WO2023272433A1

WO2023272433A1 - Vehicle thermal management system and vehicle

Info

Publication number: WO2023272433A1
Application number: PCT/CN2021/102754
Authority: WO
Inventors: 王彦忠; 于述亮; 张宏济
Original assignee: 华为数字能源技术有限公司
Priority date: 2021-06-28
Filing date: 2021-06-28
Publication date: 2023-01-05
Also published as: CN113784859B; CN113784859A

Abstract

Provided are a vehicle thermal management system and a vehicle, relating to the technical field of refrigeration and heating. A cooling unit (420) is provided in a refrigerant flow path and a coolant flow path to lower the temperature inside a passenger compartment (1) by lowering the temperature of a refrigerant, and to lower the temperature of a power assembly (3) by lowering the temperature of a coolant; a heat distribution unit (430) is provided in the refrigerant flow path and the coolant flow path to raise the temperature of the coolant by performing heat exchange on the refrigerant and the coolant, so as to raise the temperature inside the passenger compartment (1) and the temperature of a battery (4); and a hydraulic unit (440) is provided in the refrigerant flow path and the coolant flow path to lower the temperature of the coolant by performing heat exchange on the refrigerant and the coolant, so as to lower the temperature of the battery (4) and the temperature of the power assembly (3). A plurality of devices can be controlled to work at a suitable temperature without using a large amount of electricity, such that the electricity consumption is effectively reduced.

Description

A thermal management system of a vehicle and the vehicle

technical field

The invention relates to the technical field of refrigeration and heating, in particular to a thermal management system of a vehicle and the vehicle.

Background technique

If the temperature of the battery, motor and other equipment on the vehicle is too high or too low, it will affect its normal operation. If the temperature of the passenger compartment, seat and other equipment on the vehicle is too high or too low, it will affect the user experience, so control these The temperature of the equipment is very necessary. Taking a battery as an example, if the temperature of the battery is relatively low, the discharge efficiency of the battery is relatively low, and if the temperature of the battery is relatively high, there is a potential for the battery to explode due to high temperature.

In the existing way, the temperature control of the above-mentioned equipment is generally realized by controlling the operation of the heating equipment or the cooling equipment, such as controlling the heating equipment to release heat to increase the temperature of the above-mentioned equipment, and controlling the refrigeration equipment to release cold air to reduce the temperature of the above-mentioned equipment. If it is necessary to adjust the temperature of multiple devices, how to reasonably increase or decrease the temperature of multiple devices, and how to use the least amount of power to achieve the temperature of multiple devices in a suitable environment is an urgent problem to be solved at present.

Contents of the invention

In order to solve the above problems, the embodiment of the present application provides a vehicle thermal management system and the vehicle, which can not only raise and lower the temperature for multiple devices to make them work at a suitable temperature, but also only need to use very little The electricity can make each device achieve the effect of heating or cooling.

For this reason, the embodiment of the application adopts following technical scheme:

In a first aspect, the present application provides a thermal management system for a vehicle, including: a cooling unit, disposed in the refrigerant flow path and the coolant flow path, for reducing the temperature of the passenger compartment by reducing the temperature of the refrigerant, And reduce the temperature of the powertrain by reducing the temperature of the cooling liquid, the refrigerant flow path is the pipeline through which the refrigerant flows, and the cooling liquid flow path is the pipeline through which the cooling liquid flows; heat an adjustment unit, arranged in the refrigerant flow path and the cooling liquid flow path, for exchanging heat between the refrigerant and the cooling liquid, and increasing the temperature of the cooling liquid to increase the temperature of the occupant The temperature of the cabin and/or the temperature of the battery; the hydraulic unit is arranged in the refrigerant flow path and the cooling liquid flow path, and is used for exchanging heat between the refrigerant and the cooling liquid, by reducing the Coolant temperature to reduce the temperature of the battery and/or the temperature of the powertrain.

In this embodiment, by arranging a plurality of components on the refrigerant flow path and the coolant flow path, such as setting a cooling unit in the refrigerant flow path and the coolant flow path, the internal temperature of the passenger compartment is reduced by reducing the refrigerant, Reduce the temperature of the powertrain by reducing the temperature of the coolant; for example, a heat adjustment unit is set in the refrigerant flow path and the coolant flow path, and the temperature of the coolant is increased to increase the temperature of the coolant by exchanging heat between the refrigerant and the coolant. The temperature inside the passenger compartment and the temperature of the battery; if a hydraulic unit is installed in the refrigerant flow path and the coolant flow path, the heat exchange between the refrigerant and the coolant can reduce the temperature of the coolant to reduce the temperature and power of the battery assembly temperature. This application cools down the powertrain by realizing the heat exchange between the cooling liquid and the refrigerant, the heat exchange between the cooling liquid and the refrigerant and the air, and the heat exchange between the cooling liquid and the power Heating and cooling the interior of the passenger compartment can control multiple devices to work at a suitable temperature. At the same time, heating and cooling devices that require a lot of power to work are not used, which can effectively reduce power consumption.

In one embodiment, it further includes a compression unit disposed in the refrigerant flow path and used for circulating the refrigerant in the refrigerant flow path.

In this embodiment, a compression unit is arranged on the refrigerant flow path to provide kinetic energy for the refrigerant in the flow path, so that the refrigerant can circulate in the refrigerant flow path.

In one embodiment, the cooling unit includes an air-cooled condenser and a low-temperature radiator, and the air-cooled condenser is arranged in the refrigerant flow path and connected with the compression unit for reducing the The temperature of the refrigerant flowing out of the compression unit; the low-temperature radiator is arranged in the cooling liquid flow path and connected with the power assembly, and is used to reduce the temperature of the cooling liquid flowing out of the power assembly temperature.

In this embodiment, an air-cooled condenser is arranged on the refrigerant flow path and a low-temperature radiator is arranged on the cooling liquid flow path to lower the temperature of the refrigerant and the cooling liquid so that the cooled refrigerant and the cooled cooling liquid flow into the On the heating equipment in the corresponding two flow paths, the temperature of the heating equipment is cooled. Moreover, these two devices both exchange heat with the air in the external environment, do not need electricity, and can effectively reduce electricity consumption.

In one embodiment, the low-temperature radiator is also used to increase the temperature of the coolant flowing out of the power assembly.

In this embodiment, if the temperature of the air in the external environment is higher than the temperature of the cooling liquid, the heat in the air can be transferred to the cooling liquid, and the temperature of the cooling liquid can be increased without electric heating, thereby Effectively reduce power consumption.

In one embodiment, the cooling unit further includes: a regulating valve, which is arranged in the refrigerant flow path and between the compression unit and the air-cooled condenser, for Controlling whether the refrigerant flows into the air-cooled condenser.

In this embodiment, the regulating valve is controlled by the main controller on the vehicle. The main controller is based on the heating conditions of the heating equipment on the vehicle, the temperature of the external environment, the temperature of the battery 4, the temperature inside the passenger compartment, and the speed of the vehicle. Factors to control whether the regulating valve is conducting, and the flow of refrigerant after conducting. The heat exchange effect of the air-cooled condenser is controlled by controlling whether the regulating valve is conducted, controlling whether the refrigerant flows into the air-cooled condenser, and controlling the flow rate of the refrigerant flowing into the air-cooled condenser.

In one embodiment, the heat allocation unit includes a water-cooled condenser, and the water-cooled condenser includes a first water-cooled condenser flow path and a second water-cooled condenser flow path, and the first water-cooled condenser flow path is set at The refrigerant flow path is used to exchange heat for the refrigerant and reduce the temperature of the refrigerant flowing out of the compression unit; the second water-cooled condenser flow path is arranged in the cooling liquid flow path , for exchanging heat on the cooling liquid to increase the temperature of the cooling liquid in the flow path of the second water-cooled condenser.

In this embodiment, the water-cooled condenser includes two flow paths. By transferring the heat of the fluid in one flow path to the other flow path for heat exchange, the temperature of the fluid in one flow path can be lowered, and the fluid in the other flow path can be cooled. The fluid heats up. In this application, the flow path of the first water-cooled condenser is set on the refrigerant flow path, and the flow path of the second water-cooled condenser is set on the coolant flow path. When the refrigerant and the coolant flow into the water-cooled condenser, the first water-cooled condenser The temperature difference between the refrigerant in the flow path and the cooling liquid in the flow path of the second water-cooled condenser transfers the heat on the high-temperature refrigerant to the low-temperature cooling liquid, and realizes the temperature on the refrigerant without requiring electricity Reduce and increase the temperature on the coolant, effectively reducing power consumption.

In one embodiment, the heat adjustment unit further includes: a battery heat exchanger, the battery heat exchanger includes a first battery heat exchanger flow path and a second battery heat exchanger flow path, the first battery heat exchanger The heat exchanger flow path is arranged in the cooling liquid flow path and is connected with the second water-cooled condenser flow path for reducing the temperature of the cooling liquid flowing out from the second water-cooled condenser flow path; The second battery heat exchanger flow path is set in the cooling liquid flow path and is connected to the battery for exchanging heat with the cooling liquid, increasing the temperature of the cooling liquid to increase the temperature of the battery. temperature.

In this embodiment, in winter, because the battery is at a low temperature, the temperature of the coolant in the heat exchanger flow path of the second battery is relatively low, while the coolant in the heat exchanger flow path of the first battery heats up through the water-cooled condenser , so when the coolant in the two flow paths flows into the battery heat exchanger, heat exchange is performed, and the temperature of the coolant in the flow path of the second battery heat exchanger is raised to provide heat for the battery, so that the battery is at a suitable temperature down to work.

In one embodiment, the heat adjustment unit further includes: a regulating valve, the regulating valve is arranged in the refrigerant flow path, and is located between the compression unit and the first water-cooled condenser flow path time for controlling whether the refrigerant flows into the water-cooled condenser.

In this embodiment, the regulating valve is controlled by the main controller on the vehicle. The main controller is based on factors such as the heat generation of the heating equipment on the vehicle, the temperature of the external environment, the temperature of the battery, the temperature inside the passenger compartment, and the speed of the vehicle. , to control whether the regulating valve is conducting, and the flow of refrigerant after conducting. The heat exchange effect of the water-cooled condenser is controlled by controlling whether the regulating valve is conducted, controlling whether the refrigerant flows into the water-cooled condenser, and controlling the flow rate of the refrigerant flowing into the water-cooled condenser.

In one embodiment, the heat adjustment unit further includes a three-way reversing valve, the three-way reversing valve is arranged in the refrigerant flow path and connected to the second water-cooled condenser flow path, Used to divert the coolant flowing out of the water-cooled condenser to the battery heat exchanger and/or the passenger compartment.

In this embodiment, if there are more devices that need to be heated connected to the flow path of the second water-cooled condenser, a three-way reversing valve can be set on the flow path of the second water-cooled condenser. By controlling whether the three-way reversing valve is opened, And the flow rate of the coolant after opening, to provide high-temperature coolant for multiple devices that need to be heated, so that multiple devices that need to be heated can work at a suitable temperature, and by controlling the conduction of the regulator, it can be Precisely provide different high-temperature coolants for different equipment that needs to be cooled, so that each equipment that needs to be heated can be heated to a reasonable temperature.

In one embodiment, the heat adjustment unit further includes a water pump, the water pump is arranged in the refrigerant flow path and connected to the second water-cooled condenser flow path, and is used to make the cooling liquid flow in the flows in the second water-cooled condenser.

