CN219883651U - Vehicle thermal management system - Google Patents

Abstract

The utility model relates to a vehicle thermal management system comprising a refrigerant circuit and a coolant circuit and a heat exchanger (1) arranged jointly in the refrigerant circuit and the coolant circuit, wherein the heat exchanger (1) comprises a first port (1 a) allowing a refrigerant to flow into the heat exchanger (1) and a second port (1 b) allowing the refrigerant to flow out of the heat exchanger (1), characterized in that the refrigerant circuit comprises a first reservoir dryer (2), a second reservoir dryer (3) and an in-built condenser (4), wherein an outlet (4 b) of the in-built condenser is connected with an inlet (2 a) of the first reservoir dryer, the first port (1 a) of the heat exchanger (1) is connected with an outlet (2 b) of the first reservoir dryer, and the second port (1 b) of the heat exchanger is connected with an inlet (3 a) of the second reservoir dryer.

Description

Vehicle thermal management system

Technical Field

The present utility model relates to a vehicle thermal management system.

Background

Vehicle thermal management systems typically include a coolant loop and a refrigerant loop. The refrigerant cycle therein involves an on-board thermal management system including a compressor, an internal heat exchanger, an evaporator, and a direct cooling plate for cooling an on-board battery. The thermal management system can operate in various modes, such as an AC (air conditioning cooling) mode, a dehumidifying mode, a direct cooling plate cooling mode, a heat pump mode, etc., in which the amount of refrigerant required varies, and for this purpose, a receiver drier is provided in the refrigerant cycle for temporary storage, purification, and gas-liquid separation of the refrigerant in the system. However, in the prior art of thermal management systems, drawbacks of complicated circuit and excessive parts are often faced.

Disclosure of Invention

In view of the above drawbacks, the present utility model is to provide a thermal management system with a simpler structure, which is beneficial to the reasonable utilization of the refrigerant.

In order to solve the technical problem, the utility model provides a vehicle heat management system, which comprises a refrigerant loop and a cooling liquid loop and a heat exchanger commonly arranged in the refrigerant loop and the cooling liquid loop, wherein the heat exchanger comprises a first port for allowing refrigerant to flow into the heat exchanger and a second port for allowing the refrigerant to flow out of the heat exchanger. According to the utility model, the refrigerant circuit comprises a first stock solution dryer, a second stock solution dryer and a built-in condenser, wherein the outlet of the built-in condenser is connected with the inlet of the first stock solution dryer, the first port of the heat exchanger is connected with the outlet of the first stock solution dryer, and the second port of the heat exchanger is connected with the inlet of the second stock solution dryer.

According to the present utility model, the vehicle thermal management system can operate in various modes, such as in a dehumidification mode, in which it is necessary to reheat the condensed dehumidified air, whereby the refrigerant is required to condense to release heat in the internal condenser, thereby condensing from a gaseous state to a liquid or gas-liquid two-phase mixture, in which case the excess liquid refrigerant can be stored in the first receiver drier; in the refrigeration mode, the built-in condenser is in a non-working state, the heat exchanger plays a role of the condenser, and the gaseous refrigerant is condensed into a liquid state at the heat exchanger, so that the redundant liquid refrigerant is stored in the second liquid storage dryer; in the heat pump mode, the heat exchanger plays a role of an evaporator, the refrigerant heat exchanger absorbs heat, the gaseous refrigerant cannot be stored in the second liquid storage dryer, and the refrigerant needs to condense and release heat in the built-in condenser, so that the refrigerant is condensed into a liquid or gas-liquid two-phase mixture from the gaseous state, and the redundant liquid refrigerant is stored in the first liquid storage dryer. Therefore, by the arrangement of the two liquid storage dryers, simpler and flexible line design is realized, and the number of pipe fittings is reduced.

Preferably, the refrigerant circuit further comprises an evaporator, a direct cooling plate, a compressor, a first junction point and a second junction point, wherein the first junction point is in communication with the outlet of the first receiver drier, the second junction point is in communication with the input side of the compressor, the output side of the compressor is in communication with the inlet of the built-in condenser, and wherein the evaporator and the direct cooling plate are connected in parallel between the first junction point and the second junction point.

