (xy communication), the system heat collecting portion 83, and the liquid pump 81.

Mode five

As shown in fig. 6, only the battery pack heats.

When the ambient temperature is low, the compressor 10 starts to operate, the compressed refrigerant becomes a high-temperature high-pressure gas state, the high-temperature high-pressure gas refrigerant passes through the first switch valve 42 and the flow limiting valve 43 and then is divided into two paths (the second switch valve 34, the first control valve 251, the second control valve 252 and the first throttling device 22 are all closed, the first switch valve 42, the air replenishing throttling device 41, the fourth switch valve 55 and the bidirectional throttling device 51 are opened), one path flows to the air replenishing flow path 40, the other path flows through the fourth switch valve 55, the battery pack is heated by the battery pack heat exchanging portion 50, the medium-temperature high-pressure liquid refrigerant flowing out of the battery pack heat exchanging portion 50 is throttled and depressurized into a low-temperature low-pressure gas-liquid mixed state by the bidirectional throttling device 51, then flows to the first evaporator 23 by the first check valve 52, the heat of the first evaporator 23 and the first heat exchanging portion 82 is utilized, the heat of the absorbing system heat collecting portion 83 (87 is switched to be communicated) to absorb the heat of the medium-temperature low-pressure gas state, and then flows back to the next compressor through the third switch valve 27 (the third switch valve 27 is opened, the second throttling device 32 is closed), and then flows back to the air replenishing circulation flow path 40 together with the next air circulating flow path 10.

The refrigerant cycle system 101 is: the compressor 10, the first switch valve 42, the flow limiting valve 43, the fourth switch valve 55, the battery pack heat exchanging part 50, the two-way throttling device 51, the first check valve 52, the first evaporator 23, the third switch valve 27 and the compressor 10;

the makeup gas flow path 40 in the refrigerant cycle system 101 is: the compressor 10, the first switch valve 42, the flow limiting valve 43, the air supply throttling device 41 and the compressor 10;

the cooling liquid circulation system 102 is: the liquid pump 81-the first heat exchanging portion 82-the switching valve 87 (xy communication) -the system heat collecting portion 83-the liquid pump 81.

Mode six

As shown in fig. 7, the passenger compartment and the battery pack are heated simultaneously.

When the ambient temperature is low, the compressor 10 starts to operate, the compressed refrigerant becomes a high-temperature high-pressure gaseous state, the high-temperature high-pressure gaseous refrigerant, one path of the high-temperature high-pressure gaseous refrigerant can flow through at least one of the first condenser 21 and the third condenser 26 according to the requirement of the passenger compartment (the second switch valve 34 is closed, at least one of the first control valve 251 and the first control valve 252 is opened according to the requirement of the passenger compartment, the first throttling device 22 is opened), at least one of the first condenser 21 and the third condenser 26 exchanges heat with the airflow blown out by the blower to emit a large amount of heat, and the hot airflow after heat exchange enters the passenger compartment through the air duct and the air opening to heat the passenger compartment.

The other flow enters the make-up flow path 40 (the first on-off valve 42 and the flow restriction valve 43 are opened), passes through the first on-off valve 42, the flow restriction valve 43 and the make-up throttling device 41, flows back to the compressor 10, and enters the next make-up cycle. Meanwhile, the fourth switch valve 55 and the bidirectional throttling device 51 are opened, a part of high-temperature and high-pressure gaseous refrigerant flowing out of the flow limiting valve 43 passes through the fourth switch valve 55, the battery pack is heated by the battery pack heat exchanging part 50, the medium-temperature and high-pressure liquid refrigerant flowing out of the battery pack heat exchanging part 50 is throttled and depressurized into a low-temperature and low-pressure gas-liquid mixed state by the bidirectional throttling device 51, passes through the first check valve 52, is mixed with the refrigerant flowing out of the first throttling device 22, and then flows through the first evaporator 23.

