CN220535350U - Vehicle thermal management system and vehicle - Google Patents

Abstract

The utility model provides a vehicle heat management system and a vehicle. The vehicle thermal management system includes: the cooling liquid loop comprises a first cooling liquid circulation loop and a second cooling liquid circulation loop, the first cooling liquid circulation loop comprises a vehicle-mounted power supply, a bridge driving system and a first heat exchanger which are sequentially connected in series, and the second cooling liquid circulation loop comprises a battery, a water heating heater and the first heat exchanger which are sequentially connected in series; the refrigerant loop comprises a first refrigerant circulation loop, the first refrigerant circulation loop comprises a first heat exchanger, a gas-liquid separator, a compressor and an indoor heat exchanger which are sequentially connected in series, and the first refrigerant circulation loop can exchange heat with the cooling liquid circulation loop and/or the second cooling liquid circulation loop in a matched mode to form different heating loops.

Description

Vehicle thermal management system and vehicle

Technical Field

The utility model relates to the technical field of vehicle electric heating management, in particular to a vehicle thermal management system and a vehicle.

Background

Along with the national energy saving and emission reduction technical route, under the background of continuously tightened automobile fuel consumption, pollutant emission and carbon emission control regulations, the automobile industry technology is developed to low carbonization, the transformation of the automobile motorization is continuously accelerated, and the low carbonization development taking pure electric drive as a main line is gradually formed. The market occupancy of the electric vehicle is gradually increased, attention such as pure electric endurance and high-low Wen Xuhang attenuation degree of the electric vehicle is gradually improved, and in order to improve the endurance mileage of the electric vehicle in a low-temperature environment, a heat pump system is basically standard in new market vehicles in recent years, but is limited by the characteristics of a refrigerant, most of conventional heat pump systems can only work efficiently above the temperature of-10 ℃ (TBD), heat absorption of the heat pump in the environment is difficult or impossible in the low-temperature environment, and PTC heating is needed.

In the prior art, the direct heat pump uses the air heating PTC to assist the passenger cabin to heat so as to make up for the defects of the heat pump, but the battery cannot use the air heating PTC to heat, the water heating PTC to heat is required to be added independently, the cost of the battery is high or the efficiency of the motor for actively producing heat to heat the battery is lower; the indirect heat pump uses the water heating PTC to heat the passenger cabin and the battery together, but the warm air needs to be added with a water pump and a warm air loop independently, so that the cost is high and the loop is complex.

Disclosure of Invention

The embodiment of the utility model aims to provide a vehicle thermal management system and a vehicle, which are used for solving the technical problems that in the prior art, a heat pump cannot realize low-temperature heating, the indirect heat pump has high cost, and a battery cannot be effectively heated at a low temperature of a direct heat pump.

To solve the above technical problem, a first aspect of an embodiment of the present utility model provides a vehicle thermal management system, including:

the cooling liquid loop comprises a first cooling liquid circulation loop and a second cooling liquid circulation loop, the first cooling liquid circulation loop comprises a vehicle-mounted power supply, a bridge driving system and a first heat exchanger which are sequentially connected in series, and the second cooling liquid circulation loop comprises a battery, a water heating heater and the first heat exchanger which are sequentially connected in series;

the refrigerant loop comprises a first refrigerant circulation loop, the first refrigerant circulation loop comprises a compressor, an indoor heat exchanger, a first heat exchanger and a gas-liquid separator which are sequentially connected in series, and the first refrigerant circulation loop can exchange heat with the first cooling liquid circulation loop and/or the second cooling liquid circulation loop to form different heating loops, and the cooling liquid circulation loop and/or the second cooling liquid circulation loop.

In some embodiments, the first refrigerant cycle circuit further comprises an evaporator connected in parallel between the refrigerant inlet of the first heat exchanger and the refrigerant outlet of the first heat exchanger, and the compressor, the indoor heat exchanger, the evaporator, and the gas-liquid separator are connected in series in order to form a dehumidification circuit.

In some embodiments, the refrigerant circuit further comprises a second refrigerant circulation circuit including the compressor, the indoor heat exchanger, the outdoor heat exchanger, the gas-liquid separator, which are sequentially connected in series, the second refrigerant circulation circuit forming a heating circuit.

In some embodiments, the refrigerant circuit further comprises a third refrigerant cycle comprising the compressor, an outdoor heat exchanger, a first heat exchanger, and the vapor-liquid separator connected in series in that order, and a fourth refrigerant cycle comprising the compressor, an outdoor heat exchanger, an evaporator, and the vapor-liquid separator connected in series in that order,

the second coolant circulation loop and the third refrigerant circulation loop exchange heat to form a battery cooling loop, and the fourth refrigerant circulation loop forms a passenger cabin cooling loop.