Preferably, the refrigerant cycle further comprises an internal heat exchanger comprising a first half connected in series between the outlet of the second receiver drier and the first junction point and a second half connected in series between the second junction point and the input side of the compressor.

Preferably, the refrigerant cycle comprises a third junction point and a fourth junction point and a first bypass branch arranged between the third junction point and the fourth junction point, wherein the third junction point is arranged between the second port of the heat exchanger and the inlet of the second receiver drier, and the fourth junction point is arranged upstream of the input side of the compressor, wherein a shut-off valve is arranged in the first bypass branch.

Preferably, a first expansion valve is provided between the outlet of the first receiver drier and the first port of the heat exchanger.

Preferably, a second expansion valve is arranged between the first junction point and the evaporator, and a third expansion valve is arranged between the first junction point and the direct cooling plate.

Preferably, a first check valve is provided between the evaporator and the second junction point, and a second check valve is provided between the direct cooling plate and the second junction point.

Preferably, the heat exchanger includes a third port allowing the cooling fluid to flow into the heat exchanger and a fourth port allowing the cooling fluid to flow out of the heat exchanger.

Preferably, the coolant circuit comprises a first proportional valve and a second bypass branch arranged between the third and fourth ports of the heat exchanger, the coolant flow into the second bypass branch being regulated by means of the first proportional valve.

Drawings

FIG. 1 shows a schematic diagram of a vehicle thermal management system according to the present utility model;

FIG. 2 shows a schematic diagram of a thermal management system in an air conditioning cooling mode;

FIG. 3 shows a schematic diagram of the thermal management system in a direct-cooled plate refrigeration mode;

FIG. 4 shows a schematic diagram of the thermal management system in a cabin/direct cold plate cooling mode;

FIG. 5 shows a schematic diagram of the thermal management system in a dehumidification mode;

FIG. 6 shows a schematic diagram of the thermal management system in a dehumidification/direct-cooled panel cooling mode;

FIG. 7 shows a schematic diagram of the thermal management system in another dehumidification/direct-cooled panel cooling mode;

FIG. 8 shows a schematic diagram of the thermal management system in a heat pump mode;

FIG. 9 shows a schematic diagram of the thermal management system in a heat pump/direct cold plate refrigeration mode;

FIG. 10 shows a schematic diagram of a thermal management system in a delta circulation mode;

FIG. 11 shows a schematic diagram of the thermal management system in an engine coolant car cabin heating mode.

Detailed Description

Fig. 1 schematically illustrates a thermal management system according to the present utility model.

The following description of the embodiments of the present utility model will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all embodiments of the utility model. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present utility model without making any inventive effort, are intended to fall within the scope of the present utility model.

Reference herein to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic can be included in at least one implementation of the utility model. In the description of the present utility model, it should be understood that the directions or positional relationships indicated by the terms "upper", "lower", "left", "right", "top", "bottom", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of describing the present utility model and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present utility model.

The vehicle heat management system includes a motor coolant cycle using a coolant as a working medium, an engine coolant cycle, a refrigerant cycle using a refrigerant as a working medium, and a heat exchanger 1 provided in both the motor coolant cycle and the refrigerant cycle. The heat exchanger 1 includes a first port 1a allowing inflow of refrigerant and a second port 1b allowing outflow of refrigerant, and a third port 1c allowing inflow of cooling liquid and a fourth port 1d allowing outflow of cooling liquid. The heat exchange between the coolant and the refrigerant occurs in the heat exchanger 1, whereby the heat contained in the coolant in the motor coolant cycle can be transferred to the refrigerant in the refrigerant cycle through the heat exchanger 1, or the heat contained in the refrigerant cycle can be reversely transferred to the coolant in the motor coolant cycle.