By the heat exchange between the first evaporator 23 and the first heat exchanging portion 82, the heat absorbed by the system heat collecting portion 83 (the switching valve 87 is switched to xy communication) is changed to a medium-temperature low-pressure gas state, and then the gas passes through the third on/off valve 27 (the third on/off valve 27 is opened, and the second throttling device 32 is closed), and flows back to the compressor 10 together with the refrigerant in the make-up air flow path 40, and enters the next cycle.

In the refrigeration cycle 101, when the first control valve 251 is open and the second control valve 252 is closed, the passenger compartment heating side: compressor 10-first control valve 251-first condenser 21-first throttling device 22-first evaporator 23-third on/off valve 27-compressor 10;

in the refrigeration cycle 101, when the second control valve 252 is open and the first control valve 251 is closed, the passenger compartment heating side: the compressor 10, the second control valve 252, the third condenser 26, the first throttling device 22, the first evaporator 23, the third on/off valve 27, and the compressor 10;

in the refrigerant cycle system 101, when both the first control valve 251 and the second control valve 252 are open, the passenger compartment heating side: compressor 10-first control valve 251 and second control valve 252-first condenser 21 and third condenser 26-first throttling device 22-first evaporator 23-third on/off valve 27-compressor 10;

battery pack heating side in the refrigerant cycle system 101: the compressor 10, the first switch valve 42, the flow limiting valve 43, the fourth switch valve 55, the battery pack heat exchanging part 50, the two-way throttling device 51, the first check valve 52, the first evaporator 23, the third switch valve 27 and the compressor 10;

the makeup gas flow path 40 in the refrigerant cycle system 101 is: the compressor 10, the first switch valve 42, the flow limiting valve 43, the air supply throttling device 41 and the compressor 10;

the cooling liquid circulation system 102 is: the liquid pump 81, the first heat exchanging portion 82, the switching valve 87 (xy communication), the system heat collecting portion 83, and the liquid pump 81.

To sum up, the utility model provides a can carry on vehicle thermal management system 100 on new forms of energy electric automobile, can be passenger cabin heating or cooling alone, or for passenger cabin heating or when cooling, also for battery package heating or cooling, or for battery package heating or cooling alone, in addition, in the heating operating mode under low temperature environment, can improve compressor 10 efficiency of doing work through tonifying qi flow path 40, increase the energy efficiency ratio, promote the ability of heating.

In the description of the present invention, it is to be understood that the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or to imply that the number of indicated technical features is significant. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically limited otherwise.

In the present invention, unless otherwise explicitly specified or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly, e.g., as being fixedly connected, detachably connected, or integrated; either directly or indirectly through intervening media, either internally or in any combination of the two. The specific meaning of the above terms in the present invention can be understood according to specific situations by those of ordinary skill in the art. In the present application, unless expressly stated or limited otherwise, a first feature "on" or "under" a second feature may be directly contacting the first or second feature or the first or second feature may be adapted to be indirectly contacting the second or third feature through intervening media.

In the description of the present specification, reference to the description of "one embodiment," "some embodiments," "an example," "a specific example," or "some examples" or the like means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Moreover, various embodiments or examples and features of various embodiments or examples described in this specification can be combined and combined by one skilled in the art without being mutually inconsistent.

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

Claims (12)

1. A vehicle thermal management system, comprising:

the refrigeration system comprises a compressor, wherein an outlet of the compressor is communicated with an inlet of the compressor through a heating flow path and a refrigerating flow path which are arranged in parallel and can be switched to conduct, a first condenser, a first throttling device and a first evaporator are connected in series on the heating flow path, a second condenser, a second throttling device and a second evaporator are connected in series on the refrigerating flow path, the first condenser is used for heating the passenger compartment, and the second evaporator is used for refrigerating the passenger compartment;

the cooling liquid circulation system comprises a first circulation flow path and a second circulation flow path which can be switched on and switched off, and a liquid pump used for enabling the first circulation flow path and the second circulation flow path to circulate cooling liquid, wherein a first heat exchange part and a system heat collecting part are connected to the first circulation flow path in series, the first heat exchange part is suitable for exchanging heat with the first evaporator, the system heat collecting part is suitable for recovering heat of a vehicle power assembly, a second heat exchange part and a third heat exchange part are connected to the second circulation flow path in series, the second heat exchange part is suitable for exchanging heat with the second condenser, and the third heat exchange part is suitable for exchanging heat with the outside.

