CN220114412U

CN220114412U - Automotive thermal management system and automobile

Info

Publication number: CN220114412U
Application number: CN202321426321.9U
Authority: CN
Inventors: 南艳艳
Original assignee: Hangzhou Entropy Technology Co ltd
Current assignee: Hangzhou Entropy Technology Co ltd
Priority date: 2023-06-06
Filing date: 2023-06-06
Publication date: 2023-12-01
Anticipated expiration: 2033-06-06

Abstract

The utility model relates to the technical field of vehicle air conditioners, and provides a vehicle thermal management system and a vehicle. The system comprises: the indoor cooler is connected in series between the outlet of the compressor and the inlet of the four-way electromagnetic valve; the evaporator group comprises at least two evaporators connected in parallel; the second end of the outdoor three-medium heat exchanger is connected with the refrigeration check valve and the first heating check valve; the first outlet of the four-way electromagnetic valve is connected with the first end of the outdoor three-medium heat exchanger; the first normally closed electromagnetic valve is also connected with a suction inlet of the compressor; the outdoor three-medium heat exchanger is connected with the first normally closed electromagnetic valve in parallel; the second outlet of the four-way electromagnetic valve is connected with the first end of the first expansion valve; the second end of the first expansion valve is connected with the conducting end of the refrigeration one-way valve; the evaporator group is also connected with the second end of the evaporator group through a second normally closed electromagnetic valve; the third outlet of the four-way electromagnetic valve is connected with the cut-off end of the first heating one-way valve; and is also connected to the first end of the evaporator group. The system can improve the energy utilization rate and reduce the power consumption of the whole machine.

Description

Automotive thermal management system and automobile

Technical Field

The utility model relates to the technical field of vehicle air conditioners, in particular to a vehicle thermal management system and an automobile.

Background

The current trend of heat management systems for vehicles can be roughly divided into two categories: the first type is a thermal management system for vehicles using a coolant as a main circulation medium; the second type is a thermal management system for vehicles using a refrigerant as a main circulation medium.

In a vehicle thermal management system using a coolant as a main circulation medium, the coolant performs heat transfer during circulation. The refrigerant loop is extremely simple, four large parts (a compressor, a condenser, an expansion valve and an evaporator) of the refrigerating system are arranged in the same loop, the flow of the refrigerant is not changed when the system is used for refrigerating or heating, and the refrigerating, heating and dehumidifying of the passenger cabin of the whole vehicle and the switching between the cooling and heating functions of the battery are realized through the loop direction adjustment or the flow adjustment of the cooling liquid. The coolant circuit adjustment relies on a coolant multi-way valve that effects the turning on and off of the different coolant circuits by rotation of a spool. Because the circulation of the cooling liquid does not involve phase change, the development difficulty of the system is low, and most enterprises currently adopt the system to carry out vehicle matching. The first type of system is called a coolant polishing system. However, the coolant polishing system has the following problems: the secondary heat exchange is needed, so that the overall heat exchange efficiency is low, the low-voltage power consumption is high, and the normal operation is required to be maintained through the flow of the cooling liquid. The filling amount of the cooling liquid is high, the density of the cooling liquid is high, and the whole weight of the system is high.

In a thermal management system for a vehicle using a refrigerant as a main circulation medium, a coolant circuit is extremely simple. The refrigerant loop is used as a main circulating medium, so that the secondary heat exchange problem of the first system is avoided, and the secondary heat exchange is that the refrigerant firstly exchanges heat with the cooling liquid and then exchanges heat with the air. The second type of system can directly realize the heat exchange of the refrigerant to the air, thereby improving the heat exchange efficiency. When the system switches between refrigerating, heating and dehumidifying states, the refrigerant loop changes the flow direction and the flow rate through the adjustment of various valves. These valves include refrigerant pilot solenoid valves, refrigerant three-way solenoid valves, electronic expansion valves, refrigerant one-way valves, etc., and are all integrated together to form a new part called a "valve island", which is the core component of this type of system. The cooling liquid loop is simpler in the system, and simple heat transfer is realized. The system has higher threshold due to the problems of refrigerant cycle phase change, supercooling and overheating control, oil cycle control and the like, and only a few enterprises are in layout planning at present, but the system has great advantage in energy consumption, and is relatively easy to be compatible with the technical schemes of oil cooling motors, direct cooling and direct heating of batteries and the like. The second type of system is referred to as a refrigerant private system.

The two heat management systems for the vehicle have the following problems that the main source of heating energy consumption in winter is external circulation low-temperature cold air, so that the low-temperature energy consumption is higher. In summer, the condenser needs a large amount of heat to be dissipated into the air, and for the whole vehicle energy management, the dissipation of the energy is wasted.

Disclosure of Invention

The utility model provides a vehicle thermal management system and a vehicle, which are used for solving the problems of low energy utilization rate and high energy consumption of the vehicle thermal management system in the prior art.

The utility model provides a thermal management system for a vehicle, comprising:

the indoor cooler is connected in series between the outlet of the compressor and the inlet of the four-way electromagnetic valve;

an evaporator group comprising at least two evaporators connected in parallel;

the second end of the outdoor three-medium heat exchanger is connected with the refrigeration check valve and the first heating check valve; the refrigeration check valve is connected with the first heating check valve in parallel, and the conduction directions of the refrigeration check valve and the first heating check valve are opposite;

the first outlet of the four-way electromagnetic valve is connected with the first end of the outdoor three-medium heat exchanger; the air inlet of the compressor is connected with the air inlet of the compressor through a first normally closed electromagnetic valve; the outdoor three-medium heat exchanger is connected with the first normally closed electromagnetic valve in parallel;

the second outlet of the four-way electromagnetic valve is connected with the first end of the first expansion valve;

the second end of the first expansion valve is connected with the conducting end of the refrigeration one-way valve; the evaporator group is also connected with the second end of the evaporator group through a second normally closed electromagnetic valve;

the third outlet of the four-way electromagnetic valve is connected with the cut-off end of the first heating one-way valve; is also connected with the first end of the evaporator group;

the suction inlet of the compressor is also connected between the second normally closed electromagnetic valve and the second end of the evaporator group.