In some embodiments, the coolant loop further comprises a third coolant circulation loop comprising the on-board power supply, the bridge drive system, and the radiator connected in series in order, the third coolant circulation loop forming an electrically driven cooling loop.

In some embodiments, a first three-way valve is arranged among the cooling liquid inlet of the first heat exchanger, the outlet of the bridge driving system and the outlet of the water heating heater, and a second three-way valve is arranged among the cooling liquid outlet of the first heat exchanger, the inlet of the bridge driving system and the inlet of the battery.

In some embodiments, a first water pump is disposed on the first coolant circulation loop near the inlet of the vehicle power supply, and a second water pump is disposed on the second coolant circulation loop near the inlet of the battery.

In some embodiments, the vehicle thermal management system further comprises a first temperature sensor disposed on the conduit proximate the inlet of the vehicle power supply, a second temperature sensor disposed on the conduit proximate the outlet of the vehicle power supply, and a third temperature sensor disposed on the conduit proximate the outlet of the bridge drive system.

In some embodiments, the outlet of the bridge drive system, the coolant inlet of the first heat exchanger, and the inlet of the radiator are provided with a first reversing valve to selectively switch the first coolant circulation loop and the third coolant circulation loop on.

The embodiment of the utility model also provides a vehicle, which comprises the vehicle thermal management system.

According to the vehicle thermal management system and the vehicle, the first cooling liquid circulation loop, the second cooling liquid circulation loop and the first refrigerant loop are arranged, wherein the first cooling liquid circulation loop comprises the vehicle-mounted electric power, the bridge driving system and the first heat exchanger which are sequentially connected in series, the second cooling liquid circulation loop comprises the battery, the water heating heater and the first heat exchanger which are sequentially connected in series, the first refrigerant circulation loop comprises the compressor, the indoor heat exchanger, the first heat exchanger and the gas-liquid separator which are sequentially connected in series, the first refrigerant circulation loop and the first cooling liquid circulation loop and/or the second cooling liquid circulation loop are matched for heat exchange to form different heating loops, heating in a full temperature range can be achieved, meanwhile, electric drive waste heat and/or PTC heat required by heating can be selected based on ambient temperature, reasonable use and distribution of heat are achieved, heating efficiency and heat recycling effect are improved, and cost is low.

Drawings

In order to more clearly illustrate the embodiments of the present utility model or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments described in the present 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 vehicle thermal management system according to an embodiment of the present utility model;

FIG. 2 is a first schematic operation view (first passenger compartment heating mode) of a vehicle thermal management system according to an embodiment of the utility model;

FIG. 3 is a second schematic operation of a vehicle thermal management system (second passenger compartment heating mode) according to an embodiment of the utility model;

FIG. 4 is a third operational schematic diagram of a vehicle thermal management system (including a dehumidification mode) according to an embodiment of the present disclosure;

FIG. 5 is a third operational schematic of a vehicle thermal management system (third passenger compartment heating mode) according to an embodiment of the utility model;

fig. 6 is a third operation schematic diagram (cooling mode) of the vehicle thermal management system according to the embodiment of the utility model.

Reference numerals:

101-a first cooling liquid circulation loop, 102-a second cooling liquid circulation loop, 103-a third cooling liquid circulation loop; 201-first refrigerant cycle circuit, 202-dehumidification circuit, 203-second refrigerant cycle circuit, 204-third refrigerant cycle circuit; 205-fourth refrigerant cycle circuit; 301-first pipeline, 302-second pipeline;

1-a vehicle-mounted power supply; a 2-bridge drive system; 3-a first heat exchanger; 4-cell; 5-a water heating heater; 6-a compressor; 7-an indoor heat exchanger; 8-a gas-liquid separator; 9-an evaporator; 10-an outdoor heat exchanger; 11-a heat sink; 12-an electronic fan; 13-a first expansion valve; 14-a second expansion valve; 15-a first three-way valve; 16-a second three-way valve; 17-a first reversing valve; 18-a third three-way valve; 19-a first water pump; 20-a second water pump; 21-a first temperature sensor; 22-a second temperature sensor; 23-a third temperature sensor; 24-a third expansion valve; 25-a one-way valve; 26-a fourth three-way valve; 27-a first shut-off valve; 28-a second shut-off valve;

100-an air conditioning system; 200-heat dissipation system.

Detailed Description

Various aspects and features of the present utility model are described herein with reference to the accompanying drawings.

It should be understood that various modifications may be made to the embodiments of the application herein. Therefore, the above description should not be taken as limiting, but merely as exemplification of the embodiments. Other modifications within the scope and spirit of the utility model will occur to persons of ordinary skill in the art.

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and, together with a general description of the utility model given above, and the detailed description of the embodiments given below, serve to explain the principles of the utility model.

These and other characteristics of the utility model will become apparent from the following description of a preferred form of embodiment, given as a non-limiting example, with reference to the accompanying drawings.