In this embodiment, since the refrigerant in the flow path of the first water-cooled condenser can be circulated in the flow path through the compressor, but the coolant in the flow path of the second water-cooled condenser cannot be circulated, so by adding a water pump After receiving the control command, the water pump pumps the coolant from one end to the other end, so that the coolant pumped into the other end has kinetic energy, so that the coolant circulates in the coolant flow path where the water-cooled condenser is located.

In one embodiment, the hydraulic unit includes a cooler, and the cooler includes a first cooler flow path and a second cooler flow path, and the first cooler flow path is arranged in the coolant flow path , used to reduce the temperature of the refrigerant; the second cooler flow path is set in the refrigerant flow path, used to exchange heat for the refrigerant, and raise the temperature of the second cooler flow path temperature of the refrigerant.

In this embodiment, the cooler utilizes the temperature difference between the cooling liquid and the refrigerant in the two flow paths to perform heat exchange, and transfers the heat in the cooling liquid to the refrigerant. The temperature of the liquid is lowered, which can better cool down the battery, which can effectively reduce the power consumption.

In one embodiment, the hydraulic unit further includes a first four-way valve, a second four-way valve, and a three-way reversing valve, for controlling the flow of the cooling liquid between the cooling unit and the heat adjustment unit. , between the battery and the powertrain.

In this embodiment, after receiving the control command, by controlling the conduction direction of the two four-way valves and the three-way reversing valve, the direction of the coolant flow on the coolant flow path can be changed, so that the coolant can carry the heat generating equipment Provide heat for equipment that needs to be heated. For example, if two four-way valves are connected in series, the coolant input from the three-way reversing valve can be distributed to the battery, powertrain and other equipment, as well as to the cooler. On the other hand, by controlling the flow direction of two four-way valves, it is possible to provide low-temperature coolant for multiple equipment that needs to be cooled, so that they can work at a suitable temperature.

In one embodiment, the first four-way valve, the second four-way valve and the three-way reversing valve are arranged in the coolant flow path, and the first four-way valve of the first The port and the second port of the first four-way valve are connected to two ports of the coolant flow path in the battery, and the third port of the first four-way valve is connected to one of the first cooler flow paths. Port connection, the fourth port of the first four-way valve is connected to the first port of the second four-way valve; the second port of the second four-way valve is connected to the other port of the first cooler flow path One port is connected, the third port of the second four-way valve is connected to one port of the coolant flow path in the powertrain, the fourth port of the second four-way valve is connected to the three-way reversing valve The second port of the three-way reversing valve is connected to the cooling unit, and the third port of the three-way reversing valve is connected to the other port of the coolant flow path in the powertrain .

In one embodiment, the hydraulic unit further includes a regulating valve, the regulating valve is arranged in the refrigerant flow path and is connected to the second cooler flow path, and is used to control the flow of the refrigerant whether to flow into the cooler.

In this embodiment, the regulating valve is controlled by the main controller on the vehicle. The main controller is based on factors such as the heat generation of the heating equipment on the vehicle, the temperature of the external environment, the temperature of the battery, the temperature inside the passenger compartment, and the speed of the vehicle. , to control whether the regulating valve is conducting, and the flow of refrigerant after conducting. By controlling whether the regulating valve is conducting, controlling whether the refrigerant flows into the cooler, and controlling the flow of the refrigerant flowing into the cooler, the effect of the cooler transferring heat in the cooling liquid to the refrigerant is controlled.

In one embodiment, the hydraulic unit further includes a water pump, the water pump is arranged in the refrigerant flow path and connected to the second battery heat exchanger flow path, and is used to make the cooling liquid flow in the Flow in the second battery heat exchanger flow path.

In this embodiment, since the coolant in the loop formed by the second battery heat exchanger flow path, the battery, and the first four-way valve has no power, or the power of the coolant flowing in from other flow paths is relatively small, it cannot be used in this loop. Therefore, by adding a water pump, the water pump pumps the coolant at one end to the other end after receiving the control command, so that the coolant pumped into the other end has kinetic energy, so that the coolant flow path where the battery is located , the coolant circulates.

In one embodiment, the hydraulic unit further includes a water pump, the water pump is arranged in the refrigerant flow path and connected to the power assembly, and is used to make the coolant flow in the power assembly .

In this embodiment, since the coolant in the loop formed by the powertrain, the three-way reversing valve, and the second four-way valve has no power, or the power of the coolant flowing in from other flow paths is relatively small, it cannot be used in this loop. Therefore, by adding a water pump, the water pump pumps the coolant from one end to the other end after receiving the control command, so that the coolant pumped into the other end has kinetic energy, so that the coolant flow path where the powertrain is located , the coolant circulates.

In one embodiment, it also includes: a gas-liquid separator, the gas-liquid separator is arranged at one end of the compression unit, used to filter the refrigerant, and input the gaseous refrigerant into the compression unit .

In this embodiment, the gas-liquid separator generally adopts the principle of centrifugal separation and screen filtration to realize a separation device for removing liquid, which is mainly composed of a cylinder, a cyclone separator, a high-efficiency foam breaking net, and a sewage valve. . In this application, the refrigerant gathered by the hydraulic unit and the passenger compartment flows into the gas-liquid separator, and the gas-liquid separator separates the gaseous refrigerant from the liquid refrigerant, filters out the gaseous refrigerant, and allows the gaseous refrigerant to flow into the compression unit middle.

In one embodiment, it also includes: a regenerator, the regenerator is coupled to the gas-liquid separator, and at one end of the air-cooled condenser and the low-temperature radiator, for reducing the The temperature of the refrigerant flowing out of the air-cooled condenser and the low-temperature radiator.

In this embodiment, the regenerator is used to provide heat indirect exchange space for cold and hot fluids of different temperatures, to achieve the function of heating the cold fluid and cooling the hot fluid, after the refrigerant comes out of the air-cooled condenser/or water-cooled condenser , first enter the regenerator for heat exchange, and then enter the cooler and/or evaporator, so as to realize the regenerative refrigeration cycle, which can further improve the cooling/heating operating efficiency of the thermal management system and increase the cruising range of the vehicle.

In one embodiment, it further includes: an evaporator, the evaporator is arranged in the refrigerant flow path and is connected to the water-cooled condenser, and is used for cooling the refrigerant and the evaporator. heat exchange with the ambient air, reducing the temperature of the passenger compartment.

In this embodiment, the evaporator is arranged on the refrigerant flow path, and the cooled refrigerant passes through the evaporator, exchanges energy with the air in the environment where the evaporator is located, and lowers the temperature of the air in the environment where the evaporator is located, realizing Lower the temperature inside the passenger compartment.

In one embodiment, it further includes: a regulating valve, the regulating valve is arranged in the refrigerant flow path and connected with the evaporator, and is used to control whether the refrigerant flows into the evaporator .

In this embodiment, the regulating valve is controlled by the main controller on the vehicle, and the main controller controls whether the cooling system is allowed to cool or not by controlling whether the regulating valve is conducting or not according to the temperature setting instruction input by the user or the ambient temperature and other factors. The refrigerant enters the evaporator and the flow of the refrigerant after conduction is used to adjust the temperature inside the passenger compartment.

In one embodiment, it further includes: a heater, the heater is arranged on the cooling liquid flow path and connected to the second water-cooled condenser flow path, for cooling the cooling liquid and the The ambient air in which the heater is located exchanges heat, lowering or raising the temperature of the passenger compartment.

In this embodiment, the heater is arranged on the coolant flow path, and the heated or cooled coolant flows into the heater, so that the temperature of the heater increases or decreases, thereby realizing the increase or decrease of the temperature inside the passenger compartment, thereby improving user experience.

In one embodiment, it further includes: a fan, configured to flow the air of the environment where the evaporator and the heater are located into the passenger compartment.

In this embodiment, a fan is arranged on the evaporator, and the cooling capacity on the evaporator is converted into cold air by the fan, and blown into the passenger compartment, so that the temperature inside the passenger compartment is reduced, thereby improving user experience.

In a second aspect, the present application provides a vehicle, which includes a passenger compartment, a powertrain, a battery, and a thermal management system that may be implemented as in the first aspect, wherein the thermal management system is used to reduce the temperature, lowering or raising the temperature of the battery, and lowering or raising the temperature of the passenger compartment.

Description of drawings

The following briefly introduces the drawings used in the embodiments or the description of the prior art.

FIG. 1 is a schematic structural diagram of a thermal management system of a vehicle;

Fig. 2 is a structural schematic diagram of a thermal management system of a vehicle in the prior art;

Fig. 3 is a structural schematic diagram of a thermal management system of a vehicle in the prior art;

FIG. 4 is a schematic structural diagram of a thermal management system of a vehicle provided in an embodiment of the present application;

FIG. 5 is a schematic structural diagram of a thermal management system of a vehicle provided in an embodiment of the present application;

Fig. 6 is a schematic diagram of flow paths for cooling the passenger compartment, powertrain and battery of the thermal management system of the vehicle provided by the embodiment of the present application;

Fig. 7 is a schematic diagram of flow paths for cooling the passenger compartment, powertrain and battery of the thermal management system of the vehicle provided by the embodiment of the present application;

FIG. 8 is a schematic diagram of a flow path for cooling the passenger compartment and the powertrain of the thermal management system of the vehicle provided by the embodiment of the present application;

FIG. 9 is a schematic diagram of a flow path for cooling a powertrain and a battery in a thermal management system of a vehicle provided in an embodiment of the present application;

FIG. 10 is a schematic diagram of a flow path for cooling a battery in a thermal management system of a vehicle provided in an embodiment of the present application;

Fig. 11 is a schematic diagram of the flow path for heating the passenger compartment and the battery of the thermal management system of the vehicle provided by the embodiment of the present application;

Fig. 12 is a schematic diagram of the flow path for heating the passenger compartment of the thermal management system of the vehicle provided by the embodiment of the present application;

FIG. 13 is a schematic diagram of the flow path for heating the passenger compartment of the thermal management system of the vehicle provided by the embodiment of the present application;

FIG. 14 is a schematic diagram of a flow path for heating a battery in a thermal management system of a vehicle provided in an embodiment of the present application;

FIG. 15 is a schematic diagram of a flow path for heating a battery in a thermal management system of a vehicle provided in an embodiment of the present application;

FIG. 16 is a schematic diagram of a flow path for heating a battery in a thermal management system of a vehicle provided in an embodiment of the present application;

Fig. 17 is a schematic diagram of the flow path for heating and dehumidifying the passenger compartment of the thermal management system of the vehicle provided by the embodiment of the present application;

FIG. 18 is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present application;

FIG. 19 is a schematic diagram of the flow path for cooling the battery in the thermal management system of the vehicle provided by the embodiment of the present application;

FIG. 20 is a schematic diagram of a flow path for raising the temperature of a battery in a thermal management system of a vehicle provided in an embodiment of the present application.

detailed description

The technical solutions in the embodiments of the present application will be described below with reference to the drawings in the embodiments of the present application.

FIG. 1 is a schematic circuit diagram of a thermal management system of a vehicle. As shown in FIG. 1 , the system includes a refrigerant flow path 110 , a high-temperature coolant flow path 120 and a low-temperature coolant flow path 130 .

During cooling in summer, in the high-temperature coolant flow path 120, the coolant is cooled by a low temperature radiator (LTR), and then circulated to the motor and electronic control components to reduce the temperature of the motor and electronic control components; When heating, two positive temperature coefficient heaters (positive temperature coefficient, PTC) are used to provide heat for the battery and the passenger compartment respectively, so as to increase the temperature of the battery and the temperature inside the passenger compartment. However, due to the relatively large power consumption of the PTC, if the heat provided by the vehicle for the battery, the passenger compartment and other equipment is supplied by the PTC, the power consumption of the battery will be relatively serious, thereby affecting the battery life of the vehicle.