According to the present utility model, there is provided a thermal management system for a vehicle, comprising:

a cooling/heating heat exchanger for cooling or heating the electronic component;

the first end of the refrigerating/heating heat exchanger is connected with the outlet of the indoor cooler through a third normally closed electromagnetic valve; the first end of the refrigeration/heating heat exchanger is also connected with the second end of the second expansion valve, and the first end of the second expansion valve is connected between the conduction end of the refrigeration one-way valve and the second end of the first expansion valve;

the second end of the refrigeration/heating heat exchanger is connected between the second normally closed electromagnetic valve and the second end of the evaporator group through a fourth normally closed electromagnetic valve; the second end of the refrigeration/heating heat exchanger is also connected with the cut-off end of the second heating one-way valve; and the conducting end of the second heating one-way valve is connected with the inlet of the four-way electromagnetic valve.

According to the present utility model, there is provided a thermal management system for a vehicle, further comprising:

and the pump assembly is connected between the refrigeration/heating heat exchanger and the electronic component to form a first cooling liquid circulation loop.

and the vehicle power heat source component is connected between the pump assembly and the outdoor three-medium heat exchanger to form a second cooling liquid circulation loop.

According to the vehicle thermal management system provided by the utility model, the pump assembly is a double-drive water pump.

According to the present utility model there is provided a thermal management system for a vehicle, the pump assembly comprising:

the first water pump is connected between the refrigeration/heating heat exchanger and the battery pack of the electronic component to form the first cooling liquid circulation loop;

and the second water pump is connected between the outdoor three-medium heat exchanger and the vehicle power heat source component to form the second cooling liquid circulation loop.

The utility model provides a vehicle thermal management system, which further comprises electromagnetic valves, wherein the number of the electromagnetic valves is at least the same as that of the evaporators; at least one electromagnetic valve is arranged on each evaporator.

the energy recoverer is connected between the first outlet of the four-way electromagnetic valve and the first end of the outdoor three-medium heat exchanger.

and the energy accumulator is connected between the electronic component and the refrigerating/heating heat exchanger.

The utility model also provides an automobile, which comprises an automobile body and the automobile thermal management system; the vehicle thermal management system is mounted on the vehicle body.

According to the vehicle thermal management system and the vehicle, provided by the utility model, through the arrangement of the indoor cooler, the evaporator set and the outdoor three-medium heat exchanger, the refrigerant can completely suck air from the passenger cabin in the circulation process, and the passenger cabin is refrigerated and heated through refrigerating and heating the air, so that the full internal circulation of the air is realized, the cold load of low-temperature fresh air is reduced, and the overall power consumption of low-temperature heating is reduced; and meanwhile, the low-voltage power consumption of the whole machine is reduced.

Drawings

In order to more clearly illustrate the utility model or the technical solutions of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the utility model, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic diagram of a thermal management system for a vehicle according to a first embodiment of the present utility model;

FIG. 2 is a schematic diagram of a thermal management system for a vehicle according to a second embodiment of the present utility model;

FIG. 3 is a schematic view of a thermal management system for a vehicle according to a third embodiment of the present utility model;

FIG. 4 is a schematic view of a thermal management system for a vehicle according to a fourth embodiment of the present utility model;

FIG. 5 is a schematic view of a thermal management system for a vehicle according to a fifth embodiment of the present utility model;

FIG. 6 is a schematic diagram of a system for providing a thermal management system for a vehicle in a battery pack cooling condition according to a first embodiment of the present utility model;

FIG. 7 is a schematic diagram of a system for providing a thermal management system for a vehicle in a passenger compartment cooling condition according to a first embodiment of the present utility model;

FIG. 8 is a schematic diagram of a system for providing a thermal management system for a vehicle in accordance with a first embodiment of the present utility model in a passenger compartment cooling mode and a battery pack cooling mode;

FIG. 9 is a system schematic diagram of the vehicle thermal management system according to the first embodiment of the present utility model in a cabin cooling and heating condition;

FIG. 10 is a schematic diagram of a vehicle thermal management system according to a first embodiment of the present utility model in a cabin heating mode and a battery pack heating mode;

fig. 11 is a schematic diagram of a battery pack of a thermal management system for a vehicle and a system for dissipating heat from a power heat source component for a vehicle according to a first embodiment of the present utility model.

Reference numerals:

100. a passenger compartment cooling device; 200. an electronic component cooling device; 300. a battery pack; 400. a pump assembly; 500. a vehicle power heat source component; 600. a tesla turbine; 700. an energy storage;

101. an indoor cooler; 102. a compressor; 103. a four-way electromagnetic valve; 104. an evaporator group; 105. an outdoor three-medium heat exchanger; 106. a refrigeration one-way valve; 107. a first heating check valve; 108. a first normally closed solenoid valve; 109. a first expansion valve; 110. a second normally closed solenoid valve; 111. a first normally-on solenoid valve; 112. a second normally-on solenoid valve; 113. a gas-liquid separator; 114. an electromagnetic valve; 115. a blower; 116. a variable intake grid; 117. a cooling fan; 118. a high side pressure temperature sensor; 119. a low side pressure temperature sensor;

201. a second expansion valve; 202. a refrigeration/heating heat exchanger; 203. a third normally closed solenoid valve; 204. a second heating check valve; 205. a fourth normally closed solenoid valve;

401. a first water pump; 402. a second water pump;

501. a driving motor; 502. a motor controller;

1041. an evaporator A; 1042. and an evaporator B.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the present utility model more apparent, the technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some embodiments of the present utility model, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.