It is also to be understood that, although the utility model has been described with reference to some specific examples, a person skilled in the art will certainly be able to achieve many other equivalent forms of the utility model, having the characteristics as set forth in the claims and hence all coming within the field of protection defined thereby.

The above and other aspects, features and advantages of the present utility model will become more apparent in light of the following detailed description when taken in conjunction with the accompanying drawings.

Specific embodiments of the present utility model will be described hereinafter with reference to the accompanying drawings; however, it is to be understood that the disclosed embodiments are merely exemplary of the utility model, which can be embodied in various forms. Well-known and/or repeated functions and constructions are not described in detail to avoid obscuring the utility model in unnecessary or unnecessary detail. Therefore, specific structural and functional details disclosed herein are not intended to be limiting, but merely as a basis for the claims and as a representative basis for teaching one skilled in the art to variously employ the present utility model in virtually any appropriately detailed structure.

The specification may use the word "in one embodiment," "in another embodiment," "in yet another embodiment," or "in other embodiments," which may each refer to one or more of the same or different embodiments in accordance with the utility model.

The utility model will now be described in further detail with reference to the drawings and to specific examples.

Fig. 1 to 6 show schematic structural diagrams of a vehicle thermal management system according to an embodiment of the present utility model (black lines indicate that the pipes are conductive, and gray lines indicate that the pipes are non-conductive in fig. 2 to 6). As shown in fig. 1 to 6, an embodiment of the present utility model provides a vehicle thermal management system including:

the cooling liquid loop comprises a first cooling liquid circulation loop 101 and a second cooling liquid circulation loop 102, wherein the first cooling liquid circulation loop 101 comprises a vehicle-mounted power supply 1, a bridge driving system 2 and a first heat exchanger 3 which are sequentially connected in series, and the second cooling liquid circulation loop 102 comprises a battery 4, a water heating heater (PTC) 5 and the first heat exchanger 3 which are sequentially connected in series;

the refrigerant circuit comprises a first refrigerant circulation circuit 201, the first refrigerant circulation circuit 201 comprises a compressor 6, an indoor heat exchanger 7, the first heat exchanger 3 and a gas-liquid separator 8 which are sequentially connected in series, and the first refrigerant circulation circuit 201 can exchange heat with at least one cooling liquid circulation circuit in the first cooling liquid circulation circuit 101 and the second cooling liquid circulation circuit 102 to form different heating circuits.

Specifically, as shown in fig. 2, the compressor 6 and the indoor heat exchanger 7 are part of an in-vehicle air conditioning system 100 ((HVAC, heating, ventilation, air-Conditioning and Coolin, also referred to as a heat pump system) for cooling and heating the passenger compartment, the compressor 6 is a power source for driving a refrigerant to flow in a refrigerant circulation circuit on the one hand, and compressing the refrigerant to a high-temperature and high-pressure gas on the other hand, so as to cool the passenger compartment.

Specifically, when the passenger cabin has a heating requirement, at this time, the air conditioning system 100 preferentially absorbs heat (electric drive waste heat) generated when the bridge driving system 2 works through the heat exchange of the first cooling liquid circulation loop 101 and the first refrigerant circulation loop 201, that is, the electric drive waste heat generated when the bridge driving system 2 works flows to the first heat exchanger 3 along with the cooling liquid in the first cooling liquid circulation loop 101, heat exchange is performed between the first heat exchanger 3 and the refrigerant in the first refrigerant circulation loop 201, then, heat exchange is performed between the air conditioning system and the passenger cabin through the indoor heat exchanger 7 with the high-temperature refrigerant liquid after the first heat exchanger 3, and the passenger cabin is heated by using the electric drive waste heat (heating is performed by using a water source), so that when the air source is not used for heating, energy consumption is wasted due to the fact that the electronic fan 12 of the heat dissipation system 200 works. The low-temperature refrigerant subjected to heat exchange is subjected to gas-liquid separation through the gas-liquid separator 8 and then flows back to the compressor 6, and the refrigerant is circulated in a reciprocating manner to heat the passenger cabin. That is, in the present embodiment, the first coolant circulation circuit 101 and the first refrigerant circulation circuit 201 cooperate to form a first heating circuit for heat exchange heating.

