Thermal management system for automobile and automobile

Abstract

The heat management system comprises an engine heat circulation loop flowing through an engine, a passenger cabin heat circulation loop flowing through a passenger cabin air outlet structure and a heat pump loop, and the heat pump loop exchanges heat with a first heat exchange flow path of the engine heat circulation loop. The temperature of engine cooling liquid is increased, the whole engine is heated, fuel oil is fully vaporized in the starting process of the engine, and lubricating oil is liquefied evenly. When a passenger cabin needs to be heated, the heat pump loop exchanges heat with the passenger cabin heat circulation loop through the inner cooler, and the engine heat circulation loop can exchange heat with the passenger cabin heat circulation loop through the second heat exchange flow path, so that waste heat generated when an engine works is reasonably utilized, and energy consumption of an automobile with the heat management system is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle parts, in particular to a thermal management system for an automobile. Background Art

[0002] When a fuel cell engine or a traditional internal combustion engine operates in a low-temperature environment, the temperature of the cooling water in the engine's water jacket drops dramatically, and with it the temperature of the lubricating oil. This low temperature condition reduces the oil's fluidity, making it difficult for the oil to fully lubricate the engine components during circulation. Furthermore, due to the temperature difference between the oil and the cooling water, some water may dissolve in the oil. This water cannot evaporate quickly at low temperatures and mixes with the oil to form an emulsion, a phenomenon known as oil emulsification.

[0003] The harmful effects of oil emulsification on engines cannot be underestimated. Emulsified oil loses its lubricating properties, increasing friction between engine components and worsening engine wear. Furthermore, emulsified oil can clog the oil filter and oil passages, affecting proper oil circulation and further reducing engine reliability.

[0004] Furthermore, during cold starts, the engine oil temperature is also low due to the low cooling water temperature. This reduces oil fluidity and increases mechanical friction within the engine. Furthermore, low temperatures can affect the engine's combustion process, leading to incomplete combustion and increased unburned hydrocarbons and particulate matter emissions. These factors all lead to reduced engine efficiency, which not only increases fuel consumption but also worsens engine wear and emissions.

[0005] To address this issue, existing technologies utilize heating systems to rapidly increase the temperature of engine coolant and oil, reducing mechanical friction and improving engine efficiency. These systems typically utilize electric heating or heat pipe technology. For example, PTC heaters consume significant amounts of electrical energy due to their inherent operating principles and characteristics. Particularly in low-temperature environments, achieving rapid heating requires higher power output, further exacerbating system power consumption issues.

[0006] my country's patent (publication number CN209308877U) also discloses a thermal management system, which includes an engine, a heat pump air conditioner arranged in the same space as the engine, and a controller connected to the engine and the heat pump air conditioner respectively; the controller is used to control the start of the engine and control the heat pump air conditioner to be in working mode. Although this thermal management system can use the heat pump air conditioner to quickly heat the cold-start engine, when the engine is moving, the heat pump air conditioner cools the engine, and the heat pump air conditioner directly exchanges heat with the environment in which the engine is located, thereby changing the temperature of the engine itself. The coolant in the engine needs to be heated by the engine's own heat conduction, that is, the heat of the engine may be absorbed by the coolant, thereby affecting the heating effect of the engine when it is cold-started.

[0007] Therefore, the heat pump air conditioner of the thermal management system in the existing technology directly exchanges heat with the engine, which can quickly change the temperature of the engine itself, while the coolant in the engine needs to be heated by the engine's own heat conduction, that is, the heat of the engine may be absorbed by the coolant, thereby affecting the heating effect of the engine during cold start. Utility Model Content

[0008] The purpose of the present utility model is to solve the technical problem in the prior art that the heat pump air conditioner of the thermal management system directly exchanges heat with the engine, which can quickly change the temperature of the engine itself, while the coolant in the engine needs to be heated by the heat conduction of the engine itself, that is, the heat of the engine may be absorbed by the coolant, thereby affecting the heating effect of the engine during cold start.

[0009] To solve the above technical problems, an embodiment of the present utility model discloses a thermal management system for an automobile, which includes an engine heat circulation loop flowing through the engine, a cabin heat circulation loop flowing through the cabin air outlet structure, and a heat pump loop.

[0010] Among them, the engine thermal circulation circuit includes an engine main flow path flowing through the engine, a first branch and a second branch, both of which are connected in series with the engine main flow path and in parallel with each other. An engine main pump is provided on the engine main flow path, and an engine radiator is provided on the first branch.

[0011] In addition, the second branch includes a first heat exchange flow path and a second heat exchange flow path, both of which are connected in series with the engine main flow path and in parallel with each other. The engine heat circulation circuit exchanges heat with the heat pump circuit through the first heat exchange flow path, and exchanges heat with the passenger cabin heat circulation circuit through the second heat exchange flow path.

[0012] In addition, an intercooler is provided on the heat pump circuit, and the heat pump circuit exchanges heat with the cabin heat circulation circuit through the intercooler.