In order to solve the above-mentioned shortcomings of serious power consumption, two solutions are provided in the prior art, as shown in Figure 2 and Figure 3, specifically:

As shown in Figure 2, a thermal management system of a vehicle provided in the prior art, in order to reduce energy consumption, the solution recovers the heat generated by equipment such as batteries and motors on the vehicle, which can reduce the need for heating equipment Release heat, thereby reducing the power consumption of heating equipment.

Its working principle is: by adding the heat recovery heat exchanger 106, the heat in the motor 201 is transferred to the refrigerant in the refrigerant flow path, and then the heat is transferred to the passenger compartment through the internal condenser 103; then PTC is required, Heat up the battery. Wherein, during heating in winter, the refrigerant flow direction in the refrigerant flow path is: compressor 101→stop valve 109→internal condenser 103→liquid receiver 107→throttle valve 114→external heat exchanger (evaporator) 102 → shut-off valve 110 → compressor 101; during heat recovery, the refrigerant flow direction in the refrigerant flow path is: compressor 101 → shut-off valve 109 → internal condenser 103 → liquid receiver 107 → throttle valve 112 → heat recovery Heat exchanger 106 → compressor 101 .

In this prior art, the PTC 207 is still required to provide heat during the heating process in winter, and the flow direction of the refrigerant in the external heat exchanger (condenser) 102 is opposite to that in the winter heating when cooling in summer , and one is the condensation process, and the other is the evaporation process. For an external heat exchanger (condenser) 102, it is difficult to make both the cooling function and the heating function reach the optimal state, resulting in the cooling effect and heating effect of the system. bad.

As shown in Fig. 3, by adding a heat exchanger 224, during cooling in summer, the heat carried by the refrigerant is transferred to the cooling liquid through the heat exchanger 224, and the cooling liquid transfers heat to the ambient atmosphere in the heat exchanger 236 When heating in winter, the refrigerant transfers the cooling capacity to the cooling liquid in the refrigerator 220, and the cooling liquid transfers the cooling capacity to the ambient atmosphere in the heat exchanger 236; in the cooling liquid flow path, through the water valve combination 208 The adjustment of the water circuit of the battery and the motor is coupled, so that the excess heat on the motor and the battery can be recovered to the heat pump system, and then supplied to the passenger compartment for heating.

In this prior art, when cooling in summer, since the condenser adopts the method of secondary heat exchange (refrigerant-coolant-air) to provide cold air for the battery, passenger compartment and other equipment, if the vehicle is in high temperature climbing Under normal circumstances, due to the high-load operation of the motor, the cooling capacity is weakened, which further leads to higher and higher battery temperatures, and there is a risk of high-temperature explosion; when heating in winter, limited by the design of the water circuit of the motor and battery, it is impossible in a certain ambient temperature range. Absorb heat from the environment and recycle motor waste heat; when the vehicle is running at low temperature, heat transfer from the path of "motor-heat pump-battery" cannot be realized, resulting in the system being unable to heat the battery.

Although the existing thermal management systems of the two vehicles solve the problem of relatively large power consumption during heating in winter, they both lead to other problems, such as poor cooling effect in summer and inability to heat certain equipment. In order to solve the defects of the existing solutions, the present application redesigns a thermal management system of a vehicle to solve the problem of relatively large power consumption during heating in winter without causing other problems.

Fig. 4 is a schematic structural diagram of a thermal management system of a vehicle provided by an embodiment of the present application. As shown in FIG. 4 , the system includes: a compression unit 410 , a cooling unit 420 , a heat allocation unit 430 , a hydraulic unit 440 and a heating ventilation and air conditioning (HVAC) unit 450 . Wherein, the connection between the various units is realized through the refrigerant flow path and the cooling liquid flow path. Wherein, the refrigerant flow path means that the liquid and/or gas flowing in the flow path is refrigerant, and the cooling liquid flow path means that the liquid flowing in the flow path is cooling liquid.

It should be noted firstly that CO ₂ is used as the refrigerant in the refrigerant flow path of the present application, and of course ammonia water (NH ₃ /H ₂ O), methyl ether (CH ₃ -O-CH ₃ ), four Fluoroethane (CH ₂ FCF ₃ ), tetrafluoropropylene (C ₃ H ₂ F ₄ ) and other refrigerants are substituted, and this application is not limited here; in the cooling liquid flow path of this application, the cooling liquid is generally composed of water, antifreeze And the composition of additives, according to the different antifreeze components, the cooling liquid can be divided into alcohol type, glycerin type, ethylene glycol type and other types. The cooling liquid in this application can be of any type, which is not limited here.

The compression unit 410 is arranged on the refrigerant flow path, and provides kinetic energy for the refrigerant in the flow path, so that the refrigerant can circulate in the refrigerant flow path. Exemplarily, the compression unit 410 includes a compressor 5 . After the compressor 5 receives the control command, it increases the pressure of a certain value to the refrigerant flowing into the compressor 5, so that the refrigerant flowing out of the compressor 5 has kinetic energy and can circulate in the refrigerant flow path.

Optionally, the compression unit 410 also includes an on-board battery charger (OBC) and/or a direct current-direct current converter (DCDC) converter 2, which are generally arranged on the coolant flow path, Circulating coolant to cool down. Taking OBC as an example, OBC and compressor 5 can be integrated into one device, so that there is no need for controllers and other equipment in compressor 5, and then the executive devices (such as motors) in compressor 5 are connected to the controller on OBC through wires , share a controller between the compressor 5 and the OBC, not only integrate the controller of the compressor 5 with the OBC, but also use the coolant to cool the OBC, and prevent the heat generated by the controller of the compressor 5 from being refrigerated during cooling operation The agent is taken away, resulting in a decrease in the overall efficiency of the compressor 5; and during heating, the heat generated by the compressor 5 can be recovered through the cooling liquid, thereby improving the heating energy efficiency of the system.

The cooling unit 420 is arranged on the refrigerant flow path and the cooling liquid flow path, and performs heat exchange. By transferring the heat in the refrigerant and the cooling liquid to the air, the temperature of the refrigerant and the cooling liquid is lowered, so that the cooled refrigerant and the cooling liquid The cooled coolant flows into the heating equipment in the corresponding two flow paths respectively to cool down the heat-generating equipment, or heat the coolant so that the heated coolant flows into the corresponding heating equipment in the corresponding flow path to provide cooling for the heating equipment required. Heating device heating. Exemplarily, the cooling unit 420 includes an air-cooled condenser (air condenser, A-cond) 6 and an LTR 7. Among them, A-cond 6 is set on the refrigerant flow path, which is used to transfer the heat in the refrigerant to the air, thereby reducing the temperature of the refrigerant, and its condensation effect is related to the temperature of the refrigerant and the ambient temperature (heat transfer temperature difference) , the higher the heat transfer temperature difference (the difference between the temperature of the refrigerant and the ambient temperature is relatively large), the better the condensation effect and the more obvious the temperature drop of the refrigerant. Therefore, the refrigerant in the refrigerant flow path is circulated to the A-cond 6, and the heat in the refrigerant is transferred to the air by using the A-cond 6, thereby reducing the temperature of the refrigerant. The cooled refrigerant circulates into the HVAC unit 450 to lower the temperature in the passenger compartment 1 , so as to reduce the temperature inside the passenger compartment 1 during cooling in summer.

Optionally, a regulating valve 25 is provided in the flow path between the A-cond 6 and the compressor 5. The regulating valve 25 is controlled by the main controller on the vehicle, and the main controller controls and regulates it according to factors such as the heating condition of the heating equipment on the vehicle, the temperature of the external environment, the temperature of the battery 4, the temperature inside the passenger compartment 1, and the speed of the vehicle. Whether the valve 25 is conducting, and the flow rate of the refrigerant after conducting. By controlling whether the regulating valve 25 is conducting, controlling whether the refrigerant flows into the A-cond 6, and controlling the flow of the refrigerant flowing into the A-cond 6, the heat exchange effect of the A-cond 6 is controlled.

The LTR 7 is set on the coolant flow path and connected to the powertrain (including the motor) 3 for heat exchange. LTR7 realizes the transfer of heat in the coolant to the air by increasing the heat dissipation area, thereby reducing the temperature of the coolant. When the high-temperature coolant flowing out from the powertrain 3 is circulated to the LTR 7, the LTR 7 transfers the heat in the high-temperature coolant to the air, and outputs the coolant with a relatively low temperature, or when the external ambient temperature is higher than the coolant temperature , transfer the heat in the air to the coolant, and output the coolant with a higher temperature.

Optionally, if the LTR 7 is a passive radiator without a fan, the cooling unit 420 further includes a fan 8 . When the vehicle is at a low speed or at a standstill, the fan 8 can be controlled to work to allow the air in the surrounding environment of the LTR 7 to flow, so that the cooling effect of the LTR7 is more obvious.

The heat allocation unit 430 is arranged on the refrigerant flow path and the cooling liquid flow path to perform heat exchange. Under normal circumstances, the temperature of the refrigerant is higher than that of the cooling liquid. By transferring the heat from the refrigerant to the cooling liquid, the temperature on the refrigerant decreases, which can heat up the heating equipment on the refrigerant flow path, and the temperature on the cooling liquid Elevation can heat the battery 4, the passenger compartment 1 and other equipment on the coolant flow path, so that these equipment can increase the temperature. Exemplarily, the heat adjustment unit 430 includes a water-cooled condenser (waste-condenser, W-cond) 9 and a battery-heat exchanger (battery-heat exchanger, BAT-HX) 10 . Among them, W-cond 9 includes two flow paths. By transferring the heat of the fluid in one flow path to the other flow path for heat exchange, the temperature of the fluid in one flow path is lowered and the fluid in the other flow path is heated up. In this application, the first W-cond flow path of W-cond 9 is set on the refrigerant flow path, and the second W-cond flow path is set on the coolant flow path. When the refrigerant and coolant flow into W-cond 9, Utilizing the temperature difference between the refrigerant in the first W-cond flow path and the cooling liquid in the second W-cond flow path, the heat on the high-temperature refrigerant is transferred to the low-temperature cooling liquid to achieve temperature reduction and cooling on the refrigerant. The temperature on the coolant rises.

Optionally, a regulating valve 26 is provided in the flow path between the first W-cond flow path of W-cond 9 and the compressor 5. The regulating valve 26 is controlled by the main controller on the vehicle, and the main controller controls and regulates it according to factors such as the heating condition of the heating equipment on the vehicle, the temperature of the external environment, the temperature of the battery 4, the temperature inside the passenger compartment 1, and the speed of the vehicle. Whether the valve 26 is conducting, and the flow rate of the refrigerant after conducting. By controlling whether the regulating valve 26 is conducted, controlling whether the refrigerant flows into the W-cond 9, and controlling the flow of the refrigerant flowing into the W-cond 9, the heat exchange effect of the W-cond 9 is controlled.

Optionally again, a water pump 16 is set on the second W-cond flow path of W-cond 9. Since the refrigerant in the first W-cond flow path of W-cond 9 can be circulated in this flow path through the compressor 5, but the coolant in the second W-cond flow path cannot be circulated, so by adding a water pump 16. After receiving the control command, the water pump 16 pumps the coolant from one end to the other end, so that the coolant pumped into the other end has kinetic energy, so that the coolant circulates in the coolant flow path where W-cond 9 is located flow.