The refrigerant cycle comprises a compressor 6 (in this embodiment an electric compressor), a built-in condenser 4 in communication with an output side 6b of the compressor 6, a first receiver drier 2, a second receiver drier 3, an internal heat exchanger 8, an evaporator 5, a direct cooling plate 7. Wherein, the output side 6b of the compressor 6 is communicated with the built-in condenser inlet 4a, the built-in condenser outlet 4b is communicated with the first stock solution dryer inlet 2a, a first expansion valve V1 is arranged between the first stock solution dryer outlet 2b and the first port 1a of the heat exchanger 1, and the second port 1b is communicated with the second stock solution dryer inlet 3 a. A first junction point P1 is provided downstream of the second receiver drier outlet 3b, a second junction point P2 is provided upstream of the input side 6a of the compressor 6, an evaporator 5 and a direct cooling plate 7 which are connected in parallel to each other are connected in series between P1 and P2, wherein a second expansion valve V2 is provided between the first junction point P1 and the inlet of the evaporator 5, a third expansion valve V3 is provided between the first junction point P1 and the inlet of the direct cooling plate 7, the first expansion valve, the second expansion valve and the third expansion valve being configured here as electronic expansion valves; check valves for preventing reverse flow of the refrigerant are also provided between the evaporator 5 and the downstream of the direct cooling plate 7 and the second junction point P2, respectively.

The receiver drier is constructed as a container having an inlet for the refrigerant and an outlet, wherein the inlet is connected with an inlet pipe extending into the container interior and the outlet is connected with an outlet pipe extending into the container interior, and the free end of the outlet pipe extends deeper into the container interior than the free end of the inlet pipe. Therefore, when the refrigerant exists in the liquid storage dryer in the form of a gas-liquid two-phase mixture, the liquid-state refrigerant always leaves the liquid storage dryer from the outlet, so that the separation of the gaseous-state refrigerant and the liquid-state refrigerant is realized. By adjusting the depth of the outlet tube within the container, excess liquid refrigerant can be stored in the receiver drier.

The internal heat exchanger 8 comprises a first half 81 and a second half 82, wherein the first half 81 is connected in series between the second receiver drier outlet 3b and the first junction point P1, and the second half 82 is connected in series between the second junction point P2 and the input side 6a of the compressor 6. The internal heat exchanger is configured to exchange heat of the refrigerant flowing through the first half and the second half, thereby completely vaporizing the refrigerant flowing out of the evaporator as much as possible by using heat of the refrigerant flowing through the first half, and avoiding the inflow of the liquid refrigerant into the compressor as much as possible.

A third junction point P3 is also provided between the second port 1b of the heat exchanger 1 and the second receiver drier inlet 3a, a fourth junction point P4 is provided between the outlet of the second half 82 of the internal heat exchanger 8 and the input side 6a of the compressor 6, and a first bypass branch, which can be connected or disconnected by means of the shut-off valve 18, is established between the third junction point P3 and the fourth junction point P4.

The motor coolant circulation includes a motor assembly 9 that generates heat when operated, a low-temperature radiator 10 for the motor assembly 9, and a first coolant pump 11, and the coolant circulates in the motor coolant circulation under the pumping of the first coolant pump 11. A second bypass branch is provided in the motor coolant circuit in parallel with the heat exchanger 1, the start of which second bypass branch is a first proportional valve 12 upstream of the third port 1c, and the end of which second bypass branch is designed as a fifth junction point P5 communicating with the fourth port 1d. By adjusting the first proportional valve 12, the amount of coolant flowing through the second bypass branch and the heat exchanger 1, respectively, can be controlled.

The engine coolant circulation includes an engine 13 that generates a large amount of heat when operated, a high-temperature radiator 14 for the engine 13, and a second coolant pump 17, and the coolant circulates in the engine coolant circulation by the pumping of the second coolant pump 17. A third bypass branch is provided in the engine coolant circuit in parallel with the high-temperature radiator 14, the start of which branch is a second proportional valve 15 upstream of the high-temperature radiator 14, the end of which branch is designed as a sixth junction point P6 downstream of the high-temperature radiator 14. In the third bypass branch, a heating core 16 is connected in series, which heating core 16 communicates with the cabin, and air heated by the heating core 16 can be blown into the cabin by the damper control of the air conditioning assembly. By adjusting the second proportional valve 15, the amount of cooling liquid flowing through the third bypass branch with the warm core 16 and the high-temperature radiator 14, respectively, can be controlled.

The evaporator 5, the built-in condenser 4, the warm core 16 and a controllable damper not shown in the figures constitute an air conditioning assembly, enabling a number of different modes of operation of the thermal management system together with the direct cooling plate 7. Some modes of operation of the thermal management system are exemplarily explained below with reference to fig. 2 to 11.