[0013] Using the above technical solution, this automotive thermal management system cools or heats the engine through the engine thermal circuit. Specifically, when the engine is started, the cooling water and engine oil temperatures are low. At this time, the heat pump circuit heats the engine thermal circuit through the first heat exchange flow path, rapidly raising the engine coolant temperature. This in turn heats the entire engine, ensuring sufficient fuel vaporization and uniform lubricant liquefaction during the engine startup process. When the engine is running, the temperature inside the engine is higher, and the cooling water can be dissipated through the engine radiator via the first branch. The medium in the heat pump circuit no longer needs to run continuously to cool the engine, thereby reducing the power consumption of the entire thermal management system.

[0014] When the cabin needs heating, the engine heat circuit transfers heat to the cabin heat circuit via the second heat exchange path, thereby heating the cabin. Furthermore, when the heat pump circuit does not need to heat the engine heat circuit, the intercooler can heat the medium in the cabin heat circuit.

[0015] An embodiment of the present utility model also discloses a thermal management system for an automobile, wherein a first heat exchanger is arranged between a first heat exchange flow path and a heat pump circuit, and the first heat exchanger forms a first channel and a second channel, the first channel is connected to the first heat exchange flow path, and the second channel is connected to the heat pump circuit.

[0016] The medium in the first heat exchange flow path flows through the first channel and exchanges heat with the medium in the heat pump circuit flowing through the second channel; and a first valve assembly is also provided on the first heat exchange flow path.

[0017] With this technical solution, during a cold engine start, the first valve assembly opens, allowing the refrigerant in the heat pump circuit to absorb heat and flow through the second channel of the first heat exchanger, thereby heating the coolant in the first channel of the second heat exchanger, rapidly raising the engine coolant temperature. This, in turn, heats the entire engine, ensuring sufficient fuel vaporization and uniform lubrication of the lubricating oil during startup. When the coolant temperature in the engine's thermal circuit reaches the required operating temperature, the first valve assembly closes, and the coolant in the engine's thermal circuit no longer flows through the first heat exchange path.

[0018] An embodiment of the present utility model further discloses a thermal management system for an automobile, wherein the second branch also flows through at least an oil cooler, a supercharger and a gearbox, and a second valve assembly is provided between the oil cooler, the supercharger and the gearbox and the first heat exchanger.

[0019] With this technical solution, during a cold start of the engine, the second valve assembly opens, allowing coolant from the engine's thermal circuit to flow through the second branch. This branch absorbs heat not only from the heat pump circuit via the first heat exchanger but also from the oil cooler, supercharger, and transmission during operation, rapidly raising the coolant's temperature. When the coolant reaches the required operating temperature, the second valve assembly closes, discontinuing heating of the coolant. At this point, the coolant flows through the first branch and is dissipated by the engine radiator.

[0020] The embodiment of the present utility model further discloses a thermal management system for an automobile, wherein the heat pump circuit includes a heat pump main flow path, and a third branch and a fourth branch connected in series with the heat pump main flow path and in parallel with each other.

[0021] Among them, the main flow path of the heat pump includes a compressor, an evaporator and an expansion valve arranged in series, the third branch is connected to the second channel of the first heat exchanger, and the internal cooler is arranged on the fourth branch.

[0022] Using this technical solution, the medium within the heat pump circuit, such as refrigerant, flows sequentially through the compressor, evaporator, and expansion valve. After absorbing heat, the refrigerant flows through the third branch, heating the coolant in the engine heat circuit through the second channel of the first heat exchanger. After absorbing heat, the refrigerant flows through the fourth branch and, through the intercooler, heats the medium in the cabin heat circuit. After releasing heat, the refrigerant reflows back into the heat pump main flow path, enters the expansion valve for throttling and pressure reduction, then enters the evaporator to absorb heat before entering the compressor, where it becomes high-temperature, high-pressure gas and releases heat again.

[0023] The embodiment of the present utility model further discloses a thermal management system for an automobile, wherein a third valve assembly is provided on the third branch line.

[0024] By adopting the above technical solution, when the engine is cold-started and the temperature of the coolant in the engine thermal circulation circuit needs to be increased, the third valve assembly opens, allowing the refrigerant that absorbs heat in the heat pump circuit to flow from the third branch and exchange heat with the coolant in the first heat exchange flow path through the first heat exchanger. When there is no need to heat the coolant in the engine thermal circulation circuit, the third valve assembly on the third branch closes, and the refrigerant in the heat pump circuit no longer flows from the third branch.

[0025] The embodiment of the present utility model further discloses a thermal management system for an automobile, wherein a passenger cabin thermal circulation loop includes a ventilation duct connected to a passenger cabin air outlet structure, and a heater core arranged on the ventilation duct.

[0026] In addition, the heater core is also integrated in the second heat exchange flow path, and the second heat exchange flow path exchanges heat with the cabin heat circulation loop through the heater core; and a fourth valve assembly is also provided on the second heat exchange flow path.