The above-mentioned scheme of heating by using the electric drive waste heat can be applied to a scene that the environmental temperature in the passenger cabin is higher (simply referred to as the ring temperature), when the environmental temperature in the passenger cabin is lower, for example, when the ring temperature is less than or equal to minus 20 ℃, the electric drive waste heat alone is insufficient to support the passenger cabin heating after the air conditioning system 100 absorbs heat, at this time, in the second cooling liquid circulation loop 102, the water heater 5 positioned at the downstream of the battery 4 heats up, the heat in the second cooling liquid circulation loop 102 and the motor waste heat in the first cooling liquid circulation loop 101 are absorbed by the first heat exchanger 3 after being collected by the first heat exchanger 3, and heat exchange is performed with the first refrigerant circulation loop 201 to heat the passenger cabin, that is, the first cooling liquid circulation loop 101 and the second cooling liquid circulation loop 102 are communicated and then heat exchange is performed with the first refrigerant circulation loop 201 to heat the passenger cabin. At this time, in order to avoid the overtemperature of the bridge driving system 2 and the battery 4 caused by the overhigh temperature of the cooling liquid, the heat absorption capacity of the first heat exchanger 3, the gear and the heating capacity of the water heating heater 5 can be controlled by monitoring the temperature of the cooling liquid at the inlets of the bridge driving system 2 and the battery 4. As described above, the vehicle thermal management system of the present embodiment can realize heating of the passenger compartment while recovering waste heat (including electric drive waste heat and battery waste heat) and heating of the battery 4. In order to avoid overtemperature of the battery 4, the water temperature at the inlet of the battery can be controlled to be less than or equal to 40 ℃. When the first cooling liquid circulation loop 101, the second cooling liquid circulation loop 102 and the first refrigerant circulation loop 201 are matched for heating, the heating efficiency of the water heating heater 5 is higher than that of the motor used by the direct heat pump, the heating air loop is canceled by the indirect heat pump compared with the traditional indirect heat pump, the heating PTC is canceled by the direct heat pump compared with the traditional direct heat pump, the space requirement of the air conditioning system 100 is reduced, the cost is effectively reduced, and the recycling of heat is realized.

Specifically, when the first cooling liquid circulation circuit 101, the second cooling liquid circulation circuit 102 and the first refrigerant circulation circuit 201 cooperate to operate, in an initial stage, before the temperature of the electrically driven cooling liquid does not rise to the absorbable temperature of the air conditioning system 100, only the water heating heater 5 is used to heat the cooling liquid to quickly raise the temperature of the cooling liquid (the first cooling liquid circulation circuit 101 and the second cooling liquid circulation circuit 102 are not conducted, the second cooling liquid circulation circuit 102 and the first refrigerant circulation circuit 201 cooperate to form a second heating circuit), so as to ensure that the passenger cabin is quickly raised, when the temperature of the electrically driven cooling liquid rises to be higher than the temperature of the cooling liquid at the cooling liquid outlet of the first heat exchanger 3, the first cooling liquid circulation circuit 101 and the second cooling liquid circulation circuit 102 are conducted, the first cooling liquid circulation circuit 101, the second cooling liquid circulation circuit 102 and the first refrigerant circulation circuit 201 cooperate to form a third heating circuit, and heat generated by the electrically driven operation and heat generated by the water heater 5 (double heat sources) are simultaneously absorbed by the heat exchange system of the first heat exchanger 3 to heat the air conditioning cabin 100, and the passenger cabin is heated 4 is heated. The scheme of heating by utilizing the electric drive waste heat and the PTC heat effectively improves the heating COP at low temperature, wherein the COP refers to the ratio of the heating quantity and the consumed power of the air source heat pump water heater, and meanwhile, the air conditioning system 100 can reliably operate in a full temperature range (the air conditioning system 100 can be used for heating even in a low temperature range below-30 ℃), so that the heating efficiency and the heating effect are improved, and the energy consumption is reduced.

According to the vehicle thermal management system provided by the embodiment of the utility model, the first cooling liquid circulation loop 101, the second cooling liquid circulation loop 102 and the first refrigerant loop 201 are arranged, wherein the first cooling liquid circulation loop 101 comprises the vehicle-mounted power supply 1, the bridge driving system 2 and the first heat exchanger 3 which are sequentially connected in series, the second cooling liquid circulation loop 102 comprises the battery 4, the water heating heater 5 and the first heat exchanger 3 which are sequentially connected in series, the first refrigerant circulation loop 201 comprises the compressor 6, the indoor heat exchanger 7, the first heat exchanger 3 and the gas-liquid separator 8 which are sequentially connected in series, the first refrigerant circulation loop 201 can exchange heat with the first cooling liquid circulation loop 101 and/or the second cooling liquid circulation loop 102 in a matched manner to form different heating loops, so that heating within a full temperature range can be realized, meanwhile, electric drive waste heat and/or PTC heat required by heating can be selected based on ambient temperature, reasonable use and distribution of heat can be realized, efficiency and heat recycling effect are improved, and heating cost is low.

In some embodiments, as shown in fig. 4, the first refrigerant circulation circuit 201 further includes an evaporator 9 connected in parallel between the refrigerant inlet of the first heat exchanger 3 and the refrigerant outlet of the first heat exchanger 3, and the compressor 6, the indoor heat exchanger 7, the evaporator 9, and the gas-liquid separator 8 are sequentially connected in series to form a dehumidification circuit 202.