Before describing the heat management system for a vehicle according to the present utility model, it is required to clearly define that in an air conditioning system for a vehicle, a compressor is driven to rotate by a driving belt on a crankshaft of an engine, and a low-temperature low-pressure gaseous refrigerant (typically, R134 a) vaporized in an evaporator by absorbing heat in the vehicle is sucked into the compressor through a low-pressure pipe and a low-pressure valve. The low-temperature low-pressure gaseous refrigerant is compressed by the compressor and becomes a high-temperature (about 85 ℃) high-pressure (about 1700 Kpa) gaseous refrigerant. The high-pressure valve and the high-pressure hose are used for sending the high-temperature high-pressure gaseous refrigerant into a condenser in front of an engine radiator, the high-temperature high-pressure gaseous refrigerant is cooled into a liquid refrigerant with medium temperature (about 55 ℃) and high pressure (about 1700 kpa) by outside air in the condenser, the liquid refrigerant flows from the bottom of the condenser to a liquid storage dryer, the liquid refrigerant is filtered by the liquid storage dryer, dehydrated and then sent into a thermal expansion valve by the high-pressure hose, and the low-temperature low-pressure (about 300 kpa) gas-liquid mixed refrigerant is obtained after the high-pressure hose throttles and reduces the pressure by the thermal expansion valve; finally, the low-temperature low-pressure gas-liquid mixed refrigerant enters the evaporator, and a large amount of heat of the evaporator tube wall and surrounding air is absorbed in the evaporator to evaporate and vaporize, so that the temperature of the air on the surface of the evaporator and in the surrounding automobile is reduced. In the process, when the air blower forcibly blows hot air in the passenger cabin or hot air outside the vehicle to the surface of the evaporator, the hot air is cooled by the evaporator and changed into cold air to be sent back into the passenger cabin, so that the aim of reducing the temperature in the vehicle is fulfilled. The liquid refrigerant absorbs heat to evaporate into a low-temperature (about 0 ℃) low-pressure (about 300 Kpa) gaseous refrigerant in the evaporator, and is sucked again by the compressor through the low-pressure hose, thereby completing the refrigeration cycle.

When the vehicle heat management system is adopted for heating, cold air outside the vehicle needs to be sucked into the heat management system in the low-temperature heating process of the vehicle, and the cold air enters the vehicle from the outside, so that a large amount of energy is consumed for heating due to a large front-rear temperature difference.

The embodiment of the utility model discloses a vehicle thermal management system, which comprises a passenger cabin refrigerating device 100 for refrigerating or heating a passenger cabin, wherein the passenger cabin refrigerating device 100 comprises an indoor cooler 101, an evaporator set 104 and an outdoor three-medium heat exchanger 105; the indoor cooler 101 is connected in series between an outlet of the compressor 102 and an inlet of the four-way electromagnetic valve 103, and is used for conveying high-temperature and high-pressure gaseous refrigerant discharged by the compressor 102 to the four-way electromagnetic valve 103; the evaporator set 104 includes at least two parallel evaporators, and under a refrigeration condition, the refrigerant simultaneously enters each evaporator; under the heating working condition, the refrigerant alternately enters each evaporator, so that the problem that the air side circulation channel is blocked due to frosting on the surface of the evaporator can be effectively avoided. The second end of the outdoor three-medium heat exchanger 105 is connected with a refrigeration check valve 106 and a first heating check valve 107; the refrigeration check valve 106 and the first heating check valve 107 are connected in parallel, and the conduction directions of the refrigeration check valve 106 and the first heating check valve 107 are opposite; the outdoor three-medium heat exchanger 105 can realize the heat exchange among the air outside the vehicle, the refrigerant and the cooling liquid; when the vehicle thermal management system of the present utility model is in a condition of refrigerating the passenger compartment, the refrigerant flows through the refrigerating check valve 106, and the first heating check valve 107 is closed; when the thermal management system for a vehicle of the present utility model is in a condition of heating the passenger compartment, the refrigerant flows through the first heating check valve 107, and the cooling check valve 106 is closed.

A first outlet of the four-way electromagnetic valve 103 is connected with a first end of the outdoor three-medium heat exchanger 105; is also connected with the suction inlet of the compressor 102 through a first normally closed electromagnetic valve 108; the outdoor three-medium heat exchanger 105 is connected in parallel with the first normally closed electromagnetic valve 108;

a second outlet of the four-way solenoid valve 103 is connected with a first end of the first expansion valve 109;

a second end of the first expansion valve 109 is connected to a conducting end of the refrigeration check valve 106; is also connected to a second end of the evaporator set 104 by a second normally closed solenoid valve 110;

a third outlet of the four-way electromagnetic valve 103 is connected with a cut-off end of the first heating one-way valve 107; and is also connected to a first end of the evaporator set 104;

the suction inlet of the compressor 102 is also connected between the second normally closed solenoid valve 110 and the second end of the evaporator set 104.

In an embodiment of the present utility model, the passenger compartment cooling device 100 of the thermal management system for a vehicle further includes solenoid valves 114, and the number of the solenoid valves 114 is at least the same as the number of the evaporators; at least one solenoid valve 114 is mounted to each evaporator.

The evaporator set 104 has two modes of operation, namely:

when the vehicle thermal management system of the embodiment of the utility model is in a refrigeration condition, because the condensed water temperature on the surface of the evaporator is higher than the freezing temperature of water, the water is discharged from the surface of the evaporator in a liquid state, i.e. the surface of the evaporator is not frosted, so that the electromagnetic valve 114 of each evaporator can be opened at this time, and the refrigerant can enter each evaporator in the evaporator group 104 simultaneously.

