CN218702613U

CN218702613U - Thermal management system and electric vehicle

Info

Publication number: CN218702613U
Application number: CN202222102026.XU
Authority: CN
Inventors: 王诗宁
Original assignee: Beijing Jingwei Hirain Tech Co Ltd
Current assignee: Beijing Jingwei Hirain Tech Co Ltd
Priority date: 2022-08-10
Filing date: 2022-08-10
Publication date: 2023-03-24
Anticipated expiration: 2032-08-10

Abstract

The utility model discloses a heat management system and electric vehicle, including the refrigerant circuit, dispose compressor, condenser, evaporimeter and the expansion valve that is located the evaporimeter upper reaches on the refrigerant circuit to adjust the air temperature in electric vehicle's cabin; the regenerative heat exchanger comprises a first heat exchange cavity and a second heat exchange cavity, and the first heat exchange cavity is connected between the condenser and the expansion valve in series; the second heat exchange cavity is connected between the evaporator and the compressor in series. Because the first heat exchange cavity of the regenerative heat exchanger is connected in series between the condenser and the expansion valve, the second heat exchange cavity is connected in series between the evaporator and the compressor, and the refrigerant flowing through the first heat exchange cavity and the refrigerant of the second heat exchange cavity transfer heat, the refrigerant before flowing back to the compressor can be preheated, thereby being beneficial to reducing the output power of the compressor and reducing the energy consumption; meanwhile, the temperature of the refrigerant entering the evaporator through the expansion valve can be reduced, thereby being beneficial to improving the refrigeration efficiency of the evaporator.

Description

Thermal management system and electric vehicle

Technical Field

The utility model relates to a heat management technical field, more specifically say, relate to a heat management system and electric vehicle.

Background

The pure electric vehicle platform cannot obtain heat through engine cooling water because an engine of a traditional fuel vehicle is not arranged, in an existing pure electric vehicle air-conditioning heat management system, a cabin and a battery are cooled by R134a refrigerant generally, and heating elements such as a motor and a DCDC (direct current chopper) are cooled by water and directly exchange heat with the outside. The heating mode of the cabin and the battery adopts a heat pump and a PTC thermistor, and the heating mode of a single PTC thermistor is partially adopted.

Although the existing mode is simple and easy to realize, the accompanying problems are that the output power of a compressor is large, the refrigerating efficiency is low and the energy consumption of the whole vehicle is high under the refrigerating working condition of a cabin of the electric vehicle.

In summary, how to solve the problems of high energy consumption and low cooling efficiency of the thermal management system of the electric vehicle has become a problem to be solved urgently by those skilled in the art.

SUMMERY OF THE UTILITY MODEL

In view of this, the utility model provides a thermal management system and electric vehicle to there is the problem that the energy consumption is high and refrigeration efficiency is low in the thermal management system of solving electric vehicle.

In order to achieve the above object, the utility model provides a following technical scheme:

a thermal management system applied to an electric vehicle comprises:

a cabin thermal management system, the cabin thermal management system comprising:

a refrigerant circuit on which a compressor, a condenser, an evaporator, and an expansion valve upstream of the evaporator are disposed to regulate an air temperature within an cabin of the electric vehicle;

the regenerative heat exchanger comprises a first heat exchange cavity and a second heat exchange cavity which is in heat transfer arrangement with the first heat exchange cavity, and the first heat exchange cavity is connected in series between the condenser and the expansion valve; the second heat exchange cavity is connected between the evaporator and the compressor in series.

Optionally, the method further comprises:

a workgroup thermal management system, the workgroup thermal management system comprising:

a coolant loop, wherein a working group heat exchanger is configured on the coolant loop and used for exchanging heat with a heating electric component of the electric vehicle;

a heat exchanger for transferring heat of the refrigerant circuit to the coolant circuit;

and the cold heat exchanger is used for transferring cold energy of the refrigerant loop to the cooling liquid loop.

Optionally, an air-conditioning heat exchanger unit is configured on the electric vehicle, the refrigerant circuit adjusts the air temperature in the cabin through the air-conditioning heat exchanger unit, the air-conditioning heat exchanger unit includes a heat exchange air duct, and a warm core and a cold core that are disposed in the heat exchange air duct, the refrigerant circuit includes a first circulation circuit and a second circulation circuit, both the first circulation circuit and the second circulation circuit are connected between an outlet and an inlet of the compressor, and the first circulation circuit is sequentially configured with a first control valve, the warm core, the first heat exchange cavity, the first expansion valve, the cold heat exchanger and the second heat exchange cavity; and a second control valve, the hot heat exchanger, the first heat exchange cavity, a second expansion valve, the cold core and the second heat exchange cavity are sequentially arranged on the second circulation loop.

Optionally, the heat exchanger includes a third heat exchange cavity and a fourth heat exchange cavity for exchanging heat with the third heat exchange cavity, the third heat exchange cavity is connected in series to the coolant loop, and the fourth heat exchange cavity is connected in series to the refrigerant loop; the cold heat exchanger comprises a fifth heat exchange cavity and a sixth heat exchange cavity for exchanging heat with the fifth heat exchange cavity, the fifth heat exchange cavity is connected in series with the cooling liquid loop, and the sixth heat exchange cavity is connected in series with the refrigerant loop.