The vehicle is easy to fog to cause driving accidents in overcast and rainy weather in spring and autumn or when the air humidity is high, at this time, the heating requirement and the passenger cabin dehumidification requirement exist in the driving process, and part of the refrigerant can enter the evaporator 9 to be evaporated and converted into vapor when being heated by the first refrigerant circulation loop 201 and exchange heat with the vapor of the passenger cabin, so that the vapor of the passenger cabin is liquefied, and the passenger cabin is dehumidified.

As described above, when the evaporator 9 is used as a part of the air conditioning system 100 and the passenger compartment is heated by the heat exchange and the electric drive waste heat absorption by the first heat exchanger 10, a part of the refrigerant in the first refrigerant circulation circuit 201 is controlled to flow into the dehumidification circuit 202, and the passenger compartment vapor is liquefied by the evaporator 9, thereby realizing the heating and the dehumidification of the passenger compartment. Further, the evaporator 9 can absorb environmental heat while dehumidifying, and is used for passenger cabin heating, that is, in this embodiment, the passenger cabin heating can be performed by using the electric drive waste heat and the environmental heat as dual heat sources, so that the energy consumption is effectively reduced.

In some embodiments, as shown in fig. 5, the refrigerant circuit further includes a second refrigerant circulation circuit 203, the second refrigerant circulation circuit 203 including a compressor 6, an indoor heat exchanger 7, an outdoor heat exchanger 10, and the gas-liquid separator 8 connected in series in this order, the second refrigerant circulation circuit 203 forming a fourth heating circuit.

The outdoor heat exchanger 10 is used as a part of the heat dissipation system 200, can absorb the environmental heat emitted to the outdoor environment when the bridge driving system 2 and the battery 4 work, and exchanges heat through the indoor heat exchanger 7 of the air conditioning system 100 to dissipate heat to the passenger cabin, thereby absorbing the environmental temperature to heat, further realizing diversified heating of the passenger cabin, improving the heating efficiency and effect and reducing the energy consumption of the air conditioning system 100. The embodiment is suitable for the scene that the ambient temperature is more than or equal to-10 ℃, and the passenger cabin has heating requirements and no dehumidification and demisting requirements.

At this time, if the temperature of the battery 4 is low and heating is required, the first coolant circulation circuit 101 and the second coolant circulation circuit 102 may be turned on, and the water heater 5 may be turned off, so that the battery 4 is heated by using the electric drive waste heat, and energy waste is avoided.

In some embodiments, as shown in fig. 6, the coolant loop further includes a third coolant loop 103, the third coolant loop 103 including the on-board power supply 1, the bridge drive system 2, and the radiator 11 connected in series in order, the third coolant loop 103 forming an electrically driven cooling loop.

The radiator 11 is used as a main component of the heat dissipation system 200, and cools and dissipates heat of the bridge driving system 2 through cooling liquid, and the heat dissipation system 200 further comprises an electronic fan 12 for performing air cooling to realize cooling of the bridge driving system 2.

Further, as shown in fig. 6, the refrigerant circuit further includes a third refrigerant circuit 204 and a fourth refrigerant circuit 205, the third refrigerant circuit 204 includes a compressor 6, an outdoor heat exchanger 10, a first heat exchanger 3 and a gas-liquid separator 8 sequentially connected in series, the fourth refrigerant circuit 205 includes the compressor 6, the outdoor heat exchanger 10, an evaporator 9 and the gas-liquid separator 8 sequentially connected in series, the second coolant circuit 102 and the third refrigerant circuit 204 exchange heat to form a battery cooling circuit, and the fourth refrigerant circuit 205 exchange heat to form a passenger compartment cooling circuit.

In the present embodiment, the outdoor heat exchanger 10 may be connected to the refrigerant circulation circuit of the air conditioning system 100, and the passenger compartment cooling and/or the battery cooling may be performed.

When the passenger cabin is refrigerated, the refrigerant sequentially passes through a fourth refrigerant circulation loop 205 formed by the compressor 6, the condenser (the outdoor heat exchanger 10), the expansion valve and the evaporator 9, and the air passing through the evaporator 9 is cooled and then is sent into the passenger cabin, so that the passenger cabin is refrigerated.

The refrigerant is compressed by the compressor 6 to become high-temperature high-pressure gaseous refrigerant, the gaseous refrigerant exchanges heat with the passenger cabin and releases certain heat to become medium-temperature gaseous (or gas-liquid mixed state) refrigerant, the medium-temperature gaseous (or gas-liquid mixed state) refrigerant enters the condenser to be condensed, the temperature is reduced to form low-temperature low-pressure gas-liquid mixed state refrigerant, the low-temperature low-pressure gas-liquid mixed state refrigerant is throttled by the expansion valve and then is further cooled, the low-temperature low-pressure gas-liquid mixed state refrigerant enters the evaporator 9 to be evaporated, and the evaporator 9 is used for evaporating and converting the liquid low-temperature refrigerant into vapor and absorbing the heat of a cooled medium (air in the passenger cabin) to achieve the aim of refrigerating and cooling the passenger cabin. That is, the in-vehicle air conditioning system 100 achieves cooling of the passenger compartment by "compressing-condensing-expanding-evaporating" the refrigerant.