[0027] By adopting the above technical solution, when there is a need for heating in the passenger cabin, in the engine cold start state, the coolant temperature in the engine thermal circulation circuit is low, the fourth valve assembly is closed, and the cold air in the ventilation duct is heated by the refrigerant in the heat pump circuit through the intercooler. When the engine is in normal movement, the coolant temperature in the engine thermal circulation circuit is high, the fourth valve assembly is opened, and the cold air in the ventilation duct can be heated by the coolant in the second heat exchange flow path through the heater core, thereby rationally utilizing the waste heat generated when the engine is working, reducing the workload of the heat pump circuit during heating, and reducing the energy consumption of the thermal management system.

[0028] An embodiment of the present utility model further discloses a thermal management system for an automobile, wherein a heat exchange circuit is provided between a heat pump circuit and a cabin heat circulation circuit, an intercooler of the heat pump circuit is integrated in the heat exchange circuit, and the heat pump circuit and the cabin heat circulation circuit exchange heat through the heat exchange circuit.

[0029] With the above technical solution, heat is exchanged between the heat pump circuit and the cabin heat circulation circuit through the heat exchange circuit.

[0030] An embodiment of the present utility model also discloses a thermal management system for an automobile, wherein a second heat exchanger is arranged between the heat exchange circuit and the ventilation duct, and a third channel and a fourth channel are formed on the second heat exchanger, the third channel is connected to the heat exchange circuit, and the fourth channel is connected to the ventilation duct.

[0031] The medium in the heat exchange circuit flows through the third channel and exchanges heat with the medium in the ventilation pipeline flowing through the fourth channel; and a driving pump is also provided on the heat exchange circuit.

[0032] With the above technical solution, when heat exchange occurs between the heat pump circuit and the cabin heat circulation circuit, the refrigerant in the heat pump circuit heats the medium in the heat exchange circuit through the second heat exchanger. The heated medium in the heat exchange circuit circulates under the drive of the drive pump and exchanges heat with the air in the ventilation duct through the intercooler.

[0033] The embodiment of the present utility model further discloses a thermal management system for an automobile, wherein an auxiliary heater and a blower are further provided on the ventilation duct.

[0034] By adopting the above technical solution, the air in the ventilation duct is blown by the blower so that the air in the ventilation duct flows to the cabin air outlet structure, and the auxiliary heater arranged in the ventilation duct can heat the air in the ventilation duct.

[0035] An embodiment of the present utility model further discloses an automobile, comprising any one of the above-mentioned thermal management systems for an automobile.

[0036] Using this technical solution, the heat pump circuit of this automotive thermal management system exchanges heat with the engine heat circuit via a first heat exchanger. This allows the coolant to heat up quickly during a cold start, ensuring sufficient fuel vaporization and even lubricant liquefaction during the engine startup process. This improves the engine's operating environment during cold starts and extends engine life. When the passenger cabin requires heating, the heat pump circuit exchanges heat with the cabin heat circuit via the intercooler, and the engine heat circuit also exchanges heat with the heater core of the cabin heat circuit via a second heat exchange path. This effectively utilizes waste heat generated by the engine and reduces power consumption in the heat pipe system.

[0037] The beneficial effects of the utility model are:

[0038] The utility model discloses a thermal management system for an automobile. When the engine is started, the cooling water temperature is low and the engine oil temperature is also low. The heat pump circuit heats the engine heat circulation circuit through a first heat exchange flow path to quickly increase the engine coolant temperature, thereby achieving heating and raising the temperature of the entire engine, so that the fuel is fully vaporized and the lubricating oil is evenly liquefied during the engine startup process. When the engine is running, the temperature inside the engine is high. The cooling water can be dissipated through the engine radiator flowing through the first branch. The medium in the heat pump circuit does not need to run continuously to cool the engine. When there is a need to heat the passenger cabin, the heat pump circuit heats the medium in the passenger cabin circulation circuit through the intercooler. In addition, when the temperature of the medium in the engine heat circulation circuit is high, the engine heat circulation circuit transfers heat to the passenger cabin heat circulation circuit through a second heat exchange flow path, thereby heating the passenger cabin. This rationally utilizes the waste heat generated by the engine operation and reduces the energy consumption of the thermal management system. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 A schematic diagram of an engine heat circulation loop, a heat pump loop, and a passenger compartment heat circulation loop of a thermal management system for an automobile provided by an embodiment of the present utility model;

[0040] Figure 2 A schematic structural diagram of a thermal management system for an automobile provided by an embodiment of the present utility model;

[0041] Figure 3 Another structural schematic diagram of a thermal management system for an automobile provided by an embodiment of the present utility model;

[0042] Figure 4 This is a detailed schematic diagram of a cabin thermal circulation loop of a thermal management system for an automobile provided by an embodiment of the present invention.