Optionally, the working group heat exchangers include a first working group heat exchanger and a second working group heat exchanger, and an outdoor radiator, a first four-way valve, a second four-way valve, a third four-way valve and a fourth four-way valve are further disposed on the cooling liquid loop;

the outdoor radiator comprises a first radiator and a second radiator;

a first valve port of the first four-way valve is communicated with a first valve port of the second four-way valve through a first pipeline, and a first circulating pump and a first working group heat exchanger are connected to the first pipeline in series; the second valve port of the first four-way valve is connected with the fourth valve port of the second four-way valve through a second pipeline, and the first radiator is connected in parallel with the second pipeline; a fourth valve port of the first four-way valve is communicated with a liquid outlet of the hot heat exchanger, and a second valve port of the second four-way valve is communicated with a liquid return port of the cold heat exchanger; a third valve port of the first four-way valve is communicated with a first valve port of the third four-way valve, and a third valve port of the second four-way valve is communicated with a first valve port of the fourth four-way valve;

a second valve port of the third four-way valve is communicated with a fourth valve port of the fourth four-way valve through a third pipeline, and the second radiator is connected in parallel to the third pipeline; a third valve port of the third four-way valve is communicated with a third valve port of the fourth four-way valve through a fourth pipeline, and a second circulating pump and a second working group heat exchanger are connected to the fourth pipeline in series; a fourth valve port of the third four-way valve is communicated with a return port of the hot heat exchanger, and a second valve port of the fourth four-way valve is communicated with a liquid outlet of the cold heat exchanger;

the four valve bodies of the first four-way valve, the second four-way valve, the third four-way valve and the fourth four-way valve respectively comprise two working modes, in the first working mode, the first valve port of the valve body is communicated with the fourth valve port of the valve body, and the second valve port of the valve body is communicated with the third valve port of the valve body; in a second operating mode, the first port of the valve body is in communication with its own second port, and the third port of the valve body is in communication with its own fourth port.

Optionally, the first radiator includes a first liquid inlet connection and a first liquid outlet connection, and at least one of the first liquid inlet connection and the first liquid outlet connection is connected to the second pipeline through a first three-way valve; and/or, the second radiator comprises a second liquid inlet connector and a second liquid outlet connector, and at least one of the second liquid inlet connector and the second liquid outlet connector is connected with the third pipeline through a second three-way valve.

Optionally, the cooling liquid circuit further includes a fifth pipeline connected between the fourth valve port of the third four-way valve and the second valve port of the fourth four-way valve, and an expansion tank disposed on the fifth pipeline.

Optionally, the first working group heat exchanger comprises a motor heat exchanger and a direct current chopper heat exchanger which are connected in series on the first pipeline in sequence; and/or the second operating group heat exchanger comprises a battery pack heat exchanger.

Optionally, a gas-liquid separator is further disposed between the compressor and the second heat exchange cavity.

Compared with the introduction content of the background art, the thermal management system is applied to the electric vehicle and comprises a refrigerant loop, wherein a compressor, a condenser, an evaporator and an expansion valve which is positioned at the upstream of the evaporator are arranged on the refrigerant loop so as to regulate the air temperature in an air cabin of the electric vehicle; the regenerative heat exchanger comprises a first heat exchange cavity and a second heat exchange cavity, and the first heat exchange cavity is connected between the condenser and the expansion valve in series; the second heat exchange cavity is connected between the evaporator and the compressor in series. By designing the heat management system into the structural form, as the first heat exchange cavity of the regenerative heat exchanger is connected in series between the condenser and the expansion valve, the second heat exchange cavity is connected in series between the evaporator and the compressor, and the refrigerant flowing through the first heat exchange cavity and the refrigerant in the second heat exchange cavity transfer heat, the refrigerant before flowing back to the compressor can be preheated, thereby being beneficial to reducing the output power of the compressor and reducing the energy consumption; meanwhile, the temperature of the refrigerant in the first heat exchange cavity can be reduced, namely, the temperature of the refrigerant entering the evaporator through the expansion valve is reduced, so that the refrigeration efficiency of the evaporator is improved.

Additionally, the utility model also provides an electric vehicle, including the thermal management system, this thermal management system is the thermal management system that any above-mentioned scheme described. Since the thermal management system has the technical effects, the electric vehicle with the thermal management system also has corresponding technical effects, which are not described herein again.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.

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

fig. 2 is a schematic structural diagram of a three-way valve on a coolant circuit according to an embodiment of the present invention.

In fig. 1 and 2:

a coolant circuit 1, a first working group heat exchanger 111, a motor heat exchanger 111a, a direct current chopper heat exchanger 111b, a second working group heat exchanger 112, a radiator fan 12, an expansion tank 13, an outdoor radiator 14, a first radiator 141, a second radiator 142, a first four-way valve 15a, a first port 15a1 of the first four-way valve, a second port 15a2 of the first four-way valve, a third port 15a3 of the first four-way valve, a fourth port 15a4 of the first four-way valve, a second four-way valve 15b, a first port 15b1 of the second four-way valve, a second port 15b2 of the second four-way valve, a third port 15b3 of the second four-way valve, a direct current chopper heat exchanger 111b, a second working group heat exchanger 112, a radiator fan 12 a fourth valve port 15b4 of the second four-way valve, a third four-way valve 15c, a first valve port 15c1 of the third four-way valve, a second valve port 15c2 of the third four-way valve, a third valve port 15c3 of the third four-way valve, a fourth valve port 15c4 of the third four-way valve, a fourth four-way valve 15d, a first valve port 15d1 of the fourth four-way valve, a second valve port 15d2 of the fourth four-way valve, a third valve port 15d3 of the fourth four-way valve, a fourth valve port 15d4 of the fourth four-way valve, a first three-way valve 15e, a second three-way valve 15f, a first pipeline 150, a first circulation pump 151, a fifth pipeline 152, a second pipeline 153, a third pipeline 154, a fourth pipeline 155, a second circulation pump 156;

the air conditioner comprises a refrigerant circuit 2, a first circulation circuit 201, a second circulation circuit 202, an air conditioner heat exchanger unit 21, a heat exchange air duct 210, a warm core 211, a cold core 212, a branch pipe 213, a fan 214, an air filter 215, a compressor 22, a gas-liquid separator 23, a first control valve 24, a first expansion valve 25, a second control valve 26 and a second expansion valve 27;

a hot heat exchanger 3;

a cold heat exchanger 4;

a regenerative heat exchanger 5;

in fig. 1, the broken line represents the refrigerant circuit, and the solid line represents the coolant circuit.