When the battery 4 needs to be cooled, the third refrigerant circulation circuit 204 formed by the compressor 6, the outdoor heat exchanger 10, the first heat exchanger 3 and the gas-liquid separator 8 can exchange heat with the second cooling liquid circulation circuit 102 to cool the battery 4.

In this embodiment, different refrigerant circulation loops can be formed by the first heat exchanger 3 and the evaporator 9 connected in parallel, so as to realize the cooling and heating of the passenger cabin.

Optionally, as shown in fig. 1 and 6, a first expansion valve 13 is disposed on a refrigerant liquid inlet pipeline of the first heat exchanger 3, and a second expansion valve 14 is disposed on a liquid inlet pipeline of the evaporator 9, so as to control the operations of the first heat exchanger 3 and the evaporator 9 respectively.

For example, when the battery 4 is cooled, the first expansion valve 13 is opened, the second expansion valve 14 is closed, the third refrigerant circulation circuit 204 is turned on, and heat exchange is performed with the second coolant circulation circuit 102 to cool the battery 4; when the passenger cabin is cooled, the first expansion valve 13 is closed, the second expansion valve 14 is opened, and the fourth refrigerant circulation loop 205 is conducted to cool the passenger cabin; and when both the battery 4 and the passenger compartment are cooled, both the first expansion valve 13 and the second expansion valve 14 are opened; when the battery 4 and the passenger compartment do not need to be cooled, the first expansion valve 13 and the second expansion valve 14 are closed, so that independent control of cooling of both the battery 4 and the passenger compartment is realized.

As described above, in the present embodiment, the bridge drive system 2, the battery 4, and the passenger compartment can be independently cooled, respectively, and the accuracy of the cooling control can be improved.

As shown in fig. 2 and 3, when heating is performed by using only electric drive waste heat and/or battery waste heat, the first expansion valve 13 is opened, the second expansion valve 14 is closed, the first refrigerant circulation circuit 201 is turned on, and heat exchange is performed with the first coolant circulation circuit 101; as shown in fig. 4, when dehumidification is required, the first expansion valve 13 and the second expansion valve 13 are both opened, so that each of the first refrigerant circulation circuits 201 (including the dehumidification circuit 202) is conducted to perform passenger compartment heating and dehumidification.

As shown in fig. 5, in the second refrigerant circulation circuit 203, a third expansion valve 24 is provided on the liquid inlet line of the outdoor heat exchanger 10 to control the operation of the refrigerant circulation circuit 203, and after the outdoor heat exchanger 10 absorbs heat from the external environment, the heat is dissipated to the passenger compartment through the indoor heat exchanger 7, and the passenger compartment is cooled. The third expansion valve 24 is capable of throttling and cooling to absorb heat from the external environment.

In some embodiments, as shown in fig. 1 to 6, a first three-way valve 15 is disposed between the cooling liquid inlet of the first heat exchanger 3, the outlet of the bridge driving system 2, and the outlet of the water heater 5, and a second three-way valve 16 is disposed between the cooling liquid outlet of the first heat exchanger 3, the inlet of the bridge driving system 2, and the inlet of the battery 4.

Specifically, the first three-way valve 15 includes two inlets and one outlet, the first inlet of the first three-way valve 15 is connected with the outlet of the bridge driving system 2, the second inlet of the first three-way valve 15 is connected with the outlet of the water heating heater 5, and the outlet of the first three-way valve 15 is connected with the cooling liquid inlet of the first heat exchanger 3, so that the waste heat generated by the operation of the bridge driving system 2 and the heat generated by the heating of the outlet of the water heating heater 5 can be collected by the first heat exchanger 3, and the heat is exchanged with the first refrigerant circulation loop 201 to perform heating; the second three-way valve 16 comprises an inlet and two outlets, the inlet of the second three-way valve 16 is connected with the cooling liquid outlet of the first heat exchanger 3, the first outlet of the second three-way valve 16 is connected with the inlet of the bridge driving system 2 to form a first cooling liquid circulation loop 101, and the second outlet of the second three-way valve 16 is connected with the inlet of the battery 4 to form a second cooling liquid circulation loop 102.

By the arrangement of the first three-way valve 15 and the second three-way valve 16, on the one hand, the first cooling liquid circulation loop 101 and the second cooling liquid circulation loop 102 are conveniently formed by using fewer pipelines, and on the other hand, the first heat exchanger 3 is conveniently used for absorbing heat and exchanging heat with the first refrigerant circulation loop 201 for heating. The first three-way valve 15 and the second three-way valve 16 are both normally open valves.