[0043] 10. Thermal management systems for automobiles;

[0044] 110. Engine thermal cycle circuit;

[0045] 111. Engine main flow path; 1110. Engine main pump;

[0046] 112. First branch; 1120. Engine radiator; 1121. Thermostat;

[0047] 113. Second branch; 1130. Second valve assembly;

[0048] 114. First heat exchange flow path; 1140. First valve assembly;

[0049] 115. Second heat exchange flow path; 1150. Fourth valve assembly;

[0050] 120. Cabin heat circulation circuit;

[0051] 121. Ventilation duct; 122. Heater core; 123. Auxiliary heater; 124. Blower;

[0052] 130. Heat pump circuit;

[0053] 131. Heat pump main flow path; 1310. Compressor; 1311. Evaporator; 1312. Expansion valve;

[0054] 132, third branch; 1320, third valve assembly;

[0055] 133, fourth branch; 1330, intercooler;

[0056] 140. Heat exchange circuit;

[0057] 141. Driving pump;

[0058] 210, first heat exchanger; 211, first channel; 212, second channel;

[0059] 220, second heat exchanger; 221, third channel; 222, fourth channel;

[0060] 20. Engine; 30. Cabin air outlet structure; 40. Transmission system accessories. DETAILED DESCRIPTION

[0061] The automotive thermal management system is a complex system involving multiple components and heat transfer fluids. Its primary function is to maintain optimal operating temperatures for various vehicle components through heat dissipation, heating, and insulation, thereby ensuring functional safety and longevity. This system primarily includes the engine cooling system, the in-vehicle air conditioning system, the engine preheating system, the seat heating and ventilation system, the battery thermal management system, the brake cooling system, and the emergency cooling system. With the continued expansion of the new energy vehicle market and technological advancements, the application of heat pump technology in automotive thermal management systems will become increasingly widespread. By utilizing heat from the external environment to heat or cool the air inside the vehicle, heat pump systems can significantly reduce energy consumption and increase the range of new energy vehicles compared to traditional PTC heating or air conditioning methods.

[0062] Of course, the prior art also discloses a thermal management system that uses a heat pump air conditioner to heat a cold-started engine, and cools the engine when the engine is moving. However, the heat pump air conditioner of this thermal management system directly heats the environment in which the engine is located or the engine itself. The heat absorbed by the engine may be absorbed by the coolant flowing through the engine, thereby affecting the preheating effect of the engine when it is cold-started.

[0063] Therefore, the present invention provides a thermal management system for an automobile, which includes an engine heat circulation circuit flowing through the engine, a cabin heat circulation circuit flowing through the cabin air outlet structure, and a heat pump circuit. The refrigerant in the heat pump circuit exchanges heat with the coolant in the engine heat circulation circuit to increase the engine coolant temperature, thereby achieving heating and temperature increase of the entire engine, so that the fuel is fully vaporized and the lubricating oil is evenly liquefied during the engine startup process; when the cabin has a heating demand, the heat pump circuit or the engine heat circulation circuit fluid can exchange heat with the cabin heat circulation circuit, thereby meeting the heating demand in the cabin.

[0064] In order to make the purpose, technical solutions and advantages of the present invention more clear, the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.

[0065] like Figure 1 and Figure 2 As shown, an embodiment of the present invention discloses a thermal management system 10 for an automobile, which includes an engine heat circulation loop 110 flowing through an engine 20 , a cabin heat circulation loop 120 flowing through a cabin air outlet structure 30 , and a heat pump loop 130 .

[0066] Among them, the engine thermal circulation circuit 110 includes an engine main flow path 111 flowing through the engine 20, a first branch 112 and a second branch 113, which are connected in series with the engine main flow path 111 and in parallel with each other. An engine main pump 1110 is provided on the engine main flow path 111, and an engine radiator 1120 is provided on the first branch 112.

[0067] Specifically, the second branch 113 includes a first heat exchange flow path 114 and a second heat exchange flow path 115, both of which are connected in series with the engine main flow path 111 and in parallel with each other. The engine heat circulation circuit 110 exchanges heat with the heat pump circuit 130 through the first heat exchange flow path 114, and exchanges heat with the cabin heat circulation circuit 120 through the second heat exchange flow path 115.

[0068] Furthermore, an intercooler 1330 is provided on the heat pump circuit 130 , and the heat pump circuit 130 exchanges heat with the cabin heat circulation circuit 120 via the intercooler 1330 .

[0069] More specifically, this automotive thermal management system 10 cools or heats the engine 20 via the engine thermal circulation loop 110. Specifically, when the engine 20 is started, the cooling water temperature is low, and the engine oil temperature is also low. At this time, the heat pump circuit 130 heats the engine thermal circulation loop 110 via the first heat exchange flow path 114 to rapidly increase the engine 20 coolant temperature, thereby heating the entire engine 20 and ensuring that the fuel is fully vaporized and the lubricating oil is evenly liquefied during the engine 20 startup process. When the engine 20 is running, the temperature inside the engine 20 is high, and the cooling water can be dissipated by the engine radiator 1120 flowing through the first branch 112. The medium in the heat pump circuit 130 does not need to operate continuously to cool the engine 20, thereby reducing the power consumption of the entire thermal management system.

[0070] When the cabin needs to be heated, the engine heat circuit 110 can transfer heat to the cabin heat circuit 120 via the second heat exchange path 115, thereby heating the cabin. Furthermore, when the heat pump circuit 130 does not need to heat the engine heat circuit 110, the intercooler 1330 can heat the medium in the cabin heat circuit.