Detailed Description

The core of the utility model lies in providing a heat management system and electric vehicle to there is the problem that the energy consumption is high and refrigeration efficiency is low in the heat management system who solves electric vehicle.

The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.

Referring to fig. 1 and fig. 2, fig. 1 is a schematic diagram of a thermal management system according to an embodiment of the present invention; fig. 2 is a schematic structural diagram of a three-way valve on a coolant circuit according to an embodiment of the present invention.

The utility model provides a heat management system is applied to electric vehicle, passenger cabin heat management system, and this passenger cabin heat management system includes: a refrigerant circuit 2 and a recuperative heat exchanger 5, wherein the refrigerant circuit 2 is provided with a compressor 22, a condenser, an evaporator and an expansion valve upstream of the evaporator for regulating the air temperature in the cabin of the electric vehicle; the regenerative heat exchanger 5 comprises a first heat exchange cavity and a second heat exchange cavity which is in heat transfer arrangement with the first heat exchange cavity, and the first heat exchange cavity is connected in series between a condenser and an expansion valve; the second heat exchange chamber is connected in series between the evaporator and the compressor 22.

By designing the heat management system into the above structural form, because the first heat exchange cavity of the regenerative heat exchanger 5 is connected in series between the condenser and the expansion valve, the second heat exchange cavity is connected in series between the evaporator and the compressor 22, and the refrigerant flowing through the first heat exchange cavity and the refrigerant of the second heat exchange cavity transfer heat, the refrigerant before flowing back to the compressor 22 can be preheated, thereby contributing to reducing the output power of the compressor and reducing the energy consumption; meanwhile, the temperature of the refrigerant in the first heat exchange cavity can be reduced, namely, the temperature of the refrigerant entering the evaporator through the expansion valve is reduced, so that the refrigeration efficiency of the evaporator is improved.

The refrigerant used in the refrigerant circuit 2 is preferably carbon dioxide, and the refrigerant can be heated at a temperature of at least-20 ℃. It should be understood that carbon dioxide is used as the refrigerant, which is merely an example of the embodiment of the present invention, and other refrigerants may be used in the practical application process, which is not limited herein.

In some specific embodiments, the thermal management system may further include a work group thermal management system, where the work group thermal management system includes a coolant loop 1, a hot heat exchanger 3, and a cold heat exchanger 4, where the work group heat exchanger is configured on the coolant loop 1, and the work group heat exchanger 11 is configured to exchange heat with a heat-generating electrical component of the electric vehicle; the hot heat exchanger 3 is used for transferring heat of the refrigerant circuit 2 to the cooling liquid circuit 1; the cold heat exchanger 4 serves to transfer the cold of the refrigerant circuit 2 to the coolant circuit 1. By designing the heat management system into the above structural form, when electric components such as the motor and the battery pack are started or operated in a low-temperature environment and need to be preheated, the heat of the refrigerant circuit 2 can be transferred to the cooling liquid circuit 1 through the heat exchanger 3, so that the heating efficiency of the cooling liquid circuit 1 in the low-temperature environment can be improved, that is, the heating efficiency of the heat exchangers of the working group can be improved; when heating electrical components such as a motor, a battery pack and the like run in a high-temperature environment and heat dissipation is required, the cold energy of the refrigerant loop 2 can be transferred to the cooling liquid loop 1 through the cold heat exchanger 4, so that the refrigeration efficiency of the cooling liquid loop 1 in the high-temperature environment can be improved, and the refrigeration efficiency of the heat exchangers of the working group can also be improved; in addition, heat generated by heating electrical components such as the motor and the battery pack can be transferred to the refrigerant circuit 2 through the cold heat exchanger 4, and the refrigerant in the refrigerant circuit 2 is preheated, so that the heat generated by the heating electrical components such as the motor and the battery pack is recycled, the energy consumption is reduced, and the endurance mileage of the electric vehicle is increased.

In a further embodiment, the electric vehicle is generally provided with an air-conditioning heat exchanger unit 21, the refrigerant circuit 2 adjusts the air temperature in the cabin through the air-conditioning heat exchanger unit 21, the air-conditioning heat exchanger unit 21 includes a heat exchange air duct 210, a warm core 211 and a cold core 212 disposed in the heat exchange air duct 210, in addition, an air filter 215 and a fan 214 are also generally disposed on an air inlet side of the heat exchange air duct 210, and a branch pipe 213 is disposed corresponding to an air outlet side; the refrigerant circuit 2 comprises a first circulation circuit 201 and a second circulation circuit 202, the first circulation circuit 201 and the second circulation circuit 202 are both connected between an outlet and an inlet of the compressor 22, and the first circulation circuit 201 is sequentially provided with a first control valve 24, a warm core 211, a first heat exchange cavity, a first expansion valve 25, a cold heat exchanger 4 and a second heat exchange cavity; the second control valve 26, the hot heat exchanger 3, the first heat exchange chamber, the second expansion valve 27, the cold core 212, and the second heat exchange chamber are sequentially disposed on the second circulation loop 202.