When the vehicle thermal management system of the embodiment of the utility model is in a heating working condition, because the evaporator condenses water vapor in the air while reducing the air temperature, at the moment, because the evaporating pressure of the refrigerant is very low, the evaporating temperature is very low, the surface temperature of the evaporator is lower than the freezing point temperature of water, and the water vapor in the air can be directly changed into a solid state from a liquid state (namely, the water vapor in the air can frost on the surface of the evaporator) and is attached to the surface of the evaporator, thereby blocking the air circulation path of the evaporator, so in order to avoid the frosting of the surface of the evaporator, the problem that the air side circulation channel is blocked occurs, and the refrigerant alternately enters each evaporation under the heating working condition, specifically: taking two evaporators as an example, the electromagnetic valve 114 of the first evaporator is opened first, the electromagnetic valve 114 of the other evaporator is kept closed, at this time, the refrigerant enters the first evaporator, after the surface of the first evaporator is full of frost, the electromagnetic valve 114 of the first evaporator is closed, and at this time, the air blown from the surface of the evaporator is the air in the vehicle at the temperature of more than 0 ℃, so that the frost on the surface of the first evaporator can be liquefied into a liquid state under the blowing of hot air, and finally the frost is discharged. Simultaneously opening the solenoid valve 114 of the second evaporator; the refrigerant enters the second evaporator, after the surface of the second evaporator is also full of frost, the electromagnetic valve 114 of the second evaporator is closed, and the circulation and reciprocation of the refrigerant are performed in the sequence, so that the hot air is ensured not to block the air circulation path due to the frost on the surface of the evaporator in the cooling and dehumidifying process, and the integral ventilation effect is influenced. And because the hot air in the car is used in the heating process, but not the cold air outside the car, the energy consumption is reduced. In the embodiment of the utility model, the number of evaporators is not limited. The order of the evaporators into which the refrigerant enters is not limited as long as the evaporators into which the refrigerant enters the surface without frost can be satisfied.

In one embodiment of the present utility model, the passenger compartment cooling device 100 of the thermal management system for a vehicle further includes a blower 115. A blower 115 is provided in the air conditioning case and functions to provide ventilation for the evaporator set 104 and the indoor cooler 101. The air blower is switched between two working modes under the regulation of the temperature air door, and the two working modes are respectively:

when the vehicle thermal management system according to the embodiment of the utility model is in the cooling condition, the air provided by the blower passes through only the evaporator set 104 and not through the indoor cooler 101, so that the refrigerant flowing out of the indoor cooler 101 is still a high-temperature and high-pressure gaseous refrigerant in the cooling condition. The blower supplies air only through the evaporator set 104, meaning that the blower supplies air in the passenger compartment (i.e., in-vehicle air) to the evaporator set 104.

When the vehicle thermal management system of the embodiment of the utility model is in a heating working condition, air provided by the air blower passes through the evaporator set 104, is cooled and dehumidified by the evaporator set 104, and then passes through the indoor cooler 101, so that high-temperature and high-pressure gaseous refrigerant in the indoor cooler 101 dissipates heat, and the refrigerant can be changed into a medium-temperature and high-pressure liquid refrigerant from a high-temperature and high-pressure gaseous state. The air supplied from the blower means air that the blower absorbs from the passenger compartment (i.e., in-vehicle air).

In one embodiment of the present utility model, the passenger compartment refrigeration device 100 of the thermal management system for a vehicle further includes a variable intake grill 116 and a cooling fan 117; the variable intake grill 116 is provided at the front end of the outdoor three-medium heat exchanger 105, and the cooling fan 117 is provided at the rear end of the outdoor three-medium heat exchanger 105. The cooling fan is used to blow the outside air entering from the variable intake grille into the outdoor three-medium heat exchanger 105. The variable intake grille varies the air flow rate into the outdoor three-medium heat exchanger 105 by varying the grille size in conjunction with the cooling fan.

In one embodiment of the present utility model, the passenger compartment refrigeration device 100 further includes a first normally-on electrical valve 111; the first constant-current solenoid valve 111 is connected between the outlet of the indoor cooler 101 and the inlet of the four-way solenoid valve 103, and the first constant-current solenoid valve 111 is used to adjust the flow rate of the refrigerant entering the four-way solenoid valve 103.

In one embodiment of the present utility model, the passenger compartment refrigeration device 100 further includes a second normally-on electrical valve 112; a second normally-on solenoid valve 112 is connected between the suction inlet of the compressor 102 and the second end of the evaporator set 104, the second normally-on solenoid valve 112 being used to regulate the flow of refrigerant into the suction inlet of the compressor 102.

In one embodiment of the present utility model, the passenger compartment refrigeration apparatus 100 further includes a gas-liquid separator 113, and the gas-liquid separator 113 is connected between the second normally-on valve 112 and the suction inlet of the compressor 102, for performing liquid-gas separation on the refrigerant flowing into the suction inlet of the compressor 102, so as to ensure that the refrigerant entering the compressor 102 is all in a gaseous state.

In one embodiment of the present utility model, the passenger compartment refrigeration device 100 further includes a high side pressure temperature sensor 118 and a low side pressure temperature sensor 119. A high side pressure temperature sensor 118 is connected between the outlet of the compressor 102 and the inlet of the indoor cooler 101 for detecting the pressure and temperature of the refrigerant discharged from the compressor 102 and feeding back the pressure and temperature of the refrigerant to the vehicle control system. The low-pressure side pressure temperature sensor 119 is connected between the gas-liquid separator 113 and the suction port of the compressor 102, and detects the pressure and temperature of the refrigerant entering the compressor 102, and feeds back the detection result to the vehicle control system.

In the embodiment of the utility model, the electronic component cooling apparatus 200 is included in addition to the passenger compartment cooling apparatus 100 in the above embodiment. The electronic component refrigeration apparatus 200 includes a second expansion valve 201 and a second heating check valve 204; a first end of the second expansion valve 201 is connected between a second end of the first expansion valve 109 and a conducting end of the refrigeration check valve 106; a second end of the second expansion valve 201 is connected to a first end of the refrigeration/heating heat exchanger 202; the first end of the refrigeration/heating heat exchanger 202 is also connected to the outlet of the indoor cooler 101 through a third normally closed solenoid valve 203; a second end of the refrigeration/heating heat exchanger 202 is connected between the second normally closed solenoid valve 110 and a second end of the evaporator group 104 by a fourth normally closed solenoid valve 205; the cut-off end of the second heating check valve 204 is connected to the second end of the refrigeration/heating heat exchanger 202, and the conduction end of the second heating check valve 204 is connected to the inlet of the four-way solenoid valve 103.