[0071] The engine heat cycle circuit 110 will be described in detail below.

[0072] like Figure 2 and Figure 3 As shown, engine thermal circuit 110 is an important component of the engine cooling system. Its primary purpose is to maintain engine 20 within a suitable operating temperature range by circulating coolant. Therefore, coolant circulates within engine thermal circuit 110. The present invention does not specifically limit the type of coolant.

[0073] The engine main flow path 111 of the engine thermal circulation loop 110 flows through the engine 20, and a cooling pipeline is formed in the cylinder body of the engine 20. The coolant flows through the cooling pipeline to cool the engine 20. Regarding the structure of the cooling pipeline in the engine 20, those skilled in the art can design it according to actual conditions and specific needs, and the present invention does not make specific limitations on this.

[0074] It should be noted that an engine main pump 1110 is provided on the engine main flow path 111 , and the engine main pump 1110 drives the flow of coolant in the engine thermal circulation loop 110 . The present invention does not make any specific restrictions on the model and specifications of the engine main pump 1110 .

[0075] The engine radiator 1120 arranged on the first branch 112 of the engine thermal circulation loop 110 helps to dissipate the heat in the coolant. Furthermore, in order to ensure that the engine 20 operates within a suitable temperature range, a thermostat 1121 is also provided on the first branch 112. The thermostat 1121 is a valve that controls the flow path of the coolant. It automatically adjusts the amount of water entering the engine radiator 1120 according to the temperature of the cooling water, changes the circulation range of the water, and adjusts the heat dissipation capacity of the cooling system.

[0076] For example, when the cooling temperature is below a specified value (e.g., 80°C to 90°C), thermostat 1121 closes the passage between engine 20 and engine radiator 1120, allowing coolant to flow through second branch 113 and be heated by heat pump circuit 130. When the coolant temperature reaches the specified value, thermostat 1121 opens the passage between engine 20 and engine radiator 1120. At this point, the coolant flows through first branch 112, passing through engine radiator 1120 and thermostat 1121, and is cooled by engine radiator 1120. The specific structure and specifications of thermostat 1121 are not specifically limited in this disclosure.

[0077] The heat pump circuit 130 will be described in detail below.

[0078] like Figure 2 and Figure 3 As shown, the heat pump circuit 130 includes a heat pump main flow path 131 , and a third branch 132 and a fourth branch 133 connected in series with the heat pump main flow path 131 and in parallel with each other.

[0079] The heat pump main flow path 131 includes a compressor 1310 , an evaporator 1311 and an expansion valve 1312 arranged in series, and the internal cooler 1330 is arranged on the fourth branch 133 .

[0080] The following describes the various components within the heat pump circuit 130 .

[0081] Compressor 1310 compresses the refrigerant to achieve its circulation. When compressor 1310 is operating, the refrigerant is drawn in and compressed into a high-temperature, high-pressure gas. During this process, both the temperature and pressure of the refrigerant increase. Therefore, the primary function of compressor 1310 is to transform the refrigerant from a low-temperature, low-pressure state to a high-temperature, high-pressure state, providing the necessary conditions for the subsequent condensation and evaporation processes.

[0082] Intercooler 1330 is a key component in achieving the heating effect. After exiting the compressor, high-temperature, high-pressure refrigerant enters intercooler 1330 and releases heat to the cabin heat circuit 120, heating the passenger compartment. The refrigerant absorbs the cold energy and is rapidly cooled to become subcooled refrigerant.

[0083] During the refrigeration cycle, the refrigerant gradually transforms from a gas into a liquid after releasing heat in the condenser. However, after the condensation process is complete, the refrigerant liquid may not have reached its lowest temperature, which corresponds to its saturation temperature. This means that it still contains a certain amount of latent heat of vaporization. In this case, the refrigerant liquid is further cooled by the intercooler 1330, bringing its temperature below the saturation temperature at the condensing pressure. This process is called subcooling.

[0084] After the supercooled refrigerant passes through expansion valve 1312 and enters evaporator 1311, the pressure drops, causing the refrigerant to evaporate rapidly and absorb heat from the air outside the cabin. The refrigerant itself is evaporated into superheated gas, preparing to participate in the heat pump cycle next time. It should be noted that superheated gas is a thermodynamic concept, which refers to a gas with a temperature higher than the dew point (or saturation temperature). Specifically, when a gas reaches its saturated state (i.e., a state where gas and liquid coexist and the humidity of the gas reaches a maximum), if the gas is continued to be heated so that its temperature exceeds the saturation temperature, then this gas is called superheated gas.

[0085] Expansion valve 1312, as a throttling element in heat pump circuit 130, primarily functions to reduce the pressure and temperature of the refrigerant, converting it into a low-temperature, low-pressure liquid-gas mixture. Expansion valve 1312 determines the adequacy of the refrigerant mass flow rate by detecting the refrigerant superheat at the outlet of evaporator 1311. When the superheat is high, indicating insufficient refrigerant mass flow, expansion valve 1312 will open wider, increasing the refrigerant flow rate. When the superheat is low, indicating excessive refrigerant mass flow, expansion valve 1312 will open narrower, reducing the refrigerant flow rate. Through these adjustments, expansion valve 1312 ensures that the refrigerant fully evaporates and absorbs sufficient heat within evaporator 1311.