Through designing refrigerant circuit 2 into the structural style of first circulation circuit 201 and second circulation circuit 202, and warm core 211 direct configuration is on first circulation circuit 201, cold core 212 direct configuration is on second circulation circuit 202, therefore, when the passenger cabin is in the operating mode of heating, the refrigerant that flows through warm core 211 and the air that flows through in the heat transfer wind channel 210 heat for direct heat transfer, when the passenger cabin is in the refrigeration operating mode, the refrigerant that flows through cold core 212 and the air that flows through in the heat transfer wind channel 210 cool for direct heat transfer, compare in traditional heat transfer mode, the middle heat transfer in the water return circuit has been saved, the heat transfer thermal resistance in proper order has been reduced, the difference in temperature has been reduced, help promoting heat transfer capacity, heat transfer speed is faster, passenger's travelling comfort has been promoted greatly.

In addition, as the warm core 211 and the hot heat exchanger 3 are respectively located in different circulation loops, that is, arranged in parallel, and the cold core 211 and the cold heat exchanger 4 are also respectively located in different circulation loops, that is, arranged in parallel, when the heating electrical components and the cabin respectively have different refrigerating and heating requirements, the corresponding working condition requirements can be met by controlling the first control valve 24 and the first expansion valve 25, or controlling the second control valve 26 and the second expansion valve 27, and the working condition switching is flexible and convenient for energy management.

In some more specific embodiments, the above-mentioned thermal heat exchanger 3 may specifically include a third heat exchange chamber and a fourth heat exchange chamber for exchanging heat with the third heat exchange chamber, the third heat exchange chamber is connected in series to the cooling liquid loop 1, and the fourth heat exchange chamber is connected in series to the refrigerant loop 2; the cold heat exchanger 4 may specifically include a fifth heat exchange chamber and a sixth heat exchange chamber for exchanging heat with the fifth heat exchange chamber, the fifth heat exchange chamber is connected in series to the coolant loop 1, and the sixth heat exchange chamber is connected in series to the refrigerant loop 2. The specific structural form of the mutual heat transfer between the third heat exchange cavity and the fourth heat exchange cavity and the specific structural form of the mutual heat transfer between the fifth heat exchange cavity and the sixth heat exchange cavity can be selectively designed to be in contact heat transfer, or one of the third heat exchange cavity and the fifth heat exchange cavity can be positioned in the other heat exchange cavity.

In a further embodiment, referring to fig. 1 in conjunction with fig. 2, the working group heat exchangers may specifically include a first working group heat exchanger 111 and a second working group heat exchanger 112, and the cooling liquid loop 1 may further include an outdoor radiator 14, a first four-way valve 15a, a second four-way valve 15b, a third four-way valve 15c, and a fourth four-way valve 15d; the outdoor radiator 14 may include a first radiator 141 and a second radiator 142; the first valve port 15a1 of the first four-way valve 15a is communicated with the first valve port 15b1 of the second four-way valve 15b through a first pipeline 150, and a first circulating pump 151 and a first working group heat exchanger 111 are connected in series on the first pipeline 150; the second port 15a2 of the first four-way valve 15a and the fourth port 15b4 of the second four-way valve 15b are connected by a second pipeline 153, and the first radiator 141 is connected in parallel to the second pipeline 153; the fourth valve port 15a4 of the first four-way valve 15a is communicated with the liquid outlet of the hot heat exchanger 3, and the second valve port 15b2 of the second four-way valve 15b is communicated with the liquid return port of the cold heat exchanger 4; the third port 15a3 of the first four-way valve 15a communicates with the first port 15c1 of the third four-way valve 15c, and the third port 15b3 of the second four-way valve 15b communicates with the first port 15d1 of the fourth four-way valve 15d; the second port 15c2 of the third four-way valve 15c and the fourth port 15d4 of the fourth four-way valve 15d are communicated through a third pipeline 154, and the second radiator 142 is connected in parallel to the third pipeline 154; the third valve port 15c3 of the third four-way valve 15c is communicated with the third valve port 15d3 of the fourth four-way valve 15d through a fourth pipeline 155, and a second circulating pump 156 and the second working group heat exchanger 112 are connected in series on the fourth pipeline 155; a fourth valve port 15c4 of the third four-way valve 15c is communicated with a return port of the hot heat exchanger 3, and a second valve port 15d2 of the fourth four-way valve 15d is communicated with a liquid outlet of the cold heat exchanger 4; the four valve bodies of the first four-way valve 15a, the second four-way valve 15b, the third four-way valve 15c and the fourth four-way valve 15d comprise two working modes, in the first working mode, a first valve port of each valve body is communicated with a fourth valve port of each valve body, and a second valve port of each valve body is communicated with a third valve port of each valve body; in a second mode of operation, the first port of the valve body is in communication with its own second port, and the third port of the valve body is in communication with its own fourth port. Taking the first four-way valve 15a as an example, two operating modes are illustrated, in the first operating mode, the first port 15a1 of the first four-way valve 15a is in communication with the fourth port 15a4 of the first four-way valve 15a, and the second port 15a2 of the first four-way valve 15a is in communication with the third port 15a3 of the first four-way valve 15 a.

By designing the valve body arrangement structure on the cooling liquid loop 1 into the structure form, the refrigeration and heating of the heat-generating electric components (such as a battery, a motor and the like) can be realized by switching the working mode of the four-way valve, and meanwhile, the refrigerant loop can be configured to realize different functions of defrosting, dehumidifying, heat releasing and absorbing of the refrigerant loop and the like. In addition, the valve body is simple in structural arrangement and easy to realize, and the arrangement space is saved.