In a first embodiment of the present utility model, a pump assembly 400 is connected between the refrigeration/heating heat exchanger 202 and the electronic components to form a first coolant circulation loop, as shown in fig. 1. Wherein the electronic components include the battery pack 300, but are not limited to the battery pack 300. The electronic component may be any component that requires a temperature decrease or a temperature increase.

Because in the first embodiment of the present utility model, the refrigerant can flow to the heat exchanger 202 in either the cooling operation or the heating operation, the refrigerant exchanges heat with the cooling liquid in the heat exchanger 202. When the battery pack 300 is cooled or heated, the cooling liquid in the circulation loop of the battery pack 300 is heated or cooled by the cooling/heating heat exchanger 202 (LCC/beller), and then the cooling liquid enters the battery pack 300 to heat or cool the battery cells in the battery pack 300. In this process, the cooling/heating heat exchanger 202 performs cooling or heating of the battery pack 300 by means of heat exchange between the refrigerant and the coolant, so as to ensure that the entire vehicle power battery is in a suitable temperature range.

In a first embodiment of the present utility model, the vehicular thermal management system further comprises a vehicular dynamic heat source component 500; the vehicle dynamic heat source component 500 is connected between the pump assembly 400 and the outdoor three-medium heat exchanger 105, forming a second coolant circulation loop. Because the cooling liquid in the second cooling liquid circulation loop exchanges heat with air and refrigerant in the outdoor three-medium heat exchanger 105, the utilization rate of the heat of the whole vehicle can be improved, and the energy consumption of the whole vehicle can be reduced. Among them, the vehicle dynamic heat source component 500 includes a drive motor 501 and a motor controller 502.

In the first embodiment of the present utility model, the pump assembly 400 adopts a dual-drive water pump, so that the components of the whole system are reduced, and the cost is reduced.

In a second embodiment of the present utility model, the first cooling heat cycle is eliminated and the cooling/heating heat exchanger 202 is directly connected to the battery pack 300, as shown in fig. 2. Specifically, the refrigeration/heating heat exchanger 202 is a direct-cooling direct-heating plate, and the direct-cooling direct-heating plate is used to directly cool or heat the battery pack 300.

In a third embodiment of the present utility model, as shown in fig. 3, a pump assembly 400 includes a first water pump 401 and a second water pump 402; the first water pump 401 is connected between the cooling/heating heat exchanger 202 and the battery pack 300 to form a first coolant circulation loop; the second water pump 402 is connected between the outdoor three-medium heat exchanger 105 and the vehicle power heat source component 500 to form a second coolant circulation circuit. The first coolant circulation circuit and the second coolant circulation circuit are controlled separately, so that the degree of freedom in controlling the single circuit can be improved.

In a fourth embodiment of the present utility model, as shown in fig. 4, the thermal management system for a vehicle further includes an energy recoverer; the energy recoverer is connected between the first outlet of the four-way electromagnetic valve 103 and the first end of the outdoor three-medium heat exchanger 105, and is used for recovering heat dissipated by the indoor cooler 101 under a refrigeration working condition, so that the operation power consumption of the heat management system for the vehicle in summer can be reduced. Wherein the energy recuperator is preferably a tesla turbine 600.

In a fifth embodiment of the present utility model, as shown in fig. 5, a thermal management system for a vehicle includes an accumulator 700; the accumulator 700 is connected between the battery pack 300 and the cooling/heating heat exchanger 202. The battery pack 300 has larger demand on the refrigerating capacity of the system during high-power quick charge, the energy accumulator 700 can cut peaks, the lifting demand on the system capacity is reduced, and meanwhile, under the low-temperature working condition, the energy accumulator 700 can heat the driving battery pack 300, so that the low-temperature energy consumption in winter is further reduced.

Taking the first embodiment of the present utility model as an example, a refrigerant cycle of the thermal management system for a vehicle of the present utility model under a passenger compartment cooling condition will be described in detail, as shown in fig. 7:

the compressor 102 compresses a refrigerant and then discharges the refrigerant in a high-temperature and high-pressure gas state. After flowing through the indoor cooler 101, the high-temperature high-pressure gaseous refrigerant sequentially passes through a first normally-on electromagnetic valve 111 (for example, a 10mm normally-on electromagnetic valve) and an inlet of the four-way electromagnetic valve 103, flows out from a first outlet of the four-way electromagnetic valve 103, enters the outdoor three-medium heat exchanger 105, exchanges heat with air and cooling liquid in the outdoor three-medium heat exchanger 105, and changes the high-temperature high-pressure gaseous refrigerant into a medium-temperature medium-pressure liquid refrigerant. After flowing out from the outdoor three-medium heat exchanger 105, the medium-temperature medium-pressure liquid refrigerant sequentially passes through a refrigeration check valve 106 (for example, an 8mm check valve) and a first expansion valve 109 and then is converted into a low-temperature low-pressure gas-liquid mixed state refrigerant. The low-temperature low-pressure gas-liquid mixed state refrigerant enters the four-way electromagnetic valve 103 through the second outlet of the four-way electromagnetic valve 103, flows out of the third outlet of the four-way electromagnetic valve 103, enters the evaporator A1041 and the evaporator B1042 in the evaporator group 104 at the same time, and absorbs heat through evaporation in the evaporator A1041 and the evaporator B1042, so that the temperature of the passenger cabin is reduced; and simultaneously phase-change into a low-temperature low-pressure gaseous refrigerant. The low-temperature low-pressure gaseous refrigerant enters the gas-liquid separator 113 to be subjected to gas-liquid separation through the second normally-on electromagnetic valve 112 (for example, a 16mm normally-on electromagnetic valve); the low-pressure gaseous refrigerant after gas-liquid separation is absorbed and compressed by the compressor 102 again, and the refrigerant is circulated and reciprocated, so that the continuous refrigeration of the passenger cabin is realized.