Fig. 2 schematically illustrates the thermal management system in an air conditioning cooling mode.

At this time, the direct cooling plate 7 is not connected to the system, the built-in condenser 4 and the heater core 16 in the air conditioning unit are in a stopped state, and only the evaporator 5 is operated, and the first electronic expansion valve V1 is in a fully opened state. The refrigerant is compressed into high-temperature and high-pressure gas via the motor-driven compressor 6, and is sent from the output side 6b of the compressor 6 to the built-in condenser 4. As described above, the built-in condenser 4 in this state does not operate, and is therefore only connected to the system as a delivery line. The refrigerant in the high-temperature and high-pressure gas state is conveyed through the built-in condenser 4 and reaches the first receiver drier 2 with almost no temperature change, wherein the refrigerant in the gas state cannot be separated and stored in the first receiver drier, so the refrigerant almost passes through the first receiver drier without loss in quality and is conveyed to the heat exchanger 1 through the first electronic expansion valve V1 which is fully opened, is condensed into a gas-liquid two-phase mixture in the heat exchanger 1 and is conveyed to the second receiver drier 3, wherein the refrigerant in the liquid state is partially stored in the second receiver drier 3, is partially output from the second receiver drier outlet 3b and is continuously conveyed to the first half 81 of the internal heat exchanger 8, the temperature is reduced by heat exchange in the internal heat exchanger 8, the cooled liquid refrigerant is throttled down by the second electronic expansion valve V2 and is conveyed to the evaporator 5, and is evaporated and absorbed in heat at the evaporator 5 to cool the ambient air. The cooled air is blown into the cabin through a damper not shown in the drawing, thereby realizing an air conditioning and refrigerating function. The refrigerant after heat absorption returns from the outlet of the evaporator 5 to the input side 6a of the electric compressor 6 via the second half 82 of the internal heat exchanger.

Fig. 3 schematically illustrates the thermal management system in a direct cold plate refrigeration mode.

At this time, the evaporator 5 in the air conditioning assembly is not connected to the system, the built-in condenser 4 and the warm core 16 are both in a stop working state, and the direct cooling plate 7 in the working state is connected to the downstream of the second liquid storage dryer 3. The refrigerant is compressed into high-temperature high-pressure gas via the motor-driven compressor 6, and is sent to the built-in condenser 4. As described above, the built-in condenser 4 in this state does not operate, but is connected to the system only as a delivery line, and therefore, the refrigerant in a high-temperature and high-pressure gas state is delivered through the built-in condenser 4 and reaches the first receiver drier 2 with almost no temperature change, wherein the refrigerant in a gas state cannot be separately stored in the first receiver drier 2, and therefore, the refrigerant passes through the first receiver drier 2 almost without quality loss and is delivered to the heat exchanger 1 via the first electronic expansion valve V1 which is fully opened, condensed into a gas-liquid two-phase mixture in the heat exchanger 1 and delivered to the second receiver drier 3, wherein the refrigerant in a liquid state is partially stored in the second receiver drier 3, partially outputted from the second receiver drier outlet 3b and continuously delivered to the internal heat exchanger 8, and heat-exchanged and cooled at the internal heat exchanger 8. The liquid refrigerant flowing out of the internal heat exchanger 8 is throttled and expanded by the third electronic expansion valve V3 and then enters the direct cooling plate 7, and is evaporated and absorbed at the direct cooling plate 7 to cool a battery, not shown, and the absorbed refrigerant flows back to the input side 6a of the electric compressor 6.

Fig. 4 schematically illustrates the thermal management system in a cabin/direct cold plate cooling mode.