In a further embodiment, the first heat sink 141 may specifically include a first liquid inlet connection port and a first liquid outlet connection port, and at least one of the first liquid inlet connection port and the first liquid outlet connection port is connected to the second pipeline 153 through a first three-way valve 15 e; similarly, the second heat sink 142 may specifically include a second liquid inlet connection and a second liquid outlet connection, and at least one of the second liquid inlet connection and the second liquid outlet connection is connected to the third pipeline 154 through a second three-way valve 15 f. Through the arrangement of two three-way valves, the flow direction of cooling liquid in the loop is controlled by matching the four-way valves, so that the cooling device is more convenient and flexible. The four-way valve and the three-way valve can be intensively arranged into a valve island, so that the overall arrangement space is saved.

In order to better understand the technical solution of the present invention, the following is briefly described with reference to specific application condition scenarios:

taking the cabin of the electric vehicle as an example in a refrigeration working condition, the second control valve 26 is opened, the first control valve 24 is closed, the high-temperature and high-pressure refrigerant generated by the compressor 22 flows through the heat exchanger 3, the coolant absorbs heat of the refrigerant, and the refrigerant enters the regenerative heat exchanger 5, so that the temperature is further reduced. The second expansion valve 27 (i.e. the cold core expansion valve) is opened, the refrigerant enters the cold core 212 to absorb the heat in the air blown by the fan 214, and the cold air is sent to the cabin, at this time, the hot heat exchanger 3 serves as a condenser, and the cold core 212 serves as an evaporator.

Taking the heat-generating electrical component in the cooling condition as an example, the second control valve 26 is opened, the first control valve 24 is closed, the high-temperature and high-pressure refrigerant generated by the compressor 22 flows through the heat exchanger 3, the coolant absorbs the heat of the refrigerant, and the refrigerant enters the regenerative heat exchanger 5, so that the temperature is further reduced. The second expansion valve 27 upstream of the cold core 212 is opened, the refrigerant enters the cold heat exchanger 4 to absorb heat from the working group heat exchanger (for example, when the heat generating electrical component is a battery, the heat is correspondingly heat from the battery coolant), and the cooled coolant is sent to the heat exchanger corresponding to the battery (i.e., the second working group heat exchanger 112) by the second circulation pump 156, at this time, the hot heat exchanger 3 serves as a condenser, and the cold heat exchanger 4 serves as an evaporator.

Taking the cabin of the electric vehicle in a heating condition as an example, the second control valve 26 is closed, the first control valve 24 is opened, the high-temperature and high-pressure refrigerant generated by the compressor 22 flows through the warm core 211, and the fan 214 rotates to drive the air to absorb the heat of the refrigerant and blow the heat into the cabin. The refrigerant enters the recuperative heat exchanger 5 and the temperature is further reduced. The first expansion valve 25 is opened upstream of the cold heat exchanger 4 and the refrigerant enters the cold heat exchanger 4 to absorb heat from the cooling liquid. The first circulation pump 151 or the second circulation pump 156 sends the low-temperature coolant to the outdoor radiator (the first radiator 141 or the second radiator 142) to absorb external heat. The warm core 211 now acts as a condenser and the cold heat exchanger 4 as an evaporator.

Taking the refrigerant circuit 2 as an example for heating the second working group heat exchanger 112 (e.g. the heat exchanger corresponding to the battery), the second control valve 26 is opened, the first control valve 24 is closed, the high-temperature and high-pressure refrigerant generated by the compressor 22 flows through the heat exchanger 3, the coolant absorbs the heat of the refrigerant, and the coolant is sent to the second working group heat exchanger 112 (e.g. the heat exchanger corresponding to the battery) by the second circulation pump 156. The refrigerant enters the recuperative heat exchanger 5 and the temperature is further reduced. The first expansion valve 25 is opened upstream of the cold heat exchanger 4 and the refrigerant enters the cold heat exchanger 4 to absorb heat from the cooling liquid. The first circulation pump 151 sends the low-temperature coolant to the second radiator 142 (outdoor radiator) to absorb external heat. The warm core 211 now acts as a condenser and the cold heat exchanger 4 as an evaporator.

The cooling system of the first working group heat exchanger 112 (e.g. the heat exchanger corresponding to the motor) includes two types: natural water cooling systems and forced cooling systems. The free cooling system includes a first radiator 141 (outdoor radiator) for passing a coolant into the first working group heat exchanger 112 and for radiating heat, and radiates the heat by the radiator fan 12. When the first workgroup heat exchanger 112 is naturally water-cooled, the first circulation pump 151 feeds the coolant into the first workgroup heat exchanger 112. The heated coolant enters the first radiator 141 (outdoor radiator) and is taken out by the radiator fan 12. The forced cooling system includes a compressor 22, a second control valve 26, a hot heat exchanger 3 for guiding out heat of the refrigerant system, a regenerative heat exchanger 5 for reducing the temperature of the refrigerant entering the cold core 212 and increasing the temperature of the refrigerant entering the compressor 22, a first expansion valve 25 for controlling the refrigerant entering the cold heat exchanger 4, the cold heat exchanger 4 for absorbing heat of the first working group heat exchanger 112 (e.g., a heat exchanger corresponding to the motor), a three-way valve 15e for passing the coolant into the first working group heat exchanger 112 (e.g., a heat exchanger corresponding to the motor), a four-way valve for controlling the flow direction of the coolant circuit 1, an outdoor radiator (a first radiator 141 and a second radiator 142) for taking away heat of the coolant, and a radiator fan 12, a first circulation pump 151 and a second circulation pump 156 for driving the coolant circuit 1 to flow. When the first working group heat exchanger 112 (for example, the heat exchanger corresponding to the motor) is turned on to perform forced cooling, the second control valve 26 is turned on, the first control valve 24 is turned off, the high-temperature and high-pressure refrigerant generated by the compressor 22 flows through the heat exchanger 3, the refrigerant absorbs heat from the refrigerant, the heat-absorbed refrigerant is carried to the second radiator by the second circulation pump 156, and the heat is carried out by the cooling fan 12. The refrigerant enters the recuperative heat exchanger 5 and the temperature is further reduced. The first expansion valve 25 is opened, the refrigerant enters the cold heat exchanger 4 to absorb heat from the coolant of the first workgroup heat exchanger 112 (e.g., motor heat exchanger), and the first circulation pump 151 sends the cooled coolant to the first workgroup heat exchanger 112 (e.g., motor heat exchanger). The hot heat exchanger 3 now acts as a condenser and the cold heat exchanger 4 as an evaporator.