Taking the first embodiment of the present utility model as an example, the refrigerant cycle of the thermal management system for a vehicle of the present utility model under the cooling condition of the battery pack 300 will be described in detail, as shown in fig. 6:

the compressor 102 compresses a refrigerant and then discharges the refrigerant in a high-temperature and high-pressure gas state. After flowing through the indoor cooler 101, the refrigerant in the high-temperature and high-pressure gas state flows into the four-way solenoid valve 103 through the first normally-on solenoid valve 111 (for example, a 10mm normally-on solenoid valve), flows out of the first outlet of the four-way solenoid valve 103, flows into the outdoor three-medium heat exchanger 105, exchanges heat with air and cooling water in the outdoor three-medium heat exchanger 105, and changes the refrigerant in the high-temperature and high-pressure gas state into a medium-temperature and medium-pressure liquid refrigerant. After flowing out from the outdoor three-medium heat exchanger 105, the medium-temperature medium-pressure liquid refrigerant sequentially passes through the refrigeration check valve 106 (8 mm check valve) and the second expansion valve 201 and then is converted into a low-temperature low-pressure gas-liquid mixed state refrigerant. The low-temperature low-pressure gas-liquid mixed state refrigerant flows to the refrigeration/heating heat exchanger 202, exchanges heat with the cooling liquid in the first cooling liquid circulation loop in the refrigeration/heating heat exchanger 202, and finally achieves cooling of the battery pack 300. The low-temperature low-pressure liquid refrigerant flowing out of the refrigeration/heating heat exchanger 202 flows into the gas-liquid separator 113 through the fourth normally-closed solenoid valve 205 (for example, a 16mm normally-closed solenoid valve) and the second normally-open solenoid valve 112 (for example, a 16mm normally-open solenoid valve) in order to perform gas-liquid separation; the low-pressure gaseous refrigerant after gas-liquid separation is compressed again by the compressor 102, and is circulated, thereby realizing continuous cooling of the battery pack 300.

Taking the first embodiment of the present utility model as an example, the circulation of the refrigerant in the simultaneous cooling operation of the passenger compartment and the battery pack 300 in the vehicle thermal management system of the present utility model will be described in detail, as shown in fig. 8:

the compressor 102 compresses a refrigerant and then discharges the refrigerant in a high-temperature and high-pressure gas state. After flowing through the indoor cooler 101, the refrigerant in the high-temperature and high-pressure gas state sequentially passes through the first normally-on electromagnetic valve 111 (10 mm normally-on electromagnetic valve) and the four-way electromagnetic valve 103, and then enters the outdoor three-medium heat exchanger 105, exchanges heat with air and cooling water in the outdoor three-medium heat exchanger 105, and the refrigerant in the high-temperature and high-pressure gas state is changed into a medium-temperature and medium-pressure liquid refrigerant. The medium-temperature medium-pressure liquid refrigerant flows out of the outdoor three-medium heat exchanger 105, passes through the refrigeration check valve 106 (8 mm check valve), and is divided into two parts.

A part of the medium-temperature medium-pressure liquid refrigerant is changed into a low-temperature low-pressure gas-liquid mixed state refrigerant through the first expansion valve 109; the low-temperature low-pressure gas-liquid mixed state refrigerant passes through the four-way electromagnetic valve 103 and enters the evaporator A1041 and the evaporator B1042 in the evaporator group 104 at the same time, and the evaporator A1041 and the evaporator B1042 absorb heat by evaporation, so that the temperature of the passenger cabin is reduced; simultaneously, the phase is changed into a low-temperature low-pressure gaseous refrigerant;

another part of the medium-temperature medium-pressure liquid refrigerant passes through the second expansion valve 201 and then is changed into a low-temperature low-pressure gas-liquid mixed state refrigerant; the low-temperature low-pressure gas-liquid mixed state refrigerant flows to the refrigeration/heating heat exchanger 202, exchanges heat with the cooling liquid in the first cooling liquid circulation loop in the refrigeration/heating heat exchanger 202, and finally achieves cooling of the battery pack 300.

The low-temperature low-pressure liquid refrigerant flowing out of the cooling/heating heat exchanger 202 passes through a fourth normally-closed solenoid valve (for example, a 16mm normally-closed solenoid valve) and then merges with the low-temperature low-pressure gaseous refrigerant flowing out of the evaporator a 1041 and the evaporator B1042;

the low-temperature low-pressure refrigerant after merging enters the gas-liquid separator 113 through the second normally-on electromagnetic valve 112 (for example, a 16mm normally-on electromagnetic valve) to perform gas-liquid separation, and the low-pressure gaseous refrigerant after gas-liquid separation is absorbed and compressed by the compressor 102 again, and is circularly reciprocated to realize continuous refrigeration of the passenger cabin and continuous cooling of the battery pack 300.

Taking the first embodiment of the present utility model as an example, the circulation of the refrigerant in the passenger compartment heating operation of the vehicle thermal management system of the present utility model will be described in detail, as shown in fig. 9:

the compressor 102 compresses a refrigerant and then discharges the refrigerant in a high-temperature and high-pressure gas state. After the refrigerant in the high-temperature high-pressure gas state flows through the indoor cooler 101, the blower blows the hot air in the passenger cabin to the evaporator set 104 and then to the indoor cooler 101; since the temperature of the air passing through the indoor cooler 101 is lower than the temperature of the refrigerant, the medium-temperature medium-pressure liquid refrigerant flows out from the indoor cooler 101, and the air is heated and returned to the passenger compartment to heat the passenger compartment. That is, under the heating condition, the blower blows the air in the passenger compartment to the evaporator set 104 and the indoor cooler 101, that is, the full internal circulation is realized, and the whole energy consumption can be reduced compared with the case that the external air is blown to the indoor cooler 101, and the hot air in the passenger compartment is blown to the evaporator and the indoor cooler 101.