Further, in some embodiments, the outlet of the bridge drive system 2, the cooling fluid inlet of the first heat exchanger 3, and the inlet of the radiator 11 are provided with a first reversing valve 17 to selectively switch the first cooling fluid circulation circuit 101 and the third cooling fluid circulation circuit 103 on.

The first reversing valve 17 comprises an inlet and two outlets, the inlet a of the first reversing valve 17 is connected with the outlet of the bridge drive system 2, the first outlet B of the first reversing valve 17 is connected with the first inlet of the first three-way valve 15, and the second outlet C of the first reversing valve 17 is connected with the inlet of the radiator 11.

As shown in fig. 6, when the inlet a of the first reversing valve 17 and the second outlet C of the first reversing valve 17 are on and the inlet a of the first reversing valve 17 and the first outlet B of the first reversing valve 17 are off, the third coolant circulation circuit 103 is on, and the radiator 11 can be used to cool the bridge drive system 2.

As shown in fig. 2 and 3, when the passenger compartment is heated, the inlet a of the first reversing valve 17 and the first outlet B of the first reversing valve 17 are turned on, and the inlet a and the second outlet C of the first reversing valve 17 are turned off, so that the first coolant circulation circuit 101 can be turned on; meanwhile, the open/close state of the first outlet B may be controlled so that the first coolant circulation loop 101 and the second coolant circulation loop 102 are turned on or off, and passenger compartment heating is performed as required, as shown in fig. 3, when the first outlet B is closed, the first coolant circulation loop 101 is not turned on, and accordingly, the first coolant circulation loop 101 and the second coolant circulation loop 102 are not turned on, and passenger compartment heating may be performed by only exchanging heat generated by heating the water heater 5 with the first refrigerant circulation loop 201, and when the first outlet B is opened, the first coolant circulation loop 101 and the second coolant circulation loop 102 are turned on, and the air conditioning system 100 may absorb heat generated by heating the water heater 5 at the same time.

In this embodiment, the first reversing valve 17 is only required to be set, and the diversified heating of the passenger cabin and the cooling of the bridge driving system 2 can be realized by opening and closing the second outlet C and reversing the first reversing valve 17, so that the structure is simple and the control is convenient.

Further, a third three-way valve 18 is disposed between the inlet of the bridge driving system 2, the outlet of the radiator 11, and the coolant outlet of the first heat exchanger 3, so as to facilitate the formation of the first coolant circulation circuit 101 and the third coolant circulation circuit 103, and the third three-way valve 18 is also a normally open valve.

In some embodiments, as shown in fig. 1 to 6, a first water pump 19 is disposed on the first coolant circulation circuit 101 near the inlet of the vehicle power supply 1, and a second water pump 20 is disposed on the second coolant circulation circuit 102 near the inlet of the battery 4, so as to provide power for the flow of the coolant, facilitate the inflow and outflow of the coolant, and control the coolant flow in each coolant circulation circuit.

In some embodiments, the vehicle thermal management system further comprises a first temperature sensor 21, a second temperature sensor 22 and a third temperature sensor 23, wherein the first temperature sensor 21 is arranged on a pipeline near the inlet of the vehicle-mounted power supply 1, the second temperature sensor 22 is arranged on a pipeline near the outlet of the vehicle-mounted power supply 1, and the third temperature sensor 23 is arranged on a pipeline near the outlet of the bridge driving system 2 so as to accurately monitor the temperature of the vehicle during operation.

In this embodiment, the vehicle-mounted power supply 1 is preferably three-in-one, including a vehicle-mounted charger (OBC), a high-voltage distribution box (PDU), and a vehicle-mounted DC/DC converter, and is connected in series upstream of the bridge driving system 2 through a coolant pipe.

It should be noted that, in order to facilitate connection of each pipeline, pipelines with different flow directions can be connected together through a three-way joint and/or a four-way joint, so that the occupied space of pipeline arrangement is reduced, and meanwhile, the cost is reduced. Meanwhile, for convenience in controlling each coolant circulation loop or refrigerant circulation loop, control valves such as an expansion valve, a check valve and/or a stop valve may be disposed on corresponding pipelines, for example, a third expansion valve 24 is disposed on the second refrigerant circulation loop 203, a check valve 25 is disposed on a pipeline on the third refrigerant circulation loop 204 near an outlet of the radiator 11, and the number and the mounting position of the control valves may be set as required, which will not be described herein.

In this embodiment, improvement can be performed on the basis of the existing heat dissipation system 200 and the air conditioning system 100, and only the first heat exchanger 3 is required to be additionally arranged, and the outdoor heat exchanger 10 of the heat dissipation system 200 and the indoor heat exchanger 7 of the air conditioning system 100 are communicated through corresponding pipelines to form different refrigerant loops to be matched with different cooling liquid loops.