[0086] In summary, the compressor 1310, evaporator 1311, intercooler 1330, and expansion valve 1312 in the heat pump circuit 130 each perform different functions and roles. The compressor 1310 provides high-temperature and high-pressure gas by compressing the refrigerant; the intercooler 1330 exchanges heat with the cabin heat circulation circuit 120; the evaporator 1311 absorbs heat from the outdoor air through the evaporation of the refrigerant; and the expansion valve 1312 adjusts the flow and pressure of the refrigerant to ensure that the refrigerant fully evaporates and absorbs sufficient heat in the evaporator 1311. The coordinated operation of these four components enables the heat pump circuit 130 to efficiently achieve the heating function. Of course, the specific models and specifications of the compressor 1310, evaporator 1311, and expansion valve 1312 are not specifically limited in this utility model.

[0087] The cabin heat circulation loop 120 will be described in detail below.

[0088] like Figure 2 and Figure 4 As shown, the cabin heat circulation loop 120 includes a ventilation duct 121 communicating with the cabin air outlet structure 30 , and a warm air core 122 , an auxiliary heater 123 and a blower 124 provided on the ventilation duct 121 .

[0089] The heater core 122 is a key component in the vehicle's heating system, primarily responsible for converting heat generated by the engine 20 into warm air, providing a comfortable driving environment for the driver and passengers. Specifically, the heater core 122 is integrated into the second heat exchange flow path 115 , which then exchanges heat with the cabin heat circulation loop 120 through the heater core 122.

[0090] When the engine 20 is running, the engine 20 coolant flows through the second heat exchange flow path 115 and then through the heat exchange tubes of the vehicle heater core 122. The heat exchange tubes contain numerous small pipes through which the coolant can exchange heat with the air in the ventilation duct 121. When the coolant temperature is higher than the outside air temperature, the coolant releases heat energy to the air in the ventilation duct 121, thereby heating the air and blowing it into the passenger cabin through the cabin air outlet structure 30. The specific structure of the cabin air outlet structure 30 is not specifically limited in this invention.

[0091] Furthermore, the blower 124 is used to blow the air in the ventilation duct 121 to move along the ventilation duct 121, and the auxiliary heater 123 is used to heat the air in the ventilation duct 121. The auxiliary heater 123 can be a heater made of a thermistor commonly used in the field. Of course, the present invention does not make any specific restrictions on the structure of the auxiliary heater 123 and the blower 124.

[0092] It should be noted that, in this embodiment, the cabin thermal circulation circuit 120 can be heated by the engine thermal circulation circuit 110 or the heat pump circuit 130 , but this does not prevent other forms of heating structures from being added to the cabin thermal circulation circuit 120 , and the present invention does not make specific limitations on this.

[0093] Next, the heat exchange structure between the engine heat cycle circuit 110 and the heat pump circuit 130 will be described.

[0094] A first heat exchanger 210 is provided between the first heat exchange flow path 114 and the heat pump circuit 130 . The first heat exchanger 210 is formed with a first channel 211 and a second channel 212 . The first channel 211 is connected to the first heat exchange flow path 114 , and the second channel 212 is connected to the third branch 132 of the heat pump circuit 130 .

[0095] In addition, a first valve assembly 1140 is provided on the first heat exchange flow path 114 , and a third valve assembly 1320 is provided on the third branch 132 of the heat pump circuit 130 .

[0096] When the engine 20 is in a low temperature environment (for example, the ambient temperature is -10°C to -30°C), during a cold start of the engine 20, the coolant in the engine thermal circulation circuit 110 needs to be heated by the heat pump circuit 130. At this time, the first valve assembly 1140 and the third valve assembly 1320 are both opened, allowing the refrigerant that has absorbed heat in the heat pump circuit 130 to flow from the third branch 132 and exchange heat with the coolant in the first heat exchange flow path 114 through the first heat exchanger 210. When there is no need to heat the coolant in the engine thermal circulation circuit 110, the first valve assembly 1140 on the first heat exchange flow path 114 or the third valve assembly 1320 on the third branch 132 is closed, or the first valve assembly 1140 on the first heat exchange flow path 114 and the third valve assembly 1320 on the third branch 132 are both closed, and the refrigerant in the heat pump circuit 130 no longer exchanges heat with the coolant in the engine thermal circulation circuit 110 through the first heat exchanger 210.

[0097] Furthermore, the second branch 113 also flows through the transmission system accessory 40. The transmission system accessory 40 may be at least one of an oil cooler, a supercharger, and a transmission, or other components that generate heat during operation. This is not specifically limited in the present invention. Furthermore, a second valve assembly 1130 is provided between the transmission system accessory 40 and the first heat exchanger 210. During a cold start of the engine 20, the second valve assembly 1130 opens, and the coolant in the engine thermal circulation circuit 110 flows through the second branch 113. This not only absorbs heat from the heat pump circuit 130 via the first heat exchanger 210, but also absorbs heat generated by the oil cooler, supercharger, and transmission during operation, thereby rapidly raising the coolant temperature. When the coolant temperature in the engine thermal circulation circuit 110 reaches the required operating temperature, the second valve assembly 1130 closes, and the coolant in the engine thermal circulation circuit 110 is no longer heated.