2. The vehicle thermal management system of claim 1, wherein the heating flow path comprises a first heating section and a second heating section arranged in parallel, the first heating section having a first control valve and the first condenser connected in series thereto, the second heating section having a second control valve and a third condenser connected in series thereto, the third condenser being configured to heat the passenger compartment.

3. The vehicle thermal management system according to claim 1, wherein a battery pack heat exchanging portion is further provided on the heating flow path, the battery pack heat exchanging portion is connected in parallel with a flow path section of the first condenser, at least one of the flow path of the battery pack heat exchanging portion and the flow path of the first condenser is selectively communicated, and the heating flow path includes a first throttling section located downstream of the battery pack heat exchanging portion.

4. The vehicle thermal management system of claim 3, wherein the battery pack heat exchanger has a first interface and a second interface, the first interface being communicated between an outlet of the compressor and an inlet of the first condenser via a first flow path, the second interface being communicated between an outlet of the first throttling device and an inlet of the first evaporator via a second flow path, the second flow path having a third throttling device thereon.

5. The vehicle thermal management system according to claim 1, wherein a battery pack heat exchanger is further arranged on the cooling flow path, the battery pack heat exchanger is connected in parallel with the flow path section where the second evaporator is located, at least one of the flow path where the battery pack heat exchanger is located and the flow path where the second evaporator is located is selectively communicated, and the heating flow path comprises a second throttling section located upstream of the battery pack heat exchanger.

6. The vehicle thermal management system according to claim 5, wherein the battery pack heat exchanging portion has a first interface and a second interface, the first interface is communicated between an outlet of the second evaporator and an inlet of the compressor via a third flow path, the second interface is communicated between an outlet of the second condenser and an inlet of the second throttling device via a fourth flow path, and the fourth flow path has a fourth throttling device thereon.

7. The vehicle thermal management system of claim 6, wherein a fifth throttling device is disposed on the third flow path.

8. The vehicle thermal management system of claim 6, wherein the first interface is communicated between an outlet of the compressor and an inlet of the first condenser via a first flow path, the second interface is communicated between an outlet of the first throttling device and an inlet of the first evaporator via a second flow path, the second flow path and the fourth flow path have a common flow path segment, the fourth throttling device is disposed on the common flow path segment, and the fourth throttling device is a two-way throttling device, the second flow path having a first one-way valve thereon downstream of the two-way throttling device, the fourth flow path having a second one-way valve thereon upstream of the two-way throttling device.

9. The vehicle thermal management system according to claim 1, wherein the refrigerant circulating system further comprises a gas supply flow path that can be selectively opened or closed, a gas supply throttling device is disposed on the gas supply flow path, and the gas supply flow path is connected in parallel to the heating flow path, and is configured to split out refrigerant that has not undergone throttling evaporation in the heating flow path, and return the refrigerant to the compressor after being throttled by the gas supply throttling device, so as to increase suction pressure of the compressor.

10. The vehicle thermal management system of any of claims 1-9, wherein the system heat collector is also connected in series on the second circulation flow path.

11. The vehicle thermal management system according to claim 10, wherein the first circulation flow path and the second circulation flow path include a common trunk section, the liquid pump, the first heat exchanging portion, and the system heat collecting portion are all connected in series to the trunk section, the first circulation flow path further includes a first branch section, the second circulation flow path further includes a second branch section, the second heat exchanging portion and the third heat exchanging portion are connected in series to the second branch section, the first branch section is connected in parallel to the second branch section, and an outlet of the trunk section communicates with an inlet of the trunk section through the first branch section and the second branch section that are switchable.

12. A vehicle comprising a vehicle body and a vehicle thermal management system mounted on the vehicle body, the vehicle management system being a vehicle thermal management system according to any one of claims 1 to 11.

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