In this embodiment, corresponding forward and reverse pipelines may be arranged in parallel for facilitating the forward and reverse movement of the refrigerant, and a multi-way valve may be arranged at the pipeline interface to form the different refrigerant loops. For example, the outlet of the compressor 6 is connected to the inlet of the indoor heat exchanger 7 through a first pipe 301, the outlet of the compressor 6 is connected to the inlet of the outdoor heat exchanger 10 through a second pipe 302, the outlet of the compressor 6, the inlet of the first pipe 301 and the inlet of the second pipe 302 are connected through a fourth three-way valve 26, a first stop valve 27 is provided on the first pipe 301, and a second stop valve 28 is provided on the second pipe 302 to control the corresponding pipes. The pipeline has reasonable and concise structure, convenient arrangement and lower cost. The embodiment of the utility model also provides a vehicle, which comprises the vehicle thermal management system.

The vehicle provided in the embodiment of the present utility model corresponds to the vehicle thermal management system of the above embodiment, and any optional item in the vehicle thermal management system embodiment is also applicable to the vehicle embodiment, and is not described herein.

The above description is only illustrative of the preferred embodiments of the present utility model and of the principles of the technology employed. It will be appreciated by persons skilled in the art that the scope of the utility model referred to in the present utility model is not limited to the specific combinations of the technical features described above, but also covers other technical features formed by any combination of the technical features described above or their equivalents without departing from the inventive concept described above. Such as the above-mentioned features and the features having similar functions (but not limited to) of the utility model.

Claims (10)

1. A vehicle thermal management system, comprising:

the cooling liquid loop comprises a first cooling liquid circulation loop and a second cooling liquid circulation loop, the first cooling liquid circulation loop comprises a vehicle-mounted power supply, a bridge driving system and a first heat exchanger which are sequentially connected in series, and the second cooling liquid circulation loop comprises a battery, a water heating heater and the first heat exchanger which are sequentially connected in series;

the refrigerant loop comprises a first refrigerant circulation loop, the first refrigerant circulation loop comprises a compressor, an indoor heat exchanger, a first heat exchanger and a gas-liquid separator which are sequentially connected in series, and the first refrigerant circulation loop can exchange heat with the first cooling liquid circulation loop and/or the second cooling liquid circulation loop to form different heating loops.

2. The vehicle thermal management system of claim 1, wherein the first refrigerant circulation loop further comprises an evaporator connected in parallel between the refrigerant inlet of the first heat exchanger and the refrigerant outlet of the first heat exchanger, the compressor, indoor heat exchanger, evaporator, and the vapor-liquid separator being connected in series in order to form a dehumidification loop.

3. The vehicle thermal management system of claim 1, wherein the refrigerant circuit further comprises a second refrigerant circulation circuit including the compressor, indoor heat exchanger, outdoor heat exchanger, the gas-liquid separator connected in series in order, the second refrigerant circulation circuit forming a heating circuit.

4. The vehicle thermal management system of claim 2, wherein the refrigerant circuit further comprises a third refrigerant circuit comprising the compressor, an outdoor heat exchanger, a first heat exchanger, and the gas-liquid separator connected in series in that order, and a fourth refrigerant circuit comprising the compressor, an outdoor heat exchanger, an evaporator, and the gas-liquid separator connected in series in that order,

the second coolant circulation loop and the third refrigerant circulation loop exchange heat to form a battery cooling loop, and the fourth refrigerant circulation loop forms a passenger cabin cooling loop.

5. The vehicle thermal management system of claim 1, wherein the coolant loop further comprises a third coolant circulation loop including the on-board power supply, bridge drive system, and radiator connected in series in order, the third coolant circulation loop forming an electrically driven cooling loop.

6. The vehicle thermal management system of claim 5, wherein a first three-way valve is disposed between the coolant inlet of the first heat exchanger, the outlet of the bridge drive system, and the outlet of the water heater, and a second three-way valve is disposed between the coolant outlet of the first heat exchanger, the inlet of the bridge drive system, and the inlet of the battery.

7. The vehicle thermal management system of claim 5, wherein a first water pump is disposed on the first coolant circulation loop proximate the inlet of the on-board power supply and a second water pump is disposed on the second coolant circulation loop proximate the inlet of the battery.

8. The vehicle thermal management system of claim 5, further comprising a first temperature sensor disposed on the conduit proximate the inlet of the on-board power supply, a second temperature sensor disposed on the conduit proximate the outlet of the on-board power supply, and a third temperature sensor disposed on the conduit proximate the outlet of the bridge drive system.

9. The vehicle thermal management system of claim 5, wherein the outlet of the bridge drive system, the coolant inlet of the first heat exchanger, and the inlet of the radiator are provided with a first reversing valve to selectively switch the first coolant circulation loop and the third coolant circulation loop on.

10. A vehicle comprising a vehicle thermal management system according to any one of claims 1-9.