[0098] It should be noted that the first heat exchanger 210 can be configured as a heat accumulator with a heat preservation function, including but not limited to a kettle with an insulation layer of a certain volume, a paraffin phase change heat accumulator, etc. The present utility model does not make specific limitations on this.

[0099] The first heat exchanger 210 can have both heat storage and preheating functions. Specifically, after the vehicle's last normal operation, the first valve assembly 1140 and the second valve assembly 1130 are closed, retaining some high-temperature coolant within the first heat exchanger 210. The next time the engine 20 is started, the first valve assembly 1140 and the second valve assembly 1130 are directly opened, allowing the high-temperature coolant to flow directly within the engine thermal circuit 110, rapidly heating the engine 20.

[0100] In addition, when the external environment is low in temperature, the vehicle can be used to enable the heat pump circuit 130 to work in advance, open the third valve assembly 1320, and close the first valve assembly 1140 and the second valve assembly 1130. While the heat pump circuit 130 heats the cabin heat circulation circuit 120 through the intercooler 1330 of the fourth branch 133, it also heats the coolant in the first heat exchanger 210. In this way, after the official start-up, the temperature of the coolant in the engine heat circulation circuit 110 can be quickly increased.

[0101] Next, the heat exchange structure between the cabin heat circulation circuit 120 and the heat pump circuit 130 will be described.

[0102] like Figure 2As shown, in one embodiment, the intercooler 1330 of the heat pump circuit 130 is directly integrated into the ventilation duct 121 of the cabin heat circulation circuit 120, and the refrigerant of the heat pump circuit 130 exchanges heat with the air in the ventilation duct 121 through the intercooler 1330. Regarding the integration method of the intercooler 1330 and the ventilation duct 121, as long as it facilitates heat exchange between the two media, the present invention does not impose any specific restrictions on this.

[0103] like Figure 3 As shown, in another alternative embodiment, a heat exchange circuit 140 is provided between the heat pump circuit 130 and the cabin heat circulation circuit 120, and an intercooler 1330 of the heat pump circuit 130 is integrated on the heat exchange circuit 140. The heat pump circuit 130 and the cabin heat circulation circuit 120 exchange heat through the heat exchange circuit 140.

[0104] Specifically, a second heat exchanger 220 is provided between the heat exchange circuit 140 and the ventilation pipeline 121 . A third channel 221 and a fourth channel 222 are formed on the second heat exchanger 220 . The third channel 221 is connected to the heat exchange circuit 140 , and the fourth channel 222 is connected to the ventilation pipeline 121 .

[0105] The medium in the heat exchange circuit 140 flows through the third channel 221 and exchanges heat with the medium in the ventilation pipe 121 flowing through the fourth channel 222 . In addition, a driving pump 141 is also provided on the heat exchange circuit 140 .

[0106] When heat exchange is performed between the heat pump circuit 130 and the cabin heat circulation circuit 120, the refrigerant in the heat pump circuit 130 heats the medium in the heat exchange circuit 140 through the second heat exchanger 220. The heated medium in the heat exchange circuit 140 circulates under the drive of the driving pump 141 and exchanges heat with the air in the ventilation duct 121 through the intercooler 1330.

[0107] Next, the heat exchange structure between the engine heat cycle circuit 110 and the cabin heat cycle circuit 120 will be described.

[0108] The second heat exchange flow path 115 of the engine heat circulation loop 110 performs heat exchange with the heater core 122 on the ventilation pipe 121 , and a fourth valve assembly 1150 is provided on the second heat exchange flow path 115 .

[0109] When there is a need for heating in the passenger cabin, when the engine 20 is in a cold start state, the coolant temperature in the engine thermal circulation loop 110 is low, the fourth valve assembly 1150 is closed, and the cold air in the ventilation line 121 is heated by the refrigerant in the heat pump circuit 130 through the intercooler 1330. When the engine 20 is in normal movement, the coolant temperature in the engine thermal circulation loop 110 is high, the fourth valve assembly 1150 is opened, and the cold air in the ventilation line 121 can be heated by the coolant in the second heat exchange flow path 115 through the heater core 122, thereby rationally utilizing the waste heat generated when the engine 20 is working, and can also reduce the workload of the heat pump circuit 130 during heating, thereby reducing the energy consumption of the thermal management system.

[0110] Furthermore, the present invention also discloses an automobile, comprising any one of the above-mentioned thermal management systems 10 for an automobile.

[0111] Of course, this thermal management system can be used not only in automobiles, but also in ships, muck trucks, mining trucks and other engineering vehicles or vehicles in other special fields. The present invention does not make specific limitations on this.