The BAT-HX 10 is set on the coolant flow path, which includes two flow paths, one flow path (subsequently referred to as "the first BAT-HX flow path") is connected in series with the W-cond 9 and the water pump 16, and the other flow path ( Subsequently referred to as “the second BAT-HX flow path”) is connected in series with the battery 4 . When in winter, because battery 4 is at low temperature, the coolant temperature of the second BAT-HX flow path in BAT-HX 10 is relatively low, while the coolant temperature of the first BAT-HX flow path in BAT-HX 10 The temperature is raised through W-cond 9, so when the coolant in the two flow paths flows into the BAT-HX 10, heat exchange is performed, and the temperature of the coolant in the second BAT-HX flow path is raised to provide heat for the battery 4, Make the battery 4 work at a suitable temperature.

Optionally, if there are many devices that need to be heated connected to the second W-cond flow path of W-cond 9, a splitter can be set on the second W-cond flow path of W-cond 9, such as a three-way switch to valve 19. By controlling whether the three-way reversing valve 19 is opened, and the flow rate of the coolant after opening, it is realized to provide high-temperature coolant for multiple equipments that need to be heated, so that multiple equipments that need to be heated work at a suitable temperature, and By controlling the conduction of the regulator, it is possible to accurately provide different high-temperature coolants for different equipment that needs to be cooled, so that each equipment that needs to be heated can be heated to a reasonable temperature. For example, the HVAC unit 450 is disposed between one end of the three-way reversing valve 19 and the water pump 16 , and the temperature inside the passenger compartment is raised by using high-temperature coolant to heat the HVAC unit 450 .

The hydraulic unit 440 is arranged on the refrigerant flow path and the cooling liquid flow path, and is used to transfer the heat in the cooling liquid to the refrigerant, and reduce the temperature of the battery 4 and the powertrain by reducing the temperature of the cooling liquid in the cooling liquid flow path. 3; and increase the temperature inside the passenger compartment 1 and the temperature of the battery 4 by connecting with the heat regulation unit 430.

Exemplarily, the hydraulic unit 440 includes a water pump 17 , a water pump 18 , a three-way reversing valve 20 , a four-way valve 21 , a four-way valve 22 and a cooler 11 . Wherein, two ports in the three-way reversing valve 20 are arranged between the LTR 7 and the powertrain 3, and the other end is connected with the four-way valve 22. If the temperature of the coolant reduced by LTR 7 is relatively low, the high-temperature coolant passed through the powertrain 3 can be combined with the coolant reduced by LTR 7 to increase the temperature of the coolant so that the temperature of the coolant input to the four-way valve 22 It will not be too low, so as to avoid reducing the temperature of the equipment that needs to be cooled too much, which will affect its normal operation. It is also possible to pass the three-way reversing valve 20 to make the coolant enter the four-way valve 22 from the pipeline excluding the LTR 7, so as to take out the heat on the powertrain 3 so as to raise the temperature for the subsequent passenger compartment 1 and battery 4 Temperature provides heat.

The four-way valve 21 and the four-way valve 22 are connected in series, and the coolant input from the three-way reversing valve 20 can be distributed to the battery 4, OBC/DCDC converter 2, powertrain 3 and other equipment, as well as to cooling On the device 11, by controlling the flow direction of the four-way valve 21 and the four-way valve 22, it is realized to provide low-temperature cooling fluid for multiple devices that need to be cooled, so that they can work at a suitable temperature.

The water pump 17 is connected in series with the four-way valve 21, and connected in series with the second BAT-HX flow path of the BAT-HX 10 and the battery 4, which can constitute a cooling or heating loop for the battery 4. Since the cooling liquid in this loop has no power, or the cooling liquid flowing in from other flow paths has relatively small power, it cannot circulate in this loop, so by adding a water pump 17, after receiving the control command, the water pump 17 will turn the The cooling liquid is pumped into the other end, so that the cooling liquid pumped into the other end has kinetic energy, so that the cooling liquid circulates in the cooling liquid flow path where the battery 4 is located.

The water pump 18 is connected in series between one end of the four-way valve 22 and the OBC/DCDC converter 2 to form a cooling loop for the OBC/DCDC converter 2 and the powertrain 3 . Since the cooling liquid in this loop has no power, or the cooling liquid flowing in from other flow paths has relatively small power, it cannot circulate in this loop, so by adding a water pump 18, after receiving the control command, the water pump 18 will turn the The coolant is pumped into the other end, so that the coolant pumped into the other end has kinetic energy, so that the coolant circulates in the coolant flow path where the OBC/DCDC converter 2 and the power assembly 3 are located. When the four-way valve 21 introduces low-temperature coolant to one end of the water pump 18, the water pump 18 will pump the coolant from one end to the other end after receiving the control command, so that the coolant pumped into the other end has kinetic energy, so that the coolant pumped into The cooling fluid can circulate in the loop, so as to cool down the high temperature OBC/DCDC converter 2 and the power assembly 3 .

Further, for BAT-HX 10, when the coolant temperature in the second BAT-HX flow path is lower than the coolant temperature in the first BAT-HX flow path, the coolant in the first BAT-HX flow path can be The heat in the cooling liquid is transferred to the cooling liquid in the second BAT-HX flow path for heat exchange, so that the low-temperature cooling liquid in the first BAT-HX flow path flows into the HVAC unit 450, realizing heat transfer in the passenger compartment. Cool down.

One flow path of the cooler 11 (hereinafter referred to as "the first cooler flow path") is connected in series with the four-way valve 21 and the four-way valve 22 to form a circuit, and the other flow path (hereinafter referred to as the "second cooler flow path") Road") and set on the refrigerant flow path. When the four-way valve 22 leads the cooling liquid to the cooler 11, the cooler 11 uses the temperature difference between the cooling liquid and the refrigerant in the two flow paths to exchange heat and transfer the heat in the cooling liquid to the refrigerant to realize The temperature of the coolant flowing into the four-way valve 21 is lower, which is better for cooling the battery 4 .

Optionally, a regulating valve 24 is provided on the second cooler flow path of the cooler 11 . The regulating valve 24 is controlled by the main controller on the vehicle, and the main controller controls and regulates it according to factors such as the heating condition of the heating equipment on the vehicle, the temperature of the external environment, the temperature of the battery 4, the temperature inside the passenger compartment 1, and the speed of the vehicle. Whether the valve 24 is conducting, and the flow rate of the refrigerant after conducting. By controlling whether the regulating valve 24 is conducting, controlling whether the refrigerant flows into the cooler 11, and by controlling the flow rate of the refrigerant flowing into the cooler 11, the transfer of the heat in the cooling liquid to the refrigerant of the cooler 11 is controlled. Effect.

The HVAC unit 450 refers to the refrigerating equipment and heating equipment in the passenger compartment, such as vehicle air conditioners, seat heaters 14, etc., by being arranged on the refrigerant flow path and the coolant flow path, using the refrigerant in the refrigerant flow path, The cooling effect is realized, and the cooling liquid in the cooling liquid flow path is used to realize the heating and cooling effects.

Exemplarily, the HVAC unit 450 includes the heater 12 , the evaporator 13 and the seat heater 14 in the passenger compartment 1 . Wherein, the heater 12 and the seat heater 14 are arranged on the coolant flow path, and the heated or cooled coolant flows into the heater 12 and the seat heater 14, so that the temperature of the heater 12 and the seat heater 14 rises. It can increase or decrease the temperature inside the passenger compartment, and the temperature of the seat can be increased or decreased, thereby improving the user experience.

Optionally, a regulating valve 27 is provided between the seat heater 14 and the heater 12 . The regulating valve 27 is controlled by the main controller on the vehicle. The main controller controls whether the cooling liquid is allowed to flow by controlling whether the regulating valve 27 is conducting or not according to the temperature setting instructions input by the user or the temperature inside the passenger compartment. Enter the seat heater 14 for heating, and conduct the flow of the aftercoolant to realize the temperature adjustment inside the seat heater 14 .

The evaporator 13 is arranged on the refrigerant flow path, and the cooled refrigerant passes through the evaporator 13, exchanges energy with the air in the environment where the evaporator 13 is located, and lowers the temperature of the air in the environment where the evaporator 13 is located, so that the occupants The temperature inside the cabin drops. Optionally, a fan 15 is provided on the evaporator 13, through the fan 15, the cooling capacity on the evaporator 13 is converted into cold air, which is blown into the passenger compartment 1, so that the temperature inside the passenger compartment 1 is reduced, thereby improving user experience.

Optionally, a regulating valve 23 is provided on the evaporator 13 . The regulating valve 23 is controlled by the main controller on the vehicle. The main controller controls whether the refrigerant enters the evaporator by controlling whether the regulating valve 23 is conducting or not according to the temperature setting instruction input by the user or the ambient temperature. 13, and the flow rate of the refrigerant after the conduction, to realize the adjustment of the temperature inside the passenger compartment 1 .

In the present application, the system further includes an accumulator (ACCU) 28, and the ACCU 28 is arranged on the refrigerant flow path, between the compression unit 410 and the pipeline where the hydraulic unit 440 and the HVAC unit 450 converge. Among them, ACCU 28 generally adopts the principle of centrifugal separation and screen filtration to realize a separation device for removing liquid. It is mainly composed of cylinder, cyclone separator, high-efficiency foam breaking net, sewage valve and other components. In this application, the refrigerant collected by the hydraulic unit 440 and the HVAC unit 450 flows into the ACCU 28, and the ACCU 28 separates the gaseous refrigerant from the liquid refrigerant, filters out the gaseous refrigerant, and allows the gaseous refrigerant to flow into the compression unit 410 .

In the embodiment of the present application, during cooling in summer, the direction of refrigerant flow is: compressor 5→regulating valve 25→A-cond 6→cooler 11 and/or evaporator 13→ACCU28→compressor 5; during heating in winter , the direction of refrigerant flow is: compressor 5→W-cond 9→cooler 11→ACCU28→compressor 5. It can be seen from this that A-cond 6 is only used for summer cooling to transfer the heat in the refrigerant to the external environment for heat exchange, so it can be designed for specific application scenarios to optimize the cooling effect. At the same time, the secondary heat exchange cooling on the exhaust side of the compressor 5 in summer is avoided, and the cooling operation efficiency is improved.

When heating in winter, the cooler 11 is used as an evaporator, and the power assembly 3, OBC/DCDC converter 2 (and LTR 7) are connected in series on the coolant flow path, so that the coolant can recover the waste heat on the vehicle to the greatest extent, and Cooperating with the heating function of the refrigerant flow path and the active heating function of the powertrain 3, the vehicle can achieve the best heating effect in winter, which can completely replace the PTC supply, and alleviate the serious power consumption of the battery 4, which causes the battery life problem.

In addition, the heat generated in the W-cond 9 is driven by the water pump along with the high-temperature coolant and distributed to the passenger compartment and the battery 4 through the three-way reversing valve 19, so as to realize the heating requirements of different load areas. Different temperature control of the passenger compartment and battery heating and cooling fluid can be realized, and more refined control can be performed according to the temperature of the battery 4 . At the same time, the high-temperature coolant circuit in the passenger compartment is connected in parallel with the seat heating circuit, and you can choose whether to heat the car seats at the same time. The seat heating can reduce the HVAC outlet air temperature under the same comfort conditions, and has an energy-saving effect.

Optionally, as shown in Figure 5, an internal heat exchanger (IHX) can be coupled on the ACCU 8, so that the ACCU+IHX 29 leads to another refrigerant flow path, and the IHX is used to provide different temperatures for cold and heat. The fluid provides an indirect heat exchange space to achieve the function of heating the cold fluid and cooling the hot fluid. After the refrigerant comes out of the A-cond 6 and/or W-cond 9, it first enters the IHX for heat exchange, and then enters the cooler 11 and /or in the evaporator 13, so as to realize the heat recovery refrigeration cycle, which can further improve the cooling/heating operation efficiency of the thermal management system and increase the cruising range of the vehicle.