The dehumidifying system includes a compressor 22, a second control valve 26, a first control valve 24, a hot heat exchanger 3 for guiding out heat of a refrigerant system, a warm core 211 for heating the gas cooled by the cold core 212 to a normal temperature, a regenerative heat exchanger 5 for reducing the temperature of the refrigerant entering the cold core 212 and increasing the temperature of the refrigerant entering the compressor 22, a second expansion valve 27 for controlling the expansion of the refrigerant and entering the cold core 212, the cold core 211 for absorbing moisture in the moisture-containing gas, a three-way valve for passing the cooling liquid to an outdoor radiator, a four-way valve for controlling the flow direction of the cooling liquid circuit 1, an outdoor radiator for taking away heat of the cooling liquid and a radiator fan 12, and a first circulation pump 151 or a second circulation pump 156 for driving the flow of the cooling liquid circuit 1. When cabin dehumidification is turned on, the second control valve 26 is opened, the first control valve 24 is opened, a part of the high-temperature and high-pressure refrigerant generated by the compressor 22 flows through the heat exchanger 3, and the refrigerant absorbs heat. The coolant after absorbing heat may be carried to an outdoor radiator by the first and second circulation pumps 151 and 156, and the remaining heat may be discharged to the outside. The other part of the refrigerant flows through the warm core 211 to reheat the gas cooled by the cold core 212 to the normal temperature. The refrigerant from the warm core 211 and the hot heat exchanger 3 enters the regenerative heat exchanger 5 together, and the temperature is further lowered. The second expansion valve 27 is opened, and the refrigerant enters the cold core 212 to cool, condense moisture in the air, and then is sent to the warm core 211, where the hot heat exchanger 3 and the warm core 211 act as condensers, and the cold core 212 acts as an evaporator.

The defrost system includes a compressor 22, a first control valve 24, a second expansion valve 27, and a chill 212 for defrosting. When the defrost function is turned on, the first control valve 24 is turned on, the second control valve 26 is turned off, the fan 214 is turned off, and no gas flows through the heat exchange air duct 210 (i.e., the three tanks). The second expansion valve 27 is fully open and the high temperature refrigerant melts the frost on the gas side of the cold core 212 and the refrigerant returns to the inlet of the compressor 22. In order to prevent overpressure in the whole process, the compressor 22 is operated at a low rotation speed, the mode duration is short, and only the frost at the cold core 212 is liquefied and then can be switched to other working conditions.

The waste heat recovery system can specifically include 2 types, and waste heat of the first working group heat exchanger 111 is used for heating the second working group heat exchanger 112, and waste heat of the first working group heat exchanger 111 is used for cabin heating. When the waste heat of the first working group heat exchanger 111 is used for heating the second working group heat exchanger 112, the system includes a first circulation pump 151 for driving the cooling liquid loop 1 to flow, a second circulation pump 156, and a four-way valve for controlling the flow direction of the cooling liquid loop 1. When the system is in operation, the first circulation pump 151 drives the cooling fluid to take heat out of the heat exchanger 111 of the first working group (e.g., the heat exchanger corresponding to the heat generating components such as the motor and DCDC), and the cooling fluid flows into the heat exchanger 112 of the second working group through the second four-way valve 15b, the cold heat exchanger 4, the fourth four-way valve 15d and the second circulation pump 156 to heat the components such as the battery. And then re-enters the first workgroup heat exchanger 111 through the third four-way valve 15c, the hot heat exchanger 3 and the first four-way valve 15a to complete the cycle. The refrigerant sides of the hot heat exchanger 3 and the cold heat exchanger 4 are not operated.

When the waste heat of the first working group heat exchanger 111 is used for cabin heating, the system comprises a compressor 22, a second control valve 26, a warm core 211 for guiding out and supplying the heat of the refrigerant to the cabin, a regenerative heat exchanger 5 for reducing the temperature of the refrigerant entering the cold heat exchanger 4 and increasing the temperature of the refrigerant entering the compressor 22, a first expansion valve 25 for controlling the expansion of the refrigerant and entering the cold heat exchanger 5, the cold heat exchanger 4 for absorbing the heat, a first three-way valve 15e for introducing the cooling liquid into the first working heat exchanger 111, a four-way valve for controlling the flow direction of the cooling liquid loop 1, and a first circulating pump for driving the flow of the cooling liquid loop 1. When the waste heat recovery is performed to heat the cabin, the second control valve 26 is closed, the first control valve 24 is opened, the high-temperature and high-pressure refrigerant generated by the compressor 22 flows through the warm core 211, and the fan 214 rotates to drive the air to absorb the heat of the refrigerant and blow the heat into the cabin. The refrigerant enters the recuperative heat exchanger 5 and the temperature is further reduced. The first expansion valve 25 is opened upstream of the cold heat exchanger 4 and the refrigerant enters the cold heat exchanger 4 to absorb heat from the cooling liquid. The first circulation pump 151 sends the low-temperature coolant to the first working heat exchanger 111 to absorb heat of the corresponding heat-generating electric component (e.g., motor). The warm core 211 now acts as a condenser and the cold heat exchanger 4 as an evaporator.