At this time, the built-in condenser 4 and the heater core 16 in the air conditioning assembly are both in a stopped state, and the evaporator 5 and the direct cooling plate 7 are in an operating state. The refrigerant is compressed into high-temperature high-pressure gas via the motor-driven compressor 6, and is sent to the built-in condenser 4. The refrigerant in the high-temperature and high-pressure gas state is conveyed through the built-in condenser 4 and reaches the first receiver drier 2 with almost no temperature change, wherein the refrigerant in the gas state cannot be separated and stored in the first receiver drier 2, so the refrigerant almost passes through the first receiver drier without loss in quality and is conveyed to the heat exchanger 1 via the first electronic expansion valve V1, is condensed into a gas-liquid two-phase mixture in the heat exchanger 1 and is conveyed to the second receiver drier 3, wherein the refrigerant in the liquid state is partially stored in the second receiver drier 3, is partially output from the second receiver drier outlet 3b and is continuously conveyed to the internal heat exchanger 8, and is subjected to heat exchange and temperature reduction at the internal heat exchanger 8. The liquid refrigerant flowing out of the internal heat exchanger 8 is divided into two branches at a first joint P1, the first branch enters the evaporator 5 to evaporate and absorb heat at the evaporator 5 after being throttled and expanded by the second electronic expansion valve V2 and flows out of the evaporator 5, so that the cooling of surrounding air is realized; the second branch enters the direct cooling plate 7 through the third electronic expansion valve V3, and absorbs heat through evaporation at the direct cooling plate 7, so that the battery is cooled.

Fig. 5 schematically illustrates the thermal management system in a dehumidification mode.

At this time, the environment temperature is preferably 15 ℃ to 25 ℃, and the evaporator 5 and the built-in condenser 4 in the air conditioning assembly are in a working state. The refrigerant evaporates through the evaporator 5 to absorb heat, thereby condensing the ambient air to a temperature below the dew point and removing moisture from the air. The cooled air is re-warmed to a comfortable temperature through the built-in condenser 4 and then blown into the cabin, thereby achieving the dehumidification effect. Wherein the refrigerant is compressed into high-temperature high-pressure gas via the compressor 6 and delivered to the built-in condenser inlet 4a. The refrigerant heats air in the built-in condenser 4, thereby condensing the refrigerant into a gas-liquid two-phase mixture and flowing out from the built-in condenser outlet 4 b. The gas-liquid separation is performed in the gas-liquid two-phase refrigerant first receiver drier 2, and the surplus liquid refrigerant is stored in the first receiver drier 2. Since the refrigeration demand of the refrigerant in the built-in condenser 4 is not high in the dehumidification mode, a large amount of gaseous refrigerant still enters the heat exchanger 1 through the first receiver-drier outlet 2b, and is condensed into a liquid state at the heat exchanger 1 through heat exchange with the cooling liquid. Wherein the amount of cooling liquid entering the heat exchanger 1 can be adjusted as required by adjusting the first proportional valve 12, thereby adjusting the cooling of the refrigerant at the heat exchanger 1. The refrigerant condensed into a gas-liquid two-phase mixture or liquid state in the heat exchanger 1 is sent to the second receiver drier 3, wherein the liquid state refrigerant is partially stored in the second receiver drier 3, and partially output from the second receiver drier outlet 3b and is further sent to the internal heat exchanger 8, and the internal heat exchanger 8 exchanges heat and cools down. The liquid refrigerant flowing out of the internal heat exchanger 8 is throttled and expanded by the second electronic expansion valve V2, then enters the evaporator 5, evaporates and absorbs heat at the evaporator 5, and cools the ambient air to below the dew point, thereby achieving the dehumidification effect.

Fig. 6 schematically illustrates the thermal management system in dehumidification/direct-cooled panel refrigeration (15 ℃ to 25 ℃) mode.