The medium-temperature medium-pressure liquid refrigerant sequentially passes through a first normally-on solenoid valve 111 (for example, a 10mm normally-on solenoid valve) and then enters the four-way solenoid valve 103, and then flows out from a second outlet of the solenoid valve; and then passes through the first expansion valve 109 to be phase-changed into low-temperature low-pressure gas-liquid mixed refrigerant.

The low-temperature low-pressure gas-liquid mixed refrigerant alternately enters the evaporator A1041 and the evaporator B1042 in the evaporator set 104 at this time, absorbs heat by evaporation in the evaporator A1041 and the evaporator B1042, and changes into low-temperature low-pressure gaseous refrigerant.

The low-temperature low-pressure gaseous refrigerant flows into the outdoor three-medium heat exchanger 105 through the first heating check valve 107 (for example, after a 16mm check valve), exchanges heat with air and cooling liquid in the outdoor three-medium heat exchanger 105, and is cooled at the moment, and meanwhile, the temperature of the low-temperature low-pressure gaseous refrigerant is relatively increased, so that the effective utilization of heat is realized. The low-temperature low-pressure gaseous refrigerant flowing out of the outdoor three-medium heat exchanger 105 passes through the first normally-closed electromagnetic valve 108 (16 mm normally-closed electromagnetic valve) and then enters the gas-liquid separator 113 to be subjected to gas-liquid separation; the low-pressure gaseous refrigerant subjected to the gas-liquid separation is returned to the compressor 102, and the above-described process is circulated. The full internal circulation under the low-temperature heating working condition is realized. And because the low-pressure gaseous refrigerant subjected to gas-liquid separation exchanges heat with the cooling liquid in the outdoor three-medium heat exchanger 105, the utilization rate of the residual heat of the whole vehicle can be improved, and the energy consumption is reduced. The low-pressure gaseous refrigerant flowing out of the outdoor three-medium heat exchanger 105 is more power-saving in that the low-pressure gaseous refrigerant is compressed to the same pressure and temperature by the compressor 102, namely, the power consumption of the compressor 102 is reduced, the cold load of low-temperature fresh air is reduced, and the overall power consumption of low-temperature heating is reduced.

It should be noted that, in the heating condition, the blower blows the hot air in the passenger compartment to the evaporator set 104, and the hot air is cooled by the evaporator set 104 and then blown to the indoor cooler 101 for heating. When passing through the evaporator set 104, the hot air gives heat to the refrigerant, and the refrigerant circulates through the compressor 102 and gives heat to the air, so that the heat is circulated, the dehumidification effect is achieved, and the energy is saved to the greatest extent.

Taking the first embodiment of the present utility model as an example, the refrigerant cycle of the vehicle thermal management system of the present utility model in the heating operation of the passenger compartment and the battery pack 300 will be described in detail, as shown in fig. 10:

the compressor 102 compresses a refrigerant and then discharges the refrigerant in a high-temperature and high-pressure gas state.

After the refrigerant in the high-temperature high-pressure gas state flows through the indoor cooler 101, the blower blows the hot air in the passenger cabin to the evaporator set 104 and then to the indoor cooler 101; since the temperature of the air passing through the indoor cooler 101 is lower than the temperature of the refrigerant, the medium-temperature medium-pressure liquid refrigerant flows out from the indoor cooler 101, and the air is heated and returned to the passenger compartment to heat the passenger compartment.

The medium-temperature medium-pressure liquid refrigerant flows to the refrigeration/heating heat exchanger 202 through the second normally closed electromagnetic valve 110 (10 mm normally closed electromagnetic valve) in sequence, and exchanges heat with the cooling liquid in the refrigeration/heating heat exchanger 202, so that the temperature of the battery pack 300 is raised.

The low-temperature medium-pressure liquid refrigerant flowing out of the refrigeration/heating heat exchanger 202 sequentially passes through a second heating one-way valve 204 (for example, a 10mm single-way electromagnetic valve), the four-way electromagnetic valve 103 and the first expansion valve 109, and then is phase-changed into low-temperature low-pressure liquid-gas mixed refrigerant;

after the low-temperature low-pressure liquid-gas mixed refrigerant passes through the second normally closed electromagnetic valve 110 (16 mm normally closed electromagnetic valve), the low-temperature low-pressure liquid-gas mixed refrigerant alternately enters the evaporator A1041 and the evaporator B1042 in the evaporator group 104 at the moment, and is evaporated and absorbed in the evaporator A1041 and the evaporator B1042, and is changed into low-temperature low-pressure gaseous refrigerant.

The low-temperature low-pressure gaseous refrigerant flows into the outdoor three-medium heat exchanger 105 after passing through the first heating check valve 107 (for example, a 16mm check valve), exchanges heat with air and cooling liquid in the outdoor three-medium heat exchanger 105, and is cooled at the moment, and meanwhile, the temperature of the low-temperature low-pressure gaseous refrigerant is relatively increased, so that the effective utilization of heat is realized.

The low-temperature low-pressure gaseous refrigerant flowing out of the outdoor three-medium heat exchanger 105 passes through the first normally-closed electromagnetic valve 108 (16 mm normally-closed electromagnetic valve) and then enters the gas-liquid separator 113 to be subjected to gas-liquid separation; the low-pressure gaseous refrigerant subjected to the gas-liquid separation is returned to the compressor 102, and the above-described process is circulated. The full internal circulation under the low-temperature heating working condition is realized. The low-pressure gaseous refrigerant subjected to gas-liquid separation exchanges heat with the cooling liquid in the outdoor three-medium heat exchanger 105, so that the utilization rate of the residual heat of the whole vehicle can be improved, and the energy consumption can be reduced. The low-pressure gaseous refrigerant flowing out of the outdoor three-medium heat exchanger 105 is more power-saving in that the low-pressure gaseous refrigerant is compressed to the same pressure and temperature by the compressor 102, namely, the power consumption of the compressor 102 is reduced, the cold load of low-temperature fresh air is reduced, and the overall power consumption of low-temperature heating is reduced.