In some embodiments, the upper cooling fluid circuit 1 further includes a fifth line 152 and an expansion tank 13, the fifth line 152 is connected between the fourth port 15c4 of the third four-way valve 15c and the second port 15d2 of the fourth four-way valve 15d, and the expansion tank 13 is disposed on the fifth line 152. The expansion tank 13 is arranged to accommodate the expansion amount of the cooling liquid loop 1, and simultaneously, the expansion tank plays a role in constant pressure and water replenishing for the cooling liquid loop 1. The expansion water tank 13 is used for accommodating the water expansion amount of the cooling liquid loop 1, so that the water pressure fluctuation of the cooling liquid loop 1 caused by the water expansion can be reduced, the safety and the reliability of the operation of the cooling liquid loop 1 are improved, and when the cooling liquid loop 1 leaks water or the cooling liquid loop 1 lacks water due to some reason, the water level of the expansion water tank 13 is reduced to supplement water for the cooling liquid loop.

In other specific embodiments, the first operating group heat exchanger 111 can specifically include a motor heat exchanger 111a and a dc chopper heat exchanger 111b, which are connected in series on the first conduit 150. It should be understood that the motor heat exchanger 111a and the dc chopper heat exchanger 111b are only examples of the specific structure of the first working group heat exchanger 111 according to the embodiment of the present invention, and in practical applications, the heat exchangers may be heat exchangers corresponding to other heat generating electrical components. In addition, the second operating group heat exchanger 112 may specifically include a battery pack heat exchanger, or a heat exchanger corresponding to other heat generating electrical components commonly used by those skilled in the art, and is not limited herein in more detail.

In addition, a gas-liquid separator 23 is generally disposed between the compressor 22 and the second heat exchange cavity. The gas-liquid separator 23 performs gas-liquid separation of the refrigerant liquid, thereby providing a certain protection effect on the compressor 22.

It should be noted that, in the present specification, the embodiments are all described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments may be referred to each other.

It should be understood that the use of "system," "device," "unit," and/or "module" herein is merely one way to distinguish between different components, elements, components, parts, or assemblies of different levels. However, other words may be substituted by other expressions if they accomplish the same purpose.

As used in this application and the appended claims, the terms "a," "an," "the," and/or "the" are not intended to be inclusive in the singular, but rather are intended to be inclusive in the plural unless the context clearly dictates otherwise. In general, the terms "comprises" and "comprising" merely indicate that steps and elements are included which are explicitly identified, that the steps and elements do not form an exclusive list, and that a method or apparatus may include other steps or elements. An element defined by the phrase "comprising a component of ' 8230 ' \8230; ' does not exclude the presence of additional identical elements in the process, method, article, or apparatus that comprises the element.

In the description of the embodiments herein, "/" means "or" unless otherwise specified, for example, a/B may mean a or B; "and/or" herein is merely an association relationship describing an associated object, and means that there may be three relationships, for example, a and/or B, and may mean: a exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of the present application, "a plurality" means two or more than two.

In the following, the terms "first", "second" are used for descriptive purposes only and are not to be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

If used in this application, the flowcharts are intended to illustrate operations performed by the system according to embodiments of the present application. It should be understood that the preceding or following operations are not necessarily performed in the exact order in which they are performed. Rather, the various steps may be processed in reverse order or simultaneously. Meanwhile, other operations may be added to the processes, or a certain step or several steps of operations may be removed from the processes.

The principles and embodiments of the present invention have been explained herein using specific examples, and the above descriptions of the embodiments are only used to help understand the core concepts of the present invention. It should be noted that, for those skilled in the art, without departing from the principle of the present invention, the present invention can be further modified and modified, and such modifications and modifications also fall within the protection scope of the appended claims.

Claims

1. A thermal management system for an electric vehicle, comprising:

a refrigerant circuit (2) on which a compressor (22), a condenser, an evaporator and an expansion valve upstream of the evaporator are arranged to regulate the air temperature in the cabin of the electric vehicle;

the heat recovery heat exchanger (5), heat recovery heat exchanger (5) include first heat transfer chamber and with the second heat transfer chamber that first heat transfer chamber heat transfer was arranged, first heat transfer chamber concatenate in the condenser with between the expansion valve, the second heat transfer chamber concatenate in the evaporimeter with between compressor (22).

2. The thermal management system of claim 1, further comprising:

the cooling liquid circuit (1), a working group heat exchanger is configured on the cooling liquid circuit (1), and the working group heat exchanger (11) is used for exchanging heat with a heating electric component of the electric vehicle;

a thermal heat exchanger (3) for transferring heat of the refrigerant circuit (2) to the coolant circuit (1);

a cold heat exchanger (4) for transferring cold of the refrigerant circuit (2) to the coolant circuit (1).