At this time, the environment temperature is preferably 15 ℃ to 25 ℃, the evaporator 5 and the built-in condenser 4 in the air conditioning assembly are in a working state, and the direct cooling plates 7 in the working state are connected in parallel to the system. The refrigerant is compressed into high-temperature high-pressure gas via the compressor 6, and is sent to the built-in condenser 4. The refrigerant heats air in the built-in condenser 4, condenses into a gas-liquid two-phase mixture, and flows out of the built-in condenser 4. The refrigerant of the gas-liquid two phases enters the first receiver drier 2 from the first receiver drier inlet 2a, gas-liquid separation is performed therein, the excess liquid refrigerant is stored in the first receiver drier 2, the refrigerant flowing out from the first receiver drier outlet 2b enters the heat exchanger 1, and the refrigerant is condensed into a liquid state by heat exchange with the coolant at the heat exchanger 1. The liquid refrigerant flows out from the outlet of the heat exchanger 1 and is conveyed to the second receiver drier 3, wherein part of the liquid refrigerant is stored in the second receiver drier 3, and the other part of the liquid refrigerant is output from the outlet of the second receiver drier 3 and is continuously conveyed to the internal heat exchanger 8, and the temperature is reduced by heat exchange at the internal heat exchanger 8. The liquid refrigerant flowing out of the internal heat exchanger 8 is split into two branches at a first junction point P1, the first branch is throttled and expanded by the second electronic expansion valve V2 and then enters the evaporator 5, and the heat is absorbed by evaporation at the evaporator 5, so that the ambient air is cooled to below the dew point, and the moisture in the air is removed. The cooled air is re-warmed to a comfortable temperature through the built-in condenser 4 and then blown into the cabin, thereby realizing the dehumidification effect; the second branch enters the direct cooling plate 7 (direct cooling plate) after throttling expansion through the third electronic expansion valve V3, and evaporation and heat absorption are carried out at the direct cooling plate 7, so that the temperature of the battery is reduced.

Fig. 7 schematically illustrates the thermal management system in dehumidification/direct-cooled panel refrigeration (5 deg.c to 15 deg.c) mode.

At this time, the environment temperature is lower, 5 ℃ to 15 ℃, the evaporator 5 and the built-in condenser 4 in the air conditioning assembly are in a working state, and the direct cooling plates 7 in the working state are connected in parallel to the system. Because the ambient temperature is low, the built-in condenser 4 needs more heat to heat the air condensed below the dew point at the evaporator 5 back to the temperature and blow it into the cabin, so almost all the refrigerant is condensed into a liquid state at the built-in condenser 4, and at this time, the first receiver drier 2 stores the excess liquid refrigerant. In this mode, the heat exchanger 1 functions as an evaporator, the liquid refrigerant flowing out from the first receiver drier outlet 2b is throttled and depressurized by the first electronic expansion valve V1, and then enters the first port 1a of the heat exchanger 1, and the gaseous refrigerant is heated and evaporated to a gaseous state by the coolant in the coolant circulation at the heat exchanger 1, and the gaseous refrigerant enters the second receiver drier from the second receiver drier inlet 3a, and the second receiver drier 3 functions as a pipeline, and basically does not perform the liquid storage. The refrigerant flowing out of the second receiver drier outlet 3b is heat-exchanged and cooled at the internal heat exchanger 8, and is split into two branches at the first junction point P1, the first branch enters the evaporator 5 after being throttled and expanded by the second electronic expansion valve V2, and is evaporated and absorbed in the evaporator 5, the ambient air is cooled to below the dew point, and the moisture in the air is removed. The cooled air is re-warmed to a comfortable temperature through the built-in condenser 4 and then blown into the cabin, thereby realizing the dehumidification effect; the second branch enters the direct cooling plate 7 (direct cooling plate) after throttling expansion by the third electronic expansion valve V3, and the evaporation and heat absorption are carried out at the direct cooling plate 7. The refrigerant flowing out of the evaporator 5 and the outlet of the straight cold plate 7 merges again at the second junction point P2 and then enters the second half 82 of the internal heat exchanger 8, is heated to a gaseous state in the internal heat exchanger 8, and then flows out of the internal heat exchanger 8 and into the input side 6a of the compressor 6.

Fig. 8 schematically illustrates the thermal management system in a heat pump mode.

At this time, the second liquid storage dryer 3 is not connected to the system, the first bypass branch between P3 and P4 is communicated, and only the built-in condenser 4 in the air conditioning assembly is in an operating state for heating the surrounding air by condensing and releasing heat of the refrigerant from the gas state to the liquid state. The refrigerant condensed into a liquid state in the built-in condenser 4 flows into the first receiver-drier inlet 2a, the surplus liquid refrigerant is stored in the first receiver-drier 2, the refrigerant flowing out from the first receiver-drier outlet 2b is throttled and depressurized by the first electronic expansion valve V1 to flow into the heat exchanger 1, at this time, the heat exchanger 1 functions as an evaporator, the refrigerant is vaporized and absorbs heat by the heat in the coolant circulation, the refrigerant having absorbed heat is vaporized into a gas state, the refrigerant is sent from the second port 1b of the heat exchanger 1 to the input side 6a of the compressor 6 via the first bypass branch, compressed into a high-temperature high-pressure gas via the compressor 6 and sent to the built-in condenser inlet 4a, and the heat is released by condensation in the built-in condenser 4.