Taking the circuit shown in FIG. 5 as an example, the implementation process of heating and cooling the passenger compartment 1 , the battery 4 and the powertrain 2 will be described below.

Embodiment one

As shown in FIG. 6 , when the vehicle is running in summer, the interior of the passenger compartment 1 needs to be cooled down, the powertrain 3 needs to be cooled down, and the battery 4 needs to be cooled down.

For the passenger compartment 1, A-cond 6 cools down the refrigerant, outputs the cooled refrigerant, and flows into the IHX in ACCU+IHX29; the IHX further cools the cooled refrigerant to obtain a cooler refrigerant, through The regulating valve 23 flows into the evaporator 13; the evaporator 13 exchanges energy between the cooler refrigerant and the outside air, so that the temperature of the outside air decreases, and then blows it into the passenger compartment 1 through the fan 15 to realize the cooling of the interior of the passenger compartment 1. The temperature is lowered. The refrigerant heated up by the evaporator 13 passes through the ACCU, the compressor 5 and the regulating valve 25 in the ACCU+IHX 29 again, flows into the A-cond 6 for heat exchange, and takes away the heat in the refrigerant again, and circulates in sequence. Among them, the refrigerant flow direction is: A-cond 6→ACCU+IHX29(IHX)→regulating valve 23→evaporator 13→ACCU+IHX 29(ACCU)→compressor 5→regulating valve 25→A-cond6.

For the powertrain 3, the LTR 7 cools down the coolant, outputs the cooled coolant, passes through the three-way reversing valve 20, the four-way valve 22 and the water pump 18 in sequence, and flows into the OBC/DCDC converter 2 and the powertrain In step 3, the cooling of the high-temperature OBC/DCDC converter 2 and the high-temperature powertrain 3 is realized. The coolant heated up by the OBC/DCDC converter 2 and the powertrain 3 flows into the LTR 7 again for heat exchange, and cools down the coolant again, and circulates in sequence. Among them, the coolant flow direction is: LTR 7 → three-way reversing valve 20 → four-way valve 22 → water pump 18 → OBC/DCDC converter 2 → powertrain 3 → LTR 7.

For battery 4, A-cond 6 cools down the refrigerant, outputs the cooled refrigerant, and flows into the IHX in ACCU+IHX29; the IHX further cools the cooled refrigerant to obtain a cooler refrigerant. The valve 24 flows into the second cooler flow path of the cooler 11; the temperature of the refrigerant in the second cooler flow path of the cooler 11 is lower than that of the coolant in the first cooler flow path, which can take away the first The heat of the coolant in the cooler flow path reduces the temperature of the coolant in the first cooler flow path. The refrigerant heated up by the cooler 11 passes through the ACCU, the compressor 5 and the regulating valve 25 in the ACCU+IHX 29 again, flows into the A-cond 6 for heat exchange, takes away the heat in the refrigerant again, and circulates in sequence. Among them, the refrigerant flow direction is: A-cond 6→ACCU+IHX 29 (IHX)→regulating valve 24→cooler 11→ACCU+IHX 29(ACCU)→compressor 5→regulating valve 25→A-cond 6.

After the cooling liquid lowers the temperature in the first cooler flow path of the cooler 11, it flows into the battery 4 through the four-way valve 22, the four-way valve 21, the water pump 17 and the BAT-HX 10, so as to realize the cooling of the high-temperature battery 4 . The cooling liquid heated up by the battery 4 flows into the first cooler flow path of the cooler 11 through the four-way valve 21 to exchange heat, and cool down the cooling liquid again, and circulates in sequence. Wherein, the coolant flow direction is: cooler 11→four-way valve 22→four-way valve 21→water pump 17→BAT-HX10→battery 4→four-way valve 21→cooler 11.

Embodiment two

As shown in FIG. 7 , when the vehicle is running in summer, the interior of the passenger compartment 1 needs to be cooled, and the powertrain 3 and the battery 4 are connected in series to cool down.

For the passenger compartment 1, A-cond 6 cools down the refrigerant, outputs the cooled refrigerant, and flows into the IHX in ACCU+IHX29; the IHX further cools the cooled refrigerant to obtain a cooler refrigerant, through The regulating valve 23 flows into the evaporator 13; the evaporator 13 exchanges energy between the cooler refrigerant and the outside air, so that the temperature of the outside air decreases, and then blows it into the passenger compartment 1 through the fan 15 to realize the cooling of the interior of the passenger compartment 1. The temperature is lowered. The refrigerant heated up by the evaporator 13 passes through the ACCU, the compressor 5 and the regulating valve 25 in the ACCU+IHX 29 again, and flows into the A-cond 6 for heat exchange, and takes away the heat in the refrigerant again, and circulates in sequence. Among them, the refrigerant flow direction is: A-cond 6→ACCU+IHX29(IHX)→regulating valve 23→evaporator 13→ACCU+IHX 29(ACCU)→compressor 5→regulating valve 25→A-cond6.

For the powertrain 3 and the battery 4, the LTR 7 cools down the coolant, outputs the cooled coolant, and passes through the three-way reversing valve 20, the four-way valve 22, the four-way valve 21, the water pump 17 and the BAT- HX 10 flows into the battery 4 to cool down the high temperature battery 4. The coolant whose temperature is slightly raised by the battery 4 flows into the OBC/DCDC converter 2 and the powertrain 3 through the four-way valve 21, the cooler 11, the four-way valve 22 and the water pump 18 to realize OBC/DCDC for high temperature The converter 2 and the high-temperature powertrain 3 are cooled down. The coolant heated up by the OBC/DCDC converter 2, the powertrain 3 and the battery 4 flows into the LTR 7 again for heat exchange, and cools down the coolant again, and circulates in turn. Among them, the coolant flow direction is: LTR 7→three-way reversing valve 20→four-way valve 22→four-way valve 21→water pump 17→BAT-HX 10→battery 4→four-way valve 21→cooler 11→four-way Valve 22→water pump 18→OBC/DCDC converter 2→powertrain 3→LTR 7.

Embodiment Three

As shown in FIG. 8 , when the vehicle is running in summer, the interior of the passenger compartment 1 needs to be cooled, the powertrain 3 needs to be cooled, and the battery 4 does not need to be managed.

For the powertrain 3, the LTR 7 cools down the coolant, outputs the cooled coolant, passes through the three-way reversing valve 20, the four-way valve 22 and the water pump 18 in sequence, and flows into the OBC/DCDC converter 2 and the powertrain In step 3, the cooling of the high-temperature OBC/DCDC converter 2 and the high-temperature powertrain 3 is realized. The coolant heated up by the OBC/DCDC converter 2 and the powertrain 3 flows into the LTR 7 for heat exchange, and then cools down the coolant again, and circulates in turn. Among them, the coolant flow direction is: LTR 7 → three-way reversing valve 20 → four-way valve 22 → water pump 18 → OBC/DCDC converter 2 → powertrain 3 → LTR 7.

Embodiment Four

As shown in Figure 9, when the vehicle is running in summer, the passenger compartment 1 does not need to be managed, the powertrain 3 needs to be cooled, and the battery 4 needs to be cooled.

For the powertrain 3 and battery 4, A-cond 6 cools down the refrigerant, outputs the cooled refrigerant, and flows into the IHX in ACCU+IHX 29; the IHX further cools the cooled refrigerant to obtain a cooler The refrigerant flows into the second cooler flow path of the cooler 11 through the regulating valve 24; the temperature of the coolant in the first cooler flow path of the cooler 11 is lower than that of the refrigerant in the second cooler flow path , the heat in the refrigerant in the flow path of the first cooler can be transferred to the coolant in the flow path of the second cooler, and the temperature of the coolant in the flow path of the first cooler can be reduced; it is raised by the cooler 11 The refrigerant at high temperature passes through ACCU, compressor 5 and regulating valve 25 in ACCU+IHX 29 again, flows into A-cond 6 for heat exchange, and takes away the heat in the refrigerant again, and circulates in sequence. Among them, the refrigerant flow direction is: A-cond6→ACCU+IHX 29 (IHX)→regulating valve 24→cooler 11→ACCU+IHX 29(ACCU)→compressor 5→regulating valve 25→A-cond 6.

After the cooling liquid lowers its temperature in the first cooler flow path of the cooler 11, it flows into the OBC/DCDC converter 2 and the powertrain 3 through the four-way valve 22 and the water pump 18 in sequence, realizing the high temperature OBC/DCDC converter 2 and high-temperature powertrain 3 to cool down. The coolant whose temperature is slightly raised by the OBC/DCDC converter 2 and the powertrain 3 flows into the battery 4 through the three-way reversing valve 20, the four-way valve 22, the four-way valve 21, the water pump 17 and the BAT-HX 10 , so as to realize the cooling of the high-temperature battery 4 . The coolant heated up by the OBC/DCDC converter 2 , the powertrain 3 and the battery 4 flows through the four-way valve 21 into the cooler 11 to exchange heat, cool down the coolant again, and circulate in sequence. Among them, cooler 11→four-way valve 22→water pump 18→OBC/DCDC converter 2→powertrain 3→three-way reversing valve 20→four-way valve 22→four-way valve 21→water pump 17→BAT-HX 10 → battery 4 → four-way valve 21 → cooler 11.

Embodiment five

As shown in Figure 10, when the vehicle is charging at a summer charging station, the passenger compartment 1 does not need to be managed, the powertrain 3 does not need to be managed, and the battery 4 needs to cool down at its maximum capacity.

For battery 4, A-cond 6 and W-cond 9 cool down the refrigerant, output the cooled refrigerant, and flow into the IHX in ACCU+IHX 29; the IHX further cools the cooled refrigerant to obtain a cooler The refrigerant flows into the second cooler flow path of the cooler 11 through the regulating valve 24; the temperature of the coolant in the first cooler flow path of the cooler 11 is lower than that of the refrigerant in the second cooler flow path , the heat in the refrigerant in the flow path of the first cooler can be transferred to the coolant in the flow path of the second cooler, and the temperature of the coolant in the flow path of the first cooler can be reduced; it is raised by the cooler 11 The refrigerant at high temperature passes through ACCU, compressor 5, regulating valve 25 and regulating valve 26 in ACCU+IHX 29 again, and flows into the first W-cond flow path of A-cond 6 and W-cond 9 for heat exchange. The heat in the refrigerant is taken away again, and the cycle is repeated sequentially. Among them, the refrigerant flow direction is: A-cond 6 and W-cond 9→ACCU+IHX 29 (IHX)→regulating valve 24→cooler 11→ACCU+IHX 29(ACCU)→compressor 5→regulating valve 25 and Regulating valve 26 → A-cond 6 and W-cond 9.

The heater 12 transfers the heat in the cooling liquid to the air, thereby reducing the temperature of the cooling liquid, and the cooled cooling liquid flows into the second W-cond flow path of the W-cond 9 through the water pump 16; the W-cond 9 utilizes The cooled coolant takes away the heat in the refrigerant, thereby realizing the cooling effect of W-cond 9 on the refrigerant. The coolant whose temperature has been raised by W-cond 9 flows into the heater 12 through the three-way reversing valve 19 for heat exchange, and then cools down the coolant again and circulates sequentially. Wherein, the coolant flow direction is: heater 12→water pump 16→W-cond 9→three-way reversing valve 19→heater 12.