3. The thermal management system according to claim 2, wherein an air-conditioning heat exchanger unit (21) is disposed on the electric vehicle, the refrigerant circuit (2) adjusts the temperature of the air in the cabin through the air-conditioning heat exchanger unit (21), the air-conditioning heat exchanger unit (21) includes a heat exchange air duct (210), a warm core (211) and a cold core (212) disposed in the heat exchange air duct (210), the refrigerant circuit (2) includes a first circulation circuit (201) and a second circulation circuit (202), the first circulation circuit (201) and the second circulation circuit (202) are both connected between an outlet and an inlet of the compressor (22), and a first control valve (24), the warm core (211), the first heat exchange cavity, a first expansion valve (25), the cold heat exchanger (4) and the second heat exchange cavity are disposed on the first circulation circuit (201) in sequence; and a second control valve (26), the hot heat exchanger (3), the first heat exchange cavity, a second expansion valve (27), the cold core (212) and the second heat exchange cavity are sequentially arranged on the second circulation loop (202).

4. The thermal management system according to claim 2, characterized in that said thermal heat exchanger (3) comprises a third heat exchange chamber connected in series to said coolant circuit (1) and a fourth heat exchange chamber for heat exchange with said third heat exchange chamber connected in series to said refrigerant circuit (2); the cold heat exchanger (4) comprises a fifth heat exchange cavity and a sixth heat exchange cavity for exchanging heat with the fifth heat exchange cavity, the fifth heat exchange cavity is connected in series with the cooling liquid loop (1), and the sixth heat exchange cavity is connected in series with the refrigerant loop (2).

5. The thermal management system according to claim 2, wherein the workgroup heat exchangers comprise a first workgroup heat exchanger (111) and a second workgroup heat exchanger (112), and an outdoor heat radiator (14), a first four-way valve (15 a), a second four-way valve (15 b), a third four-way valve (15 c), and a fourth four-way valve (15 d) are further provided on the coolant circuit (1);

the outdoor radiator (14) comprises a first radiator (141) and a second radiator (142);

a first valve port (15 a 1) of the first four-way valve (15 a) is communicated with a first valve port (15 b 1) of the second four-way valve (15 b) through a first pipeline (150), and a first circulating pump (151) and a first working group heat exchanger (111) are connected to the first pipeline (150) in series; the second valve port (15 a 2) of the first four-way valve (15 a) is connected with the fourth valve port (15 b 4) of the second four-way valve (15 b) through a second pipeline (153), and the first radiator (141) is connected in parallel with the second pipeline (153); a fourth valve port (15 a 4) of the first four-way valve (15 a) is communicated with a liquid outlet of the hot heat exchanger (3), and a second valve port (15 b 2) of the second four-way valve (15 b) is communicated with a liquid return port of the cold heat exchanger (4); the third valve port (15 a 3) of the first four-way valve (15 a) is communicated with the first valve port (15 c 1) of the third four-way valve (15 c), and the third valve port (15 b 3) of the second four-way valve (15 b) is communicated with the first valve port (15 d 1) of the fourth four-way valve (15 d);

the second valve port (15 c 2) of the third four-way valve (15 c) is communicated with the fourth valve port (15 d 4) of the fourth four-way valve (15 d) through a third pipeline (154), and the second radiator (142) is connected in parallel with the third pipeline (154); a third valve port (15 c 3) of the third four-way valve (15 c) is communicated with a third valve port (15 d 3) of the fourth four-way valve (15 d) through a fourth pipeline (155), and a second circulating pump (156) and a second working group heat exchanger (112) are connected to the fourth pipeline (155) in series; a fourth valve port (15 c 4) of the third four-way valve (15 c) is communicated with a reflux port of the hot heat exchanger (3), and a second valve port (15 d 2) of the fourth four-way valve (15 d) is communicated with a liquid outlet of the cold heat exchanger (4);

the four valve bodies of the first four-way valve (15 a), the second four-way valve (15 b), the third four-way valve (15 c) and the fourth four-way valve (15 d) comprise two working modes, in the first working mode, the first valve port of the valve body is communicated with the fourth valve port of the valve body, and the second valve port of the valve body is communicated with the third valve port of the valve body; in a second mode of operation, the first port of the valve body is in communication with its own second port, and the third port of the valve body is in communication with its own fourth port.

6. The thermal management system according to claim 5, characterized in that said first heat sink (141) comprises a first inlet connection and a first outlet connection, at least one of said first inlet connection and said first outlet connection being connected to said second pipe (153) by means of a first three-way valve (15 e); and/or the second radiator (142) comprises a second liquid inlet connecting port and a second liquid outlet connecting port, and at least one of the second liquid inlet connecting port and the second liquid outlet connecting port is connected with the third pipeline (154) through a second three-way valve (15 f).

7. The thermal management system according to claim 5, wherein the coolant circuit (1) further comprises a fifth line (152) and an expansion tank (13), the fifth line (152) being connected between the fourth valve port (15 c 4) of the third four-way valve (15 c) and the second valve port (15 d 2) of the fourth four-way valve (15 d), the expansion tank (13) being arranged on the fifth line (152).

8. The thermal management system of claim 5, wherein the first workgroup heat exchanger (111) comprises a motor heat exchanger (111 a) and a dc chopper heat exchanger (111 b) in series on the first conduit (150); and/or the second workgroup heat exchanger (112) comprises a battery pack heat exchanger.

9. The heat management system according to claim 4, wherein a gas-liquid separator (23) is further arranged between the compressor (22) and the sixth heat exchange cavity.

10. An electric vehicle comprising a thermal management system, wherein the thermal management system is according to any of claims 1-9.