[0112] It should be noted that, in addition to the implementation methods of the present invention described in the above-mentioned specific embodiments, those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. Although the description of the present invention is introduced in conjunction with the preferred embodiment, this does not mean that the features of this utility model are limited to this implementation method. On the contrary, the purpose of introducing the utility model in conjunction with the implementation method is to cover other options or modifications that may be extended based on the claims of the present utility model. In order to provide an in-depth understanding of the present utility model, the above description contains many specific details, and the present utility model can also be implemented without using these details. In addition, in order to avoid confusion or blurring the focus of the present utility model, some specific details will be omitted in the description. It should be noted that, in the absence of conflict, the embodiments of the present utility model and the features in the embodiments can be combined with each other.

[0113] It should be noted that in this specification, similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings.

[0114] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, or are the orientations or positional relationships in which the utility model product is usually placed when in use. They are only for the convenience of describing the utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they cannot be understood as a limitation on the utility model.

[0115] The terms “first”, “second”, etc. are only used for distinguishing descriptions and should not be understood as indicating or implying relative importance.

[0116] In the description of this embodiment, it should be noted that, unless otherwise specified or limited, the terms "disposed," "connected," and "connected" should be understood broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in this embodiment based on specific circumstances.

[0117] Although the present invention has been illustrated and described with reference to certain preferred embodiments of the present invention, it should be understood by those skilled in the art that the above description is provided to further illustrate the present invention in conjunction with specific embodiments, and that the present invention should not be construed as being limited to these descriptions. Those skilled in the art may make various changes in form and detail, including simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. A thermal management system for an automobile, characterized in that: The thermal management system includes an engine heat circulation loop flowing through the engine, a cabin heat circulation loop flowing through the cabin air outlet structure, and a heat pump loop; wherein, The engine heat circulation loop includes an engine main flow path flowing through the engine, a first branch and a second branch connected in series with the engine main flow path and in parallel with each other, an engine main pump is provided on the engine main flow path, and an engine radiator is provided on the first branch; and The second branch includes a first heat exchange flow path and a second heat exchange flow path, both of which are connected in series with the engine main flow path and in parallel with each other. The engine heat circulation circuit exchanges heat with the heat pump circuit through the first heat exchange flow path, and exchanges heat with the cabin heat circulation circuit through the second heat exchange flow path. The heat pump circuit is provided with an intercooler, and the heat pump circuit exchanges heat with the cabin heat circulation circuit through the intercooler.

2. The thermal management system for an automobile according to claim 1, wherein: A first heat exchanger is provided between the first heat exchange flow path and the heat pump circuit, wherein the first heat exchanger is formed with a first channel and a second channel, wherein the first channel is in communication with the first heat exchange flow path, and the second channel is in communication with the heat pump circuit; Wherein, the medium in the first heat exchange flow path flows through the first channel and exchanges heat with the medium in the heat pump circuit flowing through the second channel; and A first valve assembly is also provided on the first heat exchange flow path.

3. The thermal management system for an automobile according to claim 2, wherein: The second branch also flows through at least an oil cooler, a supercharger, and a gearbox, and a second valve assembly is provided between the oil cooler, the supercharger, the gearbox, and the first heat exchanger.

4. The thermal management system for an automobile according to claim 2, wherein: The heat pump circuit includes a heat pump main flow path, and a third branch and a fourth branch connected in series with the heat pump main flow path and in parallel with each other; wherein, The heat pump main flow path includes a compressor, an evaporator, and an expansion valve arranged in series, the third branch is connected to the second channel of the first heat exchanger, and the internal cooler is arranged on the fourth branch.

5. The thermal management system for an automobile according to claim 4, wherein: The third branch is provided with a third valve assembly.

6. The thermal management system for an automobile according to any one of claims 1 to 5, characterized in that: The cabin heat circulation loop includes a ventilation pipeline connected to the cabin air outlet structure, and a warm air core provided on the ventilation pipeline; and, The heater core is further integrated in a second heat exchange flow path, and the second heat exchange flow path exchanges heat with the cabin heat circulation loop through the heater core; and A fourth valve assembly is also provided on the second heat exchange flow path.

7. The thermal management system for an automobile according to claim 6, wherein: A heat exchange circuit is provided between the heat pump circuit and the cabin heat circulation circuit. The intercooler of the heat pump circuit is integrated on the heat exchange circuit. The heat pump circuit and the cabin heat circulation circuit exchange heat through the heat exchange circuit.

8. The thermal management system for an automobile according to claim 7, wherein: A second heat exchanger is provided between the heat exchange circuit and the ventilation pipeline, and a third channel and a fourth channel are formed on the second heat exchanger, the third channel is connected to the heat exchange circuit, and the fourth channel is connected to the ventilation pipeline; The medium in the heat exchange circuit flows through the third channel and exchanges heat with the medium in the ventilation pipeline flowing through the fourth channel; and The heat exchange circuit is also provided with a driving pump.

9. The thermal management system for an automobile according to claim 6, wherein: The ventilation pipeline is also provided with an auxiliary heater and a blower.

10. An automobile, characterized in that: The thermal management system for an automobile comprises the thermal management system according to any one of claims 1 to 9.

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