After the cooling liquid lowers its temperature in the first cooler flow path of the cooler 11, it flows into the battery 4 through the four-way valve 22, the four-way valve 21, the water pump 17 and the BAT-HX 10 in sequence, so as to realize cooling of the high-temperature battery 4. Cool down. The cooling liquid heated up by the battery 4 flows into the cooler 11 through the four-way valve 21 for heat exchange, and then cools down the cooling liquid again, and circulates in sequence. Wherein, the refrigerant flow direction is: cooler 11→four-way valve 22→four-way valve 21→water pump 17→BAT-HX 10→battery 4→four-way valve 21→cooler 11.

Embodiment six

As shown in FIG. 11 , when the vehicle is running in winter, the interior of the passenger compartment 1 needs to be heated up, and the battery 4 needs to be heated up, and the heat comes from the powertrain 3 and the environment.

For the passenger compartment 1, the cooling liquid flows into the cooler through the LTR7, the three-way reversing valve 20, the four-way valve 22 and the four-way valve 21 after being heated up in the OBC/DCDC converter 2 and the powertrain 3 11; since the temperature of the cooling liquid in the flow path of the first cooler is higher than that of the refrigerant in the flow path of the second cooler, the cooler 11 can transfer the heat on the cooling liquid in the flow path of the first cooler to the second cooling liquid. The temperature of the refrigerant in the flow path of the second cooler is increased on the refrigerant in the flow path of the second cooler; the coolant cooled by the cooler 11 flows into the OBC/DCDC converter again through the four-way valve 22 and the water pump 18 2 and powertrain 3, heat exchange is performed, and the coolant is heated again by OBC/DCDC converter 2 and powertrain 3, and the circulation is sequential. Among them, the coolant flow direction is: OBC/DCDC converter 2→powertrain 3→LTR 7→three-way reversing valve 20→four-way valve 22→four-way valve 21→cooler 11→four-way valve 22→water pump 18 → OBC/DCDC converter 2.

After the temperature of the refrigerant rises in the cooler 11, it flows into the first W-cond flow path of the W-cond 9 through the ACCU, the compressor 5 and the regulating valve 26 in the ACCU+IHX 29; During the cooling process of the refrigerant, the heat is transferred to the cooling liquid, so that the temperature of the cooling liquid flowing into the second W-cond flow path of the W-cond 9 increases. The cooled refrigerant passes through the IHX in ACCU+IHX 29 and the regulating valve 24, and flows into the second cooler flow path of the cooler 11 again for heat exchange, and the temperature is raised by the cooler 11 again, and the cycle is repeated in sequence. Wherein, the refrigerant flow direction is: cooler 11→ACCU+IHX 29 (ACCU)→compressor 5→regulating valve 26→W-cond 9→ACCU+IHX 29(IHX)→regulating valve 24→cooler 11.

After the coolant temperature rises in W-cond 9, it is diverted through the three-way reversing valve 19 and flows into the heater 12; the heater 12 transfers the heat in the high-temperature coolant to the air, and passes the air through the fan 15 is blown into the passenger compartment 1, causing the temperature inside the passenger compartment 1 to rise. The coolant cooled by the heater 19 passes through the water pump 16 for heat exchange, flows into the W-cond 9 again to raise the temperature, and circulates in turn. Among them, the coolant flow direction is: W-cond 9 → three-way reversing valve 19 → heater 12 → water pump 16 → W-cond 9.

For battery 4, after the temperature of the coolant is raised in the second cooler flow path of W-cond 9, it is diverted through the three-way reversing valve 19 and flows into the first BAT-HX flow path of BAT-HX 10 In the coolant; the coolant temperature in the first BAT-HX flow path of BAT-HX 10 is higher than the coolant temperature in the second BAT-HX flow path (because the battery 4 is at a low temperature), the first BAT The heat from the coolant in the -HX flow path is transferred to the coolant in the second BAT-HX flow path, thereby raising the temperature of the coolant in the second BAT-HX flow path. After the coolant in the first BAT-HX flow path of BAT-HX 10 is cooled, it flows into the second W-cond flow path of W-cond 9 again through the water pump 16 for heat exchange, and is raised again by W-cond 9 High temperature, cycle in turn. Among them, the coolant flow direction is: W-cond 9 → three-way reversing valve 19 → BAT-HX 10 → water pump 16 → W-cond 9.

After the temperature of the coolant is raised in the second BAT-HX flow path of the BAT-HX 10, it flows into the battery 4 to cool down the high temperature battery 4. The coolant cooled by the battery 4 flows into the second BAT-HX flow path of the BAT-HX 10 through the four-way valve 21 and the water pump 17 to exchange heat, raise the temperature again, and circulate in sequence. Among them, the coolant flow direction is: BAT-HX 10 → battery 4 → four-way valve 21 → water pump 17 → BAT-HX 10.

Embodiment seven

As shown in FIG. 12 , when the vehicle is running in winter, the interior of the passenger compartment 1 needs to be heated up, and the heat comes from the powertrain 3 and the battery 4 .

For the passenger compartment 1, after the coolant takes the heat out of the OBC/DCDC converter 2 and the powertrain 3, it passes through the three-way reversing valve 20, the four-way valve 22, the four-way valve 21, the water pump 17 and the BAT in sequence. After -HX 10, it flows into the battery 4; the coolant takes the heat out of the battery 4, and then enters the first cooler flow path of the cooler 11 through the four-way valve 21; the first cooler of the cooler 11 The temperature of the coolant in the flow path is higher than the temperature of the refrigerant in the flow path of the second cooler, so that the coolant in the flow path of the first cooler can transfer heat to the refrigerant in the flow path of the second cooler, In this way, the heat from the OBC/DCDC converter 2 , the power assembly 3 and the battery 4 is transferred to the refrigerant. The coolant cooled by the cooler 11 flows into the OBC/DCDC converter 2 and the powertrain 3 through the four-way valve 22 and the water pump 18 for heat exchange, and takes the OBC/DCDC converter 2 and the powertrain away again 3 medium heat, cycle in turn. Among them, the coolant flow direction is: OBC/DCDC converter 2→powertrain 3→three-way reversing valve 20→four-way valve 22→four-way valve 21→water pump 17→BAT-HX 10→battery 4→four-way Valve 21→cooler 11→four-way valve 22→water pump 18→OBC/DCDC converter 2.

After the refrigerant rises in temperature in the second cooler flow path of cooler 11 and flows out, it flows into the first W-cond flow of W-cond 9 through IHX, compressor 5 and regulating valve 26 in ACCU+IHX 29 In the middle of the road; W-cond 9 transfers the heat in the high-temperature coolant to the coolant, making the temperature of the coolant rise. The refrigerant cooled by W-cond 9 flows into the cooler 11 through the ACCU and the regulating valve 24 in ACCU+IHX 29 for heat exchange, and the temperature is raised by the second cooler flow path of the cooler 11, cycle in turn. Wherein, the refrigerant flow direction is: cooler 11→ACCU+IHX 29 (ACCU)→compressor 5→regulating valve 26→W-cond 9→ACCU+IHX 29(IHX)→regulating valve 24→cooler 11.

After the coolant temperature rises in the second W-cond flow path of W-cond 9, it passes through the three-way reversing valve 19 and flows into the heater 12; the heater 12 transfers the heat in the high-temperature coolant to the air , and the air is blown into the passenger compartment 1 by the fan 15, so that the temperature inside the passenger compartment 1 rises. The coolant cooled by the heater 19 flows into the W-cond 9 through the water pump 16 to exchange heat, raise the temperature again, and circulate in sequence. Wherein, the coolant flow direction is: W-cond9→three-way reversing valve 19→heater 12→water pump 16→W-cond 9.

Embodiment eight

As shown in FIG. 13 , when the vehicle is running in winter, the interior of the passenger compartment 1 needs to be heated up, and the heat comes entirely from the powertrain 3 and the OBC/DCDC converter 2 .

After the coolant takes the heat out of the OBC/DCDC converter 2 and the powertrain 3, it passes through the three-way reversing valve 20, the four-way valve 22 and the four-way valve 21 in sequence, and flows into the first cooler flow path of the cooler 11. Middle; the temperature of the cooling liquid in the first cooler flow path of the cooler 11 is lower than the temperature of the refrigerant in the second cooler flow path, so that the heat in the cooling liquid can be transferred to the refrigerant to increase the temperature of the refrigerant; The cooled coolant then passes through the four-way valve 22 and the water pump 18 in turn, flows into the OBC/DCDC converter 2 and the powertrain 3 for heat exchange, and takes away the heat in the OBC/DCDC converter 2 and the powertrain 3 again. cycle in turn. Among them, the coolant flow direction is: OBC/DCDC converter 2→powertrain 3→three-way reversing valve 20→four-way valve 22→four-way valve 21→cooler 11→four-way valve 22→water pump 18→OBC /DCDC Converter 2.

After the refrigerant increases in temperature in the second cooler flow path of cooler 11, it passes through ACCU+IHX 29, compressor 5 and regulating valve 26 in sequence, and flows into the first W-cond flow path of W-cond 9; W -The temperature of the refrigerant in cond 9 is higher than that of the cooling liquid, which can transfer the heat in the refrigerant to the cooling liquid to increase the temperature of the cooling liquid; the cooled refrigerant then passes through the ACCU+IHX 29 and the regulating valve 24 in turn, It flows into the second cooler flow path of the cooler 11 to perform heat exchange, and the temperature is raised again in the second cooler flow path of the cooler 11, and the cycle is repeated in sequence. Wherein, the refrigerant flow direction is: cooler 11→ACCU+IHX 29 (ACCU)→compressor 5→regulating valve 26→W-cond 9→ACCU+IHX 29(IHX)→regulating valve 24→cooler 11.

After the coolant temperature rises in the second W-cond flow path of W-cond 9, it passes through the three-way reversing valve 19 and flows into the heater 12; the heater 12 transfers the heat in the heated coolant to the air , and the air is blown into the passenger compartment 1 through the fan 15, so that the temperature inside the passenger compartment 1 increases; the heated coolant can also flow into the seat heater 14 through the regulating valve 27 to heat the seat, In order to improve the comfort of the user; the cooled coolant then passes through the water pump 16 and flows into the second W-cond flow path of the W-cond 9 for heat exchange, increasing the temperature in the W-cond 9 again. Among them, the coolant flow direction is: W-cond 9 → three-way reversing valve 19 → heater 12 (→ regulating valve 27 → seat heater 14) → water pump 16 → W-cond 9.

Embodiment nine

As shown in Figure 14, when the vehicle is running in winter, the battery 4 needs to heat up, and the heat comes from the powertrain 3 and the environment.

After the coolant takes the heat out of the OBC/DCDC converter 2 and the powertrain 3, it flows into the LTR 7; the LTR 7 absorbs heat from the air, and heats up the heated coolant again; the heated coolant passes through the tee in turn The reversing valve 20, the four-way valve 22 and the four-way valve 21 flow into the first cooler flow path of the cooler 11; the coolant temperature in the first cooler flow path of the cooler 11 is higher than that of the second cooler flow path The refrigerant temperature in the cooling liquid is high, and the heat in the cooling liquid can be transferred to the refrigerant to increase the temperature of the refrigerant; the cooled cooling liquid then passes through the four-way valve 22 and the water pump 18 in turn, and flows into the OBC/DCDC converter 2 and the power In the assembly 3, heat exchange is performed, and the heat in the OBC/DCDC converter 2 and the power assembly 3 is taken away again, and the cycle is repeated sequentially. Among them, the coolant flow direction is: OBC/DCDC converter 2→powertrain 3→LTR 7→three-way reversing valve 20→four-way valve 22→four-way valve 21→cooler 11→four-way valve 22→water pump 18 → OBC/DCDC converter 2.