Fig. 9 schematically illustrates the thermal management system in a heat pump/direct cold plate refrigeration mode.

At this time, the first liquid storage dryer 2 and the second liquid storage dryer 3 are connected into the system, the direct cooling plate 7 and the built-in condenser 4 in the air conditioning assembly are both in a working state, the evaporator 5 is in a non-working state, and the first bypass branch between the P3 and the P4 is communicated. In the built-in condenser 4, ambient air is heated by the heat released by the condensation of the refrigerant from the gaseous state to the liquid state. The refrigerant condensed into a liquid state in the built-in condenser 4 flows into the first receiver-drier inlet 2a, the excess liquid refrigerant is stored in the first receiver-drier 2, the refrigerant flowing out from the first receiver-drier outlet 2b is throttled and depressurized via the first electronic expansion valve V1 to flow into the heat exchanger 1, at this time, the heat exchanger 1 functions as an evaporator, the refrigerant is vaporized and absorbs heat by the heat in the coolant circulation, and the refrigerant is vaporized into a gaseous state and flows out from the second port 1b of the heat exchanger 1. At the third junction point P3, one of the branches is throttled and depressurized by the second liquid storage dryer 3 and the third electronic expansion valve V3, and then enters the direct cooling plate 7, and the direct cooling plate evaporates and absorbs heat, so that the temperature of the motor assembly is reduced, and the refrigerant flowing out of the direct cooling plate 7 returns to the input side 6a of the compressor 6 by the second check valve 20 and the internal heat exchanger 8; the other branch then passes from the first bypass branch between P3 and P4 via compressor 6 into the internal condenser 4 where the refrigerant condenses to release heat.

Fig. 10 schematically illustrates the thermal management system in a delta circulation mode.

If the ambient temperature is too low, it is difficult to absorb heat from the environment through the low temperature radiator in the coolant circuit, the cabin air is heated by the heat generated by the compression work of the refrigerant by the compressor 6. The second reservoir dryer 3 is not connected to the system. The high-temperature and high-pressure gas flowing out from the output side 6b of the compressor 6 is not condensed into a liquid state in the built-in condenser 4, and the entire system is filled with a gaseous refrigerant, so that the second receiver-drier 3 functions as a pipe without receiving a liquid. The gaseous refrigerant flowing out of the first receiver-drier outlet 2b is throttled and depressurized by the first electronic expansion valve V1 and then returned to the electric compressor 6 through the heat exchanger 1, and the heat exchanger 1 only plays a piping role. Wherein the first electronic expansion valve V1 is used to reduce the gaseous refrigerant pressure to increase compressor efficiency.

Fig. 11 schematically illustrates the thermal management system in an engine coolant car cabin heating mode.

When the engine is operating, a large amount of heat is generated, and the refrigerant cycle and the motor coolant cycle can be shut down by only the heat in the engine coolant cycle being sufficient to heat the cabin. At this time, the third bypass branch between the second proportional valve 15 and the sixth junction point P6 is communicated, so that the high-temperature radiator 14 is used for radiating heat of the engine on the one hand, and the warm core is used for delivering the heat of the engine to the cabin on the other hand. The high-temperature radiator 14 and the warm core 16 connected in parallel are respectively connected in series with the engine 13, and the amount of the cooling liquid entering the warm core 16 and the high-temperature radiator 14 can be regulated by means of the second proportional valve 15, so that the heat can be adjustably dissipated to the external environment through the high-temperature radiator 14 or the heat can be dissipated to the cabin through the warm core 16.