Taking the first embodiment of the present utility model as an example, the cooling fluid circulation of the vehicle thermal management system according to the present utility model under the working conditions of heat dissipation of the vehicle power heat source component 500 and heat dissipation of the battery pack 300 will be described in detail, as shown in fig. 11:

the heat radiation process of the vehicle power heat source component 500 is as follows: the double-drive water pump is started to pump the cooling liquid into the outdoor three-medium heat exchanger 105, and after heat exchange is carried out between the cooling liquid and the refrigerant and between the cooling liquid and the air in the outdoor three-medium heat exchanger 105, the cooling liquid flows through the driving motor 501 and the motor controller 502 in sequence, so that heat dissipation of the driving motor 501 and circulation of the cooling liquid are realized.

The heat dissipation process of the battery pack 300 is as follows: the dual-drive water pump starts pumping the cooling liquid into the battery pack 300; after flowing out of the battery pack 300, the coolant flows into the cooling/heating heat exchanger 202 and exchanges heat with the coolant in the cooling/heating heat exchanger 202; the cooling liquid flowing out from the cooling/heating heat exchanger 202 flows to the double-drive water pump again, thereby realizing heat dissipation and cooling liquid circulation of the battery pack 300.

The utility model also provides an automobile, which comprises the automobile heat management system in any embodiment.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present utility model, and are not limiting; although the utility model has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present utility model.

Claims

1. A thermal management system for a vehicle, comprising:

the indoor cooler (101) is connected in series between the outlet of the compressor (102) and the inlet of the four-way electromagnetic valve (103);

an evaporator group (104) comprising at least two evaporators connected in parallel;

the outdoor three-medium heat exchanger (105), the second end of the outdoor three-medium heat exchanger (105) is connected with the refrigeration check valve (106) and the first heating check valve (107); the refrigeration one-way valve (106) and the first heating one-way valve (107) are connected in parallel, and the conduction directions of the refrigeration one-way valve (106) and the first heating one-way valve (107) are opposite;

a first outlet of the four-way electromagnetic valve (103) is connected with a first end of the outdoor three-medium heat exchanger; is also connected with a suction inlet of the compressor (102) through a first normally closed electromagnetic valve (108);

a second outlet of the four-way electromagnetic valve (103) is connected with a first end of a first expansion valve (109);

the second end of the first expansion valve (109) is connected with the conducting end of the refrigeration one-way valve (106); is also connected with the second end of the evaporator group (104) through a second normally closed electromagnetic valve (110);

a third outlet of the four-way electromagnetic valve (103) is connected with the cut-off end of the first heating one-way valve (107); is also connected to a first end of the evaporator group (104);

the suction inlet of the compressor (102) is also connected between the second normally closed solenoid valve (110) and the second end of the evaporator group (104).

2. The thermal management system for a vehicle according to claim 1, comprising:

a cooling/heating heat exchanger (202) for cooling or heating the electronic component;

the first end of the refrigerating/heating heat exchanger (202) is connected with the outlet of the indoor cooler (101) through a third normally closed electromagnetic valve (203); the first end of the refrigeration/heating heat exchanger (202) is also connected with the second end of the second expansion valve (201), and the first end of the second expansion valve (201) is connected between the conduction end of the refrigeration one-way valve (106) and the second end of the first expansion valve (109);

the second end of the refrigeration/heating heat exchanger (202) is connected between the second normally closed electromagnetic valve (110) and the second end of the evaporator group (104) through a fourth normally closed electromagnetic valve (205); the second end of the refrigeration/heating heat exchanger (202) is also connected with the cut-off end of the second heating one-way valve (204); the conducting end of the second heating one-way valve (204) is connected with the inlet of the four-way electromagnetic valve (103).

3. The vehicle thermal management system according to claim 2, further comprising:

a pump assembly (400), the pump assembly (400) being connected between the refrigeration/heating heat exchanger (202) and the electronic component forming a first coolant circulation loop.

4. The thermal management system for a vehicle according to claim 3, further comprising:

and a vehicle power heat source component (500) connected between the pump assembly (400) and the outdoor three-medium heat exchanger to form a second cooling liquid circulation loop.

5. The vehicle thermal management system of claim 4, wherein the pump assembly (400) is a dual drive water pump.

6. The thermal management system for a vehicle according to claim 4, wherein the pump assembly (400) comprises:

a first water pump (401) connected between the cooling/heating heat exchanger (202) and a battery pack (300) of the electronic component, forming the first coolant circulation circuit;

and a second water pump (402) connected between the outdoor three-medium heat exchanger and the vehicle power heat source component (500) to form the second cooling liquid circulation loop.

7. The vehicle thermal management system according to claim 1, further comprising solenoid valves (114), the number of solenoid valves (114) being at least the same as the number of evaporators; at least one solenoid valve (114) is mounted to each evaporator.

8. The thermal management system for a vehicle according to any one of claims 1 to 7, further comprising:

and the energy recoverer is connected between the first outlet of the four-way electromagnetic valve (103) and the first end of the outdoor three-medium heat exchanger (105).

9. The thermal management system for a vehicle according to any one of claims 4 to 6, further comprising:

an accumulator (700) is connected between the electronic component and the refrigeration/heating heat exchanger (202).

10. An automobile comprising an automobile body, and the thermal management system for an automobile according to any one of claims 1 to 9; the vehicle thermal management system is mounted on the vehicle body.