After the coolant temperature rises in the second W-cond flow path of W-cond 9, it passes through the three-way reversing valve 19 and flows into the first BAT-HX flow path of BAT-HX10; the first BAT-HX flow path of BAT-HX 10 The coolant temperature in the BAT-HX flow path is higher than the coolant temperature in the second BAT-HX flow path, which can transfer the heat on the coolant in the first BAT-HX flow path to the second BAT-HX flow path The cooling liquid in the second BAT-HX flow path increases the temperature of the cooling liquid; after the cooling liquid in the first BAT-HX flow path of BAT-HX 10 is cooled, it flows into W-cond 9 through water pump 16 In the second W-cond flow path of the second W-cond, the heat is exchanged, and the heat of the refrigerant in the W-cond 9 is taken away again, and the cycle is repeated in turn. Among them, the coolant flow direction is: W-cond 9 → three-way reversing valve 19 → BAT-HX 10 → water pump 16 → W-cond 9.

After the coolant heats up in the second BAT-HX flow path of the BAT-HX 10, it flows into the battery 4 to increase the temperature of the battery 4; the coolant cooled by the battery 4 passes through the four-way valve 21 and the water pump 17 again, It flows into the BAT-HX 10 for heat exchange, and takes away the heat of the coolant in the first BAT-HX flow path of the BAT-HX 10 again, and circulates in turn. Among them, the coolant flow direction is: BAT-HX 10 → battery 4 → four-way valve 21 → water pump 17 → BAT-HX 10.

Embodiment ten

As shown in FIG. 15 , when the vehicle is running in winter, the battery 4 needs to heat up, and the heat comes from the powertrain 3 .

After the cooling liquid takes the heat out of the OBC/DCDC converter 2 and the powertrain 3, the heated cooling liquid passes through the three-way reversing valve 20, the four-way valve 22 and the four-way valve 21 in sequence, and flows into the first part of the cooler 11. In a cooler flow path; the temperature of the coolant in the first cooler flow path of the cooler 11 is higher than that of the refrigerant in the second cooler flow path, so that the heat in the coolant can be transferred to the refrigerant, improving The temperature of the refrigerant; the cooled coolant then passes through the four-way valve 22 and the water pump 18 in turn, flows into the OBC/DCDC converter 2 and the power assembly 3 for heat exchange, and takes away the OBC/DCDC converter 2 and the power assembly again. Into 3 heat, followed by circulation. Among them, the coolant flow direction is: OBC/DCDC converter 2→powertrain 3→three-way reversing valve 20→four-way valve 22→four-way valve 21→cooler 11→four-way valve 22→water pump 18→OBC /DCDC Converter 2.

After the coolant temperature rises in the second W-cond flow path of W-cond 9, it passes through the three-way reversing valve 19 and flows into the first BAT-HX flow path of BAT-HX10; the first BAT-HX flow path of BAT-HX 10 The coolant temperature in the BAT-HX flow path is higher than the coolant temperature in the second BAT-HX flow path, which can transfer the heat on the coolant in the first BAT-HX flow path to the second BAT-HX flow path The coolant in the second BAT-HX flow path increases the temperature of the coolant in the second BAT-HX flow path; after the coolant in the first BAT-HX flow path of the BAT-HX 10 is cooled, it flows into the W-cond through the water pump 16 In the second W-cond flow path of 9, heat exchange is carried out, and the heat of the refrigerant in W-cond 9 is taken away again, and the cycle is repeated sequentially. Among them, the coolant flow direction is: W-cond 9 → three-way reversing valve 19 → BAT-HX 10 → water pump 16 → W-cond 9.

Embodiment Eleven

As shown in FIG. 16 , when the vehicle is running in winter or the battery 4 is warmed up before driving, the battery 4 needs to be heated up, and the heat comes from the active heating of the powertrain 3 .

After the coolant takes the heat out of the OBC/DCDC converter 2 and the powertrain 3, the heated coolant passes through the three-way reversing valve 20, the four-way valve 22, the four-way valve 21, the water pump 17 and the BAT-HX in sequence 10. It flows into the battery 4 to increase the temperature of the battery 4; the coolant cooled by the battery 4 flows into the OBC/DCDC converter 2 and the power In the assembly 3, heat exchange is performed, and the heat in the OBC/DCDC converter 2 and the power assembly 3 is taken away again, and the cycle is repeated sequentially. Among them, the coolant flow direction is: OBC/DCDC converter 2→powertrain 3→three-way reversing valve 20→four-way valve 22→four-way valve 21→water pump 17→BAT-HX 10→battery 4→four-way Valve 21→cooler 11→four-way valve 22→water pump 18→OBC/DCDC converter 2.

Embodiment 12

As shown in FIG. 17 , when the vehicle is running in winter, the interior of the passenger compartment 1 needs to be heated and dehumidified.

As for the temperature rise inside the passenger compartment 1, reference can be made to the implementation schemes of Embodiment 6, Embodiment 7 and Embodiment 8, and it can also be realized in Embodiment 12, which will not be described again in this application.

For the dehumidification inside the passenger compartment 1, after the coolant takes out the heat in the OBC/DCDC converter 2 and the powertrain 3, the heated coolant passes through the three-way reversing valve 20, the four-way valve 22 and the four-way valve 21 in sequence , flows into the first cooler flow path of the cooler 11; the temperature of the cooling liquid in the first cooler flow path of the cooler 11 is higher than that of the refrigerant in the second cooler flow path, and the heat in the cooling liquid can be Transfer to the refrigerant to increase the temperature of the refrigerant; the cooling liquid cooled by the cooler 11 then passes through the four-way valve 22 and the water pump 18 in turn, and flows into the OBC/DCDC converter 2 and the powertrain 3 for heat exchange, and again Take away the heat in the OBC/DCDC converter 2 and the powertrain 3, and circulate in turn. Among them, the coolant flow direction is: OBC/DCDC converter 2→powertrain 3→three-way reversing valve 20→four-way valve 22→four-way valve 21→cooler 11→four-way valve 22→water pump 18→OBC /DCDC Converter 2.

After the refrigerant temperature rises in the second cooler flow path of cooler 11, it passes through ACCU+IHX 29 (ACCU), compressor 5, regulating valve 26, W-cond 9, ACCU+IHX 29 (IHX) and regulating The valve 23 flows into the evaporator 13; the evaporator 13 transfers the heat on the heated refrigerant to the air, and evaporates the liquid water on the glass into gaseous water, so as to realize the rapid defogging effect of the glass; the evaporator 13 The cooled refrigerant rejoins the elevated temperature refrigerant in the second cooler flow path of the cooler 11, elevating the overall refrigerant temperature. Among them, the refrigerant flow direction is: cooler 11→ACCU+IHX 29 (ACCU)→compressor 5→regulating valve 26→W-cond 9→ACCU+IHX 29(IHX)→regulating valve 23→evaporator 13→cooling Device 11.

As shown in Figure 18, compared with the system shown in Figure 5, the system shown in Figure 18 has been partially modified, specifically:

For the refrigerant flow path, a check valve 30 is added, and the compressor 5 is connected to the first W-cond flow path of W-cond 9. After the refrigerant flows out from W-cond 9, part of it passes through the regulating valve 26 And regulating valve 24 flows into the second cooler flow path of cooler 11, and the other part flows into the cooler through regulating valve 25, A-cond 6, ACCU+IHX 29 (IHX), check valve 30 and regulating valve 24 In the second cooler flow path of 11, the one-way valve 30 prevents the refrigerant flowing out from the regulator 26 from flowing back into the ACCU+IHX 29. Other parts are the same as the system shown in Figure 5.

For the coolant flow path, a new four-way valve 31 is added, and the flow path that originally flowed from the three-way reversing valve 19 to the heater 12 is now changed to the three-way reversing valve 19 and the heater 12 respectively connected to the two ports of the four-way valve 31; the flow path that originally flowed into the OBC/DCDC converter 2 from the water pump 18 is now changed to the water pump 18 and the OBC/DCDC converter 2 respectively connected to the other two ports of the four-way valve 31 port. Other parts are the same as the system shown in Figure 5.

Embodiment Thirteen

As shown in Fig. 19, when the vehicle is being charged at the charging station, the battery 4 cools down at its maximum capacity.

For battery 4, W-cond 9 cools the refrigerant, outputs the cooled refrigerant, and flows into A-cond 6 through the regulating valve 25; A-cond 6 cools the refrigerant, and outputs the cooled refrigerant The refrigerant flows into the IHX in ACCU+IHX 29; the IHX further cools the cooled refrigerant to obtain cooler refrigerant, which passes through the check valve 30 and the regulating valve 24, and flows into the cooling together with the refrigerant passing through the regulating valve 26 In the second cooler flow path of the cooler 11; the coolant temperature in the first cooler flow path of the cooler 11 is lower than the refrigerant temperature in the second cooler flow path, and the refrigerant in the first cooler flow path can be The heat in the refrigerant is transferred to the coolant in the flow path of the second cooler, which can reduce the temperature of the coolant in the flow path of the first cooler; the refrigerant whose temperature has been raised by the cooler 11 passes through the ACCU+IHX 29 again The ACCU and the compressor 5 flow into the first W-cond flow path of the W-cond 9 to exchange heat, take away the heat in the refrigerant again, and cycle in turn. Among them, the refrigerant flow direction is: W-cond 9→regulating valve 25→A-cond 6→ACCU+IHX 29(IHX)→regulating valve 24→cooler 11→ACCU+IHX 29(ACCU)→compressor 5→ W-cond 9.

After the cooling liquid lowers the temperature in the first cooler flow path of the cooler 11, it passes through the four-way valve 22, the four-way valve 21, the water pump 17 and the BAT-HX 10 in sequence, and flows into the battery 4, so as to realize cooling of the high-temperature battery 4. Cool down. The cooling liquid heated up by the battery 4 flows into the cooler 11 through the four-way valve 21 for heat exchange, and then cools down the cooling liquid again, and circulates in sequence. Wherein, the refrigerant flow direction is: cooler 11→four-way valve 22→four-way valve 21→water pump 17→BAT-HX 10→battery 4→four-way valve 21→cooler 11.

Embodiment Fourteen

As shown in Fig. 20, when the vehicle is running in winter, the battery 4 needs to heat up, and the heat comes from the powertrain 3 and the environment.

The heat comes from the powertrain 4, and the specific process is as follows:

After the coolant temperature rises in OBC/DCDC converter 2 and powertrain 3, it passes through LTR 7, three-way reversing valve 20, four-way valve 22, water pump 18, four-way valve 31 and three-way reversing valve 19 , into the coolant in the first BAT-HX flow path of BAT-HX 10; the coolant temperature in the first BAT-HX flow path of BAT-HX 10 is higher than the coolant temperature in the second BAT-HX flow path (Because the battery 4 is at a low temperature) high, transfer the heat on the cooling liquid in the first BAT-HX flow path to the cooling liquid in the second BAT-HX flow path, thereby turning the second BAT-HX flow path The temperature of the coolant in the engine rises. After the coolant in the first BAT-HX flow path of BAT-HX 10 is cooled, it passes through the heater 12 and the four-way valve 31, and flows into the OBC/DCDC converter 2 and the powertrain 3 again for heat exchange, and is absorbed by the OBC The /DCDC converter 2 and the powertrain 3 raise the temperature again and cycle in turn. Among them, the coolant flow direction is: powertrain 3 → LTR 7 → three-way reversing valve 20 → four-way valve 22 → water pump 18 → four-way valve 31 → three-way reversing valve 19 → BAT-HX 10 (W- cond 9→water pump 16)→heater 12→four-way valve 31→OBC/DCDC converter 2→powertrain 3.