List of reference numerals

1. Heat exchanger

1a first port

1b second port

1c third port

1d fourth port

2. First liquid storage dryer

2a first receiver drier inlet

2b first reservoir dryer outlet

3. Second liquid storage dryer

3a second receiver drier inlet

3b second reservoir dryer outlet

4. Built-in condenser

4a condenser inlet built-in

4b built-in condenser outlet

5. Evaporator

6. Compressor with a compressor body having a rotor with a rotor shaft

6a compressor input side

6b compressor output side

7. Direct cooling plate

8. Internal heat exchanger

81. First half part

82. Second half part

9. Motor assembly

10. Low-temperature radiator

11. First coolant pump

12. First proportional valve

13. Engine with a motor

14. High-temperature radiator

15. Second proportional valve

16. Warm core

17. Second coolant pump

18. Stop valve

19. First check valve

20. Second check valve

P1 first junction

P2 second junction

P3 third junction

P4 fourth junction

P5 fifth junction

P6 sixth junction

V1 first expansion valve

V2 second expansion valve

And V3, a third expansion valve.

Claims (9)

1. A vehicle thermal management system comprising a refrigerant circuit and a cooling liquid circuit and a heat exchanger (1) co-arranged in the refrigerant circuit and the cooling liquid circuit, wherein the heat exchanger (1) comprises a first port (1 a) allowing a refrigerant to flow into the heat exchanger (1) and a second port (1 b) allowing the refrigerant to flow out of the heat exchanger (1), characterized in that the refrigerant circuit comprises a first reservoir dryer (2), a second reservoir dryer (3) and an in-built condenser (4), wherein an outlet (4 b) of the in-built condenser is connected with an inlet (2 a) of the first reservoir dryer, the first port (1 a) of the heat exchanger (1) is connected with an outlet (2 b) of the first reservoir dryer, and the second port (1 b) of the heat exchanger is connected with an inlet (3 a) of the second reservoir dryer.

2. The vehicle thermal management system according to claim 1, wherein the refrigerant circuit further comprises an evaporator (5), a direct cooling plate (7), a compressor (6), a first junction point (P1) and a second junction point (P2), wherein the first junction point (P1) communicates with the outlet (3 b) of the first receiver drier (2), the second junction point (P2) communicates with the input side (6 a) of the compressor (6), the output side (6 b) of the compressor (6) communicates with the inlet (4 a) of the built-in condenser (4), and wherein the evaporator (5) and the direct cooling plate (7) are connected in parallel between the first junction point (P1) and the second junction point (P2).

3. The vehicle thermal management system according to claim 2, wherein the refrigerant cycle further comprises an internal heat exchanger (8), the internal heat exchanger (8) comprising a first half (81) connected in series between the outlet (3 b) of the second receiver drier (3) and the first junction point (P1) and a second half (82) connected in series between the second junction point (P2) and the input side (6 a) of the compressor (6).

4. The vehicle thermal management system according to claim 2, characterized in that the refrigerant cycle comprises a third junction point (P3) and a fourth junction point (P4) and a first bypass branch arranged between the third junction point (P3) and the fourth junction point (P4), wherein the third junction point (P3) is arranged between the second port (1 b) of the heat exchanger (1) and the inlet (3 a) of the second reservoir dryer (3), and the fourth junction point (P4) is arranged upstream of the input side (6 a) of the compressor (6), wherein a shut-off valve (18) is arranged in the first bypass branch.

5. The vehicle thermal management system according to claim 1, characterized in that a first expansion valve (V1) is arranged between the outlet (2 b) of the first reservoir dryer (2) and the first port (1 a) of the heat exchanger (1).

6. The vehicle thermal management system according to claim 2, characterized in that a second expansion valve (V2) is arranged between the first junction point (P1) and the evaporator (5), and a third expansion valve (V3) is arranged between the first junction point (P1) and the direct cooling plate (7).

7. The vehicle thermal management system according to claim 2, characterized in that a first check valve (19) is arranged between the evaporator (5) and the second junction point (P2), and a second check valve (20) is arranged between the direct cooling plate (7) and the second junction point (P2).

8. The vehicle thermal management system according to claim 1, wherein the heat exchanger (1) comprises a third port (1 c) allowing a cooling liquid to flow into the heat exchanger (1) and a fourth port (1 d) allowing a cooling liquid to flow out of the heat exchanger (1).

9. The vehicle thermal management system according to claim 8, characterized in that the coolant circuit comprises a first proportional valve (12) and a second bypass branch arranged between the third port (1 c) and the fourth port (1 d) of the heat exchanger (1), the coolant flow into the second bypass branch being regulated by means of the first proportional valve (12).