The heat from the environment, the specific process is:

W-cond 9 lowers the temperature of the refrigerant, outputs the cooled refrigerant, and flows into the second cooler flow path of the cooler 11 through the regulating valve 26 and the regulating valve 24; in the first cooler flow path of the cooler 11 The temperature of the cooling liquid is lower than that of the refrigerant in the flow path of the second cooler, and the heat in the refrigerant in the flow path of the first cooler can be transferred to the cooling liquid in the flow path of the second cooler, which can reduce the temperature of the second cooler flow path. The temperature of the coolant in the cooler flow path; the refrigerant whose temperature is raised by the cooler 11 passes through the ACCU and the compressor 5 in the ACCU+IHX 29 again, and flows into the first W-cond flow path of the W-cond 9, Carry out heat exchange, take away the heat in the refrigerant again, and cycle in turn. Among them, the refrigerant flow direction is: W-cond 9→regulating valve 26→regulating valve 24→cooler 11→ACCU+IHX 29 (ACCU)→compressor 5→W-cond 9.

The coolant flowing out from the three-way reversing valve 19 enters the second W-cond flow path of W-cond 9, and after heat exchange, the coolant is further heated up, and then the heated coolant is output, passed through the water pump 16 and The coolant that takes away the heat in the powertrain 3 merges, circulates, and exchanges heat with the coolant in the second BAT-HX flow path of the BAT-HX 10. Wherein, the coolant flow direction is: three-way reversing valve 19→W-cond 9→water pump 16→heater 12.

In the above-mentioned embodiments, more emphasis is placed on describing the flow direction of refrigerant and cooling liquid, and it does not involve how the controller controls the operation of equipment such as water pumps, regulating valves, and four-way valves. For example, when the coolant flows from the battery 4 to the cooler 11 , the controller controls the four-way valve 21 to connect the flow path from the battery 4 to the cooler 11 . For another example, when the coolant flows into the heater 12 from the second W-cond flow path of the W-cond 9, the controller controls the three-way reversing valve 19 to only allow the coolant to flow to the port in the direction of the heater 12, and the through The port towards BAT-HX 10 is closed. Control of other devices, and so on, this application does not make any limitation here.

In the embodiment of this application, taking the above-mentioned 13 embodiments as examples, there are of course more heating flow paths and cooling flow paths, so the extended heating flow paths and cooling flow paths are all protected by this application. In addition, in Fig. 5 of the present application, only the powertrain 3, the battery 4 and the passenger compartment 1 are provided as examples, and of course other equipment that needs to be cooled and equipment that needs to be heated can also be added, and then combined with the existing powertrain 3, The battery 4 and the passenger compartment 1 are connected in parallel or in series, so that the system designed in this application can heat or cool down more equipment, which is not limited in this application.

In the description of this specification, specific features, structures, materials or characteristics may be combined in any one or more embodiments or examples in an appropriate manner.

Finally, it is noted that the above embodiments are only used to illustrate the technical solutions of the present application, and limit it; although the application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: it can still be used for the foregoing The technical solutions described in each embodiment are modified, or some of the technical features are replaced equivalently; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the various embodiments of the application.

Claims

A thermal management system for a vehicle, characterized by comprising:

A cooling unit (420), provided in the refrigerant flow path and the coolant flow path, for reducing the temperature of the passenger compartment (1) by reducing the temperature of the refrigerant, and reducing the temperature of the powertrain ( 3), the refrigerant flow path is the pipeline through which the refrigerant flows, and the cooling liquid flow path is the pipeline through which the cooling liquid flows;

a heat allocation unit (430), arranged in the refrigerant flow path and the cooling liquid flow path, and used for exchanging heat between the refrigerant and the cooling liquid, and increasing the temperature of the cooling liquid to increasing the temperature of the passenger compartment (1) and/or the temperature of the battery (4);

a hydraulic unit (440), arranged in the refrigerant flow path and the cooling liquid flow path, for exchanging heat between the refrigerant and the cooling liquid, and lowering the temperature of the cooling liquid to reduce the The temperature of the battery (4) and/or the temperature of the powertrain (3).
The system according to claim 1, further comprising a compression unit (410), disposed in the refrigerant flow path, for circulating the refrigerant in the refrigerant flow path.
The system according to claim 2, wherein the cooling unit (420) comprises an air-cooled condenser (6) and a low-temperature radiator (7),

The air-cooled condenser (6), arranged in the refrigerant flow path, and connected to the compression unit (410), is used to reduce the temperature of the refrigerant flowing out of the compression unit (410);

The low-temperature radiator (7) is arranged in the cooling liquid flow path and connected with the power assembly (3), and is used for reducing the temperature of the cooling liquid flowing out from the power assembly (3).
The system according to claim 3, characterized in that,

The low-temperature radiator (7) is also used to increase the temperature of the coolant flowing out from the power assembly (3).
The system according to any one of claims 1-4, characterized in that the cooling unit (420) further comprises: a regulating valve (25),

The regulating valve (25) is arranged in the refrigerant flow path, and is located between the compression unit (410) and the air-cooled condenser (6), and is used to control whether the refrigerant flows into the In the air-cooled condenser (6).
The system according to any one of claims 2-5, characterized in that the heat allocation unit (430) includes a water-cooled condenser (9), and the water-cooled condenser (9) includes a first water-cooled condenser flow path and a second water-cooled condenser flow path,

The first water-cooled condenser flow path is arranged in the refrigerant flow path for exchanging heat with the refrigerant and reducing the temperature of the refrigerant flowing out of the compression unit (410);

The second water-cooled condenser flow path is arranged in the cooling liquid flow path, and is used for exchanging heat on the cooling liquid to increase the temperature of the cooling liquid in the second water-cooled condenser flow path.
The system according to any one of claims 2-6, characterized in that, the heat adjustment unit (430) further comprises: a battery heat exchanger (10), and the battery heat exchanger (10) comprises a first battery the heat exchanger flow path and the second battery heat exchanger flow path,

The first battery heat exchanger flow path is arranged in the cooling liquid flow path and is connected to the second water-cooled condenser flow path for reducing the amount of cooling liquid flowing out of the second water-cooled condenser flow path temperature;

The second battery heat exchanger flow path is arranged in the cooling liquid flow path and is connected to the battery (4), for exchanging heat with the cooling liquid, increasing the temperature of the cooling liquid to Increase the temperature of the battery (4).
The system according to any one of claims 2-7, characterized in that, the heat adjustment unit (430) further comprises: a regulating valve (26),

The regulating valve (26) is arranged in the refrigerant flow path, and is located between the compression unit (410) and the first water-cooled condenser flow path, and is used to control whether the refrigerant flows into the In the water-cooled condenser (9).
The system according to any one of claims 2-8, characterized in that the heat adjustment unit (430) further comprises a three-way reversing valve (19),

The three-way reversing valve (19) is arranged in the refrigerant flow path, and is connected with the second water-cooled condenser flow path, and is used to divide the cooling liquid flowing out of the water-cooled condenser (9) into the battery heat exchanger (10) and/or passenger compartment (1).
The system according to any one of claims 2-9, characterized in that the heat adjustment unit (430) further comprises a water pump (16),

The water pump (16) is arranged in the refrigerant flow path and is connected with the second water-cooled condenser flow path, and is used to make cooling liquid flow in the second water-cooled condenser flow path.
The system according to any one of claims 1-10, characterized in that, the hydraulic unit (440) includes a cooler (11), and the cooler (11) includes a first cooler flow path and a second cooler flow path. device flow path,

The first cooler flow path is arranged in the cooling liquid flow path for reducing the temperature of the refrigerant;

The second cooler flow path is arranged in the refrigerant flow path, and is used for exchanging heat on the refrigerant to increase the temperature of the refrigerant in the second cooler flow path.
The system according to any one of claims 1-11, characterized in that the hydraulic unit (440) further comprises a first four-way valve (21), a second four-way valve (22) and a three-way reversing valve (20), used for controlling the flow of the cooling liquid between the cooling unit (420), the heat allocation unit (430), the battery (4) and the powertrain (3).
The system according to claim 12, characterized in that, the first four-way valve (21), the second four-way valve (22) and the three-way reversing valve (20) are arranged in the cooling In the liquid flow path, the first port of the first four-way valve (21) and the second port of the first four-way valve (21) are connected to the two ports of the coolant flow path in the battery (4) connected, the third port of the first four-way valve (21) is connected to a port of the first cooler flow path, the fourth port of the first four-way valve (21) is connected to the second four-way The first port of the through valve (22) is connected; the second port of the second four-way valve (22) is connected with another port of the first cooler flow path, and the second four-way valve (22) The third port of the second four-way valve (22) is connected to the first port of the three-way reversing valve (20). The second port of the three-way reversing valve (20) is connected to the cooling unit (420), and the third port of the three-way reversing valve (20) is connected to the coolant flow path in the powertrain Another port is connected.
The system according to any one of claims 2-13, characterized in that the hydraulic unit (440) further comprises a regulating valve (24),

The regulating valve (24) is arranged in the refrigerant flow path and connected with the second cooler flow path, and is used to control whether the refrigerant flows into the cooler (11).
The system according to any one of claims 2-14, characterized in that the hydraulic unit (440) further comprises a water pump (17),

The water pump (17) is arranged in the refrigerant flow path and is connected to the second battery heat exchange flow path for making cooling liquid flow in the second battery heat exchanger flow path.
The system according to any one of claims 2-15, characterized in that, the hydraulic unit (440) also includes a water pump (18),

The water pump (18) is arranged in the refrigerant flow path and is connected with the power assembly (3), and is used to make cooling liquid flow in the power assembly (3).
The system according to any one of claims 1-16, further comprising: a gas-liquid separator (28),

The gas-liquid separator (28) is arranged at one end of the compression unit (410), and is used for filtering the refrigerant, and inputting gaseous refrigerant into the compression unit (410).
The system of claim 17, further comprising: a regenerator,

The regenerator is coupled to the gas-liquid separator (28), and at one end of the air-cooled condenser (6) and the low-temperature radiator (7), for reducing the (6) and the temperature of the refrigerant flowing out of the low-temperature radiator (7).
The system according to any one of claims 1-18, further comprising: an evaporator (13),

The evaporator (13) is arranged in the refrigerant flow path and is connected to the water-cooled condenser (6), for monitoring the refrigerant and the environment where the evaporator (13) is located The air performs heat exchange, reducing the temperature of the passenger compartment (1).
The system according to claim 19, further comprising: a regulating valve (23),

The regulating valve (23) is arranged in the refrigerant flow path and connected with the evaporator (13), and is used to control whether the refrigerant flows into the evaporator (13).
The system according to any one of claims 1-20, further comprising: a heater (12),

The heater (12) is arranged on the cooling liquid flow path and is connected with the second water-cooled condenser flow path, and is used for controlling the cooling liquid and the environment where the heater (12) is located. The air exchanges heat, reducing or raising the temperature of the passenger compartment (1).
The system according to any one of claims 18-21, further comprising: a fan (15),

The fan is used to flow the air in the environment where the evaporator (13) and the heater (12) are located into the passenger compartment (1).
A vehicle, characterized by comprising: a passenger compartment (1), a power assembly (3), a battery (4) and the thermal management system according to any one of claims 1-22, wherein the thermal management A system for lowering or raising the temperature of the powertrain (3), lowering or raising the temperature of the battery (4), and lowering or raising the temperature of the passenger compartment (1).